{"id":197237,"date":"2026-11-05T13:15:50","date_gmt":"2026-11-05T12:15:50","guid":{"rendered":"https:\/\/newmobility.news\/?p=197237"},"modified":"2026-11-05T13:07:46","modified_gmt":"2026-11-05T12:07:46","slug":"uhasselt-slower-by-design-why-speed-signs-arent-enough","status":"publish","type":"post","link":"https:\/\/newmobility.news\/fr\/2026\/11\/05\/uhasselt-slower-by-design-why-speed-signs-arent-enough\/","title":{"rendered":"UHasselt : une vitesse r\u00e9duite par choix \u2013 pourquoi les panneaux de limitation de vitesse ne suffisent pas"},"content":{"rendered":"

Chercheurs\u00a0\u00c0 l'IMOB, l'Institut pour la mobilit\u00e9 de l'Universit\u00e9 de Hasselt, on cherche \u00e0 comprendre comment l'am\u00e9nagement routier peut inciter les conducteurs \u00e0 ralentir. Il est g\u00e9n\u00e9ralement admis que la mise en place d'une zone limit\u00e9e \u00e0 30 km\/h par la simple installation d'un panneau ne suffit pas ; il faut \u00e9galement repenser l'am\u00e9nagement de la route. Sinon, cela ne fonctionnera pas.<\/span><\/p>\n

Les scientifiques souhaitent \u00e9galement d\u00e9terminer si une mesure visant \u00e0 inciter les conducteurs belges \u00e0 ralentir aurait le m\u00eame effet en <\/span>La Croatie ou la Su\u00e8de<\/span>. Cette \u00e9tude conjointe sur la conception des routes et le comportement au volant s'inscrit dans le cadre du projet europ\u00e9en TwinSAFE, au sein duquel l'UHasselt collabore avec l'universit\u00e9 de Zagreb et l'universit\u00e9 de Lund.<\/span><\/p>\n

Ils recherchent actuellement des volontaires pr\u00eats \u00e0 tester diff\u00e9rentes situations de circulation dans un simulateur de conduite.\u00a0<\/span>Les candidats doivent \u00eatre \u00e2g\u00e9s d'au moins 18 ans et \u00eatre titulaires d'un permis de conduire de cat\u00e9gorie B en cours de validit\u00e9. Les personnes souffrant d'\u00e9pilepsie, de migraines, du mal des transports ou d'une commotion c\u00e9r\u00e9brale sont pri\u00e9es de ne pas participer.<\/span><\/p>\n

Des diff\u00e9rences culturelles ?<\/h4>\n

TwinSAFE vise \u00e0 renforcer la recherche en mati\u00e8re de s\u00e9curit\u00e9 routi\u00e8re en Europe gr\u00e2ce au partage des connaissances et des exp\u00e9riences de recherche entre les trois universit\u00e9s. Cet objectif s'inscrit dans le cadre d'une ambition europ\u00e9enne plus large : l'Union europ\u00e9enne entend r\u00e9duire de 50 % le nombre de d\u00e9c\u00e8s et de bless\u00e9s graves sur les routes d'ici 2030.<\/span><\/p>\n

Ces trois pays testent les m\u00eames sc\u00e9narios, adapt\u00e9s aux conditions locales. Cela permet de comparer directement les r\u00e9sultats des essais.\u00a0<\/span>\u201c En fin de compte, nous voulons pouvoir d\u00e9terminer si une mesure donn\u00e9e fonctionne partout, ou s\u2019il existe en r\u00e9alit\u00e9 des diff\u00e9rences culturelles \u201d, explique Ali Pirdavani, de l\u2019UHasselt.<\/span><\/p>\n

\u201c Nous utilisons un simulateur de conduite \u00e0 des fins de s\u00e9curit\u00e9. Nous comparons les comportements au volant dans une situation donn\u00e9e : d\u2019abord sans mesure sp\u00e9cifique mise en place, puis avec. Si l\u2019intervention s\u2019av\u00e8re efficace, nous testons ensuite le sc\u00e9nario sur la route. \u201d\u00a0<\/span>Tous les participants \u00e0 l'exp\u00e9rience dans le simulateur sont confront\u00e9s exactement \u00e0 la m\u00eame situation de circulation. Cela permet une comparaison valable des r\u00e9sultats.<\/span><\/p>\n

Recherches scientifiques similaires<\/h4>\n

En 2025, L'universit\u00e9 de Hasselt a publi\u00e9 des travaux de recherche scientifiques similaires pr\u00e9sentant des r\u00e9sultats concrets. De plus, des \u00e9tudes men\u00e9es sur le terrain aux Pays-Bas, au Royaume-Uni et aux \u00c9tats-Unis confirment qu'un panneau de limitation de vitesse \u00e0 lui seul est g\u00e9n\u00e9ralement insuffisant.<\/span><\/p>\n

Par exemple, les chercheurs ont constat\u00e9 qu'une rang\u00e9e d'arbres le long de la route n'avait pas d'effet significatif, que les conducteurs avaient tendance \u00e0 commencer \u00e0 ralentir lorsqu'ils rencontraient des marquages transversaux au sol, et que ces marquages \u2013 lorsqu'ils \u00e9taient associ\u00e9s \u00e0 un r\u00e9tr\u00e9cissement physique de la chauss\u00e9e \u2013 permettaient d'obtenir le meilleur \u00e9quilibre entre vitesse et comportement de conduite ma\u00eetris\u00e9.<\/span><\/p>\n

C'est sur une route sinueuse ou dans une chicane que les chercheurs ont observ\u00e9 l'effet de freinage le plus marqu\u00e9, mais aussi, parfois, des freinages brusques ou des man\u0153uvres d'\u00e9vitement, suivis d'une nouvelle acc\u00e9l\u00e9ration. <\/span>Une autre conclusion notable est qu'une intervention \u00e0 l'entr\u00e9e du village ne suffit pas \u00e0 modifier le comportement des conducteurs sur l'ensemble du territoire communal.<\/span><\/p>\n

Autres pays europ\u00e9ens<\/h4>\n

Une \u00e9tude n\u00e9erlandaise r\u00e9cente men\u00e9e par le SWOV en mai 2026 sur l'impact de la r\u00e9duction de la limitation de vitesse de 50 \u00e0 30 km\/h a r\u00e9v\u00e9l\u00e9 que la vitesse moyenne effective \u00e9tait de 35,3 km\/h ; sans aucun r\u00e9am\u00e9nagement de la route, la r\u00e9duction de vitesse n'\u00e9tait que de 2 km\/h, tandis qu'avec un r\u00e9am\u00e9nagement, elle \u00e9tait d'environ 5,5 km\/h.<\/span><\/p>\n

Des chercheurs britanniques ont \u00e9tudi\u00e9 l'effet des mesures mises en place aux entr\u00e9es des villages, mais ont constat\u00e9 que la limitation de la vitesse \u00e0 l'int\u00e9rieur m\u00eame des villages restait insuffisante en l'absence de mesures suppl\u00e9mentaires.<\/span><\/p>\n

Le Cerema, organisme public fran\u00e7ais, a \u00e9tabli que les d\u00e9viations routi\u00e8res obligent physiquement les conducteurs \u00e0 adapter leur vitesse. <\/span>L'administration f\u00e9d\u00e9rale des autoroutes (FHWA) des \u00c9tats-Unis a constat\u00e9 que les panneaux d'affichage de la vitesse, les plates-formes sur\u00e9lev\u00e9es et les \u00eelots centraux s'av\u00e9raient particuli\u00e8rement efficaces. Les r\u00e9tr\u00e9cissements de chauss\u00e9e purement visuels ou les marquages au sol d'avertissement n'avaient g\u00e9n\u00e9ralement que peu d'effet.<\/span><\/p>\n

Lignes directrices<\/h4>\n

La Flandre dispose toutefois d\u00e9j\u00e0 de recommandations pour la conception d'une transition vers une vitesse r\u00e9duite \u2013 plus pr\u00e9cis\u00e9ment, un d\u00e9calage lat\u00e9ral du trac\u00e9 routier associ\u00e9 \u00e0 un terre-plein central \u2013 afin de signaler aux conducteurs qu'ils entrent dans un environnement routier diff\u00e9rent.<\/span><\/p>\n

La principale le\u00e7on \u00e0 tirer de l'exp\u00e9rience de divers pays est que l'entr\u00e9e d'un village ne doit pas seulement \u00eatre identifiable en tant que telle ; la conception globale de la route doit \u00eatre adapt\u00e9e \u00e0 la vitesse souhait\u00e9e. <\/span>Une portion de route asphalt\u00e9e, large, droite et d\u00e9gag\u00e9e, incitera toujours les conducteurs \u00e0 rouler trop vite, m\u00eame si la limitation de vitesse officielle est de 30 km\/h.<\/span><\/p>","protected":false},"excerpt":{"rendered":"

Researchers\u00a0at IMOB, the Institute for Mobility at UHasselt University, want to understand how road design can cause drivers to slow down. It is generally known that introducing a 30 km\/h zone by simply putting up a sign is not enough; you also have to redesign the road. Otherwise, it won\u2019t work. Scientists also want to […]<\/p>\n","protected":false},"author":175,"featured_media":197266,"comment_status":"closed","ping_status":"closed","sticky":false,"template":"","format":"standard","meta":{"_acf_changed":false,"_jetpack_newsletter_access":"","_jetpack_dont_email_post_to_subs":false,"_jetpack_newsletter_tier_id":0,"_jetpack_memberships_contains_paywalled_content":false,"_jetpack_hide_featured_image":false,"_jetpack_featured_image_duplicate_dismissed":0,"_jetpack_feature_clip_id":0,"_jetpack_memberships_contains_paid_content":false,"footnotes":"","jetpack_publicize_message":"{title}\r\n\r\n{excerpt}\r\n\r\n{url}","jetpack_publicize_feature_enabled":true,"jetpack_social_post_already_shared":true,"jetpack_social_options":{"image_generator_settings":{"template":"highway","default_image_id":0,"font":"","enabled":false},"version":2},"_wpas_customize_per_network":false,"jetpack_post_was_ever_published":false},"categories":[25,7,31,77201,4],"tags":[],"class_list":["post-197237","post","type-post","status-publish","format-standard","has-post-thumbnail","hentry","category-legislation","category-mobility","category-road-safety","category-study","category-top-stories-today"],"acf":[],"featured_image_urls_v2":{"full":["https:\/\/i0.wp.com\/newmobility.news\/wp-content\/uploads\/2026\/11\/Scherm%C2%ADafbeelding-2026-11-05-om-11.17.14.png?fit=893%2C590&ssl=1",893,590,false],"thumbnail":["https:\/\/i0.wp.com\/newmobility.news\/wp-content\/uploads\/2026\/11\/Scherm%C2%ADafbeelding-2026-11-05-om-11.17.14.png?resize=150%2C150&ssl=1",150,150,true],"medium":["https:\/\/i0.wp.com\/newmobility.news\/wp-content\/uploads\/2026\/11\/Scherm%C2%ADafbeelding-2026-11-05-om-11.17.14.png?fit=300%2C198&ssl=1",300,198,true],"medium_large":["https:\/\/i0.wp.com\/newmobility.news\/wp-content\/uploads\/2026\/11\/Scherm%C2%ADafbeelding-2026-11-05-om-11.17.14.png?fit=640%2C423&ssl=1",640,423,true],"large":["https:\/\/i0.wp.com\/newmobility.news\/wp-content\/uploads\/2026\/11\/Scherm%C2%ADafbeelding-2026-11-05-om-11.17.14.png?fit=640%2C423&ssl=1",640,423,true],"1536x1536":["https:\/\/i0.wp.com\/newmobility.news\/wp-content\/uploads\/2026\/11\/Scherm%C2%ADafbeelding-2026-11-05-om-11.17.14.png?fit=893%2C590&ssl=1",893,590,true],"2048x2048":["https:\/\/i0.wp.com\/newmobility.news\/wp-content\/uploads\/2026\/11\/Scherm%C2%ADafbeelding-2026-11-05-om-11.17.14.png?fit=893%2C590&ssl=1",893,590,true],"trp-custom-language-flag":["https:\/\/i0.wp.com\/newmobility.news\/wp-content\/uploads\/2026\/11\/Scherm%C2%ADafbeelding-2026-11-05-om-11.17.14.png?fit=18%2C12&ssl=1",18,12,true],"related-thumb":["https:\/\/i0.wp.com\/newmobility.news\/wp-content\/uploads\/2026\/11\/Scherm%C2%ADafbeelding-2026-11-05-om-11.17.14.png?resize=640%2C480&ssl=1",640,480,true],"gform-image-choice-sm":["https:\/\/i0.wp.com\/newmobility.news\/wp-content\/uploads\/2026\/11\/Scherm%C2%ADafbeelding-2026-11-05-om-11.17.14.png?resize=300%2C300&ssl=1",300,300,true],"gform-image-choice-md":["https:\/\/i0.wp.com\/newmobility.news\/wp-content\/uploads\/2026\/11\/Scherm%C2%ADafbeelding-2026-11-05-om-11.17.14.png?resize=400%2C400&ssl=1",400,400,true],"gform-image-choice-lg":["https:\/\/i0.wp.com\/newmobility.news\/wp-content\/uploads\/2026\/11\/Scherm%C2%ADafbeelding-2026-11-05-om-11.17.14.png?resize=600%2C590&ssl=1",600,590,true],"mailchimp":["https:\/\/i0.wp.com\/newmobility.news\/wp-content\/uploads\/2026\/11\/Scherm%C2%ADafbeelding-2026-11-05-om-11.17.14.png?fit=560%2C370&ssl=1",560,370,true],"unipress-phone":["https:\/\/i0.wp.com\/newmobility.news\/wp-content\/uploads\/2026\/11\/Scherm%C2%ADafbeelding-2026-11-05-om-11.17.14.png?resize=640%2C100&ssl=1",640,100,true],"unipress-tablet":["https:\/\/i0.wp.com\/newmobility.news\/wp-content\/uploads\/2026\/11\/Scherm%C2%ADafbeelding-2026-11-05-om-11.17.14.png?resize=893%2C240&ssl=1",893,240,true],"unipress-tablet-portrait":["https:\/\/i0.wp.com\/newmobility.news\/wp-content\/uploads\/2026\/11\/Scherm%C2%ADafbeelding-2026-11-05-om-11.17.14.png?resize=893%2C180&ssl=1",893,180,true],"unipress-tablet-landscape":["https:\/\/i0.wp.com\/newmobility.news\/wp-content\/uploads\/2026\/11\/Scherm%C2%ADafbeelding-2026-11-05-om-11.17.14.png?resize=893%2C180&ssl=1",893,180,true],"unipress-smartphone":["https:\/\/i0.wp.com\/newmobility.news\/wp-content\/uploads\/2026\/11\/Scherm%C2%ADafbeelding-2026-11-05-om-11.17.14.png?resize=893%2C168&ssl=1",893,168,true],"unipress-wide-screen":["https:\/\/i0.wp.com\/newmobility.news\/wp-content\/uploads\/2026\/11\/Scherm%C2%ADafbeelding-2026-11-05-om-11.17.14.png?resize=893%2C180&ssl=1",893,180,true]},"post_excerpt_stackable_v2":"

Researchers\u00a0at IMOB, the Institute for Mobility at UHasselt University, want to understand how road design can cause drivers to slow down. It is generally known that introducing a 30 km\/h zone by simply putting up a sign is not enough; you also have to redesign the road. Otherwise, it won\u2019t work. Scientists also want to find out whether a measure that makes Belgian drivers slow down would have the same effect in Croatia or Sweden. The\u00a0joint study on road design and driving behavior is part of the European TwinSAFE project, in which UHasselt collaborates with the University of Zagreb and…<\/p>\n","category_list_v2":"Legislation<\/a>, Mobility<\/a>, Road safety<\/a>, Study<\/a>, Top Stories Today<\/a>","author_info_v2":{"name":"Hilde Van Raemdonck","url":"https:\/\/newmobility.news\/fr\/author\/hilde-van-raemdonck\/"},"comments_num_v2":"0 comments","yoast_head":"\nUHasselt: slower by design, why speed signs aren't enough - newmobility.news<\/title>\n<meta name=\"robots\" content=\"index, follow, max-snippet:-1, max-image-preview:large, max-video-preview:-1\" \/>\n<link rel=\"canonical\" href=\"https:\/\/newmobility.news\/fr\/2026\/11\/05\/uhasselt-slower-by-design-why-speed-signs-arent-enough\/\" \/>\n<meta property=\"og:locale\" content=\"fr_FR\" \/>\n<meta property=\"og:type\" content=\"article\" \/>\n<meta property=\"og:title\" content=\"UHasselt: slower by design, why speed signs aren't enough - newmobility.news\" \/>\n<meta property=\"og:description\" content=\"Researchers\u00a0at IMOB, the Institute for Mobility at UHasselt University, want to understand how road design can cause drivers to slow down. 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