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Road Safety in Urban areas: Challenges and Strategies

Hubert Trève (CERTU)Washington – September 2006

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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

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A2 out of 3 accidents occur in urban areas

Killed Accidents

Urban areas

31% 68%

Rural areas

69% 32%

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Accident severity / city sizedeath/100 accidents

1

2

3

4

5

6

7

8

< 5 000 5 000 à 20 000 20 000 à 100 000 > 100 000

catégories d'agglomérations

gravitéAccidents severity

City SIZE °( number inhabitant)

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Accidents/ road category

00%

20%

40%

60%

80%

100%

% de voies % d'accidents

voies principales autres voies

catégories de voies

Main roads Local roads

Road category% km

10 %50 %

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Deaths by user’s categoryin urban accidents

0buses-TC

8 (0.5%)trucks

507 (35%)cars

307 (21%)motorcycles

159 (11%)mopets

81 (6%)Bicycles

368 (25%)pedestrian

Death numberCATEGORY

Onisr 2004

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Pedestrians and two-wheeled vehicles are the most sensitive users

33 % 25% 5%

2 killed on 3 are vulnerables users

37%

39%

24%

78%

18%4%agglomération rase campagne

piétonspiétonspiétonspiétons2 rouesVL + autres 2 rouesVL + autres

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Fatal accidents annual decrease :a recent positive evolution

Tués - ensemble du réseau - janvier 1999 - juillet 2004Valeurs (annualisées) : c.v.s. et tendance structurelle

sans rupture de tendance

3000

3500

4000

4500

5000

5500

6000

6500

7000

7500

8000

8500

9000

9500

10000

janv-9

9m

ars-99

mai-

99juil-9

9sept-9

9nov-9

9jan

v-00

mar

s-00m

ai-00

juil-00

sept-00

nov-00

janv-0

1m

ars-01

mai-

01juil-0

1sept-0

1nov-0

1jan

v-02

mar

s-02m

ai-02

juil-02

sept-02

nov-02

janv-0

3m

ars-03

mai-

03juil-0

3sept-0

3nov-0

3jan

v-04

mar

s-04m

ai-04

juil-04

c.v.s.

tendance structurelle

borne inférieure (95%)

borne supérieure (95%)

Vps5.tif

Decrease

Period

6,2 %

2002

20,9 %

2003

8,7 %

2004

4,9%2,3 %

20051995-2001

Données France ONISR

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The street and its uses

An object• for differents users (bus , cars , bikes, pedestrians)• with various uses (traffic, delivery, parking )

An element of the citywith strong links to the other town components :

housing, trading,services, economic acivities, leisures…

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Various uses of urban streets

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• Urban spreading

• Enclosing…

• Trading urbanism in suburbs …

Others problems

with the « city for cars »

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The reality of accidents

(Inrets)Shock at 20 km/h, 1 injuried

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50 km/h 80%

70 km/h 100 %

30 km/h 15 %

Link between speed and probabilityof fatal injury for a pedestrian

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Safety , a priority for the Urban Transport System

• A priority for all types of users, not onlymotorists:

ex: increasing walking and cycling will be hard if it isdangerous

• Complementaries with environnement obligations (noise, pollution)

• High safety level needed for public transport• The cost of accidents is too high

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A coherent set of actionsto 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

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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

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How to implement safety : two main stages

1. Knowing and understanding safetyproblems

*Accidents data collection, analysis, diagnosis

2. Setting up technical mesures, according the diagnosis results and experiences

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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 BGBL 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

Classes d'âges

00-13 14-17 18-24 25-59 >=60

58%23%

15% 4%

39%

54%

2%1%

4%

29%

63%

4%2%3%

Knowing local safety problems:statistical analysis of accidents (figures, maps…)

Série chronologique annuelle tous accidents

800

1000

1200

1400

1600

1994 1995 1996 1997 1998

acci

dent

s

Série brute

Courbe de tendance

Valeurs inf del'intervalle deconfiance à 90%Valeurs sup del'intervalle deconfiance à 90 %

Spatial Spatial analysisanalysis

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road hierarchy

Speed management

enforcement

urbanism, mobility

30 km/h Zones

major roads

city entrances

pedestrians

cyclists

school

the disabled

delivery

parkingsafety audit

Setting up the right technical measures

training, information

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Road hierarchy and functions: 2 main levels

Main roads (10 to 20 %):

separate uses of the spacefor each category

Residential streets(80% of network) :mixed uses

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Example of road hierarchy

2200 km in 30 km/h zones

Speed limits

Lille (1 100 000 inhab.)

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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 managementSpace organisationEnforcement

Need of a strict organisation of spacewith possible change in priorities

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before

Main roads atCHAMBERY (100 000 inha.)

15 000 veh / j

after

Before: 21 acci / 31 BG

After: 2 acci / 0 BG

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Residential streets: safety and quality of life

A fair solution:the 30 km/h zones

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PARIS : green areas (30 kmh areas)

after

before

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Pedestrians: 3 main principles

• Provide comfortable sidewalks• Think of the right place for

pedestrian crossing• Limit the crossing lenght

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Pedestrian and disabled people

Visibility for everybody

Parking facilities

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Safety on the way to school

Pédibus(walking bus)

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Safe cyclist network

Chambery

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Improvement for cycling comfortin Lorient (60,000 inhab.)

before

after

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Speed management

• For compatibility between all users

• A priority to vulnerable users

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Engineering measures for speed

humps

cushion

speed table

chicane

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Enforcement

Speed cameras

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A new appproach: Road safety audit (CSPR)

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Improving the safety of mobilityin the city is possible

ROAD SAFETYAN ENTIRE DIMENSION OF

THE URBAN MOBILITY PLANHubert Trève (CERTU) Lyon 3- master 8 nov 2005Gloucester (UK) 48% less sever injuries in 5 years

Safer cities: a reality…

Chambéry: 453 acci in1979,

and only 52 in 2000

injuriedaccidents

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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.

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Safety in villages

• The same concepts can be applied• With a major attention to the main road

which crosses the village

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A large experiment in the 80 sSafer cities: a success

beforebefore

after

after

after

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Research and activities on Road Safety and Transport

• Regional meetings with local authorities on « Safetyin urban and rural areas »

• French programm PREDIT with stress on urbansafety, involving INRETS, University, Transport, Education and Health ministries

• Researches on urbanism, mobility and safetymanagement , by INRETS

• Europan projects ( DUMAS, Prompt, e.safety, in safety, COST)

• OCDE, PIARC safety group , international coperation(UK, NL, Sw, B)

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Thank you for your attention