Road Safety in Urban areas: Challenges and Strategies Hubert Trève (CERTU) Washington September 2006 1
Road safety in France 2005 87 026 accidents with injuries 5 543 deaths within 30 days 111 683 injured 40 792 hospitalised cost : 119 milliards euros 50 % for urban accidents 2
A2 out of 3 accidents occur in urban areas Killed Accidents Urban areas 31% 68% Rural areas 69% 32% 3
Accident severity / city size death/100 accidents 8 7 6 Accidents gravité severity 5 4 3 2 1 < 5 000 5 000 à 20 000 20 000 à 100 000 > 100 000 City catégories SIZE ( d'agglomérations number inhabitant) 4
Accidents/ road category 100% 80% 60% 40% 20% 00% 50 % 10 % % % de km voies % d'accidents Main roads voies principales Road category catégories de voies Local autres roads voies 5
Deaths by user s category in urban accidents CATEGORY pedestrian Bicycles mopets motorcycles cars trucks buses-tc Death number 368 (25%) 81 (6%) 159 (11%) 307 (21%) 507 (35%) 8 (0.5%) 0 Onisr 2004 6
Pedestrians and two-wheeled vehicles are the most sensitive users 2 killed on 3 are vulnerables users 33 % 25% 5% agglomération rase campagne 4% 24% 18% 37% 78% 39% VL + autres 2roues 7 piétons
Fatal accidents annual decrease : a recent positive evolution 2005 Period 1995-2001 2002 2003 2004 4,9% Decrease 2,3 % 6,2 % 20,9 % 8,7 % 10000 9500 9000 Tués - ensemble du réseau - janvier 1999 - juillet 2004 Valeurs (annualisées) : c.v.s. et tendance structurelle sans rupture de tendance Vps5.tif 8500 8000 7500 7000 6500 6000 5500 5000 c.v.s. 4500 tendance structurelle borne inférieure (95%) 4000 borne supérieure (95%) 3500 Données France ONISR 3000 8 janv-99 mars-99 mai-99 juil-99 sept-99 nov-99 janv-00 mars-00 mai-00 juil-00 sept-00 nov-00 janv-01 mars-01 mai-01 juil-01 sept-01 nov-01 janv-02 m ars-02 mai-02 juil-02 sept-02 nov-02 janv-03 mars-03 m ai-03 juil-03 sept-03 nov-03 janv-04 m ars-04 mai-04 juil-04
The street and its uses An object for differents users (bus, cars, bikes, pedestrians) with various uses (traffic, delivery, parking ) An element of the city with strong links to the other town components : housing, trading,services, economic acivities, leisures 9
Various uses of urban streets 10
Others problems with the «city for cars» Urban spreading Enclosing Trading urbanism in suburbs 11
The reality of accidents Shock at 20 km/h, 1 injuried (Inrets) 12
Link between speed and probability of fatal injury for a pedestrian 70 km/h 100 % 50 km/h 80% 30 km/h 15 % 13
Safety, a priority for the Urban Transport System A priority for all types of users, not only motorists: ex: increasing walking and cycling will be hard if it is dangerous Complementaries with environnement obligations (noise, pollution) High safety level needed for public transport The cost of accidents is too high 14
A coherent set of actions to improve safety A plan for a city with integrated responses A medium to long-term thinking Using proven solutions. Most of them are well known; the difficulty is to apply them at a large scale 15
The keys for ensuring a safer city A strong politicial will, with ambitious targets A pilot, ie the urban transport authority High level technicians using efficient tools A well informed and active population 16
How to implement safety : two main stages 1. Knowing and understanding safety problems *Accidents data collection, analysis, diagnosis 2. Setting up technical mesures, according the diagnosis results and experiences 17
Knowing local safety problems: statistical analysis of accidents (figures, maps ) LES IMPLIQUES (suite) - Répartition des victimes par catégories d'usagers et par classes d'âges 00-13 ans 14-17ans 18-24 ans 25-59 ans >=60 ans Total Tués 2 2 Piétons BG 1 1 5 5 2 14 BL 5 4 7 37 23 76 Tués Bicyclettes BG BL 4 1 4 6 15 Tués Cyclomoteurs BG BL 6 4 7 2 19 Tués 1 15 6 1 23 Motos BG 4 42 57 103 BL 5 22 283 583 9 902 Tués 1 1 VL BG 3 3 BL 4 2 14 55 5 80 Spatial analysis 15% 4% 2% 1% 4% 4% 2% 3% 23% 58% 54% 39% 63% 29% 1600 Classes d'âges 00-13 14-17 18-24 25-59 >=60 Série chronologique annuelle tous accidents Série brute accidents 1400 1200 1000 1994 1995 1996 1997 1998 800 Courbe de tendance Valeurs inf de l'intervalle de confiance à 90% Valeurs sup de l'intervalle de confiance à 90 % 18
Setting up the right technical measures Speed management road hierarchy pedestrians cyclists city entrances major roads 30 km/h Zones the disabled school parking enforcement training, information safety audit urbanism, mobility delivery 19
Road hierarchy and functions: 2 main levels Main roads (10 to 20 %): separate uses of the space for each category Residential streets (80% of network) : mixed uses 20
Example of road hierarchy Lille (1 100 000 inhab.) Speed limits 2200 km in 30 km/h zones 21
Improvements on main roads 10 % of the streets with 50 % of accidents and killed Solutions: 1. Insure a good traffic flow: Depend on junction 2. Speed management Space organisation Enforcement Need of a strict organisation of space with possible change in priorities 22
Main roads at CHAMBERY (100 000 inha.) before 15 000 veh / j after Before: 21 acci / 31 BG After: 2 acci / 0 BG 23
Residential streets: safety and quality of life A fair solution: the 30 km/h zones 24
PARIS : green areas (30 kmh areas) before after 25
Pedestrians: 3 main principles Provide comfortable sidewalks Think of the right place for pedestrian crossing Limit the crossing lenght 26
Pedestrian and disabled people Parking facilities Visibility for everybody 27
Safety on the way to school Pédibus (walking bus) 28
Safe cyclist network Chambery 29
Improvement for cycling comfort in Lorient (60,000 inhab.) before after 30
Speed management For compatibility between all users A priority to vulnerable users 31
Engineering measures for speed humps cushion speed table chicane 32
Enforcement Speed cameras 33
A new appproach: Road safety audit (CSPR) 34
Safer cities: a reality Chambéry: 453 acci in1979, and only 52 in 2000 Improving the safety of mobility in the city is possible accidents injuried ROAD SAFETY AN ENTIRE DIMENSION OF THE URBAN MOBILITY PLAN Gloucester (UK) 48% less sever injuries in 5 years Hubert Trève (CERTU) Lyon 3- master 8 nov 2005 35
Conclusions Safety generates great expectations from citizens, especially those most vulnerable The Urban Mobility Plan can provide an appropriate framework to these expectations. The role of local authorities is essential for guiding and implementing actions, with the aim of reconciling mobility with safety. 36
Safety in villages The same concepts can be applied With a major attention to the main road which crosses the village 37
A large experiment in the 80 s Safer cities: a success before before after after after 38
Research and activities on Road Safety and Transport Regional meetings with local authorities on «Safety in urban and rural areas» French programm PREDIT with stress on urban safety, involving INRETS, University, Transport, Education and Health ministries Researches on urbanism, mobility and safety management, by INRETS Europan projects ( DUMAS, Prompt, e.safety, in safety, COST) OCDE, PIARC safety group, international coperation (UK, NL, Sw, B) 39
Thank you for your attention 40