At our latest Scorecards in Action event, three excellent speakers brought their answers from the frontline: Emma Parker, who helped set up the Frome Safer School Streets scheme from 2020 through to 2023, Cllr Gareth Epps, the Transport cabinet member for Oxfordshire County Council and Alice Roberts Campaigns Director at CPRE London, which run the Healthy Streets Scorecard. Here is what we learned: 

Transport action isn’t just for cities 

School streets, where roads are closed outside schools during the opening and closing times, have become common in cities around the world. However, this is starting to change as more and more of the UK’s towns are introducing similar schemes. Frome is a small market town in rural Somerset and it was encouraging to hear that these schemes have been implemented outside of areas in the London core. In fact Frome has the same number of school streets as Newcastle.

Another first is the UK’s zero emission zone, and first (temporary) city centre congestion charge outside of London. To all who understand the political challenges of introducing anti-traffic measures, these are seismic changes that have been introduced by Oxfordshire County Council.

Oxfordshire can also boast one of the largest electric bus fleets, secured with funding through the ZEBRA grant and dozens of school streets and low-traffic neighbourhoods have been introduced, with none repealed. More school streets and the rural equivalent of the low traffic neighbourhood (LTNs), the “quiet lanes” are planned, with East Oxford becoming a mini-Holland scheme, turning the area into a Dutch-style cycling and walking haven. 

But what of the results? The zero emission zone has achieved up to an 18% reduction in nitrogen dioxide, while noise and air pollution have dropped across the city due to the introduction of electric buses. This demonstrates real leadership achieves real results. 

Don’t fear the backlash

All the speakers spoke of the fact that changes proposed have led to backlash in the community. Transport researchers have even coined the term the “hill of hysteria” to describe the predictable surge of public outrage and anxiety that occurs when cities propose or implement major transport changes. This isn’t to dismiss those that have objections, and it is important that residents’ views are taken into account as local knowledge often makes schemes better.

But this shouldn’t take away from the support that such schemes engender. Frome’s school surveys show a significant increase in support for the scheme from parents/guardians and school staff from 53% to 71% (although support varies from school to school). This shows a clear majority in support. Oxfordshire CC ran communications to outline the benefits of the schemes and the objectives the council were trying to achieve – they even delivered 180,000 leaflets to outline the congestion charge changes.

While speakers talked about the challenges raised from local reactions, these are informed by the national conversation on Transport initiatives. We know that the national conversation is toxic around transport decarbonisation. 

Does the toxic conversation breakthrough into voting patterns? Oxfordshire Lib Dems and Greens had record results in the 2025 local elections. Parties that supported the 20mph pledge in Wales won the majority of seats and with one exception, every Mayor (or the same party) that introduced a clean air zone has stayed in power. The exception is in the West Midlands – changing leadership from Andy Street (Conservative) to Richard Parker (Labour), with both campaigning on the importance of climate and clean air initiatives. This would suggest that the backlash on transport initiatives have often failed to cut through electorally.

Parking is the “most effective tool” to reduce carbon emissions and pollution – and it’s free

Councils have often under utilised their powers around parking. It is not just about the car parks they own and manage (just as Oxfordshire CC ended councillor access to free parking at County Hall). Alice, spoke about the planning powers councils have to restrict new parking in new developments, with parking minimums leading to suburban sprawl and to encourage spaces for car clubs. 

But that is not all councils can reallocate their kerbside space. Councils can encourage businesses to use less parking, through a Workplace Parking Levy, and by the extension of resident parking permits, stopping the free subsidy to park in front of your house. Alice also pointed out that any surplus from parking has to be spent on sustainable transport initiatives.

And finally we can repurpose car parks in our towns to be utilised for housing, parks and so much more with a 2020 study demonstrating that currently 20,000 hectares of our urban space is taken up by car parks – enough space for 2.1 million homes. A great example of this is Luton, which has recently replaced a number of town centre car parks with new housing and business space.

There are a “lot of positives” 

The final reflection is that despite the challenges Emma stated “there are lots of positives that come out of this as well.” The conversation around street space, increasing active travel and even the transition to electric vehicles can be difficult but it is clear that schemes did receive significant local support and deliver cleaner air, improve health outcomes for residents and reduce emissions.