| 书目名称 | The Vision Zero Handbook | | 副标题 | Theory, Technology a | | 编辑 | Karin Edvardsson Björnberg,Sven Ove Hansson,Claes | | 视频video | | | 概述 | Is the major source for everyone working with Vision Zero.Brings together all the major topics of the subject in one publication.Presents a new road safety paradigm that can be applied to many other a | | 图书封面 |  | | 描述 | .This handbook provides a comprehensive treatment of Vision Zero, an innovative policy on public road safety developed in Sweden. Covering all the major topics of the subject, the book starts out with a thorough examination of the philosophy, ideas and principles behind Vision Zero. It looks at conditions for the effectiveness of the policy, principles of safety and responsibility as well as critique on the policy. Next, the handbook focuses on how the Vision Zero ideas have been received and implemented in various legislations and countries worldwide. It takes into account the way Vision Zero is looked at in the context of international organizations such as the WHO, the UN, and the OECD. This allows for a comparison of systems, models and effects. The third part of the handbook discusses the management and leadership aspects, including ISO standards, equity issues, other goals for traffic and transportation, and opportunities for the car industry. Part four delves into tools, technologies and organizational measures that contribute to the implementation of Vision Zero in road traffic. Examples of specific elements discussed are urban and rural road designs, human factor designs, | | 出版日期 | Living reference work‘‘‘‘‘‘‘‘ 20200th edition | | 关键词 | Vision Zero Society; Vision Zero Example; Vision Zero Principle; Challenges Vision Zero; Vision Zero Hum | | doi | https://doi.org/10.1007/978-3-030-23176-7 | | isbn_ebook | 978-3-030-23176-7 |
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,Adoption of Safe Systems in the United States, |
Jeffrey P. Michael,Leah Shahum,Jeffrey F. Paniati |
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Abstract
Safe Systems are in early phases of implementation in the US. Adoption of these concepts in the USA has been slower than in a number of other nations, including Sweden, The Netherlands, UK and Australia. Whereas adoption in other nations began as early as the late 1990s, interest in Safe Systems in the USA followed by about a decade. One factor associated with this delay is the success that the USA experienced with public safety and compliance methods, such as high-visibility traffic law enforcement, during the period in which the Safe System movement took hold in other countries..National road safety professional organizations were among the first in the USA to shift toward zero-focused strategies. City and state governments followed and the federal government took steps in this direction after local and state efforts were well underway. By 2020, discussion of Safe Systems was taking place in national professional associations and early steps had been taken toward federal institutional support..Although implementation in the USA is not yet widespread, lessons have been learned in building public and political support for Safe Systems. Managing public expectations regarding short-term safety benefits is likely to be a key to longer-term Safe Systems support. Increased efforts are needed to inform political leaders at the local, state and national levels of the benefits of Safe Systems and Vision Zero as well as additional education for safety practitioners.
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,Arguments Against Vision Zero: A Literature Review, |
Henok Girma Abebe,Sven Ove Hansson,Karin Edvardsson Björnberg |
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Abstract
Despite Vision Zero’s moral appeal and its expansion throughout the world, it has been criticized on different grounds. This chapter is based on an extensive literature search for criticism of Vision Zero, using the bibliographic databases Philosopher’s Index, Web of Science, Science Direct, Scopus, Google Scholar, PubMed, and Phil Papers, and by following the references in the collected documents. Even if the primary emphasis was on Vision Zero in road traffic, our search also included documents criticizing Vision Zero policies in other safety areas, such as public health, the construction and mining industries, and workplaces in general. Based on the findings, we identify and systematically characterize and classify the major arguments that have been put forward against Vision Zero. The most important arguments against Vision Zero can be divided into three major categories: moral arguments, arguments concerning the (goal-setting) rationality of Vision Zero, and arguments aimed at the practical implementation of the goals. We also assess the arguments. Of the 13 identified main arguments, 6 were found to be useful for a constructive discussion on safety improvements.
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,Automated Vehicles – How Do They Relate to Vision Zero, |
Anders Lie,Claes Tingvall,Maria Håkansson,Ola Boström |
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Abstract
The ideas to develop and introduce partially or fully automated vehicles are not recent but are not used on any larger scale at this moment. It is though likely that automating different functions, or moving vehicles driverless, will be common sooner or later. In this text, it is discussed how Vision Zero principles relate to the automation of the road transport system. Key findings are that automated vehicles will have to be better than human drivers and their safety system horizon will be key to limiting their functionality. The road transport system will have to be adapted to both failing humans and failing automated vehicles.
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,Consumer Ratings and Their Role in Improving Vehicle Safety, |
Michiel R. van Ratingen |
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Abstract
Safety ratings for cars, published by New Car Assessment Programmes (NCAPs) around the world, have mobilized consumers and enabled them to make a more intelligent, better-informed buying decision based on a car’s crash test performance. Consumer ratings involve comprehensive, objective, and realistic crash testing of cars, and the application of best-practice, consumer-oriented criteria and thresholds to promote safety enhancements beyond the legal requirements. Over time, the New Car Assessment Programmes have tailored their crash tests to focus on real-world priorities in the protection of car occupants and vulnerable road users. They have also successfully incorporated the assessment of new crash avoidance technologies, such as autonomous braking systems, in the ratings. All of this has made NCAP a driving force behind many improvements in the safety of vehicles throughout the world and a key instrument in reaching vision zero.
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,Driver Distraction: Mechanisms, Evidence, Prevention, and Mitigation, |
Michael A. Regan,Oscar Oviedo-Trespalacios |
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Abstract
In this chapter, the reader is introduced to the topic of driver distraction: its definition and mechanisms; its impact on driving performance and safety; approaches to preventing it; evidence-based injury prevention and mitigation countermeasures; and new frames of reference for conceptualizing distraction as traditional driving functions and tasks become increasingly automated. Some strategies that might be considered by societal stakeholders in setting a coordinated agenda for the management of distracted driving going into the future are also presented. Until all vehicles can safely drive themselves, in all conditions, all of the time, it is unlikely that, for driver distraction, Vision Zero will be achieved. In the meantime, however, there is much that can be done to slow its spread and mitigate it effects.
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,Establishing Vision Zero in New York City – The Story of a Pioneer, |
Ann-Catrin Kristianssen |
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Abstract
Vision Zero was established in 2014 as the foundation of the New York City road safety policy. The purpose of this chapter is to understand why and how Vision Zero was introduced as well as by whom and with what tools. The chapter focuses on understanding this policy change in New York City and is based on a document study and 18 semi-structured interview with 19 respondents city administration staff, researchers, media, and NGOs. The analysis is made by looking closer at the state of four aspects by the time of the establishment of Vision Zero – problem framing, policy formulation, political actors, and proposed solutions. This theoretical framework is mainly based on the work of John Kingdon (Agenda, Alternatives, and Public Policies. Little, Brown, Boston, 1984) and Michael Howlett (Public Policy Adm 34(4):405–430, 2019). The chapter states that there were several factors leading to the adoption of Vision Zero. First, the road safety problems were not as serious as in many other regions of the USA, but compared to other major cities in the western world, the fatalities and serious injuries in New York City were deemed unacceptable by politicians, NGOs, and the public. The imminent problem on the ground was further emphasized by several high-profile cases of child fatalities in traffic crashes. Second, the Vision Zero policy or philosophy was a coherent and above all a successfully tested policy based on a scientific foundation. The credit for introducing Vision Zero in the New York City context is given to non-governmental organizations such as Transportation Alternatives and Families for Safe Streets and specific public administrators in key positions. These actors were all searching for new solutions, and as the politicians placed road safety high on the agenda, a window of opportunity was opened to Vision Zero. In addition, politicians, with the support and pressure from NGOs, established a policy program based on Vision Zero, and this program further established a belief in Vision Zero as a credible way forward. There was and is criticism directed towards the policy based on equity and that Vision Zero risks strengthening discriminatory structures. The basic idea of adapting the physical infrastructure to accommodate human mistakes is challenging in many American contexts, but in a diverse city such as New York, this approach may be able to address equity, according to several respondents, if based on solid crash data. The Vision Zero in New York City differs from the original Swedish version in mainly two ways: the focus in New York on law enforcement and on the behavior of the individual road user.
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,ISO 39001 Road Traffic Safety Management System, Performance Recording, and Reporting, |
Anders Lie,Claes Tingvall |
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Abstract
Traffic safety has shifted from being a solely individual issue to also include responsibilities from those organizations that influences the use and quality of the road transport system. This chapter explores the background of this and presents how ISO 39001 has been introduced as a tool to manage traffic safety in organisations. Further it is setting organizational road traffic safety into context of the 3rd Global Ministerial Conference on Road Safety, the Stockholm declaration and the decision of the United Nations general Assembly. The chapter also discusses how a value chain analysis can help organisations in understanding and tackling their road safety footprint and part of their sustainability reporting.
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,Liberty, Paternalism, and Road Safety, |
Sven Ove Hansson |
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Abstract
Traffic safety measures such as seat belts, helmets, and speed limits have often been opposed by people claiming that these measures infringe on their liberty. Safety measures are often described as paternalistic, i.e., as protecting people against their own will. This chapter provides a historical account of such criticism of safety measures, beginning with nineteenth-century opposition to sanitation measures, which were claimed to threaten the freedom to drink dirty water. The historical analysis has a surprising conclusion: Opposition to safety measures does not seem to have much to do with paternalism. Some measures that would typically be described as paternalistic, such as seat belts in commercial aviation and hard hats on construction sites, have met with no significant opposition. In contrast, some of the most vehemently opposed measures, such as speed limits and the prohibition of drunk driving, cannot with any vestige of credibility be described as paternalistic. This is followed by an analysis showing that due to our tendency to follow examples set by others (herd effects), purely self-affecting behavior is much less common than what has usually been assumed. Most of the opposition to safety measures in road traffic seem to result from some individuals’ desires to engage in activities that endanger other people’s lives. The social need to restrain the satisfaction of such desires is obvious.
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,Miscommunications Based on Different Meanings of “Safe” and Their Implications for the Meaning of Safe System, |
Chika Sakashita,R. F. Soames Job,Matts-Åke Belin |
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Abstract
While many countries are apparently adopting “Safe System” for road safety, the failure to deliver the vision of zero deaths and serious injuries continues in part due to the lack of a rigorous and agreed definition of “safe” in road safety. Multiple authoritative definitions of the adjective “safe” exist which may be categorized as probabilistic and absolute. While apparently similar, these definitions are in a fundamental sense inconsistent with each other. The probabilistic definition involves degrees of safety, through probabilities that harm is not likely or unlikely, or that there is little risk. The absolute definition presents safety as free from harm or not involving any risk or protected from danger. Road safety is currently communicated as though there is an agreed meaning of safe, but the vital conversation around what is meant by safe is not undertaken because the difference in usage of the term safe is not appreciated. For example, in road design and engineering, road design standards are generally developed to achieve this probabilistic definition of safety and not absolute safety: the road can be described as safe because it by itself (with perfect use) will not cause a crash, even though people still die on it. Based on the absolute definition of safe, such roads are not safe as unambiguously demonstrated by people dying on them. Calls for roads to be made safe employing the absolute definition are often met with the response that they are already safe (in the probabilistic sense), having been built to “accepted” design guidelines. The acceptance of the probabilistic definition of safe for Safe System hinders progress toward its fundamental aims of zero deaths and serious injuries. In order to achieve zero deaths and serious injuries, uniform understanding and acceptance of “safe” adopting the absolute definition is needed.
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,Responsibility in Road Traffic, |
Sven Ove Hansson |
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Abstract
Vision Zero requires a new approach to the responsibility for safety. This chapter provides conceptual tools for the description and analysis of this and other responsibility issues. Distinctions between different types of responsibility are introduced, with a particular emphasis on the distinction between blame responsibility and task responsibility. The complex relationship between responsibility and causality is also delineated. This is followed by an analysis of the changes in responsibility assignments that are necessary to implement Visio Zero.
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,Road Safety Analysis, |
Matteo Rizzi,Johan Strandroth |
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Abstract
Road safety analysis can be used to understand what has been successful in the past and what needs to be changed in order to be successful to reduce severe road trauma going forward and ultimately what’s needed to achieve zero. This chapter covers some of the tools used to retrospectively evaluate real-life benefits of road safety measures and methods used to predict the combined effects of interventions in a road safety action plan as well as to estimate if they are sufficient to achieve targets near-term and long-term. Included are also a brief overview of methods to develop boundary conditions on what constitutes a Safe System for different road users. Further to that, the chapter lists some arguments for the need of high-quality mass and in-depth data to ensure confidence in the results and conclusions from road safety analysis. Finally, a few key messages are summarized.
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,Rural Road Design According to the Safe System Approach, |
Helena Stigson,Anders Kullgren,Lars-Erik Andersson |
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Abstract
This chapter covers design of rural roads according to the model for safe traffic used in the Vision Zero approach. Based on expected levels of the safety of vehicles and road users, the roads and the road side furniture should be designed to avoid fatalities and serious injuries. An introduction is presented covering the safe system approach and how speed limits of roads should be set to reflect the safety standard of the road in relation human injury tolerance and the capacity to protect the road users. One section will cover countermeasures to protect vulnerable road users, including speed calming road infrastructure, bicycle and pedestrian paths, bus stops. Another section will cover road infrastructure countermeasures addressing vehicle occupants. It is shown how change of velocity, vehicle mean acceleration, and crash duration are correlated and how they influence occupant injury risk. Design of different types of roads on rural roads is described, such as the two-plus-one lane road design with median barrier, and various ways of separating traffic or preventing run-off road crashes including road barrier design and rumble strips. Safe intersection design is an important part on rural roads that is explained. The last part covers design of the roadside area from a safe system approach.
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,Saving Lives Beyond 2020: The Next Steps, |
Claes Tingvall,Jeffrey Michael,Peter Larsson,Anders Lie,Maria Segui-Gomez,Shaw Voon Wong,Olive Kobusingye,Maria Krafft,Fred Wegman,Margie Peden,Adnan Hyder,Meleckidzedeck Khayesi,Eric Dumbaugh,Samantha Cockfield,Alejandro Furas |
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Abstract
Road safety has come a long way in our lifetimes, and there are steps in this progress that mark their place in history. Many of these were technical innovations, such as seat belts, electronic stability control, and geofencing for vehicle speed control. Also important, though perhaps fewer in number, were innovations in strategies to achieve change. These include the public health model of Dr. William Haddon, the introduction of Vision Zero, the World Report on Road Traffic Injury Prevention from WHO and the World Bank, and more recently, the Decade of Action 2011–2020. I am sure that the work and recommendations presented in this report will deserve their place in a “Hall of Fame” for strategic innovation in saving lives across the globe.
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,Speed and Technology: Different Modus of Operandi, |
Matts-Åke Belin,Anna Vadeby |
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Abstract
Within Vision Zero as a strategy, it is imbedded the fact that injuries occur when the mechanical energy reaches individuals at rates that entail forces in excess of their thresholds for injury. Therefore, according to Vision Zero, there are three main strategies to eliminate fatalities and severe injuries due to road crashes: protect people from exposure of harmful energy, reduce the risk of events with harmful energy, and protect people from harmful energy in the event of a collision. Controlling speed is therefore of the task of utmost importance in a strategy such as Vision Zero..A traffic enforcement camera, or “speed camera,” system has the possibility to control speed in a road system, and it has the possibility to affect its road users both at a macro and a micro perspective. In a micro perspective, it primarily concerns how effective the cameras are locally at the road sections where the enforcement is focused on, while at a macro perspective it is more focused on how the camera enforcement system and strategies, possibly together with the overall enforcement strategy, affects attitudes and norms related to driving with excessive speed. Experience worldwide has proven the effectiveness of automated speed cameras in reducing speed and, in turn, crashes and injuries..In this chapter, firstly the rationale behind speed limits, speed management, and speed compliance strategies will be explored and analyzed, in particular from a Vision Zero perspective. Secondly, various different approaches to speed camera systems in Europe, in Sweden, Norway, the Netherlands, and France, will be analyzed and further explored. Finally, based on similarities and differences in approaches in these countries, in the last section some aspects concerning the setting of speed limits, speed management strategies that underpin the choice of camera technology, and modus of operandi, safety effects of and attitudes toward cameras, will be explored and discussed.
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,Speed-Limits in Local Streets: Lessons from a 30 km/h Trial in Victoria, Australia, |
Brian N. Fildes,Brendan Lawrence,Luke Thompson,Jennie Oxley |
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Abstract
Fatal and Severe Injuries (FSI) to vulnerable road users is a major road safety problem internationally. Recent resolutions by the Global Ministerial Conference on Road Safety called for a blanket 30 km/h speed limit in urban areas to address this problem. A project undertaken in Melbourne, Australia, set out to evaluate the effectiveness and benefits of a lower speed limit in a local residential area in the City of Yarra. The intervention comprised replacing 40 km/h speed limit signs in the treated area with 30 km/h signs with an adjacent untreated control area. A before and after study was employed with speed, resident surveys, and estimated safety benefits as measures of its success. Modest reductions in mean speed were observed in the after-phase of the study while benefits were impressive for vehicles travelling at higher speed levels where the risk of severe injury or death is greater. These findings represent an estimated 4% reduction in the risk of severe injury for pedestrians in the event of a collision. Questionnaire responses showed an increased degree of support for the 30 km/h speed limit in local streets in the trial area. The implication of these findings for road safety is discussed, along with the challenges and potential hurdles. Lower speed limits in local streets and municipalities is one important measure to help address vulnerable road users in residential local streets.
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,Suicide in the Transport System, |
Anna-Lena Andersson,Kenneth Svensson |
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Abstract
The Swedish Transport Administration (STA) work to reduce the number of suicides in the transport system. Fatalities, i.e., on roads, railways, and bridges, originate from either accidents or suicides, natural death excluded. Knowing the correct manner of death is needed to work with optimal prevention strategies. The aims are to separate fatalities due to suicides, follow the development, and implement measures for suicide prevention. Methods are developed for suicide classification and criteria for the selection in which suicides were suspected. Fatalities in level one and two of five were classified as suicides. Data from the STA’s databases are used and so are data from the psychosocial investigations done by a trained investigator in the topic and with clinical experience from counselling at hospitals. 2129 persons died on the roads in Sweden, 10% (206 persons) were classified as suicides. 336 persons died after being hit by trains, 85% (284 persons) were suicides. 130 persons died by jumping from bridges..The number of suicides increases with population density. Suicide in the transport system is a major problem; firstly personal tragedies, it is also a work environment problem for truck and train drivers and for the emergency staff. It generates delays and costs for passenger and cargo transport. By analyzing the results of countermeasures in the form of obstructive barriers, the physical environment can be improved and high-risk areas can be accentuated. Restricting access to the means of suicide is important in suicide prevention. Strategies for the STA include suicide prevention in the design of new roads, railways, and bridges, as well as by identifying and reducing existing high-risk locations. Sharing the results with other authorities and organizations and cooperation within suicide prevention missions are vital for the enhancement of the overall suicide prevention work in society.
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,Sustainable Safety: A Short History of a Safe System Approach in the Netherlands, |
Fred Wegman,Letty Aarts,Peter van der Knaap |
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Abstract
Although it has never been a real top priority, road safety is an important issue in the Netherlands and much progress has been made. In the last 50 years, the country experienced an enormous growth in population (+30%) and in kilometers travelled (+300%), but the mortality rate dropped by 80%. Many effective interventions were taken. Over time, new insights in traffic risks and causes of crashes led to the adoption of a new road safety vision in the early 1990s: Sustainable Safety, the first attempt worldwide of a Safe System approach (1992). This vision was inspired by the UN-Brundtland report Our Common Future (1987) and applied to road safety. Its basis originated in the knowledge and experiences in the decades before..In a sustainably safe road transport system, risks of crashes and serious injuries are drastically reduced or even eliminated by an infrastructure that is adapted to the limitations of human capacity by proper road design, by vehicles fitted with ways to simplify the tasks of man and constructed to protect the vulnerable human being as effectively as possible, and by road users who are adequately educated, informed, and, where necessary, controlled. If crashes still do occur, serious injuries must be excluded. The vision Sustainable Safety has been translated into a set of characteristics and into Sustainable Safety principles..Sustainable Safety was welcomed by Dutch road safety professionals and received great political support. A massive implementation program was initiated and carried out as from 1995. Many stakeholders were engaged. An evaluation study covering the period 1998–2007 revealed a 30% reduction in the number of fatalities. Benefits of the investments were four times higher than costs. Sustainable Safety empowered and strengthened the Dutch road safety research community and heavily influenced the discourse on road safety in the country..As from 2000, several developments (a different planning structure of road transport, less political priority for road safety – perhaps as a result of successes in the past – and decentralization of policies) caused that Sustainable Safety became less prominent and safety effects less visible. However, the vison and the principles remain a solid basis for making progress towards a casualty-free road transport system and to respond to new developments, such as a changing demography, changing transport modes and traffic patterns, and new technologies. Two more editions have been published (2005 and 2018). Results and impacts are being discussed.
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,The Development of the “Vision Zero” Approach in Victoria, Australia, |
Samantha Cockfield,David Healy,Anne Harris,Allison McIntyre,Antonietta Cavallo |
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Abstract
For many decades, road safety measures in Australia focused almost exclusively on behavioral approaches. When Claes Tingvall was appointed Director of MUARC, he introduced the concept of “Vision Zero” to Australia and, with it, the “Safe System” approach. While political leaders initially regarded a vision for zero deaths as unachievable, they supported the inherent logic of the Safe System..Initially the Safe System was applied as four independent pillars. While this lack of integration had limitations, it did enable road safety measures to move beyond road user behavior to focus more on safer road infrastructure and vehicle safety..The initial Safe System approach became “Towards Zero” an approach that accepts humans are fragile, and the road system designed to protect from death or serious injury was adopted across all Australia jurisdictions between 2004 and 2018..Public education has been used to introduce and explain Towards Zero and bring greater attention to the importance of purchasing a safe vehicle. Infrastructure investment has moved from a “blackspot” approach to the Safe System approach. However, shifting community and decision-makers’ understanding of the importance of speed limits being set to match the safety standard and design of a road remains a challenge. Future opportunities involve better integration of the components of the Safe System, focusing on serious injuries and improving strategy delivery, performance reporting, management, and accountability.
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,Towards a potential Paradigm Shift. The Role of Vision Zero in Global Road Safety Policy Making, |
Ann-Catrin Kristianssen |
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Abstract
Vision Zero is a term mainly connected to road traffic safety and has its roots in the Swedish road safety policy, although similar concepts are used in other countries. It was adopted by the Swedish Parliament in 1997, and due to the success of lowering the number of deaths in traffic crashes significantly, it has become an inspiration to road safety strategies in countries and cities all over the world. An important factor as to why Vision Zero diffuses is the incorporation of the vision in reports and strategies from international intergovernmental organizations and through the work of nongovernmental organizations. The development of finding a common global strategy for road safety has been an ongoing process for many years, and the purpose of this chapter is to map the role of Vision Zero in this global development process. This is performed by studying the integration of Vision Zero in the road safety work and strategies of key international intergovernmental and nongovernmental organizations. The chapter also contains an account of possible opportunities and advantages of working with Vision Zero as a tool on the global level as well as the criticism towards the approach. This chapter discusses the content of what is being diffused, why it is diffused, who is diffusing, and how it is diffusing. The material consists of key global policy documents and 29 semi-structured interviews with senior experts working with road safety on a global level. The main conclusions are that Vision Zero is a well-established global road safety policy program and a road safety philosophy integrated into both the work and texts of the major intergovernmental organizations working with road safety. There is a widespread opinion that Vision Zero and other safe system approaches constitute a paradigm shift in global road safety work. It is regarded as an innovative and inspiring policy based primarily on its ethical approach. It is also regarded as a coherent policy program and rests firmly upon years of progress and experience. Even though many of the respondents are positive towards the ethical base and the systematic approach, there are still those who argue that Vision Zero cannot be used as a policy tool, at least not in low- and middle-income countries. It is obvious that Vision Zero is not interpreted and reproduced in the same way in all contexts, but the question is if that is part of a natural transformation process leading to new interpretations or if it is a problem for the Vision Zero trademark.
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,Traffic Safety in India and Vision Zero, |
Geetam Tiwari,Dinesh Mohan |
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Abstract
This chapter presents the current state of traffic safety in India and a brief overview of history of traffic safety policies in India. The road safety policy adopted by the Government of India does not have any specific targets; however, the government has accepted the UN sustainable development goals (SDG) and targets in 2016. SDG 3.6 is related to road traffic injuries, and it requires that the fatalities due to road traffic crashes must be reduced by 50% by 2030. The last section of the chapter presents a roadmap for selected cities in India for achieving SDG target 3.6 by 2030 and discusses the results in the context of “Vision Zero” for India.
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发表于 2025-3-21 19:40:18
