Evaluation has been focused in the measurement of speed levels with continued spools and mechanical car counts during a week in autumn 2009, spring 2010 and May 2011 within the experimental area. Society indicators have been compiled via the answers of two online surveys (Jul-Sept 2010 and Sept. 2011) about acceptance, awareness and perception of safety by area residents, anounced by a postal letter. The accidents have also been measured through police records, but the the time scope is too short to get proper conclusions.
Some results: people feeling unconfortable with letting their children walk alone in the street have decreased from 56% to 43% as an average in the 5 calming traffic areas. The share of people who were comfortable with letting their children travel in the traffic increased by 13% from 2010 to 2011. Accordingly, the share of people who felt discomfort with letting their children travel in the local area decreased by 16%. The ‘only signage’ zone has got the better rates in this issue.
Analysing the difference between zone 1, 2, 3 and 5 in combination (the zones where bumps and/or road narrowing were implemented) and zone 4 (the zone where only signs were implemented), shows a difference. The experienced speed reduction is more explicit in the zones, 1, 2, 3 and 5 combined.
Speed levels have been lowered in the main part of the measured roads within the five zones. The measurement shows that after the implementation of the speed reduction zones, speed level has increased only in minimal % on 3 roads. In the only signage zone, the speed has increased, indeed not surpassing the legal limits.An explanation could be the effect of the signage speed level. After the implementation of the speed reduction zone signs with 40 km/h were placed when entering the zone. Before this project there were no signs and people drove with the speed they felt was justifiable.