This will just displace congestion and pollution, not reduce it
- Actually, a significant proportion of the motor traffic simply disappears.
- Remaining motor traffic is smoother.
One-way streets just increase road speed
- This has been found to be true where no roadspace has been reallocated.
- In our one-way system, there is only one lane for vehicle.
- This means they can only travel as fast as the slowest participant.
- City buses travelling at the speed limit will fulfill this purpose.
This was tried in Stevenage/Frideswide Square and it failed
- In Stevenage, motor traffic continues to be incentivised by fast, high-capacity roads.
- Frideswide Square is isolated, and even in isolation does not conform to OLS proposals.
- By contrast, the Marston Ferry Road segregated cycle path has been instrumental in shaping Cherwell School cycling rates.
Oxford is too hilly/chilly
- Technology does provide a solution here: electric bikes.
- Other cities with comparable or cooler climates (Oslo, Copenhagen, Groningen) have made a success of this vision.
- There’s no such thing as bad weather—just the wrong clothes!
This is bad for people with mobility problems
- Low-intimidation streets benefit people with mobility problems.
- Segregated cycle paths can be used by people in wheelchairs and mobility scooters.
- There are cycle adaptations for virtually every physical disability.
Bus routes would be disrupted
- Good public transport is a key part of the vision.
- We envisage shuttle buses inside Oxford connecting with transport hubs at the edge.
- Strategic bus contraflows would allow cross-city connections where necessary.
Businesses/students won’t be able to receive their deliveries
- Much more can be delivered by bicycle and smaller vehicles than at present.
- Restrictions on motor traffic in the city centre can be lifted at specified times as they are at present on Cornmarket.
- The vision includes two-way road access to business parks and industrial estates.
Emergency vehicles would be slowed down
- There is no evidence that liveable streets cause longer emergency response times.
- To the extent that they reduce congestion, they would be expected to reduce emergency response times.
- Segregated cycle lanes, like pavements, can be occupied by cars in order to clear a path for emergency vehicles—or by emergency vehicles themselves.
- The London Fire Brigade reports no sustained degradation in attendance time where comparable infrastructure changes have been introduced.
- The OLS vision for Oxfordshire ensures good ambulance access to the John Radcliffe hospital.
This is bad for motorists
- Traffic evaporation means people who need to drive have smoother-flowing, more predictable lanes.
- The Netherlands has the highest driver satisfaction in the world and the most segregated cycle infrastructure of any country.
This is bad for businesses/shopkeepers/stores/traders
- Higher pedestrianisation and cycle access is associated with higher trade
- Traders’ groups that initially oppose such plans are often the first to sing their benefits after the fact.
Politicians won’t accept it — it would be suicidal
- There is already evidence of the plan’s advantages for all road users, residents, and businesses.
- There is already evidence of support among the electorate.
- Studies suggest that expectation management, good monitoring of key indicators and speedy availability of facts, and good communication are key to ensuring that benefits are recognized.
- In other cities, opposition has decreased substantially after the transition.