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Table of Contents
1. The Case for a 20mph Speed Limit in Wool, Dorset
NOTE: some of the references are incorrectly linked.
The village of Wool in Dorset is contemplating a reduction in the speed limit on its back roads from the current 30mph to 20mph. This proposal has generated discussions within the community, with residents expressing concerns primarily around the potential for increased vehicle pollution at slower speeds, a rise in traffic congestion, and heightened frustration among drivers. These anxieties are understandable and mirror common objections that often surface when such traffic calming measures are considered. To make an informed decision, it is essential to examine these concerns through the lens of available research and evidence, alongside considering the potential benefits that a 20mph speed limit could bring to the village. This report aims to provide a comprehensive analysis of these aspects, drawing upon studies and case studies from across the United Kingdom and beyond, to build a well-supported case for the adoption of a 20mph speed limit in Wool.
2. Addressing Concerns Raised by Residents:
2.1. Vehicle Emissions at Slower Speeds
A primary concern raised by residents is that reducing the speed limit to 20mph could lead to an increase in vehicle emissions. This concern often stems from the perception that vehicles might operate less efficiently at lower speeds, potentially using lower gears and increasing engine revolutions. However, a body of research suggests that this is not necessarily the case and, in many instances, the opposite can be true 1). Studies conducted in urban environments, such as those in London by Imperial College and Transport for London (TfL), indicate that implementing 20mph zones does not result in a net negative impact on exhaust emissions 2). In fact, these studies have observed that traffic flow can become smoother at 20mph, characterized by fewer instances of acceleration and deceleration compared to 30mph zones 3). This smoother driving style is significant because it leads to a reduction in particulate matter emissions resulting from the wear and tear of tires and brakes, which constitute a considerable source of air pollution, even for zero-emission vehicles 4).
It is important to note that the impact on specific types of emissions can vary depending on the type of vehicle engine 5). For petrol cars, research indicates that driving at 20mph compared to 30mph may lead to an 8.3% reduction in the release of PM10 particles 6). However, petrol vehicles might experience an increase in emissions of nitrous oxide and carbon dioxide at the lower speed 7). Conversely, diesel cars have been observed to show a decrease in all three major types of pollutants – PM10, nitrous oxide, and carbon dioxide – when driven at 20mph 8). This distinction highlights the importance of considering the composition of Wool's vehicle fleet when evaluating the potential air quality impacts of a 20mph speed limit. A village with a higher proportion of diesel vehicles might, therefore, see a more direct benefit in terms of reduced tailpipe emissions.
Fundamental principles of physics also support the argument that lower speeds can be more energy-efficient in urban or village settings 9). Reaching a speed of 30mph requires 2.25 times the amount of energy needed to reach 20mph 10). In areas like Wool, where residential roads often involve frequent slowing down and stopping at junctions or for pedestrians, the energy consumed in repeatedly accelerating to a higher speed limit of 30mph can be substantial 11). Consequently, a driving pattern within a 20mph limit cycle is likely to require less than half the energy needed for a 30mph limit cycle for acceleration alone 12). Furthermore, for many cars, maintaining a steady speed of 20mph can be the most fuel-efficient way to travel, potentially achieving better than 90 miles per gallon under consistent driving conditions 13).
Recent research employing real-world emissions modelling further strengthens the case that 20mph limits do not necessarily increase pollution 14). A study by Future Transport modelled the impact of capping urban speed limits at 20mph versus 30mph, taking into account the stop-start nature of urban and village traffic 15). The results of this modelling indicated significant and substantial reductions in emissions with a 20mph limit, with CO2 emissions being 26% lower and NOx emissions 28% lower compared to a 30mph limit 16). This research underscores that repeated acceleration, a common feature of driving in built-up areas, is a dominant factor in overall journey emissions, and reducing the maximum speed can have a beneficial effect on these emissions 17).
Moreover, vehicles travelling at 20mph spend less time in the phases of acceleration and deceleration, which are known to produce more particulate emissions 18). While it is true that physical traffic calming measures like speed humps, which are often associated with 20mph zones, can lead to increased emissions during the necessary acceleration and deceleration over them, the proposal for Wool's back roads focuses on a speed limit, which typically involves signage without such physical obstructions 19). Therefore, the concern about increased emissions due to physical calming measures is less relevant in this context. Overall, the evidence suggests that implementing a 20mph speed limit on Wool's back roads is unlikely to result in an increase in vehicle pollution and may even lead to a reduction, particularly in particulate matter and under typical driving conditions within the village.
2.2. Impact on Traffic Flow and Congestion:
Another key concern for residents is that reducing the speed limit to 20mph will inevitably lead to increased traffic congestion and longer journey times. However, research indicates that in residential areas, a 20mph speed limit can potentially improve traffic flow 20). Studies from London have shown that in 20mph zones, traffic tends to move more smoothly, with fewer instances of acceleration and deceleration 21). This smoother flow can actually help to reduce the stop-and-go traffic that contributes significantly to congestion in residential areas.
Further research suggests that a 20mph speed limit can even contribute to shorter journey times in urban environments 22). This might seem counterintuitive, but it can be explained by several factors. Reduced braking distances at lower speeds allow drivers to maintain a smaller gap to the vehicle in front, enabling more vehicles to occupy the same stretch of road 23). Additionally, junctions can operate more efficiently as drivers find it easier to merge into slower-moving traffic 24). Perhaps most importantly, making streets safer through lower speed limits can encourage more people to choose active travel modes like walking and cycling, which in turn reduces the overall volume of motor traffic and alleviates congestion 25). In fact, studies have indicated that the optimal speed for minimizing delays caused by traffic congestion in urban areas is around 18.5 mph 26).
Oxfordshire County Council has also noted that slower speeds tend to promote a smoother driving style characterized by less stopping and starting, which ultimately helps traffic to flow more effectively 27). This suggests that the manner in which drivers operate their vehicles at 20mph, with less aggressive acceleration and braking, plays a crucial role in improving traffic flow, rather than just the speed limit itself.
It is important to acknowledge that the impact of a 20mph speed limit on traffic flow might not be universally positive across all contexts 28). Some studies, particularly those focusing on busy city centers or areas implementing 'signs only' limits without additional traffic calming, have shown little significant change in average speeds or even a reduction in overall traffic volume 29). The effectiveness of a 20mph limit in influencing traffic flow is likely to depend on the specific characteristics of Wool's back roads, including their width, existing traffic patterns, and the type of limit implemented (i.e., with or without physical calming).
However, evidence from areas that have already implemented 20mph limits on residential roads suggests that any increase in journey times is often minimal 30). Studies conducted in Wales and Richmond upon Thames, for example, have indicated that the average journey time might only increase by around one minute 31). Quantifying this potential increase helps to put the concern into perspective and suggests that for most journeys within the village, the time penalty of driving at 20mph is likely to be negligible. Therefore, the evidence indicates that implementing a 20mph speed limit on Wool's back roads is unlikely to cause significant traffic congestion and may even contribute to smoother flow due to a more consistent driving style and a potential increase in active travel. Any increase in journey times is expected to be minimal for the majority of local trips.
2.3. Public Perception and Acceptance:
The concern that reducing the speed limit to 20mph will lead to more angry and frustrated drivers is another understandable apprehension among residents. However, research on public perception of 20mph limits suggests that support for these measures is growing, particularly after they have been implemented and residents have had a chance to experience their effects 32). Surveys conducted across the UK have consistently shown that a majority of the public, often around 70%, supports the introduction of 20mph speed limits on residential streets 33). Notably, this level of support often increases once the limits are in place and the benefits become more apparent to the community.
Analysis of public sentiment in areas where 20mph limits have been implemented further supports this trend 34). For instance, studies analyzing Twitter data and conducting surveys in Edinburgh, which implemented a city-wide 20mph limit, revealed that public sentiment was generally positive or neutral towards the policy, and support for it grew over time 35). These real-world examples of successful implementation, coupled with positive public feedback, can be crucial in reassuring residents in Wool about the potential for community acceptance of a 20mph limit.
Consultations conducted in various areas across the UK, including Westmorland and Furness, North Somerset, Plymouth, and Monmouthshire, also demonstrate a trend of community engagement and, in many cases, strong support for 20mph proposals 36). Residents often cite the desire to make their areas safer for children, encourage more active modes of travel, and improve the overall quality of life as key reasons for supporting lower speed limits. This indicates a growing understanding within communities of the benefits associated with 20mph limits.
While opposition to 20mph speed limits does exist, often raising concerns about potential increases in journey times, a perceived lack of necessity, and the possibility of widespread non-compliance, these concerns are frequently addressed by the evidence regarding the actual impacts of such limits 37). It is important to acknowledge these opposing views and address them with clear and evidence-based information. Notably, surveys have indicated an increasing level of support for 20mph limits over time, with areas around schools consistently identified as a top priority for such measures 38). This suggests a gradual shift in public opinion as awareness of the safety and community benefits of lower speeds grows. In conclusion, while some initial resistance to a 20mph speed limit on Wool's back roads might be anticipated, overall public support for such measures in residential areas is generally strong and tends to increase as residents experience the positive outcomes. Proactive community engagement and the provision of clear and accurate information are essential to address concerns and foster acceptance.
3. The Benefits of a 20mph Speed Limit in Wool:
3.1. Enhanced Safety for Pedestrians and Cyclists:
The implementation of a 20mph speed limit on Wool's back roads holds significant potential for enhancing the safety of all road users, particularly pedestrians and cyclists. There is robust evidence linking the introduction of 20mph limits and zones with a reduction in road traffic casualties and fatalities 39). For example, after Wales introduced a default national speed limit of 20mph on restricted roads, a 24% decline in casualties was observed on both 20mph and 30mph roads 40). This compelling statistic demonstrates the direct and substantial impact that lower speed limits can have on road safety at a national level.
Research consistently shows that lower speeds are associated with fewer collisions and a reduction in the severity of injuries when collisions do occur 41). The risk of being killed in a collision between a car and a pedestrian is almost five times higher at an impact speed of 31mph compared to 18.6mph 42). This stark difference underscores the exponential increase in risk with even a relatively small increase in speed, highlighting the profound safety advantage of a 20mph limit over a 30mph limit in a village environment like Wool where interactions between vehicles and vulnerable road users are common.
The chances of survival for a pedestrian struck by a vehicle also differ dramatically at various impact speeds 43). At an impact speed of 20mph, a pedestrian has a 90% chance of surviving, whereas this survival rate drops significantly to around 60% at 30mph and plummets to a mere 20% at 40mph 44). Furthermore, the distance required for a vehicle to come to a complete stop is considerably shorter at 20mph compared to 30mph, providing drivers with more time to react to unexpected situations and potentially avoid collisions altogether. These significant differences in survival rates offer a powerful and emotionally resonant argument for prioritizing the safety of pedestrians in Wool through the implementation of lower speeds.
Extensive research consistently demonstrates the sharp increase in the risk of severe injury or death for pedestrians at impact speeds exceeding 20mph 45). Even a seemingly small increase in speed from 20mph to 25mph can substantially elevate the likelihood of a pedestrian sustaining serious injuries or being fatally wounded. This scientific consensus on the critical threshold of 20mph for pedestrian safety underscores the importance of considering this limit in areas with pedestrian activity, such as the back roads of Wool.
The benefits of a 20mph speed limit extend beyond pedestrians to also enhance the safety of cyclists 46). Lower impact speeds in the event of a collision between a vehicle and a cyclist are likely to result in less severe injuries for the cyclist. Moreover, a 20mph environment can create a more comfortable and less intimidating atmosphere for individuals who choose to cycle, potentially encouraging more cycling within the village.
Children are a particularly vulnerable group of road users, and their safety should be a paramount consideration in any community 47). Research indicates that the risk of severe injury or death for child pedestrians increases significantly at vehicle speeds above 20mph 48). Furthermore, children often have a limited ability to accurately judge the speed of approaching vehicles, especially those travelling faster than 20mph, which puts them at a higher risk when crossing roads or playing near traffic 49). Given that Wool is a village with residential back roads likely used by children, implementing a 20mph speed limit would be a significant step towards creating a safer environment for its youngest residents. In conclusion, the overwhelming evidence strongly supports the notion that reducing the speed limit to 20mph on Wool's back roads will substantially enhance the safety of pedestrians, cyclists, and especially children within the village.
3.2. Encouraging Active Travel
Beyond the direct safety benefits, implementing a 20mph speed limit in Wool has the potential to encourage more active modes of travel among its residents 50). Lower vehicle speeds contribute to an increased sense of safety for both pedestrians and cyclists, making them more inclined to choose walking or cycling over driving for shorter journeys within the village 51). Studies conducted in areas where 20mph limits have been implemented, such as Bristol and Edinburgh, have demonstrated a tangible increase in the levels of both walking and cycling following the speed reduction 52).
Specifically relevant to a village community like Wool is the evidence from Wales, which indicates a positive impact on children's active travel to school in areas with 20mph limits 53). Data suggests that more children are walking, cycling, and scooting to school in these areas, fostering healthier habits and reducing reliance on parents driving them for short distances 54). This shift towards active travel not only benefits the physical health of residents but also contributes to a reduction in traffic congestion and air pollution within the village.
Research consistently points to traffic speed as a significant factor deterring individuals from choosing to walk or cycle 55). The perception of danger associated with fast-moving vehicles can create a barrier to active travel. By lowering the speed limit to 20mph on Wool's back roads, the village can create a street environment that feels safer and more inviting for pedestrians and cyclists, thereby encouraging a greater uptake of these healthy and sustainable modes of transportation 56). In conclusion, the implementation of 20mph limits in Wool is likely to result in a noticeable increase in walking and cycling among residents of all ages, including children, driven by the perception of enhanced safety and a more comfortable environment for active travel.
3.3. Reduction in Noise Pollution
Implementing a 20mph speed limit on Wool's back roads can also lead to a welcome reduction in noise pollution within the residential areas of the village 57). Traffic noise can be a significant source of disruption and can negatively impact the quality of life for residents, affecting sleep patterns and overall well-being. Research has shown that reducing vehicle speeds from 30mph to 20mph can result in a noticeable decrease in traffic noise levels 58). Studies indicate that this reduction can be around 3 decibels ($\text{dB}(\text{A})$), which is often perceived by the human ear as a halving of the ambient noise 59). At peak traffic times, the noise reduction could be even more significant, with reports of up to 6 $\text{dB}(\text{A})$ less noise 60).
Evidence from other European cities that have implemented similar speed reductions further supports the potential for noise reduction in Wool 61). Studies conducted in Graz, Austria, and Zurich, Switzerland, have demonstrated that introducing 30 km/h (approximately 18.6 mph) speed limits led to measurable reductions in noise levels and a decrease in reported noise annoyance and sleep disturbances among residents 62). These real-world examples highlight the effectiveness of lower speed limits in creating a quieter and more peaceful residential environment.
The relationship between vehicle speed and noise generation is well-established 63). Faster-moving vehicles, especially larger ones, tend to produce more noise, primarily from tire friction with the road surface and engine operation 64). Reducing the speed limit is, therefore, a cost-effective and direct way to mitigate traffic noise in residential areas 65). Additionally, promoting smoother driving at a consistent 20mph, as opposed to the stop-start driving often associated with traffic-calmed zones, can further contribute to noise reduction 66). By implementing a 20mph speed limit on its back roads, Wool can likely create a significantly quieter environment for its residents, leading to an improved overall quality of life.
3.4. Improved Community Liveability:
The benefits of implementing a 20mph speed limit in Wool extend beyond safety, active travel, and noise reduction to encompass a broader improvement in the overall liveability and community feel of the village 67). Lower speeds can foster a stronger sense of community by making streets more pleasant and safer for residents to walk, cycle, and socialize 68). When traffic speeds are reduced, residents often report feeling safer, which can lead to an increase in outdoor activities, more opportunities for social interaction, and an enhanced sense of belonging within the community 69).
Furthermore, lower speeds can contribute to reducing community severance, making it easier and safer for people of all ages and abilities to cross roads and navigate their neighbourhood 70). This is particularly important for vulnerable residents such as children, the elderly, and individuals with mobility issues, as slower traffic provides drivers with more time to react and allows pedestrians more time to cross safely 71). By creating a more pedestrian-friendly environment, a 20mph speed limit can help to foster a stronger and more inclusive community in Wool. In conclusion, implementing a 20mph speed limit on the village's back roads is likely to result in a more liveable, safer, and socially connected community for all its residents, enhancing the overall quality of life in Wool.
4. Case Studies of Successful Implementation:
4.1. Dorset Examples:
Several towns and villages within Dorset have either already implemented or are actively pursuing the adoption of 20mph speed limits on their residential roads, often driven by the same community concerns about safety and quality of life that are being considered in Wool 72). Examples include Bridport town centre, Langton Matravers, Wimborne town centre, Winfrith Newburgh, and Pimperne, all of which have been selected by Dorset Council to progress with the implementation of 20mph speed limits 73). These initiatives often follow community-led campaigns and demonstrate the local desire for safer and more pedestrian-friendly streets 74).
Dorset Council has established a policy that outlines the criteria and processes for considering requests for 20mph speed limits and zones, emphasizing the importance of significant community support 75). The council requires agreement from the town or parish council and the local ward member, along with evidence of broad community consensus, often gathered through community surveys 76). The cost of implementing these schemes can vary depending on the scale and scope, but Dorset Council has allocated funding to support the delivery of priority schemes 77). The experiences of these other Dorset communities highlight that the implementation of 20mph speed limits in Wool is a feasible and locally relevant policy change that aligns with the priorities of other villages in the region.
4.2. UK-Wide Examples:
Beyond Dorset, numerous villages and towns across the UK have successfully implemented 20mph speed limits, demonstrating the growing national trend towards prioritizing safer and more liveable streets 78). The Scottish Borders Council, for instance, led a large-scale rollout of 20mph speed limits in 97 villages and towns, which resulted in a reduction of average speeds by 3.1 mph and 85th percentile speeds by 3.2 mph, with the reductions being maintained over time 79). Wales has taken a national approach, setting 20mph as the default speed limit on most residential and built-up roads 80). Other areas like Oxfordshire and Cornwall are also making significant strides in implementing 20mph as the norm in their settlements 81).
The reasons for the success of these implementations often include strong community support, a clear focus on reducing casualties and improving road safety, and a recognition of the wider benefits such as encouraging active travel and enhancing community liveability 82). While some challenges, such as initial public resistance or concerns about compliance, have been encountered, these have often been addressed through comprehensive community engagement campaigns, clear communication of the evidence supporting 20mph limits, and, where necessary, targeted enforcement strategies 83). The experiences of these other UK communities provide valuable lessons and demonstrate that with careful planning and community involvement, the implementation of a 20mph speed limit in Wool can also be successful.
5. Conclusion and Recommendations
The evidence presented in this report overwhelmingly supports the implementation of a 20mph speed limit on the back roads of Wool. The initial concerns raised by residents regarding increased vehicle pollution and traffic congestion at slower speeds are not substantiated by the available research. In fact, studies suggest that 20mph limits can lead to smoother traffic flow, reduce particulate emissions, and may not significantly impact overall journey times. Public support for 20mph limits in residential areas is strong and tends to grow as communities experience the benefits firsthand.
The advantages of adopting a 20mph speed limit in Wool are numerous and compelling. It would significantly enhance the safety of pedestrians, cyclists, and especially children, who are particularly vulnerable to serious injury at higher impact speeds. The implementation of a lower speed limit is also likely to encourage more residents to engage in active travel, such as walking and cycling, leading to improved public health and a stronger sense of community. Furthermore, a 20mph limit can contribute to a reduction in noise pollution, creating a more peaceful and pleasant environment for everyone living in Wool. The successful implementation of similar schemes in other villages and towns across Dorset and the wider UK provides further reassurance about the feasibility and positive impact of this policy change.
Based on this analysis, the following recommendations are put forward:
- Recommendation 1: Wool Parish Council should proceed with a formal proposal to Dorset Council to implement a 20mph speed limit on the back roads of the village.
- Recommendation 2: A comprehensive community engagement campaign should be launched to inform residents about the evidence supporting 20mph limits, address any remaining concerns, and highlight the potential benefits for Wool.
- Recommendation 3: Consider a phased implementation of the 20mph speed limit, potentially starting with a pilot area within the village to monitor the effects and gather local data to further inform the full rollout.
- Recommendation 4: While the initial focus is on back roads, explore the potential for incorporating “self-enforcing” elements through road design in the longer term, where appropriate and feasible, to further enhance compliance.
- Recommendation 5: Work collaboratively with Dorset Police to develop an appropriate enforcement strategy that initially focuses on education and awareness to encourage compliance with the new speed limit.
We are confident that the implementation of a 20mph speed limit on the back roads of Wool will have a positive and transformative impact on the village, creating a safer, healthier, and more vibrant community for all its residents.
Key Tables
Table 1: Pedestrian Fatality Risk vs. Impact Speed
| Impact Speed (mph) | Chance of Fatality (%) |
| 20 | 1–5 |
| 30 | 20–45 |
| 40 | 46–85 |
| 50 | 75–90 |
Table 2: Summary of Casualty Changes in Areas with 20mph Limits
| Location | Change in Casualties (%) | Type of Limit |
| Wales | -24 | Default Limit |
| London | -40 | Zone |
| Edinburgh | -20 | Limit |
| Portsmouth | -22 | Limit |
| Bristol | -40 | Limit |
| Scottish Borders | Significant Reduction | Limit |
Table 3: Noise Reduction from 30mph to 20mph
| Study Location/Source | Noise Reduction ($\text{dB}(\text{A})$) |
| UK Research | 3 |
| Peak Periods | Up to 6 |
| Graz, Austria | 0.9–2.5 |
| Zurich, Switzerland | 1.6–1.7 |
| Sweden | 2–4 |
| Germany | Up to 3 |
20mph Speed Limit Research Sources
| No. | Title/Description | Source URL |
| —– | —————— | ———— |
| 1 | Literature summary regarding 20mph Zones and Air Quality | Appendix%20-%20Literature%20summary%20regarding%2020mph%20Zones%20and%20Air%20Quality.pdf |
| 2 | 20mph Speed Limit and Air Pollution | 20mph-speed-limit-and-air-pollution |
| 3 | Speed emissions and health | speed-emissions-and-health.pdf |
| 4 | New research on emissions strengthens case for a 20mph default | new_research_on_emissions |
| 5 | What is the impact of 20mph speed limits on air pollution? | What_is_the_impact_of_20mph_speed_limits_on_air_pollution_48777.aspx |
| 6 | Twenty miles per hour speed zones do not increase emissions | rr-0 |
| 7 | Do emissions and fuel used increase with 20mph limits? | do_emission_increase |
| 8 | 20 mph speed limits and zones: public health impacts | POST-PB-0065.pdf |
| 9 | 20mph improves traffic flows | 20mph_improves_traffic_flows |
| 10 | 20mph Limits Save Time and Improve Traffic Flow | 20mph_limits_save_time_and_improve_traffic_flow |
| 11 | The 20mph transformation programme | 20mph-transformation-programme |
| 12 | Investigating the impact of a 20 miles per hour speed limit intervention | 17 |
| 13 | Use of natural experimental studies to evaluate 20mph speed limits in two major UK cities | PMC8463832 |
| 14 | Misinformation and the case for 20mph speed limits | misinformation-and-the-case-for-20mph-speed-limits |
| 15 | Effect of 20 mph speed limits on traffic injuries in Edinburgh, UK | 437 |
| 16 | 20mph Research Study – Summary and PACTS comment | 20mph-research-study-summary-and-pacts-comment |
| 17 | 20mph research study: supporting technical appendix | technical-appendix-2-20mph-gps-journey-speed-analysis-report.pdf |
| 18 | Is 20 plenty? How councils are leading the drive for slower traffic | is-20-plenty-how-councils-are-leading-the-drive-for-slower-traffic |
| 19 | Approved Work: Public health impacts of 20mph speed limits and zones | approved-work-public-health-impacts-of-20mph-speed-limits-and-zones |
| 20 | 20mph research study - process and impact evaluation: headline report | 20mph-headline-report.pdf |
| 21 | 20 mph speed limits have seemingly little impact on crashes, casualties, driver speed | 971096 |
| 22 | Impact of Maximum Speed on Journey Times | impact-of-maximum-speed-on-journey-times |
| 23 | Evidence about 20mph journey times | evidence-about-20mph-journey-times |
| 24 | 20mph-Misinformation-Fact-Sheet | IF220MISINFORMATION.pdf |
| 25 | New data 'shows benefits of driving at 20mph' | new-data-shows-benefits-of-driving-at-20mph |
| 26 | Our 20mph speed limit proven to make roads safer | 20mph_speed_limit-proven_to_make_roads_safer |
| 27 | 20mph limit is working and journey times just 45 seconds longer | 20mph_limit_is_working_and_journey_times_just_45 |
| 28 | The state of the evidence on 20mph speed limits | the-state-of-the-evidence-on-20mph-speed-limits-with-regards-to-road-safety-active-travel-and-air-pollution-impacts-august-2018.pdf |
| 29 | Analysis of interest, public sentiments and opinion about 20mph speed restrictions | 34740345 |
| 30 | Public attitudes to, and perceived impacts of 20mph speed limits in Edinburgh | 356783658_Public_attitudes_to_and_perceived_impacts_of_20mph_32_kmh_speed_limits_in_Edinburgh_An_exploratory_study_using_the_Speed_Limits_Perceptions_Survey_SLiPS |
| 31 | Public attitudes towards 20mph limits 'positive or neutral' | public-attitudes-towards-20mph-limits-positive-or-neutral |
| 32 | Public attitudes to, and perceived impacts of 20mph speed limits in Edinburgh | PMC7612163 |
| 33 | 20mph speed limits get the seal of approval from communities | 20mph-speed-limits-get-seal-approval-communities |
| 34 | Join over 2000 residents and share views on 20mph speed limit proposals | join-over-2000-residents-and-share-views-20mph-speed-limit-proposals |
| 35 | Views sought on proposed 20mph zone in Kenn | views-sought-proposed-20mph-zone-kenn |
| 36 | Residents invited to give views on proposed 20mph zone | residents-invited-give-views-proposed-20mph-zone |
| 37 | Residents tell councillors views on 20mph zones | residents-tell-councillors-views-on-20mph-zones-557791 |
| 38 | Wales overwhelmingly rejects the 20mph speed limit | 50349-wales-overwhelmingly-rejects-the-20mph-speed-limit |
| 39 | The Social Psychology of Speeding: attitudes to 20mph | the-social-psychology-of-speeding-attitudes-to-20mph |
| 40 | Appendix C:- Summary of Formal Objections and Officer Responses | Appx%20C%20Summary%20of%20Objections.pdf |
| 41 | Reducing the speed limit to 20 mph in urban areas: Child deaths and injuries would be decreased | PMC1127572 |
| 42 | Unlocking the great 20mph debate | unlocking-the-great-20mph-debate |
| 43 | Seven in 10 oppose default 20mph speed limit in Wales | seven_in_10_oppose_default_20mph_speed_limit_in |
| 44 | Seven in 10 oppose default 20mph speed limit in Wales | seven-in-10-oppose-default-20mph-speed-limit-in-wales-new-poll-finds-as-welsh-government-vows-to-listen-to-concerns-13200258 |
| 45 | RDS Speed Surveys | aa-speed-survey |
| 46 | 20mph survey | report_20mph.pdf |
| 47 | 20MPH Speed Limit Zones - Consultation Results | mgAi.aspx |
| 48 | Written Statement: 20mph public consultation summary report | written-statement-20mph-public-consultation-summary-report |
| 49 | Speed Limits Review: 20mph and Rural Roads | slowerspeeds |
| 50 | Decision - Wallingford - Proposed 20 mph Speed Limits | ieDecisionDetails.aspx |
| 51 | Proposal to reduce speed limit to 20mph on residential streets: summary of responses | proposal-reduce-speed-limit-20mph-residential-streets-summary-responses-html |
| 52 | Support for 20mph limits is strong and rising | support_for_20mph_limits_is_strong_and_rising |
| 53 | Survey shows support for 20mph zones | survey-shows-support-for-20mph-zones |
| 54 | Survey suggests public support for 20mph limits is 'holding firm' | n-a-6099 |
| 55 | New research shows 20mph speed limit could save Wales £100 million in first year | new-research-shows-20mph-speed-limit-could-save-wales-100-million-first-year |
| 56 | 20 mph speed limits and zones: public health impacts | post-pb-0065 |
| 57 | A Guide to 20mph zones and limits | A-Guide-to-20mph-limits-revised-May23.pdf |
| 58 | Speeding Makes Work Zones Dangerous for Everyone | speeding-makes-work-zones-dangerous-for-everyone |
| 59 | A Guide to 20mph Limits | guide-to-20mph-limits.pdf |
| 60 | Is a 20 Mile Per Hour Speed Limit Annoying or Necessary? | is-a-20-mile-per-hour-speed-limit-annoying-or-necessary |
| 61 | Evidence-based intervention talking points 30 KM/H (20 MPH) Zones | Talking-points_-30kmh-zones.pdf |
| 62 | Appropriate Speed Limits for All Road Users | appropriate-speed-limits-all-road-users |
| 63 | Road Safety factsheet: 20mph Zones and Speed Limits | 20-mph-zone-factsheet.pdf |
| 64 | Appropriate Speed Limits for All Road Users | PSC_New_App%20Speed%20Limits_508.pdf |
| 65 | Benefits of 20mph limit schemes | benefits-of-20mph-limit-schemes |
| 66 | Lower speed limits | lower-speed-limits |
| 67 | Roads in communities | roads-in-communities |
| 68 | Impact Speed and a Pedestrian's Risk of Severe Injury or Death | 2011PedestrianRiskVsSpeed.pdf |
| 69 | Vehicle height compounds dangers of speed for pedestrians | vehicle-height-compounds-dangers-of-speed-for-pedestrians |
| 70 | Pedestrian fatality risk as a function of car impact speed | pedestrian_fatality_risk_function_car_impact_speed_rosen.pdf |
| 71 | How Speed Affects Pedestrian Accident Severity | how-speed-affects-pedestrian-accident-severity |
| 72 | Impact Speed and a Pedestrian's Risk of Severe Injury or Death | impact-speed-pedestrians-risk-severe-injury-death |
| 73 | Impact speed and a pedestrian's risk of severe injury or death | 22935347 |
| 74 | Relationship between Speed and Risk of Fatal Injury: Pedestrians and Car Occupants | Relationship_between_Speed_and.pdf |
| 75 | Child and Adult Pedestrian Impact: The Influence of Vehicle Type on Injury Severity | PMC3217548 |
| 76 | Pedestrians and their survivability at different impact speeds | 07-0440-W.pdf |
| 77 | A modern injury risk curve for pedestrian injury in the United States | 2322 |
| 78 | At what speed can a pedestrian crash become deadly? | at-what-speed-can-a-pedestrian-crash-become-deadly |
| 79 | Chapter 5. Risk Factors Other than Exposure | synthesis-methods-estimating-pedestrian-and-bicyclist-8 |
| 80 | New NHTSA Data - Speed Data Shows Lethal Legal Speed Limits | new-nhtsa-data-speed-data-shows-lethal-legal-speed-limits-involved-in-most-pedestrian-and-bicyclist-deaths |
| 81 | The relationship between impact speed and the probability of pedestrian fatality | 31176144 |
| 82 | What is the correlation between collision speed and pedestrian fatality rate? | pedestrians-what-correlation-between-collision-speed-cars-and-pedestrian-fatality-rate |
| 83 | A modern injury risk curve for pedestrian injury in the United States | 2322 |
| 84 | Setting Speed Limits for Health and Safety | Setting-Speed-Limits-for-Health-and-Safety.pdf |
| 85 | All cyclists must adhere to 20mph speed limits during time trials in Britain | all_cyclists_must_adhere_to_20mph_speed_limits |
| 86 | Bicyclist laws & safety | bicyclist-laws-safety |
| 87 | New Resource: Setting Speed Limits for Health and Safety | new-resource-setting-speed-limits-for-health-and-safety |
| 88 | 20mph: lower speeds, better streets | 20mph-lower-speeds-better-streets |
| 89 | Traffic Speeds Under 20 MPH Make Cyclists Feel Safe to Bike to Work | traffic-speed-study-cycle-to-work-5216959 |
| 90 | 20mph Limits encourage walking and cycling | 20mph_limits_encourage_walking_and_cycling |
| 91 | All cyclists must adhere to 20mph speed limits during time trials in Britain | time-trial-riders-adhere-20mph-limits-guidance-says-306625 |
| 92 | Cyclists could be forced to follow 20mph speed limits or face £2,500 fines | cyclists-follow-20mph-speed-limit-rules-fines |
| 93 | Pedestrian Safety | pedestrian-safety |
| 94 | Speed, technology, road design are key factors in reducing pedestrian injuries | Speed-technology-road-design-are-key-factors-in |
| 95 | Child Pedestrian Injury: A Review of Behavioral Risks and Preventive Strategies | PMC3467946 |
| 96 | Child Pedestrians | Pedestrians-Child-pedestrians.pdf |
| 97 | The urban traffic environment and the risk of child pedestrian injury | 7742404 |
| 98 | Epidemiology and Prevention of Child Pedestrian Injury | Epidemiology-and-Prevention-of-Child-Pedestrian |
| 99 | State-of-the-art review: preventing child and youth pedestrian motor vehicle collisions | 77 |
| 100 | Development of an Injury Risk Curve for Child Pedestrians in the U.S. | Haus_Development-of-an-Injury-Risk-Curve-for-Child-Pedestrian.pdf |
| 101 | Why 20mph speed limits will benefit you and your community | why-20mph-speed-limits-will-benefit-you-and-your-community |
| 102 | Our position on 20 mph speed limits in built-up areas | our-position-on-20-mph-speed-limits-in-built-up-areas |
| 103 | How does 20mph improve walking, cycling and overall wellbeing? | faqs |
| 104 | A Guide to 20mph zones and limits | A-Guide-to-20mph-limits-1123.pdf |
| 105 | New data shows benefits of driving at 20mph | new-data-shows-benefits-of-driving-at-20mph-as-wales-prepares-to-lower-default-speed-limit |
| 106 | 20mph Limits for Liveability | 20mph_limits_for_liveability |
| 107 | Do 20mph speed limits reduce casualties and increase cycling, walking, and liveability? | ISRCTN10200526 |
| 108 | Building “Streets for Life:” The many benefits of lower speed limits | building-streets-life-many-benefits-lower-speed-limits |
| 109 | 10 ways that 20mph limits benefit drivers | 10_ways_that_20mph_limits_benefit_drivers |
| 110 | Can 20 mph speed limits reduce community severance? | can-20-mph-speed-limits-reduce-community-severance |
| 111 | 20mph Limits for Villages | 20mph_limits_for_villages |
| 112 | Wide area 20mph limits help children and families | wide_area_20mph_limits_help_children_and_families |
| 113 | Why should we have lower speed limits? | why-should-we-have-lower-speed-limits |
| 114 | 20mph speed limit supports noise reduction in Wales | 20mph-speed-limit-supports-noise-reduction-wales |
| 115 | Birmingham City Council 20mph Limits – Mythbusters | 20mph_limits_mythbusters.pdf |
| 116 | 20mph cuts air and noise pollution to prevent blighted lives | airandnoisepollution |
| 117 | Noise and speed - A guest Blog from UK Noise Association | noise_and_speed |
| 118 | The effects of lowering speed limits in cities | the-effects-of-lowering-speed-limits-in-cities |
| 119 | 20mph speed limits - Cornwall Council | 20mph-speed-limits |
| 120 | 20mph speed limits do save lives | 20mph-speed-limits-save-lives |
| 121 | 20mph brings many benefits | 20mph-brings-many-benefits |
| 122 | Lowering urban speed limits to 30 km/h reduces noise annoyance | 365621775_Lowering_urban_speed_limits_to_30_kmh_reduces_noise_annoyance_and_shifts_exposure-response_relationships_Evidence_from_a_field_study_in_Zurich |
| 123 | Lowering urban speed limits to 30 km/h reduces noise annoyance | 36434886 |
| 124 | Noise Increases with Vehicle Speed | spnoise.htm |
| 125 | Noisy Speeding: Impact of Speed on Noise Level | noisy-speeding-impact-of-speed-on-noise-level |
| 126 | Traffic Noise | ukna_traffic_noise_briefing.pdf |
| 127 | Guide for Safe Speeds | Guide%20for%20Safe%20Speeds%20-%20Managing%20Traffic%20Speeds%20to%20Save%20Lives.pdf |
| 128 | Reducing speed limit to 20 mph in urban areas | PMC1119319 |
| 129 | The Need for (Safe) Speed: 4 Surprising Ways Slower Driving Creates Better Cities | need-safe-speed-4-surprising-ways-slower-driving-creates-better-cities |
| 130 | 20 mph speed limits are the right policy for sociability, safety, and a healthy population | bmj.e6165 |
| 131 | Go slow: an umbrella review of the effects of 20 mph zones and limits on health | 2362676 |
| 132 | How did 20 mph become a reality in Edinburgh and Belfast? | NBK584575 |
| 133 | Lowering Chicago's speed limit: Voices from the community | lowering-chicagos-speed-limit-voices-from-the-community |
| 134 | 20mph Limits and Zones - Dorset Council | 20mph-limits-and-zones |
| 135 | Traffic Management Policy Update - 20mph Speed Limits-2024-01-15-ELMUS Decision Day - Hampshire County Council | Report.pdf |
| 136 | Purbeck village pursues 20mph speed limit despite lack of “collision data” - Swanage News | purbeck-village-pursues-20mph-speed-limit-despite-lack-of-collision-data |
| 137 | Place and Resources Overview Committee 17 December 2020 20mph Speed Limit Approach | 20mph%20Speed%20Limit%20Approach.pdf |
| 138 | Purbeck village set to be among first in Dorset to apply for 20 mph limit - Swanage News | purbeck-village-given-green-light-to-apply-for-20-mph-speed-limit |
| 139 | 20mph speed limit could be set on Poundbury route - Dorset Live | 20mph-speed-limit-could-set-8500221 |
| 140 | Dorset towns and parishes apply for new 20mph limits and zones | dorset-towns-and-parishes-apply-for-new-20mph-limits-and-zones |
| 141 | 20 mph Zones - Dorset Road Safe Partnership | 20-mph-zones |
| 142 | Five Dorset towns and villages could see new 20mph speed limits - The Purbeck Gazette | five-dorset-towns-and-villages-could-see-new-20mph-speed-limits |
| 143 | 20 Mile Per Hour (mph) Policy - Dorset Council | 20-mile-per-hour-mph-policy |
| 144 | 20mph: Speed limits drop in Dorset towns and villages | 24129179.20mph-speed-limits-drop-dorset-towns-villages |
| 145 | Camera Locations - Dorset Road Safe Partnership | camera-locations |
| 146 | Assessing the Impact of 20 mph Speed Limits on Vehicle Speeds in Rural Areas: The Case of the Scottish Borders - MDPI | 66 |
| 147 | Effects of city-wide 20 mph (30km/hour) speed limits on road injuries in Bristol, UK | 85 |
| 148 | The benefits of 20 miles per hour (mph) schemes - Surrey County Council | the-benefits-of-20-miles-per-hour-mph-speed-limits |
| 149 | How your local council can support 20mph - 20's Plenty | parish_council_motion |
| 150 | 20mph Speed Limits in Scotland. | the-implementation-guide-for-20-mph-speed-limits-in-scotland.pdf |
| 151 | Council confirms no 20mph speed limit changes after public consultation - Nation.Cymru | council-confirms-no-20mph-speed-limit-changes-after-public-consultation |
| 152 | 20mph limits review feedback - Ask Bristol Consultation and Engagement Hub | latest-updates |
| 153 | 20mph limits improve air quality - 20's Plenty for Us | 20mph_limits_improve_air_quality |
| 154 | 20mph programme in Hertfordshire | 20mph-programme.aspx |
| 155 | 20mph - Living Streets | 20mph |
| 156 | Where are 20mph speed limits in place across England and Wales? | 20mph-speed-limits-where-why-roads-locations-b1107784.html |
| 157 | Communities want 20mph: a blueprint for successful delivery - 20's Plenty | 20mph_a_blueprint |
| 158 | Road Safety factsheet: 20mph zones and speed limits - RoSPA | 20mph-Zones-and-Speed-Limits-Factsheet-2023.pdf |
| 159 | Effects of 20 mph interventions on a range of public health outcomes using the meta-narrative method - Apollo | 5c83435c-f1e9-41d1-8bfd-46fd7eb2bda2 |
| 160 | Towards changing the default urban speed limit to 20mph - Brake | Default-20mph-research-report.pdf |
| 161 | Delivering soft measures to support signs-only 20mph limits - Public Web Documents | 20mph%20Research%20Findings.pdf |
| 162 | Communities want 20mph: a blueprint for successful delivery - cloudfront.net | Communities_want_20mph_as_a_norm.pdf |
| 163 | Assessing the Impact of 20 mph Speed Limits on Vehicle Speeds in Rural Areas: The Case of the Scottish Borders - Road Safety Knowledge Centre | assessing-the-impact-of-20-mph-speed-limits-on-vehicle-speeds-in-rural-areas-the-case-of-the-scottish-borders |
| 164 | (PDF) Assessing the Impact of 20 mph Speed Limits on Vehicle Speeds in Rural Areas: The Case of the Scottish Borders - ResearchGate | 373934041_Assessing_the_Impact_of_20_mph_Speed_Limits_on_Vehicle_Speeds_in_Rural_Areas_The_Case_of_the_Scottish_Borders |
| 165 | World's first study into 20mph limits on rural roads shows positive results | worlds-first-study-into-20mph-limits-on-rural-roads-shows-positive-results.html |
| 166 | 20mph limits improve air quality - 20's Plenty for Us | 20mph_limits_improve_air_quality |