Here we "bust" all the 20mph myths that opponents so often use as an argument against implementing an appropriate limit for residential, urban and village streets Continue reading

In its latest guidance the DfT is very supportive of 20mph limits, yet some shire county 20mph policies do not reflect this. Continue reading

Does your Local Authority value older people? Vulnerability due to slow to heal injuries, delayed reactions, slower movements, instability and eye problems mean that older people gain a lot from 20mph limits. Continue reading

The aim of 20mph limits is slower speeds. High compliance is gained by positive engagement rather than just asking resident’s views. Continue reading

Healthy roads have slow speed limits.  Roads and pavements make up most of the public realm.  Wide 20mph limits affordably and effectively tackle fear, injury risks, child protection, obesity and health inequalities whilst raising fitness through active travel. Continue reading

Attracting visitors, ideally arriving by public transport, brings prosperity. Tourists often sightsee by walking around. Visitor numbers rise when the public realm is improved by safer, nicer streets. As with pedestrianisation, 20mph limits attract walkers. With less danger, footfall rises as do profits. Cyclist numbers increase too. Continue reading

Children and families are big winners from slower speeds. Wide 20mph limits help parents and children to get around locally. Less danger or parent ‘taxi-duty’ and more walking and cycling means healthier, happier families with extra money to spend. Continue reading

Door stepping is key to canvassing local opinion. Election candidates and resident’s associations are recommended to ask if wide-area, default 20mph limits are popular. 20mph is an affordable pledge that all ages can support. It’s a deliverable promise for a better community. Continue reading

Total 20 has exceptional investment returns.  It is a transport intervention like no other which really benefits from multi-agency collaboration.  Signed, mandatory 20mph limits without humps is much more about ‘social engagement’ than ‘traffic engineering’.  Coordinated and sustained marketing of 20mph benefits will best raise driver awareness, compliance and contribute to making better communities. Continue reading

Lower speeds improve streets.  20mph raises safety and quality of life.   Signed 20mph limits are proven effective.  Maximising compliance is key.  Behaviour change is through engagement and light enforcement. This 2-page briefing sets out the wide evidence that 20mph limits are beneficial to communities. Continue reading

Our briefing sheet for the All Party Parliamentary Cycling Group when we gave evidence on 6th Feb 2013. Continue reading

Gaining widespread driver compliance with 20 mph limits involves much more than relying on police enforcement. Multi-agency collaboration and social marketing are crucial. Continue reading

Installing 20 mph limits is primarily a capital spend and has little bearing on council services or jobs. 20 mph limits are an affordable, best value policy with exceptional rates of return. Continue reading

Slower speeds prevent road crashes or reduce the damage they cause.  There are free casualty maps online.  Look up your road and request 20 mph. Continue reading

Villagers need protection from speeding traffic. Rural through-route traffic is often heavy and excessively fast without urban congestion. Country streets can have narrow or no pavements, even when doors lead straight to a road. Getting safely to shops and schools at village edges is crucial.  Many villages, even with ‘A’ roads, have successfully been 20mph limited. Continue reading

Wide area 20 mph limits are extremely popular.  Furthermore, approval levels rise, validating the policy’s implementation.  No humps are needed.   Continue reading

Slowing speed limits from 30mph to 20mph has contributed to increasing cycling and walking by over 20%. 20mph increases physical activity and reduces traffic. Cyclist casualties fall Continue reading

20mph limits boost business.  Places embracing slower speeds and therefore walkers and cyclists have higher levels of footfall and takings.  Less fuel is used.  Journey times are unaffected.  Continue reading

Public Health England’s Chief Exec Designate, Duncan Selbie, has used 20mph limits as an example for Public Health Directors of how they can provide visible, accessible and practical evidence to local authorities to benefit community health and “reduce child accidents and deaths by an important margin” . Liverpool and Bristol’s PCT’s have given funding or expertise towards implementing community wide 20mph limits. Health improves and people are better protected in 20mph areas. Continue reading

It’s a popular misconception that fuel efficiency peaks at 50-60mph. Yet What Car magazine found that for many cars 20mph was the most efficient speed .  In urban conditions 20mph beats 30mph for saving fuel. 20mph limits mean less acceleration and braking. Walking and cycling increase. 20’s Plenty is green Continue reading

An extensive list of Council Scrutiny Committee reports have concluded 20’s Plenty Where People Live.  Enough sources cite 20mph as a “Best Value Policy”. Implementing road danger reduction need not be delayed by duplicating further scrutiny.  Continue reading

Over 75% of people say 20mph is the right speed limit for residential streets. It’s recognised as “best practice” where there are pedestrians and cyclists such as town centres, shops, workplaces or schools.  Children are better protected if 20mph limits surround nurseries, parks and play areas.  Quality of life and ‘liveability’ improves. Continue reading

People wrongly assume that 20mph limits delay journey times.  Yet, average city speeds are generally well below 20mph owing to congestion and queues.   And traffic flows more freely at 20mph than 30mph:  drivers make better use of road space by packing closer and  junctions work more efficiently and at a higher capacity as its easier to merge. Because drivers feel safer, some leave their cars at home, further reducing congestion.  20mph limits mean quicker journeys. Continue reading

An update on a previous report on the case for 30kph limits as a standard across Europe Briefing sheet on how the “Total 20” policy used by UK towns should be replicated throughout Europe. Continue reading

The number of people living in local authorities committed to 20mph limits now reaches 8m Continue reading

An article from the C'llr magazine on 20mph limits from an elected representative perspective Continue reading

Some drivers blame pedestrians ‘taking chances’ as the reason they make up 22% of those killed or seriously injured on our roads.  But how easy is it to cross safely? Who’s to blame when walkers die? Continue reading

On 10th January 2012, Rod King, Founder and Campaign Director of 20’s Plenty for Us had a meeting with 2 representatives from the Association of Chief Police Officers who are involved with both the lead officer for Road Policing in ACPO and also act as police representatives to DfT, and other government bodies Continue reading

Current anomalies in guidelines for setting 20mph speed limits in Scotland Note this was supersceded in 2015 - See our new Press Release Continue reading

20 mph limits give great value for money. Slower speeds can be funded from many sources and money combined from different funders can help make communities safer and improve the quality of life for all road users. Continue reading

Communities consistently ask for slower residential speeds. There are many law and order benefits from police agreement to ‘light touch’ enforcement including responding to community wishes. Continue reading

Campaigning can be very rewarding.   We aim to maximise that buzz by helping people to be effective at getting local road signs changed to 20 mph. Continue reading

Implementing 20 mph limits without traffic calming prevents road injury and disability. It helps the less able to get about.  20 mph limits increase accessibility and opportunities for the most vulnerable to lead fairer, healthier, more sociable lives. Equality and inclusivity improve, raising quality of life for everyone including carers and those with dependent family   Continue reading

20s Plenty for Us wants local political support and popular (especially driver) buy in to wide 20 mph limits. Highlighting benefits to drivers as residents, parents and citizens is key to successful implementation and compliance. Continue reading

Opinion surveys across the UK consistently show strong support for 20 mph limits without humps.  This popular policy wins votes. 20 mph limits make real, quantifiable differences to people’s quality of life.  Wide area 20 mph limits are fair and justified as popular and affordable. Continue reading

Rather than being an added imposition, bus operators should see 20mph limits as benefiting their customers and resulting in lower operating costs . Continue reading

Far from being anti-motorist, 20 mph limits give taxi and private hire vehicle drivers many benefits including extra potential customers Continue reading

Explains how isolated, expensive schemes around schools without wide area 20mph limits actually encourage inactive travel and fail to provide best value in protecting children Continue reading

Puts the case for the recommendation of 30kph (20mph) limits as the default for residential streets across the EU. Also see Press Release when EU parliament agreed. Continue reading

Police reluctance to enforce speed limits causes unnecessary death and injury on our roads. Continue reading

Explains the cost comparisons between 20mph limits and 20mph zones with physical calming to show that limits are far more effective per pound. Continue reading

Many people assume that at lower speeds extra fuel is used and more pollution created. In fact the reverse is true. That’s why "Total 20", without traffic calming, is supported by so many environmental organisations. Continue reading

Far from being anti-motorist, 20 mph limits give drivers many advantages. That’s why 72% of drivers believe 20’s Plenty on residential streets[1]. [1] National Centre for Social Research, British Social Attitudes: the 22nd Report, 2005 Continue reading