Traffic Safety Countermeasures on Roads in Residential Areas in Japan 24 April 2019 Yoshiyasu MURASHIGE Central Japan Motorway Engineering Tokyo ※: All sources are from Japan's Ministry of Land, Infrastructure, Transport and Tourism
Traffic Accident Fatalities in Japan 2
# of Casualty Accidents on Residential Roads Decreases Gradually # of Casualty Accidents 800 on Trunk Roads 600 Thousand 720 Thousand 340 Thousand 400 on Residential Roads 210 Thousand 110 Thousand 200 0 12 13 14 17 2004 05 06 07 08 09 10 11 15 16 3
Half of Fatalities are Pedestrians and Cyclists Pedestrian Cyclist Moped Rider Motorcycle Rider Car Driver and Passenger Other 2017 4
2017 2Km ～ （ 17 ％） 1Km ～ 2Km （ 11 ％） N=1,810 2017 5
Proportion of Traffic Fatalities by Location （ Total Number of Fatalities:2017) France Germany UK Canada USA Italy Japan Urban Areas Rural Areas Motorways 6
Be Best st fo for Driv ivers, s, Wo Worst st fo for Pede dest stria ians s Number of traffic fatalities per 100,000 people 2017 Japan UK Worst with G7 Best with G7 Germany France Pedestrians Car Drivers and and Italy Cyclists Passengers Canada USA 7
Co Collisi sion n sp speed exc xceeds s 30km km/h, , Fat atal ality ty rat ate e rise ses s sh shar arply Fatality Accident Rate by Speed on Residential Roads 1/4 20 ～ 30Km/h 30Km/h ～ 2016 8
Fl Flow ow of of Cou ounte termeas asures o s on Ro Road ads s in in Re Resi side denti tial al Ar Areas as Selection of Residential Areas Requiring Countermeasures Using Traffic Accident Data Owned by Police Application for Registration to the National Highway Office Constructing a Joint Action Do Promotion System in Improvement, Enrich Implementation a Community School, PTA, Police, Road Administrator, etc. Check Effect Evaluation Announcing “Efforts and Results” to the Community and Road Users 9
Schoo ool l Ro Route te Sa Safe fety ty P Prog ogram am Creating a System for “School Route Safety” ■ Speed control of whole area ■ Entry control of passing traffic Raising the Awareness of Stakeholders; ■ Make a map by superimposing the result of the school route safety inspection and the analysis result using big data Stakeholders; Board of Education, PTA, Road Administrator, Police, Residents' Association, etc. Workshop to Make a Superimposed Map School Route Safety Inspection 10
Utilization of Probe Data Conventional Way; Big Data Utilization; Symptomatic Identify Potential Countermeasures Hazards Sudden Breaking Section where sudden braking Accident Point Accident Point and 30km/h excess continue ～ 40 % 30km/h Excess Rate ～ 40 % ～ 60 % Target Area ～ 80 % Zone30km/h 80 % ～ Main Roads 11
Revealing Potential Risks by Big Data The road in front of the Sudden braking occurred elementary school has a high on the road in front of the elementary school excess rate of 30 km / h 30km/h Excess Rate No Sample ～ 20 ％ ～ 40 ％ ～ 60 ％ ～ 80 ％ Sudden Breaking 80 ％～ ■ Dispatch specialists for ■ Lend a portable hump traffic safety Inspection Support trial operation 12
Speed Hump with Crosswalk Slope Flat Surface Slope Small level difference between sidewalk and crosswalk Sidewalk Crosswalk Sidewalk 13
Risi sing ng Bo Bollar ard Before After Bollard sinking Bollard rising and sticking under the road surface out of the road surface Bollard is always sinking under the During school arrival and departure hours road surface except during the traffic (7:30am-8:15am), vehicle traffic is restricted. regulation time zone. 14
Th Three ee Dime mens nsiona nal Il Illus usion Pavement M Pavement Marking arking 15
Cas ase e Stu tudy dy Niigata City Tokyo 16
Im Implem emen enta tati tion n of Co Coun unte termea easu sures es ① ⑤ Color Pavement Marking ② Schools Zone 30km/h Sidewalk + Speed Hump After After Speed Hump Sidewalk Before Before Speed Hump ④ Narrowed Section + Color Pavement Marking Before After Target Zone Zone ③ 30km/h Rising Bollard + Color Pavement Marking During School Arrival and Departure Hours Rising Bollard + Color Pavement Marking during School Hours in the Morning After After After Before After Up Down Down 17
In In Priority ty Co Coun unte termea easu sures es Sec ecti tion, n, 30 km 30 km/h /h Ex Exce cess ss Rat ate e Dropped ed Sha harply y from m 73 73.8 .8% % to to 28 28.6 .6% % After Before Priority Countermeasures Section Priority Countermeasures Section 30km/h Excess Rate 30km/h Excess Rate No Sample No Sample ～ 20 ％ ～ 20 ％ Target Zone ～ 40 ％ ～ 40 ％ ～ 60 ％ ～ 60 ％ 30km/h Target Zone 30km/h Target Zone ～ 80 ％ ～ 80 ％ Excess Excess Priority Counter- Priority Counter- 80 ％～ 80 ％～ Rate Rate measures Section measures Section 18
In In Priority ty Co Coun unte termea easu sures es Sec ecti tion, n, Av Aver erag age e Spee eed Dropped ed Sha harply y from m 34 34.0 .0km km/h /h to to 22.7 .7km km/h Before After Priority Countermeasures Section Priority Countermeasures Section Average Speed No Sample ～ 20 ％ Target Zone ～ 40 ％ Target Zone Target Zone Average ～ 60 ％ Average Speed ～ 80 ％ Speed Priority Counter- Priority Counter- 80 ％～ measures Section measures Section 19
In In Ta Targe get t Zo Zone ne, , Nu Number er of Ti Times es Sud udden en Brea eaki king ng Oc Occu curred ed Dropped ed Sharply from 114 114 to to 84 84 Before After Target Zone Sudden Breaking Target Zone ㉚ 84 Times Sudden Breaking 114 Times Sudden Breaking ( ▲ 30Times) Rate of Sudden Rate of Sudden 9.5% 13.2% Braking Trips ( ▲ 3.7 ％） Braking Trips 20
Ne Next xt Ste tep ◼ In order to expand a safe and reliable walking space early and inexpensively, it is possible to make an effort to secure a space for pedestrians first. The expansion of the walking space and the reduction of the road width are realistic methods, but their spread is insufficient. ➢ The specific approaches are; 1)Expand in conjunction with areal speed regulation (zone 30) 2) Assure a sufficient agreement with local community 3) Raise a proactive awareness of traffic safety 4) Encourage the local authorities and communities to develop the pedestrian priority efforts widely 21
Thank you for your kind attention . 22
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