YES Five Australian states and territories are trialing them. And while it may seem like Inconvenience and Revenue Raising to many, it has been Proven to Save Many Lives. The death-toll statistics per year in our Country, while higher in some countries Overseas is alarming and Proves that LIVES MATTER. In just a few local suburbs over the last few years, I have seen Flower Memorials increase and we do not live in a high speed locality.
Busting The Myths About 30kph Zones In Australia – ABC May 2021
The Conversation By Matthew Mclaughlin, Ben Beck, Julie Brown and Megan Sharkey
Low-speed streets are about much more than road safety and increasing fine revenue. By building safer streets governments and cities around the world are creating more liveable cities.
The benefits include low crime levels, more physically active citizens, greater social connectedness, increased spending in local businesses and less pollution.
Research shows 30kph speed limits on local residential streets could reduce the Australian road death toll by 13 per cent.
The Economic Benefit Would Be About $3.5 billion Every Year.
Learning from other countries, it will be important to run public education campaigns to inform communities and opinion leaders. Another key to success is finding a strong political champion of lower speeds in residential streets.
Leadership is needed to counter myths about 30kph speed limits that are misinforming public and political opinion.
As part of the Streets for Life campaign for Global Road Safety Week, the United Nations has busted international myths surrounding 30kph.
Proposed 30k Ciy Zones In Australia Makes Cities Livable
Low-speed streets are about much more than road safety and increasing fine revenue.
(The Conversation: Matthew Mclaughlin)
Myth #1: 30kph Limits Don't Make A Difference
Road trauma is the number one cause of death in school-aged children. More than 1,100 Australians die on our roads each year.
The evidence is very clear: the chance of a pedestrian surviving when hit by a car skyrockets when the car's speed is reduced. The chance of survival jumps from just 10 per cent at 50kph to 90 per cent at 30kph.
Chance Of Survival For A Pedestrian Being Hit By A Car
Speed is the most common contributor to road trauma — more common than alcohol, drugs and fatigue.
To reduce serious injury risk, 40kph speed limits aren't low enough. The chance of survival when hit by a car improves from 60 per cent at 40kph to 90 per cent at 30kph.
Reducing speed limits to 30kph in urban areas such as high pedestrian zones, school zones and local traffic areas is urgently needed to reduce deaths and severe injuries.
Two-thirds of all crashes in New South Wales occur in metro areas. In these areas, 60 per cent of fatal crashes are on local and collector streets (leading to arterial roads) with 50-60kph speed limits.
To achieve road safety targets and goals of zero road deaths, a 30kph speed limit is crucial.
Myth #2: 30kph Limits Aren't Popular
How supportive would you be of reducing speed limits in neighbourhood streets to help create safer and more liveable streets for people?
Well, according to a recent nationally representative poll, about two-thirds of Australians say they want lower speed limits on local streets.
The introduction of 30kph speed limits around the world shows the popularity of these limits grows rapidly after they take effect and local residents begin to appreciate the multitude of benefits from safer streets.
Myth #3: 30kph Limits Increase Journey Times
In urban areas, journey times are affected by more than the speed limit. Key factors include traffic congestion and time spent waiting at traffic signals.
One study that considered a reasonably typical 26-minute journey to work calculated the difference between a 50kph and 30kph speed limit is less than a minute.
Safer and more liveable streets can decrease our reliance on the private car. By shifting private car trips to active and sustainable forms of transport, such as cycling and walking, we can reduce congestion and improve population and environmental health.
Research from Transport for London has indicated that 20 miles per hour (32kph) zones have no net negative effect on emissions due to smoother driving and less braking.
Myth #4: 30kph Limits Are Anti-Motorist
Reduced speed limits are not anti-motorist and are not about banning cars or the ability to drive.
A 30kph limit is a win-win-win for street users, businesses and motorists — and major motoring groups agree.
Lower speed limits can lead to fewer car crashes, in turn reducing insurance costs and time delayed in traffic by those crashes.
Main road speed limits will remain faster. However, residential streets, shopping streets and streets close to public transport will be slower, to create a more economically vibrant and safer city.
That's because children, older people and people living with disabilities feel Safer when going to local schools, shops, services and parks.
Myth #5: 30kph Limits Are About Revenue-Raising
Speed limits are a low-cost tool in the governments' toolbox against road deaths. Of course, not everyone obeys speed limits — two-thirds of Australians admit to speeding.
Speed enforcement and street design changes may be needed in some cases to reduce driver speed and improve conditions for all street users.
Enforcement works and ensures credibility, because no single solution will work alone.
For best results, state and territory governments will combine multiple tools to reduce speed, such as speed limits, public education, driver training, speed enforcement and street design.
Introducing 30kph limits is one of a suite of measures available to governments to bring about six compelling co-benefits to society: road safety, physical activity, air quality, liveability, equity and economic benefits.
All Australian states and territories should urgently introduce 30kph speed limits to create streets that are safe, accessible and enjoyable for all.
Matthew Mclaughlin is a PhD candidate in the School of Medicine and Public Health at the University of Newcastle. He is affiliated with the International Society for Physical Activity and Health, the Australasian Society for Physical Activity and Newcastle Cycleways Movement.
Ben Beck is a senior research fellow in the School of Public Health and Preventive Medicine at Monash University. He receives funding from the Australian Research Council, the National Health and Medical Research Council, the Transport Accident Commission, the Victorian Department of Health, VicHealth, RACV, and the British Columbia Centre for Disease Control, Canada. He is President of the Australasian Injury Prevention Network (AIPN).
Julie Brown is an associate professor in the School of Medical Sciences at UNSW, and program head at the George Institute for Global Health's injury division. She receives funding from the National Health and Medical Research Council, Australian Research Council, Australian and state government transport, health and insurance agencies. She is co-director of the Transurban Road Safety Centre at NeuRA.
Megan Sharkey is an urban studies research scholar at the University of Westminster, and an adjunct lecturer at UNSW. She is affiliated with SpaceforHealth, the International Society for Physical Activity, London Cycling Campaign, and Transport for NSW.
This piece first appeared on The Conversation.
That's 10,000+ Family Members Over The Last Decade This Will Make Happy.......Such A Lot Of Parents Who Fear For Their Kids......The Elderly And People Who Are Not Well (they cannot move around quickly often).
Main road speed limits will remain faster. However, residential streets, shopping streets and streets close to public transport will be slower, to create a more economically vibrant and safer city. (ABC News: Brendan Esposito)