A Guide to Applying the Safe System Approach to Transportation Planning, Design, and Operations (2025) / Chapter Skim
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3 Safe System Planning
3 Safe System Planning
Pages 20-27
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From page 20... ...
Making planning decisions based on Safe System principles would allow future land use and transportation network decisions to actively improve safety for all road users and prevent some of the conflicts that might otherwise need to be mitigated through other measures such as design or enforcement. Traditional planning in the 20th and early 21st centuries focused on using traffic generation models to predict the future needs of drivers (Lana et al.
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From page 21... ...
. At more local levels of government, horizontal integration requires transportation planners and urban designers to coordinate their site plan reviews, corridor audits, and street standard policies with local land-use planners and coding officials and developers.
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From page 22... ...
The most effective method of minimizing conflicting road uses is to separate motor traffic through-routes from areas where people live, work, and play. When planning road networks, this entails concentrating motor traffic onto the streets and areas where it has the least impact on the daily life of residents, and, when planning land uses, development can be directed away from roads that have been designated as through-movement corridors for motor traffic, as depicted in the functional road categories used in the Netherlands (see Figure 5)
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From page 23... ...
Separate Motor Vehicle Networks from Active Transportation Networks As motor traffic speeds and volumes increase, the level of separation from vulnerable road users should also increase. This can occur within the streetscape in the form of separate infrastructure such as cycle tracks and median islands, but it can be even more effective to separate motor traffic from active transportation at a network level (van Ommeren et al.
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From page 24... ...
◾ Start from a collective vision for a Safe System ◾ Vertically and horizontally integrate planning ◾ Clearly define the functionality of roads ◾ Separate motor vehicle networks from active transportation networks – To what extent does the proposed practice address the following? ◾ Users' exposure to serious crashes ◾ Likelihood of serious crashes ◾ Severity of crashes when they occur ◾ Improvements to injury risk assessment, professional and community coordination, or crash diagnoses
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From page 25... ...
safety potential before − − − Low assessments over injurious crashes crash "hot spot" manifest or "black spot" approaches Prioritizing Focuses resources interventions to on interventions to reduce severe- reduce the odds of − − Low injury crashes over the most impactful property-damage- crash types only crashes occurring Communicating Builds trust with with communities community previously not members and − − − Medium involved in aligns practice with decision-making community to learn about concerns and their safety issues values and concerns on a routine basis (annually, quarterly) Coordinating with Results in greater land-use planners agreement on to align land-use roadway access − Low and roadway and mobility purposes purposes Implementing or Protects expanding car- pedestrians by free zones in areas physically − Medium with high separating them pedestrian activity from motor vehicles Setting a goal in Sets a policy goal safety plans to to motivate and reduce road drive safety − − − Low deaths by a investment specific amount (e.g., 50%, by 2030)
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From page 26... ...
safety assessments over crash "hot spot" or "black spot" approaches given the severity and magnitude of serious crash potential on the network and the disproportionate harm endured by some commu nity members by failing to capture all injurious crashes in police crash data. Then, in step 2, a safety team might conclude that prioritizing injury risk-based (systemic)
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From page 27... ...
practice performance and • The factors that contribute to practice performance include, at least, interactions among factors, what the availability of valid and reliable exposure data for all road users, key factors might look like in the staff's ability to appropriately estimate injurious crash potential, the future, and success indicators. availability of valid and reliable land-use data, and more.
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