Accident Analysis and Prevention This paper describes a project undertaken to establish a lf-explaining roads (SER) design programme on existing streets in an urban area. The methodology focusd on developing a process to identify functional road categories and designs bad on endemic road characteristics taken from functional exemplars in the study area. The study area was divided into two ctions, one to receive SER treatments designed to maximi visual differences between road categories, and a matched control area to remain untreated for purpos of comparison. The SER design for local roads included incread landscaping and community islands to limit forward visibility, and removal of road markings to create a visually distinct road environment. In comparison, roads categorid as collectors received incread delineation, addition of cycle lanes, and improved amenity for pedestrians. Speed data collected 3 months after implementation showed a significant reduction in vehicle speeds on local roads and incread homogeneity of speeds on both local and collector roads. The objective speed data, combined with residents’ speed choice ratings,indicated that the project was successful in creating two discriminably different road categories.2010 Elvier Ltd. All rights rerved.Accident Analysis and Prevention This paper describes a project undertaken to establish a lf-explaining roads (SER) design programme on existing streets in an urban area. The methodology focusd on developing a process to identify functional road categories and designs bad on endemic road characteristics taken from functional exemplars in the study area. The study area was divided int
o two ctions, one to receive SER treatments designed to maximi visual differences between road categories, and a matched control area to remain untreated for purpos of comparison. The SER design for local roads included incread landscaping and community islands to limit forward visibility, and removal of road markings to create a visually distinct road environment. In comparison, roads categorid as collectors received incread delineation, addition of cycle lanes, and improved amenity for pedestrians. Speed data collected 3 months after implementation showed a significant reduction in vehicle speeds on local roads and incread homogeneity of speeds on both local and collector roads. The objective speed data, combined with residents’ speed choice ratings,indicated that the project was successful in creating two discriminably different road categories.2010 Elvier Ltd. All rights rerved. 1. Introduction 1.1. BackgroundChanging the visual characteristics of roads to influence driver behaviour has come to be called the lf-explaining roads (SER) approach (Theeuwes, 1998; Theeuwes and Godthelp, 1995;Rothengatter, 1999). Sometimes referred to as sustainable safety,as applied in the Netherlands, the logic behind the approach is the u of road designs that evoke
correct expectations and driving behaviours from road urs (Wegman et al., 2005; Weller etal., 2008). The SER approach focus on the three key principles of functionality, homogeneity, and pre
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戴尔客服dictability (van Vliet and Schermers, 2000). In practice, functionality requires the creation of a few well-defined road categories (e.g., through roads, distributor roads, and access roads) and ensuring that the u of a particular road matches its intended function. Multifunctional roads lead to contradictory design requirements, confusion in the minds of drivers, and incorrect expectations and inappropriate driving behaviour.Clearly defined road categories promote homogeneity in their u and prevent large differences in vehicle speed, direction,and mass. Finally, predictability, or recognisability, means keeping the road design and layout within each category as uniform as possible and clearly differentiated from other categories so that the function of a road is easily recognid and will elicit the correct behaviour from road urs. The SER approach has been pursued to the largest extent in the Netherlands and the United Kingdom but it has also been of some interest inNewZealand. In 2004, the National Road Safety Committee and the Ministry of Transport articulated a new National Speed Management Initiative which stated “The emphasis is not just on speed limit enforcement, it includes perceptual measures that influence the speed that a driver feels is appropriate for the ction of road upon which they are driving–in effect the ‘lfexplaining road”’ (New Zealand Ministry of Transport, 2004). In cognitive psychological terms, the SER approach attempts to improve road safety via two complementary avenues. The first is to identify and u road designs that afford desirable driver behaviour. Perceptual properties such as ro女人脸上的痣
ad markings, delineated lane width, and roadside objects can function as affordances that rve as builtin instructions and guide driver behaviour, either implicitly or explicitly (Charlton, 2007a; Elliott et al., 2003; Weller et al., 2008).This work is more or less a direct development of work on perceptual countermeasures, perceptual cues in the roading environment that imply or suggest a particular speed or lane position, either attentionally or perceptually (Charlton, 2004, 2007b; Godley et al.,1999). A cond aspect of the SER approach is to establish mental schemata and scripts, memory reprentations that will allow road urs to easily categori the type of road on which they are. 1.2. Localid speed management The traditional approaches to improving speed management,traffic calming and local area traffic management (LATM) have focusd on treating specific problem locations or “black spots”in respon to crash occurrences or complaints from the public (Ewing, 1999). A potential disadvantage of the approaches is that addressing the problem with localid treatments can lead to a re-emergence of the problem
at another location nearby. Further,when applied inappropriately, localid approaches may address the problem from only one perspective, without considering the impact on other types of road urs or residents. When traffic calming treatments rely on physical obstacles such as speed humps they can be very unpopular with both residents and road urs and can create new problems associated
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with noi, maintenance, and vandalism (Martens et al., 1997). From an SER perspective, treatments that are highly localized or idiosyncratic may do more harm than good by adding to the multiplicity of road categories and driver uncertainty, rather than building driver expectations around a few uniform road types. Instead of considering a single location in isolation, SER road designs are considered within a hierarchy of road functions; e.g.,access roads, collector roads, and arterial roads. Although SER schemes may employ physical design elements ud in traffic calming schemes (e.g., road narrowing with chicanes and access controls) they also employ a range of more visually oriented features such as median and edge line treatments, road markings,pavement surfaces, and roadside furniture. For an effective SER scheme it is important to lect the combination of features that will afford the desired driver speeds and to ensure their consistent u to form distinct categories of road types (van der Horst and Kaptein, 1998; Wegman et al., 2005). road category that would meet the three SER principles of functional u, homogeneous u, and predictable u. Herrstedt (2006) reported on the u of a standardid catalogue of treatments compiled from rearcher and practitioner advice. Goldenbeld and van Schagen (2007) ud a survey technique to determine road characteristics that minimi the difference between drivers’ ratings of preferred speed and perceived safe speed and lect road features that make posted speeds “credible”. Aarts and David (2007) ud a driving simulator to verify whether the “esntial
recognisability characteristics” of different road class conformed to the expectations of road urs. Weller et al. (2008) employed a range of statistical techniques, including factor analysis and categorical clustering to establish the road characteristics that drivers u to categori different road types.The practical difficulties of implementing an SER system thus become a matter of finding answers to a ries of questions. How does one create a discriminable road hierarchy for an existing road network? What road characteristics should be manipulated to establish category-defining road features? How can SER road features and lection methods be made relevant and appropriate for a local context? (Road designs appropriate for The Netherlands would not be suitable in New Zealand, in spite of its name.) A survey of national and international expert opinion in order establish category-defining road features for New Zealand roads revealed that
the regional character and local topography of roads often undercut the ufulness of any standardid catalogue of design characteristics (Charlton and Baas, 2006). 1.4. Goals of the prent project The project described in this paper sought to develop and demonstrate an SER process bad on retrofitting existing roads to establish a clear multi-level road hierarchy with appropriate design speeds, ensuring that each level in the hierarchy possd a different “look and feel”. Rather than transferring SER designs already in u internationally, the project attempted to de
velop a method that would build on the features of roads in the local area;extending road characteristics with desirable affordances to other roads lacking them and creating discriminable road categories in the process. Of interest was whether such a process could produce cost-effective designs and whether tho designs would be effective in creating different road ur expectations and distinct speed profiles for roads of different categories. 2. Methods The rearch methodology/SER design process developed for this project progresd through a ries of five stages: (1) lection of study area; (2) identification of the road hierarchy; (3) analysis of the road features; (4) development of a design template; and (5) implementation and evaluation of the SER treatments. Each of the stages is described in the ctions that follow. 2.1. Selection of study area The study area for this project (Pt England/Glen Innes in Auckland) was lected in consultation with a project steering group comprid of reprentatives from the Ministry of Transport, New Zealand Transport Agency, New Zealand Police, and other local transport and urban agencies. The study area was an established neighbourhood contained amix of private residences, small shops, schools, and churches, and was lected, in part, becau of its history of cyclist, pedestrian and loss of control crashes, almost twice the number。2. Methods The rearch methodology/SER design process developed for this project progresd through a ries of five stages: (1) lection of study area; (2) identification of the road hierarchy; (3) analysis of the road features; (4) development of a d蹲着有什么好处吗
esign template; and (5)implementation and evaluation of the SER treatments. Each of the stages is described in the ctions that follow. 2.1. Selection of study area The study area for this project (Pt England/Glen Innes in Auckland) was lected in consultation with a project steering group comprid of reprentatives from the Ministry of Transport, New Zealand Transport Agency, New Zealand Police, and other local transport and urban agencies. The study area was an established neighbourhood contained amix of private residences, small shops, schools, and churches, and was lected, in part, becau of its history of cyclist, pedestrian and loss of control crashes, almost twice the number any other part of the city. The study area was divide
d into two equivalent ctions, one to receive SER treatments and the other to rve as a control ction. Each of the ctions comprid an area of approximately 1.3km2 and contained approximately 14km of public roads. The number of vehicle movements per day on the roads ranged from an average of 146 vehicles per day to nearly 20,000 vehicles per day. 2.2. Identification of road hierarchy Examination of archival data (maps, planning documents, road maintenance documents, etc.) revealed veral divergent classifications of the various roads in the study area. Some roads designated as collectors by one source were designated as local roads by another. Similarly, some roads designated as regional arterials in one document were shown as collector roa
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最是橙黄橘绿时ds in another. In order to resolve the discrepancies a wide range of data on road u in the trial areas was collected from speed surveys, measurement of traffic volumes, crash reports, and a road and travel survey completed by 230 local area residents. The survey requested information on routes and modes of travel to different destinations throughout the day and was distributed to residents via area schools, community groups, and at local shops Across this range of data, the information from the residents’ travel survey and the volumetric data provided the greatest degree of convergence and thus was ud to delineate a three-level road hierarchy in the study area. The traffic volumes in the study area fell into three readily identifiable clusters: regional arterials (that ranged from 13,500 to 19,750 vehicles per day); collector roads (5000–8000 vehicles per day), and local (access) roads (that ranged from 100 to 2000 vehicles per day).The resulting three-level road hierarchy provided a reasonable match to a propod national road hierarchy independently derived from traffic volumes and road ast management documents (Macbeth, 2007). Although posted speed limits were the same for all roads in the study area (50 km/h), average speeds, 85th percentile speeds, and crash rates varied widely across roads within and across each level in the hierarchy. The resulting road hierarchy was then refined to form a design-to road hierarchy or function map in consultation with the project steering committee and local council transport staff. This situation may have contributed to high speeds and crashes on some of the local roads. Through
移动信号差out the early stages of the project, baline data on traffic movements and residents’attitudes were collected. Vehicle speeds and volumes were collected by means of tube counters placed across a sample of the roads in the study area. Residents’ ratings of the roads’ appearance,safety, ea of walking and cycling, and traffic were collected with a short ries of 10 questions as part of the road and travel survey mentioned previously (the rating scale was a ven-point scale anchored with “very bad” at 1 and “excellent” at 7). 自助道路方法的另一方
