More than a thousand pedestrians and cyclists were killed or seriously injured in a collision with a vehicle, between 2012 and 2020 in Montreal. According to the analysis of To have to, two out of three accidents occurred at an intersection. Our interactive map is a gem that allows us to understand the extent of the problem and take the necessary measures to ensure the safety of the most vulnerable road users.
As part of her analysis, our journalist Laurianne Croteau also identified the six most dangerous intersections in Montreal. The regulars of these places, which total 25 serious collisions and 4 fatal collisions, will not be so surprised by the composition of the “top six”. These are busy places, where cohabitation between motorists, pedestrians and cyclists is not optimal.
The detailed analysis allows us to measure the extent of the challenges in terms of the development of active transportation. Axes like Henri-Bourassa and Acadia are poems to the glory of human stupidity. Beware of pedestrians who dare to cross this eight-lane intersection, separated by narrow medians that offer no refuge island for slow-moving pedestrians. This intersection is the very example of a suburban town designed and designed for large tanks. But in other cases, mistakes in the design of arrangements made with good intentions are the cause. This is the case with the cycle path that runs along rue Notre-Dame, near Frontenac. Motorists turning north should avoid pedestrians and cyclists arriving from both sides of Notre Dame, a street partially obstructed by trees.
We could add the examples to infinity, but that is not the point. The important thing is to remedy the situation. In Montreal, the Plante administration adopted a “Vision zero” plan in 2018, aimed at achieving a perfect death toll and serious injuries on the roads of the metropolis by 2040. C ‘ is an ambitious objective, to which the Minister responsible for the Metropolis, Chantal Rouleau immediately subscribed. The latter also announced on Monday spending of $ 1.9 million to improve road safety and help road victims in the Montreal region.
The $ 250,000 grant to Piétons Québec to carry out awareness-raising activities in municipalities is particularly welcome. Our survey shows that it is more risky to travel on foot than by bike in Montreal, a city where there are still parks and streets without sidewalks. Year after year, 16 pedestrians die following a collision with a vehicle. It is an unacceptable situation.
Over the years, cyclists have benefited from an organized and talkative pressure group, Vélo Québec, to advance their interests, increase the supply of bike paths and improve the safety of fans of the little queen. Without taking anything away from cyclists, we are forced to admit that the interests of pedestrians, the most fragile users of the road, have often fallen between the cracks of the sidewalk. Piétons Québec could play a role similar to Vélo Québec and change the debate on pedestrian safety.
The Vision Zero goal is ambitious, but necessary. In Montreal, someone is killed or seriously injured on the road every 41 hours. Half of the pedestrians killed are aged 65 and over. The combination of the aging of the population and the increase in the vehicle fleet since the start of the pandemic calls for increased vigilance.
After a lull in 2019 (no deaths) and 2020 (1 death), cyclists are experiencing a dark year in 2021 with 6 deaths, the worst toll in 12 years. It is for the safety of both pedestrians and cyclists that intersections and cycle paths must therefore be redeveloped, which bear the brunt of their age. But this is not the only ingredient for success.
In Montreal, heavy trucks represent 4% of vehicles on the road, but they are involved in 47% of cyclist deaths and 32% of pedestrian deaths that occurred between 2011 and 2019, according to Vélo Québec estimates. The Plante administration’s efforts to reduce the circulation of behemoths in the streets of Montreal are therefore welcome. They will require time, the construction of distribution centers from which smaller vehicles would take over. This is the bet attempted with the Colibri pilot project, which allows the delivery of packages with electric bicycles or less massive vehicles.
The Vision Zero objective finally goes beyond the geographic limits of Montreal. It is also recommended by the Ministry of Transport and the Sûreté du Québec. The more institutions that care about the safety of cyclists and pedestrians, the greater the likelihood of achieving Vision Zero. It will not be enough to modernize the infrastructure to achieve the objective, it will be necessary to change the mentalities of those who have their hands on the wheel and their feet on the accelerator.