ビジョン・ゼロ

ビジョン・ゼロは、道路交通システムにおける死亡・重傷事故を最終的にゼロにすることを目指し、世界各国が取り入れている交通安全哲学である。 死亡・重傷事故に焦点を絞っている点、人的要因よりもシステム要因を重視している点、人命をかけがえのないものとして捉えている点で、従来の交通安全策とは異なる。原点であるスウェーデンでは1997年10月、ビジョン・ゼロに基づく道路交通安全法案が国会で可決された。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 how much risk.

特徴

命を他の便益と引き換えない

ビジョン・ゼロの根底には、「人が道路交通システムで移動する際に死亡したり重傷を負ったりすることは倫理的に決して許容できない」という哲学がある。

交通安全の分野で従来使われてきた費用便益分析では、命に値段を付け、その価値の大小に基づき、交通事故のリスクを減らすための投資額を決定していたが、計算に一貫性がないことや、前提条件が成り立つ状況が極めて少ないことなどの問題から、安全への投資を妨げる判断を招きがちであると指摘されていた。

スウェーデンの交通行政で1990年代から安全施策を担当してきたMatts-Åke Belin氏は、そうした従来の経済モデルには、交通を成り立たせるために払うべき対価として「最適な死者数」という概念が暗黙のうちに含まれていると批判している。 そのような功利主義に染まった交通分野に対してビジョン・ゼロが訴えているのが、交通事故による死亡・重傷は受け入れられないという考え方である。

個人の失敗ではなくシステムの問題に焦点を当てる

従来の交通安全策は人に行動を変えさせることに力を注いでいたが、ビジョン・ゼロは人が間違いを犯すことを所与の条件とした上で、人をシステムに適合させるのではなく、システムを人に合わせて作り変えることを提唱している。

ビジョン・ゼロは事故の責任についても従来とは異なる見方を掲げている。既存の道路交通システムは、事故を起こさないような振る舞いを道路利用者に義務付ける包括規定を有しているため、原理上、事故の責任はルールを破った利用者がほぼ全面的に負わされるが、ビジョン・ゼロは責任はシステム設計者と道路利用者で分担するものであるとして、次の3原則を掲げている：

1. システム設計者は、道路交通システムの構造、運用、使用、すなわちシステム全体の安全水準について常に最終的な責任を負う。
2. 道路利用者はシステム設計者が定めた道路交通システムの利用ルールに従う義務を負う。
3. 道路利用者が知識不足、受容不足、能力不足などの理由でルールを守れなかった場合や、現に負傷事故が発生した場合、システム設計者は人が死亡したり重傷を負わないよう、さらなる対策を打つことが求められる。

原則

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 (Feb 26th 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." As an ethics-based approach, Vision Zero functions to guide strategy selection and not to set particular goals or targets. 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.

制限速度

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". 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). 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, the inherent safety 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. Speeds over 100 km/h (62 mph) can be tolerated if the infrastructure is designed to prevent frontal and side impacts.

可能な最大移動速度

インフラストラクチャとトラフィックの種類	可能な走行速度（km / h）
歩行者と車の間で衝突の可能性がある場所	30 km / h（19 mph）
車同士の側面衝突の可能性がある交差点	50 km / h（31 mph）
田舎道を含む、車間で正面衝突の可能性がある道路	70 km / h（43 mph）
側面の影響または正面の影響の可能性のない道路（インフラストラクチャの影響のみ）	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"). 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.

各国の取り組み

カナダ

2015年12月、カナダの傷害防止チャリティーパラシュートは、スウェーデンの交通安全ストラテジストマット・ベリンとともにビジョン・ゼロコンセプトを100人近くの交通安全パートナーに提示した。

2016年11月には、パラシュートは、ビジョンゼロの目標と戦略に焦点を当てた1日の全国交通安全会議を主催し、健康、交通工学、警察の執行、政策、および擁護のリーダーが参加した。

それから、250人以上の交通安全の擁護者と実践者、法執行機関、政府、自治体で構成されるパラシュートビジョンゼロネットワークが形成された。このネットワークは、実績のあるソリューションを使用して、これらの利害関係者を相互に接続し、コミュニティが交通安全の課題に対処するのを支援する情報とリソースを提供するカナダのワンストップ宛先を提供する。

また、第2回パラシュートビジョンゼロサミットが2017年10月に開催され、オンタリオ州運輸大臣スティーブン・デル・デュカを含むネットワークメンバーと政治家が出席しました。

別の組織であるビジョン・ゼロ カナダ（visionzero.ca）は、2015年12月に全国キャンペーンを開始した。

カナダの都市での取り組み:

• エドモントン:2015年9月22日、エドモントン市議会は、「ビジョンゼロを公式に採用した最初のカナダの都市」であると発表した。 交通安全戦略2016-2020は「致命的および重傷のゼロ衝突に向けて」動きますが、死亡または重傷のゼロの目標は含まれていない。 戦略の目標は、1）全体的な負傷衝突、2）交差点での衝突の減少率。
• バンクーバー:2016年4月5日、バンクーバー市議会は、交通関連の死亡者と重傷をゼロにするための戦略について報告するようスタッフに指示することにより、ビジョンゼロを承認した。

• トロント: 2016年6月13日、トロント市長のジョン・トリーは、交通事故で死亡し重傷を負った人の数を10年以内に20％削減する計画を発表した。 大衆の抗議に直面して、彼はその日の後半に撤回し、5年以内に死者ゼロに努力することに同意した。
• オタワ: 2017年7月5日、オタワは、ビジョン・ゼロで定められた原則を使用して、最新の行動計画を含むレポートを作成するよう輸送委員会に命じた。
• サレー:2017年11月27日、公安委員会は、サレーの安全なモビリティプランの基盤として、ビジョン・ゼロの哲学の採用を承認した。

オランダ

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. 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.

スウェーデン

In 1997 the Swedish Parliament introduced a "Vision Zero" policy that requires that fatalities and serious injurious are reduced to zero by 2020. This is a significant step change in transport policy at the European level. All new roads are built to this standard and older roads are modified.

Fatalities in Sweden

source Eurostat

イギリス

Transport appraisal in the United Kingdom is based on New Approach to Appraisal which was first published in 1998 and updated in 2007. 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'. In 2008 the Road Safety Foundation published a report proposing on UK road safety which referenced Vision Zero. 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%. 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". 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. A Vision Zero UK all day conference is planned for 19 January 2016 at Camden Town Hall with Landor LINKS conferences. On 5th June 2019, a public consultation on imposing a 20mph speed limit on all central London roads, which are managed by Transport for London (TfL), was launched and it will close on 10th July 2019.

アメリカ

• Chicago: In May 2012, the "Chicago Forward Action Agenda Plan" was introduced aiming to reduce transport deaths to zero in 10 years
• New York City: In January 2014, Mayor Bill de Blasio announced adoption of New York City's Vision Zero plan and enumerated a long list of initiatives to reduce fatalities on city streets, including pushing for changes in the state legislature to allow the city more local control in the administration of traffic safety measures, such as speed reduction. In the first four years of the plan's implementation, traffic injuries and traffic crashes in New York City have been increasing, though deaths have decreased.
• San Francisco: In January 2014, San Francisco District Supervisors Jane Kim, Norman Yee, and John Avalos introduced Vision Zero plan for San Francisco, where there were 25 pedestrian and bicyclist deaths in 2013 alone. San Francisco's Vision Zero plan calls for investing in engineering, enforcement, and education, and focusing on dangerous intersections.
• Los Angeles: In September 2014, Mayor Eric Garcetti and the Los Angeles Department of Transportation released a strategic plan with a Vision Zero goal to eliminate all traffic deaths by 2025.
• Austin: In November 2014, the Austin City Council voted unanimously to form a Vision Zero Task Force to develop an action plan to direct City departments toward policies aligned with safer roadways.
• San Mateo: In February 2015, the San Mateo City Council passed a Sustainable Streets Plan that includes Vision Zero.
• Portland: In February 2015, Portland's Director of Transportation Leah Treat announced a ten-year plan to end traffic fatalities in the city as part of the Portland Bureau of Transportation's 2-year work plan.
• Seattle: Feb. 2015: Seattle launches Vision Zero plan to end traffic deaths and injuries by 2030
• San Jose: On May 12, 2015, San Jose's 11-member City Council unanimously adopted Vision Zero San Jose
• Santa Barbara: In May 2015, the Santa Barbara City Council embraced the goal of zero traffic fatalities within city limits.
• San Diego: On June 22, 2015, San Diego Mayor Kevin Faulconer announced his support for Vision Zero at a press conference with Mayor Pro Tem Marti Emerald and Council Member Mark Kersey
• Fort Lauderdale: In November 2015, the Fort Lauderdale City Commission passed Vision Zero Fort Lauderdale to commit to reduce all pedestrian and bicyclist fatalities to zero. In passing Vision Zero Fort Lauderdale, the City has become the first City in the state of Florida and the first City in the Southeastern United States to become a Vision Zero City.
• Boston: Boston launched Vision Zero in December 2015.
• Washington, D.C.: In December 2015, Washington, D.C.'s Department of Transportation announced an initiative to eliminate traffic fatalities. This initiative was endorsed by Mayor Murlel Bowser. Press coverage has focused on high traffic fines (up to $1,000) for speeding.
• Denver, Colorado In February 2016, the city and county of Denver announced its commitment to Vision Zero. As one of 20 Vision Zero cities at the time, Denver set a goal of zero deaths by 2030. The Denver Streets Partnership coalition organizes periodic Denver Streets Congress meetings to present, discuss and plan Vision Zero policy, funding and implementation of people-friendly street programs.
• North Carolina: In October 2016, North Carolina implemented the NC Vision Zero initiative, using data-driven strategies, to take one step further in completely eliminating roadway deaths.
• North Dakota: On January 18, 2018, Governor Doug Burgum announced the Vision Zero goal for North Dakota in his State of the State address using the slogan "Zero Fatalities, Zero Excuses."
• Tempe, Arizona: On February 8, 2018, Mayor Mark Mitchell and the Tempe city council unanimously committed to Vision Zero
• Boulder, Colorado: March 2018 formal adoption
• Denver, Colorado regional plan: August 2019 by the Denver Regional Council of Governments representing 56 municipalities and counties.

まだ採用されていないが、作業中

• シンシナティ
• ヒューストン
• フィラデルフィア

インド

Haryana: Haryana became the first state in India to officially adopt vision zero approach by launching Haryana Vision Zero program. The chief minister of Haryana Mr. Manohar Lal Khattar launched the program on May 03, 2017. The program initially covered 10 districts of Haryana and saw positive results. It has now been expanded to all the districts of the state with positive impact.

その他の安全イニシアチブ

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. EuroRAP aims to support governments in meeting their Vision Zero targets.

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."

国連

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.

結果

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. 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.

国	1980殺された	2013殺害	2013/1980パーセント	2013人口100万人あたりの殺害	2013千億車両キロごとに死亡
オーストラリア	3,272	1,185	36.2	51	496
オーストリア	2,003	455	22.7	54	583
ベルギー	2,396	723	30.2	65	707
カナダ	5,462	2,255	41.3	65
チェコ共和国	1,261	655	52.9	62	1,573
デンマーク	690	191	27.7	34	386
フィンランド	551	258	46.8	48	476
フランス	13,636	3,268	24.0	51
ドイツ	15,050	3,339	22.2	41	460
ギリシャ	1,446	874	60.4	79
ハンガリー	1,630	591	36.3	60
アイルランド	564	190	33.7	41	396
イタリア	9,220	3,385	36.7	57
日本	11,388	5,152	45.2	40	694
ルクセンブルク	98	45	45.9	84
オランダ	1,996	476	23.8	28	374
ノルウェー	362	187	51.7	37	426
ポーランド	6,002	3,357	55.9	87
ポルトガル	2,850	637	23.4	61
スロベニア	558	125	22.4	61
韓国	6,449	5,092	79.0	101	1,720
スペイン	6,522	1,680	25.7	36
スウェーデン	848	260	30.7	27	337
スイス	1,209	269	22.2	33	429
イギリス	6,182	1,770	28.6	28	348
アメリカ	51,091	32,719	64.0	104	680

Fatalities by billions kilometers traveled by country

ノルウェー

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."

スウェーデン

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.

スウェーデンの道路での死亡者数

事故年度	死亡者
1997	541
1998	531
1999	580
2000年	591
2001	583
2002	532
2003	529
2004	480
2005年	440
2006	445
2007年	471
2008年	396
2009	355
2010	266
2011	319
2012	285
2013	260
2014	270
2015	259
2016年	270
2017年	253

スウェーデンの交通量は、同期間中も着実に増加

ドミニカ共和国

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.

関連項目

• 交通静穏化