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This study will address a sample that will cover the entire population of the Rio Verde, Goiás State - Brazil. Such action is important so that in an objective way it is possible to assess advances and weaknesses of the municipality, allowing an important public management tool to be developed, and providing the population with a simple way to follow the development of the place where they chose to live. Under this perspective and aiming at contributing to a technologically and culturally more developed society, a new project has been setup. The project aims at reducing the differences among generations in terms of knowledge, skills, and behaviors, towards a safety culture. Thus, educational sessions covering three main axes (Health, Environment and Safety) will be setup addressing the targeted groups that are segmented by age and educational level. The project starts with the behavior analysis of the selected groups throughout the city, aiming at developing the necessary material to achieve the long-awaited resilience in the future.Keywords: traffic safety, risk factors, safety culture, education, behaviour adaptation.

IntroductionMobility is defined in the Universal Declaration of Human Rights as the freedom of movement from one place to another to conduct activities such as work, school, health, recreation, social or shopping. According to the 11th goal of the 17 Sustainable Development Goals adopted by the UN at the 2015 General Assembly ”to make cities and human settlements inclusive, safe, resilient, and sustainable”, accessible, reliable, safe, and comfortable transport services are required to serve multiple trip origins and destinations.This abstract discusses the research needs for the inclusion and equity in sustainable and resilient transport services by outlining the steps towards the development of a Quality Service Assessment Model (QSAM).Transport Services and Their Inherent Qualities Planning community transport services with people in mind requires the provision of a high-quality service embodying the following parameters:Inclusion – Inclusive transport should be open to all by offering accessible, safe, comfortable, and reliable services with human support along the travel chain.Equity – An equal distribution of resources by level and type of transport services should ensure that accessibility and affordability for everyone in the community are built into the operation.Sustainability - Every transport service should be sustainable, both in environmental and economic terms, by offering green travel modes, which are adaptable to critical situations and reliable in schedule adherence.Resilience – When disruptive incidences or accidents occur during travel, the transport system should have standby solutions to ensure trip completion under safe and comfortable conditions.The Quality Service Assessment Model The QSAM is built upon the dynamic interactions in forum discussions by the following three actors: the Users versus those of the Service Providers. The third actor group involved would be independent Stakeholders composed of experts in the fields of Mobility, Transportation, Human Factors, and Rehabilitation, and Academicians, as they will balance the idea exchanges, hopefully resulting in recommendations on service improvements towards the fulfillment of the users’ needs within the service providers’ budgetary and policy constraints.MethodologyMultidisciplinary research teams are required in carrying out the following steps of work:1. Classify targeted user groups according to their mobility limits;2. Define relevant travel scenarios supported by simulation tools;3. Collect qualitative data by means of Focus Groups discussions that address both the users’ perception of the service quality relative to their needs and expectations, versus the service providers’ awareness about gaps between the actual/planned services.4. Design new improvement solutions to fill the service gaps;5. Develop guidelines and recommendations towards inclusion and equity in sustainable and resilient transport services.ConclusionsThis QSAM aims at developing an approach for community transport services that match users’ needs and expectations. Each recommended solution should be designed and tested in a simulation environment. The resultant design guidelines together with policy recommendations, to be published and disseminated, should guide transport providers in achieving the targeted inclusive and equitable mobility in a sustainable and resilient community.

In the frame of AUTODRIVING Project addressing automation in the road system, a Focus Group (FG) study was planned and setup targeting the collection of data to be used in the definition of details for the experimental project phase: the tests on a driving simulator.

Transport is one of the most important economic sectors in Europe with its infrastructure being essential for the functioning of the entire society. Directive 2008/114/EC outlines the approach Member States are required to follow to identify, designate, and protect European Critical Infrastructures also in the transport sector. The paper illustrates a benchmarking methodology which could be used to assess security in terms of awareness, preparedness and maturity in operators belonging to transport sub-sectors. The final goal is to provide a relevant informative base, taking into consideration sub-sector differences useful to enhance awareness in security in the transport sector.

According to a recent publication ( OECD , 2001) , in many OECD member countries one in four persons will be aged 65 or over in 2030. The significant increase in the number of driving licence holders means the percentage of older drivers will follow this trend. With age, many structural and functional changes occur leading to declines in the ability to perform common daily tasks and to a continuous need for medication. Both these factors affect driving skills. Moreover, changes in driving laws, or modifications (even temporary) in the road environment, may cause confusion and disorientation. Following a review of the literature on age-related declines and their effects on the driver’s activity and compensatory behaviours, this article suggests that the cognitive plasticity concept should be further developed in order to design adequate training programmes centred on systematic cognitive stimulation. The scientific evidence for adult cognitive plasticity suggests that cognitive training may become an important means of reversing or preventing age-related cognitive declines. On its own, an adequate road environment may not be able to improve road safety, an appropriate training programme is also required in order to slow down and/or prevent age-related declines in cognitive abilities, particularly those involved in driving. Also, telematic systems may allow older people to delay mobility loss by adding to their existing compensatory strategies, but a generation effect could cause the elderly to avoid using them. Therefore, training programmes should include adequate materials to familiarize older drivers with new technology, being designed according to current scientific knowledge in the area of cognitive training and aim to meet the identified needs of older drivers. Finally, older drivers should be encouraged to take part in specific re-training programmes, which should be widely available. To achieve this, further research is required, involving longitudinal studies with representative samples in different countries.

Increasing resilience to critical events is a topic of highest political concern in the EU. Regarding the case of transport systems, operations have developed a prominent safety and business critical nature, in view of which current practices have shown evidence of important limitations in terms of resilience management. Enhancing resilience in transport systems is considered imperative for two main reasons: such systems provide critical support to every socio-economic activity and are currently themselves one of the most important economic sectors and secondly, the paths that convey people, goods and information, are the same through which risks are propagated.

The ergonomic design in virtual enviroment need precize foot model among others. Foot anthropometry descriptor come from 3D topology. The foot geometric data must be extended with hiden biomechanical factors in order to developed foot structure and functionality. In this paper some relationship between geometrical foot parameters are reconstructed by kriging and influence biomechanical factor on pressure distribution is established.