Abstract

Light Detection and Ranging, as an active Remote Sensing Technology, enables gathering accurate, three-dimensional point cloud of scanned objects. Laser scanning might be provided on the terrestrial level for specific, defined constructions, as well as on the airborne level for aerial or linear objects. Using a laser sensor mounted on a moving platform is currently the most efficient way of obtaining in a short period, accurate positions of billions of points as a representation of a scanned area. Based on this kind of dataset it is possible to perform three-dimensional analysis of the safety of scanned objects without additional measurements in the field. This article presents the analysis performed in vMatic software on data from Airborne Laser Scanning for medium voltage power line verification of obstacles with the buildings. The analysis took less than 20 seconds for the detection of buildings points that are closer than 5m from conductors for seven spans wit a total length of almost 400m. Providing distance verification on 3D point cloud data is the fastest way to obtain a hazard awareness in a short time. Once acquired by LiDAR data can be used for other various analyses for any construction, depending on current, expected and future needs.

Abstract

part of efforts to curb road deaths and serious injuries, the World Bank Global Road Safety Facility (GRSF) invited the International Road Assessment Programme (iRAP) to work with the National Department of Transport Infrastructure (Departamento Nacional de Infraestrutura de Transportes, DNIT) to assess the safety of Brazilian roads. During this second assessment of Brazilian roads, approximately 3,400km of roads were assessed. This technical report describes the road assessment project and includes details on data collection, the methodology used and a summary of the results. The infrastructure-related risk assessment involved detailed surveys and coding of 50 road attributes at 100 meter intervals along the network and creation of Star Ratings, which provide a simple and objective measure showing the level of risk on the road network. The star ratings show that 1 percent of road length is rated as 5-star, 9 percent is rated as 4-star, 58 percent is rated as 3-star, and the remaining 32 percent is rated as 2-star and below for vehicle occupants. For motorcyclists, no roads were rated as 5-star, only 3 percent of road length is rated as 4-star, 47 percent is rated as 3-star, and the remaining 50 percent is rated 2-star and below. For pedestrians less than 1 percent is rated as 4-star and 5-star, 2 percent is rated as 3-star and the remaining 13 percent is rated 2-star and below. For bicyclists less than 1 percent is rated as 5-star or 4-star, 5 percent is rated as 3-star and the remaining 14 percent is rated 2-star and below. The project also involved the creation of a Safer Roads Investment Plans, which draws on more than 90 proven road safety treatments, ranging from low cost road markings and pedestrian refuges to higher cost intersection upgrades and full highway duplication.

Abstract

EuroNCAP tests are carried out since 1997. The test procedure in general is comparable to the EC Directive 96/79 with a test speed of 64 km/h. This increased test speed implies a higher frontal stiffness for new vehicle designs in order to achieve a high ranking. This frontal stiffness is one of the major factors for compatibility in car to car collisions. To support the European 4th framework compatibility research activity, load cell barriers are used in ENCAP tests carried out at the TNO Crash Safety Centre and TRL. In this paper global force displacement characteristics of a number of different vehicle classes are compared and analysed. It will be made clear that small vehicles in the past known not to be strong can produce comparable force levels as large cars. For compatibility this means that in small car against large car collisions the small car's passenger compartment can stay stable and can offer better protection to the occupants, since from accident analyses it is known that serious injury often is caused by high intrusion into the passenger compartment. For frontal impacts this means that ENCAP tests have driven small cars to increased compatibility for one aspect of compatibility (cabin integrety) at higher speed. MPV's with high masses and little crushable space show more aggressive force displacement characteristics. This car category is expected to behave less compatible hitting small cars or medium size passenger cars. A longer crushable space for this category is desired, which is in conflict with the special look for these vehicles. This trend in stiffer vehicle fronts might result in future modifications of the European side impact barrier, which is currently based on average vehicle fronts of old vehicles. This item is only mentioned and will not be further discussed

Abstract

To provide protection to pedestrians in collision with passenger vehicles, the design and construction of a vehicle’s bumper, hood and fender panels must be addressed. TNO has undertaken a research project in conjunction with DSM to investigate how this may be done. Vehicle styling, packaging and an analysis led design process will be shown for the front of the vehicle and in particular the hood and bumper. The recommendations of EEVC working group 10 are used as a target to asses the design proposal’s suitability.