17 research outputs found
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