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The objective of the study is to measure the risk of pedestrian and bicyclist in urban traffic through an analysis of real-world accident data. The kinematics and injury mechanisms for both pedestrian and bicyclists are investigated to find the correlation of injury risks with injury related parameters. For this purpose, firstly 338 cases are selected as a sample from an IVAC accident database based on the In-depth Investigation of Vehicle Accident in Changsha of China. A statistic measurement of the fatality and serious injury risks with respect to impact speed was carried out by logistic regression analysis. Secondly, 12 pedestrian and 12 bicyclist accidents were further selected for reconstruction with MADYMO program. A comparative analysis was conducted based on the results from accident analysis and computer reconstructions for the injury risk, head impact conditions and dynamic response of pedestrians and bicyclists. The results indicate that bicyclists suffered lower risks of severe injuries and fatalities compared with pedestrians. The risks of AIS 3+ injury and fatality are 50% for pedestrians at impact speeds of 53.2 km/h and 63.3 km/h, respectively, while that for bicyclists at 62.5 km/h and 71.1 km/h, respectively. The findings could have a contribution to get a better understanding of pedestrians" and bicyclists" exposures in urban traffic in China, and provide background knowledge to generate strategies for pedestrian protection.
The increasing economics in India has an enormous growth of its road traffic. As observed from official Indian accident statistics the number of road fatalities are one of the highest worldwide. In contrast to most industrialized nations they have an rapidly increasing trend. To come along with this trend it becomes more than essential to understand the traffic accident situation. The official Indian accident statistics gives a glimpse of only basic information. Therefore more detailed data is needed. By using In-depth accident data and officially representative statistics the current accident situation can be evaluated in India, if a suitable weighting methodology is considered. Hence in 2009/2010 a pilot study with the collaboration partner JP-Research India pvt. Ldt. was gathered in Tamil Nadu in south of India. In-depth accident investigations were done around the Coimbatore area on four highways. At first, the collected data is evaluated. Due to consequent and continuous further development based on the first approach a methodology similar to NASS/CDS/GES in the US and GIDAS in Germany was developed. Of course all relevant accident related parameters including pictures and severity information were collected. As a matter of fact based on scaled sketches and reconstruction benefit analyses can be done in order to analyze the accident scenery in India. As a first outcome influence from infrastructure, missing education and vehicle safety were identified as key parameters in order to reduce the number of accidents and casualties. To compare the accident situation against international standards an accident classification for left hand traffic was developed based on the German Insurance classification system. Looking into detail additional accident types were identified and added to create an Indian accident type catalogue. The positive results encouraged several OEMs to participate in this investigation and together with BOSCH a consortium was established in 2010/11. Within one year from beginning in May 2011 about 200 highway accidents were collected, reported and reconstructed using the new standard. Hence a first good overview of the accident situation is available for the Coimbatore Tamil Nadu area. The major target for establishing accident investigations is the extension towards other states of India and urban areas to achieve a better overview of the accident scenery. Therefore local and national authorities have to be embedded in order to strengthen the awareness against traffic safety.
The number of road accidents in Portugal has decreased significantly in the last decades, however, this tendency is not similar in all types of transportation. In the most recent years and by European standards, Portugal is still one of the leading countries concerning the number of fatalities in Powered Two Wheelers (PTW) accidents. To this effect, the in-depth investigation of PTW accidents is crucial and so, a thorough statistical analysis concerning the main factors influencing PTW riders injury severity accidents was undertaken regarding the 2007-2010 period in the National Road Safety Authority (ANSR) injured riders database using the software SPSS. In addition, to determine the importance of absent factors in the database analysis, such as velocity, a set of 53 real accidents involving PTW were also investigated and computationally reconstructed using the software PC-Crash. Lateral collisions between a motorcycle, its rider and the side of three different passenger cars were also simulated, varying the motorcycle impact angle and velocity in order to estimate the PTW deformation energy and the rider- injuries, as this accident configuration stands out in terms of frequency and even severity. The results of this detailed study are presented.
It is very important for Automotive OEMs to get feedback on their product performance on real roads for continuous improvement. Every OEM has a way of collecting this feedback for various performance parameters. Systematic accident research is a way to generate the information related to safety performance of the vehicle. In India, while there is a large amount of data related to the accidents, it is found this data is aimed at understanding the gross statistics and not directly useful for technology development. This paper explains learnings from a pilot study carried out in collaboration with an Emergency Medical Services provider on one of the expressways (motorways). This pilot study has resulted in development of working model that could now be scaled up at for wider application. The paper also presents some of the important observations based on the data collected.
The number of injured car occupants decreases constantly. Nevertheless, they account for nearly 50% of all fatalities and about 44% of all seriously injured persons in German traffic accidents. Further reductions of casualties require multiple efforts in all parts of traffic safety. In this paper a detailed analysis of the important pre-hospital rescue phase was done. The basis for future improvements is the knowledge about injury causation of car occupants in combination with other corresponding influence factors. For that reason more than 1.200 severe (AIS3+) injuries of frontal car occupants were analyzed. For the most relevant injuries of car occupants multivariate analysis models were created to predict the probability of these injuries in a real crash scenario. In addition to the collision severity different influence factors like impact direction, seat belt usage, age of the occupant, and gender were analyzed. Furthermore, the models were checked regarding the goodness of fit and all results all results were checked concerning their robustness. The prediction models were created on the basis of 5.000 car accidents. Afterwards, the models were validated using 4.000 different car accidents. The prediction of the probability of severe injuries could be used for different applications in the field of traffic safety. One possibility is the implementation of the models in a tool for the on-the-spot diagnosis. The background for the development of such applications is the fact, that there are only limited diagnostic possibilities available at the accident scene. Nevertheless, the rescue forces have to make essential decisions like the alerting of the necessary medical experts, appropriate treatment, the type of transportation and the choice of an adequate hospital. These decisions quite often decide between life and death or influence the long-term effects of injured persons. At this point, indications of expectable injuries could help enormously. To enable even persons with limited technical knowledge to use the tool, a procedure was developed that facilitates the assumption of the given crash severity. Another important possibility for the application of the prediction models is the use for the qualification of information sent by e-call systems.
Introduction: Spine injuries pose a considerable risk to life and quality of life. The total number of road deaths in developed countries has markedly decreased, e.g. in Germany from over 20000 in 1970 to less than 4000 in 2010, but little is known how this is reflected in the burden of spine fractures of motor vehicle users. In this study, we aimed to show the actual incidence of spine injuries among drivers and front passengers and elucidate possible dependencies between crash mechanisms and types of injuries.
To date, the Trauma Registry (TraumaRegister DGU-® contains data of approximately 100.000 severely injured patients, 65% of which suffered from a road traffic crash. Thus, it is the world's largest data base for severely injured patients. The article describes the development of the registry and explains how it was rolled out over Germany using the established structure of the German Trauma Network (TraumaNetzwerk DGU-®). In addition, this article presents three typical use cases from the fields of quality management, policy making and system-wide interventions, clinical research and injury prevention. In conclusion, the TraumaRegister DGU-® is a well-established tool for various purposes related to the control and reduction of the burden of road injury. Its ongoing expansion to other countries will support the goal of international benchmarking of hospitals and trauma systems.
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 paper aims to study the injury risk and kinematics of pedestrians involved in different passenger vehicle collisions. Furthermore, the difference of pedestrian kinematics in the accidents involved minivan and sedan was analyzed. The 18 sample cases of passenger car to pedestrian collisions were selected from the database of In-depth Investigation of Vehicle Accident in Changsha of China (IVAC),of which the 12 pedestrian accidents involved in a minivan impact for each case, and the 6 accidents in a sedan impact for each. The selected cases were reconstructed by using mathematical models of pedestrians and accident vehicles in a multi-body dynamic code MADYMO environment. The logistic regression models of the risks for pedestrian AIS 3+ injuries and fatalities were developed in terms of vehicle impact speed by analyzing the minivan-pedestrian and sedan-pedestrian accidents. The difference of pedestrian kinematics was identified by comparing the results from reconstructed pedestrian accidents between the minivans and sedans collisions. The result shows that there is a significant correlation among the impact speed and the severity of pedestrian injuries. The minivan poses greater risk to pedestrian than sedan at the same impact speed. The kinematics of pedestrian was greatly influenced by vehicle front shape.
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.
Estimation of the benefits for the UK for potential options to modify UNECE Regulation No. 95
(2010)
The side impact problem in Europe remains substantial. UK data shows that between 22% and 26% of car occupant casualties are involved in a side impact, but this rises to between 29% and 38% for those who are fatally injured. This indicates the more injurious nature of side impacts compared with frontal impacts. The European Enhanced Vehicle safety Committee (EEVC) has performed work to address the side impact issue since 1979. As part of its continuing work, it has recently investigated potential options for regulatory changes to improve side impact protection in cars further. To support this work the UK undertook an analysis to estimate the benefit for potential options to modify UNECE Regulation 95. The analysis used the UK national STATS19 and detailed Co-operative Crash Injury Study (CCIS) accident databases. Of the potential options reviewed, it was found that the addition of a pole test offered the greatest benefit.
Among European Countries, Spain first issued a Standard, UNE 135900:2005, further updated in 2008, that deals with homologation and effectiveness evaluation of road restraint systems components designed to reduce harm for bikers impacting on them. An in depth analysis and critical review of this standard is reported in this paper. Beside a close examination of the standard requirements, numerical models of the crash test stated by the standard have been set up and simulated to study the effects of slight speed and approach angle variations on test results, remaining within tolerance gaps allowed by the standard. Model were validated against experimental data. Together with the expected increasing severity of the impact according with speed, a strong influence of approach angle on injury parameters was found. Possible improvements to the norm, in order to make it more robust, are suggested.
The significant demographic changes are predicted for the European future. The age group over 65 years is permanently increasing and over next 30 years every fourth person will belong to this group. This development will continue so far that by 2050 in many countries will double the percentage of the population aged 65 and more. Many studies analyze the new phenomena of the ageing (graying) society during the last decade. Mobility is integrated part of the life of every citizen, even more it means for the elderly people. The adequate mobility is the precondition for their active life and for their social communication that contribute to their health and functional capacity and their autonomy and independency. The active seniors demand less public support. The mobility of the older citizens is closely linked with health and societal problems and creates an important public challenge. On the other side the participation of seniors in transport due to their limited physical and mental possibilities means for them an increased risk to be injured or killed. The main mobility spaces are roads that can be used not only as a traveler in a vehicle (driver or passenger) but also as a pedestrian or cyclist or even as a motorcyclist. The road traffic is then an opportunity and danger in the same time. The accident analyzes show specific risk features of seniors that are different compared with other age groups. First of all the older road users (65 and more) are facing to the higher risk (number of killed divided by the population size) to be killed in a road accident compared with the group of younger road users (0 - 64). More significant difference can be observed when comparing the road user groups. The fatality percentage of the older pedestrians is 2,5 times higher compared with the group 25 " 64. Similar frequency show the cyclist fatalities. On the other side the vehicle passengers in the younger group have more or less two time higher percentage compared to seniors and in the group of motorcyclists even achieved in 2008 almost five times higher compared with the older group. The share of the old road users fatalities (around 19%) didn"t practically change during the last 10 years in the European average. But comparing the gender involvement (2006) there is an interesting difference " female fatalities make 30, 2%, male fatalities 15, 3% of all fatalities in their groups. The risk of the senior users is more connected with their physical and mental limits than with their risk behavior. According to the Czech statistics (2007) the vehicle drivers over 65 years cause only 3, 6% of all accidents. The solution of the problem is to minimize the risk and to create a safe environment for the elderly people using the roads. In order to achieve this goal a deep knowledge of risk and of accident circumstances, full understanding of the behavior of the seniors and their limitations and accommodating approach of the whole society is necessary. Road risk of the ageing society has to be considered as a part of the health and social policy. These can build a creditable basis for the implementation of the measures that secure safe moving of seniors on the roads.
Aim of the study was to evaluate the protective effect of bicycle helmets particularly considering injuries to the head and to the face. Accidents with the participation of bicyclists which occurred from 2000 to 2007 were chosen from GIDAS. We observed that injuries to the head and face were more severe in the group of non-helmeted riders. There seems to be no significant difference in injuries with AIS 3-6. Altogether 26 cyclists were killed. 2 of them wore a helmet (1% of helmeted cyclists), 24 did not (1% of non-helmeted cyclists). Only one killed rider (without helmet) did not suffer from polytrauma (only head injuries recorded). The findings seem to support the thesis of a preventive effect of the bicycle helmet, however the two groups are different in their characteristics related to riding speed. Necessarily we need a multivariate model to evaluate the effect of helmets.
The overall purpose of the ASSESS project is to develop a relevant and standardised set of test and assessment methods and associated tools for integrated vehicle safety systems, primarily focussing on currently available pre-crash sensing systems. The first stage of the project was to define casualty relevant accident scenarios so that the test scenarios will be developed based on accident scenarios which currently result in the greatest injury outcome, measured by a combination of casualty severity and casualty frequency. The first analysis stage was completed using data from a range of accident databases, including those which were nationally representative (STATS19, UK and STRADA, SE) and in-depth sources which provided more detailed parameters to characterise the accident scenarios (GIDAS, DE and OTS, UK). A common analysis method was developed in order to compare the data from these different sources, and while the data sets were not completely compatible, the majority of the data was aligned in such a way that allowed a useful comparison to be made. As the ASSESS project focuses on pre-crash sensing systems fitted to passenger cars, the data selected for the analysis was "injury accidents which involved at least one passenger car". The accident data analysis yielded the following ranked list of most relevant accident scenarios: Rank Accident scenario 1 Driving accident - single vehicle loss of control 2 Accidents in longitudinal traffic (same and opposite directions) 3 Accidents with turning vehicle(s) or crossing paths in junctions 4 Accidents involving pedestrians The ranked list highlights the relatively large role played by "accidents in longitudinal traffic", and "accidents with turning vehicle(s) or crossing paths in junctions" (the second and third most prevalent accident scenarios, respectively). The pre-crash systems addressed in ASSESS propose to yield beneficial safety outcomes with specific regard to these accident scenarios. This indicates that the ASSESS project is highly relevant to the current casualty crash problem. In the second stage of the analysis a selection of these accident scenarios were analysed further to define the accident parameters at a more detailed level .This paper describes the analysis approach and results from the first analysis stage.
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.
The bicyclist accidents were analyzed to get better understanding of the occurrences and frequency of the accidents, injury distributions, as well as correlation of injury severity/outcomes with engineering and human factors in two different countries of China and Germany. The accident cases that occurred from 2001 to 2006 were collected from IVAC database in Changsha and GIDAS database in Hannover. Based on specified sampling criteria, 1,570 bicyclist cases were selected from IVAC database in Changsha, and 1806 cases were collected from Hannover, documented in GIDAS database. Statistical analyses were carried out by using these selected data. The results from the statistical analysis are presented and discussed in this study.
Impact severity is a fundamental measure for all in-depth crash investigation projects. One methodology used in the UK is based on the US Calspan software package CRASH3. The UK- in-depth crash investigation studies routinely use AiDamage3 a software package which is based on an updated version of the original CRASH3 algorithm, including enhancements to the vehicle stiffness coefficients. Real world accident-damaged vehicles are measured and their crush is correlated with a library of stiffness coefficients. These measurements are then used, along with other parameters, to calculate the crash energy and equivalent changes of velocity of the vehicles (delta-v), which is a measure of the impact severity. UK in-depth accident studies routinely validate the crash severity methodologies applied as the vehicle fleet changes. This is achieved by analysing crash test data and using the appropriate residual crush damage and other inputs to AiDamage3 and checking the program- outputs with the known crash severity parameters. This procedure checks, at least in part, the default stiffness values in the data libraries and the reconstruction methods used.
This study aims to analyze spine injuries in motor vehicle accidents. Between 1985 and 2004 the Hannover accident research unit documented 18353 accidents. We identified 161 front passengers (0.53%) with cervical spine injuries, 84 (0.28%) with thoracic and 95 (0.31%) with lumbar injuries. Technical and medical data was reviewed. Patients" records were retrieved. X-rays were evaluated and fractures were classified according to the Magerl classification. 68% and 57% of thoracic and lumbar fractures occurred in accidents with multiple impacts. Delta-v was 50, 40 and 40 kph in passengers with cervical, thoracic and lumbar spine, resp. Passengers with spinal fractures frequently showed numerous concomitant injuries, e.g. additional vertebral fractures. The influence of seat belts and airbags is discussed. Patient work-up has to include a thorough investigation for additional injuries.
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 the context of this study, different data sources for accident research were examined regarding their possible data access and evaluated concerning the individual quality and extent of the data. Analyses of accidents require detailed and comprehensive information in particular concerning vehicle damages, injury patterns and descriptions of the accident sequence. The police documentation supplies the basic accident statistics and is amended in the context of the forensic treatment by further information, e.g. by medical and technical appraisals and witness questionings. As a new approach to the data acquisition for the analysis of fatal traffic accidents, the information was made usable which was collected by the police and by the investigations of the public prosecutor. The best strategy for obtaining reliable, extensive and complete data consists of combining the information from these two sources: the very complete, but elementary statistic data of the Niedersächsisches Landesamt für Statistik (Lower Saxony State Authority of Statistics), based on the police documentation as well as the very extensive accident information resulting from the investigation documentation of the public prosecutor after conclusion of the procedure, the so-called Court Records. Of all 715 fatal traffic accidents, which happened in the year 2003 in the German State of Lower Saxony, 238 cases were selected by means of a statistically coincidental selective procedure based on a statistically representative manner (every third accident). These cases cover the investigation documents of the 11 responsible public prosecutor- offices, which were requested and evaluated while preserving the data security. Of the 238 cases 202 cases were available, which were individually coded and stored in a data base using 160 variables. Thus a data base of a sample of representative data for fatal accidents in Lower Saxony was set up. The data base contains extensive information concerning general accident data (35 variables), concerning road and road surface data (30 variables), concerning vehicle-specific data (68 variables) as well as concerning personal and injury data (27 variables).
At the 2001 ESV-Conference the EEVC working group on compatibility (WG 15) reported the first phase of the research work to investigate the major factors influencing compatibility between passenger cars. Following this, WG15 performed an interim study, which was partly subventioned by the European Commission, the results of which are reported in this paper. In the next phase of work, it is intended to complete the development of a suite of test procedures and associated performance criteria to assess the compatibility of passenger cars in frontal impacts The main areas of work for the interim study were: - in depth accident data analysis - the development of methods to assess the potential benefit of improved compatibility - crash testing. The accident analysis identified the major compatibility problems to be poor structural interaction, stiffness mismatching and compartment strength. Different methods to assess the potential benefit of improved compatibility were applied to in depth accident data. Full scale crash testing including a car to car test was performed to help develop the following candidate compatibility test procedures: - a full width wall test with a deformable aluminium honeycomb face and a high resolution load cell wall - an offset barrier test with the EEVC barrier face and a high resolution load cell wall - an offset barrier test with the progressively deformable barrier (PDB) face. The results of the interim study will be presented in detail and the proposed methodology of the next phase to complete the development of a suite of test procedures for the assessment of car to car compatibility in frontal impacts will be outlined