Safety, road accountability

The performances of the machine as well as the environmental aspects are checked according to the methodology. All aspects included in the methodology are taken into account and presented on resume graphics. The safety check includes the reference standards used for the inspections made with the date as validity for the test report. An additional section can give information on the national road regtilations and on how to act on... 

The pathological outcome of these tests does not only call for further neuropsychiatric and psychological examinations, but it also means that the patient (and if the patient agrees, also the spouse or closest family members) must be fully informed about the situation. Due account must be taken of road safety and/or safety at the workplace in the interest of both the patient and the immediate environment. Extensive psychological test procedures should always be considered if generally important or even bureaucratic and legal decisions have to be taken concerning the patient. 

In this account, we consider the use of empirical Bayes methods for rare events, as discussed in Quigley et al. (2007). Empirical Bayes methods have been applied in the fields of reliability (Sarhan 2003) and risk analysis (Martz et al. 1999) and are regularly used to analyse accident occurrence patterns in road safety applications (Persaud and Lyon 2007). Empirical Bayes models have been shown to perform well against full Bayes models (Camara andTsokos 1999), and even favourably when data is scarce (Vaurio and Jankala 2006, Srivastava and Kubokawa 2007). 

There is no meaning to use the total number of fatalities or injuries to compare the safety problem in ASEAN countries, due to wide differences in population and motorisation in these countries. Measures of risk are essential in comparing different countries and studying the development of the road safety situation. Therefore, numbers of deaths have to be translated into measurable indicators that take road usage and exposure to accidents into account. The two general indicators of death rates relevant to our comparisons are traffic risk (fatalities per vehicles) and personal risk (fatalities per... 

The FMCSA tracks carrier on-road performance through a component of the Comphance, Safety, Accountability (CSA) program called the Safety Measurement System, or SMS. If the SMS shows that the carrier s performance was worse than their peers (as evidenced by higher violation or crash rates), the carrier could be selected for a compliance review. In fact, 48 percent of the carriers selected for compliance reviews during 2009 were because of CSA s prodecessor, SafeStat (as of December 2010 CSA s SMS is being used to select carriers for further enforcement action). 

The specific tactics listed under strategies provide a road map to follow in the pursuit of establishing a safety culture. Evidence of the leader gaining personal knowledge related to patient safety is an important demonstration of accountability in nurturing a safety culture. Several areas have been identified as crucial to the leader s learning about safety ... 

This section has been added outside the NEBOSH certificate because it is an important area of concern recently given more prominence by the UK s HSE. It has been estimated that up to a third of all road traffic accidents involve somebody who is at work at the time. This may account for over 20 fatalities and 250 serious injuries every week. Some employers believe, incorrectly, that if they comply with certain road traffic law requirements, so that company vehicles have a valid MOT certificate, and drivers hold a valid licence, this is enough to ensure the safety of their employees, and others, when... 

Elvik, R. 2002. To what extent can theory account for the findings of road safety evaluation studies. In Proceedings of the 15th ICTCT Workshop. Retrieved 26 May 2008 from http //www.ictct.org/workshops/02-Brno/Elvik.pdf. 

We can account for the exposure dimension by describing road safety casualties in terms of the following formula ... 

ABSTRACT In this paper multilevel approach to the issue of road safety level on the road network of European regions, classified as NUTS 2 in statistical databases of the EU, has been presented. The risk calculated as the number of death casualties in road accidents per 100,000 inhabitants of a given region has Poisson distribution. Therefore, generalized Poisson model has been assumed in the modelling process. Multilevel stochastic analysis was performed for the studied factor. Then a model was created that took into account the impact of different characteristics available on different level of aggregation, which may be helpful in the actions aimed at improvement of road safety in respective regions. 

However, increased use of road tunnels is raising safety concerns. Accidents in road tunnels may result in severe damages to the transportation network and in the loss of human lives. Taking into account the major road tunnel accidents that took place towards the end of the twentieth century there is an on-going effort to improve safety conditions (Kirytopoulos et al., 2010). 

ABSTRACT Retention levels of road safety barriers are specified on the basis of risk assessment taking into account accidental data and further information available in the Czech Republic and also selected recommendations of Road Safety Association PIARC. The method of Bayesian networks is applied in the analysis and compared with event tree method. Newly proposed classes of retention for several categories of road surroundings considering the intensity of heavy traffic and two levels of hazard situation are incorporated to the revision of national prescriptive document that is expected to enhance the road safety. 

There is often an absence of a central organization that has responsibility, authority, and accountability for highway safety. For example, in Israel a National Authority for Road Safety is supposed to coordinate all safety-related activities, but it has no authority over safety-related activities of the Ministry of Education, the National Traffic Police, the licensing administration, or the Ministry of Health. In the U.S. the National Highway Traffic Safety Administration was created in 1966 to improve traffic safety but the implementation of its recommended driver behavior and improvement programs is determined by the 50 individual states. Such decentralized safety systems lead to multiple uncoordinated efforts without a structured quality control process. In particular, by dissociating responsibility, authority, and accountability from each other motivation to evaluate and improve performance quickly dissipates. 

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