The UK government has cautioned local councils regarding potentially risky plans to convert high streets into pedestrian zones across England.
Evidence submitted to an inquiry by MPs indicates that the Ministry of Housing, Communities and Local Government (MHCLG) determined pedestrianisation can render high streets “more attractive, safe and welcoming”.
However, the department stressed that “process needs careful consideration”; removing traffic may diminish accessibility and jeopardize local markets.
“Local leaders pursuing pedestrianisation must be aware of the risks and work to mitigate them, within a broader spatial strategy,” the evidence maintains.
Submission details were provided externally to the Housing, Communities and Local Government Committee, which is examining actions required to revitalise England’s high streets.
A MHCLG spokesperson clarified that no formal guidance had yet been issued to local authorities concerning pedestrianisation initiatives.
The government is slated to release a new high streets strategy later this year.
“We support local leaders to make their own choices about pedestrianisation based on the needs of their communities,” the spokesperson affirmed.
Upcoming policy proposals underscore a commitment to reviving high streets while ensuring universal accessibility.
Research shows increasing adoption of car‑free zones in UK cities and towns.
Some councils launched pedestrianisation trials during the COVID pandemic, sparking debate over public space utilisation.
Yet many high street conversions remain controversial—particularly in London, where Mayor Sadiq Khan faced opposition from his borough council over proposed traffic‑free sections on Oxford Street.
Segment sections of Oxford Street will become pedestrian‑only starting 26 October.
The BBC has sought written response from the mayor’s office.
Expert analysis notes that while short‑term commercial objections are common, longer‑term studies suggest that sustained pedestrianisation can strengthen economic resilience.
"To counter arguments that fewer cars mean fewer transactions, one must demonstrate that investing in public transport builds the very accessibility these zones require," Professor Lee Ivett of the University of the Built Environment explained.
Historical guidance supports designing city centres with a distinctive character that encourages walking, cycling, and public travel.
The prior 2021 strategy called for towns and city centres designed with a sense of place to be attractive to pedestrians, cyclists, and transit users.
Since then, the national approach has favoured granting local authorities flexibility to decide on pedestrianisation projects.
Converting car‑dominated thoroughfares entails extensive processes, including resident consultations and environmental impact assessments.
The Kahn proposal illustrates the timeline; a concept first introduced in 2016 took roughly ten years to materialise.
Other test implementations reveal divergent outcomes—Newbury’s evening trial was abandoned after 75 percent of survey respondents rejected it, whereas Manchester’s Stevenson Square successfully became a permanent pedestrian space after its pilot phase.