ECONOMIA DOS TRANSPORTES

Bicycles riders (cyclists) on public streets have the same rights and responsibilities as automobile drivers and are subject to the same rules and regulations as any other vehicle on the road. Each year in California, over one hundred people are killed, and hundreds of thousands more are injured in bicycle collisions. The keys to safe bicycling include being predictable, visible and communicating your intentions to motorists. The following links provide valuable information on Bicycle Rules and Safety, as well as some helpful hints and general bicycle information. Bicycle Rules and SafetySafety Tips for Bicyclists and Motorists (FFDL 37)DMV Driver's Handbook-Bicycle SectionSafety Guidelines and Bike TipsTips for Safe Bicycle RidingBicycle Safety Links10 Smart Routes to Bicycle SafetyGeneral Bicycle InformationCaltrans Bicycle InformationCalifornia Air Resources Board-Bicycle Awareness ProgramBicycle Related SitesCalifornia Vehicle Code Sections for BicyclesVehicle Code 21200 Series-Operation of BicyclesVehicle Code 39000 Series-Registration and LicensingFor information on Motorized Bicycles and Motorcycles check DMV's Motorcycle Driver Handbook.Motorcycle Driver Handbook (PDF)  Everyone should be aware of Bicycle Safety   

This page shows you real ways you can get hit and real ways to avoid them. This is a far cry from normal bicycle safety guides, which usually tell you little more than to wear your helmet and to follow the law.  But consider this for a moment: Wearing a helmet will do absolutely nothing to prevent you from getting hit by a car.  Sure, helmets might help you if you get hit, but your #1 goal should be to avoid getting hit in the first place.  Plenty of cyclists are killed by cars even though they were wearing helmets.  Ironically, if they had ridden without helmets, yet followed the advice on this page, they might still be alive today.  Don't fall for the myth that wearing a helmet is the first and last word in biking safety.  In truth, an ounce of prevention is worth a pound of cure.  It's better to not get hit. That's what real bicycle safety is about. TIP: The Uninsured Motorist clause on your auto insurance may pay if you're hit & runned while bicycling. Check your policy. The next most common bike safety advice after "wear a helmet" is "follow the law," but most people are already aware that it's stupid to race through a red light when there's cross traffic.  So the "follow the law" advice isn't that helpful because it's too obvious.  What you'll find here are several scenarios that maybe aren't that obvious. The other problem with the "follow the law" message is that people may think that's all they need to do.  But following the law is not enough to keep you safe, not by a long shot.  Here's an example: The law tells you to ride as far to the right as is practicable.  But if you ride too far to the right, someone exiting a parked car could open their door right in front of you, and you'll be less visible to motorists pulling out of driveways and parking lots, and motorists coming from behind may pass you way too closely in the same lane because you didn't make them change lanes.  In each of these cases you were following the law, but could still ha

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Making roads safer for motorcycles and mopeds Practical and fun… More and more motorcycles and mopeds ("powered two-wheelers" - PTWs) are on the streets. Particularly in cities, they offer a solution to increasing traffic, scarce parking and the high cost of private-car ownership. Users of PTWs range from leisure motorcyclists riding high-power engines to young people and professionals using mopeds for their daily commute. From 2001 to 2007, the number of motorcycles on European roads increased 34%. …but vulnerable Compared to cars, PTWs are less stable, less visible and offer less protection to the driver. They are involved in a disproportionately high percentage of fatal and serious accidents, most of which are in cities and caused by human error. In 2008 for example, at least 6 800 riders were killed. Meaning that PTWs accounted for some 17% of all road fatalities but only 2% of road users. 1 in 3 victims among PTW users is under 25, but middle-aged riders too have higher accident rates than car drivers of the same age. What is the EU doing? Improving PTW safety EU efforts to improve the safety of driving, roads and vehicles is focusing on: training: moped permits and minimum age requirements - EU Directive 2006/126/EC standardising driving licences research projects - to design safer guardrails (SMART RRS), study the use of sensors to alert road users to each other's presence (WATCH-OVER) and develop driver-assistance and other intelligent applications for motorcycles (SAFERIDER).

Pedestrians and Cyclists Introduction | Crash characteristics where and how | Measures to reduce crash numbers and injury severity | Pedestrians and cyclists unprotected road users | Promote cycling and bicycle helmets or not | References | Special regulations for pedestrians and cyclists | PDF This text on pedestrians and cyclists safety, reviews the scientific studies on the magnitude and nature of the safety problem, the contributing accident factors, and the effectiveness of countermeasures. For information on the development of casualty frequencies and accident circumstances over the period 1996-2005 per European country, please consult the Basic Fact Sheet Pedestrians [467 KB] and the Basic Fact Sheet Bicycles [574 KB] on the Data section of the website. Diagram & Summary Unprotected road users Walking and cycling are transport modes where relatively unprotected road users interact with traffic of high speed and mass. This makes pedestrians and cyclists vulnerable. They suffer the most severe consequences in collisions with other road users because they cannot protect themselves against the speed and mass of the other party. Of all journeys, 20-40% are travelled by cycle or on foot, with the highest percentage in the Netherlands and the lowest in Finland. Trips on foot take place most frequently in Great Britain, whereas bicycle trips are most frequent in the Netherlands, Denmark, and Sweden. Some groups of traffic participants walk or cycle more than others. These differences are also reflected in their crash involvement. Walking is particularly important for children below the age of 12 and adults aged 75 and above. The bicycle is used most frequently by adolescents (12-17 years of age). Crash characteristics Of all traffic fatalities in EU countries, the proportion of pedestrian fatalities is about 17% and the proportion of cyclist fatalities is about 6%. Age groups that have the highest percentage of pedestrian fatalities are children younger than 10 ye

Pros and cons regarding bicycle helmet legislation Promote cycling and bicycle helmets or not? Promoting cycling: changes to expect Pros and cons regarding bicycle helmet legislation Although bicycle speed is rather limited, it is acknowledged that a properly designed helmet provides very good protection for the most vulnerable part of the body, the head, from being severely injured in a crash. Whereas the helmet is more or less compulsory in all countries for participants in sporting events, in most countries it is still optional for cycle touring or bicycle rides in general (see Bicycle helmet legislation for exceptions). Some cyclists are against the helmet as it imposes a requirement conflicting with the feeling of freedom given by the bicycle or because it is unsightly, uncomfortable, or unnecessary over short distances. Others are firmly in favour of it as it provides good head protection [16]. In 2000, helmets were worn on a voluntary basis by 15% of cyclists in Finland, 16% in the United Kingdom, 17% in Sweden, 7% in Switzerland and 6% in Norway. In Denmark, 68% of children, who are passengers on bicycles (children between 0 and 5 years old), were using helmets. 34% of the children between 6 and 9 years old use helmets on their bicycles. Only 5% of cyclists aged between 10 and 25 year old used a helmet, and among cyclists aged 25 years and older only 3% used a helmet. The proportion is insignificant in most other countries [16]. Several reviews have been conducted on the effectiveness of bicycle helmets in reducing head and facial injuries [54][53][41][30] . Studies over the last 15 years in the United States, Europe, Australia and New Zealand indicate that bicycle helmets are very effective in decreasing the risk of head and brain injuries. Critics of legislation, though, have pointed out that reductions in absolute numbers of cycling fatalities and severe head injuries can be at least partially explained by a decrease in cycling per se. Given that good evi

Walking and cycling as transport modes No speed, no mass, and no protection Pedestrians and cyclists: unprotected road users Walking and cycling as transport modes Of all journeys, 20-40% are travelled by cycle or on foot, with the highest percentage in the Netherlands and the lowest in Finland. Trips on foot take place most frequently in Great Britain, whereas bicycle trips are most frequent in the Netherlands, Denmark and Sweden [34]. Some groups of traffic participants walk or cycle more than others. These differences are also reflected in their crash involvement (see Crash characteristics). Age groups for which walking is particularly important, are children below the age of 12 and adults aged 75 and above. The bicycle is used most frequently by those younger than 18 years of age [34]. Walking as a transport mode Cycling as a transport mode Age groups most involved in walking and cycling Walking as a transport mode Walking as a means of transport is commonly used for rather short trips. This means that it is actually difficult to assess pedestrian mobility at country level, as the national travel surveys often do not register the shorter trips. Also, the walking parts of trips made primarily by public transport are usually not taken into account. At present, the importance of walking is therefore underestimated [60]. Survey data from a selection of seven European countries show that 12-30% of all trips is made by walking (as main transport mode), the highest figure being for Great Britain [34]. For short trips under 5 km, the share of walking is higher, with a maximum of 45% in Great Britain. The average length of walking trips varies from just under 1 km (Great Britain) to 2.8 km (Finland). It should be noted, however, that the extent of coverage of short trips may vary from country to country in the national travel surveys. This will affect the comparability of average trip length and the share of walking. In Great Britain, all trip lengths are included, where

The Cycling Resource Centre is an Australian information hub on all things related to cycling. The site is admininstered by the Australian Bicycle Council (ABC) which consists of representatives of state, territory and local governments, the cycling industry and bicycle users. The ABC coordinates and implementats the Australian National Cycling Strategy 2011-2016 (NCS) and reports on its implementation to Australian Transport ministers. The operational support for the ABC is provided by Austroads, the association of Australian and NZ road transport and traffic authorities. If you have any comments, suggestions or questions regarding this site, please contact abc@austroads.com.au .

Road Safety Research Centres   Worldwide   All contents copyright ©, Drive and Stay Alive, Inc., 2003 onwards, unless specified otherwise. All rights reserved.   IMPORTANT: click here to read the DISCLAIMER DSA Home Page Research Papers and Publications Go to Navigation Bar   Australia Netherlands Sweden Canada New Zealand UK Malaysia Spain USA   Please note that as this is a complex field, we would greatly appreciate any additional or update information you can give us regarding any establishments (and specific research papers) that we have not yet included. To do so, please contact us and, if possible, include the relevant URL(s).     Australia   Adelaide University -- Road Accident Research Unit (RARU)   Australian College of Road Safety (ACRS)   Australian National Crash In-depth Study (ANCIS)   ARRB Transport Research (ARRB)   Centre for Accident Research and Road Safety (CARRS)   Centre for Automotive Safety Research (CASR)   Monash University -- Accident Research Centre (MUARC)                               -- Crashworthiness and Road Safety   Murdoch University -- Institute for Research in Safety and Transport     Return to Top of Page   Canada   Ryerson University, Toronto -- Dr. Said Easa, chair of Civil Engineering (2001)   Traffic Injury Research Foundation (TIRF)      Return to Top of Page   Malaysia   Road Safety Research Centre, Faculty of Engineering, University Putra Malaysia (RSRC)     Return to Top of Page   Netherlands   Institute for Road Safety Research (SWOV) (The letters stand for 'Stichting Wetenschappelijk Onderzoek Verkeersveiligheid' if you were wondering!)   Return to Top of Page   New Zealand   Waikato University -- Traffic and Road Safety (TARS)     Return to Top of Page   Spain   University of Barcelona Faculty of Psychology -- Psychology and Road Safety     Return to Top of Page   Sweden   Swedish National Road and Transport Research Institute (VTI)     Return to

Transport Safety Research Centre About usKey interestsPeoplePublicationsLinks About us The objectives of the Transport Safety Research Centre are to reduce traffic casualties and mitigate the broader impact of transport on society by conducting world-leading basic and applied research. Previously called the Vehicle Safety Research Centre it was renamed in 2010 to reflect the greater diversity of its research in the field of traffic safety and transport technologies. The TSRC is a multi-disciplinary team conducting research into all aspects of road and vehicle safety and road user behaviour. With a team of over 35 staff and post-graduate researchers the Centre bases its research on real-world accident studies, naturalistic studies of driver behaviour and statistical analysis of accident, health and mobility data. We conduct research on behalf of Government and Industry and our work impacts directly on the road and vehicle safety policies and the performance requirements of new vehicles. In 2007 The Centre was recognised by the award to the University of the Queens Anniversary Prize. What we do We conduct research into the causes of road accidents and injuries, we measure the effectiveness of safety and mobility technologies and we provide the evidence base for policy development. Our research is both applied and basic and is published widely as reports and papers - we strive for research excellence. The results of our work are used by governments to improve road safety policies and by industry to improve transport products and services. The Centre was formed in 1982 in order to study vehicle crashworthiness and car occupant protection conducting in-depth crash investigations and injury analyses. Accident investigation has continued uninterrupted since then and the team is now responsible for all UK in-depth accident research. Over this time the research has broadened and the Centre now conducts a wide range of research into the performance of vehicle safety

Monash University > Monash Injury Research Institute > Research at Monash > Research areas > Transport safety Researcher profile Professor Mark Stevenson Director, Monash University Accident Research Centre (MUARC) "Most people perceive injuries or accidents as chance occurrences, but we know from scientific research that they have underlying causes and distributions like any other disease that can be studied and therefore prevented." Consultancies You can benefit from our experience and leadership in the field of injury prevention. Executive training From 2012 MIRI will offer advanced training in road safety management and leadership. Search our reports Each year our staff produce reports on a broad range of topics across the spectrum of injury prevention. Leading researchers Adjunct Professor Brian Fildes Adjunct Professor Max Cameron Adjunct Professor Ian Johnston Adjunct Professor Peter Vulcan Emeritus Professor Tom Triggs Dr Judith Charlton Associate Director, Behavioural Safety Science Dr Bruce Corben Associate Director, Safe System Strategies and Road Infrastructure Dr Michael Lenne Associate Director, Human Factors Dr Stuart Newstead Associate Director, Injury Analysis and Data Dr Jennie Oxley Associate Director, Global Engagement Monash University Accident Research Centre The Monash University Accident Research Centre (MUARC) was established in 1987 and is Australia's largest and most respected transport safety research centre. Our research, consultancy and training include safety across all modes of transport. Since our founding we have developed research-based solutions that have led directly to making Australians safer - and have made us an acknowledged leader in the field. We are committed to the excellence of our research, the independence of our recommendations and the engagement we have with the communities we serve. We have many clients both national and international, and have forged long-term relationships with a number of

Welcome to the Centre for Automotive Safety Research Newsletter - At the Scene CASR publishes a quarterly Newsletter called "At the Scene" that gives updates on the activities of the Centre and highlights some of our staff and research projects. In the current edition: Road crashes: Extreme behaviours or simple mistakes? Impact Testing of the New Zealand Sea Lion Exclusion Device Sleepiness identification in crashes Visiting researcher from Nihon University CASR 2010 Annual Report now available The CASR Annual Report for 2010 provides an overview of the work undertaken at the Centre during 2010. Recent CASR Reports The relative contribution of system failures and extreme behaviour in South Australian crashes (CASR092) Best practice in OHSW mass media campaigns (CASR091) Sleepiness and road crashes: Challenges of definition and measurement (CASR082) Heavy vehicle road safety: Research scan (CASR100) Advisory Intelligent Speed Adaptation for government fleets (CASR099) The Centre for Automotive Safety Research is supported by sustaining funds from the Department for Transport, Energy and Infrastructure (SA) and the Motor Accident Commission (SA).

The Centre for Accident Research and Road Safety - Queensland (CARRS-Q) is one of the leading centres in Australia dedicated to research, education and outreach activities in road safety, and is a vital player in the international pursuit of road safety. CARRS-Q exemplifies an approach to shaping and informing public debate that works through long-term partnerships with key government and industry bodies. The Centre was founded by well-known and respected Professor of Psychology Mary Sheehan, and is currently headed by Professor Barry Watson, with a very strong support team of leading academics. CARRS-Q was established in 1996 as a joint venture initiative of the Motor Accident Insurance Commission (MAIC) and Queensland University of Technology (QUT) . The Centre was created to address the enormous human, economic and social costs resulting from road crashes. This was made possible by a grant from the MAIC through the QUT Foundation. MAIC and QUT provide core funding for staff and research infrastructure. The Centre also obtains major funding support through successful national competitive research grants and consultancies. In November 2006, MAIC and QUT announced continued further funding for CARRS-Q over the next 5 years, an important endorsement of the Centre's achievements, and its valuable role in the community and commitment to achieving real and long-term results through providing research based information to policy makers. The major benefit for all key stakeholders and the Queensland community is the presence of a unique Centre which is an integral part of a strong collaborative research, policy analysis and change culture with very close working relationships with Queensland Transport, Queensland Police Service, Department of Main Roads, RACQ, QFleet, and other relevant government and industry departments and the Parliamentary Travelsafe Committee. CARRS-Q works collaboratively with strong networks in the road safety and injury prevention field

4 de 116   Escola Politécnica da USP está com inscrições abertas para os cursos de Mestrado e Doutorado em Engenharia de Transportes. EntradaX  ResponderANPET ssat@anpet.org.br por  das.ufsc.br para mimmostrar detalhes 22:07 (3 horas atrás)O programa de pós-graduação em Engenharia de Transportes da Escola Politécnica da Universidade de São Paulo (USP) está com inscrições abertas para mestrado e doutorado até às 17 horas do dia 16 de novembro de 2011 Entre os diferenciais da área de Engenharia de Transportes está "a atuação em diversas áreas, que contempla desde as áreas técnicas de engenharia como projetos e construção de estradas, até áreas de gestão como logística, transporte de cargas, transporte urbano de passageiros e engenharia de tráfego", destaca o Prof. Dr. Claudio Barbieri da Cunha, docente e coordenador do programa de pós-graduação em Engenharia de Transportes da Escola Politécnica. Desde sua criação em 1976, o programa já formou mais de 278 mestres e doutores, e sua missão é formar docentes, pesquisadores e profissionais altamente qualificados para atuarem na área de Engenharia de Transportes, bem como a realização de pesquisas científicas e desenvolvimento tecnológico. "Além de uma boa colocação no mercado de trabalho, os nossos alunos conseguem atuar nas mais diferentes áreas, uma vez que a Engenharia de Transportes é uma área interdisciplinar. Temos conexão com grandes centros na Europa, o que dá aos pós-graduandos a possibilidade de cumprir parte dos programas fora do Brasil, e de trilhar uma carreira internacional", complementa Barbieri. Os interessados devem preencher a ficha de inscrição disponível no site do programa e enviá-la ao endereço eletrônico indicado no edital.Para maiores informações, entre em contato com a coordenação do programa através do telefone             (11) 3091-5202       / 5297, ou acesse o site: http://sites.poli.usp.br/ptr/ptr/

Geografia, infrastrutture e logistica per lo sviluppo economico locale: il caso di Alessandria EyesReg, Vol.1, N. 3 - Settembre 2011. Le infrastrutture costituiscono l'ossatura, lo "scheletro" su cui si articola e prende forma lo sviluppo economico locale. Il ruolo della geografia non è marginale nello sviluppo locale, purchè le infrastrutture - e i servizi - garantiscano accessibilità e connessioni. Per cui, pur in presenza di una localizzazione geografica favorevole, un territorio rischia di non essere in grado di (continua…) Trasformazioni digitali e infrastrutturazione del territorio EyesReg, Vol.1, N. 2 - Luglio 2011. Il rapporto fra nuove tecnologie info-telematiche e organizzazione della città e del territorio, che vede circa un ventennio di studi ed approfondimenti, subisce oggi accelerazioni repentine a causa dell'introduzione di tecnologie sempre più pervasive, integrate, adattive, ubique (continua…) Integrazione territoriale e portualità turistica EyesReg Vol.1, N. 2 - Luglio 2011. Il quadro regionale Una lettura ragionata della portualità turistica richiede l' inquadramento della stessa in un ambito pianificatorio ben più ampio del singolo comparto nautico che ne sappia cogliere le potenzialità nell'ambito dello sviluppo territoriale, turistico e (continua…)

he mission of Active Transportation Alliance is to make bicycling, walking and public transit so safe, convenient and fun that we will achieve a significant shift from environmentally harmful, sedentary travel to clean, active travel. We advocate for transportation that encourages and promotes safety, physical activity, health, recreation, social interaction, equity, environmental stewardship and resource conservation

CREAL PROJECTS International TAPAS-Transportation, air pollution and physical activities; an integrated health risk assessment progamme of climate change and urban policies Duration: 2009 - 2013Coordinator: Mark Nieuwenhuijsen, Audrey de NazelleFunded by: Coca-Cola Foundation AGAUR- Generalitat de Catalunya If you wish to participate in this project, click here. If you wish to consult the website, click here. The purpose of the TAPAS research programme is to help decision makers design urban policies that address climate change and also promote other health-related outcomes. In particular, we are interested in assessing conditions and policies that hinder or encourage active travel, and resulting health impacts. We will develop a tool box for policy makers to calculate and demonstrate the potential net health benefits of their policies, which they can use to encourage change. A quantitative assessment of impacts of active travel policies will be developed for six case study cities: Barcelona, Basel, Copenhagen, Paris, Prague, and Warsaw. We will collect existing data and take additional measurements to assess determinants of active travel and potential co-benefits and co-risks of modal shifts from motorized to non-motorized modes of travel. The work is expected to lead to healthy and active lifestyles by providing an evidence base for designing optimal policies that will encourage a change to active transportation leading to an increase in physical activity and provide other health and environmental benefits. The transportation sector represents a significant contributor to greenhouse gases emitted in Europe. The introduction of more efficient cars and reducing vehicular travel are essential components of climate change mitigation policies across the continent. Shifting the population towards active modes of transportation (e.g. cycling, walking) represents a particularly promising strategy with a high potential of public health co-benefits. Such change may

Policy-makers are facing demands to meet the changing mobility needs of citizens in ways which are economically, socially and environmentally sustainable. The Sustainable Urban Transport Project (SUTP) Asia is a partnership between the Deutsche Gesellschaft für Internationale Zusammenarbeit (GIZ), the Bangkok Metropolitan Administration (BMA), CITYNET and the United Nations Economic and Social Commission for Asia and the Pacific (UNESCAP). It aims to help developing world cities achieve their sustainable transport goals, through the dissemination of information about international experience, policy advice, training and capacity building and targeted work on sustainable transport projects within cities.