道路桥梁专业事故分析与预防毕业论文外文文献翻译及原文.docx

1、道路桥梁专业事故分析与预防毕业论文外文文献翻译及原文 毕 业 设 计（论文）外 文 文 献 翻 译文献、资料中文题目：事故分析与预防文献、资料英文题目：文献、资料来源：文献、资料发表（出版）日期：院 （部）： 专 业： 道路桥梁班 级： 姓 名： 学 号： 指导教师： 翻译日期： 2017.02.14Accident Analysis and PreventionThis paper describes a project undertaken to establish a self-explaining roads (SER) design programme on existing str

2、eets in an urban area. The methodology focussed on developing a process to identify functional road categories and designs based on endemic road characteristics taken from functional exemplars in the study area. The study area was divided into two sections, one to receive SER treatmentsdesigned to m

3、aximise visual differences between road categories, and a matched control area to remain untreated for purposes of comparison. The SER design for local roads included increased landscaping and community islands to limit forward visibility, and removal of road markings to create a visually distinct r

4、oad environment. In comparison, roads categorised as collectors received increased 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 increased homogeneity

5、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 Elsevier Ltd. All rights reserved.1. Introduction1.1. BackgroundChanging the visu

6、al characteristics of roads to influence driver behaviour has come to be called the self-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

7、se of road designs that evoke correct expectations and driving behaviours from road users (Wegman et al., 2005; Weller etal., 2008). The SER approach focuses on the three key principles of functionality, homogeneity, and predictability (van Vliet and Schermers, 2000). In practice, functionality requ

8、ires the creation of a few well-defined road categories (e.g., through roads, distributor roads, and access roads) and ensuring that the use of a particular road matches its intended function. Multifunctional roads lead to contradictory design requirements, confusion in the minds of drivers, and inc

9、orrect expectations and inappropriate driving behaviour. Clearly defined road categories promote homogeneity in their use 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

10、uniform as possible and clearly differentiated from other categories so that thefunction of a road is easily recognised and will elicit the correct behaviour from road users. The SER approach has been pursued to the largest extent in the Netherlands and the United Kingdom but it has also been of som

11、e 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

12、 appropriate for the section of road upon which they are drivingin effect the selfexplaining 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 use road designs

13、 that afford desirable driver behaviour. Perceptual properties such as road markings, delineated lane width, and roadside objects can function as affordances that serve as builtin instructions and guide driver behaviour, either implicitly or explicitly (Charlton, 2007a; Elliott et al., 2003; Weller

14、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 second aspect

15、of the SER approach is to establish mental schemata and scripts, memory representations that will allow road users to easily categorise the type of road on which they are.1.2. Localised speed managementThe traditional approaches to improving speed management,traffic calming and local area traffic ma

16、nagement (LATM) have focussed on treating specific problem locations or “black spots”in response to crash occurrences or complaints from the public (Ewing, 1999). A potential disadvantage of these approaches is that addressing the problem with localised treatments can lead to a re-emergence of the p

17、roblem at another location nearby. Further,when applied inappropriately, localised approaches may address the problem from only one perspective, without considering the impact on other types of road users or residents. When traffic calming treatments rely on physical obstacles such as speed humps th

18、ey can be very unpopular with both residents and road users and can create new problems associated with noise, 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

19、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. Altho

20、ugh SER schemes may employ physical design elements used 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. F

21、or an effective SER scheme it is important to select the combination of features thatwill afford the desired driver speeds and to ensure their consistent use 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

22、principles of functionaluse, homogeneous use, and predictable use. Herrstedt (2006) reported on the use of a standardised catalogue of treatments compiled from researcher and practitioner advice. Goldenbeld and van Schagen (2007) used a survey technique to determine road characteristics that minimis

23、e the difference between drivers ratings of preferred speed and perceived safe speed and select road features that make posted speeds “credible”. Aarts and Davidse (2007) used a driving simulator to verify whether the “essential recognisability characteristics” of different road classes conformed to

24、 the expectations of road users. Weller et al. (2008) employed a rangeof statistical techniques, including factor analysis and categorical clustering to establish the road characteristics that drivers use to categorise different road types.The practical difficulties of implementing an SER system thu

25、s become a matter of finding answers to a series 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 selection methods be made releva

26、nt 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

27、 character and local topography of roads often undercut the usefulness of any standardised catalogue of design characteristics (Charlton and Baas, 2006).1.4. Goals of the present projectThe project described in this paper sought to develop and demonstrate an SER process based on retrofitting existin

28、g roads to establish a clear multi-level road hierarchy with appropriate design speeds, ensuring that each level in the hierarchy possessed a different “look and feel”. Rather than transferring SER designsalready in use internationally, the project attempted to develop a method that would build on t

29、he 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 those designs would be effec

30、tive in creating different road user expectations and distinct speed profiles for roads of different categories.2. MethodsThe research methodology/SER design process developed for this project progressed through a series of five stages: (1) selection of study area; (2) identification of the road hie

31、rarchy; (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 sections that follow.2.1. Selection of study areaThe study area for this project (Pt England/Glen Innes in Auckland) wa

32、s selected in consultation with a project steering group comprised of representatives 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 selected, in part, because of its history of cyclist, pedestrian and loss of control crashes, almost twice the number。2. Methods The research methodology/SER design process developed for this project progressed through a series of five stages: (