In a move that’s already sparking heated debate across France, Louis Sarkozy, son of former French President Nicolas Sarkozy, has proposed a radical overhaul of the country’s road safety system: the removal of traffic lights, white lines, and road signs. Speaking on RMC on December 3, 2025, Sarkozy argued that the current system infantilizes drivers and that greater personal responsibility—not more rules—will ultimately make roads safer. His vision draws inspiration from the so-called 'naked roads' model pioneered in the Netherlands, where minimal signage and shared spaces are designed to foster attention and cooperation among all road users.
This bold idea didn’t emerge in a vacuum. According to a recent study by the Fondation Vinci Autoroutes, a staggering 95% of French road users say they fear the behavior of others on the road. The survey, which polled 12,000 Europeans (including 2,400 French participants), revealed some worrying trends: 67% of drivers, 70% of pedestrians, and 40% of regular cyclists admitted to running red lights. The use of mobile phones while driving is also widespread. For Sarkozy, these statistics point to a deeper problem. As he put it, "What kills motorists is assistance. We must return full responsibility for driving to the citizen, instead of delegating it entirely to the Highway Code." (RMC)
But what exactly are 'naked roads'? The concept isn’t new. It was developed by Dutch engineer Hans Monderman, who theorized 'shared spaces'—urban areas where cars, cyclists, and pedestrians coexist without strict separation or a forest of signs. Instead of relying on signals and road markings, these environments encourage users to slow down, make eye contact, and negotiate their way through intersections and crossings. Monderman described his method succinctly in a 2005 interview with Der Spiegel: "People no longer know exactly what they should do. They then seek eye contact. As soon as it exists, there is no more problem."
Louis Sarkozy is convinced that this model can work in France. He pointed to the Dutch city of Drachten, where the main intersection was transformed into a vast shared space with no traffic lights or signs. The results, he claims, were dramatic: the number of serious accidents dropped from eight per year to just one. "When there is no sidewalk, no red light, no white line, everyone pays more attention," Sarkozy told French media, echoing Monderman’s philosophy. "When you treat the French like adults and free individuals, they return that trust to you."
The Dutch experience isn’t isolated. Other cities have experimented with similar approaches. In Makkinga (Netherlands), Bohmte (Germany), and Poynton (UK), authorities removed most road signs and markings, creating continuous surfaces and encouraging direct interaction between users. According to a December 5, 2025, analysis by Franceinfo, these experiments typically resulted in speed reductions of 20 to 30 km/h, smoother traffic flow (since there were fewer stops at red lights), and fewer or less severe accidents—especially in dense, slow-moving urban areas.
There’s a certain logic to the model. The 'naked road' principle is simple: the less prescriptive the environment, the more users slow down and interact, which in theory reduces accidents. Monderman’s early experiments were born out of necessity. In a Dutch village plagued by speeding, he removed obstacles and markings simply because there wasn’t enough money to maintain them. To his surprise, average speeds halved. This experience became the foundation for his approach, which favors a kind of 'constructive uncertainty'—people drive more carefully when they aren’t told exactly what to do every moment.
Yet, the model isn’t without its critics. The reliance on eye contact and negotiation can pose serious challenges for vulnerable groups, especially the visually impaired and the elderly. In fact, associations representing these users have voiced strong opposition to the idea. In the UK, a 2018 moratorium paused further 'shared space' projects that eliminated sidewalks and tactile markers, following concerns that the system excluded those unable to see or react quickly. As Franceinfo notes, the current doctrine is more cautious: the trend is toward 'calmed streets' with reduced signage, but not its wholesale elimination, and with safeguards for vulnerable users still in place.
Experts also warn that the success of 'naked roads' depends on a very specific set of conditions: low speeds, careful urban design, and a culture where right-of-way and negotiation are widely understood and respected. The data from European experiments is promising, but far from uniform—results vary, and the model’s effectiveness drops sharply when traffic is too fast or too dense. As the Franceinfo analysis cautions, "Hans Monderman’s work in no way justifies a massive and uniform removal of signage. Successful experiences rely on precise urban design, very low speeds, and a cultural framework where right-of-way and negotiation are integrated."
Louis Sarkozy himself acknowledges these limitations. He admits that 'naked roads' are "less effective for visually impaired or very elderly people" and suggests that France should start small—perhaps with pilot projects in selected neighborhoods—before considering wider adoption. "Let’s start small and see what happens," he proposed on RMC. His argument is that, overall, the benefits outweigh the drawbacks: "When you empower people, they naturally become slower, more attentive… and more generous with each other."
Still, the idea of removing the familiar framework of road signs and signals will strike many as radical, even risky. France’s roads are already a source of anxiety for most users, as the Fondation Vinci Autoroutes study makes clear. And while the Dutch and German experiments offer intriguing possibilities, they also highlight the need for careful adaptation, not reckless imitation. The French context—with its own driving culture, urban layouts, and legal frameworks—will demand tailored solutions, not just imported models.
For now, Sarkozy’s proposal has opened a lively public debate about the future of road safety in France. Should the country trust its citizens to make the right choices, or does it need the structure and predictability of signs and signals? As policymakers, urban planners, and everyday drivers weigh the evidence, one thing is certain: the conversation about how best to share the road is far from over.