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By Jan Theeuwes
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Additional resources for Designing Safe Road Systems
In the bottom picture the transition from one type of road to one that is part of a village is indicated by narrowing, the removal of centre lines and the use of additional signing (from Kennedy et al. 2005). 3). Worldwide this concept has been embraced by many road authorities as an approach for redesigning the road environment. In the Netherlands this has resulted in a completely new approach, also known as 舖sustainable safety舗, and a new categorization of the various types of road, known as flow, distributor and access roads.
Often the geometry of the road is not designed intentionally but rather is usually the result of some historical development (for example, a road between two villages). Weller et al. 5). This model uses terms such as 舖affordance and cues舗 (cf. Gibson 1968), which are the 舖category defining properties舗 of the SER concept developed by Theeuwes (2000). As noted, these categories must be internally consistent, mutually exclusive and clearly distinguishable. Consistent with SER, the model also stresses that subjective road categorization is more important than objective 舖official舗 categorization.
Navigation, guidance and control. For each level task load varies depending on time and place. In road system design it is important to distinguish between all three levels. Driving is a complex task. Chapter 4 provides an overview of the main theories and models of driver behaviour and performance and their implications for road design. When approaching task overload, road usersq will adapt their behaviour such that the load becomes lighter. Additional tasks will be ignored or skipped. When actual task overload occurs, rational behaviour may cease to exist and drivers may fall back to basic, rather reflexive behaviour tendencies.