Reducing Vehicular Speed in Montreal

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1 Reducing Vehicular Speed in Montreal By : Daniel lbouchard Transportation Seminar McGill University i 3/4/2010

2 Increase in the number of car trips in greater Montreal The number of cars increased by 10% between 1998 and whereas the population grew only by 3% The car s modal share 0 increased by 0.9% over this five-year period

600000 whereas the population grew only by 3%.

3 Increase in the number of registered vehicles and in the number of bridge crossings The number of registered vehicles in Montreal went from in 1999 to in 2006, a 10.5 % increase. The average daily flow on bridges around Montreal went from in 1999 to in 2006, an 8.6 % increase.

1999 to 827 479 in 2006, a 10.5 % increase.

4 How to reduce vehicule speed What are the solutions to reduce vehicule speed? Police surveillance Speed limit reduction Consciousness-raising campaigns Traffic-calming measures

5 Police surveillance Montréal hired 133 new police officers in 2006 The total number of tickets went from to

6 Relationship between accidents and number of tickets issued by police in Montreal Number of collisions with injured people Number of collisions with severely injured pedestrians Number of deaths Number of collisions with deaths Number of pedestrians deaths Number of infraction statements

$54 38 Number of pedestrians deaths 24 27 24 Number of infraction statements 334449 542608$

7 Fatal Accidents T t l f f t l lli i Total of fatal collisions Pedestrian victims Cyclist victims

8 Serious injury victims Collisions with serious injury victims Severely injured pedestrians Severely injured cyclists SPVM Bilan annuel 2008

9 Medical Progress «... the health care services offered to victims of collisions have advanced considerably. Pre-hospitalization services are provided more promptly and are more appropriate, referral systems to designated hospitals have been established, new medical technologies have emerged, and so on, [ ] appreciably reducing their after-effects. Today, only 8% of serious road accident injury victims die, six times less than 10 years ago». DSP : Annual Report 2006

hospitals have been established, new medical technologies have emerged, and so on, [ ] appreciably reducing their

10 Total collisions Evolution in the number of accidents, deaths and injuries, ACCIDENTS BY TYPE AND SEVERITY % 2008 VS 2007 Fatal accidents (Deaths) 54 (56) 38 (38) 33 (33) -13,2% Pedestrians deaths % Cyclists deaths % Accidents with serious injuries ,3% Accidents with minor injuries ,4% Accidents with material damage only ,8% Total ,7% Source: SPVM; SAAQ, Bilan 2008

Cyclists deaths 5 4 2-50% Accidents with serious injuries 431 307 220-28,3% Accidents with minor injuries 6415 6021

11 Who was affected by the increase in the number of infraction statements? The number of infraction statements issued to drivers not respecting gpedestrians diminished by 2 % (from to ) The number of infraction statements issued to pedestrians increased by 245 %(f (from 5104 to 12521) Do we want to penalize pedestrians?

$diminished by 2 % (from 43439 to 42 579) The number of infraction statements$

12 Speed limit reduction «L'année 2009 sera celle où la limite de vitesse dans les rues résidentielles locales sera abaissée de 50 à 40 km/h..» In 2009, speed limit in local residential streets will go down from 50 to 40 km/h Ville de Montréal Bilan du Plan de transport

km/h..» In 2009, speed limit in local residential streets will go

13 Speed and braking times

14 Speed and injury severity De 5 à 10 % des piétons heurtés par un véhicule roulant à 30 km/h au moment de l'impact mourront; à 50 km/h, le taux est de 45 %; il atteint 85 % pour une vitesse de 65 km/h. Retenons que la probabilité de décès augmente très rapidement (exponentiellement), même pour des écarts de vitesse relativement peu importants (ex. : 10 km/h de différence). From 5 to 10% of pedestrians hit by a car going at 30 km/h at the time of the impact will die; at 50 km/h, the rate is of 45% and reaches 85% for a 65 km/h speed. It should be remembered that death probability increases rapidly (exponentially), even for relatively l small speed variations i (i.e. a 10 km/h /hdi difference). Guide de détermination des limites de vitesse

15 Impact studies of speed limit reduction on drivers behavior and safety «.. la baisse indue de la limite de vitesse n a pas d effet probant sur le comportement des conducteurs. Cette analyse est d ailleurs corroborée par le sondage d opinions réalisé auprès des résidants riverains dans la mesure où ils constatent que la situation ne s est ni améliorée, ni détériorée à cet égard». The undue decrease of speed limit has no convincing effect on drivers behavior. What s more, this analysis is confirmed by a survey conducted with neighbourhood residents; they note that the situation did not improve nor worsen in this respect. Those results are coherent with studies by Morand (1995), Ullman and Dudek (1981) as well as Wilmot and Khanal (1999). All those researchers agree on the fact that actual driving speeds did not change after the speed limit reduction.

égard». The undue decrease of speed limit has no convincing effect on drivers behavior.

16 Consciousness-raising campaigns Road safety is one of the only fields where we still blame the victim i (obesity, rape, etc.) Many studies show that most accidents are not caused by drivers or pedestrians behavior but rather by malfunctioning road design.

) Many studies show that most accidents are not caused by

17 Consciousness-raising campaigns Consciousness-raising campaigns on road safety are useful only if combined with efficient road design.

18 Traffic-calming measures Traffic-calming measures are street design interventions intended to modify drivers behavior and to better manage traffic by modifying routes and traffic flows. The street design therefore dictates the right behavior for the driver to adopt.

better manage traffic by modifying routes and traffic flows.

19 4 types of traffic-calming measures Vertical detour Horizontal detour Obstacle Road signs

20 Vertical detours

21 London, United Kingdom

22 London, United Kingdom

23 Waverly and Groll, Plateau-Mont-Royal

24 Horizontal detours

25 Cardiff, Wales (UK)

26 Cardiff, Wales (UK)

27 Cardiff, Wales (UK)

28 Manchester, United Kingdom

29 San Francisco, USA

30 Waverly and Bernard, Plateau Mont-Royal

31 Davaar, Outremont

32 Earncliff and Guillaume Couture Côte-des-Neiges-Notre-Dame-de-Grâce

33 Obstacles

34 London, United Kingdom

35 Bath, United Kingdom

36 Berri and St-Grégoire, Plateau-Mont-Royal

37 Modification of traffic flows

39 Dublin, Ireland

40 Distribution of urban space among different Distribution of urban space among different modes

41 London, United Kingdom

42 Bath, United Kingdom

43 Rijswijk, Netherlands

44 Boul. Mont-Royal, Ville-Mont-Royal

45 Obstacles to the implementation of trafficcalming measures Main obstacles Technical difficulties Costs Social acceptability Efficiency

46 Technical difficulties

47 Costs Pedestrian overpass (from to $) Sidewalk extension (from to $) Speed bumps (from to $) Guide canadien d'aménagement de rues conviviales What elements are included in the cost? (machinery, labour, material) How much would traffic-calming measures cost if they were implemented while there are roadworks? (a very small proportion of the total t project cost)

48 Social Acceptability «... il faut consulter la population et comprendre l'historique des problèmes de circulation du quartier. Dans certains cas, des 'solutions' ont été élaborées sans participation suffisante de la population et en conséquence ont fait l'objet d'une opposition qui a empêché leur mise en application ou a conduit à leur enlèvement». It is important to consult population and to understand the history of circulation i problems in the neighbourhood. h In some cases, solutions were elaborated without sufficient public participation and consequently raised strong opposition which restrained their implementation or lead to their removal. Guide canadien d'aménagement de rues conviviales

49 Efficiency of traffic-calming measures Average speed reduction (km/h) Speed bump and zigzag Speed bump Zigzag Central narrowing Lateral narrowing with marking

50 Efficiency of traffic-calming measures Flow reduction (%) Pedestrianization Center divider strip Transformation into one-way road Diagonal divider strip

51 What is happening in the borough?

54 Coalition pour la réduction et l apaisement de la circulation Over 50 citizens groups or notfor-profit organizations have regrouped in Montreal to request for traffic reduction and traffic-calming calming measures.

55 Thank you For more information : Daniel Bouchard Directeur des campagnes sur le transport Conseil régional de l'environnement de Montréal 454, avenue Laurier Est Montréal, Qc, H2J 1E7 Téléphone poste 230 Télécopieur [email protected]

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