20mph Zone Policy consultation - 2025

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20 November 2025

We asked

We asked for your views on our draft 20 mile per hour (mph) zone policy.

The draft policy explained the Council’s approach to introducing 20mph zones – places with a 20mph speed limit, enforced with traffic calming measures like speed cushions) and 20mph limits (which use signs alone). It set out a process for neighbourhoods wanting to put themselves forward for a zone and explained the circumstances in which the council would propose them itself.

It made clear that it did not propose the blanket installation of 20mph Zones or a boroughwide 20mph speed limit. Instead it outlined:

• how neighbourhoods can propose their area for consideration for a 20mph zone

• how the council will continue to address highway safety issues for which a 20mph zone may be an appropriate solution

• the legislation and national, London and Barnet policies governing 20mph zones

• how 20mph zone proposals will be taken forward following its proposal by either a local community or the council

• the opportunities for engagement and consultation as 20mph zone proposals go forward.

You said

We received over 880 responses. A full report on the consultation can be found at Appendix B - Barnet 20mph Zone Consulation Report.pdf

Although 57% of respondents opposed introduction of the policy (37% supported it and 6% took neither position), 59% supported neighbourhood-led 20mph zones (25% opposed them and 14% either took neither position or didn’t know). Council-led zones were opposed by 54% (33% supported them and 14% either took neither position or didn’t know).

Frequent drivers (those driving more than three times a week) were strongly opposed to the policy; the less respondents reported driving, the more supportive they were. Frequent cyclists (those cycling more than three times a week) strongly supported the policy with less frequent ones were more narrowly in favour.

There were similar differences in terms of those seeing speeding as an issue in Barnet – while 47% said it was not, 42% said it was. While only 39% of regular car drivers said it was an issue, 45% of regular public transport users and 43% of regular pedestrians/wheelers and cyclists said it was. Of those agreeing speed is an issue, 85% said that 20mph zones could be an effective solution.

Although less than half of respondents agreed that 20mph zones would produce benefits, more agreed than disagreed that they may reduce the number and seriousness of road traffic collisions involving vulnerable road users and that they may result in community benefits like making children feel safer on their journeys to school.

In terms of places potentially suitable for 20mph zones there was strong support for them outside schools and hospitals and a small majority for them in residential areas. There was a small majority opposed to zones in shopping areas.

The consultation also asked about other locations where 20mph zones might be appropriate and 391 respondents chose to reply. Of these, 51% said no additional areas should be considered, but locations that were suggested included:

• Areas near schools and nurseries

• Residential cut-throughs and rat runs

• Public transport hubs and narrow roads

• Roads near parks and green spaces

• Busy junctions and accident hotspots.

The survey also allowed respondents to make general comments and 56% of respondents chose to do so. Several expressed the view that blanket speed limits – or those that operate all day – are disproportionate or primarily a way of raising revenue for the council. Other comments included:

• Views on how effective 20mph zones would be in achieving the intended outcomes

• How important enforcement of speed limits would be

• Concerns that lower speed limits could lead to driver frustration, tailgating or risky behaviour and that drivers may focus more on speedometers than the road

• Concerns that slower speeds may increase journey times, congestion and stop-start driving, which could affect air quality

• 20mph zones would be unlikely to support a reduction in car use and take-up of other transport options, particularly for older residents and disabled people

• A range of alternative measures that could be taken, including speed limits operating only at specified times.

We did

All responses received were analysed in detail and carefully considered.

It is clear that there are strong views on both sides about 20mph speed limits, but that these views differ depending on where zones are proposed, and by whom.

There is support for targeted 20mph zones, rather than a blanket 20mph speed limit across the borough, and for action to protect the most vulnerable. Neighbourhood-led zones were strongly supported, council-led ones strongly opposed. Many supported 20mph zones near schools, hospitals and in residential areas with high pedestrian, but questioned their necessity on main roads or during off-peak hours. The importance of clear signage, effective enforcement and community engagement were emphasised.

This response therefore broadly supports the approach taken in the draft policy, with its emphasis on neighbourhood-led 20mph zones in places where there is evidence of traffic speed-related issues and of community support for a zone and on a targeted rather than blanket approach.

 As far as the detailed points raised are concerned:

• The police are responsible for enforcement of speed limits and fines go to the Treasury, not the Council – the policy does not raise revenue for the Council.

• There is a considerable amount of research showing that 20mph zones are effective in reducing both the number of collisions and the severity of injuries caused.

• Enforcement is vital, which is why the policy focusses on 20mph zones which include traffic calming measures. Transport for London and the Metropolitan Police operate a “Community Roadwatch” scheme enabling residents to use speed detection equipment to identify speeding vehicles.

• Road safety data shows that aggressive behaviour or distraction inside vehicles is less likely on roads with 20mph speed limits than on other roads.

• In urban areas like Barnet it tends to be junctions, traffic signals and crossings that are the main factors in journey lengths rather than speed limits. Available evidence suggests that 20mph zones tend not to worsen air quality – vehicles tend to move more smoothly and brake less, reducing particulate emissions.

• While evidence for 20mph zones encouraging more active travel is mixed, the primary reason for the policy is to improve road safety for all road users.

• We will always consider whether there are measures other than 20mph zones that might help deal with issues in a particular area. Although speed limits operating at particular times of day are legally possible, this isn’t an option for 20mph zones with traffic calming measures, and they can be confusing for drivers and inappropriate in places where it isn’t possible to identify particular times when vulnerable road users may be on the street.

At its meeting on 18 November the Cabinet considered all the points made and decided to approve the draft policy.

Changes have been made to the policy to reflect comments received:

• Explaining further why zones or limits restricted by time are generally inappropriate

• Including some of the types of areas suggested by respondents

• Including information about Community Roadwatch schemes

• Further changes have been made to help make the policy as clear and accessible as possible.

We will now publish and publicise the policy and invite neighbourhoods to submit proposals for their area to be designated as 20mph zones. Proposals will be assessed and, where appropriate, implemented in line with the policy and the council’s procedures.