Impact of traffic noise on railway traffic safety

Traffic noise is one of the dominant factors of ergo-assessment. The harmful impact of traffic noise on the engine driver as target group can be studied in isolation from other ergo-assessment factors only in the initial phase of research. The simultaneous action of several related factors in the system of ergo-assessment factors has cumulative effect on the perception and psychomotoric status of the railway traffic participants in the appropriate traffic situation. The initial partial research of traffic noise by a combination of several scientific methods needs to be eventually upgraded by studying the relations among several concurrent important or dominant ergo-assessment factors

Traffic significance of Bjelovar-Bilogora County for Pannonic Croatia

Iako su grad Bjelovar i Bjelovarsko-bilogorska županija smješteni u sre dišnjem dijelu hrvatskoga panonskog prostora, njihov prometni značaj nij e došao do punog izražaja zbog nedovoljne razvijenosti infrastrukture ces tovnoga i željezničkog prometa. Najznačajniji hrvatski i međunarodni ces tovni i željeznički koridori u povezivanju Istoka i Zapada prelaze posavskim i podravskim područjem. Glavni tokovi od sjevera prema jugu idu od Budimpešte preko Zagreba prema Rijeci te od Osijeka prema Pločama. Kvalitetnije pa i nove cestovne i željezničke veze od Pečuha preko Bjelovara i Zagreba te Banje Luke i Gradiške preko Daruvara prema Varaždinu mogu u budućnosti znatno poboljšati prometni značaj Bjelovara i Bjelovarsko-bilogorske županije. Kvalitetna cestovna veza Bjelovar – Čazma – Petrinja – Krnjak – Ogulin mogla bi rasteretiti postojeće ceste od Mađarske preko Varaždina i Zagreba prema Kvarnerskom zaljevu.Although the town of Bjelovar and the Bjelovar-Bilogora County are located in the middle part of the Croatian Pannonian area, their traffic significance has not been fully shown due to insufficiently developed infrastructure of the road and the railroad traffic. The most important Croatian and international road and railroad corridors to connect the East and the West cross the Sava River basin and the Drava River basin area. Main routes go from the North towards the South, from Budapest, through Zagreb and towards Rijeka, and from Osijek towards Ploče. Higher quality road and railroad connections from Pécs through Bjelovar, Zagreb, Banja Luka and Gradiška, through Daruvar towards Varaždin can considerably improve the traffic significance of Bjelovar and the Bjelovar Bilogora County in the future. Quality road connections such as Bjelovar – Čazma – Petrinja – Krnjak - Ogulin could lower the traffic intensity of the existing roads from Hungary through Varaždin and Zagreb towards Kvarner bay

COGNITIVE APPROACH TO THE ERGONOMIC DESIGN OF THE WORK AND TRAFFIC ENVIRONMENT

Multidisciplinarna ergoprosudba sustava čovjek – stroj – okoliš od dizajnera upravljačnica i prometnih procesa zahtijeva znanja i vještine iz tzv. netehničkih znanosti. Nedopustiva je okolnost istraživanje ponašanja vozača i/ili projektiranje prometnih procesa samo prema klasičnom biheviorističkom pristupu na temelju objektivnog statističkog rizika nakon ekspertiza prometnih nesreća, kada je već od 80-ih godina prošlog stoljeća u Europi konstatirano da statistički objektivni rizik nije odrednica ponašanja vozača. Subjektivni rizik postaje jednak objektivnom statističkom riziku jedino u trenutku kada vozač postupa na granicama svoje sposobnosti, zadaća tada postaje preteška i vjerojatan je gubitak kontrole nad vozilom bez ITS-a ili sustava za pomoć vozaču koji bi eliminirali ili smanjili utjecaj čimbenika smetnje. Udjel „ljudskog faktora“ nije isti kod biheviorističkog i kognitivnog pristupa istraživanjima, iako u svim prometnim granama kod biheviorističkog pristupa istraživanjima statističkog objektivnog rizika intenzivno dominira. Čimbenici „prometnog okoliša“ i „prometnog sredstva“ (radni okoliš upravljačnice), prema dinamičkom otvorenom Fullerovom TCI modelu „zahtjev zadaće-sposobnost vozača“, utječu na težinu zadaće tijekom vožnje. Težinu zadaće i kognitivno opterećenje vozača tijekom vožnje moguće je, među ostalim, programirati i dizajnom upravljačnice, razmještanjem i pozicioniranjem svih često korištenih komandi na upravljačkoj ploči, a u interakciji s rasponima dosega ruku i biakromijalnim rasponom u središnjih 90 % iz dovoljnog i slučajnog uzorka vozača. Izrazito je bitno grupiranje i razmještaj srodnih komandi za promjenu brzine, jer je težina zadaće u TCI modelu dominantno povezana s promjenom brzine od „ljudskog faktora“. Za muške vozača tramvaja iz Sarajeva - pomoću parametara s brojčanim iznosima Iv, P(%) i ō - određeni su dominantni i važni čimbenici subjektivne smetnje iz kognitivne percepcije vozača, jer je kognitivno opterećenje vozača jedan od čimbenika promjene perceptivnog vremena odziva vozača PRT. Udjel „ljudskog faktora“ u čimbenicima smetnje vozača tramvaja povezan je s uvjetima rada i odmora, te je dokazano da taj udjel kod kognitivnog pristupa istraživanju nije dominantan u odnosu na udjele „prometnog okoliša“ i „prometnog sredstva“.A multidisciplinary ergonomic evaluations of the man-machine-environment system carried out on cabin controls and traffic processes demand from their designers a knowledge and training in the so-called non-technical sciences. Investigations of operator behaviour and/or design of traffic processes cannot be done only from the common behaviourist point of view based on the objective statistical risk assessed from traffic accidents, as already in the 1980s European experience showed that statistical risk is not a determinant in operator behaviour. Subjective risk becomes equal to the objective statistical risk only in the event when the operator acts at the limit of his capacity where the task at hand is too demanding and the loss of control over the vehicle is quite likely without ITS or a system for assistance that eliminate or reduce the effects of distraction. The role of the human factor is not the same in behaviourist and in cognitive study approach, but it needs to be said that in all branches of traffic the human factor is dominant in all behaviourist investigations of the objective risk. Traffic environment and vehicle (cabin controls), according to the dynamic open Fuller’s TCI model (task – capability interface), impact the task difficulty during vehicle operation. The difficulty of the task and the cognitive load on the operator during operation can be programmed by a correct design of controls placing all frequently used commands on the control board, and by taking into consideration the reach of the arms and the biachromial span. Of utmost essence is a correct grouping and placement of speed commands, since the difficulty of the task in the TCI model is predominantly in correlation with the speed change by the human factor. Dominant and important subjective distractions of the cognitive perception were determined for the male tram operators in Sarajevo using the numerical parameters Iv, P(%) and ō, as the cognitive load of the operators is one of the factors in changed perception-response time PRT. The role of the human factor in distractions is related to the circumstances such as work and rest, and it has been proven that in cognitive approach this role is not dominant when compared to the impact of traffic environment and means of traffic

COGNITIVE SCIENTIFIC VIRTUALIZATION IN THE FUNCTION OF TRAFFIC SAFETY

Određivanje antropometrijskih mjera i bioloških značajki ljudskog tijela konvencionalnim načinom složeno je i dugotrajno. Uvođenjem novih računalnih metoda (SABALab) moguće je brzo i točno određivanje svih važnih tjelesnih veličina kako bi se dimenzije i oblici elemenata okolišnog radnog sustava cestovnog motornog vozila prilagodili vozaču. Proces upravljanja motornim vozilom izvodi se uz potrebnu kontrolu vida. Tijekom upravljanja motornim vozilom potrebne vidne sposobnosti iskazuju se prepoznavanjem složene strukture djelovanja, raspoznavanjem raznovrsnih oblika, boja te brzinom i točnošću reagiranja na temelju vidnog zapažaja. Upravljanje motornim vozilom izvodi se u prostoru koji od vozača zahtijeva izrazito dobre vidne sposobnosti i one su odlučujuće za koordinaciju pokreta, brzinu reagiranja i točnost izvođenja. Radno mjesto vozača pripada zatvorenom tipu s malim tlocrtnim površinama i sjedećim položajem tijela koje je pogodno za ergonomijsko i biomehaničko oblikovanje. Statičke i dinamičke antropometrijske veličine odnose se na kinematičke osobine vozača i bitan raspored djelatnih elemenata kokpita koji omogućuju potreban stupanj kontrole vida i radnih aktivnosti tijekom sudjelovanja u prometnom okruženju.Determining the anthropometric measures and biological characteristics of the human body using the conventional method is complex and time-consuming. The introduction of new computer methods (SABALab) allows fast and precise determining of all the important body values in order to adapt the dimensions and forms of elements in the operating ambient system of the road motor vehicle to the driver. The process of motor vehicle driving is performed with the necessary control of sight. While driving a motor vehicle, the necessary visual capabilities are expressed by recognizing the complex structures of actions, identification of diverse forms, colours, and the speed and precision of reactions based on the visual observation. The motor vehicle control is carried out in space and requires extremely good driver’s sight capabilities, decisive for the coordination of movements, speed of reaction, and precision of performance. The driver’s workplace is of a confined type with small layout area and a sitting position of the body which is suitable for ergonomic and biomechanical design. Static and dynamic anthropometric values refer to the kinematic capabilities of the driver and important arrangement of operating elements of the cockpit allowing the necessary degree of vision control and operating activities during the participation in the traffic environment

Traffic significance of Bjelovar-Bilogora County for Pannonic Croatia

Iako su grad Bjelovar i Bjelovarsko-bilogorska županija smješteni u sre dišnjem dijelu hrvatskoga panonskog prostora, njihov prometni značaj nij e došao do punog izražaja zbog nedovoljne razvijenosti infrastrukture ces tovnoga i željezničkog prometa. Najznačajniji hrvatski i međunarodni ces tovni i željeznički koridori u povezivanju Istoka i Zapada prelaze posavskim i podravskim područjem. Glavni tokovi od sjevera prema jugu idu od Budimpešte preko Zagreba prema Rijeci te od Osijeka prema Pločama. Kvalitetnije pa i nove cestovne i željezničke veze od Pečuha preko Bjelovara i Zagreba te Banje Luke i Gradiške preko Daruvara prema Varaždinu mogu u budućnosti znatno poboljšati prometni značaj Bjelovara i Bjelovarsko-bilogorske županije. Kvalitetna cestovna veza Bjelovar – Čazma – Petrinja – Krnjak – Ogulin mogla bi rasteretiti postojeće ceste od Mađarske preko Varaždina i Zagreba prema Kvarnerskom zaljevu.Although the town of Bjelovar and the Bjelovar-Bilogora County are located in the middle part of the Croatian Pannonian area, their traffic significance has not been fully shown due to insufficiently developed infrastructure of the road and the railroad traffic. The most important Croatian and international road and railroad corridors to connect the East and the West cross the Sava River basin and the Drava River basin area. Main routes go from the North towards the South, from Budapest, through Zagreb and towards Rijeka, and from Osijek towards Ploče. Higher quality road and railroad connections from Pécs through Bjelovar, Zagreb, Banja Luka and Gradiška, through Daruvar towards Varaždin can considerably improve the traffic significance of Bjelovar and the Bjelovar Bilogora County in the future. Quality road connections such as Bjelovar – Čazma – Petrinja – Krnjak - Ogulin could lower the traffic intensity of the existing roads from Hungary through Varaždin and Zagreb towards Kvarner bay

COGNITIVE APPROACH TO THE ERGONOMIC DESIGN OF THE WORK AND TRAFFIC ENVIRONMENT

Multidisciplinarna ergoprosudba sustava čovjek – stroj – okoliš od dizajnera upravljačnica i prometnih procesa zahtijeva znanja i vještine iz tzv. netehničkih znanosti. Nedopustiva je okolnost istraživanje ponašanja vozača i/ili projektiranje prometnih procesa samo prema klasičnom biheviorističkom pristupu na temelju objektivnog statističkog rizika nakon ekspertiza prometnih nesreća, kada je već od 80-ih godina prošlog stoljeća u Europi konstatirano da statistički objektivni rizik nije odrednica ponašanja vozača. Subjektivni rizik postaje jednak objektivnom statističkom riziku jedino u trenutku kada vozač postupa na granicama svoje sposobnosti, zadaća tada postaje preteška i vjerojatan je gubitak kontrole nad vozilom bez ITS-a ili sustava za pomoć vozaču koji bi eliminirali ili smanjili utjecaj čimbenika smetnje. Udjel „ljudskog faktora“ nije isti kod biheviorističkog i kognitivnog pristupa istraživanjima, iako u svim prometnim granama kod biheviorističkog pristupa istraživanjima statističkog objektivnog rizika intenzivno dominira. Čimbenici „prometnog okoliša“ i „prometnog sredstva“ (radni okoliš upravljačnice), prema dinamičkom otvorenom Fullerovom TCI modelu „zahtjev zadaće-sposobnost vozača“, utječu na težinu zadaće tijekom vožnje. Težinu zadaće i kognitivno opterećenje vozača tijekom vožnje moguće je, među ostalim, programirati i dizajnom upravljačnice, razmještanjem i pozicioniranjem svih često korištenih komandi na upravljačkoj ploči, a u interakciji s rasponima dosega ruku i biakromijalnim rasponom u središnjih 90 % iz dovoljnog i slučajnog uzorka vozača. Izrazito je bitno grupiranje i razmještaj srodnih komandi za promjenu brzine, jer je težina zadaće u TCI modelu dominantno povezana s promjenom brzine od „ljudskog faktora“. Za muške vozača tramvaja iz Sarajeva - pomoću parametara s brojčanim iznosima Iv, P(%) i ō - određeni su dominantni i važni čimbenici subjektivne smetnje iz kognitivne percepcije vozača, jer je kognitivno opterećenje vozača jedan od čimbenika promjene perceptivnog vremena odziva vozača PRT. Udjel „ljudskog faktora“ u čimbenicima smetnje vozača tramvaja povezan je s uvjetima rada i odmora, te je dokazano da taj udjel kod kognitivnog pristupa istraživanju nije dominantan u odnosu na udjele „prometnog okoliša“ i „prometnog sredstva“.A multidisciplinary ergonomic evaluations of the man-machine-environment system carried out on cabin controls and traffic processes demand from their designers a knowledge and training in the so-called non-technical sciences. Investigations of operator behaviour and/or design of traffic processes cannot be done only from the common behaviourist point of view based on the objective statistical risk assessed from traffic accidents, as already in the 1980s European experience showed that statistical risk is not a determinant in operator behaviour. Subjective risk becomes equal to the objective statistical risk only in the event when the operator acts at the limit of his capacity where the task at hand is too demanding and the loss of control over the vehicle is quite likely without ITS or a system for assistance that eliminate or reduce the effects of distraction. The role of the human factor is not the same in behaviourist and in cognitive study approach, but it needs to be said that in all branches of traffic the human factor is dominant in all behaviourist investigations of the objective risk. Traffic environment and vehicle (cabin controls), according to the dynamic open Fuller’s TCI model (task – capability interface), impact the task difficulty during vehicle operation. The difficulty of the task and the cognitive load on the operator during operation can be programmed by a correct design of controls placing all frequently used commands on the control board, and by taking into consideration the reach of the arms and the biachromial span. Of utmost essence is a correct grouping and placement of speed commands, since the difficulty of the task in the TCI model is predominantly in correlation with the speed change by the human factor. Dominant and important subjective distractions of the cognitive perception were determined for the male tram operators in Sarajevo using the numerical parameters Iv, P(%) and ō, as the cognitive load of the operators is one of the factors in changed perception-response time PRT. The role of the human factor in distractions is related to the circumstances such as work and rest, and it has been proven that in cognitive approach this role is not dominant when compared to the impact of traffic environment and means of traffic

Anthropometric measures important for control panel design in locomotive or railcar

Često korištene komande na upravljačkoj ploči lokomotive ili motorne garniture potrebno je rasporediti pretežito unutar normalnog dosega ruku, uz korištenje višenamjenskih kontrolera za posluživanje više bitnih i često korištenih funkcija jednom rukom, kada god je to moguće. Iz izmjerenih antropomjera u središnjih 90 % od dovoljnog i slučajnog uzorka od 50 strojovođa statističkim metodama definiran je raspon normalnog i maksimalnog dosega ruku za cijelu populaciju u RH. Rasponi statičkih antropomjera strojovođa su konstitucijski čimbenici iz grupe "ljudskog faktora", a prema Fullerovom TCI modelu "zahtjev zadaće-sposobnost vozača" utječu na težinu zadaće tijekom vožnje. Dokazana je korelacijska ovisnost lumbalnog momenta Ml o indeksu tjelesne mase ITM u hipotetski najnepovoljnijem statičkom sjedećem radnom položaju, a na temelju stvarno izmjerenih statičkih antropomjera.Frequently used commands on the locomotive or railcar control panel need to be arranged mainly within the normal reach of the arm, using multi-purpose controllers for serving several important and frequently used functions by one hand, whenever possible. From the measured anthropometric measures in the central 90 % from the sufficient and random sample of 50 engine drivers the range of normal and maximal reach of arm has been defined using statistical methods for the entire population in Croatia. The ranges of statistical anthrompometric measures of the engine drivers are the constitutional factors from the group "human factor", and according to Fuller TCI model "task requirement – driver’s capability" affect the difficulty of the task during driving. The correlation dependence of lumbar moment Ml on the index of mass BMI has been proven in the hypothetically most unfavourable statistical seating working position, and based on the really measured statistical anthropometric measures

Traffic and Ecological Environment of Croatia as Integration Factor in the 21 st Century Europe

Considering the current trends, traffic in 2030 will economicallyand socially burden the society and move away from thesustainability regarding the environment. The paper presentsthe development orientation of the Republic of Croatia in certaintraiiSport branches that will contribute to the efficient environmentalprotection, since protection of the Croatian naturaland civilisation values represents an important strategic orientationof the Republic of Croatia and one of the integration facwrsof the 21'1 century Europe

Cargo Transportation Adriatic- Danube Region with Reference to Croatian Harbours and Ports

The paper considers the role of the Croatian sea harbours,the Croatian ports, 1iver navigation and wateiWays dependingon the transport routes between the Adriatic and the Danuberegion.The strategic and economic position best describes the roleof the economic bridge spanning the N01th and the South,whether speaking of the Adriatic corrid01; which has harbourswith all kinds of technologies, or of the combined transportAdriatic - Danube-region co1Tidor, and our river ports.Conside1ing the difficulties cwTently present due to the wardestruction, which have disturbed the technological processesat our harbours and ports, as well as the Adriatic - Danube-region commodity trade, we have to continue investing allour efforts in order to prevent our harbours and p01ts of beinglimiting factors of cargo flows between the Adriatic and theDanube-region.Taking into account the transportation flows towards theCentral European countries, our duty is to create modem andcompetitive traffic and thus emphasise our role on the Europeanand world market

The Influence of BMW Group Energy Strategy Communication on Corporate Image

This paper deals with the application of BMW Group energystrategy communication in order to build excellent BMWcorporate image worldwide with the purpose of analyzing thecurrent situation regarding this topic on the Croatian car marketas well as analyzing the possible influence of BMW environmentprotection care and energy strategy on BMW corporateimage in the Republic of Croatia.To ensure sufficient supply of energy in order to meet the futureneeds, the BMW's chosen priorities worldwide are to promoteefficient use of today's available energy sources and to developinnovative solutions for the future. The company usesthese elements in building the desirable BMW corporate image.On the basis of the conducted surve, it was more than obviousthat these activities still do not play a large role in building agood BMW corporate image among BMW customers in Croatia.Obviously, there is great possibility for the BMW Group toimprove its corporate image in Croatia and on the similar marketsboth with the application of intensive environmental careand the energy strategy communication