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Erscheinungsjahr
Dokumenttyp
- Konferenzveröffentlichung (409) (entfernen)
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- Englisch (409) (entfernen)
Schlagworte
- Conference (278)
- Konferenz (276)
- Unfall (157)
- Accident (156)
- Germany (155)
- Deutschland (153)
- Injury (110)
- Verletzung (110)
- Unfallrekonstruktion (80)
- Safety (74)
- Sicherheit (73)
- Analyse (math) (67)
- Analysis (math) (66)
- Schweregrad (Unfall, Verletzung) (66)
- Severity (accid, injury) (64)
- Statistics (62)
- Statistik (61)
- Fußgänger (59)
- Pedestrian (59)
- Tödlicher Unfall (55)
- Fatality (54)
- Simulation (54)
- Bewertung (53)
- Reconstruction (accid) (53)
- Evaluation (assessment) (52)
- Fahrzeug (51)
- injury) (51)
- Datenbank (50)
- Vehicle (50)
- Verletzung) (49)
- Schweregrad (Unfall (48)
- Severity (accid (47)
- Anfahrversuch (46)
- Datenerfassung (46)
- Data acquisition (45)
- Car (44)
- Accident prevention (42)
- Collision (42)
- Unfallverhütung (42)
- On the spot accident investigation (41)
- Untersuchung am Unfallort (40)
- Zusammenstoß (40)
- Cause (38)
- Europa (38)
- Europe (38)
- Ursache (38)
- Impact test (veh) (37)
- Active safety system (36)
- Frontalzusammenstoß (36)
- Radfahrer (36)
- Test method (36)
- Data bank (35)
- Prüfverfahren (35)
- Aktives Sicherheitssystem (34)
- Cyclist (34)
- Head on collision (34)
- Passives Sicherheitssystem (33)
- Driver (30)
- Fahrer (30)
- Passive safety system (30)
- Fahrerassistenzsystem (28)
- Accident reconstruction (27)
- Geschwindigkeit (27)
- Leistungsfähigkeit (allg) (27)
- Insasse (26)
- Motorcyclist (26)
- Motorradfahrer (26)
- Speed (26)
- Anthropometric dummy (24)
- Driver assistance system (24)
- Efficiency (24)
- Dummy (22)
- Test (22)
- Vehicle occupant (22)
- Versuch (22)
- Method (21)
- PKW (21)
- Pkw (21)
- Risiko (21)
- Child (20)
- Kind (20)
- Verfahren (20)
- Brustkorb (19)
- Risk (19)
- Seitlicher Zusammenstoß (19)
- Sicherheitsgurt (18)
- Side impact (18)
- Biomechanics (17)
- Biomechanik (17)
- Thorax (17)
- Alte Leute (16)
- Behaviour (16)
- Benutzung (16)
- Forschungsarbeit (16)
- Head (16)
- Improvement (16)
- Interview (16)
- Kopf (16)
- Motorrad (16)
- Risikobewertung (16)
- Use (16)
- Verbesserung (16)
- Verhalten (16)
- Lorry (15)
- Motorcycle (15)
- Old people (15)
- Research project (15)
- Risk assessment (15)
- Safety belt (15)
- Berechnung (14)
- Leg (human) (14)
- Measurement (14)
- Rechenmodell (14)
- Accident rate (13)
- Calculation (13)
- Database (13)
- Deformation (13)
- Mathematical model (13)
- Messung (13)
- Prognose (13)
- Airbag (12)
- Auffahrunfall (12)
- Development (12)
- Entwicklung (12)
- Fehler (12)
- Prevention (12)
- Rear end collision (12)
- Unfallhäufigkeit (12)
- Verformung (12)
- Überschlagen (12)
- EU (11)
- Error (11)
- Fahrzeugsitz (11)
- Human factor (11)
- Menschlicher Faktor (11)
- Schutzhelm (11)
- Standardisierung (11)
- Antikollisionssystem (10)
- Bein (menschl) (10)
- Bemessung (10)
- Crash helmet (10)
- Design (overall design) (10)
- Digital model (10)
- Forecast (10)
- International (10)
- Lkw (10)
- Numerisches Modell (10)
- Overturning (veh) (10)
- Politik (10)
- Seat (veh) (10)
- Verminderung (10)
- Bremsung (9)
- Collision avoidance system (9)
- Cost benefit analysis (9)
- Decrease (9)
- Front (9)
- Japan (9)
- Knotenpunkt (9)
- Kompatibilität (9)
- Krankenhaus (9)
- Policy (9)
- Sensor (9)
- Wirbelsäule (9)
- Wirtschaftlichkeitsrechnung (9)
- Age (8)
- Air bag (restraint system) (8)
- Alter (8)
- Belastung (8)
- Braking (8)
- Bridge (8)
- Brücke (8)
- Compatibility (8)
- Erste Hilfe (8)
- Fracture (bone) (8)
- Hospital (8)
- Interior (veh) (8)
- Knee (human) (8)
- Knochenbruch (8)
- Load (8)
- Modification (8)
- Standardization (8)
- USA (8)
- Vehicle regulations (8)
- Verhütung (8)
- Verkehrsteilnehmer (8)
- Austria (7)
- Dauerhaftigkeit (7)
- Detection (7)
- Durability (7)
- Fahranfänger (7)
- Fahrstabilität (7)
- Fahrzeuginnenraum (7)
- Gesetzgebung (7)
- Halswirbel (7)
- Human body (7)
- Impact test (7)
- Legislation (7)
- Menschlicher Körper (7)
- Oberflächentextur (7)
- Recently qualified driver (7)
- Road user (7)
- Surface texture (7)
- Technische Vorschriften (Kraftfahrzeug) (7)
- Tunnel (7)
- Vehicle handling (7)
- Vereinigtes Königreich (7)
- Veränderung (7)
- Österreich (7)
- Ausrüstung (6)
- Automatisch (6)
- Cervical vertebrae (6)
- China (6)
- Correlation (math, stat) (6)
- Driver information (6)
- Drunkenness (6)
- Equipment (6)
- First aid (6)
- Impact sled (6)
- Impact study (6)
- India (6)
- Indien (6)
- Junction (6)
- Knie (menschl) (6)
- Norm (tech) (6)
- Ort (Position) (6)
- Portugal (6)
- Probability (6)
- Schweden (6)
- Sichtbarkeit (6)
- Software (6)
- Specification (standard) (6)
- Spinal column (6)
- Steifigkeit (6)
- Stiffness (6)
- Technologie (6)
- Technology (6)
- Transport infrastructure (6)
- Trunkenheit (6)
- Unterhaltung (6)
- Sichtbarkeit (6)
- Vorn (6)
- Wahrscheinlichkeit (6)
- Weather (6)
- Analyse (Math) (5)
- Angle (5)
- Aufprallschlitten (5)
- Autobahn (5)
- Automatic (5)
- Automatische Notbremsung (5)
- Autonomes Fahren (5)
- Autonomous driving (5)
- Bicycle (5)
- Body (car) (5)
- Classification (5)
- Condition survey (5)
- Damage (5)
- Deformierbare Barriere (Anpralltest) (5)
- Detektion (5)
- Driver training (5)
- Eins (5)
- Electronic stability program (5)
- Fahrausbildung (5)
- Fahrrad (5)
- Finite element method (5)
- Frau (5)
- Karosserie (5)
- Korrelation (math, stat) (5)
- Location (5)
- Lärm (5)
- Maintenance (5)
- Noise (5)
- One (5)
- Post crash (5)
- Sachschaden (5)
- Specifications (5)
- Straßenentwurf (5)
- United Kingdom (5)
- Verkehrsinfrastruktur (5)
- Winkel (5)
- Wirksamkeitsuntersuchung (5)
- Witterung (5)
- Zustandsbewertung (5)
- Abbiegen (4)
- Abdomen (4)
- Adolescent (4)
- Autonomous emergency braking (4)
- Betonstraße (Oberbau) (4)
- Bremse (4)
- Coefficient of friction (4)
- Collision test (veh) (4)
- Contact (tyre road) (4)
- Crashtest (4)
- Deformable barrier (impact test) (4)
- Delivery vehicle (4)
- Distraction (4)
- Driving (veh) (4)
- Dynamics (4)
- Dynamik (4)
- Echtzeit (4)
- Eigenschaft (4)
- Einstellung (psychol) (4)
- Electric vehicle (4)
- Elektrofahrzeug (4)
- Elektronisches Stabilitätsprogramm (4)
- Enforcement (law) (4)
- Estimation (4)
- Fahrdatenschreiber (4)
- Fahrerinformation (4)
- Fahrzeugführung (4)
- France (4)
- Frankreich (4)
- Gesetzesdurchführung (4)
- Gewicht (4)
- Highway design (4)
- Jugendlicher (4)
- Kamera (4)
- Klassifizierung (4)
- Kontrolle (4)
- Kraftfahrzeug (4)
- LKW (4)
- Lebenszyklus (4)
- Methode der finiten Elemente (4)
- Motorway (4)
- Occupant (veh) (4)
- Official approval (4)
- Planning (4)
- Planung (4)
- Properties (4)
- Real time (4)
- Regression analysis (4)
- Regressionsanalyse (4)
- Rehabilitation (4)
- Reibungsbeiwert (4)
- Reproducibility (4)
- Reproduzierbarkeit (4)
- Richtlinien (4)
- Rigid pavement (4)
- Road network (4)
- Schallpegel (4)
- Schutzeinrichtung (4)
- Seite (4)
- Sound level (4)
- Straßennetz (4)
- Surfacing (4)
- Sweden (4)
- Unfallfolgemaßnahme (4)
- Unterleib (4)
- Weight (4)
- Woman (4)
- Ablenkung (psychol) (3)
- Accuracy (3)
- Attitude (psychol) (3)
- Bau (3)
- Bauwerksmonitoring (3)
- Befreiung (Bergung) (3)
- Bein (3)
- Beton (3)
- Blickfeld (3)
- Brake (3)
- Brücken Management System (3)
- Bus (3)
- Camera (3)
- Concrete (3)
- Construction (3)
- Crash test (3)
- Czech Republic (3)
- Data base (3)
- Decision process (3)
- Decke (Straße) (3)
- Digitale Bildverarbeitung (3)
- Effectiveness (3)
- Emergency (3)
- Entdeckung (3)
- Entscheidungsprozess (3)
- Environment (3)
- Ergonomics (3)
- Erziehung (3)
- Event data recorder (road vehicle) (3)
- Extrication (3)
- Fahrbahnüberquerung (3)
- Fahrgeschicklichkeit (3)
- Field of vision (3)
- Fire (3)
- Frequency (3)
- Gefahrenabwehr (3)
- Griffigkeit (3)
- Hinten (3)
- Information (3)
- Information documentation (3)
- Intelligent transport system (3)
- Intersection (3)
- Kleidung (3)
- Kontakt Reifen Straße (3)
- Korea (Süd) (Demokratische Republik) (3)
- Landstraße (3)
- Lieferfahrzeug (3)
- Man (3)
- Mann (3)
- Medizinische Untersuchung (3)
- Mobility (3)
- Mobilität (3)
- Notfall (3)
- Overlapping (3)
- Passenger (3)
- Prototyp (3)
- Prototype (3)
- Quality (3)
- Quality assurance (3)
- Qualität (3)
- Qualitätssicherung (3)
- Rear (3)
- Rehabilitation (road user) (3)
- Reifen (3)
- Republic of Korea (3)
- Run off the road (accid) (3)
- Rural road (3)
- Safety fence (3)
- Security (3)
- Severity (acid (3)
- Skidding resistance (3)
- Spain (3)
- Spanien (3)
- Structural health monitoring (3)
- Surveillance (3)
- Theorie (3)
- Theory (3)
- Traffic (3)
- Tschechische Republik (3)
- Tyre (3)
- Umwelt (3)
- United kingdom (3)
- Unterfahrschutz (3)
- Verkehr (3)
- Verschiebung (3)
- Versuchspuppe (3)
- Vorne (3)
- Wet road (3)
- Abkommen von der Fahrbahn (Unfall) (2)
- Absorption (2)
- Adult (2)
- Advanced driver assistance system (2)
- Anti locking device (2)
- Antiblockiereinrichtung (2)
- Arzneimittel (2)
- Australia (2)
- Australien (2)
- Autonomes Fahrzeug (2)
- Autonomous vehicle (2)
- Battery (2)
- Baumusterzulassung (2)
- Bearing capacity (2)
- Behinderter (2)
- Beinahe Unfall (2)
- Bicyclist (2)
- Blutkreislauf (2)
- Bremsweg (2)
- Bridge management system (2)
- Bruch (mech) (2)
- Circulation (blood) (2)
- Clothing (2)
- Coach (2)
- Communication (2)
- Comprehension (2)
- Compression (2)
- Continuous (2)
- Cost (2)
- Crash Test (2)
- Crash victim (2)
- Cross roads (2)
- Crossing the road (2)
- Cycle track (2)
- Cycling (2)
- Data processing (2)
- Data transmission (telecom) (2)
- Datenbasis (2)
- Datenverarbeitung (2)
- Datenübertragung (telekom) (2)
- Depth (2)
- Deterioration (2)
- Deutschalnd (2)
- Digital image processing (2)
- Disablement (2)
- Dreidimensional (2)
- Edge (2)
- Education (2)
- Eindringung (2)
- Eingabedaten (2)
- Electric bicycle (2)
- Electronic driving aid (2)
- Elektrofahrrad (2)
- Empfindlichkeit (2)
- Energie (2)
- Energy (2)
- Ergonomie (2)
- Erwachsener (2)
- Eu (2)
- Fahrbahnmarkierung (2)
- Fahrsimulator (2)
- Fahrzeugteil (Sicherheit) (2)
- Fernverkehrsstraße (2)
- Festigkeit (2)
- Feuer (2)
- Foot (not a measure) (2)
- Form (2)
- Frequenz (2)
- Fuß (2)
- Führerschein (2)
- Führerscheinentzug (2)
- Geländefahrzeug (2)
- Genauigkeit (2)
- Government (national) (2)
- Grenzwert (2)
- Harmonisation (2)
- Hazard (2)
- Head restraint (2)
- Headlamp (2)
- Highway (2)
- In situ (2)
- Input data (2)
- Jahreszeit (2)
- Knie (2)
- Kommunikation (2)
- Kontakt Reifen-Straße (2)
- Kontinuierlich (2)
- Kopfstütze (2)
- Kosten (2)
- Kreuzung (2)
- Langfristig (2)
- Learning (2)
- Lenken (Fahrzeug) (2)
- Life cycle (2)
- Limit (2)
- Long term (2)
- Main road (2)
- Medical aspects (2)
- Medical examination (2)
- Medication (2)
- Medizinische Gesichtspunkte (2)
- Messgerät (2)
- Methode der finite Elemente (2)
- Mobile phone (2)
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- Movement (2)
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- Pavement (2)
- Pavement Management System (2)
- Pavement management system (2)
- Penetration (2)
- Perception (2)
- Posture (2)
- Public transport (2)
- Radfahren (2)
- Radweg (2)
- Reaction (human) (2)
- Reaktionsverhalten (2)
- Recording (2)
- Regierung (staat) (2)
- Reisebus (2)
- Restraint system (2)
- Road traffic (2)
- Scheinwerfer (2)
- Schutz (2)
- Season (2)
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- Sensitivity (2)
- Service life (2)
- Shock (2)
- Side (2)
- Simulator (driving) (2)
- Skill (road user) (2)
- Sociology (2)
- Soziologie (2)
- Sport utility vehicle (2)
- Stadt (2)
- Statistical analysis (2)
- Statistische Analyse (2)
- Steering (process) (2)
- Stochastic process (2)
- Stochastischer Prozess (2)
- Straße (2)
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- Telefon (2)
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- Telephone (2)
- Three dimensional (2)
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- Time (2)
- Traffic count (2)
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- Turn (2)
- Turning (2)
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- Urban area (2)
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- Verkehrserhebung (2)
- Verständnis (2)
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- Water (2)
- Windschutzscheibe (2)
- Zeit (2)
- Zeitreihe (stat) (2)
- Zusammendrückung (2)
- Zusammenstoss (2)
- Öffentlicher Verkehr (2)
- Überlappung (2)
- (menschl) (1)
- Abgefahrener Reifen (1)
- Ability (road user) (1)
- Abkommen von der Fahrbahn (1)
- Ablenkung (1)
- Abnutzung (1)
- Abstandsregeltempomat (1)
- Acceleration (1)
- Acceptability (1)
- Accident black spot (1)
- Accident proneness (1)
- Accident severity (1)
- Achslast (1)
- Active safety (1)
- Active safety system; Automatic; Brake; Car; Collision avoidance system; Conference; Driver assistance system; Germany; Impact test (veh); Rear end collision; Severity (accid (1)
- Activity report (1)
- Adaptation (psychol) (1)
- Adaptive cruise controll (1)
- Administration (1)
- Advanced vehicle control systems (1)
- Aged people (1)
- Aggression (psycho) (1)
- Aggression (psychol) (1)
- Air quality management (1)
- Air traffic control (1)
- Airbag (restraint system) (1)
- Aktive Sicherheit (1)
- Alcolock (1)
- Analyse (1)
- Analyses (math) (1)
- Anpassung (psychol) (1)
- Anthropmetric dummy (1)
- Anthropometrie (1)
- Anthropometry (1)
- Antikollisisonssystem (1)
- Apparatus (measurement) (1)
- Apparatus (measuring) (1)
- Arbeitsgruppe (1)
- Arm (human) (1)
- Arm (menschl) (1)
- Articulated vehicle (1)
- Asphaltstraße (Oberbau) (1)
- Asset management (1)
- Asset management system (1)
- Atives Sicherheitssystem (1)
- Attention (1)
- Audit (1)
- Auffharunfall (1)
- Aufmerksamkeit (1)
- Aufzeichnung (1)
- Aufzeichung (1)
- Ausdehnung (mater) (1)
- Autonomous emerhency braking (1)
- Autotür (1)
- Axle load (1)
- Back (human) (1)
- Batterie (1)
- Bauweise (1)
- Bein [menschl] (1)
- Belohnung (Anreiz) (1)
- Bepflanzung (1)
- Berechnung d Straßenoberbaus (1)
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- Capacity (road, footway) (1)
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- Carbon dioxide (1)
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- Cervical vertebrae; Conference; Evaluation (assessment); Injury; Spinal column; Test (1)
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- Chest (1)
- Clay (1)
- Climate change (1)
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- Cognitive impairment (1)
- Collisison avoidance system (1)
- Colthing (1)
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- Conference; Germany; Injury; Medical examination; Spinal column; X ray (1)
- Confiscation (driving licence) (1)
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- Contact (tyre (1)
- Control (1)
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- Data basis (1)
- Data collection (1)
- Datenübertragung (Telekom) (1)
- Dauer (1)
- Day (24 hour period) (1)
- Daylight (1)
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- Deformable barrier (Impact test) (1)
- Deformable barrier system (impact test) (1)
- Deformierte Barriere (Anpralltest) (1)
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- Demand (econ) (1)
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- Deutschland ; Konferenz (1)
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- Eichung (1)
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- Emergency medical aid (1)
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- Entgleisung (Zug) (1)
- Entwässerung (1)
- Environment protection (1)
- Erdarbeiten (1)
- Erfahrung (menschl) (1)
- Ermüdung (mater) (1)
- European New Car Assessment Programme (1)
- Event data recorder (Road vehicle) (1)
- Expansion (1)
- Experience (human) (1)
- Experimental road (1)
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- Expertensystem (1)
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In 2014 the sixth ESAR conference (Expert Symposium on Accident Research) was held in Hannover. ESAR is an international convention of experts, who analyze traffic accidents all over the world and discuss their results in this context, conducted at the Medizinische Hochschule Hannover every 2 years. It connected representatives of public authorities, engineers in automotive development and scientists and offers a forum with particular emphasis on In-Depth-Analyses of accident statistics and accident analyses. Special focus is placed on research on the basis of so-called "In-Depth-Accident-Investigations" [data collections at the sites of the accidents], which are characterized by extensive documentations of the sites of the accidents, of the vehicles as well as of the injuries, encompassing several scientific fields. ESAR aims at a multi-disciplinary compilation of scientific results and at discussing them on an international, scientific level. It is thus a scientific colloquium and a platform for exchanging information for all accident researchers. Experiences in accident prevention as well as in the complex field of accident reconstruction are stated and new research fields are added. Existing results of long-term research work in Europe, the US, Australia and Japan include different infrastructural correlations and give findings on population, vehicle population and driver characteristics, which offer a basis for recommendations to be derived and measures for increasing road safety.
In 2012 the fifth ESAR conference (Expert Symposium on Accident Research) was held in Hannover. ESAR is an international convention of experts, who analyze traffic accidents all over the world and discuss their results in this context, conducted at the Medizinische Hochschule Hannover every 2 years. It connected representatives of public authorities, engineers in automotive development and scientists and offers a forum with particular emphasis on In-Depth-Analyses of accident statistics and accident analyses. Special focus is placed on research on the basis of so-called "In-Depth-Accident-Investigations" [data collections at the sites of the accidents], which are characterized by extensive documentations of the sites of the accidents, of the vehicles as well as of the injuries, encompassing several scientific fields. ESAR aims at a multi-disciplinary compilation of scientific results and at discussing them on an international, scientific level. It is thus a scientific colloquium and a platform for exchanging information for all accident researchers. Experiences in accident prevention as well as in the complex field of accident reconstruction are stated and new research fields are added. Existing results of long-term research work in Europe, the US, Australia and Japan include different infrastructural correlations and give findings on population, vehicle population and driver characteristics, which offer a basis for recommendations to be derived and measures for increasing road safety.
The second ESAR Conference took place at the Medical University Hannover. This year conference presents the current state of affairs of relevant research activities in the field of in-depth investigations. The first conference on ESAR (Expert Symposium on Accident Research) was established in 2004. It is planned to hold ESAR every two years. Hannover seems to be the right place for this conference concerning the fact that the first in-depth research team was found here in the year 1973 and comprehensive studies on accident analysis were spread out from here around the world continuously. This year conference topped all expectations in terms of the numbers of participants, in the variety of papers and the interdisciplinary of presenters from medical, psychological and engineering background. More than 100 delegates from all over the world, that means 13 different countries and from 4 different continents, came to Hannover, presented their results of accident investigation and discussed countermeasures for accident prevention and injury reduction. ESAR should be a platform for exchange of knowledge to find an optimized way for increase of traffic and vehicle safety by in-depth investigation and methodology. ESAR as international conference should be a platform for consideration of all nations round the world. This seems to be very important for the current situation, having high safety in the high industrial countries of Europe, US and Australia, but low safety and high injury risk in Asia and Africa.
In 2016 the seventh ESAR conference (Expert Symposium on Accident Research) was held in Hannover. ESAR is an international convention of experts, who analyze traffic accidents all over the world and discuss their results in this context, conducted at the Medizinische Hochschule Hannover every 2 years. It connected representatives of public authorities, engineers in automotive development and scientists and offers a forum with particular emphasis on In-Depth-Analyses of accident statistics and accident analyses. Special focus is placed on research on the basis of so-called "In-Depth-Accident-Investigations" [data collections at the sites of the accidents], which are characterized by extensive documentations of the sites of the accidents, of the vehicles as well as of the injuries, encompassing several scientific fields. ESAR aims at a multi-disciplinary compilation of scientific results and at discussing them on an international, scientific level. It is thus a scientific colloquium and a platform for exchanging information for all accident researchers. Experiences in accident prevention as well as in the complex field of accident reconstruction are stated and new research fields are added. Existing results of long-term research work in Europe, the US, Australia and Japan include different infrastructural correlations and give findings on population, vehicle population and driver characteristics, which offer a basis for recommendations to be derived and measures for increasing road safety.
In recent years considerable progress in active and passive safety of road vehicles has been made. The road traffic of today is much safer than in the past. A current vehicle has a lot more safety elements resulting in an improved inner and outer technique. In most European countries the number of fatalities is decreasing despite growing traffic and road usage. Nevertheless, the number of casualties in road traffic accidents is high enough, thus more progress is needed if the number of fatalities is to be reduced by 50%, as postulated by the European Commission for the year 2010. In order to develop countermeasures and further possibilities for injury prevention, it is increasingly important to have accident data available, supplying results quickly and giving the best overview across Europe. In-Depth-Data Sampling Procedures have a huge historical development, starting in the 60ies by the car manufactures, continued during the 70ies mostly by some universities mainly in England, Sweden, France and Germany, today a net of in-depth-investigation teams are working across Europe and around the world.One of the oldest teams is located at the Hannover Medical School, founded in 1973 by the German Government on behalf of the Federal Highway Research Institute Bast. It was the only team worldwide that was equipped with blue light emergency cars, working on scene in time so directly after the event and working continuously during the years, collecting 20 thousand accidents within 30 years period. Since 1999 the order is carried out in cooperation with the German car industry, which is interested and has benefit on the data too. On the basis of the new data collection, so called GIDAS (German In-Depth Accident Study), that has been run at the Technical University Dresden and the Medical University Hannover), a special tool for In-Depth-Accident Analysis was founded. It is the task of this conference to build a platform for such research based on In-Depth-Investigation. The conference is specially aimed at the area of accident data analysis in order to contribute to the harmonization of different investigation methods and accumulation of different results that does exist for different countries worldwide. Up to now no special conference did exist to deal with accident data only following in the discussion for an improvement in traffic and vehicle safety. ESAR - expert symposium on accident research - should be a step forward. This first international conference is being organized by the Accident Research Unit at the Medical University Hannover jointly with the German Federal Highway Research Institute Bast and the Research Association of German Car Manufacturers FAT. The conference should be a platform for an interdisciplinary exchange of information based on the different presentations from participants around the world.
In September 2004 the first international symposium called ESAR (Expert Symposium on Accident Research) was carried out at the University of Hannover (Germany). The idea for such international conference was to bring together experts from the fields of accident investigation teams worldwide to present their results for a common audience of people from government, industry and other universities. The first conference was a really sufficient one and followed by the second symposium also at the Hannover Medical School two years later in 2006. This two year rhythm was now continued with the third conference in Hannover again in 2008. It is planned to carry out ESAR every two years also in the future. ESAR is a scientific colloquium and can be seen as a platform for exchange of information on accident research issues based on methodologies of investigation, injury mechanisms and injury assessment, accident causation and other issues of statistical accident data analysis. Representatives from authorities as well as from medical and technical institutions come together to discuss new research issues and exchange experiences on accident prevention and the complex field of accident reconstruction. Special focus was given to the target the European Union set for itself in 2000 which stipulates that within 10 years the number of person killed in road traffic accidents must be cut in half. To reach this goal, optimized measures, comprehensive research and analysis are necessary. A key hurdle comes from the European Union extension to 27 member states, each featuring different levels of traffic safety standards and different accident scenarios. Existing results from long term research projects in Europe, the USA, Australia and Japan including analyses of infrastructure, population, vehicle fleet and driver behaviour offer an excellent basis for understanding and improving countermeasures and research support needs in underdeveloped countries. ESAR's goal is to bring together researchers from all parts of the world, who will report on their methods and recommendations to improve traffic safety based on "In-Depth-Investigations" of real world accidents. These In-depth-investigations of accidents require thorough documentation and an accident data analysis on multidisciplinary levels which must be carried out immediately after it occurs. ESAR presents scientists the opportunity to present their studies on a common basis of research level.
Detailed anthropometric data of pregnant women have been collected and used in the development of a computational model of the pregnant occupant model "Expecting". The model is complete with a finite element uterus and multi-body fetus, which is a novel feature in the models of this kind. The computational pregnant occupant model has been validated and used to simulate a range of impacts. The strains developed in the utero-placental interface are used as the main criteria for fetus safety. Stress distributions due to inertial loading of the fetus on the utero-placental interface play a role on the strain levels. Inclusion of fetus model is shown to significantly affect the strain levels in the utero-placental interface. This series of studies has led to the design of seatbelt features specifically for the pregnant women to enable them use the seatbelt correctly and comfortably.
The objective was to develop and validate a crash trolley (reference vehicle) equipped with a compartment and a full restraint system for driver and front seat passenger which can be used in full scale crash testing. Furthermore, the crash trolley should have a suspension to show rotation and nick effects similar to real vehicles. Within the development phase the reference vehicle was build based on a European family car. Special attention was needed to provide appropriate strength to the trolley and its suspension. The reference vehicle is equipped with a restraint system consisting of airbags, pedals, seats, dashboard, and windscreen. On the front of the vehicle different crash barriers can be installed to provide miscellaneous deceleration pulses. For the validation phase a series of low and high speed crash tests with HIII dummies were conducted and compared with full scale tests. For the comparison deceleration pulse, dummy numbers and vehicle movement were analyzed. Validation tests with velocities up to 60 km/h showed promising results. The compartment and the suspension systems stayed stable. Rotation effects were comparable with full scale car crash tests. The airbags and seat belt system worked reasonable. The acceleration pulse compared to an Euro NCAP test had a similar characteristic but was in general slightly lower. After the successful validation the reference vehicle is already in use in different studies in the field of vehicle safety research at BASt.
In the European Project FIMCAR, a proposal for a frontal impact test configuration was developed which included an additional full width deformable barrier (FWDB) test. Motivation for the deformable element was partly to measure structural forces as well as to produce a severe crash pulse different from that in the offset test. The objective of this study was to analyze the safety performance of vehicles in the full width rigid barrier test (FWRB) and in the full width deformable barrier test (FWDB). In total, 12 vehicles were crashed in both configurations. Comparison of these tests to real world accident data was used to identify the crash barrier most representative of real world crashes. For all vehicles, the airbag visible times were later in the FWDB configuration. This was attributed to the attenuation of the initial acceleration peak, observed in FWRB tests, by the addition of the deformable element. These findings were in alignment with airbag triggering times seen in real world crash data. Also, the dummy loadings were slightly worse in FWDB compared to FWRB tests, which is possibly linked to the airbag firing and a more realistic loading of the vehicle crash structures in the FWDB configuration. Evaluations of the lower extremities have shown a general increasing of the tibia index with the crash pulse severity.
Frontal impact is still the most relevant impact direction in terms of injury causation amongst car occupants. Especially for car-to-car frontal impacts the mass ratio between the involved vehicles has a significant impact on the injury risk (the heavier the opponent car the higher the injury risk). In order to address this issue frontal Mobile Deformable Barrier test procedures have been developed world-wide (for example the MPDB procedure that was fully described during the FIMCAR Project). The objective of this study was to investigate how vehicles of different weight classes perform in a mobile barrier test procedure compared to a fixed barrier test procedure (the full width rigid and offset deformable barrier test). Beyond that, the influence of vehicle mass and vehicle deformation on injuries was evaluated based on real world accident data. Five vehicle types were selected and tested in a fixed offset test procedure (ODB), a full width rigid barrier test procedure (FWRB) and a mobile offset test procedure (MPDB). For the accident analyses data from the German In-Depth Accident Study (GIDAS) was evaluated with a focus on MAIS 2+ injured belted front row car (UN-R 94 compliant cars) occupants in frontal impact accidents. Test data indicates higher dummy loadings, in particular for the head acceleration and chest acceleration, in the MPDB test for the vehicles with a mass lighter than the trolley (1,500 kg) compared to the FWRB test. The trend of increased vehicle stiffness (especially illustrated by tests with the MPDB and small cars) shows the need of a further improvement of passive restraint systems to reduce the occupant loading and with it the injury risk. The analyzed GIDAS data confirm the higher injury risk for occupants in cars with an accident weight of less than 1,500 kg compared to those with a crash weight above 1,500 kg in car-to-car and car-to-object or car-to-HGV, respectively. Furthermore the injury risk increases with decreasing mass ratio (i.e., the opponent car is heavier) in car-to-car accidents. Independent from the higher injury risk, the risk for passenger compartment intrusion in frontal impact appears not to be independent on the crash weight of the car.
In general the passive safety capability is much greater in newer versus older cars due to the stiff compartment preventing intrusion in severe collisions. However, the stiffer structure which increases the deceleration can lead to a change in injury patterns. In order to analyse possible injury mechanisms for thoracic and lumbar spine injuries, data from the German Inâ€Depth Accident Study (GIDAS) were used in this study. A twoâ€step approach of statistical and caseâ€byâ€case analysis was applied for this investigation. In total 4,289 collisions were selected involving 8,844 vehicles, 5,765 injured persons and 9,468 coded injuries. Thoracic and lumbar spine injuries such as burst, compression or dislocation fractures as well as soft tissue injuries were found to occur in frontal impacts even without intrusion to the passenger compartment. If a MAIS 2+ injury occurred, in 15% of the cases a thoracic and/or lumbar spine injury is included. Considering AIS 2+ thoracic and lumbar spine, most injuries were fractures and occurred in the lumbar spine area. From the case by case analyses it can be concluded that lumbar spine fractures occur in accidents without the engagement of longitudinals, lateral loading to the occupant and/or very severe accidents with MAIS being much higher than the spine AIS.
In order to enable foreseeing or comparing the benefit of safety systems or driver assistance systems in Germany, in the United States and in Japan, the traffic accident databases in those three countries are examined. The variables used are culpable party, collision partner, accident type, and injury level and the method to re-classify the databases for comparison are proposed. The result indicates that single passenger car fatality is the most frequent in Germany and in the United States, while passenger car vs. pedestrian is the most frequent fatality scenario in Japan. When the casualty by fatality ratio is focused, the greatest difference is observed in rear-end collisions. The ratio of slight injuries in Japan yields about eighteen times as many as those in Germany, and about eight times as many as those in the United States.
The current Brussels EU Regulation No. 1235/2011, valid from May 30, 2012, has introduced an European Tyre Label with wet grip index G classes from A to G for passenger car tyres C1, light commercial vehicles tyres C2 and heavy truck- and bus tyres C3. Every wet grip class for each vehicle category has a defined band of numerical values for the wet grip index G. The legislated wet grip values G in this EU- Regulation are very low. The measured braking distances and corresponding impact speeds of the test vehicles are showing very critical results. Regulation No. 1235/2011 of the European Parliament and the Council for Type Approval of Vehicles (EU) should be changed in such a way, that for C1-tyres (normal passenger cars tyres) the minimum wet grip index G is 1.25. All C2-tyres (light commercial vehicles tyres) should at least meet a minimum wet grip index of G = 1.1. All C3-tyres (heavy trucks and buses tyres) should at least meet a minimum wet grip index of G = 0.95. Due to the missing lower limits for G in the wet grip class F for C1, C2 and C3 tyres according to Commission Regulation (EU) No. 1235/2011, officially valid from 30 May 2012, a tyre-to-road coefficient of adhesion in the extreme of 0 (zero) is legally permitted. This is an apparent flaw in above cited EU Regulation, which causes a potential danger to the road traffic safety for all motor vehicles in Europe with such tyres. The wet grip class F has to be removed urgently from said EURegulation, since a direct liability of the responsible EU-Commission can not be excluded.
In order to improve the protection of children transported in cars, within the CHILD programme (GR3D-CT2002-00791) real world road accidents are thoroughly analysed and then reconstructed in laboratory. Prior to comparing injury severities of real victims to physical parameter values measured on the dummies, the quality of the reconstructions is evaluated by experts who use their experience based on the investigation of numerous and various accidents. This paper presents a new tool aiming at better evaluating and validating accident reconstructions. It is based on statistical evaluation of vehicle deformations which gives weighing factors for every part of the car body structure finally leading to a specific Reconstruction Quality Score (RQS indicator). Furthermore, the reliability of this score, depending on the number of measured points, can be established. This tool includes a function aiming at adjusting the speed for a further reconstruction and at defining the launching speed and the pulse shape for complementary sled tests. Finally, the functions of the RQS software and database are presented.
Risk-based approach for the protection of land transport infrastructure against extreme rainfall
(2016)
The aim of the research project "Risk based approach for the protection of transport infrastructure against extreme rainfall RAINEX" is the development of a practical methodology for the identification and assessment of both vulnerable as well as critical transport infrastructures towards extreme rainfall events consequences. The developed methodology is based on expert knowledge and includes qualitative and semi-quantitative analyses regarding the assessment of the vulnerability and criticality of relevant transport infrastructures. The process chain from the spatial rainfall to the concentrated runoff in the river channel was shown to assess the local hazard resulting in the local risk. The main result of the project is a practice-oriented and applicable methodology and a comprehensive and well-developed security handbook.
Advancing active safety towards the protection of vulnerable road users: the PROSPECT project
(2017)
Accidents involving Vulnerable Road Users (VRU) are still a very significant issue for road safety. According to the World Health Organisation, pedestrian and cyclist deaths account for more than 25% of all road traffic deaths worldwide. Autonomous Emergency Braking Systems have the potential to improve safety for these VRU groups. The PROSPECT project (Proactive Safety for Pedestrians and Cyclists) aims to significantly improve the effectiveness of active VRU safety systems compared to those currently on the market by expanding the scope of scenarios addressed by the systems and improving the overall system performance. The project pursues an integrated approach: Newest available accident data combined with naturalistic observations and HMI guidelines represent key inputs for the system specifications, which form the basis for the system development. For system development, two main aspects are considered: advanced sensor processing with situation analysis, and intervention strategies including braking and steering. All these concepts are implemented in several vehicle prototypes. Special emphasis is put on balancing system performance in critical scenarios and avoiding undesired system activations. For system validation, testing in realistic scenarios will be done. Results will allow the performance assessment of the developed concepts and a cost-benefit analysis. The findings within the PROSPECT project will contribute to the generation of state -of-the-art knowledge, technical innovations, assessment methodologies and tools for advancing Advanced Driver Assistance Systems towards the protection of VRUs. The introduction of a new generation safety system in the market will enhance VRU road safety in 2020-2025, contributing to the "Vision Zero" objective of no fatalities or serious injuries in road traffic set out in the Transport White Paper. Furthermore, the test methodologies and tools developed within the project shall be considered for the New Car Assessment Programme (Euro NCAP) future roadmaps, supporting the European Commission goal of halving the road toll in the 2011-2020 timeframe.
Bone fracture patterns could be crucial in reconstructing the nature of loading, especially in the lower limb and upper limb kinematics in vehicle-pedestrian crashes. In addition, use of FE bone models can be a handy tool to predict vehicle impact velocity and the impact direction. The point of fracture initiation in bone loading has been predicted quite accurately earlier. A methodology that predicts bone crack initiation and its propagation pattern for the six known loading directions using a single material and failure model is presented.
Various climate projections predict changing climatic parameters like temperature, precipitation, wind speed etc. for Germany. This could have severe impacts on road transport infrastructure as well as road traffic itself. At the Federal Highway Research Institute (Bundesanstalt für Straßenwesen (BASt) a strategy was developed to adapt roads and engineering structures to the impacts of climate change. The strategy "Anpassung der Straßenverkehrsinfrastruktur an den Klimawandel / Adaptation of the road infrastructure to climate change (AdSVIS)" comprises currently about 15 projects. On the basis of the identification of the hazards and the combination of the climate and road network data, the road transport infrastructure which might be affected is to be determined. Adaptation measures are to be developed for the identified risk areas and assessed as to their effectiveness. Special attention is given to international cooperation since climate change is a truly global challenge.
Research to inform policy is often challenged with how to genuinely use and implement research findings in decision-making and policy-planning. To begin with, the dialogue between researchers and decision-makers is essential to ensure profound understanding and legitimate interpretations of the results. Furthermore, the step to drawing practical conclusions and processing them into actions can only succeed if research findings are diffused to decision-making levels with influence on the matter, and mechanisms to knowledge transfer in the presence of a stable, favourable policy environment exist. Research investments into the topic of electromobility in Europe are substantial, and subtopics aiming to inform national policy-makers address a complex set of aspects from environmental and societal to technological and economic. This paper has a two-fold objective, the first of which is to present the results of scenarios to explore electromobility deployment in Finland, Germany and the European Union. The second is to discuss the challenges and solutions to bridge the gap from research findings towards decision-making and policy-planning, using the authors' electromobility scenario work as an example. The electromobility scenarios were built using the VECTOR21 model (Mock, 2010), and the rationale was to simulate vehicle sales and markets under different policy settings and calculate the most economical solution to fulfill regulation on COâ‚‚ emissions as set by the European Commission (2009). The model allows calculating the market diffusion of alternative powertrain technologies to the European market until 2030, taking into account different taxation schemes, incentives and other country-specific characteristics. The authors also present the cost-benefit-analysis of the modelling results to assess the different scenarios and to show variation between regions regarding profitability of alternative technological or political support and interventions. To proceed from research findings towards decision-making and policy-planning, the authors made observations relating to transfer of research knowledge and interpretation of their electromobility scenario results in national policy contexts. An evaluation of how the function of research to inform policy in this case succeeded is provided. In addition, the influence of expert opinions on the political decision-making process will be discussed through experiences from an expert questionnaire conducted to survey the importance of costs, time requirement, acceptance and other criteria of promotion measures of electromobility.
This study updates previous IIHS studies comparing estimated delta Vs for crash tested vehicles to the distribution of estimated delta Vs in the National Automotive Sampling System (NASS) Crashworthiness Data System (CDS). The delta V estimates for 232 frontal crash tests at 64.4km/h into a deformable barrier with 40 percent overlap are compared with estimates from frontal offset crashes in the 1997-2004 NASS database. All delta V estimates were based on SMASH, the delta V estimating program used by NASS since 1997. Results indicated that for all vehicles tested by IIHS, SMASH delta Vs were, on average, 32 percent lower than impact speeds and about 28 percent lower than the expected delta V. Almost 80 percent of all real-world frontal crashes resulting in AIS 3+ injuries and just over 60 percent of all fatal crashes occur at or below the average estimated delta V calculated for crash tested vehicles.
According to the German road traffic regulations children up to the age of 12 or a height below 150 cm have to use approved and appropriate child restraint systems (CRS). CRS must be approved according to UN-ECE Regulation No. 44. The regulation classifies CRS in 5 weight categories. The upper weight group is approved for children from 22 to 36 kg. However, studies show that already today many children weigh more than 36 kg although they have not reached a height of 150 cm. Therefore, no ECE R44 approved CRS is available for these overweight children. In conclusion, today's sizes and weights of children are no longer represented by the current version of the ECE R44. The heaviest used dummy (P10) weighs just 32.6 kg and has a height of 137.9 cm. Statistical data of German children show that already 5% of the children at a height of 137.9 cm have a weight above 45.3 kg. Regarding children at a height of 145 cm, the 95th percentile limit is at a weight of 53.3 kg. Based on these data 4 dummies with different heights and weights were defined and produced. Two of them are overweight. Up to now, there is no experience how current child restraint systems perform in a car crash if they are used by children with a weight above 36 kg and a height smaller than 150 cm. In the future, different child restraint systems will be tested with respect to the ECE R44 regulation using these overweight dummies.
Many safety-relevant tasks in control or diagnostics require binary choices such as "conflict versus separation" in air traffic control, "normal versus pathological" when interpreting x-ray pictures, or "permitted versus forbidden" when inspecting airport security scans. Deciders often are uncertain, but nevertheless required to decide between two alternatives, that is, they have not only to decide upon an action, but also about the admissible level of uncertainty. If the accepted level of judgment certainty is not taken into account, the sequence of decisions does not capture the full picture of the underlying decision process. Differences in judgment certainty are relevant, because they reflect not only the adequacy of the human-machine interface that is evaluated, but also the differences in expertise of the decider and the requirements of the actual situation or task. Therefore, capturing both judgment certainty and discrimination performance is essential. A comparison of different human-machine-interfaces (for air traffic control) is used to illustrate a methodological approach, which allows for integrated analyses of decision processes based on receiver-operator-characteristics and practical guidelines for the evaluation of human-machine-interfaces for safety-relevant operation procedures are provided.
While it is important to track trends in the number of road accidents in different countries using national statistics, there is a need for data with more detailed information, so called in-depth accident data. For this reason, several accident data projects emerged worldwide in recent years. However, also different data standards were established and so comparative analysis of international in-depth data has been very hard to conduct, so far. This is why the project iGLAD (Initiative for the Global Harmonization of Accident Data) was established and created the prerequisites for building up a standardized dataset out of the common denominator of different in-depth accident databases from Europe, USA and Asia. In the first phase, the project received funding from ACEA to compile an initial database. To accomplish this, a suitable data scheme has been defined, a pilot study has been conducted as proof of concept and the recoding of the first common data base has been initiated. Also, to prepare the project for its self-supporting continuation in the next years, a business model has been developed. This paper reports the history and status of the project, the current challenges and the creation of a capable consortium to maintain the data. In mid-2014, the initial database containing 1550 cases from 10 different countries will be completed and a first detailed view on this data will be possible.
The Centre for Automotive Safety Research (formerly the Road Accident Research Unit) at the University of Adelaide in South Australia has a history of in-depth crash investigation going back to the 1970s. In recent years, our focus has been on studying factors that contribute to road crashes, with an emphasis on the role of road infrastructure. Our method involves crash notification by the South Australian Ambulance Service and detailed investigation of the crash scene usually before the crash-involved vehicles have been moved. This at-scene data collection is supplemented with police crash reports, Coroner- reports including autopsy findings for fatal crashes, case notes from hospitals for all injured persons, structured interviews with crash participants and witnesses, and computerised reconstruction of the events of the crash. One of the most notable research findings to emerge from our in-depth work has been the relationship between travelling speed and the risk of crash involvement. By comparing the calculated free speeds of crash-involved vehicles (cases) with the measured speeds of non-crash-involved vehicles travelling on the same roads at the same time of day (controls), we were able to establish that an exponential relationship exists between travelling speed and the likelihood of involvement in a casualty crash. This was the case for both metropolitan and rural areas. This research prompted the reduction of some speed limits in Australia, which has resulted in notable decreases in crash numbers. Another finding of interest in our recent investigation of 298 mostly daytime crashes in metropolitan Adelaide was that medical conditions make a sizeable contribution to the occurrence of road crashes. We found that almost half of the drivers, riders and pedestrians involved in the collisions had at least one pre-existing medical condition, and half of these individuals had two or more such conditions. We found that a medical condition was the direct causal factor in 13% of the casualty crashes investigated and accounted for 23% of all hospital admission or fatal crash outcomes. A follow-up study of all hospital admissions for road crashes in Adelaide is now going ahead to look further at this problem. The paper also describes studies looking specifically at pedestrian crashes. These include studies of the relationship between travelling speed and the risk of a fatal pedestrian crash, and studies utilising real crash data to validate headforms and test dummies used in the assessment of the safety of new vehicles in the event of a collision with a pedestrian.
The aim of this study is to investigate the differences in car occupant injury severity recorded in AIS 2005 compared to AIS 1990 and to outline the likely effects on future data analysis findings. Occupant injury data in the UK Cooperative Crash Injury Study Database (CCIS) were coded for the period February 2006 to November 2007 using both AIS 1990 and AIS 2005. Data for 1,994 occupants with over 6000 coded injuries were reviewed at the AIS and MAIS level of severities and body regions to determine changes between the two coding methodologies. Overall there was an apparent general trend for fewer injuries to be coded at the AIS 4+ severity and more injuries to be coded at the AIS 2 severity. When these injury trends were reviewed in more detail it was found that the body regions which contributed the most to these changes in severity were the head, thorax and extremities. This is one of the first studies to examine the implications for large databases when changing to an updated method for coding injuries.