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Safety in Urban areas: the French program “safer city, accident-free districts”
Acod And & Pm,. Vol Printed I” Great Bntaln
24, Ncr. I. ,I,’
THE
3Y-44.
IYY2
0001-4575192 $5.00 + .w 0 1992 Pergamon Press plc
SAFETY IN URBAN AREAS: FRENCH PROGRAM “SAFER ACCIDE,NT-FREE DISTRICTS”
CITY,
and
ANDRE DE NEUVILLE tcchniquc de I‘Cquipement de IQuest. Square Kcnc: Viviani. J-100 Nnntes. France
Ccntrc
Abstract--The proyam. L’ill~~ plus .SI~W. q~/uicr\ TMS rrcrid~nrv, was launched in 19X4. with goals of integrating motorucd trallic into urban cnvironmcnts with due regard to local participation and awxcness. l‘hc inirlal results show a drop in accidents of approximately 60% a decrease in awrage speed\. ,~nd an especially Cgnificant drop in excessively high speeds.
The importance of the car trips due to the multiplication of social and cultural activities and to planning of zoning that prevailed at the time of urban development in France creates hazardous roads in the towns. Conflicts worsen. especially in areas where roads support both through traffic and increasing local traffic and where the usual solution of flow segregation appears impossible. Two different situations. which represent considerable inconvenience for users have to be examined at the local level. On one hand. “objective” safety of the inhabitants is a problem that can be measured according to the accident rate or, when the statistical sample is not representative. by speed as an intermediary indicator. On the other hand, “subjective” danger (e.g. a feeling of danger) must be considered. It is sometimes produced by the real danger associated with traffic. but often by rejection of the poor quality of the environment focused on traffic and speed, which cause noise and pollution. In this case, the problem is revealed through the practice of participation, e.g. the actions of the users’ associations. letters sent to the elected officials. Understanding the process will be possible through interviews and observation of behaviour. In fact. it is difficult to dissociate the two types of situation. It is necessary to improve the quality of the environment to make the inhabitants feel more comfortable, but also to influence driving styles and induce users to share public space more peacefully. It seems to be possible to reduce speed through the design and quality of the road layout. A two-year French government program carried out by the Urban Transport Study Center (CETUR) enabled the testing of some hypotheses on user behaviour both for really dangerous sites and for subjectively unsafe ones.
PRINCIPLES
OF THE
PKOGKALI,
“SAFER
CITY,
ACCIDENT-FREE
DISTRICT”
Launched in I984 under the aegis of the Interministerial City Committee, the purpose of the program “Safer city. accident-free districts” was to show: (a) that it must be possible to reorganize the coexistence of the people and vehicles using a city and that motorozied traffic needs to be better integrated into city life; (b) that the motorist can be persuaded to adopt “urban behaviour“ by underscoring the quality and atmosphere of the environment through which he passes; (c) that high local awareness and multidisciplinary work will lead to innovative urban solutions and better understanding of developments; and (d) that such developments are capable of encouraging local growth. During a first experimental phase lasting three years (1984-1986), this program helped local public corporations to work out and execute innovative development proj-
40
A. FALJW
AND
A. DE N~:WI.II
ects at the district level simultaneously improving safety and life styles. Fifty-six projects were sponsored, of which 40 have been completed to date, divided more or less equally between large urban roads and thoroughfares. The first phase was financed through a government grant of 60 million francs, while local public corporations contributed 80 million francs. In 1987, this program entered a second evaluation and enhancement phase, characterized by the end of experimental financing and the desire to introduce this type of approach in all urban redevelopment projects. Let us briefly review the basic principles guiding the designers of these operations: (a) the desire to redistribute city space in favour of pedestrians and generally in favour of local living, reducing the traffic to a strict minimum (while maintaining capacity for necessities) and stressing crosswise traffic instead of through traffic; (b) the “readability” of the road, aimed at making the functions and practices governing the space in which they are moving visible to road users. resulting in the use of obvious visual cues (city equipment, plants, materials, lighting) and the visual use of buildings and urban layout; (c) the use of development tools. naturally forcing motorists to adapt their speed to the environment, e.g. the interruption of perspectives and straight lines by modifying the layout, changes in road materials and modification of cross-sections, layout of crossroads, use of roundabouts, mixed spaces and designs where sidewalks continue across the roadway, showing the priority given to the pedestrians in certain places and the fact that the site can be crossed from all directions at all times. It is now possible to report the first results of this program. Traffic safety and traffic access conditions The first results are (a) a clear reduction in the number of accidents and their severity-the average annual number of accidents dropped over 60% (all projects combined), as shown in Table 1, even though sometimes a feeling of insecurity persists; (b) average speed and especially excessively high speeds decreased while preserving fluid traffic conditions at moderate speed-in most cases capacity and average driving time were maintained (Table 2); (c) nevertheless, it remains necessary to analyse awareness of access development and how such zones compare with accidents in downstream zones or on other routes. In-depth investigations of these questions are under way. Economic activity and city life Generally, the following results were observed: appropriation of public areas (increased pedestrian traffic); greater comfort and more attractive spaces; and an impact on the economic life of the city (e.g. terraces, shops, renovations of facades). Precise studies are underway concerning the socio-economic impact (local life and commercial activities), which is quite visible in certain operations.
STREET
AREA
DEVELOPMENT
PROSPECT
Generally, the results of the “Safer city” program (as seen to date) are highly positive. Most of the involved partners. especially local officials, recognize that government participation has often proved to be the trigger needed to stimulate local responsibility for these problems and coordination among various partners. However, certain efforts remain necessary to make promotors and local contractors (public corporations) aware and rally them round urban security and development plans and increase the scope of the operations and techniques confirmed by the “Safer city” experiment to the scale of a district or urban zone. Three types of action can be proposed in this respect fitting in with new urban policies: (a) consolidate and codify acquired experience and know-how. increase the technical quality of the services and transfer technical skills to local teams, especially focusing on training local general contractors; (b) make local promoters aware. by means
Safety in urban areas: The French Table
1. Some
examples
ACCIDENTS
of accident
program
41
reduction AFTER
BEFORE
CITY
N
%
N
%
1
AMBRONNAY
6
(7)
0,85
1 (1)
ANDREZIEUX
49
(5)
9,8
3 (2,s)
1,2
ARNAGE
8
(5)
1,6
2 (1)
2
AULNOY-LEZ-V.
20
(5)
4
0
0
BAULE
6
(4)
1,5
1 (3)
0,33
BELMONT
1
(6)
0,7
0
0
BRIGNOLES
12
(4)
3
1 (1)
1
5
1 (3)
0,33
1,5
0
0
28,8
75(5)
15
CHAMBERY
25
(5)
COEX
6
(4)
CORBEIL-ESS~NNES
144(5)
(1)
(1)
(3)
CREMIEU
2
(5)
0,4
0
(5)
0
DOYET
14
(5)
2,8
0
(2)
0
GOLANCOURT
5
(4)
1,25
1 (3)
MANTES-LA-JOLIE
45
(5)
9
3 (1)
3
MORANCEY
17
(5)
3‘4
1 (2)
015
MOULIN-LES-MET2
8
(3)
2,67
2
(3)
0167
MUT’Z IG
8
(5)
1,6
0
(3)
0
PETIT-QUEVILLY
88
(5)
17,6
6 (3)
2
(7)
3,57
5
RENNES
L.GRIMAULD
RENNES
Rte
NANTES
25
0,33
(3)
1,67
12
(5)
2,4
1 (3)
0,33
REZE
19
(5)
3,8
3 (1)
3
RIGNAC
0
(3)
0
2
2
ROMANS
10
(3)
3,33
5
(3)
1,67
ST ANDRE
5
(4)
1,25
0
(1)
0
ST MAXIMIN
16
(4)
4
0
(1)
0
TAVAUX
15
(5)
3
4
(1)
4
(4)
1,25
0
(1)
0
6,36
127
YAINVILLE
5
TOTAL
769
(annual
average)
(1)
2,19
(58)
(121)
number
of
number
of years
accidents
accidents
average
per
year
of promotional actions, of the need to stimulate local initiative and responsiblity, relay government action, and evolve professional practices (multidisciplinary and multi-institutional actions); (c) extend the “Safer City” concept to district size, systematically promoting actions and techniques to moderate traffic, possibly accompanied by regulations (differentiating urban speed limits) and the introduction of new concepts in France (e.g. “30 km” zone or shared priority zones). Thus the new program, “Better Living and Moving in Town,” launched last year by the Interministerial City and Urban Social Development Committee, aims to integrate a “Traffic-Safety Development” plan in the policy governing urban social development. The idea is to tackle towns by an integrated approach of traffic organisation and searching for a better balance and to tackle affected districts by incorporating safety considerations and a better life style in redesigning public spaces.
CITY
-Corbeil
Quint-
_.~_..__ --.
--..-
19%
less
than
50 Km/h
64%
less
than
70 Km/h
17%
less
than
90 Km/h
than
60 Km/h
66% more
1
AFTER
BEFORE
t
57%
less
than
50 Km/h
38%
less
than
70 Km/h
3% less
than
90 Km/h
than
60 Km/h
1. 114%
more
Fonsegrives L __.-Rennes (Grimault)
6% less
than
40 Km/h
69% less
than
40 Km/h
19% less
than
50 Km/h
94% less
than
50 Km/h
53% less
than
60 Km/h
98% less
than
60 Km/h
_.___
Context Arnage is a small city in the suburbs of Ix Mans and has 5.500 inhabitants (Fig. 1). It was crossed by the main road, ParkNantcs. a so called “national road” (highvolume roads not built to motorways standards). A bypass opened in 1983 divided traffic. but also increased considerably the speed of the vehicles on the old main road. The old section crossing the dense part of the town was straight for one mile and designed with a wide carriageway. In spite of the bypass, it carried 13.000 vehicles/day (10% lorries). The traffic was not only dangerous. but it also dramatically cut the urban fabric into two parts that could hardly communicate: the town was losing its identity. Nevertheless, the only possible link between the diffcrcnt districts was the main road where, in the old times, the town-centre ~a\ located. The public corporation decided to conduct ;I plannin, (7 \tudv _ to analyse the effects of the layout and to decide the guidelines for urgently needed improvements. The main goal was to redefine a centre for the city. The chosen means are to: remove the highway image given by the main road and change the design of the layout. control traffic hq’ forcing the driver to pay attention to urban life and by designing improvement\ to reduce speed (narrow the carriageway. to the pedestrian space and break the straight line . . .), and give more importance balance more equally the use of space by all road user categories. The principles of layout included: both entrances of the town arc indicated by a round-about, two transition sections signifying the approach of the centrc arc organized through plantings (high trees as visual signals). entrances into the centre section are symbolized by two small buildings used as bus shelters and looking like gates. and the treatment of the centre consists of a semi-pedestrian area. The layout of the two types of sections includes the following treatments: pedestrianoriented layouts alternate with more traditional treatments prcvonting the drivers from
Safety in urban areas: The French program
relaxing their attention; and in the pedestrian areas there is no difference of level between carriageway and pedestrian pavement, which allows more flexibility for future purposes.
The translation of the principles into design solutions was a time of conflict inside the team. The group was composed of people with very different backgrounds. Road technicians were concerned with the driver’s point of view on one hand; planners embraced the pedestrian’s problems on the other hand. The first group spoke in terms of flows and trajectories; members of the second were concerned about life styles and aesthetics. Concretely, this created conflicts about the width of the carriageway, installation of traffic lights, and the number of parking spaces. Financial problems made it more difficult to reach a consensus. A lot of goodwill and perseverance from all sides was necessary to set up the operation within the time frame.
44
A. FAUKE~~~A.DENEUVILLE
TI-IE BAIN
DE
BRETAGNE
CASE
STUDY
Context
The city of Bain de Bretagne, a community of 5,500 inhabitants, is a part of the economic network of the centre of Brittany. It is located 30 km south of Rennes. It is crossed by some important local roads and a national road linking Brittany to the southwest, leading to Bordeaux (RN 137). The construction of a bypass on RN 137 around Bain de Bretagne created an opportunity to examine and forecast the consequences of the event on the future of the town, especially on urban traffic. One of the main problems was the risk of high speeds due to free flowing new traffic, causing safety problems in the centre of the city. In addition, local officials, although satisfied with the expected improvement in quality of life, were concerned about the possible reduction of commercial activities due to the disappearance of transit traffic. The public corporation decided to undertake an interdisciplinary study led by a team assembled around elected officials and based on an extensive and genuine consultation. The goals were to: improve the quality of life and personalise the environment, enhance safety, reduce speed and noise; adapt the layout to the needs of users, especially of families, children, old people, shopkeepers, markets, schools, and others; enhance community life by creating meeting places; organize lively public spaces (streets, squares, and links between districts) in an innovative way, develop social and cultural life with the aims of improving everyday trips and designing public space as a meeting place for every social category; improve the links between centre and outskirts and integrate users through the atmosphere of the environment and satisfy the wishes of the population for calm, safety, and architectural quality; inform and sensitize users, local officials, and the administration to stimulate wide participation in the design of a new urban framework for everyone. The constitution process During the course of the studies, many visits were paid to other sites, many meetings were organised among elected authorities, and then between officials and representatives of schools, police, and other public organizations. The street layouts were discussed with residents, who were invited to take part in the project. Through these meetings the team tried to orient the final result so that it closely fitted the image expressed by the users. For example, after completion of the first phase of work, the inhabitants asked for changes in some details of the second phase of the project (e.g. shape of the pavement. type of streetlights, organization of parking). During the execution of the second phase, the public corporation opened an office where one of its agents was in charge of the dialogue with the population: explanations were given and claims were heard and answered after examination by the officials and the technical team. More complete information on the program can be found in Vi& plus sure, quartiers sans uccidents,-CETUR, 1990.
24, Ncr. I. ,I,’
THE
3Y-44.
IYY2
0001-4575192 $5.00 + .w 0 1992 Pergamon Press plc
SAFETY IN URBAN AREAS: FRENCH PROGRAM “SAFER ACCIDE,NT-FREE DISTRICTS”
CITY,
and
ANDRE DE NEUVILLE tcchniquc de I‘Cquipement de IQuest. Square Kcnc: Viviani. J-100 Nnntes. France
Ccntrc
Abstract--The proyam. L’ill~~ plus .SI~W. q~/uicr\ TMS rrcrid~nrv, was launched in 19X4. with goals of integrating motorucd trallic into urban cnvironmcnts with due regard to local participation and awxcness. l‘hc inirlal results show a drop in accidents of approximately 60% a decrease in awrage speed\. ,~nd an especially Cgnificant drop in excessively high speeds.
The importance of the car trips due to the multiplication of social and cultural activities and to planning of zoning that prevailed at the time of urban development in France creates hazardous roads in the towns. Conflicts worsen. especially in areas where roads support both through traffic and increasing local traffic and where the usual solution of flow segregation appears impossible. Two different situations. which represent considerable inconvenience for users have to be examined at the local level. On one hand. “objective” safety of the inhabitants is a problem that can be measured according to the accident rate or, when the statistical sample is not representative. by speed as an intermediary indicator. On the other hand, “subjective” danger (e.g. a feeling of danger) must be considered. It is sometimes produced by the real danger associated with traffic. but often by rejection of the poor quality of the environment focused on traffic and speed, which cause noise and pollution. In this case, the problem is revealed through the practice of participation, e.g. the actions of the users’ associations. letters sent to the elected officials. Understanding the process will be possible through interviews and observation of behaviour. In fact. it is difficult to dissociate the two types of situation. It is necessary to improve the quality of the environment to make the inhabitants feel more comfortable, but also to influence driving styles and induce users to share public space more peacefully. It seems to be possible to reduce speed through the design and quality of the road layout. A two-year French government program carried out by the Urban Transport Study Center (CETUR) enabled the testing of some hypotheses on user behaviour both for really dangerous sites and for subjectively unsafe ones.
PRINCIPLES
OF THE
PKOGKALI,
“SAFER
CITY,
ACCIDENT-FREE
DISTRICT”
Launched in I984 under the aegis of the Interministerial City Committee, the purpose of the program “Safer city. accident-free districts” was to show: (a) that it must be possible to reorganize the coexistence of the people and vehicles using a city and that motorozied traffic needs to be better integrated into city life; (b) that the motorist can be persuaded to adopt “urban behaviour“ by underscoring the quality and atmosphere of the environment through which he passes; (c) that high local awareness and multidisciplinary work will lead to innovative urban solutions and better understanding of developments; and (d) that such developments are capable of encouraging local growth. During a first experimental phase lasting three years (1984-1986), this program helped local public corporations to work out and execute innovative development proj-
40
A. FALJW
AND
A. DE N~:WI.II
ects at the district level simultaneously improving safety and life styles. Fifty-six projects were sponsored, of which 40 have been completed to date, divided more or less equally between large urban roads and thoroughfares. The first phase was financed through a government grant of 60 million francs, while local public corporations contributed 80 million francs. In 1987, this program entered a second evaluation and enhancement phase, characterized by the end of experimental financing and the desire to introduce this type of approach in all urban redevelopment projects. Let us briefly review the basic principles guiding the designers of these operations: (a) the desire to redistribute city space in favour of pedestrians and generally in favour of local living, reducing the traffic to a strict minimum (while maintaining capacity for necessities) and stressing crosswise traffic instead of through traffic; (b) the “readability” of the road, aimed at making the functions and practices governing the space in which they are moving visible to road users. resulting in the use of obvious visual cues (city equipment, plants, materials, lighting) and the visual use of buildings and urban layout; (c) the use of development tools. naturally forcing motorists to adapt their speed to the environment, e.g. the interruption of perspectives and straight lines by modifying the layout, changes in road materials and modification of cross-sections, layout of crossroads, use of roundabouts, mixed spaces and designs where sidewalks continue across the roadway, showing the priority given to the pedestrians in certain places and the fact that the site can be crossed from all directions at all times. It is now possible to report the first results of this program. Traffic safety and traffic access conditions The first results are (a) a clear reduction in the number of accidents and their severity-the average annual number of accidents dropped over 60% (all projects combined), as shown in Table 1, even though sometimes a feeling of insecurity persists; (b) average speed and especially excessively high speeds decreased while preserving fluid traffic conditions at moderate speed-in most cases capacity and average driving time were maintained (Table 2); (c) nevertheless, it remains necessary to analyse awareness of access development and how such zones compare with accidents in downstream zones or on other routes. In-depth investigations of these questions are under way. Economic activity and city life Generally, the following results were observed: appropriation of public areas (increased pedestrian traffic); greater comfort and more attractive spaces; and an impact on the economic life of the city (e.g. terraces, shops, renovations of facades). Precise studies are underway concerning the socio-economic impact (local life and commercial activities), which is quite visible in certain operations.
STREET
AREA
DEVELOPMENT
PROSPECT
Generally, the results of the “Safer city” program (as seen to date) are highly positive. Most of the involved partners. especially local officials, recognize that government participation has often proved to be the trigger needed to stimulate local responsibility for these problems and coordination among various partners. However, certain efforts remain necessary to make promotors and local contractors (public corporations) aware and rally them round urban security and development plans and increase the scope of the operations and techniques confirmed by the “Safer city” experiment to the scale of a district or urban zone. Three types of action can be proposed in this respect fitting in with new urban policies: (a) consolidate and codify acquired experience and know-how. increase the technical quality of the services and transfer technical skills to local teams, especially focusing on training local general contractors; (b) make local promoters aware. by means
Safety in urban areas: The French Table
1. Some
examples
ACCIDENTS
of accident
program
41
reduction AFTER
BEFORE
CITY
N
%
N
%
1
AMBRONNAY
6
(7)
0,85
1 (1)
ANDREZIEUX
49
(5)
9,8
3 (2,s)
1,2
ARNAGE
8
(5)
1,6
2 (1)
2
AULNOY-LEZ-V.
20
(5)
4
0
0
BAULE
6
(4)
1,5
1 (3)
0,33
BELMONT
1
(6)
0,7
0
0
BRIGNOLES
12
(4)
3
1 (1)
1
5
1 (3)
0,33
1,5
0
0
28,8
75(5)
15
CHAMBERY
25
(5)
COEX
6
(4)
CORBEIL-ESS~NNES
144(5)
(1)
(1)
(3)
CREMIEU
2
(5)
0,4
0
(5)
0
DOYET
14
(5)
2,8
0
(2)
0
GOLANCOURT
5
(4)
1,25
1 (3)
MANTES-LA-JOLIE
45
(5)
9
3 (1)
3
MORANCEY
17
(5)
3‘4
1 (2)
015
MOULIN-LES-MET2
8
(3)
2,67
2
(3)
0167
MUT’Z IG
8
(5)
1,6
0
(3)
0
PETIT-QUEVILLY
88
(5)
17,6
6 (3)
2
(7)
3,57
5
RENNES
L.GRIMAULD
RENNES
Rte
NANTES
25
0,33
(3)
1,67
12
(5)
2,4
1 (3)
0,33
REZE
19
(5)
3,8
3 (1)
3
RIGNAC
0
(3)
0
2
2
ROMANS
10
(3)
3,33
5
(3)
1,67
ST ANDRE
5
(4)
1,25
0
(1)
0
ST MAXIMIN
16
(4)
4
0
(1)
0
TAVAUX
15
(5)
3
4
(1)
4
(4)
1,25
0
(1)
0
6,36
127
YAINVILLE
5
TOTAL
769
(annual
average)
(1)
2,19
(58)
(121)
number
of
number
of years
accidents
accidents
average
per
year
of promotional actions, of the need to stimulate local initiative and responsiblity, relay government action, and evolve professional practices (multidisciplinary and multi-institutional actions); (c) extend the “Safer City” concept to district size, systematically promoting actions and techniques to moderate traffic, possibly accompanied by regulations (differentiating urban speed limits) and the introduction of new concepts in France (e.g. “30 km” zone or shared priority zones). Thus the new program, “Better Living and Moving in Town,” launched last year by the Interministerial City and Urban Social Development Committee, aims to integrate a “Traffic-Safety Development” plan in the policy governing urban social development. The idea is to tackle towns by an integrated approach of traffic organisation and searching for a better balance and to tackle affected districts by incorporating safety considerations and a better life style in redesigning public spaces.
CITY
-Corbeil
Quint-
_.~_..__ --.
--..-
19%
less
than
50 Km/h
64%
less
than
70 Km/h
17%
less
than
90 Km/h
than
60 Km/h
66% more
1
AFTER
BEFORE
t
57%
less
than
50 Km/h
38%
less
than
70 Km/h
3% less
than
90 Km/h
than
60 Km/h
1. 114%
more
Fonsegrives L __.-Rennes (Grimault)
6% less
than
40 Km/h
69% less
than
40 Km/h
19% less
than
50 Km/h
94% less
than
50 Km/h
53% less
than
60 Km/h
98% less
than
60 Km/h
_.___
Context Arnage is a small city in the suburbs of Ix Mans and has 5.500 inhabitants (Fig. 1). It was crossed by the main road, ParkNantcs. a so called “national road” (highvolume roads not built to motorways standards). A bypass opened in 1983 divided traffic. but also increased considerably the speed of the vehicles on the old main road. The old section crossing the dense part of the town was straight for one mile and designed with a wide carriageway. In spite of the bypass, it carried 13.000 vehicles/day (10% lorries). The traffic was not only dangerous. but it also dramatically cut the urban fabric into two parts that could hardly communicate: the town was losing its identity. Nevertheless, the only possible link between the diffcrcnt districts was the main road where, in the old times, the town-centre ~a\ located. The public corporation decided to conduct ;I plannin, (7 \tudv _ to analyse the effects of the layout and to decide the guidelines for urgently needed improvements. The main goal was to redefine a centre for the city. The chosen means are to: remove the highway image given by the main road and change the design of the layout. control traffic hq’ forcing the driver to pay attention to urban life and by designing improvement\ to reduce speed (narrow the carriageway. to the pedestrian space and break the straight line . . .), and give more importance balance more equally the use of space by all road user categories. The principles of layout included: both entrances of the town arc indicated by a round-about, two transition sections signifying the approach of the centrc arc organized through plantings (high trees as visual signals). entrances into the centre section are symbolized by two small buildings used as bus shelters and looking like gates. and the treatment of the centre consists of a semi-pedestrian area. The layout of the two types of sections includes the following treatments: pedestrianoriented layouts alternate with more traditional treatments prcvonting the drivers from
Safety in urban areas: The French program
relaxing their attention; and in the pedestrian areas there is no difference of level between carriageway and pedestrian pavement, which allows more flexibility for future purposes.
The translation of the principles into design solutions was a time of conflict inside the team. The group was composed of people with very different backgrounds. Road technicians were concerned with the driver’s point of view on one hand; planners embraced the pedestrian’s problems on the other hand. The first group spoke in terms of flows and trajectories; members of the second were concerned about life styles and aesthetics. Concretely, this created conflicts about the width of the carriageway, installation of traffic lights, and the number of parking spaces. Financial problems made it more difficult to reach a consensus. A lot of goodwill and perseverance from all sides was necessary to set up the operation within the time frame.
44
A. FAUKE~~~A.DENEUVILLE
TI-IE BAIN
DE
BRETAGNE
CASE
STUDY
Context
The city of Bain de Bretagne, a community of 5,500 inhabitants, is a part of the economic network of the centre of Brittany. It is located 30 km south of Rennes. It is crossed by some important local roads and a national road linking Brittany to the southwest, leading to Bordeaux (RN 137). The construction of a bypass on RN 137 around Bain de Bretagne created an opportunity to examine and forecast the consequences of the event on the future of the town, especially on urban traffic. One of the main problems was the risk of high speeds due to free flowing new traffic, causing safety problems in the centre of the city. In addition, local officials, although satisfied with the expected improvement in quality of life, were concerned about the possible reduction of commercial activities due to the disappearance of transit traffic. The public corporation decided to undertake an interdisciplinary study led by a team assembled around elected officials and based on an extensive and genuine consultation. The goals were to: improve the quality of life and personalise the environment, enhance safety, reduce speed and noise; adapt the layout to the needs of users, especially of families, children, old people, shopkeepers, markets, schools, and others; enhance community life by creating meeting places; organize lively public spaces (streets, squares, and links between districts) in an innovative way, develop social and cultural life with the aims of improving everyday trips and designing public space as a meeting place for every social category; improve the links between centre and outskirts and integrate users through the atmosphere of the environment and satisfy the wishes of the population for calm, safety, and architectural quality; inform and sensitize users, local officials, and the administration to stimulate wide participation in the design of a new urban framework for everyone. The constitution process During the course of the studies, many visits were paid to other sites, many meetings were organised among elected authorities, and then between officials and representatives of schools, police, and other public organizations. The street layouts were discussed with residents, who were invited to take part in the project. Through these meetings the team tried to orient the final result so that it closely fitted the image expressed by the users. For example, after completion of the first phase of work, the inhabitants asked for changes in some details of the second phase of the project (e.g. shape of the pavement. type of streetlights, organization of parking). During the execution of the second phase, the public corporation opened an office where one of its agents was in charge of the dialogue with the population: explanations were given and claims were heard and answered after examination by the officials and the technical team. More complete information on the program can be found in Vi& plus sure, quartiers sans uccidents,-CETUR, 1990.