Safety on highways is a major concern for many international players because many lives are lost and property damaged due to accidents. As an effort to curb the issue with road safety, the project vision zero was established. For the purpose of this article, the abbreviation VZ will be used. VZ is a road traffic safety project that is participated in by several nations. The aim is to achieve a highway system in which there are no serious injuries or fatalities as a result of road traffic.
There are many principles that govern various aspects of the project such as construction of highway systems. These principles are responsibility, safety, mechanisms for change, and ethics. The principle of ethics gives human safety priority over all other objectives in road traffic systems like mobility.
The responsibility principle emphasizes shared responsibility between regulators and providers of road traffic systems. Under the safety principle, human fallibility must be taken into consideration and the opportunities for error must be minimized. Also, in cases errors occur, the amount of harm done must also be minimized. The mechanism for change emphasizes the need to change in order to achieve the goal of zero fatalities due to traffic accidents.
There are specific speed limits that are suggested by the project towards the achievement of its objectives. The speeds suggested are based on the limits of automobiles and human beings. For instance, human beings have a tolerance of 30 km/h if the car is well designed. Similarly, well designed cars remain safe at 70 km/h for frontal impact and 50 km/h in side impacts.
Pedestrian and vehicular traffic need to be separated in situations where vehicles must move at high speeds. Otherwise, it is advisable to constrain the speeds of all vehicles moving through urban setting to less than 30 km/h. According to recommendations of the initiative, speeds of over 100 km/h may be achieved if the design of the road does not permit side or frontal impact.
The possibility of frontal and side impacts can be prevented in many ways. The first method involves separating opposing traffic through the construction of crash barriers. Also, vulnerable road users and slower vehicles can be prohibited from accessing road sections on which vehicles are required to move at high speeds. Additional methods is limiting access and using grade separation.
The adoption of VZ has varied a lot among countries. Whereas some countries have adopted the initiative on all their roads, some have limited the adoption to specific roads or areas. For instance, Canada first adopted the initiative in Edmonton City in 2015 before other cities followed suit later.
Developed states have experienced the impact of the project to the highest level. Fatalities due to traffic accidents have been reduced significantly. However, poor countries have adopted the initiative rather non-uniformly and there has been a continuous increase in traffic fatalities. The project is quite promising and the achievement of zero fatalities is a goal that can be achieved on a global scale.
There are many principles that govern various aspects of the project such as construction of highway systems. These principles are responsibility, safety, mechanisms for change, and ethics. The principle of ethics gives human safety priority over all other objectives in road traffic systems like mobility.
The responsibility principle emphasizes shared responsibility between regulators and providers of road traffic systems. Under the safety principle, human fallibility must be taken into consideration and the opportunities for error must be minimized. Also, in cases errors occur, the amount of harm done must also be minimized. The mechanism for change emphasizes the need to change in order to achieve the goal of zero fatalities due to traffic accidents.
There are specific speed limits that are suggested by the project towards the achievement of its objectives. The speeds suggested are based on the limits of automobiles and human beings. For instance, human beings have a tolerance of 30 km/h if the car is well designed. Similarly, well designed cars remain safe at 70 km/h for frontal impact and 50 km/h in side impacts.
Pedestrian and vehicular traffic need to be separated in situations where vehicles must move at high speeds. Otherwise, it is advisable to constrain the speeds of all vehicles moving through urban setting to less than 30 km/h. According to recommendations of the initiative, speeds of over 100 km/h may be achieved if the design of the road does not permit side or frontal impact.
The possibility of frontal and side impacts can be prevented in many ways. The first method involves separating opposing traffic through the construction of crash barriers. Also, vulnerable road users and slower vehicles can be prohibited from accessing road sections on which vehicles are required to move at high speeds. Additional methods is limiting access and using grade separation.
The adoption of VZ has varied a lot among countries. Whereas some countries have adopted the initiative on all their roads, some have limited the adoption to specific roads or areas. For instance, Canada first adopted the initiative in Edmonton City in 2015 before other cities followed suit later.
Developed states have experienced the impact of the project to the highest level. Fatalities due to traffic accidents have been reduced significantly. However, poor countries have adopted the initiative rather non-uniformly and there has been a continuous increase in traffic fatalities. The project is quite promising and the achievement of zero fatalities is a goal that can be achieved on a global scale.
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