1. Transitioning to 20mph limits being the norm for most of our urban realm

2. .. I am not here to tell you what to do..but celebrate Edinburgh joining the thousands of places around the world that are saying that 20 is plenty where people live, work, shop and learn!

3. 20’s Plenty for Us National voluntary organisation supporting communities who want lower speeds for residential streets Not speed bumps 20 mph default limits on streets– “Total 20” Retrofitting communities for active travel Exceptions determined by T.A. Community led - Establishment endorsed We want to transform the way our urban and village roads are shared!

4. 20’s Plenty for Us Formed in Nov 2007 Focussed on 20mph speed limits Three roles Support local communities who wanted lower speed limits on their roads Lobby central government and establishment on the need for lower speeds Influence transport professionals on the need for lower speeds

5. And now 250 local campaigns - catalysts for change Moving lower speeds into the “mainstream” of transport planning and urban development. >14m people living in towns who now have a “Total 20” policy. We are acknowledged as being a catalyst in that change

6. Where are we now on 20mph limits In 1991 it was the exception rather than the rule Signage still reflects idea of being an exception A “special place” where you have to slow down before going back to “normal” limits Because of that needed bumps or repeater signs to remind drivers. 1991, first 20mph zone in Raby St, Tinsley, Sheffield

7. And now, 24 years later More than half of 40 largest urban authorities have adopted “Total 20” Our most iconic cities have decided that a blanket 30mph limit is no longer “fit for purpose” In those cities and places 70+% of roads set at 20mph 20mph is no longer the isolated exception, but is becoming the social and regulatory norm in our urban realm

8. St Pancras, Camden, 20mph Borough Oxford, 20mph City York, 20mph City Edinburgh, 20mph City Liverpool, 20mph City Tourists may already see UK as having a national 20mph limit in our iconic cities Cambridge, 20mph City Bristol, 20mph City Bath, 20mph City

9. 20mph Local Authorities in the UK 43% PH 50% PH 1st phase PH

10. Heading Transport for London trialling on busiest roads A10/ Shoreditch Triangle/ Commercial St Westminster Bridge/ Stamford St/ Southwark St A1 corridor Camden St Earls Court Rd Clapham High St Brixton Academy Farringdon/Clerkenwell

11. ..key realisations in communities Inappropriate vehicle speed violates our public spaces creating fear, apprehension and conflict that far exceeds any benefits to communities. Its not that speed causes collisions so much as speed not allowing the collision to be avoided or the consequences mitigated Those public spaces between houses that we call streets are increasingly being seen as multi- functional assets that are valued far beyond motoring That re-valuation recognises that a 20mph place is a better place for everyone

12. Tipping Trends Public Health Wide Benefits Direct Casualties Transport emissions and health Obesity and active travel International Standards UN Decade of Road Safety EU strongly recommends 30kmh Tokyo, London, Paris, New York, Edinburgh UK Guidance Increased Support in DfT guidance Equalities Act 2010 Cultural trends Reduced car ownership – active travel BSAS 73% agree 20mph for res roads All Party Cycling MP/Times Support

13. Road Danger skewed to pedestrians

14. The risk of physical inactivity compared to road casualties Source: * **DfT Road Traffic Casualties 2009 *** BHF statistics 2010 edition; McPherson et al 2002.

15. THE KEY POINT… never always A city that permits 30 mph on residential roads will never be child friendly and will always deter physical activity Speed becomes greed When it stops us and our children from walking or cycling on our roads through fear of traffic

16. Children and the road network Children and benefits from 20mph limits

17. Direct Casualties Adults are killing children – 4 fold skewing of child pedestrian deaths in deprived wards Adults are killing parents, uncles, grandparents of children Our over use of cars and their emissions are killing children Asthma Inactive travel and obesity Our children are losing their independent mobility but not in other countries Society has no greater “strategic route” than that from home to school 80% child casualties outside of school commute – School zones are NOT a priority Huge cost to society of “the school run” Our children need to play Getting to the park The street as play Active and mobile grandparents Community streets belong to all ages, not just adults Children have just as much right to use the roads as adults, but to do so they have to walk or cycle. But it’s the adults who are the adults. “Ask not what the child can do to avoid the driver, but what together we can do for the freedom of children”

18. Their perspective is very different from ours From inside a warm, quiet car 30mph may seem safe From the 1.3m height of an 8 year old things look very different In distance a 20mph car can stop, a 30mph car is still doing 24mph Primary school children cannot detect the speed of cars from “looming” Relative speeds above 20mph fail to be registered Speedo vs Look, assess distance, speed, time to reach, time to cross, make decision!!!! 20mph backed by so many responsible for health of children Royal College of Paediatrics and Child Health back National 20 NICE backs 20mph – Public Health backs 20mph for children Local PH teams back Total 20 20mph limits are the foundation for active travel Edinburgh cycling to school rose from 4% to 12%. Provides a basis for other engineering and segregated interventions Restores the right for children to use their streets with a clear statement

19. Current Guidance Urban Limits 30mph (48kmh) national urban limit on streets with lights at intervals of 187m or less 20mph (32kmh) set by local traffic authorities using Traffic Regulation Order 20mph Limit requires boundary sign and repeaters of carriageway roundels every 100m 20mph zone requires minimum of 1 physical calming device and either physical or repeater/roundels every 100m Physically calmed cost €80,000 per km Signage calmed cost €1,500 per km

20. DfT Circular 01/2013 Priorities for action :- 12. Traffic authorities are asked to: keep their speed limits under review with changing circumstances; consider the introduction of more 20 mph limits and zones, over time, in urban areas and built-up village streets that are primarily residential, to ensure greater safety for pedestrians and cyclists, using the criteria in Section 6. Recognises wide benefits of 20mph beyond road safety Quality of life Community benefits Healthier & more sustainable transport choices Environmental benefits – less noise & pollution Encourages wide implementation of 20mph limits Residential streets in towns, cities and villages Major streets where there are or could be significant pedestrians or cyclists and this outweighs longer journey times

21. And now! Enforcement Police are catching up with changing culture on 20mph limits New ACPO guidance from 2013 New NDORS Speed Awareness courses New enforcement technology and processes Economics Our cities cannot rely on motor-based travel for expanding economies and people movements Public health costs of inactive travel and emissions Costs of implementation Reduced costs of TRO Reduced signage costs Developing social norm accepting that 20’s Plenty

22. How safe for children? Child(0-14) pedestrian deaths per 100,000 population, 2006 (See NAO Improving Road Safety for Cyclists and Pedestrians, App 3) We are worse than :- Finland Iceland Netherlands France Germany Norway Belgium Canada Sweden Spain Japan Portugal Switzerland Austria Australia USA

23. ..and how do we compare in EU

24. Community led – establishment endorsed Realisation that something is wrong Community aspires to lower speeds Debate initiated on why and how Draws in politicians as representatives Involves professionals on benefits and how Traffic Authority makes decision Implements reduced speed limits Community behaviour change legitimised and endorsed

25. Community led – establishment endorsed Realisation that something is wrong A child casualty – why does this happen? Report quantifying danger on community roads Awareness that other authorities are lowering speeds Call to action from cycle, pedestrian, child, elderly advocate Congestion issues cannot be solved Child or elderly independent mobility questioned

26. Community led – establishment endorsed Lead campaign formed Finds about 20’s Plenty for Us Empowerment via website information and knowledge of successes elsewhere Decides to form a local 20’s Plenty for Us campaign Community aspires to lower speeds

27. Community led – establishment endorsed Sets up 20’s Plenty for Mytown campaign Huge resources on-line and assistance in campaigning Technical and marketing support Establishes in-community base Widens across several transit modes/community groups Campaigns as people and citizens Raises with press Writes to doctors, schools Involves Dir of Pub Health Makes public support tangible Debate initiated on why and how

28. Community led – establishment endorsed About quality and not colour of politics Wide support goes beyond single transit mode groups Recognise supporters as “constituents” and “voters” Active travel, independent child and elderly mobility, noise and emission reduction, modal shift. Seen as best practice by DfT, ADPH, EU, etc Have a vision of making a better place to be Establish moral, financial and political imperative Draws in politicians as representatives

29. Community led – establishment endorsed Costing options What to include/exclude Plan for roll-out (All at once, phased) Plan for engagement Funding alternatives Use of new signage flexibility Involve emergency services, health as supporters Involves professionals on benefits and how

30. Community led – establishment endorsed Community owned Commits to Total 20 Plans roll-out – usually 2-3 years Authorises traffic to implement Use new methods for signage, posts, etc Traffic Authority makes decision

31. Community led – establishment endorsed Works with health, education, police, fire Raises Traffic Regulation Orders (100’s roads at once) Considers objections Implements signage Multi-agency collaboration Engagement, engagement, engagement Listen, identify insights, design message, be pragmatic Light touch enforcement Implements reduced speed limits

32. Engagement- Compliance Opposing Compliers Supporting Compliers Opposing Non- Compliers Supporting Non- Compliers

33. Gaining Compliance

34. Support for Enforcement

36. Engagement - Social Norming The 20 Effect is a speed reduction campaign designed to influence safer driving and heighten awareness for 20mph limits in residential areas www.the20effect.com www.so-mo.co

37. Community engagement

38. Community led – establishment endorsed Speed will drop by 0 to 7mph on streets Overall probably a 1.5 mph drop in average speeds Casualty reduction of 6%-20% Reduced pace on streets Increase in cycling and walking A community that is making its place a better place to be Community behaviour change legitimised and endorsed

39. How to succeed The big mistake would be to think this is about Traffic EngineeringMarketing and Engagement, Engagement, EngagementPut into context of community benefitsProvide value based benefits to compliersCreate multi-agency collaborative teamInvolve & be inclusive of all sectors, even if opposedBust the myths - challenge opposing views, quantify issues & turn into benefitsCreate the social norm that 20 is Plenty where people live, work and shop

40. The future - transition! Most urban & res roads Go slower on some streets Most urban & res roads Go faster where safe and compatible with community needs We call for UK 20 by 2020

41. And for Scotland? 20mph could be made the default for all restricted roads with exceptions above 20 where appropriate. To do it on a national basis Is cheaper Is more cost effective Is clearer It sets a clear standard It sets a clear commitment to the safety of all Just do it

42. And in meantime….. Remove institutional barriers Remove cost of repeater signs on majority of roads at 20mph and just use on 30mph roads for 20mph cities/towns. Reduces cost to approx. £1.50 per head of pop. Could Edinburgh be the first? Remove police prejudice against lower limits. Demand equality of enforcement levels based on wide community gains and not just casualties. Central government to engage with marketing of 20mph benefits as a universal standard

43. Independent Editorial 13 th Jan 2015 Easy does it: Edinburgh makes stately progress at 20mph “…..With its 20mph speed limit the city has further burnished its transport credentials, and one of the most beautiful cities in the world to walk around just became even more attractive. ” Well done to Edinburgh City Council and Community

44. Thank you for your attention It really is