en-us Tue, 5 Jun 2012 00:25:08 UTC Inmagic DB/Text WebPublisher http://114.111.144.247/ics-wpd/exec/icswppro.dll?AC=QUERY&TN=inroads&QY=find+RC+=+1205AR001E Mon, 14 May 2012 14:00:00 UTC http://114.111.144.247/ics-wpd/exec/icswppro.dll?AC=QUERY&TN=inroads&QY=find+RC+=+1205AR045E Mon, 14 May 2012 14:00:00 UTC http://114.111.144.247/ics-wpd/exec/icswppro.dll?AC=QUERY&TN=inroads&QY=find+RC+=+1205AR096E Mon, 14 May 2012 14:00:00 UTC http://114.111.144.247/ics-wpd/exec/icswppro.dll?AC=QUERY&TN=inroads&QY=find+RC+=+1205AR097E Mon, 14 May 2012 14:00:00 UTC http://114.111.144.247/ics-wpd/exec/icswppro.dll?AC=QUERY&TN=inroads&QY=find+RC+=+1205AR103E Mon, 14 May 2012 14:00:00 UTC http://114.111.144.247/ics-wpd/exec/icswppro.dll?AC=QUERY&TN=inroads&QY=find+RC+=+1205AR206E Mon, 14 May 2012 14:00:00 UTCRoad trauma is a leading cause of child injury worldwide and in highly motorised countries, injury as a passenger represents a major proportion of all child road deaths and hospitalisations. Australia is no exception, particularly since motorised transport to school is at high levels in most Australian states. Recently the legislation governing the type of car restraints required for children aged under 7 years has changed in most Australian states aligning requirements better with accepted best practice. However, it is unclear what effect these changes have had on children’s seating positions or the types of restraints used. A mixed methods evaluation of the impact of the new legislation on compliance was conducted at three times: baseline (Time 1); after announcement that changes were going to be implemented but before enforcement began (Time 2); and after enforcement commenced (Time 3). Measures of compliance were obtained using two methods: road-side observations of vehicles with child passengers; and parental self-report (intercept interviews conducted at Time 2 and Time 3 only). Results from the observations suggested an overall positive effect. Proportions of children occupying front seats decreased overall and use of dedicated child seats increased to almost 40 per cent of the observed children by Time 3. However, almost a quarter of the children observed were still occupying the front seat. These results were very different from those of the interview study where almost no children were reported as usually travelling in the front seat, and the reported use of dedicated restraints with children was almost 90 per cent, more than twice that in the observations. http://114.111.144.247/ics-wpd/exec/icswppro.dll?AC=QUERY&TN=inroads&QY=find+RC+=+1205AR324E Mon, 14 May 2012 14:00:00 UTCDespite the positive impact of high-deck buses for the operators by increasing their profits through the reduction of fuel consumption and vehicle operating maintenance cost as well as the ability to carry more passengers per trip as compared to single-deck buses, the increasing popularity of high-deck buses in Malaysia has become a major concern in road safety. As a result of a fatal accident involving a high-deck bus in Behrang (2008) which saw the failure of a median guardrail to contain and redirect the errant bus on track, a feasibility study about the suitable traffic safety barrier to be used on Malaysia’s expressways specifically for single vehicle collision involving high-deck buses was initiated. The study was carried out with two main objectives: (i) to analyse the stability of high-deck buses in a rollover collision with crash barriers using calculation methods based on formulas derived from a number of related literatures, and (ii) to assess existing literatures for any type of traffic safety barriers currently available worldwide for adoption on Malaysia’s highways and roads. From the study, it is concluded that the location of centre of gravity and speed both influence the stability of a high-deck bus in the event of a rollover, especially at curved roads, and that rigid barriers perform better than semi-rigid barriers in preventing the rollover of high-deck buses during a collision with traffic barriers. http://114.111.144.247/ics-wpd/exec/icswppro.dll?AC=QUERY&TN=inroads&QY=find+RC+=+1205AR329E Mon, 14 May 2012 14:00:00 UTCIt is understood that the DfT are considering a review of the British legislation regarding EAPCs following the publication of new draft standards being developed by CEN, the European standards body. In undertaking this work it is imperative that potential alterations to current standards are investigated so that safety is not compromised. One such difference is that, unlike British legislation, the draft CEN standard does not include a mass limit. The information presented only gives an indication of the likely effects of mass on an EAPC. It has not been possible in most cases to give accurate recommendations regarding the effects of mass because there has been very little previous work conducted on bicycles and EAPCs in general. The only way in which to give reliable information regarding the effects of increasing the mass of an EAPC would be to conduct testing specific to the addition of extra mass to an EAPC. Further consideration of factors identified in this initial report is required before any decisions on removing the GB EAPC weight limit are reached. http://114.111.144.247/ics-wpd/exec/icswppro.dll?AC=QUERY&TN=inroads&QY=find+RC+=+1205AR344E Mon, 14 May 2012 14:00:00 UTCThis report explores the question: Has the time come for an older driver vehicle? Great gains in safe mobility could be made by designing automobiles that take into account, and help overcome, some of the deficits in abilities common in older people. The report begins by providing a background and rationale for an older driver vehicle, including discussions of relevant trends, age-related declines in functional abilities, and the adverse consequences of decreased mobility. The next section discusses research and issues related to vehicle design and advanced technology with respect to older drivers. The next section explores crashworthiness issues and the unique requirements for older adults. The following section discusses the many issues related to marketing a vehicle that has been designed for older drivers. The report concludes that there is a clear global opportunity to improve the safety, mobility, and quality of life of older adults by designing vehicles and vehicle technologies that help overcome common age-related deficits. The marketing of these vehicles to older consumers, however, will be challenging and will likely require further market research. The development of vehicle design features, new automotive technologies, and crashworthiness systems in the future should be guided by both knowledge of the effects of frailty/fragility of the elderly on crash outcomes, as well as knowledge of common driving-related declines in psychomotor, visual, and cognitive abilities. Design strategies that allow for some degree of customization may be particularly beneficial. It is clear that training and education efforts for using new vehicle features will need to be improved. http://114.111.144.247/ics-wpd/exec/icswppro.dll?AC=QUERY&TN=inroads&QY=find+RC+=+1205AR360E Mon, 14 May 2012 14:00:00 UTCThis report tables rail safety occurrence data by state and territory between 1 January 2002 and 31 December 2011. The data is presented as counts, and divided by kilometres travelled or the number of track kilometres to allow comparison between states. This report excludes tram, light rail and monorail operations. The data presented is designed to assist rail safety professionals and researchers in understanding and taking action to reduce the safety risk. In addition, it can be used for international comparative research, while informing the public about emerging issues in rail safety. The data in this report contains information about the following safety-critical events: fatalities, serious personal injuries, derailments, collisions, level crossing occurrences, signals passed at danger (SPAD), load irregularities, track and civil infrastructure irregularities.