Investigation of the protection of children in minibuses and coaches

The draft European Directive on the use of seatbelts requires passengers of minibuses and coaches to use the safety systems (seatbelts) provided. As the wording stands, this requirement applies to children over 3 years, but the need for additional protection is not clear. This need has long been recognised in cars where the requirements for protection vary according to the size of child and the characteristics of both the vehicle and the crash. However, this knowledge base does not adequately address what means of protection children need in minibuses, buses and coaches. Research has been commissioned by the UK Department for Transport to determine the requirements for seatbelts and restraint systems in minibuses and coaches in relation to children. Information is being gathered about exposure, accidents, operational issues of use, practicality and liability and the fit of existing seatbelt systems for different age groups of children and particularly those under 3 years

Passenger casualties in non-collision incidents on buses and coaches in Great Britain

Of all the killed or seriously injured (KSI) passengers on buses or coaches in Great Britain, a surprisingly high proportion, 64.3%, are injured in non-collision incidents. A KSI casualty distribution of this sub-sample identifies that 74.2% of the casualties are female and a large proportion, 58.0%, are elderly casualties 60 years of age or over

The CREST project accident data base

The protection of children in cars is improving with the increasing use of better designed restraint systems. Indeed, when children are correctly restrained in appropriate child restraint systems (CRS) they are sufficiently well protected in moderate frontal impacts. However, the levels of protection afforded in severe frontal impacts and lateral crashes has needed further attention. The CREST project, funded by the European Commission, was initiated to develop the knowledge on the kinematics behaviour and tolerances of children involved in car crashes. The final aim of the project is to propose enhanced test procedures for evaluating the effectiveness of child restraint systems (CRS). The method used in this project was to collect data from accident investigations and from reconstructed crashes in order to determine the physical parameters (measured on dummies) which correspond to various injury mechanisms, and is described in ESV 2001 – paper n°294. This paper presents the activity developed within Workpackage I of CREST, responsible for accident investigations. A presentation of the common methodology used is made. A general description of the data base of 405 documented accident cases in which 628 restrained children are involved is given as well as specific features of the reality of the restraint of children in cars, for example: age and size, CRS type, place, and a discussion on misuse and inappropriate use. Injuries in frontal and side impacts are also discussed

Advanced methods for improved child occupant safety in cars

The European project CHILD (2002 – 2005 ) aims to a more comprehensive understanding of the injury mechanisms experienced by children as car occupants of different ages in road accidents. Through innovative tools and methods, CHILD will contribute to revise or improve standards and more efficient design of child restraint systems. It is conducted in association with thirteen partners representing a balance between research, industry, regulation and testing institutes, from seven European countries. The basis is in-depth accident studies, experimental and virtual testing including development of new tools (dummies, models,…) for the evaluation of child protection. CHILD will enable the investigation of injury mechanisms and tolerances for different ages of children and to reinforce injury criteria and risk curves previously proposed for frontal and lateral impacts, in the European project CREST (1996-2000). The methods used to achieve these goals are described in this article, illustrated with several examples. The stakes of this project are to significantly decrease the number of killed children (more than 700) or severely injured each year on European roads, which is an unacceptable high burden on Europe’s society and economy

The development of improvements to drivers' direct and indirect vision from vehicles - phase 1

This research project concerning "The development of improvements to drivers' direct and indirect vision from vehicles" has been designed to be conducted in two phases: . Phase 1 whose aim is to scope the existing knowledge base in order to prioritise and direct activities within Phase 2; . Phase 2 whose aim is to investigate specific driver vision problems prioritised in Phase 1 and determine solutions to them. This report details the activities, findings and conclusions resulting from the Phase 1 tasks undertaken

The development of improvements to drivers' direct and indirect vision from vehicles - impact assessment

The development of improvements to drivers' direct and indirect vision from vehicles - impact assessmen

The development of improvements to drivers' direct and indirect vision from vehicles - phase 2

This report describes the work undertaken in fulfilment of Phase 2 of the research project relating to the development of improvements to drivers‘ direct and indirect vision from vehicles

PISa – powered two wheeler integrated safety: development, implementation and testing of PTW integrated safety systems

The Powered two wheeler Integrated Safety (PISa) project, funded by the European Commission within the 6th Framework, aimed at identifying, developing and testing new technologies to provide integrated safety systems (ISS) for a range of powered two wheelers (PTWs) to improve primary safety and link to secondary safety systems. From the analysis of representative crashes involving motorcycles and mopeds, a list of safety systems was prioritised in terms of their contribution to crash avoidance or injury severity reduction. These systems were integrated onto two different types of PTW: a large scooter and a light motorcycle. Experimental tests with the demonstration vehicles showed the potential benefits of the PISa systems compared to unequipped PTWs. Further system development is required before testing the demonstration vehicles with non-professional riders

Why do passengers get hurt when buses don't crash?

Why do passengers get hurt when buses don't crash

The main achievements of the CHILD project

The main achievements of the CHILD projec