Traffic calming for urban roads Delhi, 5 December, 2016

Transcription

1 Traffic calming for urban roads Delhi, 5 December, 2016 Christer Hydén, christer.hyden@tft.lth.se Professor em in Traffic Engineering Lund University

2 Everybody is an expert however Everybody is a road user minutes every day Excellent opportunities to develop suitable theories about what is wrong These theories are verified now and then But also falsified now and then However, only verifications are stored in our memory IIT-Delhi december

3 Traffic safety expertise in a town planning perspective is becoming a unique phenomenom. Result 1: The public do not believe in real experts Result 2: Lots of new researchers in traffic related areas who do not know the basics about traffic and traffic safety Real experts are very rare, there is a need of more qualification IIT-Delhi december

4 Pedestrian risk is highest on zebra crossings Pedestrian risk at zebra crossings, before the change of the law 1st of May 2001 Nobody believed in these results 3 2,4 Relative Risk Zebra Crossing Traffic Signal Other approaches IIT-Delhi december

5 Zebras have the same poor history all over?? Results of (international) meta studies: A new zebra crossing ==> + 44% (-6; +121) IIT-Delhi december

6 Main problem We do not know what happens on our roads! (Cf. Video) IIT-Delhi december

7 We need indirect measures.. To be able to follow more in detail what happens on the road Especially what happens the last second(s) before a crash occurs E.g.: How is speed adapation? We dealt with indirect measures conflicts in my other presentation IIT-Delhi december

8 Belt Red light Speed Distance Mobile Fatigue Alcohol Attitudes: Drinking and driving is considered much more important than speeding What three behaviours do you consider beeing most important from a traffic safety point of view? Females Males From: Resultat från trafiksäkerhetsenkäten 2013, TV IIT-Delhi december

9 Facts indicate the opposite Comparing Relative risks of Involvement in a Casualty Crash for Speed and Alcohol Alcohol Rel. Risk Alcohol (g/100ml) Speed Rel. Risk Speed (km/h) 1.0 Zero (speed limit) From: TRAVELLING SPEED AND THE RISK OF CRASH INVOLVMENT, Volume 1: Findings. Kloeden CN, McLean AJ, Moore VM, Ponte G, NHMRC Road Accident Research Unit, The University of Adelaide Lund University / Faculty of Engineering, LTH / Department of Technology & Society/ Transport & Roads

10 Also considered more serious by authorities 1/ Sanctions in Sweden when drinking and driving: Above 0,05 g/100ml: Imprisonment at least one month, withdrawal of the license: at least one year Above 0,10 g/100ml: Drunken driving renders maximum 2 years imprisonment. withdrawal of the license: up to two years 2/ Sanctions in Sweden when speeding: More than 20 kph above speed limit: Fine; Maximum 2800SEK (corresponding to 2 days salary). More than +40 kph: Sent to prosecutor Grovt rattfylleri= 1,0 promille= 0,50mg/liter Lund University / Faculty of Engineering, LTH / Department of Technology & Society/ Transport & Roads

11 Paradox Would you accept to be operated by a traffic engineer? No but the opposite is fully possible..

12 Implications Learning curves must be accelerated and sharpened Engineering (road design, vehicle design, etc)

13 Safety is paramount More than 1.2 million killed every year One of the major health problems One third are killed pedestrians and bicyclists IIT-Delhi december

14 The Times of India Delhi tops the country in fatal road accidents and pedestrians and cyclists falling victim, claims CSE Priyanka Singh, TNN Jul 3, 2014, 09.15PM IST The share of fatal accidents in the total is up from 18 percent in 2003 to 25 in Delhi records an average of five road accident deaths per day - four of these are of pedestrians and two-wheeler riders. IIT-Delhi december

15 WHO-Global Status Report on Road Safety 2015.the report indicates that 49% of all road traffic deaths occur among pedestrians, cyclists and motorcyclists. (WHO-Global Status Report on Road Safety 2015) Only 4% of these are bicyclists! WHY? IIT-Delhi december

16 Proportion of Pedestrians killed varies a lot Total no. killed pedestrians annually: 412,000 Africa Sub-Region: 55% Sub-region of the Americas:<15% EurA: <15% Low-income countries: 45% Middle-income countries: 29% High-income countries: 18% Exposure is one important factor; In e.g. the US walking as a mode of transport very uncommon Lund University / Faculty of Engineering, LTH / Department of Technology & Society/ Transport & Roads

17 We need to blame: The behaviour of decision makers and the system designers who have worked in an unholly alliance to support motorisation as the engine of the society (High) speed performance is a key issue Now things are slowly changing. The development has gone too far; disadvantages are often bigger than the advantages Climate change makes it necessary to reduce CO 2 -emissions from cars considerably. Less travelling with fossil fuelled cars, smaller engines, lighter cars, etc are key demands, but. Pedestrians, bicyclists, bus riders are still second class IIT-Delhi december

18 It is a matter of well-being All road users should be safe feel secure, comfortable, convenient, accessible, attractive, efficent Equality between road users Equal preconditions Mistakes must not lead to injuries/fatalities Receptiveness The status of vulnerable road users must be improved, partly at the expense of car occupants IIT-Delhi december

19 Pedestrians and bicyclists are the loosers Vulnerable road users Car users Safety Safety Very unsafe Very safe for car Security users with new car Mobility Security Unprotected Protected (with special locks) Mobility Bad for VRUs too many cars Air pollution Highly exposed Exposed Noise pollution >84 db(a) < 42 db(a) Bad for motoriststoo many cars!! Weather Highly exposed Highly protected Freedom to move Always restricted due to poor VRU-planning By far the highest priority Very unfair, very uneven, very unequal Human rights issue!? IIT-Delhi december

20 Focus on VRU:s and Speed Pedestrians and bicyclists must be the main focus: Governments must actively address the safety and mobility needs of these more vulnerable road users, and consider how non-motorized forms of transport can be integrated into more sustainable and safer transport systems. (Global status report on safety. WHO, 2013) Safety and mobility needs for pedestrians and bicyclists mean lower speeds for motorised traffic IIT-Delhi december

21 Benefits of walking and cycling For the individual Noise free, emission free, healthy, freedom, safe (to others) For the society Energy saving: Car: 0.8 kwh/personkilometer, Bicycle: Pedestrian: 0,07. Small investments compared with roads for car traffic Town scaping! "Walkability is the extent to which the built environment supports and encourages walking Retail is supported Economy is supported IIT-Delhi december

22 Societies does not seem to be prepared to take action We have produced a highspeed society where safety and well-being of pedestrians and pedal cyclists have been given low priority IIT-Delhi december

23 Our understanding of the System Man Machine (Car) Environment (Road) is too limited in scope Is most often used to blame the driver The vehicle and the traffic environment are where we are brought up as road users Leads to wrong conclcusions IIT-Delhi december

24 Speed limit 50 km/h IIT-Delhi december

25 Built in the 60-ies with good intentions Speed limit: 50 km/h Now speed limit is lowered to 40 km/h A first step IIT-Delhi december

26 This is Jaipur, India In the beginning of the process.. IIT-Delhi december

27 A second step - Traffic Calming IIT-Delhi december

28 kph in a whisper

29 The late latest from BMW. They have changed the Speed Limiter: From 250 km/h To 305 km/h!! As a compensation they offer a one day have course. (skill courses have never produced positive safety effects!) IIT-Delhi december

30 The late latest from Mercedes Benz They now offer an anti-hump device. MAGIC BODY CONTROL combines the advantages of the active suspension system Active Body Control (ABC) with the globally innovative ROAD SURFACE SCAN function a stereo camera that scans the road ahead and registers the road surface and its condition. IIT-Delhi december

31 Cars in India Ad for BMW cars in India The vehicles offered by BMW are for those who enjoy the finer tastes in life. For enthusiasts and BMW aficionados, photos and technical specifications further fuel the desire to understand and gain more knowledge on their favourite vehicle. BMW 1 Series, BMW 3 Series, BMW 5 Series, BMW 6 Series, BMW 6 Series Gran Coupe, BMW 7 Series, BMW M3, BMW X1, BMW X3, BMW X5, BMW X6, BMW Z4 IIT-Delhi december

32 The man. We are all humans. IIT-Delhi december

33 The premature driver Australopithecus afarensis Homo neanderthalensis Australopithecus Robustus Homo erectus Homo sapiens Homo autobilissimus milj år , ? IIT-Delhi december

34 To-day We are sitting in our armchairs, listening to nice music, talking on the phone, at the same time as we are protected by ABS, AICC,ASR, CAS, DSC, DSR, ESC, EDS, ESF, ESP, HBA, TSC, TPM Night vision, emergency braking, safety belt, air bags, alcolock, belt reminder, ISA, whiplash protection, stereo, mobile, dvd, Navigation System and - Games IIT-Delhi december

35 The human as a car driver Unexperienced Premature Reacts on the wrong signals Do not manage the complexity Associal Aggressive Ridden by habits Demonstrating power Develops strong habits Behave only when the police is present Easy to manipulate Courageous IIT-Delhi december

36 Ad for Fiat IIT-Delhi december

37 We can not (only) blame the driver. The norm is that it is OK to drive 5-15 km/h faster than the speed limit Those who complies with the rules are punished but not those who brake the rules! We have produced a high-speed society on the roads We expect no problems We do not respect other road users needs We are indoctrinated - mislead IIT-Delhi december

38 Operational research is lacking Billions are used to research the car both passive and active safety Pedestrians and bicyclists? Almost nothing! Even though.. Addressing the safety of pedestrians, cyclists and motorcyclists is critical to successfully reducing the total number of global road traffic deaths. (WHO, 2013) Yes, but how!!?? Please help IIT-Delhi december

39 We are saying safety But nobody dares to do safety IIT-Delhi december

40 Doing safety (1) To only deal with documented positive effects Then, speed is number one Most people know that speed is safety related - not all though But all other effects in relation to urban qualities of life are more or less unknown The simple reason is that we have never done any research on that IIT-Delhi december

41 Doing safety (2) One important reason: We can not control speeds Drivers decide themselves which speed is appropriate However, there are quite a lot of knowledge on individual effects I have produced a scenario where maximum possible speed is defined IIT-Delhi december

42 The speed scenario Context Maximum 1/ speed, 30km/h - sometimes 20km/h All multifunctional streets in cities (almost all) Experiences primarily from industrialized countries 1/ : speed that is never exceeded physically impossible IIT-Delhi december

43 Two main themes 1/ Effects according to the scenario 2/ Ways of controlling vehicle speeds IIT-Delhi december

44 Travel speed and injury risk very positive The Power model and an Exponential function According to Elvik mfl Reduced mean speed in built-up areas by 20% will result in a reduction of the number of killed by 40% Somewhat smaller for injury accidents Actual speeds of maximum 30 km/h will probably produce (almost) zero fatalities and serious injuries IIT-Delhi december

45 Collision speed and injury risk for pedestrians very positive Critical speeds: 30 to 50 km/h IIT-Delhi december

46 Speed and indirect safety effects very positive 1/ Drivers try to avoid low speed streets/areas moving cars to the optimal routes, replacing car trips by more feasible modes (walking, cycling) 2/ More attractive for vulnerable road users (VRUs) more VRUs improved safety for these road users 0,0025 Bicycle conflicts per bicyclist 0,002 0,0015 0,001 0, Bicycle flow, Eb IIT-Delhi december

47 Speed and feeling of safety - negative A pedestrian is not very powerful compared with a car driver Kinetic energy relation: Car in 50 km/h vs pedestrian in 5 km/h: 1700 to 1 Car in 20 km/h vs pedestrian in 5 km/h: 280 to 1 IIT-Delhi december

48 Share (%) However, low speeds help a lot very positive Proportion of drivers yielding for pedestrians and bicyclists at different approach speeds Cyklist först i interaktion med bil vs bilhastighet km/h km/h 5-9 km/h km/h km/h km/h km/h km/h km/h km/h km/h km/h km/h km/h IIT-Delhi december

49 Noise very positive A 13 dba reduction is possible in the speed range of 50 to 20 km/h IIT-Delhi december

50 Use of Space - positive X At 60 km/h more than two times the space is needed, compared with at 20 km/h X Strong economical implications Från: Nielsen. G, Traffic integration or segregation for the sustainable city - A review of current debate and literature. CIVITAS RESEARCH, January 2007 IIT-Delhi december

51 Emissions - positive Emissions in city traffic, is extremely complicated to predict. Most important seems to be to use measures of speed reduction that encourage smooth driving at low speed, and discourages driving with large variations in speed. At speeds below 50 km/h the style of driving is more important than the average speed. (Svensson and Hedström 2003 in Nielsen 2007). Cars are optimised for speeds of 60 to 70km/h We need a City-car and/or a city mode in cars IIT-Delhi december

52 Mobility for vulnerable road users very positive Highly improved, the lower the speed the smaller gaps are accepted, etc i.e lowered waiting times A new freedom of movement, we can e.g. finally get rid of our zebra crossings And we can get rid of many (most) traffic signals New game roles IIT-Delhi december

53 Retail - positive A British review of the effects of traffic restraint on retail vitality has confirmed that much car traffic in shopping streets affects businesses negatively, and that restrictions on car traffic often stimulate shopping turnover (Sustrans 2006). There is now a wealth of evidence to show that pedestrianization, unless it is mis-designed or located, benefits retail turnover. Roberts, John, 'The Economic Case for Green Modes," The Greening of Urban Transport, Belhaven Press,1990, U.K Nielsen (1997) concluded that In contrast to what is often claimed, positive effects from car traffic reductions and environmental improvements can be gained for economic activities such as retail businesses, restaurants and other typical urban personal services. IIT-Delhi december

54 Economy very positive A study showed that a 5 to 10 mph reduction in traffic speeds increased adjacent residential property values by roughly 20%; Our analysis shows a positive impact not only on neighborhood housing valuation but also on neighborhood crime and foreclosure. These results provide policy opportunities for planners and citizen groups to pursue strategies to encourage the development of more walkable and sustainable neighborhoods. (Linderbloom et al, In Cities 42 (2015) 13 24) IIT-Delhi december

55 Motorists mobility negative/positive Longer time, but how much longer? Average speeds in cities are maximum km/h Empirical studies in Stockholm has shown that driving with the basic (prevailing) speed limit of 50 km/h compared with driving with a fictive speed limit of 30 km/h, did not give any significant difference in travel time More comfortable travel for everybody What is the socio-economic IIT-Delhi december 2015cost? 55

56 Equity Lower motorist speeds tend to provide the greatest benefits to pedestrians, bicyclists and local residents It also tends to increase horizontal equity by reducing the external costs imposed by motor vehicles and improving the balance between different uses of public streets. It also tends to increase vertical equity because it benefits people who are physically, economically and socially disadvantaged, while imposing the greatest disbenefits on relatively wealthy, higher mileage drivers. Traffic Calming. Benefits, Costs and Equity Impacts. Todd Litman, Victoria Transport Policy Institute 7 December, 1999 IIT-Delhi december

57 Conclusions Low speeds - 1 ALL THESE FINDINGS ARE VALID FOR ALL BUILT-UP AREAS NO MATTER IN SWEDEN OR INDIA OR ELSEWHERE IT IS JUST A MATTER OF TIME GET PREPARED IIT-Delhi december

58 Conclusions Low speeds - 2 Which is the optimal speed in cities? Is it 30 km/h or is it even lower? The positive tendencies deserve a lot more of empirical evidence based on sound scientific research We have no holistic test bed IIT-Delhi december

59 Conclusions Low speeds -3 We still live in a HIGH SPEED SOCIETY We believe that being able to drive our car in 250 km/h is an important function!! (to be able to make fast overtakings. etc) It is to turn city needs upside down IIT-Delhi december

60 City life Cities are suffering a lot 50 km/h is introduced more than 70 years ago, for what reason 50? Speed and laissez-fair strategies And authorities accepted that the car became more and more powerful and faster and faster. IIT-Delhi december

61 How to reach desired maximum speed levels Soft measures Speed limits, Zebra Crossings, Warning signs, Information signs (children are playing etc), etc Hard measures Traffic Calming, Vehicle Calming IIT-Delhi december

62 Soft measures does not work properly enough Example 1: When the speed limit was reduced in Sweden by 10 km/h at certain locations, from 40 to 30 km/h, the actual (mean) speeds were only reduced by a bit more than 2 km/h Example 2: Effect on injuries: A new zebra crossing ==> + 44% (-6; +121) Raised zebra crossing ==> - 42% (-70; +11) IIT-Delhi december

63 Speed limits is a very weak measure! Half of all drivers often even more are NOT complying with the prevailing limit If you reduce the speed limit by 10km/h the reduction of average speed is only 2-3 km/h. if everybody complied with the speed limit up to 50% killed could be avoided Even if there is a limit; we are not complying with it IIT-Delhi december

64 Traffic Calming and the infrastructure Safety effect is primarily measured in speed level change We need (urgently) Hardware i.e. Traffic Calming IIT-Delhi december

65 Traffic Calming is more than safety Traffic calming refers to a combination of network planning and engineering measures to enhance road safety as well as other aspects of liveability for the citizens. Van Schagen (ed.; 2003) ] IIT-Delhi december

66 Humps and small roundabouts are the key elements Bergen City of Bergen, Norway invisible humps Lund University / Faculty of Engineering, LTH / Department of Technology & Society/ Transport & Roads

67 Overall effects Humps All injury accidents: minus 50% Serious injuries and fatalities: minus 70-90% Humps - the effect on adjacent roads Small roundabouts All injury accidents: minus 40% Serious injuries and fatalities: minus 60-80% IIT-Delhi december

68 Traffic Calming and the infrastructure Not very many measures that work. Watts hump is old BUT still working almost exactly as it did the first day more than 40 years ago. Nowadays there are variations that fulfill the same purpose You can easily change the target speed. One centimeter up means 2-3 km/h slower, etc IIT-Delhi december

69 Lots of alternatives to humps under the traffic calming umbrella (From: Traffic Calming Guidelines, Devon County Council) IIT-Delhi december

70 Average speed Speed variation Road width Corners (radii) Cost Success criteria - Traffic Calming No measure can compete with a pure well-designed hump or a well-designed, small, round-about Other measures are often used to excuse for not using humps IIT-Delhi december

71 Traffic calming measures safety effects - examples Measure Type of accidents Best estimate Uncertainty in the estimation Raised pedestrian crossing 2-way stop at 4-armed intersections 4-way stop at 4-armed intersections Changing an intersection to a round-about, 4 arms Pedestrian accidents All accidents at intersections All accidents at intersections All accidents at intersections (-44;-25) -45 (-49;-40) -35 (-46;-23) Humps - the effect on roads with humps Humps - the effect on adjacent roads All accidents -48 (-54;-42) All accidents -7 (-9;-2) (Meta analyses: Høye, A., Elvik, R., Sørensen, M Trafikksikkerhetsvirkninger av tiltak. Institute of Transport Economics, TØI rapport 1157/2011. Oslo)

72 Different hump design 3.6 m 10 cm IIT-Delhi december

73 Different ramp dimensions for 30 km/h (From: Traffic Calming Guidelines, Devon County Council IIT-Delhi december

74 Traffic Calming in practise Bergen the kingdom of humps Humps without markings More than 2000 humps 100 new every year Based only on public demand 85% > 38km/h hump 85% < 38km/h no hump Special bus humps Raised crossing IIT-Delhi december

75 Traffic Calming also works in large scale In Gothenburg killed and severly injured pedestrians have dropped by 50% and corresponding for cyclists is 70% in 10 years Speed reducing together with moving cars from smaller streets to larger streets account for approx 75% of the effect IIT-Delhi december

76 Traffic Calming also works in developing countries. Similar humps produce similar speeds in Jaipur, India and in Lund, Sweden Length (m) Height (m) Mean speed (km/h) 85-percentile speed (km/h) Collectorate, Jaipur 3,8 0, Lalkothi, Jaipur 3,8 0, Average, Lund 3,6 0,10 18,2 21,1 Besides: The studies in Jaipur also showed that different average speeds could be reached in different relations between length and height

77 Humps in Sweden and India In a pedestrian safety project in Jaipur in India speeds were measured at a number of humps. These results were compared with similar humps from the city of Lund in Sweden Conclusion: Humps work as good in Sweden as in India Besides: The studies in Jaipur showed that IIT-Delhi december 2015 different average speeds could be reached in 77

78 We tried Traffic Calming in a project in Jaipur, Rajastan, India However, it was not implemented YET Traffic Calmed Standardised T- and Four Arm Intersection Raised area for pedestrians Hump 3,6 m wide, circular top, 10 cm high at its peak, located m in advance of the pedestrian crossing. Zebra crossing Raised Zebra crossing - Flat top, 5 m wide, 10 cm high, 1 m ramp IIT-Delhi december

79 Experiment with small roundabouts in the city of Växjö, Sweden (1) 21 roundabouts were built provisionally, took 2 weeks One lane in, out and in the roundabout Large evaluation Positive results: 30 km/h at intersections, 40 between Injury risk: - 40% Less emissions and noise Very small time losses for car drivers, sometimes even a gain in time Majority of all road users were in favour IIT-Delhi december

80 Experiment with small roundabouts in the city of Växjö, Sweden (2) Great interest from other cities Many thousand new round-abouts with smilar design Many lives saved IIT-Delhi december

81 Hardware Roundabouts for townscaping Piece of art Simple (inexpensive) Special Character Almost unchanged The light house city IIT-Delhi december

82 Conclusions traffic calming (1) Works in small scale Works in large scale Works in developing countries Humps and small round-abouts are the key measures Works from day one Power of endurance Design is, however, crucial IIT-Delhi december

83 Conclusions traffic calming (2) Quite capable of reducing speeds to 30 km/h and even lower A hump every m and you have solved an important part of the safety problem Small roundabouts are very competitive One great advantage; the effects on speeds remain for ever. On the whole, however, systematic, comprehensive, holistic implementation is far too uncommon IIT-Delhi december

84 Max difference of 85-perc. speeds between humps (km/h) Conclusions traffic calming (3) Any target speed can be reached locally, however. speeds without accelerations and decelerations can not be reached Distance between humps (m) IIT-Delhi december

85 Vehicle Calming as a necessary complement to Traffic Calming A Speed Limiter that makes it impossible to override the prevailing speed limit We have done a field trial with 25 cars for 2 months) Drivers general attitude to Speed Limiter: Positive: Smoother driving, more attentiveness towards pedestrians and cyclists Negative: Impossible to make accelerations above the speed limit Some test drivers changed their mind - from being negative to positive - after having tried the Speed Limiter IIT-Delhi december

86 A great harmonisation of speeds with a Speed Limiter No dangerous side effects could be observed IIT-Delhi december

87 The Speed Limiter ISA - Intelligent Speed Adaptation Today the Speed Limiter is banned by the decision makers It is replaced by ISA Intelligent Speed Adaptation a voluntary system where the driver can override the system We did a large scale trial in Sweden for up to 10 months with 220 drivers with an automatic system It worked quite well but the problem with a voluntary system is that those who need the system most, are more or less regularly overriding it We need more courage among politicians to allow at least research going on to find better solutions than today IIT-Delhi december

88 ISA to-day There is a pronounced tendency for ISA to be overridden by those drivers who in safety terms stand to benefit most from using it. There has been 30 years of research on Intelligent Speed Adaptation (ISA) Extensive trials of ISA in real-world driving have shown that ISA can significantly reduce speeding. Yet large-scale deployment of a system that could deliver huge accident reductions is still by no means guaranteed. (Is intelligent speed adaptation ready for deployment? Oliver Carsten Accident Analysis & Prevention, Volume 48, September 2012, Pages 1 3) Research and development goes primarily on finding new gadgets to convince drivers to keep the speed limit, audio and visual warnings, systems built in to the mobile, etc etc No «proper assessment» is carried out any more IIT-Delhi december

89 Vehicle Calming (1) Vehicle calming should be the perfect complement to Traffic Calming, however Vehicle calming has never been linked to traditional traffic calming. An obligatory dynamic Speed Limiter based on prevailing speed limits - can prevent all speeding from day one However, so far only advisory and voluntary ISA have been used, not mandatory, implying almost no effect on safety IIT-Delhi december

90 Vehicle Calming (2) Car industry is not very interested - why should they? Local authorities and experts are not interested either. Why?? Governmental authorities not either ( In other words, it is the Department s intention to do absolutely nothing to promote ISA as a tool for encouraging compliance with speed limits. It also the Department s intention to ignore any encouraging results from a project which received a large amount of public funding, even though those results are fully in accord with DfT s stated policies (Carsten 2011). Many individuals are interested (questionnaire results) How can interest be raised among people with decision power? IIT-Delhi december

91 Can the new vehicle solve all safety problems!? There are lots of fantastic safety - measures introduced like ABS; Emergency braking etc, but NONE focussing on speed only on the operational phase (= the last seconds) Political hesitance? ESC Electronic Stability Control is intervening with the driving task by forced braking on individual tires when the speed is excessive (i.e. the tire(s) are loosing its grip), but no similar system that intervenes with the driving task when speed is excessive in relation to the speed limit Generally; there are no systems that intervenes with the tactical part of driving ESC is reducing accidents significantly but not for pedestrians Big investments in vehicle measures, unfortunately not based on societal demands Lund University / Faculty of Engineering, LTH / Department of Technology & Society/ Transport & Roads

92 Why not Speed Limiter in urban areas? Many counter arguments like the danger involved when drivers cannot accelerate in a critical situation (overtaking and other situations), danger to take away one dimension of freedom, etc. We still leave the responsibility on the driver who is not prepared to take that responsibility ==> ISA will not lead us much closer to the Slow speed city Our conclusion from Speed Limiter trial is that it does not seem to be any problems of driving in urban areas So why not??? How can we go further? IIT-Delhi december

93 General Conclusions (1) There is clearly a great potential in creating low speeds in cities with a minimum of accelerations and decelerations. In principle all quality aspects linked to low speeds have a great potential of improving life for the individual and for the society. Drivers are accepting clear rules (i.e forces to comply) And don t forget the town-scaping effect Equality and fairness listen and care for the weak groups it sells The approach is accidental one school here and one there, one residential area here, one there. Holistic view is what is warranted. Scientific backing national responsibility IIT-Delhi december

94 General Conclusions (2) Planners and engineers in less motorised countries: Do not wait, you will meet the same challenge any day Traffic Calming has come to stay, and it is spreading globally. Get inspired by the very pragmatic planners in the city of Bergen People install humps themselves in frustration Use the maximum 30 km/h scenario. Vehicle calming sophisticated. Humps = primitive The most sophisticated measure is put very deep in the cupboard. PARADOX? IIT-Delhi december

95 Thank you IIT-Delhi december