From 50 to 30: Coalition of 30 redesigns built-up area
On 10 November 2023, the study day of the Coalition of 30 took place in Ghent. One of the most important questions was: how do we make Zone 30 universally recognisable everywhere and what approach works best to introduce them? Our colleague Joeri went to listen to best practices from Ghent, Antwerp and Suunta.
More and more municipalities are adopting the principle of 30km/h in built-up areas. But because not everyone uses the same yardstick, confusion arises among road users. This makes it difficult to communicate clearly both on and off the road. Unambiguity is especially needed now that there is more and more fragmentation. A big step forward would be, following the example of Brussels, to indicate exceptions within built-up areas: 'built-up area = 30 unless otherwise indicated'. There should also be clarity around additional measures and recognisable road design. At the study day of the Coalition of 30, the cities of Ghent and Antwerp explained how they have generalised their Zone 30. Study bureau Suunta underlined the importance of monitoring.
Signs alone are not going to get us there
Everyone agrees that signage alone is not enough to make a good Zone 30. Communication about the traffic situation and legibility of the situation on the road are also essential to actually make motorists drive slower. The problem is that speed-reducing road design often lags behind due to a lack of money. City of Antwerp does notice that e.g. lane cushions have a great effect. They ensure a drop in speed from 43km/h to 34km/h. On the other hand, despite the expanded Zone 30, the city also sees an increase in the number of accidents involving cyclists. One reason is the large increase in the number of cyclists but also the unadapted infrastructure.
More monitoring may
According to Suunta, too little attention has been paid to monitoring Zone 30. However, a municipality can learn a lot from evaluations. Although they should be integrated into a broader vision of mobility. 30% of local governments say they do not monitor the effects of Zone 30 and 90% have never held an evaluation. If they monitor at all, it is based on speed measurements. Barely a third of municipalities that monitor do so using accident data. This can give motorists the impression of arbitrariness and municipalities are accused of only introducing Zone 30 to fill their coffers.
Municipalities would therefore do well to communicate clearly why Zone 30 has been introduced. Figures from evaluations and monitoring can certainly help to demonstrate the effects. Using the knowledge of your inhabitants is another asset to gain support. Ghent, for instance, uses Fietstrack to map the evolution and experience of the 30-km zone.
Related insights
What makes research by Mobiel 21 so unique?
Mobiel 21 conducts mobility research that translates social signals and policy questions into concrete action points. Cycling behaviour, mobility poverty or support for local mobility measures? Together with citizens, policymakers, companies and all kinds of other organisations, we arrive at new insights. In an accessible and people-oriented way. Discover how we work.
"Our goal? To get all of Lier, inside the vests one day car-free!"
The Mobility Council in Lier works closely with the city to make Car-Free Sunday a blissful day without cars every time, with thousands of pedestrians and trappers and lots of healthy air. And the ambitions are big. How big? We asked Lieve, president of the Mobility Council.
Creating people-friendly streets
Streets should prioritise people over cars. Through creative campaigns, temporary interventions and experiments, we show how cities and towns can reclaim space for walking, cycling and community life.