The 2025 Healthy Streets Scorecard ranks London Boroughs on how healthy their streets are according to ten indicators (six input and four outcome indicators). By combining the indicator scores, each borough is given a final Healthy Streets score.
This page sets out detailed results for the outcome indicators:
8. Active Travel Rate (A) Walking (B) Cycling
10. Car Ownership Rates (A) Cars per household (B) Households with no car (C) Polluting vehicles
’Sustainable modeshare’ is the proportion of trips made by ‘sustainable modes of transport’ i.e. walking, cycling or public transport. This is for trips made by borough residents, rather than all trips made in and through the borough. The target in the Mayor’s Transport Strategy is to increase this across London to 80% by 2041 (up from 63% in 2015). As part of their Local Implementation Funding from TfL, each of the boroughs has a different sustainable modeshare target that they are aiming for by 2041 with the average target being higher amongst the Inner London boroughs (88%) than the Outer London boroughs (69%). The figures used in 2025 are the two-year average scores for each borough (i.e. 2022/23-2023/24 as identified in the London Travel Demand Survey (LTDS)).
In 2025 HSS, the average scores of the London boroughs for sustainable modeshare have once again risen slightly from 67.6% in 2024 to 67.9%. This means that between the 2019 HSS and 2025, the average borough score has risen from by 4.3 percentage points from 63.6% to 67.9%.
Five Inner London boroughs (City of London, Camden, Westminster, Hackney and Islington) see more than 85% of journeys made by sustainable modes while three (Wandsworth, Lewisham and Newham) score below 75%. Amongst the Outer London boroughs, Brent and Richmond upon Thames have the highest scores (both 68%) while Sutton (46%) and Bexley (44%) are the only ones with scores of below 50%.
Year-on-year, 18 of the 33 boroughs have seen their scores improve with five boroughs seeing their sustainable mode share grow by 3 percentage points or more (Sutton 6.5%, Barnet 5.8%, Barking & Dagenham 3.5% and Islington and Redbridge both 3.1%). Fifteen boroughs saw their sustainable modeshare decline with the largest falls being Waltham Forest (-6.7%), Kingston upon Thames (-3.9%) and Richmond upon Thames (-3.6%). Some caution needs to be taken with these borough-level fluctuations owing to relatively small sample sizes in the LTDS surveying.
The graph below shows Inner and Outer London boroughs to help show how boroughs are doing compared to other Inner or Outer boroughs.
Walking
Regular walking rates have suffered a significant reduction post-Covid. Across London, only 34% of us are walking regularly (five or more journeys a week) in the last few years of data (2021-2023), down from nearly 38% of us pre-Covid. Only two boroughs have seen a significant number more adults walking regularly from the 2017 to 2019 data pre-Covid: Hackney and Barnet; Haringey and Lambeth have effectively flatlined on regular walking residents, while every other borough has suffered significant reductions in walking.
Every other borough has suffered significant reductions in walking. Newham and Brent both suffered steep declines in walking rates from pre- to post-pandemic of near 20% drops and Hillingdon and Havering of over 25% drops. Walking regularly is not only a healthy activity for residents, but the fact walking is happening less regularly among a rising proportion of residents in these boroughs should be a cause for grave concern about how their councils are supporting (or not) walked journeys.
The graph below shows Inner and Outer London boroughs differentiated by colour (light blue = Inner London, dark blue = Outer London). This graph helps show how boroughs are doing compared to other Inner or Outer boroughs.
The post-pandemic rise in cycling has likely been fuelled not just from the experience of cycling on quiet streets during lockdown but the rapid delivery of cycling infrastructure and the rise of entirely new categories of cycling – with both ‘gig economy’ delivery companies and the rise of dockless hire, meaning just under 13% of Londoners now cycle at least once a week (on dockless, Lime has claimed a startling near half of all 18-34 use one of their bikes weekly).
However, that growth in regular cycling does appear to have stalled somewhat, with the 2025 figure at 12.8% compared to the last two-year average at 13.4%. Fairly obviously, far too many boroughs continue to do far too little to enable more cycling on their patch. From the year-on-year figures, the biggest drop is Merton, dropping from 13.7% to 11.1%, while the biggest rises are in Haringey, jumping from 12.1% of residents to 16.1% – likely fuelled by a combination of all three of the above factors.
The graph below shows Inner and Outer London boroughs differentiated by colour (light blue = Inner London, dark blue = Outer London). This graph helps show how boroughs are doing compared to other Inner or Outer boroughs.
Reducing road casualties in London is a key part of the Mayor of London’s strategy to make London a more walkable and cyclable city. Policy overall is guided by Vision Zero and a target that by 2041 no one will be seriously injured or killed on London’s roads. The Healthy Streets Scorecard looks at road casualties in London amongst those walking and cycling through the prism of casualty rates, i.e. the numbers of serious and fatal reported road casualties amongst those who are walking and those who are cycling in each borough in relation to the number of journeys (trip stages) that are walked or cycled in that borough. The number of casualties is taken from the most recent three full years of casualties (2021 to 2023) amongst those walking and cycling in each borough (based on TfL (STATS19) data). As trip stage data is now becoming available again post-Pandemic, we have made use of the latest two year’s worth of trip stage data from the London Travel Demand Survey ((LTDS) 2022/23 and 2023/24). Comparison with previous years can be difficult owing to significant variations in the trip stage data so we are providing a commentary on the 2025 results here only. For information, provisional (but not final) data for the 2024 road casualty statistics is now available from the TfL Road Danger Reduction Dashboard.
In relation to walking casualty rates, for the 2025 HSS, Greater London is seeing overall a rate of 5.5 serious and fatal casualties/100,000 daily walking stages. The rate is higher in Outer London (5.9) than Inner London (5.1). Amongst the Outer boroughs, most of the boroughs sit within a casualty rate range of 4.0 to 7.0. There are, however, five boroughs with higher walking casualty rates, Hounslow (9.7), Barnet (8.6), Croydon and Hillingdon (7.4) and Enfield (7.1) and three boroughs with lower rates Bromley (3.9), Havering (3.8) and Richmond-upon-Thames (3.5). In Inner London, many of the boroughs are close to the Inner London borough average with Islington (3.8) and City of London (3.9) being the lowest scoring boroughs and Haringey (6.3), Kensington & Chelsea (6.2) and Hammersmith & Fulham (6.0) having the highest casualty rates.
The graph below shows Inner and Outer London boroughs differentiated by grouping. This graph helps show how boroughs are doing compared to other Inner or Outer boroughs.
With cycling casualty rates, please note that the trip rate (the denominator) is different from walking (and is set at 1,000 daily cycling stages). Overall Greater London in 2025 is seeing a rate of 1.9 serious and fatal casualties/1,000 daily cycling stages. The rate is slightly higher in Outer London (2.0) than Inner London (1.8). Two boroughs which stand out in particular for higher cycling casualty rates are Tower Hamlets (3.4) and Sutton (3.3). There are a number of boroughs rates below 1.5 KSIs/1,000 daily cycling stages, with Hackney being lowest with a score of 1.1. Other boroughs with significantly below average cycling casualty rates include Waltham Forest (1.2), Redbridge (1.3) and Hammersmith & Fulham, Ealing and Camden (all 1.4).
We need to treat this data with some caution owing to its reliance on just two years’ worth of trip data and we will need to see how these patterns evolve as more trip data is added in future years.
The graph below shows Inner and Outer London boroughs differentiated by grouping. This graph helps show how boroughs are doing compared to other Inner or Outer boroughs.
Car ownership remains doggedly high and there are still far too many privately owned cars in London, though the overall trend is a slow decline. In 2018 there were 2,514,794 cars registered in London. By 2023 this had dropped to 2,406,694 and in 2024 it dropped just under 2.4 million to 2,399,792. This indicator is made up of three components.
The graph below shows Inner and Outer London boroughs differentiated by colour (light blue = Inner London, dark blue = Outer London). This graph helps show how boroughs are doing compared to other Inner or Outer boroughs.
The graph below shows Inner and Outer London boroughs differentiated by colour (light blue = Inner London, dark blue = Outer London). This helps show how boroughs are doing compared to other Inner or Outer boroughs.
This metric scores diesel cars as 3, petrol cars as 2, and EVs as 0.5, and converts the relative proportion of each into a score out of 10 – a theoretical borough with only diesel cars would score 10 out of 10, the worst possible score. As may be expected, the proportion of polluting vehicles has fallen in all boroughs which is great news. Camden tops the table with a score of 6.2 compared to bottom of the table Havering with a score of 6.8.
The graph below shows Inner and Outer London boroughs differentiated by colour (light blue = Inner London, dark blue = Outer London). This helps show how boroughs are doing compared to other Inner or Outer boroughs.
Find your borough’s results homepage:
Review detailed results for the six input indicators:
Review all the indicator charts for this year: