Get up to date on the movement to achieve a human-centric streetscape in Oxford.

You can read up on:

  • the 7 February 2018 evening at TAP Social Movement
  • the latest official proposals for street redesign
  • the best practices from the Netherlands
  • the history of the Netherlands’ switch from car-centric streets to human-centric ones

Evening at TAP Social Movement (FEB 7)

What is this?   

An evening to get inspired about Dutch streetscapes and the way people move around in Dutch cities. The Netherlands has 40 years’ experience designing people-centric transit. We’ll be joined by Robert Weetman, a widely followed observer of Dutch transit solutions and author of the viral blog post, “What nobody told me … “.


Read this and this.


TAP Social Movement  (Botley)

What time? 

6 for 6:30 prompt start

What can I eat? 

There will be an awesome Greenbox van on site

 Do I need a ticket?

Yes. Please book one here (£1.61 per ticket).

Council proposals

Options for “radical” changes to Oxford’s transit layout are discussed in a City Council news release here.

These options are being presented for debate, with no preferred option identified at this stage.

Further discussions will also be held between the city council and the county council on how these, or potentially other proposals, might be taken forward following the consultants’ report.

Ultimately the consultants’ options and any recommendations are intended to inform the city council’s emerging Local Plan 2036 and a future update of the county council’s Oxford Transport Strategy.

The options complement the proposed Zero Emission Zone and the proposed demand management options, including a Congestion Charge and Workplace Parking Levy. This reduction in demand will enable the traffic flows envisioned in the new transport options.

How did the Netherlands do it?

Photo courtesy of Graham Paul Smith

The first thing to know is that the Netherlands had a car culture in the 1960s that would look familiar to anyone in the UK or USA.

In the early 1970s, there was a pushback. Key to this was a group called Stop de Kindermoort (Stop the Child Murder). Steven Schepel (pictured above; far left) was one of the activists in this group, which demanded that the national government and municipal authorities take concrete steps to make streets and roads safe.

The levee broke when Groningen implemented the Traffic Circulation Plan in September 1977. This plan was adopted in 1972 by a left-wing city council and made it to fruition only through sheer stubbornness and conviction. The chamber of commerce organised actively against it.

If you imagine that some people in Oxford would be upset by a Dutch-style traffic scheme, you are correct. But know too that Groningen went through exactly such traumas. Jacques Wallage, the council official responsible for implementing the 1977 reform, was under police protection.

See “How Groningen invented a cycling template …” (Guardian) for more of the story.

For details on the political campaign, see “Planning fundamental urban traffic changes: experiences with the Groningen traffic circulation scheme” (Tsubohara & Voogd 2004)

For details on the backlash, see “The effect and modification of the Traffic Circulation Plan (VCP)” (Tsubohara 2007)

For extending the campaign to residential areas: “A traffic plan to make residential areas car-limited” (Tsubohara 2007)

See also Carlton Reid’s new book, Bike Boom (2017), which includes the chapter, “How the Dutch really got their cycleways”