Vision Zero

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Vision Zero is a multi-national road traffic safety project that aims to achieve a roadway system with no fatalities or serious injuries involving road traffic. It started in Sweden and was approved by their parliament in October 1997. [1] A core principle of the vision is that "Life and health can never be exchanged for other benefits within the society" rather than the more conventional comparison between costs and benefits, where a monetary value is placed on life and health, and then that value is used to decide how much money to spend on a road network towards the benefit of decreasing risk. [2]

Contents

Vision Zero was introduced in 1995. [3] It has been variously adopted in different countries or smaller jurisdictions, although its description varies significantly.

Principles

Roads in Sweden are built with safety prioritised over speed or convenience. Low urban speed-limits, pedestrian zones and barriers that separate cars from bikes and oncoming traffic have helped. Building 1,500 kilometres (900 miles) of "2+1" roads—where each lane of traffic takes turns to use a middle lane for overtaking—is reckoned to have saved around 145 lives over the first decade of Vision Zero --Why Sweden has so few road deaths, The Economist Explains [4] (26 February 2014)

Vision Zero is based on an underlying ethical principle that "it can never be ethically acceptable that people are killed or seriously injured when moving within the road transport system." [5] In most road transport systems, road users bear complete responsibility for safety. Vision Zero changes this relationship by emphasizing that responsibility is shared by transportation system designers and road users. [5]

Speed limits

Vision Zero suggests the following "possible long term maximum travel speeds related to the infrastructure, given best practice in vehicle design and 100% restraint use". [6] These speeds are based on human and automobile limits. For example, the human tolerance for a pedestrian hit by a well-designed car is approximately 30 km/h (19 mph). [7] [8] If a higher speed in urban areas is desired, the option is to separate pedestrian crossings from the traffic. If not, pedestrian crossings, or zones (or vehicles), must be designed to generate speeds of a maximum of 30 km/h (19 mph). Similarly, for occupants, the maximum inherent safe speed of well-designed cars can be anticipated to be a maximum of 70 km/h (43 mph) in frontal impacts, and 50 km/h (31 mph) in side impacts. [7] [8] Speeds over 100 km/h (62 mph) can be tolerated if the infrastructure is designed to prevent frontal and side impacts.

Possible maximum travel speeds
Type of infrastructure and trafficPossible travel speed (km/h)
Locations with possible conflicts between pedestrians and cars30 km/h (19 mph)
Intersections with possible side impacts between cars50 km/h (31 mph)
Roads with possible frontal impacts between cars, including rural roads [9] 70 km/h (43 mph)
Roads with no possibility of a side impact or frontal impact (only impact with the infrastructure)100 km/h (62 mph)+

"Roads with no possibility of a side impact or frontal impact" are sometimes designated as Type 1 ( motorways/freeways/Autobahns ), Type 2 ("2+2 roads") or Type 3 ("2+1 roads"). [10] These roadways have crash barriers separating opposing traffic, limited access, grade separation and prohibitions on slower and more vulnerable road users. Undivided rural roads can be quite dangerous even with speed limits that appear low by comparison. In 2010, German rural roads, which are generally limited to 100 km/h (62 mph), had a fatality rate of 7.7 deaths per billion-travel-kilometers, higher than the 5.2 rate on urban streets (generally limited to 50 km/h (31 mph)), and far higher than the autobahn rate of 2.0; autobahns carried 31% of motorized road traffic while accounting for 11% of Germany's traffic deaths. [11]

A movement to reduce speed limits in residential areas to 20 mph (32 km/h) called "20's Plenty for Us" or "20 is Plenty" started gathering steam in the early 2000s in the United Kingdom. [12] [13] [14] It spread to the United States in 2010. [15] [16] [17]

Implementation

Canada

In December 2015, the Canadian injury prevention charity Parachute presented the Vision Zero concept, with Road Safety Strategist Matts Belin of Sweden, to nearly 100 road safety partners. [18]

In November 2016, Parachute hosted a one-day national road safety conference focused on Vision Zero goals and strategies, attended by leaders in health, traffic engineering, police enforcement, policy and advocacy. [19]

From that, the Parachute Vision Zero Network was formed, comprising more than 250 road safety advocates and practitioners, law enforcement, government and municipalities. [20] The network serves to provide a one-stop Canadian destination to connect these stakeholders with one other, and with information and resources to help communities address road safety challenges, using proven solutions. [21]

The second Parachute Vision Zero Summit was held in October 2017, attended by network members and politicians, including Ontario Transportation Minister Steven Del Duca. [22]

Another organization, Vision Zero Canada, launched their national campaign in December 2015. [23]

Efforts in Canadian cities:

India

Netherlands

In the Netherlands, the sustainable safety approach differs from Vision Zero in that it acknowledges that in the majority of accidents humans are to blame, and that roads should be designed to be "self-explaining" thus reducing the likelihood of crashes. Self-explaining roads are easy to use and navigate, it being self-evident to road users where they should be and how they should behave. [39] The Dutch also prevent dangerous differences in mass, speeds and/or directions from mixing. Roundabouts create crossings on an otherwise 50 or 50 km/h (31 mph) road that are slow enough, 30 km/h (19 mph), to permit pedestrians and cyclists to cross in safety. Mopeds, cyclists and pedestrians are kept away from cars on separate paths above 30 km/h (19 mph) in the built up area. Buses are also often given dedicated lanes, preventing their large mass from conflicting with low mass ordinary cars.

More recently the Dutch have introduced the idea that roads should also be "forgiving", i.e. designed to lessen the outcome of a traffic collision when the inevitable does occur, principles which are at the core of both the Dutch and Swedish policies. [40]

Sweden

In 1997 the Swedish Parliament introduced a "Vision Zero" policy that requires that fatalities and serious injuries are reduced to zero by 2020. This is a significant step-change in transport policy at the European level.[ citation needed ] All new roads are built to this standard and older roads are modified.[ citation needed ] Vision Zero also incorporated other countermeasures targeting drivers and vehicles. It is worth noting that Sweden's road death toll was declining prior to 1997 and continued to do so under Vision Zero. However, the number of deaths has not improved since 2013.

Fatalities in Sweden
Source: Eurostat [41]

United Kingdom

Transport appraisal in the United Kingdom is based on New Approach to Appraisal which was first published in 1998 and updated in 2007. UK road safety plans have some similarities with Vision Zero, but do not specifically adopt it in the UK. In 2006 the Stockholm Environment Institute wrote a report at the request of the UK Department for Transport titled 'Vision zero: Adopting a Target of Zero for Road Traffic Fatalities and Serious Injuries'. [42] In 2008 the Road Safety Foundation published a report proposing on UK road safety which referenced Vision Zero. [40] The Campaign for Safe Road Design is a partnership between 13 UK major road safety stakeholders that is calling for the UK Government to invest in a safe road infrastructure which in their view could cut deaths on British roads by 33%.[ citation needed ] In 2007 Blackpool was the first British City to declare a vision zero target. In 2014 Brighton & Hove adopted vision zero in its "Safer Roads" strategy, predicated on the safe systems approach, alongside the introduction of an ISO accredited road traffic safety management system to ISO:39001. Edinburgh adopted a Road Safety Action Plan: Working Towards Vision Zero in May 2010 which "commits to providing a safe and modern road network where all users are safe from the risk of being killed or seriously injured". [43] Northern Ireland's DOE has a Share the road to zero" policy for zero deaths. Bristol adopted a safe systems approach in March 2015. Transport for London (TfL) say they are working towards zero KSI. UK Vision Zero campaigns include Vision Zero London and Vision Zero UK. Project EDWARD (Every Day Without A Road Death) was established in 2016 and is an annual UK-wide road safety campaign managed by the Association for Road Risk Management (ARRM) and RoadSafe which promotes an evidence-led "safe system" approach to create a road traffic system free from death and serious injury. Following a public consultation held in mid-2019, a 20 mph speed limit was imposed on all central London roads, which are managed by Transport for London. [44] [45]

United States (cities/regions/states)

Not yet adopted but in the works

Other safety initiatives

EuroRAP

Across Europe, EuroRAP, the European Road Assessment Programme, is bringing together a partnership of motoring organisations, vehicle manufacturers and road authorities to develop protocols for identifying and communicating road accident risk and to develop tools and best practice guidelines for engineering safer roads. [90] EuroRAP aims to support governments in meeting their Vision Zero targets.[ citation needed ]

The "Roadmap to a Single European Transport Area" issued in 2011 by the European Commission states in point 2.5 (9): "By 2050, move close to zero fatalities in road transport. In line with this goal, the EU aims at halving road casualties by 2020." [91]

United Nations

The United Nations has more modest goals. Its "Decade of Action for Road Safety" is founded on a goal to "stabilize and then reduce" road traffic fatalities by 2020. It established the Road Safety Fund "to encourage donor, private sector and public support for the implementation of a Global Plan of Action. [92]

Outcomes

Despite some countries borrowing some ideas from the Vision Zero project, it has been noted that the richer countries have been making outstanding progress in reducing traffic deaths while the poorer countries tend to see an increase in traffic fatalities due to increased motorization. [4] Some locales have seen divergent results between the number of accidents and injuries on the one hand, and the number of deaths; in the first four years of the plan's implementation in New York City, for example, traffic injuries and traffic crashes have been increasing, though deaths have decreased. [48]

Road fatalities in 2013, with comparison to 1980, by country
Country [93] 1980 killed2013 killed2013/1980 percent2013 killed per million population2013 killed per 100 billion vehicle-kilometers
Australia3,2721,18536.251496
Austria2,00345522.754583
Belgium2,39672330.265707
Canada5,4622,25541.365
Czech Republic1,26165552.9621,573
Denmark69019127.734386
Finland55125846.848476
France13,6363,26824.051
Germany15,0503,33922.241460
Greece1,44687460.479
Hungary1,63059136.360
Ireland56419033.741396
Italy9,2203,38536.757
Japan11,3885,15245.240694
Luxembourg984545.984
Netherlands1,99647623.828374
Norway36218751.737426
Poland6,0023,35755.987
Portugal2,85063723.461
Slovenia55812522.461
South Korea6,4495,09279.01011,720
Spain6,5221,68025.736
Sweden84826030.727337
Switzerland1,20926922.233429
United Kingdom6,1821,77028.628348
United States51,09132,71964.0104680

Norway

Norway adopted its version of Vision Zero in 1999. In 2008, a staff engineer at the Norwegian Public Roads Administration said "The zero vision has drawn more attention to road safety, but it has not yielded any significant short-term gains so far." [94] Traffic fatalities in Norway has nevertheless continued to decline as time has passed by, and 2020 marked the important milestone of being the first year in Norwegian history to see fewer than 100 road fatalities; 95 people died on Norwegian roads that year. The Norwegian Road Authorities announced that the number of annual fatalities had been cut by more than 80% since the worst year of 1970 when 560 people lost their lives on Norwegian roads – this despite the amount of traffic having more than quadrupled since then. [95]

Sweden

Sweden, which initiated Vision Zero, has had somewhat better results than Norway. With a population of about 9.6 million, Sweden has a long tradition in setting quantitative road traffic safety targets. In the mid-1990s a 10-year target was set at a 50% reduction for 2007. This target was not met; the actual ten-year reduction was 13% to 471 deaths. The target was revised to 50% by 2020 and to 0 deaths by 2050. In 2009 the reduction from 1997 totals was 34.5% to 355 deaths.

Number of fatalities on Swedish roads [96] [97] [98] [99] [100] [101]
Accident yearFatalities
1997541
1998531
1999580
2000591
2001583
2002532
2003529
2004480
2005440
2006445
2007471
2008396
2009355
2010266
2011319
2012285
2013260
2014270
2015259
2016270
2017253
2018324
2019221
2020204
2021192

Traffic volume in Sweden increased steadily over the same period. [102]

Dominican Republic

Vision Zero has influenced other countries, such as the Dominican Republic. The country, despite having the deadliest traffic in the world, has managed to get to a point where only forty Dominicans die per 100,000 Dominicans each year, by following a set of guidelines based on the similar goal of reducing traffic fatalities. [4]

See also

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References

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  71. ↑ "Vision Zero Crash Study". www2.minneapolismn.gov. Retrieved 26 July 2020.
  72. ↑ "2018 State of the State Address, North Dakota Office of the Governor" . Retrieved 3 February 2018.
  73. ↑ "Vision Zero Tempe". tempe.gov.
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  75. ↑ Lotus, Jean (15 December 2017). "Boulder Joins Denver In Vision Zero Traffic Fatality Plan". Boulder, CO Patch. Retrieved 18 August 2018.
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  79. ↑ "Bill text for HB 885". mgaleg.maryland.gov.
  80. ↑ "Wisconsin Department of Transportation Zero in Wisconsin Page" . Retrieved 23 January 2021.
  81. ↑ Vision Zero in ABQ, City of Albuquerque, Accessed December 15, 2021
  82. ↑ City of Alameda. "Vision Zero in Alameda" . Retrieved 5 October 2021.
  83. ↑ City of Dallas. "Vision Zero in Dallas" (PDF). Retrieved 7 January 2022.
  84. ↑ "City council files motion for pedestrian safety program". www.local12.com. 9 January 2019. Retrieved 2 February 2019.
  85. ↑ "Vision Zero for Houston report released - Houston Tomorrow". www.houstontomorrow.org. Retrieved 18 August 2018.
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  88. ↑ "3 things Pa. legislature can do right now to make Philly streets safer | Opinion". Philly.com.
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  93. ↑ "International Traffic and Accident Data" (PDF). Retrieved 2 October 2017.
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  97. ↑ "DEVELOPMENT OF ROAD SAFETY IN SWEDEN" (PDF). Unece.org. Retrieved 22 December 2016.
  98. ↑ Road traffic injuries
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