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Um die Automobilhersteller zu animieren, mehr als die gesetzlich geforderte Sicherheit anzubieten, haben strengere Versuche im Rahmen des Verbraucherschutzes in den letzten Jahren nicht nur in den USA, sondern auch in Europa deutlich an Bedeutung zugenommen. Besonders Initiativen aus England ist es zu verdanken, dass sich heute die Testverfahren nach dem sogenannten Euro NCAP, dem European New Car Assessment Programme, durchgesetzt haben. Diese Entwicklung wurde auch von der Europäischen Kommission unterstützt. Ziel des Euro NCAP ist es, die unabhängige und objektive Bewertung des Sicherheitsniveaus von Fahrzeugen zu einer transparenten und leicht verständlichen Verbraucherberatung zu fördern. Weiterhin sollen objektive Bewertungsverfahren entwickelt werden, um die Fahrzeughersteller zu ermutigen, die Fahrzeuge sicherer zu machen. Im Beitrag wird auf die Struktur des Euro NCAP sowie auf seine Arbeitsweise eingegangen. Vorgestellt werden ferner bisherige Testphasen mit Fahrzeugen deutscher Hersteller oder Tochtergesellschaften sowie deren Bewertung.
Im Zeitraum 1991/92 wurde in 15 europäischen Ländern eine Vergleichsstudie zu den Einstellungen und Meinungen von Autofahrern durchgeführt (das sogenannte SARTRE-Projekt). Anhand der dabei erhobenen Daten wurden Sekundäranalysen zur Altersgruppe der 18- bis 24-jährigen Autofahrer vorgenommen. Die Sekundäranalysen beruhen auf deskriptiven Vergleichen der Altersgruppen in den verschiedenen europäischen Ländern und varianzanalytischen Berechnungen. Wenn diese Berechnungen zu eher geringen Varianzaufklärungen geführt haben, ist dies auch in der schlechten Anpassung der abhängigen Variablen an der Normalverteilung begründet. Kleinere Effekte, vor allem die berichteten Interaktionseffekte, sind daher auch bei Vorliegen signifikanter Werte nur mit Vorbehalt zu interpretieren. Insgesamt lassen die Ergebnisse der Sekundäranalysen folgende Aussagen zum jungen Fahrer zu: 1. Junge Fahrer machen in den einzelnen europäischen Ländern unterschiedliche Anteile an den jeweiligen Fahrerpopulationen aus. Auch der Anteil der Frauen unter den jungen Fahrern schwankt beträchtlich. Bereits unter Berücksichtigung dieser beiden soziodemografischen Basismerkmale ergeben sich für die Verkehrssicherheitsarbeit in Europa unterschiedliche Gewichtungen. Der Anteil junger männlicher Fahrer ist besonders groß in den südeuropäischen Ländern. 2. Bei den meisten Meinungs- und Einstellungsfragen ist die Variabilität im Antwortverhalten zwischen den Fahrerpopulationen der Länder größer als die Variabilität der Altersgruppen innerhalb der Länder. Dies gilt insbesondere für den Themenkomplex "Sicherheitsgurt", mit Abstrichen auch für das Problemfeld "Alkohol und Fahren". Das Antwortverhalten der jungen Fahrer liegt hier in aller Regel im Trend nationaler Gewohnheiten und weicht nicht auffällig von den Meinungen und Einstellungen der übrigen Fahrer im eigenen Land ab. 3. Bei denjenigen Fragen, die die Einstellung zu geschwindigkeitsorientiertem und regelabweichendem Fahrverhalten und das damit verbundene Risiko betreffen, ist die Variabilität der Altersgruppen meist größer als die der Länderstichproben insgesamt. Die Bereitschaft, das - meist unterschätzte - Risiko hoher und regelabweichender Fahrgeschwindigkeiten einzugehen, scheint junge Fahrer - insbesondere junge männliche Fahrer - in Europa zu verbinden. Dieses Ergebnis der Sekundäranalyse ist sicher nicht überraschend, könnte aber eine inhaltliche Ausrichtung liefern, wenn es darum geht, europaweite Aufklärungsmaßnahmen für junge Fahrer in die Wege zu leiten.
[Introduction:] A large number of road users involved in road traffic crashes recover from their injuries, but some of them never recover fully and suffer from some kind of permanent disability. In addition to loss of life or reduced quality of life, road accidents carry many and diverse consequences to the survivors such as legal implications, economic burden, job absences, need of care from a third person, home and vehicle adaptations as well as psychological consequences. Within an EU funded project MOVE/C4/SUB/2011-294/SI2.628846 (REHABIL AID) these consequences were analyzed more detailed.
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.
This paper will outline ETSC's contribution to the European Union's road safety policy 2011-2020. It will present some of the main recommendations from ETSC's Blueprint for the 4th Road Safety Action Programme and will introduce the response to the European Commission's Road Safety Policy Orientations 2011-2020 (published July 2010). The second framework document presented is the Transport White Paper (published March 2011). The paper will focus on new targets and the new vision set for Europe's Road Safety policy picking out some issues in particular such as traffic law enforcement and the protection of vulnerable road users. It will argue that by reinforcing the current Road Safety Policy Orientations, the EU will be better placed to reach its new ambitious goal of halving road deaths by 2020 and the longer term zero casualty vision.
Police records about traffic accidents like used by IRTAD (International Road Traffic and Accident Database) and CARE (Community Road Accident Database) do not represent all road injuries. For instance, road accidents of bicyclists without a counterpart are usually not reported. Furthermore, IRTAD-like data contains hardly any information on injury outcome and accident circumstances. This information gap leads to an under-representation of the safety concerns of the most vulnerable road users like children and the elderly both in accident research and safety promotion. Injury registration for the European Injury Database (IDB), in turn, combines details of accident causation with diagnostic information that can be used to assess injury severity and long term consequences. The IDB is collecting data from hospital emergency department patients and is being implemented in a growing number of countries. In this article IDB results on mode of transport and injury outcome are presented from a sample of nine EU member states.
The European CASPER (Child Advanced Safety Project for European Roads) project studying car child safety includes a sociological approach in order to have a better understanding of the behaviour of parents driving children under 12 years old. A questionnaire was distributed via the internet in Europe with 998 parents (representing 1638 children) from 22 European countries responding. The results inform on the way parents secure their children during a car trip. Many parents did not control how their children were installed in the child restraint system (CRS). A toddler was more likely to travel into a child seat than an older child was. Regarding misuse situations, an important part of the participants did not think that they could make mistakes when fixing the child seat to the car (26%) or when placing the child into the seat (39%). This leaves an important field of action especially by communication via different media and in the CRS sale outlets.
This work aims at bringing evidence for mass incompatibility in frontal impact for cars built according to the UNECE R94 regulation. French national injury accidents database census for years 2005 to 2008 were used for the analysis. The heterogeneity of frontal self-protection among cars of different masses is investigated, as well as the partner protection parameter offered by these cars. The last part of the analysis deals with the estimation of the benefit, in terms of fatal and severe injuries avoided, if crashworthiness was harmonized for the whole fleet of vehicle. This calculation is done for France and is extended to all Europe.
A set of recommendations for pan-European transparent and independent road accident investigations has been developed by the SafetyNet project. The aim of these recommendations is to pave the way for future EU scale accident investigation activities by setting out the necessary steps for establishing safety oriented road accident investigations in Member States. This can be seen as the start of the process for establishing road accident investigations throughout Europe which operate according to a common methodology. The recommendations propose a European Safety Oriented Road Accident Investigation Programme which sets out the procedures that need to be put in place to investigate a sample of every day road accidents. They address four sets of issues; institutional addressing the characteristics of the programme; operational describing the conditions under which data isrncollected; data storage and protection; and reports, countermeasures and the dissemination of data.rn
A lack of representative European accident data to aid the development of safety policy, regulation and technological advancement is a major obstacle in the European Union. Data are needed to assess the performance of road and vehicle safety and is also needed to support the development of further actions by stakeholders. This short-paper describes the process of developing a data collection and analysis system designed to partly fill these gaps. A project team with members from 7 countries was set up to devise appropriate variable lists to collect fatal crash data under the following topic levels: accident, road environment, vehicle, and road user, using retrospective detailed police reports (n=1,300). The typical level of detail recorded was a minimum of 150 variables for each accident. The project will enable multidisciplinary information on the circumstances of fatal crashes to be interpreted to provide information on a range of causal factors and events surrounding the collisions.