Road Safety and Urban Environment - Claudia Adriazola-Steil - EMBARQ
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On November 24, 2014, Claudia Adriazola-Steil, Director, Health and Road Safety at EMBARQ, presented at the Organization of American States on Road Safety and Urban Environment. Related reading: Saving lives with sustainable transport - http://bit.ly/1biIJr1
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Road Safety and Urban Environment - Claudia Adriazola-Steil - EMBARQ
- 1. Road Safety and the Urban Environment November 24, 2014 Claudia Adriazola Director, Health and Road Safety EMBARQ, World Resources Institute
- 2. An increasingly urban, car-filled world World’s urban population will double by 2050 3.5 3 2.5 2 1.5 1 0.5 World Car Population (billions) 1 billion motor vehicles today will triple by 2050 2.5 5.2 7 6 5 4 3 2 1 0 2009 2050 Global Urban Population Developing Countries World Urban Population (billions) 0 1970 1980 1990 2000 2010 2020 2030 2040 2050
- 3. Cities are key to reducing traffic fatalities 40– 45% of traffic fatalities occur in urban areas 73% of US traffic fatalities occur within cities and 5 miles of urban areas Source: US DOT 2006 80%+ of the population of the Americas live in urban areas
- 4. The challenge of cities Congestion Air Quality Safety Cities designed for traffic not people
- 5. Reduce driving, overall exposure Daily VKT / Capita (Urban Roads) US FWHA 2008 Annual Traffic Fatalities / 100,000 pop. More driving means more crashes
- 6. Car users are still the minority
- 8. Speed Speed limits of 45mph or more in dense urban areas does not make sense- but are common! Our perception of speed often does not match its impact in an accident Claes Tingvall
- 10. Good street design matters! This 600 meter contraflow road experienced 2.5 times the accident rate of Mexico city Before
- 11. Good street design matters! After Now a complete street, part of Metrobus Line 5 based on EMBARQ recommendations
- 12. Shifting to High-Quality Mass transport BRTs have reduced crashes in Guadalajara
- 13. Creating safe systems Are safe systems realistic? Street modifications can have a significant impact
- 14. Safer streets = Better use of public space
- 15. Safe Access to Transport
- 16. Safer city and neighborhood design Smaller blocks, connected streets Walkable amenities Fewer arterial-oriented superblocks Proximity to jobs, city center, transit Complemented by appropriate population densities
- 17. Co benefits Raises Property Increased productivity, Values physical activity and health Better connected bike /ped facilities Economic Impact Improved Air Quality
- 18. Cities Safer by Design EMBARQ is helping cities become safer and more livable
- 19. Key takeaways Make Traffic Safety a policy priority for cities Data and research should drive street design- not “convenience” Behavioral change is an important piece of dealing with traffic safety issues – creating a safe system through mobility and urban development improvements is key The co-benefits of safer cities are other great long-term returns on the investment
- 20. How do we get to Vision Zero? 95% reduction in child road deaths in Korea between 1988 and 2012 Began safe systems approach in 1989 Focus on school zones Signage, speed limit of 30kmh, traffic calming, sidewalk protection, clear access
- 21. Next steps for cities Set ambitious targets like vision zero Conduct data-driven assessments Prioritize segments for action: Mass Transport, Walking and Biking in the Americas need to be protected Evaluate and adjust strategy
- 22. Claudia Adriazola cadriazola@wri.org www.embarq.org
Notes de l'éditeur
- Importance of cities
- In the americas, more than 80% of the population is already urban and increasing. 1.3 million fatalities a year
- The common response to these problems is to build more roads, raise speeds but…
- More driving simply means more crashes and fatalities Reducing overall exposure to traffic fatalities from less driving. Our new report shows established findings on the relationship between vehicle travel and traffic fatalities in urban areas. By preventing vehicle travel before it occurs, crashes are avoided before a car engine is even started Clear evidence on safety of mass transit, cities that prioritize walkability, cycling.
- But we still design roads as though car users are the majority. Example follows on next slide Source: Urban Mobility Observatory, Development Bank of Latin America, 2007. Bicycling data not given for Buenos Aires, Caracas and San Jose.
- Example from Rio where the prominence given to cars is mismatched to the actual needs of the place. Av. Viera Souto in rio de janeiro – along ipanema beach- high ped and bike volumes, beachgoers, at grade crossings to hotels and restaurants… but speed limit of 70kmph. Does it make sense?
- Being hit by a car at 65km/h is the equivalent of jumping from a 5 storey building.
- The common response to problems of speed or accidents is enforcement and/or education – making driving easier, rather than making cities safer. But a safe systems approach recognizes that humans make mistakes AND that the human body cannot absorb the impact of such mistakes. This is where design plays a role in a safe system. Counterflow lanes in Mexico were designed to make driving “easier” NOT safer Good design is based on evidence and data. EMBARQ research shows that counterflow lanes such as this street in Mexico can increase severe accidents by 83% on average, pedestrian accidents by 146%.
- There is a need for a data driven approach to the entire system. This is why BRT systems have been so effective in the developing world. They offer a complete system approach packaged in a public tranit network, which when implemented correctly, with road safety inspections, can completely redesign street infrastructure to make it safer, accessible and useful. Our research shows that The main reason that Latin American BRTs have had positive safety impacts is the fact that in order to accommodate the BRT infrastructure, the city removed lanes, introduced central medians, shortened crosswalks, and prohibited left turns at most intersections which we found to have positive safety impacts. Safety impacts account for up to 16% of total economic benefits of a typical Latin American BRT
- sustainable urban transport and urban development can create Cities Safer by Design. Some of the elements we’re talking about here include the following to get the conversation started: High quality mass transport. Mass transport can move the most people safety but also be used to create safety on main city corridors – EMBARQ research shows reductions from high quality BRT anywhere from 30 to 50 percent in places from Guadalajara, Mexico City and Bogota all the way to Ahmedabad, India. Graph shows crashes in Guadalajara
- Removing one lane of traffic can reduce 15% crashes Shortening a crosswalk by 1 meter can reduce severe crashes by 2% A median between roadways can reduce severe crashes by 35% Reducing block lengths by 10 m can reduce severe crashes by 3%
- It isnt only about safety by also creating more livable cities Public space in mexico city- pocket parks and safer crossings.
- Better connectivity, more amenities, reduce the need to make longer trips. Fig shows 800 m walking radius difference in a compact city vs a sprawling suburb.
- Retail sales. EMBARQ has shown, for example, that pedestrianization in Istanbul’s Historic Peninsula has improved safety as well as retail sales and property values – the same has been shown in New York City with the new public plazas at Times Square and others along Broadway. Property values. Designing a safer city means increased property and hedonic value of real estate around transit stations, walkable amenities and parks and public spaces. Example: Around BRT in Seoul, land price premiums of up to 10% were estimated for residences within 300 m of BRT stops and more than 25% for retail and other non-residential uses over a smaller impact zone of 150 m. )Robert Cervero and Chang Deok Kang, 2011) In Bogota: “Results suggest that for every 5 min of additional walking time to a BRT station, the rental price of a property decreases by between 6.8 and 9.3%, after controlling for structural characteristics, neighbourhood attributes and proximity to the BRT corridor. “ (Rodriguez and Targa, 2004) Increasing productivity. In Turkey, road traffic deaths cost Turkey an estimated USD 2.6 billion every year in productivity losses alone, more than the World Bank estimate of the indirect costs from the 1999 Marmara earthquake (USD 1.2-2 billion) (Source: Naci, H. and Baker, TD, 2008) Health co-benefits. A side benefit from this are also residents that walk and cycle more – leading to, again, increased worker productivity, less sick days at work and reduced health care costs. (Hendriksen IJ, Simons M, Garre FG, Hildebrandt VH, 2010).
- child deaths from traffic accidents fell 95% in Korea from 1,766 deaths in 1988 to 83 deaths in 2012 (Sul et al. 2014). The school zone system requires installation of safety signs within 300m of a school’s main gate, as well as reflective mirrors, speed bumps, slide prevention facilities, and sidewalk protection fences where appropriate (Sul et al. 2014). Motor vehicle speed is restricted to less than 30 km/h and roads may be designated as one-way within the school zones. Street parking spots are prohibited on roads connected to the school’s main entrance, and some systems enforce a motor vehicle travel ban during morning and afternoon commutes. Additionally, elementary school students are given compulsory annual road safety education, and a stringent penalty system doubles traffic fines within school zones. As of 2012 school zones were completed at 15,136 locations (Sul et al. 2014) Analysis by the Road Traffic Authority shows that school zone improvement projects contribute to a reduction in 31.8 child-related traffic accidents each year (Sul et al. 2014).
- The Korea example provides a good strategy for cities in the Americas to follow. Prioritize segments (example: school zones) to start with