Traffic Calming : Towards an Ambitious Target to Protect Children - PowerPoint PPT Presentation

Hong Kong Child Safety Conference 2012 Hong Kong Child Safety Conference 2012 Traffic Calming : Towards an Ambitious Target to Protect Children and Vulnerable Road-users Julian TH KWONG Julian TH KWONG MPhil CEng MICE MHKIE MPhil CEng MICE MHKIE Chairman, Community for Road Safety Chairman, Community for Road Safety Road safety engineering consultant Road safety engineering consultant Centre for Health Promotion 11th February Centre for Health Promotion 11th February 20 2012 12

Pedestrian Casualties remain a focus • In 2010, pedestrian fatalities and serious casualties are 69 (59%) 和 816 (38%) • During the decade 2001 to 2010, 871 pedestrians were killed and 9,782 were seriously injured • In 2010, urban minor streets and major streets accounted for 40% and 50% of fatalities Trend of Pedestrian Fatalities 2001-2010 2011 figure is similar to 2010

Time Distribution of Pedestrian Casualties

Traffic Calming in the Urban and Rural Context • To reduce speed to a level commensurate with the activities along the road • Facilitate walking and cycling • Enhance the environment, aesthetic and identity of neighbourhoods

Lower Speed Limit Makes a Big Difference 28 m STOP 23 m < 5% 13 m STOP probability of 0 m > 50% fatality < 5% 50 km/h 30 km/h

SIGHTINES

Visibility and Railings • Average height of 6 year old child in Hong Kong : 1176mm (So et. Al, BMC Public Health. 2008; 8: 320) • Standard height of pedestrian railing : 1000mm

Visibility at Pedestrian Crossings • Drivers should be able to observe the intention of pedestrians both on the crossing and over the waiting area of the footpath Required visibility splay Vehicle 33m ahead

A Safer Speed Distribution is Crucial Reduction of frequency average speed Elimination of grossly excessive speed 10 0 20 30 40 50 60 70 Speed (km/h)

Lower Speeds suppress a variety of collision scenarios Pedestrian straight-on, turning Bicycles Vehicle reversing reversing Between Vehicles Head-on, junction, rear-front Lower Blind spot at Speed Restart Single Vehicle Loss of control Events not Bus passenger related to losing balance speed

Lille, France 0 1 km • 600 km of 30km/h streets

Oslo, Norway • Built-up Areas 50km/h, 40km/h, 30km/h

Copenhagen, Denmark • Built-up Areas 50km/h, 40km/h, 30km/h, 15km/h

The Netherlands • Home of the 30km/h Zone and Woonerf (home zone) • Leading the “Self-explaining” Road Design principle

An Ever-growing Low speed Culture • Barcelona ： 215 km 30km/h streets • Brussels : entire old city 30km/h except main streets • Munich ： > 300 30km/h zones (85% city road length) • London : > 400 20mph zones • Australia : 40km/h school zones and city centres

Minor Streets in residential, Historic, Market and Industrial areas 50km/h 30km/h

Main Streets in urban areas 50km/h 40km/h (30km/h)

Case Study : Tsim Sha Tsui 50 Default speed limit

Pedestrian Collisions (2005-2009) Total Pedestrian crashes Collisions 2005 379 160 2006 349 148 2007 327 116 2008 333 120 2009 299 104 Total 1,687 648 Slight Fatal or Raw data from Transport Department severe Database

Typical Speeds Nathan Road Average 40km/h Max 67km/h Austin Road Average 50km/h Max 68km/h Haiphong Road Nathan Road Nathan Road Average 34km/h Average 42km/h Max 49km/h Max 62km/h Mody Road Average 30km/h measured in busy Max 47km/h daytime or evening hours for 70-110 vehicles at each site when traffic is moving freely or in platoons

Vision of Speed Limit Strategy 40 40 30 30 30 40 30

HIGHWAYS TRAVERSING RURAL COMMUNITIES

Similar Issues Unique Circumstances

General Principle Small villages Major village Isolated houses Market town Gateway Sign Sign 90 90 Enhancement of 70 safety level Transition 50 Traffic Calming with Speed Management

Village Entrance Gateway Signs Photo from internet source • French system : 50km/h speed limit applies where sign is posted

Traffic Calming Design within Communities • Speed limit sign/special markings • Street redesign/Narrowing lanes • Trend of subtle design to weaken the perception of a highway e.g. no centreline markings

A Vision for Kam Tin Road through Kam Tin Town 70 street street redesign 30

Conclusion • Area-wide traffic calming with lower speed limit will be the key of an ambitious road safety strategy in Hong Kong Kong • Lower speed limit on urban streets is also the key to an attractive and vibrant streetscape conducive to the economy and living quality

Acknowledgements Transport Department Google Street View Second United Nation’s Global Road Safety Week, 2013 “Pedestrians”