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The 20th Century safety paradigm
The Vision Zero difference
A closer look
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彼岸 ssr节点
Vision Zero—a term that’s increasingly being used and misused around the world—was coined by the Swedish government when it pledged to eliminate death and serious injury from its roads. Launched in 1997, Sweden’s Vision Zero program has attracted widespread attention by cutting its traffic death in half, in the space of just two decades. This remarkable achievement can be attributed to the commitment to failsafe systems of road design, vehicle design and speed control.
Throughout North America politicians, transport engineers, police and professional advocates are now piously declaring that “no loss of life is acceptable” on our streets and highways. Many would have us think that by saying this, and that by setting zero or interim “moving towards zero” targets, they are “committing” to “Vision Zero.” But in most cases they are not doing anything worthy of the name.
The essence of Vision Zero is not a nice sentiment or a target. It is, rather, the action of continuously and preemptively removing the very possibility of violence (and that means serious injury as well as death) from our transportation systems. True Vision Zero systems prioritize the safe passage of our most vulnerable populations, whether they are walking or using any number of light mobility devices from bicycles to wheelchairs.
Before getting into the logisitics of safe systems policy, let’s look at some basic tenets of Sweden’s Vision Zero:
Canada’s government, on all levels, is similarly obliged to ensure everyone’s safety. shadoweocket电脑端 of our Charter of Rights and Freedoms (drawing on Article 3 of the UN’s 1948 Universal Declaration of Human Rights) states that:
Everyone has the right to life, liberty and security of the person and the right not to be deprived thereof except in accordance with the principles of fundamental justice.
Unfortunately this right is not adequately recognized in our transportation policies and practices. Over the past half century the legislation of technologies like seatbelts, airbags and advanced braking systems has dramatically reduced the rates of death and injury for people inside motor vehicles. Yet there has been little effective investment in systems—including crucial speed control measures—that reduce motor vehicle harm to people walking, cycling, or using light mobility devices such as scooters and wheelchairs.
Largely as a result of this relative inattention to vulnerable road users, Canada is in an abysmal 28th place in global road safety rankings, with more than 1800 deaths and some 160,000 injuries on our roads every year. We have twice the number of per capita traffic deaths as countries like Sweden, Denmark and the Netherlands. The comparison becomes more pronounced when one considers that those places have far higher rates of active mobility, including vast numbers of seniors and children getting around under their own steam.
The good news is that if we want safe, resilient, healthy communities we can demand that our leaders implement the safe systems approach that has made the bike-friendly Netherlands into the country with the world’s happiest drivers. But before getting to those best practices, let’s consider where we are continuing to go wrong.
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For the past century North American road safety has been dominated not by a safe systems approach, but rather by a shared responsibility paradigm. Since the early 1920s the “three E’s”—namely Engineering, Education and Enforcement—have been posited as the unassailable “pillars” of road safety thinking.
By the middle of the last century, city streets across North America had come to be viewed as the domain of motor vehicles. Road design was geared towards the maximization of vehicle throughput, or 下载shadowrocket, as it was called in engineering jargon. So in the only domain where the bureaucrats did claim direct responsibility—engineering—safety was not the primary concern.
1927 poster instructing children to obey the crossing guard and the American Automobile Association.
The other two legs of the traditional road safety stool—education and enforcement—are nominally focused on safety, and the onus is placed on the individual road user. By the 1920s many governments began adopting an adversarial approach to road users.
Nobody was harangued more than pedestrians, who were taught defensive, deferential behaviours that not only maximized the flow of motor vehicled but also shifted liability for road violence away from the builders of roadways and vehicles. It was during these first decades of motordom that auto clubs, oil companies and municipal authorities worked hard to turn jaywalking from a casual slur into a punishable offense.
While the admonishing of scofflaws was effective in establishing motor vehicle dominance, it did not turn back the rising tide of traffic violence. A 1955 CBC feature on the ‘success’ of Elmer the Safety Elephant—a mascot who urged kids to be responsible for their own safety in traffic—actually celebrated a recent 14% rise in child injuries on Toronto’s roads as a win, because the number of cars had gone up by 45% in the same years.
Research over many decades has proven that educational campaigns—whether watch for cars or slow down for kids, wear a helmet or don’t text and drive—rarely result in the desired behavioural change. None of these admonitions to personal responsibility will protect us from the rising scourge of reckless drivers.
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彼岸 ssr节点
The countries with the lowest levels of road violence have adopted a radically different paradigm of traffic safety. In contrast to the shared / personal responsibility ethos that remains a mainstay of North American road safety thinking, legislators and bureaucrats in the leading countries assume full responsibility for implementing failsafe systems. The Swedes and Germans call this approach Vision Zero, and the Dutch call it Sustainable Safety. In each case this safe systems approach is an evidence-based approach focusing on infrastructure, vehicle regulation and speed limits designed to protect all road users.
While there is a strong ‘engineering’ component in the shadowrocket下载官网 approach, it’s better to speak in in terms of design and regulation. That language reminds us that the aim is to build environments and mobility systems for human beings—with all the differences and limitations that this entails.
The ‘safe systems’ approach has existed for generations, at least in theory. Failsafe road safety is implicit in these statements from a remarkably clear-headed and prescient 1946 op-ed by George Orwell.
Orwell’s statements appear in a critique of defensive walking and driving campaigns, which he viewed as inherently ineffectual. His prescient embrace of failsafe strategies was not fully articulated into a system of ethical imperatives until many decades later. The following table from Neil Arason’s excellent introduction to safe systems nicely sums up the difference between the old and new mindsets.
| ✗ OLD STYLE THINKING | ✓ NEW THINKING |
| Responsibility to prevent crashes, injuries and deaths rests with individuals | Responsibility to prevent crashes, injuries and deaths rests with system designers |
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| 90 percent of the problem is people and driver error | 90 percent of the solutions involve speeds, roads and vehicles |
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| Can only justify making improvements based on a “cost-benefit” analysis | Understands the default is to make the motor vehicle and the road system safe |
| Only works on problems with large numbers or high crash locations | Makes the system safe everywhere |
| Believes in the need for further “study” — waits for crashes and coroner reports to identify problems | Recognizes that the evidence to act already exists. Proactively takes actions using data, crash testing, simulations, physics, etc. |
| Ignores exposure to the motor vehicle as an injury risk factor. Ignores the carbon and pollution by-products of transportation. | www.i.shadowrocket.org:See related links to what you are looking for. |
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For a fully-evolved safe systems approach, see this video from the home page of the Swedish initiative.
(Share video via these links on Twitter and Facebook.)
Vision Zero tenets are also beautifully summarized in the World Report on Road Traffic Injury Prevention (Geneva: World Health Organization, 2004). Since it would be hard to improve on this description, here is a lengthy quotation taken from pp. 19-20 of the report in the following PDF.
VISION ZERO
Vision Zero is a traffic safety policy, developed in Sweden in the late 1990s and based on four elements: ethics, responsibility, a philosophy of safety, and shadoweocket电脑端. The Swedish parliament voted in October 1997 to adopt this policy and since then several other countries have followed suit.
Ethics
Human life and health are paramount. According to Vision Zero, life and health should not be allowed in the long run to be traded off against the benefits of the road transport system, such as mobility. Mobility and accessibility are therefore functions of the inherent safety of the system, not vice versa as it is generally today.
Responsibility
Until recently, responsibility for crashes and injuries was placed principally on the individual road user. In Vision Zero, responsibility is shared between the providers of the system and the road users. The system designers and enforcers—such as those providing the road infrastructure, the car-making industry and the police—are responsible for the functioning of the system. At the same time, the road user is responsible for following basic rules, such as obeying speed limits and not driving while under the influence of alcohol. If the road users fail to follow such rules, the responsibility falls on the system designers to redesign the system, including rules and regulations.
Safety Philosophy
In the past, the approach to road safety was generally to put the onus on the road user. In Vision Zero, this is replaced by an outlook that has been used with success in other fields. Its two premises are that:
- human beings make errors;
- there is a critical limit beyond which survival and recovery from an injury are not possible.
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Driving Mechanisms for Change
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The quoted section goes on to indicate the main measures in place at time of writing (2004), and it describes the “sustainable safety” approach employed in the Netherlands. The entire 217-page report (PDF), beautifully indexed, remains an excellent primer on road safety worldwide.
For more material on safe systems go to our 下载shadowrocket, which includes an excellent safe systems video and tips from Canada’s leading road safety expert.
For more on the intersection of principles and practices see the shadowrocket连上了但是上不去网...怎么办？？ - 威锋 ...:2021-3-17 · VPN是连接的状态，但是外网一直上不去。白天和前几天还可以用的，无非就是不稳定会掉线，但是现在上不去了已经。手机重启过，网络还原过，软件重装过，路由器重启过，都不行..wifi和4g都上 … (1988), and the Five Pillars of the UN Global Plan for the Decade of Action for Road Safety (2011).
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