Low Traffic Neighbourhoods: the evidence

CoHSAT has reviewed evidence from multiple studies and sources on LTNs

Below you will find links to a range of useful sources and resources providing information and evidence to support the introduction of Low Traffic Neighbourhoods (LTNs).  

We hope this provides useful back-up evidence for campaigners and residents alike who are looking to find out more about low traffic neighbourhoods.

 

 

 

LTNs reduce road traffic injuries

Two studies of different groups of LTNs in London show reductions to half and one-third the previous level:

Analysis of 72 LTNs implemented in 2020 found that they reduced road casualties by about half (49%) with pedestrians benefitting the most, and cyclists and car occupants also benefitting.

https://findingspress.org/article/25633-impacts-of-2020-low-traffic-neighbourhoods-in-london-on-road-traffic-injuries

Analysis of road casualties in Waltham Forest before and after implementation of LTNs showed a reduction in casualties by a factor of three, to 0.31 of the previous level.

https://findingspress.org/article/18330-the-impact-of-introducing-low-traffic-neighbourhoods-on-road-traffic-injurie

How do LTNs reduce crime?

Street crime is reduced in LTNs. Academics and police experts believe that this is due to a combination of more ‘eyes on the street’, which have a high deterrence effect, and a reduction in car-enabled crime including drugs crime and ‘car-enabled anti-social behaviour’

A study of Waltham Forest LTN over several years found a long-term reduction in crime. The introduction of a low traffic neighbourhood was associated with a 10% decrease in total street crime (95% confidence interval 7% to 13%), and this effect increased with a longer duration since implementation (18% decrease after 3 years). https://ideas.repec.org/p/osf/socarx/ftm8d.html

An even larger reduction was observed for violence and sexual offences, the most serious subcategory of crime. The only subcategory of crime that increased significantly was bicycle theft, probably reflecting increased cycling levels. There was no indication of displacement of any crime subcategory into adjacent areas.

A wider study of 72 London LTNs comparing before and after LTN implementation found crime trends were favourable in LTNs compared to surrounding areas. https://findingspress.org/article/23623-short-term-association-between-the-introduction-of-2020-low-traffic-neighbourhoods-and-street-crime-in-london-uk .

The Metropolitan Police supported retention of an LTN in Bethnal Green following a dramatic (62%) fall in drugs, and ‘car-enabled ASB’ calls: “I consider the road management measures that were brought in to have had a positive effect. … Prior to the changes there was an enormous level of car-enabled ASB, drug dealing, NOx balloon usage etc which made life a misery for many of the residents in the streets around Arnold Circus and surrounding. … This has been dramatically reduced by the traffic management changes and forces those committing crime back onto the well-lit, CCTV covered main roads which are much easier for us to manage.”

Stage 1 Old Bethnal Green Area consultation outcomes report.pdf

Health

In Oxford, roadside air pollution stunts lung growth in children by 14%. Oxfordshire Health Joint Strategic Needs Assessment, chapter on air pollution: https://insight.oxfordshire.gov.uk/cms/joint-strategic-needs-assessment       

The original King’s College research shows a range of heart and lung conditions linked to long-term and short-term exposure to traffic pollution:        https://www.kcl.ac.uk/news/living-near-a-busy-road-can-stunt-childrens-lung-growth

http://erg.ic.ac.uk/Research/docs/personalised-health-impacts.pdf

Britain’s adult and child obesity and inactivity levels are among the worst in Europe. UK has third highest obesity rate in Europe, after Turkey and Malta:  https://www.worldatlas.com/articles/the-fattest-countries-in-europe.html

26% of adults and 42% of children in Oxfordshire don’t meet the UK Chief Medical Officer’s and NHS Physical Activity Guidelines, with the worst rates in Black, Asian and Other Ethnic groups, and in economically deprived areas.  https://www.oxfordshireccg.nhs.uk/about-us/jsna.htm

Filter Cricket Sam Williams 2020 Sustrans
credit Sam Williams @play-future

Transport is now the biggest contributor to climate change in the UK.

https://assets.publishing.service.gov.uk/government/uploads/system/uploads/attachment_data/file/1051408/2020-final-greenhouse-gas-emissions-statistical-release.pdf.

The UK’s DfT and Climate Change Committee agree that a shift to more climate-friendly transport is necessary to reach net zero emissions and avoid continual catastrophic storms, floods, wildfires and biodiversity loss. 

https://www.gov.uk/government/publications/transport-decarbonisation-plan

https://www.theccc.org.uk/2021/07/14/ccc-responds-to-governments-transport-decarbonisation-plan/

Inequality

People with the lowest income can’t afford cars (only 35% of lowest income decile have access to a car.) https://www.ons.gov.uk/peoplepopulationandcommunity/personalandhouseholdfinances/expenditure/datasets/percentageofhouseholdswithcarsbyincomegrouptenureandhouseholdcompositionuktablea47

Many low income households (3 million households, 7-9% of all households) who do have a car feel pressured into it and it puts them in financial stress. https://www.gov.uk/government/publications/future-of-mobility-inequalities-in-mobility-and-access-in-the-uk

People in poverty are more likely to suffer from polluted roads. https://www.sciencedirect.com/science/article/pii/S1361920919300392

Children in most deprived areas are three times more likely to killed or seriously injured in road collisions. deprivation-and-road-safety-children.pdf (ucl.ac.uk)

South Park Credit Flickr Tejvan

Do people like LTNs?

DfT/Kantar 2020 survey shows 79% support traffic reduction in their neighbourhood with 16% against (nearly 5-to-1 in favour), including 71% of people with mobility issues and 69% of local business owners. 61% supported their local LTN with 29% opposed (over 2-to-1 in favour) with a majority of people with mobility issues and business owners also in support.  (n=2215 in 4 LTNs).  https://www.gov.uk/government/publications/public-attitudes-towards-traffic-and-road-use

Survey by YouGov on behalf of BikeIsBest shows that 77% of people in Britain support measures to encourage cycling and walking, outnumbering those that oppose them by 6.5-to-1. https://www.havebike.co.uk/bikeisbest-press-release-july-2020/

The only representative survey conducted in Oxford at date of writing (Jan 2021), a survey delivered to homes and businesses in Howard Street, those who responded were 70% in support and 13% objecting, over 5-to-1 in favour. https://mycouncil.oxfordshire.gov.uk/documents/s58798/CMDHM_DEC1621R12%20-%20East%20Oxford%20LTN.doc.pdf

Blogger Lastnotlost catalogues eight attempts by anti-LTN or anti-cycling groups to game consultations that have been detected so far. https://lastnotlost.wordpress.com/2021/12/29/consultationfakes/

We have asked Oxfordshire County Council if they have investigated why consultation responses were not in line with the representative survey above, and their response is that they have not had the resources to investigate it thoroughly.

Do LTNs increase traffic?

Over two or three years, reductions in car use of 20% have been measured, disproving the myth that LTNs create more traffic. https://findingspress.org/article/17128

On boundary roads, it’s more complex, depending on both time and the wider traffic system. But in most cases traffic on boundary roads reduces over time as well – 70% of cases based on a recent analysis of 50 LTN boundary roads. https://www.gov.uk/government/publications/gear-change-one-year-on-review

Analysis of three recent LTNs partly implemented in Cowley, Oxford in March 2021 showed a reduction of traffic of 51% within the LTNs and an increase of 3% on boundary roads (with some seeing a decrease and some an increase).  https://mycouncil.oxfordshire.gov.uk/documents/s59614/22.02.24%20CHMD%20Item%204%20-%205.%20Annex%204%20Preliminary%20Evaluation%20Perception%20Report.pdf

A study of cars owned in and near LTNs in Lambeth showed that total vehicle mileage for those living in LTNs reduced by 475km a year compared to those in control areas. Those living just outside the LTNs showed no significant change.

https://findingspress.org/article/75470-the-impact-of-2020-low-traffic-neighbourhoods-on-levels-of-car-van-driving-among-residents-findings-from-lambeth-london-uk

A meta-analysis of studies of 46 LTN schemes by Possible and the University of Westminster showed that within LTNs, traffic had reduced by an average of 47%. On boundary roads, 47% had decreased, 53% had increased, both by relatively small amounts compared to background trends, and the average was a 0.7% increase.

https://docs.google.com/document/d/13Nsm_GFdH6CpIpPpOZ7hbhLZScgqCAP7ZGI0xi4qDqA

Travel Alert Png Gallery
Fire Engine

Do LTNs delay emergency services?

Misleading stories- this article shows how there were initial concerns about possible delays, but the Oxfordshire Fire Service has stated that “The fire brigade has not had to extend the time it takes to reach destinations”, and images on social media said to be of a ‘stuck’ fire engine were just of one turning around at a convenient location.https://www.oxfordmail.co.uk/news/19330769.cowley-ltns-fire-service-not-delayed-ltns/

The most extensive analysis of fire services (115,000 fire service responses in 72 LTNs) showed no more delays. More of the delays that did happen were coded as ‘due to traffic calming’, but fewer were ‘due to traffic’.  https://findingspress.org/article/23568.

A Freedom of Information request from Cycling UK to all 12 Ambulance trusts found no report of delays. All trusts that responded on wider issues supported LTNs for their health benefits. https://www.cyclinguk.org/press-release/news-release-new-cycle-lanes-no-barrier-ambulances

South Central Ambulance Services gave evidence to the Oxford ‘Streetvoice’ Citizens Jury about how they plan routes to account for LTNs and can use their emergency exemptions from traffic regulations. They support LTNs for their health, wellbeing and climate benefits. https://www.gchu.org.uk/wp-content/uploads/2022/07/SCAS-statement-South-Central-Ambulance-Service.pdf

Do LTNs make it hard for disabled people to get around?

Transport for All’s ‘Pave the Way’ report shows some of the ways that disabled people can be positively and negatively impacted by changes to their streets. https://www.transportforall.org.uk/campaigns-and-research/pave-the-way/.

Many disabled people cycle: in London, 12% of disabled people cycle (no national figure available). 75% of disabled cyclists find cycling easier than walking.  https://wheelsforwellbeing.org.uk/campaigning/guide/

Wheelchair2
Parents And Kid

Who benefits from LTNs?

People walk more and cycle more, but walking more is the much bigger effect. In a London study, the third year of research showed average increases of 115 minutes of walking and 20 minutes of cycling per week 

Physical exercise is good for physical health and mental health https://www.gov.uk/government/publications/physical-activity-applying-all-our-health/physical-activity-applying-all-our-health; https://www.nhs.uk/live-well/exercise/exercise-health-benefits/.

Street crime is reduced:  A study of Waltham Forest LTN over several years found a long-term reduction in crime. The introduction of a low traffic neighbourhood was associated with a 10% decrease in total street crime (95% confidence interval 7% to 13%), and this effect increased with a longer duration since implementation (18% decrease after 3 years).https://ideas.repec.org/p/osf/socarx/ftm8d.html.

An even larger reduction was observed for violence and sexual offences, the most serious subcategory of crime. The only subcategory of crime that increased significantly was bicycle theft, plausibly largely reflecting increased cycling levels. There was no indication of displacement of any crime subcategory into adjacent areas.

A study of 72 London LTNs comparing before and after LTN implementation found crime trends were favourable in LTNs compared to surrounding areas.

https://findingspress.org/article/23623-short-term-association-between-the-introduction-of-2020-low-traffic-neighbourhoods-and-street-crime-in-london-uk.

Local businesses benefit from people walking and cycling to their local shops rather than driving further away.  Over a month, people who walk to the high street spend up to 40% more than people who drive there. Living Streets, Pedestrian Pound 2018. 

https://www.livingstreets.org.uk/policy-and-resources/our-policy/high-streets

Looking more widely, multiple studies demonstrate the economic value of investing in cycling and walking, and the benefit of improving High Street environments for people.

https://tfl.gov.uk/corporate/publications-and-reports/economic-benefits-of-walking-and-cycling

More and bigger cars

More cars – see figure 10 on p13:  https://www.gov.uk/government/statistics/vehicle-licensing-statistics-2020

More car journeys – see top figure on p2:  https://www.gov.uk/government/statistics/transport-statistics-great-britain-2020

Heavier (or at least bigger) cars: http://zuto-car-size.iprospecthosting.com/

Traffic Jam

Further sources

Living Streets: 

A Guide to Low Traffic Neighbourhoods (v9, pp7)  https://www.livingstreets.org.uk/policy-and-resources/our-policy/walkable-neighbourhoods 

  • What size and where should Neighbourhoods be?
  • What are the different types of modal filters?
  • What to do at the edge of a Low Traffic Neighbourhood
  • Common misconceptions and modal filter cell myths
  • How to get a Low Traffic Neighbourhood

Note that this is more of a guide for planners and campaigners.

Low traffic Neighbourhoods – An Introduction for Policy Makers (v8, pp4) https://www.livingstreets.org.uk/policy-and-resources/our-policy/walkable-neighbourhoods 

  • What, why, how?
  • What does a Low Traffic Neighbourhood look like?
  • Why Low Traffic Neighbourhoods should be a priority for you
  • How to make a Low Traffic Neighbourhood
  • What Next?
 

Sustrans: 

An introductory guide to low traffic neighbourhood design    https://www.sustrans.org.uk/for-professionals/infrastructure/an-introductory-guide-to-low-traffic-neighbourhood-design/ 
  • Part 1: Making the case for a low traffic neighbourhood – Contains a lot about the reasons why.
  • Part 2: The scope of this guide. 
    This guide outlines the steps to design low-traffic neighbourhoods.  This section outlines other areas required: Extensive community engagement; Data collection and monitoring; Behaviour change programmes; Implementation mechanism (recommending the Experimental TRO process).
  • Part 3: Low traffic neighbourhood design: 1. Street classification; 2. Low traffic neighbourhood definition; 3. Prioritisation; 4. Creating quiet streets
  • Part 4: Beyond the low traffic neighbourhood

 

Mythbusting

https://liveablecowley.org.uk/mythbuster/

“We Love Mini Holland in Waltham Forest” Mythbuster: https://wesupportmh.wordpress.com/myths/

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

Evidence

Low Traffic Neighbourhoods (LTNs) reduce road traffic injuries

Two studies of different groups of LTNs in London show reductions of half and three-fold:

https://findingspress.org/article/25633-impacts-of-2020-low-traffic-neighbourhoods-in-london-on-road-traffic-injuries

https://findingspress.org/article/18330-the-impact-of-introducing-low-traffic-neighbourhoods-on-road-traffic-injuries

 

Health

In Oxford, roadside air pollution stunts lung growth in children by 14%.  Oxfordshire Health Joint Strategic Needs Assessment 2021, chapter on air pollutionhttps://insight.oxfordshire.gov.uk/cms/joint-strategic-needs-assessment.  

Britain’s adult and child obesity and inactivity levels are among the worst in Europe with 28% of adults and 42% of children not meeting the UK Chief Medical Officer’s Physical Activity Guidelines, with the worst rates in Black, Asian and Other Ethnic groups, and in economically deprived areas.  Oxfordshire Health Joint Strategic Needs Assessment 2021

 

Transport is now the biggest contributor to climate change in the UK.

https://assets.publishing.service.gov.uk/government/uploads/system/uploads/attachment_data/file/1051408/2020-final-greenhouse-gas-emissions-statistical-release.pdf.

The UK’s DfT and Climate Change Committee agree that a shift to more climate-friendly transport is necessary to reach net zero emissions and avoid continual catastrophic storms, floods, wildfires and biodiversity loss. 

https://www.gov.uk/government/publications/transport-decarbonisation-plan

https://www.theccc.org.uk/2021/07/14/ccc-responds-to-governments-transport-decarbonisation-plan/

 

Inequality

People with the lowest income can’t afford cars (only 35% of lowest income decile have access to a car).

 https://www.ons.gov.uk/peoplepopulationandcommunity/personalandhouseholdfinances/expenditure/datasets/percentageofhouseholdswithcarsbyincomegrouptenureandhouseholdcompositionuktablea47

Many low income households (3 million households, 7-9% of all households) who do have a car feel pressured into it and it puts them in financial stress. 

https://www.gov.uk/government/publications/future-of-mobility-inequalities-in-mobility-and-access-in-the-uk

People in poverty are more likely to suffer from polluted roads. 

https://www.sciencedirect.com/science/article/pii/S1361920919300392

 

Do people like LTNs?

Dft/Kantar 2020 survey shows 79% support traffic reduction in their neighbourhood with 16% against (near 5-1 in favour), including 71% of people with mobility issues and 69% of local business owners. 61% supported their local LTN with 29% opposed (over 2-to-1 in favour) with a majority of people with mobility issues and business owners also in support. (n=2215 in 4 LTNs).

https://www.gov.uk/government/publications/public-attitudes-towards-traffic-and-road-use

Survey by YouGov on behalf of BikeIsBest shows that 77% of people in Britain support measures to encourage cycling and walking, outnumbering those that oppose them by 6.5-to-1 https://www.havebike.co.uk/bikeisbest-press-release-july-2020/.

The only representative survey conducted in Oxford at date of writing (Jan 2021), a survey delivered to homes and businesses in Howard Street, those who responded were 70% in support and 13% objecting, over 5-to-1 in favour. https://mycouncil.oxfordshire.gov.uk/documents/s58798/CMDHM_DEC1621R12%20-%20East%20Oxford%20LTN.doc.pdf 

Blogger Lastnotlost catalogues eight attempts by anti-LTN or anti-cycling groups to game consultations that have been detected so far. 

https://lastnotlost.wordpress.com/2021/12/29/consultationfakes/

 

Do LTNs increase traffic?

Over two or three years, reductions in car use of 20% have been measured disproving the myth that LTNs create more traffic. https://findingspress.org/article/17128

On boundary roads, it is more complex, depending on both time and the wider traffic system. But in most cases traffic on boundary roads reduces over time as well – 70% of cases based on a recent analysis of 50 LTN boundary roads. https://www.gov.uk/government/publications/gear-change-one-year-on-review 

 

Do LTNs delay emergency services?

Reference to a misleading social media story? https://www.oxfordmail.co.uk/news/19330769.cowley-ltns-fire-service-not-delayed-ltns/

The most extensive analysis of fire services (115,000 fire service responses in 72 LTNs) showed no more delays. More of the delays that did happen were coded as ‘due to traffic calming’, but fewer were ‘due to traffic’. https://findingspress.org/article/23568.

A Freedom of Information request from Cycling UK to all 12 Ambulance trusts found no report of delays. All trusts that responded on wider issues supported LTNs for their health benefits. https://www.cyclinguk.org/press-release/news-release-new-cycle-lanes-no-barrier-ambulances

 

Do LTNs make it hard for disabled people to get around?

Transport for All’s ‘Pave the Way’ report shows some of the ways that disabled people can be positively and negatively impacted by changes to their streets. 

https://www.transportforall.org.uk/campaigns-and-research/pave-the-way/.

Many disabled people cycle: in London, 12% of disabled people cycle (no national figure available). 75% of disabled cyclists find cycling easier than walking. 

https://wheelsforwellbeing.org.uk/campaigning/guide/

 

Who benefits from LTNs?

People walk more and cycle more, but walking more is the much bigger effect. In a London study, the third year of research showed average increases of 115 minutes of walking and 20 minutes of cycling per week 

Physical exercise is good for physical health and mental health https://www.gov.uk/government/publications/physical-activity-applying-all-our-health/physical-activity-applying-all-our-health; https://www.nhs.uk/live-well/exercise/exercise-health-benefits/.

Street crime is reduced:

A study of Waltham Forest LTN over several years found a long-term reduction in crime. The introduction of a low traffic neighbourhood was associated with a 10% decrease in total street crime (95% confidence interval 7% to 13%), and this effect increased with a longer duration since implementation (18% decrease after 3 years).https://ideas.repec.org/p/osf/socarx/ftm8d.html.

An even larger reduction was observed for violence and sexual offences, the most serious subcategory of crime. The only subcategory of crime that increased significantly was bicycle theft, plausibly largely reflecting increased cycling levels. There was no indication of displacement of any crime subcategory into adjacent areas.

A study of 72 London LTNs comparing before and after LTN implementation found crime trends were favourable in LTNs compared to surrounding areas. 

https://findingspress.org/article/23623-short-term-association-between-the-introduction-of-2020-low-traffic-neighbourhoods-and-street-crime-in-london-uk.

Local businesses benefit from people walking and cycling to their local shops rather than driving further away.  Over a month, people who walk to the high street spend up to 40% more than people who drive there. Living Streets, Pedestrian Pound 2018 

https://www.livingstreets.org.uk/policy-and-resources/our-policy/high-streets

Further sources

Living Streets

A Guide to Low Traffic Neighbourhoods (v9, pp7)

https://www.livingstreets.org.uk/policy-and-resources/our-policy/walkable-neighbourhoods 

  • What size and where should Neighbourhoods be?
  • What are the different types of modal filters?
  • What to do at the edge of a Low Traffic Neighbourhood
  • Common misconceptions and modal filter cell myths
  • How to get a Low Traffic Neighbourhood

This is more of a guide for planners and campaigners.

Low traffic Neighbourhoods – An Introduction for Policy Makers (v8, pp4)

https://www.livingstreets.org.uk/policy-and-resources/our-policy/walkable-neighbourhoods 

  • What, why, how?
  • What does a Low Traffic Neighbourhood look like?
  • Why Low Traffic Neighbourhoods should be a priority for you
  • How to make a Low Traffic Neighbourhood
  • What Next?

 

London Cycling Campaign

References the two Living Streets documents.

https://www.lcc.org.uk/campaigns/low-traffic-neighbourhoods/

Low Traffic Neighbourhoods (text from web site follows…)

Get rid of cut-through motor traffic in residential areas and what happens next? Communities thrive while people walk and cycle more and use their cars less.

Making Home Zones

Motor traffic cutting through our streets has a serious impact on the health and quality of life of people living there – too much traffic, too fast, too noisy, too much pollution. But the biggest negative of through traffic is the strangling effect it has on people spending time on their streets. In the space of two generations, we’ve seen children’s roaming distance collapse as motor vehicle volumes on residential streets have rocketed. Kids don’t play out any more, and neighbours don’t chat to each other. But Low Traffic Neighbourhoods change that.

Low traffic neighbourhoods are groups of residential streets, bordered by main, or distributor, roads (the places where buses, lorries, and non-local traffic should be), where “through” motor vehicle traffic is discouraged or removed. The basic principle is that every resident can drive onto their street and can still get deliveries but it’s harder or impossible to drive straight through from one main road to the next. With through traffic gone, the streets in a low traffic neighbourhood see dramatic reductions in motor traffic levels and often speeds too.

With much lower traffic volumes children can play out, neighbours catch up, air pollution is lower, and walking and cycling are the natural choice for everyday journeys. And it turns out that cutting through traffic on side streets doesn’t add significantly to congestion on main roads after the first few months.

2020 saw LTN’s implemented widely across London as part of the Streetspace response to the COVID crisis, and as they link up we’re seeing a real change in the number and type of people cycling and the sort of journeys people are making. LTNs make a dramatic change to the feel of a neighbourhood and, alongside protected space on main roads, are one of the key changes needed to turn London into a cycling city.

That’s why in our Climate Safe Streets report, we call for through motor traffic to be eliminated from side streets and neighbourhoods by 2028, while main roads get improvements too. And for far more “School Streets” too.

School Streets

School Streets are streets nearby primarily primary schools that are closed to motor traffic (often with resident and disabled exemptions) at the start and end of the school day, around pick-up and drop-off times. These schemes, often using numberplate cameras (or volunteers from the staff or parents popping up bollards), ensure these streets are ideal for walking, scooting, cycling and play and have been shown to reduce school run by car.

Increasingly, in London, these schemes are being used in conjunction with Low Traffic Neighbourhood schemes to disrupt through traffic routes, boost bus routes and enable walking and cycling for children, parents etc. across an entire area, not just for the last 100m of a child’s journey to school.

 

Sustrans

An introductory guide to low traffic neighbourhood design

https://www.sustrans.org.uk/for-professionals/infrastructure/an-introductory-guide-to-low-traffic-neighbourhood-design/ 

  • Part 1: Making the case for a low traffic neighbourhood – Contains a lot about the reasons why.
  • Part 2: The scope of this guide. 
    This guide outlines the steps to design low-traffic neighbourhoods.  This section outlines other areas required: Extensive community engagement; Data collection and monitoring; Behaviour change programmes; Implementation mechanism (recommending the Experimental TRO process).
  • Part 3: Low traffic neighbourhood design: 1. Street classification; 2. Low traffic neighbourhood definition; 3. Prioritisation; 4. Creating quiet streets
  • Part 4: Beyond the low traffic neighbourhood

 

Possible

https://www.wearepossible.org/latest-news/low-traffic-neighbourhood

  • What are LTNs
  • LTNs for all
  • LTNs and equity
  • What you can do (inc. link to evidence base)

 

Mythbusting

 

Other Sources

https://www.greenpeace.org/aotearoa/story/low-traffic-neighbourhoods-what-are-they-and-who-are-they-for/

https://liveablecowley.org.uk/what-is-a-low-traffic-neighbourhood/

https://liveablecowley.org.uk/mythbuster/

Is it about informing or selling or telling.  

Make sure the two are linked

How does this link to what the county is doing and social media and compare with other groups.