Bevan Woodward: European cities leaders in road safety

Photo / Herald on Sunday

Since the late 1970s, many European cities have discovered the benefits of reduced traffic speeds. By reducing residential and retail streets to 30km/h or 40km/h, their streets have become far safer and more attractive places to be.

Children and the elderly are safe to walk and cycle to school and the shops. Traffic noise and emissions are reduced, local shopping strips have prospered, and the number and severity of crashes have declined significantly.

Auckland City has successfully applied this initiative with the 30km/h speed limit in Queen St, and last month extended it with the new 40 km/h limit in Ponsonby Rd. In both of these areas the goal was to create a safer and more pleasant environment for all traffic modes, including walking and cycling.

In the past week it has been suggested that the initiative should be extended to Tamaki Drive, to improve road safety on this prime tourist and commuter route. Unfortunately many of the letters and emails to the Herald appear to resist this change. Let's look at the key reasons against reduced traffic speeds and see how in practice, reduced speed has merit for a wider application in our city:

1. It will significantly increase travel times.

The actual effect on travel times is generally overestimated by motorists because it is the intersections and delays at traffic lights that have the greater impact on travel times. In fact, smoother, calmer traffic assists the overall flow of the roading network as bottlenecks are less likely to build up.

Furthermore, the significant decline in crashes brought about by reduced traffic speeds removes a common reason for traffic delays.

2. Reducing traffic speeds requires expensive traffic calming.

In New Zealand, traffic speeds have traditionally been reduced by using intrusive measures such as judder bars and chicanes. However due to their significant expense and unpopularity with motorists, cost-effective measures have been developed internationally that change the roading environment to encourage motorists to drive naturally at the appropriate speed.

Examples of these include narrowing road widths by repainting lanes, planting of trees in the middle of the road to reduce sight lines, angle-parking of vehicles, changes in road surfacing and pedestrian crossings.

3. The average traffic speed is below the speed limit, so what's the problem?

The average traffic speed is often irrelevant when considering safe cycling and walking conditions. Instead, we are concerned about the top speeds, as it is these vehicles which intimidate vulnerable road users and are most likely to cause casualties.

Reducing traffic speeds to 30km/h or 40km/h has the greatest effect on the most risky drivers.

4. Aucklanders don't want reduced speed limits.

In fact, support from the general public is typically very strong. The Ponsonby Rd retailers and residents have long campaigned for their recently reduced speed.

When Auckland City Council requested public submissions, 79 per cent were in favour, whilst only 18 per cent opposed. In Pt Chevalier, Auckland, a survey of residents revealed 89 per cent support for 30km/h speed zones around schools and 69 per cent in support of reducing the speed limit for the neighbourhood.

However, even with a wide base of public support, there is likely to be a vocal minority who oppose reduced traffic speeds. It is important to identify their specific objections to see how these can be resolved.

Reducing traffic speeds is one of the single most positive enhancements to improving road safety. However there are also a range of complementary measures that could be introduced in New Zealand to enhance road safety.

These include compulsory third-party insurance for all drivers, restrictions on vehicle type for younger drivers, restrictions on vehicle modifications, compulsory driver education, raising the driving age, 10 yearly re-sitting of drivers' licences, and the banning of radar detectors.

The OECD's Transport Research Centre advises that reduced speeds should be "a central element of any road safety strategy" and describes the need for infrastructure improvements to the roading environment which encourage drivers to naturally drive at the safe and appropriate speed.

Economically, reduced speeds make good business sense too.

Retailers report improved turnover and the valuations of residential properties are enhanced when the street's traffic speed is reduced.

Many other cities around the world, particularly in North America, are picking up on this opportunity as they recognise more liveable cities attract higher skilled workers and entrepreneurs.

Reduced traffic speeds are a golden opportunity to help make Auckland a more liveable, safer and economically vibrant city. It's time we stopped coming up with reasons why reduced speeds couldn't work here, and start planning how to make it happen.

* Bevan Woodward is a member of the Auckland Regional Transport Committee and works as a transportation consultant.