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Contribution to Road Safety by infrastructure

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Contribution to Road Safety by infrastructure

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    1. 13 October 2010 Contribution to Road Safety by infrastructure Joris Al, General-Director Centre for Transport and Navigation, Ministry of Transport and Public Waterways. The Netherlands; and President of

    2. 2 13 October 2010 Fatalities on the roads in Europe … Road safety is a major societal issue. In 2009, more than 35,000 people died on the roads of the European Union, i.e. the equivalent of a medium town, and no fewer than 1,500,000 persons were injured. The cost for society is huge, representing approximately 130 billion Euro in 2009Road safety is a major societal issue. In 2009, more than 35,000 people died on the roads of the European Union, i.e. the equivalent of a medium town, and no fewer than 1,500,000 persons were injured. The cost for society is huge, representing approximately 130 billion Euro in 2009

    3. 3 13 October 2010 Number of fatalities in the Netherlands 1950-2009 The number of fatalities on Dutch roads peaked in 1972, when there were 3,500 deaths. The size of the figure provoked political interest. As a result, a road safety department was set up within the Ministry of Transport, Public Works and Water Management and a wide range of measures were introduced. See next sheet 2009: 720 fatilties On Dutch roads Tragerts in nationale mibilityplan 2010: max 750 2020: max 500The number of fatalities on Dutch roads peaked in 1972, when there were 3,500 deaths. The size of the figure provoked political interest. As a result, a road safety department was set up within the Ministry of Transport, Public Works and Water Management and a wide range of measures were introduced. See next sheet 2009: 720 fatilties On Dutch roads Tragerts in nationale mibilityplan 2010: max 750 2020: max 500

    4. 4 13 October 2010 Measures for road safety in the Netherlands from 1950 onwards This sheet gives an overview of the measures taken in de last 5 -6 decades This sheet gives an overview of the measures taken in de last 5 -6 decades

    5. 5 13 October 2010 Measures for road safety in the Netherlands from 1950 onwards Today the focus in my presentation is on the effectiveness of investments infrastructure on road safety For that reason Motorways and the sustainable safety program Both were essential for the decline in the number of fatalities till now Today the focus in my presentation is on the effectiveness of investments infrastructure on road safety For that reason Motorways and the sustainable safety program Both were essential for the decline in the number of fatalities till now

    6. 6 13 October 2010 Measures: Motorways Since the 60’s a great number of motorways were built in the Netherlands. Motorways are much safer than other kinds of roads because: they segregate user groups, eliminate at grade junctions, separate oncoming traffic flows and encourage uniform vehicle speeds. In The Netherlands now almost 50% of the total amount of vehicle kilometres takes places on motorways The risk on casualties on a normal 80 km road is 10 times higher than on a motorway Since the 60’s a great number of motorways were built in the Netherlands. Motorways are much safer than other kinds of roads because: they segregate user groups, eliminate at grade junctions, separate oncoming traffic flows and encourage uniform vehicle speeds. In The Netherlands now almost 50% of the total amount of vehicle kilometres takes places on motorways The risk on casualties on a normal 80 km road is 10 times higher than on a motorway

    7. 7 13 October 2010 Managed Motorways: the 2 Basic Concepts Utilisation is defined in the Policy framework as the best possible management of traffic demand (a given demand) over a road infrastructure supply (a given supply) by Optimising road capacity in relation to current traffic demand; This is aimed at eliminating problem locations that compromise the handling and flow of traffic in the existing road network. Specifically this refers to small infrastructural adjustments such as extending weaving sections and entry or exit lanes, improving interchanges or Hard shoulder Running and plus lanes. Because of the safety impact there is extra regulation to keep the safety on the same level as before reconstruction - cameras - speed limit - refuses Incident management Public lightning Utilisation is defined in the Policy framework as the best possible management of traffic demand (a given demand) over a road infrastructure supply (a given supply) by Optimising road capacity in relation to current traffic demand; This is aimed at eliminating problem locations that compromise the handling and flow of traffic in the existing road network. Specifically this refers to small infrastructural adjustments such as extending weaving sections and entry or exit lanes, improving interchanges or Hard shoulder Running and plus lanes. Because of the safety impact there is extra regulation to keep the safety on the same level as before reconstruction - cameras - speed limit - refuses Incident management Public lightning

    8. 8 13 October 2010 Dynamic Trafficmanagement To control the safety on the motorways there are 5 traffic control centres Motorway controlling system Speed enforcement by camera’s en section control systems Dynamic traffic information Operational Traffic management -> Incident management -> road inspectors To control the safety on the motorways there are 5 traffic control centres Motorway controlling system Speed enforcement by camera’s en section control systems Dynamic traffic information Operational Traffic management -> Incident management -> road inspectors

    9. 9 13 October 2010 Measures: sustainable safety program Another important safety program in The Netherlands Sustainable Safety This pro active safety approach was developed at the end of the 80’s by SWOV and other institutes in The Netherlands. Well known elements of this approach were the Self Explaining Roads and Forging Road sides Another important safety program in The Netherlands Sustainable Safety This pro active safety approach was developed at the end of the 80’s by SWOV and other institutes in The Netherlands. Well known elements of this approach were the Self Explaining Roads and Forging Road sides

    10. 10 13 October 2010 Measures Sustainable Safety Program 1997: Agreement Start up Program Sustainable Safety: Minister of Transport Public Works, Municipalities Provinces District water boards Implementation of a number measures Road classification Extension of 30 km zones ? 70% of roads inside built-up areas Extension of 60 km zones ? 57% of roads outside built-up areas Extension number of Roundabouts Mopeds on the carriageway Road markings In 1997 an agreement was signed by all the road authorities in The Netherlands. To subsidize a number of measures the was an amount of 200 guilders. The other authorities has to invest the same amount of money. Because of the success of this program, the ministry brought in extra money into the fund. All measures were in a previous phase evaluated In 1997 an agreement was signed by all the road authorities in The Netherlands. To subsidize a number of measures the was an amount of 200 guilders. The other authorities has to invest the same amount of money. Because of the success of this program, the ministry brought in extra money into the fund. All measures were in a previous phase evaluated

    11. 11 13 October 2010 Effectiveness of investments in infrastructure SWOV (The balance struck; 2009 ) comes to the following conclusions about The sustainable Safety Program in the The Netherlands 1998- 2007: In the period 1998 – 2007 the number traffic fatalities and fatality rate showed a larger decrease than in the preceding period The measures (also incl. enforcement, vehicle and information campaigns) that were implemented most probably contributed to these positive development In 2007 they resulted in a decline of 300 – 400 traffic fatalities which amounts to more than 30% (approximately 50% for infrastructure measures) The measure were also socially cost effective; the benefits exceeds the cost by a factor of four The sheet shows that the sustainable safety program, half of it existed of infrastructure measures, was very effective on the reduction of road deaths and was also cost effective as well SWOV report The balance struck, 2009. Only in Dutch available but with a English summeryThe sheet shows that the sustainable safety program, half of it existed of infrastructure measures, was very effective on the reduction of road deaths and was also cost effective as well SWOV report The balance struck, 2009. Only in Dutch available but with a English summery

    12. 12 13 October 2010 The next step: Intelligent Transport Systems and services in short ITS   The most effective way of doing this will be to use Intelligent Transportation Systems. I’m thinking in particular of Speed Adaptation, eCall and Wireless Local Danger Warning, a system that warns drivers of dangerous situations on the road ahead before they can see them. Speed Adaptation will certainly be useful. This is a map and camera-based system to correct vehicle speeds and keep them within speed limits. Research suggests that this system can reduce fatalities by around 10%. The next step: Intelligent Transport Systems and services in short ITS   The most effective way of doing this will be to use Intelligent Transportation Systems. I’m thinking in particular of Speed Adaptation, eCall and Wireless Local Danger Warning, a system that warns drivers of dangerous situations on the road ahead before they can see them. Speed Adaptation will certainly be useful. This is a map and camera-based system to correct vehicle speeds and keep them within speed limits. Research suggests that this system can reduce fatalities by around 10%.

    13. 13 13 October 2010 ITS of the future Cooperation The introduction of ITS-based measures like these will require cooperation between the various parties involved with road infrastructure, vehicle production, communications and service provision. We can start moving in that direction now. For example, Variable Message Signs can be harmonised with the information that road users receive in their vehicles. Mational road administrations can also champion the cause of providing safety-related traffic information free of charge to the end-users.   Before we can continue with the joint development of intelligent transportation systems at EU level, we need to have a shared vision of what we want to achieve and a uniform framework for their development and deployment. In this respect, it would be a good idea to keep an eye on what people are doing in Japan. They are ahead of us in the introduction of systems of that kind and we in Europe have a lot to learn from them. Cooperation The introduction of ITS-based measures like these will require cooperation between the various parties involved with road infrastructure, vehicle production, communications and service provision. We can start moving in that direction now. For example, Variable Message Signs can be harmonised with the information that road users receive in their vehicles. Mational road administrations can also champion the cause of providing safety-related traffic information free of charge to the end-users.   Before we can continue with the joint development of intelligent transportation systems at EU level, we need to have a shared vision of what we want to achieve and a uniform framework for their development and deployment. In this respect, it would be a good idea to keep an eye on what people are doing in Japan. They are ahead of us in the introduction of systems of that kind and we in Europe have a lot to learn from them.

    14. 14 13 October 2010 Forever Open Roads The Forum of European National Highway Research Laboratories (FEHRL) has set itself the challenge to develop a truly inspiring vision for how roads will be built and maintained in the 21st century. The Forever Open Road will tackle global challenges such as climate change, carbon reduction, energy saving, as well as the increasing need for journey time reliability in response to rising demand At the same time, it will help meet European goals to provide transport infrastructure that is: Safe and secure Cleaner, quieter and more energy efficient Highly competitive and sustainable Provide enhanced mobility Based on optimised, efficient seamless systems As president of FEHRL I ask your attention for the project Forever Open Roads. With this project FEHRL wants to tackle global challenges, such as climate change, carbon reduction, energy saving, as well as the increasing need for journey time reliability. In this project safety will be an integrated issue in all stages of development. More information of this project is available on the internet As president of FEHRL I ask your attention for the project Forever Open Roads. With this project FEHRL wants to tackle global challenges, such as climate change, carbon reduction, energy saving, as well as the increasing need for journey time reliability. In this project safety will be an integrated issue in all stages of development. More information of this project is available on the internet

    15. PILOT4SAFETY – Pilot project for common EU Curriculum for road safety experts: training and application on Secondary Roads DG MOVE project Start date:1 June 2010 Duration: 24 months Budget: € 1.3M Background Directive 2008/96/CE on road infrastructure safety management applies only to TEN-T road network while the highest number of fatalities occurs on the so-called "secondary roads“ (2 lanes paved roads outside urban areas) 15 13 October 2010 FEHRL is also presently involved in a DG MOVE financed project (PILOT4SAFETY) which aims to use the Directive 2008/96/CE on road infrastructure safety management as a template for safety application on regional roads. The European Parliament and Council on 19/11/2008 issued the Directive 2008/96/CE which foresees a series of safety checks, as well as training and certification of road safety auditors. When the Directive is adopted by the Member States, it will apply only to TEN-T road network (covering only a part of EU Highways), while the highest number of fatalities occurs on the so-called “secondary roads” FEHRL is also presently involved in a DG MOVE financed project (PILOT4SAFETY) which aims to use the Directive 2008/96/CE on road infrastructure safety management as a template for safety application on regional roads. The European Parliament and Council on 19/11/2008 issued the Directive 2008/96/CE which foresees a series of safety checks, as well as training and certification of road safety auditors. When the Directive is adopted by the Member States, it will apply only to TEN-T road network (covering only a part of EU Highways), while the highest number of fatalities occurs on the so-called “secondary roads”

    16. To overcome this shortcoming, Partners PILOT4SAFETY is focusing on FEHRL - Coordinator developing curricula and tools ASTRAL Lazio for the auditing and inspections CDV Brno of secondary roads in a group Generalitat de Catalunya of EU regions. Prefecture of Thessaloniki Randers Municipality http://pilot4safety.fehrl.org ?BRRC The overall objective is to have a number of regions applying the same approaches of Directive 2008/96/CE to secondary roads with a consequent reduction in the number of road fatalities. 16 13 October 2010 To overcome this barrier, PILOT4SAFETY aims to apply the Directive’s approach on some selected secondary roads in the EU regions represented in the project. The idea is to share good practices and define common agreed training curricula and tools for the qualification of road safety personnel. To overcome this barrier, PILOT4SAFETY aims to apply the Directive’s approach on some selected secondary roads in the EU regions represented in the project. The idea is to share good practices and define common agreed training curricula and tools for the qualification of road safety personnel.

    17. 17 13 October 2010 Conclusions Infrastructure measures have long term positive effect on road safety The sustainable safety program in The Netherlands has saved 300 – 400 extra lives (50 % for the implemented infrastructure measures) The cost of infrastructure measures are substantial but also cost effective. The avail cost ratio runs up till 4 To reach the ambitious road safety targets it’s still effective to invest in road infrastructure The mean time we should also invest in further development of in-vehicle and roadside technology and in traffic management measures.

    18. 18 13 October 2010 Conclusions Infrastructure measures have long term positive effect on road safety The sustainable safety program in The Netherlands has saved 300 – 400 extra lives (50 % for the implemented infrastructure measures) The cost of infrastructure measures are substantial but also cost effective. The avail cost ratio runs up till 4 To reach the ambitious road safety targets it’s still effective to invest in road infrastructure The mean time we should also invest in further development of in-vehicle and roadside technology and in traffic management measures. Knowledge transfer is on current and emerging technologies and practises is essential

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