{"id":5107,"date":"2024-11-05T00:28:03","date_gmt":"2024-11-04T13:28:03","guid":{"rendered":"https:\/\/wordpress.temp.irap-dev.org\/irap-for-environmental-impact-assessment-and-the-rickmans-green-village-case-study\/"},"modified":"2024-11-05T00:28:03","modified_gmt":"2024-11-04T13:28:03","slug":"irap-for-environmental-impact-assessment-and-the-rickmans-green-village-case-study","status":"publish","type":"post","link":"https:\/\/irap.org\/fr\/irap-for-environmental-impact-assessment-and-the-rickmans-green-village-case-study\/","title":{"rendered":"iRAP pour l'\u00e9valuation d'impact environnemental et l'\u00e9tude de cas du village vert de Rickman"},"content":{"rendered":"

L'Institut britannique de gestion et d'\u00e9valuation environnementales (IEMA) propose depuis plus de 30 ans des lignes directrices pour l'\u00e9valuation de l'impact environnemental du trafic et des d\u00e9placements, et une mise \u00e0 jour des lignes directrices de 2023 recommande l'utilisation des cotes iRAP Star Ratings ou similaires pour l'application du syst\u00e8me Safe System.<\/p>\n

De nouvelles directives encouragent l'\u00e9valuation proactive de la s\u00e9curit\u00e9 routi\u00e8re<\/strong><\/h3>\n

Publi\u00e9 initialement en 1993 et mis \u00e0 jour en 2023, le Lignes directrices de l'IEMA pour l'\u00e9valuation environnementale du trafic et de la circulation<\/a>\u00a0ce document fournit aux professionnels des conseils sur les meilleures pratiques \u00e0 suivre pour r\u00e9aliser l'\u00e9valuation r\u00e9glementaire et non r\u00e9glementaire des impacts sur la circulation et les d\u00e9placements pour une gamme de projets de d\u00e9veloppement, en s'appuyant sur les enseignements tir\u00e9s de plus de 30 ans d'exp\u00e9rience.<\/p>\n

Outre les conseils en mati\u00e8re de circulation et de d\u00e9placement, des avis d'experts sont fournis sur des indicateurs connexes tels que la qualit\u00e9 de l'air, le bruit, les vibrations, la sant\u00e9, le paysage, la biodiversit\u00e9, le patrimoine culturel, le climat et les gaz \u00e0 effet de serre, ainsi que la s\u00e9curit\u00e9 routi\u00e8re.<\/p>\n

Les lignes directrices de 1993 pr\u00e9conisaient le calcul des taux d'accidents de la route comme une approximation du potentiel d'impacts sur la s\u00e9curit\u00e9 routi\u00e8re, de collisions et de changements dans les flux et la composition du trafic.<\/p>\n

Les limites de cette approche traditionnelle de la s\u00e9curit\u00e9 routi\u00e8re dans le processus de planification incluent, par exemple, le constat, par une \u00e9valuation, de l'absence d'accidents recens\u00e9s sur une p\u00e9riode de cinq ans aux abords d'un site de construction projet\u00e9. Si le nombre d'accidents enregistr\u00e9s dans la zone d'\u00e9tude est faible, on en conclut souvent \u00e0 l'absence de probl\u00e8mes de s\u00e9curit\u00e9 routi\u00e8re significatifs susceptibles d'\u00eatre aggrav\u00e9s par le nouveau projet. Or, les accidents pass\u00e9s, \u00e0 eux seuls, ne permettent pas de pr\u00e9dire avec pr\u00e9cision les accidents futurs, qui peuvent \u00eatre, par nature, al\u00e9atoires. Ce ph\u00e9nom\u00e8ne est accentu\u00e9 par le fait qu'un nouveau projet peut entra\u00eener une augmentation du volume de trafic et, par cons\u00e9quent, du nombre de pi\u00e9tons et de cyclistes.<\/p>\n

La mise \u00e0 jour des lignes directrices de 2023 recommande d\u00e9sormais une \u00e9valuation proactive de la s\u00e9curit\u00e9 routi\u00e8re pour r\u00e9pondre aux exigences du syst\u00e8me de s\u00e9curit\u00e9, par exemple en utilisant la m\u00e9thodologie de notation par \u00e9toiles iRAP.<\/p>\n

\u00c9valuation par \u00e9toiles<\/a> Les \u00e9toiles constituent une mesure objective du niveau de s\u00e9curit\u00e9 intrins\u00e8que d'une route pour les occupants de v\u00e9hicules, les motocyclistes, les cyclistes et les pi\u00e9tons. Les routes \u00e0 une \u00e9toile pr\u00e9sentent le risque le plus \u00e9lev\u00e9, tandis que celles \u00e0 cinq \u00e9toiles pr\u00e9sentent le risque le plus faible. Ce syst\u00e8me de notation peut \u00eatre \u00e9tabli sans recourir \u00e0 des donn\u00e9es d\u00e9taill\u00e9es sur les accidents.<\/p>\n

Les recommandations pr\u00e9conisent une mod\u00e9lisation de la s\u00e9curit\u00e9 routi\u00e8re fond\u00e9e sur des donn\u00e9es probantes. Cela permet d'\u00e9tablir une mesure de r\u00e9f\u00e9rence de la s\u00e9curit\u00e9 routi\u00e8re (avant tout am\u00e9nagement), incluant les sc\u00e9narios d'am\u00e9nagement propos\u00e9s et un sc\u00e9nario int\u00e9grant des mesures d'att\u00e9nuation des risques.<\/p>\n

Les \u00e9valuations d'impact finales peuvent \u00e9galement pr\u00e9senter la r\u00e9duction annuelle estim\u00e9e des blessures mortelles et graves (BMG) qui pourrait \u00eatre obtenue gr\u00e2ce au d\u00e9veloppement propos\u00e9.<\/p>\n

Les lignes directrices de l'IEMA devraient \u00eatre utilis\u00e9es par les praticiens de l'EIE travaillant sur des projets en Angleterre, au Pays de Galles, en \u00c9cosse et en Irlande du Nord, et seront \u00e9galement utiles \u00e0 de nombreux praticiens internationaux, en particulier ceux qui appliquent la directive EIE.<\/p>\n

T\u00e9l\u00e9chargez le guide de l'IEMA<\/a><\/p>\n

<\/h3>\n

L\u2019influence positive des \u00e9valuations iRAP sur la planification du d\u00e9veloppement\u00a0: une \u00e9tude de cas<\/strong><\/h3>\n

Au Royaume-Uni, tout nouveau projet de construction ou d'infrastructure doit se soumettre \u00e0 une proc\u00e9dure d'urbanisme rigoureuse. Celle-ci implique le d\u00e9p\u00f4t de demandes de permis de construire et le respect de la r\u00e9glementation relative \u00e0 l'\u00e9valuation d'impact environnemental (EIE). Les documents cl\u00e9s de cette proc\u00e9dure comprennent\u00a0: D\u00e9claration de transport<\/em> ou \u00c9valuation des transports<\/em> et le Transport et mouvement <\/em>chapitre du rapport d'\u00e9valuation d'impact environnemental. L'objectif principal de ces documents est d'att\u00e9nuer les impacts sur les transports, en veillant \u00e0 ce que les nouveaux am\u00e9nagements n'affectent pas n\u00e9gativement le r\u00e9seau de transport existant.<\/p>\n

Align\u00e9 sur 2023 Directive de l'IEMA<\/a>, S\u2019appuyant sur l\u2019approche Safe System, la m\u00e9thodologie iRAP a \u00e9t\u00e9 int\u00e9gr\u00e9e \u00e0 l\u2019\u00e9valuation d\u2019impact environnemental du projet Rickman\u2019s Green Village afin de garantir que les routes associ\u00e9es \u00e0 ce nouveau d\u00e9veloppement seront s\u00fbres pour tous les usagers de la route d\u00e8s le d\u00e9part.<\/p>\n

\u00c9tude de cas du village vert de Rickman<\/strong>
\n\"Rickman's<\/p>\n

Cr\u00e9dit photo : HLM Architects<\/em><\/p>\n

En 2022, Royal HaskoningDHV<\/a> La soci\u00e9t\u00e9 a \u00e9t\u00e9 mandat\u00e9e par Artemis Land and Agriculture Limited (\u201c\u00a0Artemis\u00a0\u201d) pour fournir des conseils en mati\u00e8re de voirie et de transport concernant le projet Rickman's Green Village, situ\u00e9 dans le district de Chichester, dans le West Sussex. Rickman's Green Village est un projet d'am\u00e9nagement visant \u00e0 agrandir une exploitation agricole pour y inclure des bureaux, des commerces, une \u00e9cole primaire et 600 logements dans un cadre rural. Le client souhaitait un d\u00e9veloppement durable et \u00e9tait ouvert aux solutions innovantes.<\/p>\n

Afin de parvenir \u00e0 une \u00e9valuation plus proactive et exhaustive des risques li\u00e9s \u00e0 la s\u00e9curit\u00e9 routi\u00e8re, Royal HaskoningDHV a appliqu\u00e9 la m\u00e9thodologie d'\u00e9valuation de la s\u00e9curit\u00e9 routi\u00e8re iRAP, plut\u00f4t que de se fier uniquement aux donn\u00e9es historiques sur les accidents. Le syst\u00e8me de notation par \u00e9toiles a permis de pr\u00e9voir les impacts sur la s\u00e9curit\u00e9 routi\u00e8re (en termes de nombre d'accidents mortels et graves) des modifications d'am\u00e9nagement du territoire, des routes et de l'augmentation du trafic.<\/p>\n

Le processus de planification du projet Rickman's Green Village a adopt\u00e9 la strat\u00e9gie \u201c\u00a0D\u00e9cider et Fournir\u00a0\u201d afin d'estimer les niveaux de trafic et d'\u00e9valuer l'impact op\u00e9rationnel sur chaque intersection, avec 30 nouveaux d\u00e9placements. Cette approche a pris en compte la s\u00e9curit\u00e9 routi\u00e8re en s'appuyant sur les principes du syst\u00e8me s\u00fbr et une m\u00e9thodologie fond\u00e9e sur des donn\u00e9es probantes.<\/p>\n

 <\/p>\n

M\u00e9thodologie de l'\u00e9tude<\/strong><\/p>\n

La zone d'\u00e9tude principale pour la s\u00e9curit\u00e9 routi\u00e8re a \u00e9t\u00e9 d\u00e9finie, et les intersections hors site susceptibles de poser des probl\u00e8mes de capacit\u00e9 ont \u00e9t\u00e9 identifi\u00e9es. Une analyse r\u00e9trospective des accidents a \u00e9t\u00e9 men\u00e9e afin d'identifier les tendances et de d\u00e9terminer comment le projet pourrait y rem\u00e9dier de mani\u00e8re proportionn\u00e9e.<\/p>\n

 
\n\u00c9valuation par \u00e9toiles de base<\/strong><\/p>\n

Une \u00e9valuation initiale a \u00e9t\u00e9 r\u00e9alis\u00e9e selon la m\u00e9thodologie d'\u00e9valuation par \u00e9toiles iRAP. Celle-ci consistait en une \u00e9valuation quantitative de la s\u00e9curit\u00e9 routi\u00e8re pour diff\u00e9rents types d'usagers \u2013 occupants de v\u00e9hicules, motocyclistes, pi\u00e9tons et cyclistes \u2013 sur divers tron\u00e7ons et intersections. L'\u00e9valuation initiale a r\u00e9v\u00e9l\u00e9 des niveaux de s\u00e9curit\u00e9 insuffisants (1 et 2 \u00e9toiles) pour tous les usagers.
\nPr\u00e9visions de notation par \u00e9toiles (bas\u00e9es sur les am\u00e9liorations propos\u00e9es)<\/strong><\/p>\n

\u00c0 partir de l'\u00e9valuation initiale, des am\u00e9liorations ont \u00e9t\u00e9 propos\u00e9es et test\u00e9es. L'impact de ces am\u00e9liorations a ensuite \u00e9t\u00e9 \u00e9valu\u00e9 apr\u00e8s leur mise en \u0153uvre, en tenant compte des mesures d'att\u00e9nuation visant \u00e0 renforcer la s\u00e9curit\u00e9 routi\u00e8re. Les pr\u00e9visions de notation, bas\u00e9es sur les am\u00e9liorations propos\u00e9es, indiquent que des niveaux de s\u00e9curit\u00e9 de 4 et 5 \u00e9toiles pourraient \u00eatre atteints pour tous les usagers de la route.
\n\"Core\"Core\"ForecastCr\u00e9dit photo : Royal HaskoningDHV\u00a0<\/em><\/p>\n

Pr\u00e9visions de la zone d'\u00e9tude principale, \u00e9valuation des transports et approche d'\u00e9valuation d'impact environnemental<\/strong><\/p>\n

Des pr\u00e9visions ont \u00e9t\u00e9 \u00e9tablies pour la zone d'\u00e9tude principale, en tenant compte des donn\u00e9es de r\u00e9f\u00e9rence et des changements attendus li\u00e9s au d\u00e9veloppement. Ces pr\u00e9visions ont notamment consist\u00e9 \u00e0 calculer la signification des variations du risque routier, \u00e0 \u00e9valuer la sensibilit\u00e9 et l'ampleur des impacts sur la s\u00e9curit\u00e9 routi\u00e8re et \u00e0 identifier les am\u00e9liorations sp\u00e9cifiques \u00e0 apporter.<\/p>\n

L'\u00e9valuation des transports a consist\u00e9 \u00e0 d\u00e9finir une zone d'\u00e9tude en fonction des impacts pr\u00e9visibles sur la marche, le v\u00e9lo, les transports en commun et l'\u00e9quitation. Des zones plus \u00e9loign\u00e9es ont \u00e9t\u00e9 envisag\u00e9es pour les am\u00e9liorations routi\u00e8res n\u00e9cessaires, \u00e0 titre d'att\u00e9nuation. L'approche de l'\u00e9tude d'impact environnemental (EIE) a utilis\u00e9 des donn\u00e9es historiques sur les accidents pour \u00e9tablir une situation de r\u00e9f\u00e9rence et a \u00e9valu\u00e9 les effets de l'augmentation du trafic li\u00e9e au d\u00e9veloppement sur tous les usagers de la route.<\/p>\n

L'\u00e9valuation finale de l'impact a calcul\u00e9 les changements dans les niveaux de s\u00e9curit\u00e9 routi\u00e8re, en estimant la r\u00e9duction annuelle des d\u00e9c\u00e8s et des blessures graves (FSI), effectu\u00e9e par le biais de changements proportionnels dans les FSI et les dangers en bord de route.<\/p>\n

Conclusion<\/strong><\/p>\n

L'int\u00e9gration de la m\u00e9thode iRAP dans le processus de planification du projet Rickman's Green Village a d\u00e9montr\u00e9 la robustesse d'une m\u00e9thodologie permettant d'am\u00e9liorer la s\u00e9curit\u00e9 routi\u00e8re dans les nouveaux am\u00e9nagements. Cette approche a mis en \u00e9vidence la n\u00e9cessit\u00e9 d'\u00e9valuations objectives et fond\u00e9es sur des donn\u00e9es probantes, ainsi que l'importance de prendre en compte la s\u00e9curit\u00e9 routi\u00e8re d\u00e8s le d\u00e9but du processus de planification. Cette \u00e9tude de cas souligne le potentiel de la m\u00e9thode iRAP et de m\u00e9thodologies similaires pour impulser des changements progressifs et positifs en mati\u00e8re de s\u00e9curit\u00e9 routi\u00e8re dans le cadre de la planification du d\u00e9veloppement, au Royaume-Uni et ailleurs.<\/p>\n

Les outils du iRAP facilitent les \u00e9valuations de s\u00e9curit\u00e9 pour tous les usagers de la route, y compris les pi\u00e9tons et les cyclistes, et soutiennent la mobilit\u00e9 active, les transports \u00e0 faibles \u00e9missions de carbone et la r\u00e9silience climatique pour les populations et la plan\u00e8te. Le iRAP accompagne ses partenaires dans la mise en \u0153uvre du Plan mondial pour la D\u00e9cennie d\u2019action pour la s\u00e9curit\u00e9 routi\u00e8re 2021-2030 et contribue \u00e0 l\u2019avancement du Programme de mobilit\u00e9 durable \u00e0 l\u2019horizon 2030.<\/p>\n

Soutien aux \u00e9valuations IEMA<\/strong><\/p>\n

Pour obtenir de l'aide et des informations sur l'application des recommandations de l'IEMA, veuillez contacter Suzy Charman, directrice g\u00e9n\u00e9rale de la Road Safety Foundation, par courriel. suzy.charman@roadsafetyfoundation.org<\/a><\/p>\n

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The UK\u2019s Institute of Environmental Management and Assessment (IEMA) has offered guidance for the environmental impact assessment of traffic and movement for over 30 years, and a 2023 Guideline update recommends using iRAP Star Ratings or similar for Safe System application. 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