[sustran] FW: FW: WHO report on Road Traffic Injury Prevention

[Barter, Paul]

-----Original Message-----
From: roelof.wittink at cycling.nl [mailto:roelof.wittink at cycling.nl] 
Sent: Wednesday, 14 April 2004 4:26 PM
To: Barter, Paul
Subject: Re: [sustran] FW: WHO report on Road Traffic Injury Prevention


Dear Paul and Priyanthi

I like to react on road safety with an analysis from western Europe. 

Contrary to the expectations if you consider the vulnerability of
cyclists in traffic, more cycling has not  resulted in more traffic
deaths. Policies to promote cycling and walking have a significant
positive effect on road safety standards in urban areas. Measures to
restore the balance between the interest of motorised and non-motorised
traffic do not only improve the safety of cycling and walking, but also
the safety of motorised modes. An integrated planning for different
modes fits perfectly well with modern road safety policies that focus on
the prevention of risk. Proper planning for cycling and walking is a
catalyst for road safety. 

Data from different countries show that an increase in cycling use and
an increase in the safety of cycling also go together very well. In the
Netherlands in 1998 the number of fatalities among cyclists was 54 per
cent lower than in 1980 in spite of the increase in both car use and
bicycle use. The increase of car kilometres was about 50 per cent and
the increase of cycling kilometres was about 30 per cent. In Germany the
total number of cyclist fatalities fell by 66 per cent between 1975 and
1998 while the share of cycling in transport increased substantially
from about 8 per cent to 12 per cent of all trips. In the city of York
in the UK 15 cyclists were killed or seriously injured from 1996 - 1998
compared to 38 in 1991 - 1993, while cycling level rose from 15 to 18
per cent. 

In these countries resp. city, transport and traffic policy changed
radically. Control of car use and promotion of public transport reached
the national political agenda. Walking and cycling were subsequently
valued more positively, car drivers have had to adapt their behaviour in
residential areas and traffic calming has spread. The planning and
designs of the roads changed to an orientation towards a mix of traffic
modes. Policy started to include different modes of transport, motorised
and non-motorised, in the planning system. It was not then very
balanced, but at least the sole focus on the needs of cars disappeared.


Roelof Wittink, I-ce Interface for Cycling Expertise
www.cycling.nl

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Roelof Wittink, Director
I-ce = Interface for Cycling Expertise
Trans 3, 3512 JJ Utrecht, The Netherlands
tel: +31 (0)30 2304521  fax: +31 (0)30 2312384
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