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- Abteilung Verhalten und Sicherheit im Verkehr (23) (entfernen)
There is considerable evidence for the negative effects of driver distraction on road safety. In many experimental studies, drivers have been primarily viewed as passive receivers of distraction. Thus, there is a lack of research on the mediating role of their self-regulatory behavior. The aim of the current study was to compare drivers' performance when engaged in a system-paced secondary task with a self-paced version of this task and how both differed from baseline driving performance without distraction. Thirty-nine participants drove in a simulator while performing a secondary visual"manual task. One group of drivers had to work on this task in predefined situations under time pressure, whereas the other group was free to decide when to work on the secondary task (self-regulation group). Drivers' performance (e.g., lateral and longitudinal control, brake reaction times) was also compared with a baseline condition without any secondary task. For the system-paced secondary task, distraction was associated with high decrements in driving performance (especially in keeping the lateral position). No effects were found for the number of collisions, probably because of the lower driving speeds while distracted (compensatory behavior). For the self-regulation group, only small impairments in driving performance were found. Drivers engaged less in the secondary task during foreseeable demanding or critical driving situations. Overall, drivers in the self-regulation group were able to anticipate the demands of different traffic situations and to adapt their engagement in the secondary task, so that only small impairments in driving performance occurred. Because in real traffic drivers are mostly free to decide when to engage in secondary tasks, it can be concluded that self-regulation should be considered in driver distraction research to ensure ecological validity.
In Germany, courses for the restoration of the fitness to drive after licence revocation are provided for different offender groups (alcohol, drug and demerit point offenders). Providers of these courses are by law required to prove the effectiveness of the applied course programs. For the evaluation of effectiveness, the Federal Highway Research Institute (BASt) established specific "Reference Values" in 2002. The objective of the study at hand was to collect valid data in order to renew the old-established Reference Values from 2002. Additionally, data collection aimed at initializing Reference Values for drug offender programs. Over 66,000 drivers were analysed regarding their traffic probation in the three years after licence reinstatement. Offenders were assigned to an offender group (alcohol, drugs and demerit point offenders) based on the reason for prior licence revocation. Different indicators were used as criteria for re-offending: new alcohol or drug records, culpable accident involvement and repeated licence revocation. For each of the offender groups, frequency distributions regarding these indicators were calculated. Frequencies of recidivism are highest for the group of demerit point offenders. Compared to the Reference Values of this group from 2002, frequencies of re-offending increased. Conversely, re-offence frequencies of alcohol offenders are halved compared to the data from 2001. The analysis of the re-offence frequencies of drug offenders reveals an equal amount of re-offenders as in the alcohol offender group. The collected data serve as a good base for renewal of the old-established Reference Values and may be applicable as comparative data for future evaluations The results reveal significant differences between recent data and earlier studies. These may occur due to improvements of the applied programmes, but also due to situational changes, e.g. increased enforcement levels and expansion of the catalogue of offenses which lead to demerit points.
Various kinds of demerit point systems have been developed and implemented in European countries, aimed at tackling repeat offences in road transport by acting as a deterrent and providing sanctioning. The impact of a demerit point system on the number of crashes is often reported to be significant, but temporary. The objective of the EU BestPoint project was to establish a set of recommended practices that would result in a more effective and sustainable contribution of demerit point systems to road safety. A high actual chance of losing the licence and a high perceived chance of losing the licence are basic prerequisites for the effective operation of demerit point systems. For measures applied within the context of a demerit point system, a four-step-approach is recommended: warning letter, driver improvement course, licence withdrawal, rehabilitation course. Further recommendations concern issues like points and offences, e.g. which offences should lead to points, target groups, and the administration of demerit point systems. The final result of the EU BestPoint project is a handbook (van Schagen & Machata, 2012) which provides a concise overview of all recommended practices. The presentation/paper outlines how sustainable safety improvements can be achieved if national demerit point systems are implemented and maintained according to the recommended practices. In addition, potential further steps towards an EU-wide demerit point system (cross-border exchange on points and/or offences) are presented.
Safety of light goods vehicles - findings from the German joint project of BASt, DEKRA, UDV and VDA
(2011)
Light goods vehicles (LGVs) are an important part of the vehicle fleet, providing a vital component in the European transportation system. On the other hand, LGVs are in the focus of public discussion regarding road safety. In order to analyse the accident situation of LGVs in an objective manner, Federal Highway Research Institute (BASt), VDA, DEKRA and German Insurers Accident Research (UDV) launched a joint project. The aim of this project, which will be finished by mid of 2011, is to identify reasonable measures which will further improve the safety of LGVs. For the first time, these partners jointly together conducted a research project and put together their know-how in accident research. Analyses are based on real-life accident data from the GIDAS database, the Accident Database of UDV (UDB), the DEKRA database and national statistics. The findings deliver answers to questions within the arena of future legislative actions and consumer protection activities. The analyses of databases cover areas of primary and secondary safety of LGVs with a special focus on advanced driver assistance systems (ADAS), driver behaviour as well as partner and occupant protection. Key figures from national statistics are used to highlight hotspots of accidents of LGVs in Germany. Finally, the proposed countermeasures are assessed regarding their potential effectiveness. Amongst others, the results show that the accident situation of LGVs is very similar to that of passenger cars. Noteworthy variations could be found in collisions with pedestrians, at reversing and regarding accident causes. Occupant safety of LGVs is on a higher level compared to cars. Results indicate that seatbelt use is on a significantly lower level compared to cars. This leads to higher-than-average injury risk for unbelted LGV occupants. When it comes to partner protection, there are problems with compatibility at LGVs. For car occupants there is a very high injury risk when colliding with a LGV. It indicates that higher passive safety test standards for LGVs would be counterproductive if they further increase stiffness of LGVs. The analysis of LGV-pedestrian accidents shows that pedestrian kinematic differs significantly from car-pedestrian accidents. At this point, existing pedestrian related test standards developed for cars cannot be adopted to LGVs. When it comes to active safety, ESC proved its effectiveness once again. Beyond that, rear view cameras, advanced emergency braking systems and lane departure warning systems show a safety potential, too. In addition to any technical countermeasures previously discussed, the importance of the driver behavior and attitude regarding the accident risk was investigated. In order to develop successful actions it is important to understand the main target population. In the case of LGV especially the crafts business and smaller companies are the major contributors the safety issue.
The use of alcohol interlocks for DUI offenders is widespread around the world. in North America and Australia alcohol interlocks are core elements in the countermeasure system against DUI recidivism. Based on a European experience exchange hosted by the Federal Highway Research Institute (BASt) in October 2013, key features of European alcohol interlock programmes are illustrated. In addition, key findings from international alcohol interlock research are presented. They point towards a need for an accompanying rehabilitative measure in order to achieve long-lasting behavioural changes in the offender. Data from the interlock recorder can be used as predictor for recidivism risk, but also as objective data to aid counselling. Finally, an example of an accompanying rehabilitative measure, which was specifically developed for interlock programmes within a BASt project, is given.
The DRUID expert consensus established recommendations on how to define limits for psychoactive substance use in traffic. The European DRUID project established a group of experts who are members of national working groups for defining analytical and/or risk thresholds. This group evaluated the results of DRUID, scientific literature and the experience of representatives of several EU Member States and Norway in determining cut-off levels. 1. Cut-offs should be defined for the most frequently used psychoactive substances; 2. In order to achieve compliance of the population towards cut-off regulations, they should be clear and comprehensible, pointing out the risks when used in traffic; 3. Thus, the definition of cut-offs should be based on current scientific knowledge; 4. The lowest substance concentration exerting an effect on driving should be preferred instead of the lowest limit of quantification/ detection; 5. For all psychoactive substances including alcohol, the same risk should be accepted. When a country intends to determine per se cut-off levels, several considerations have to be taken into account. From a scientific point of view, the same risk should be anticipated for all psychoactive substances including alcohol. Nevertheless, every cut-off discussion should address the question if the DRUID approach, to determine risk thresholds equivalent to alcohol limits, is feasible for the respective case.
Learner drivers are readied for their participation in motorised transport within the framework of specific, internationally-diverse preparation systems. These systems are historically developed and are characterised by country-specific economic, infrastructural, legal and cultural circumstances. With the aid of functionally-distinguishable teaching and learning methods as well as testing methods, a conceptual framework was created whilst drawing upon research-methodological approaches of comparative political science as well as teaching and learning principles that facilitated a description and analysis of the systems for a comparative observation to be performed. The systems for the preparation of learner drivers in 44 countries are illustrated in the report. The descriptions are based upon surveys of experts from various institutions (ministries of transport, driving instructor associations, testing organisations) as well as upon literary and Internet research. Alongside European countries with a traditional formal driver training, \"Graduated Driver Licensing\" systems that are primarily encountered in English-speaking countries were also taken into account when selecting the countries. They are characterised by the guarantee of gaining comprehensive driving experience under reduced risk conditions in the form of supervised driving prior to the start of independent driving as well as protective special rules for learner drivers whilst gaining further driving experience during the initial phase of independent driving. The results enable a detailed insight into the country-specific structure of learner driver preparation with the components of the formal driver training in driving schools, informal teaching and learning methods such as supervised driving, the driving tests that must be successfully completed as well as legal frameworks and quality assurance measures. The functionality of system components and architectures shall be discussed against the backdrop of evaluation findings regarding the effectiveness in terms of safety.
Europe has benefited from a decreasing number of road traffic fatalities. However, the proportion of older road users increases steadily. In an ageing society, the SENIORS project aims to improve the safe mobility of older road users by determining appropriate requirements towards passive vehicle safety systems. Therefore, the characteristics of road traffic crashes involving the elderly people need to be understood. This paper focuses on car occupants and pedestrians or cyclists in crashes with modern passenger cars. Ten crash databases and four hospital statistics from Europe have been analysed to answer the questions on which body regions are most frequently and severely injured in the elderly, and specific injuries sustained by always comparing older (65 years and above) with midâ€aged road users (25â€64 years). It was found that the body region thorax is of particularly high importance for the older car occupant with injury severities of AIS2 or AIS3+, where as the lower extremities, head and the thorax need to be considered for older pedestrians and cyclists. Further, injury risk functions were provided. The hospital data analysis showed less difference between the age groups. The linkage between crash and hospital data could only be made on a general level as their inclusion criteria were quite different.
The market introduction and penetration of electric vehicles can be seen as a milestone in order to reduce the environmental burden imposed by the transport sector. The wide-spread use of electric vehicles powered by electricity from renewable sources promises a substantial reduction of local emissions in urban areas as well as greenhouse gas emissions. To be a successful mobility alternative several obstacles and challenges have to be overcome first. Especially the customers' purchase decision determines finally whether an innovation like electromobility will be successful. Therefore, this paper concentrates on demand-related obstacles and barriers for a broad market deployment of electric cars. Within the Electromobility+ project eMAP these issues are investigated via a consumer survey. It was designed to identify the awareness of potential consumers of electric cars as well as give an estimate of the attitude towards this new technology. In addition to the picture of potential demand-related obstacles the consumers were asked to evaluate the suitability of various promotion measures.
At the end of each year, the German Federal Highway Research Institute (BASt) publishes the road safety balance of the closing year. They describe the development of accident and casualty numbers disaggregated by road user types, age groups, type of road and the consequences of the accidents. However, at the time of publishing, these series are only available for the first eight or nine months of the year. To make the balance for the whole year, the last three or four months are forecasted. The objective of this study was to improve the accuracy of these forecasts through structural time-series models that include effects of meteorological conditions. The results show that, compared to the earlier heuristic approach, root mean squared errors are reduced by up to 55% and only two out of the 27 different data series yield a modest rise of prediction errors. With the exception of four data series, prediction accuracies also clearly improve incorporating meteorological data in the analysis. We conclude that our approach provides a valid alternative to provide input to policy makers in Germany.