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Die Begutachtung der Fahreignung beinhaltet in Deutschland neben einer medizinischen Untersuchung und einer psychologischen Exploration gegebenenfalls auch die Anwendung anlassbezogener verhaltenswissenschaftlicher/psychologischer Testverfahren. Diese stellen keine isolierte Maßnahme dar, sondern sind Bestandteil eines Begutachtungsprozesses. Dabei stellt der sachgerechte Gebrauch von so genannten Grenzwerten unter Berücksichtigung der Einzelfallgerechtigkeit und der Einhaltung des Grundsatzes der Verhältnismäßigkeit eine unabdingbare Voraussetzung dar. Testwerte sind nicht absolut, sondern relativ und üben von daher einen eher geringen Einfluss auf das Gutachtenergebnis in Bezug auf eine Prognose des Verkehrsverhaltens aus. Im Bereich des Verkehrsverhaltens kommt es nicht entscheidend darauf an, ob eine im Milli- oder Nanobereich exakte Messgenauigkeit erreicht wird, sondern wie die verkehrsmedizinischen, verkehrspsychologischen, technischen und anderen Sachverständigen mit dem Messwert fachlich umgehen. So müssen im Bereich der Begutachtung der Fahreignung tätige psychologische und medizinische Sachverständige in der Lage sein, Befunde im Einzelfall fehler-, mangel- sowie widerspruchsfrei zu interpretieren. Dies beinhaltet auch, sich mit den Ergebnissen eines psychologischen Testverfahrens fach- und sachgerecht auseinanderzusetzen, nach Kompensationsmöglichkeiten zu suchen und gegebenenfalls eine psychologische Fahrverhaltensbeobachtung durchzuführen. Bei grenzwertigen Vorgaben handelt es sich nicht um "Cut-Offs", sondern um "kritische Grenzwerte", die im Zusammenhang mit mehreren anderen Faktoren zu werten sind.
Verkehrspsychologische Nachschulungen stellen Maßnahmen zur Rehabilitierung von im Straßenverkehr auffälligen Kraftfahrerlnnen dar. Diese gesetzlich verankerten psychologischen lnterventionsprogramme werden mit hohem Aufwand konzipiert und sind bei der täglichen Durchführung mit beträchtlichen Kosten verbunden. Daraus ergibt sich die Notwendigkeit, die Effektivität der Nachschulungsmodelle durch eine wissenschaftliche Evaluation zu klären. Um die Effektivität der Nachschulungskurse der AAP (Austrian Applied Psychology) zu überprüfen wurde eine Fragebogenstudie mit Pre-Posttest-Designs durchgeführt. Die Ergebnisse der Alkoholkurse zeigen positive Auswirkungen hinsichtlich Einstellungsänderung, spezifischer Selbstwirksamkeitserwartung, interner Attributionen, Wissen und Gesamtbeurteilung.
Das einwohnerbezogene Risiko, im Laufe eines Jahres im Straßenverkehr zu sterben, steigt bei Kindern und Jugendlichen von 17 Getöteten je 1 Mio. Einwohner im Kindesalter über, 112 Getötete je 1 Mio. Einwohner im Alter von 15 bis 17 Jahren bis zu 207 Getötete je 1 Mio. Einwohner und Jahr im Alter zwischen 18 und 24 Jahren. Das ist ein Anstieg um das 12fache. Vor diesem Hintergrund wird im Programm für mehr Sicherheit im Straßenverkehr des BMVBW des Jahres 2001, (Seite 14) gefordert ...Verkehrserziehung in der Schule in allen Jahrgangsstufen durchführen... Die Ergebnisse der Studie "Verkehrserziehung in der Sekundarstufe" stellten die Grundlage dieses Kolloquiums dar. Rund hundert Experten aus dem Bereich Verkehrserziehung nahmen an der Veranstaltung teil, darunter die für Verkehrserziehung zuständigen Referenten der Länder, Fachberater für Verkehrserziehung, Lehrer und Polizeibeamte und zahlreiche Vertreter wissenschaftlicher Institute, der Lehrerfortbildung und der Verbände, die sich mit der Verkehrs- und Mobilitätserziehung befassen. Horst Weishaupt präsentierte die Ergebnisse der von der Bundesanstalt für Straßenwesen in Auftrag gegebenen Studie zur Situation der Verkehrserziehung in der Sekundarstufe. Dabei stellte er unter anderem dar, dass die Verkehrserziehung im Denken vieler Lehrer und Lehrerinnen keine wesentliche Rolle spielt. Er verwies aber auch darauf, dass die Situation der Verkehrserziehung je nach Schulart, Jahrgangsstufe, Größe der Schule und Bevölkerungsdichte unterschiedlich ist. Horst Roselieb vom niedersächsischen Kultusministerium hinterfragte die KMK-Empfehlungen für Verkehrserziehung von 1994 vor dem Hintergrund der "Weishauptstudie". In seinem Vortrag "Vom Ringen der Schulen um Wirksamkeit" betrachtete Michael Felten die Ergebnisse der Studie aus der Sicht des Lehrers und vor dem Hintergrund der allgemeinen Diskussion um den Zustand der Schule von heute. Er plädierte dafür, die Schüler stärker zu fordern und über den sich einstellenden Lernerfolg die Freude an der Leistung und am Lernen zu erhöhen. In Workshops wurden die Ergebnisse der Studie diskutiert. In Workshop I: "Verkehrs- und Mobilitätserziehung in der Sekundarstufe: Chancen, Ziele, Grenzen" forderten die Teilnehmer - den Stellenwert der Verkehrs- und Mobilitätserziehung künftig zu erhöhen. - Die Empfehlungen für Verkehrserziehung der KMK auf Umsetzbarkeit und Akzeptanz in der Lehrerschaft zu überprüfen. - Klarheit hinsichtlich der wesentlichen Inhalte, Ziele und Methoden der Verkehrs-/Mobilitätserziehung zu schaffen. - Verkehrs- und Mobilitätserziehung in den Lehrplänen aller Bundesländer zu verankern. - Inhalte der Verkehrs-/Mobilitätserziehung überprüfbar zu machen. - Verkehrserziehung in die Lehrerausbildung zu integrieren. - Die Lehrerfortbildung zu verstärken. - Verkehrserziehung als kontinuierliche Aufgabe zu verstehen, die alle Altersgruppen einschließt. Die Teilnehmer am Workshop II "Unterrichtsangebote für Verkehrs- und Mobilitätserziehung durch Verbände und Verlage" kamen unter anderem zu folgenden Ergebnissen: - Angebote für Verkehrs- und Mobilitätserziehung sollten folgende Kriterien erfüllen: -- schneller und wiederholbarer Einsatz, -- geringer Organisationsaufwand, -- kurze Vorbereitungszeit, - Angebote sollten moderne Anspracheformen beinhalten: -- Gruppenerfahrung fördern, -- aktive Mitarbeit beinhalten, -- praktische Erfahrungen einbeziehen, - In der Aus-, Fort- und Weiterbildung der Lehrer muss Verkehrs- und Mobilitätserziehung inhaltlich und methodisch einbezogen werden. Im Workshop III "Wissenschaftliche Studien an Schulen" wurde unter anderem gefordert bei der Durchführung bundesweiter Studien - die Genehmigungsverfahren anzugleichen, -und gegebenenfalls Standards für den Datenschutz zu schaffen. Insgesamt fand das Kolloquium bei den Teilnehmern eine sehr positive Resonanz. Auf der Basis der erarbeiteten Anregungen zur Verbesserung der Verkehrserziehung an weiterführenden Schulen, sollen jetzt in einer Arbeitsgruppe der Bundesanstalt für Straßenwesen, in der alle für Verkehrserziehung zuständigen Referenten der Länder vertreten sind, umsetzbare Lösungsvorschläge erarbeitet werden.
The increase in light duty trucks (LDT) on the road in the US is a safety concern because of their aggressivity, or risk they present to occupants of cars, especially in side impacts. We use FARS data to look at fatality trends in frontal and side impacts between cars and LDT. FARS data is also used to determine risk, or fatalities per registered vehicle, imposed on car drivers from other vehicle types. We use NASS CDS data to investigate sources of serious injuries in vehicles with side impact. These sources of injury are categorized into three major groups: 1) contact without intrusion, 2) contact with intrusion, and 3) restraints. We find a greater fraction of intrusion related injuries in cars struck on their side by SUV or pick-up trucks than when they are struck by other cars.
Interaction of road environment, vehicle and human factors in the causation of pedestrian accidents
(2005)
The UK On-the-Spot project (OTS) completed over 1500 in-depth investigations of road accidents during 2000-2003 and is continuing for a further 3 years. Cases were sampled from two regions of England using rotating shifts to cover all days of the week and all hours of the day and night. Research teams were dispatched to accidents notified to police during the shifts; arrival time to the scene of the accident was generally less than 20 minutes. The methodology of OTS includes sophisticated systems for describing accident causation and the interaction of road, vehicle and human factors. The purpose of this paper is to describe and illustrate these systems by reference to pedestrian accidents. This type of analysis is intended to provide an insight into how and why pedestrian accidents occur in order to assist the development of effective road, vehicle and behavioural countermeasures.
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.
This work describes the results of the experimental activity, illustrating the driving behavior observed in different conditions, relating them to the different methods of ADAS intervention and comparing the driver behavior without ADAS. In the present study, driver behavior was studied in road accidents involving elderly pedestrians, with different ADAS HMIs, as a base to develop a driver model in near missing pedestrian accidents. A literature research was conducted with the aim of finding out the main influencing factors, including environment, boundary conditions, configuration of impact, pedestrian and driver information, when pedestrian fatalities occur and an analysis of frequent road accidents was conducted to get more detailed information about the driver- behavior. In order to obtain more detailed information about pedestrian accidents, real road accidents were reconstructed with multibody simulations on PC-Crash and, by the comparison between literature findings and reconstructions, a generic accident scenario was defined. The generic accident scenario was implemented on the full scale dynamic driving simulator in use at the Laboratory for Safety and Traffic Accident Analysis (LaSIS, University of Florence, Italy) in order to analyse the driving behaviors of volunteers, also considering the influence of ADAS devices. Forty-five young volunteers were enrolled for this study, resulting in forty valid tests on different testing scenarios. Two different scenarios consisted in driving with or without ADAS in the vehicle. Different kinds of ADAS, acoustic and optical, with different time of intervention were tested in order to study the different reactions of the driver. The tests showed some interesting differences between driver's behavior when approaching the critical situation. Drivers with ADAS reacted earlier, but more slowly, depending also on the type of alarm, and often with double reaction when braking. In fact, the results of the activity showed that with ADAS intervention the time to collision (TTC) increases, but the reaction time and braking modality change: a) there is a sort of "latency" time between the accelerator pedal release and the brake pressure; b) the brake pressure is initially less intense. So the driver only partially takes advance from the TTC increase. These differences were valued not only qualitatively, but quantitatively as well. This work revealed to be useful to improve the knowledge of drivers" behavior, in order to realize a driver model that can be implemented to help attaining and assessing higher levels of automation through new technology.
76 severe traffic accidents had been investigated in depth in an ongoing Volkswagen-Tongji University joint accident research project in JiaDing district, Shanghai, PR China since June 2005. With a methodology similar to German accident research units in Dresden and Hannover, a research team proceeds to the scene immediately after the incident to investigate and collect various data on environment, accident occurrence, vehicle state and deformations as well as injuries. The data combined with the results of accident reconstruction will be stored in a database for further statistical and casuistic analysis. The first outcome of the project supports the hypothesis that a main causation for the large number of traffic accidents in China is the lacking of risk awareness in Chinese driver behaviour. Low seat-belt use and the high proportion of vulnerable and poorly protected two-wheelers in traffic are reasons for the high injury and fatality rate in China. The research work shows that accident research in China is feasible and able to give support to tackle one of the urging problems in Chinese development.
In Finland all fatal motor vehicle accidents are studied in-depth on-the-spot by multidisciplinary (police, road and vehicle engineers, physician and behavioural scientist) road accident investigation teams (legislation 2001, work started 1968), which operate in every province. The purpose of the teams is to uncover risk factors that turned an ordinary driving situation into a serious accident and give safety recommendations for improving road safety. The investigation teams do not take a stand on guilt or insurance compensation. When analysing accidents the teams use the concepts of key event, immediate, background and injury risk factors. Compiled investigation folders of each case contain investigation forms from each member, preinvestigation protocol, photographs, sketches etc. About 500 items of information are collected from each accident party. The collected information is also coded into a computer database. Both the database and the investigation folders are widely utilized by researchers and authorities conducting safety work.
This study aimed to identify the occurrence, type and mechanisms of the traumatic injuries of the vulnerable road users in vehicle collisions, and to determine the effects of human, engineering, and environment factors on traffic accidents and injuries. The pedestrian accident cases were collected in the years 2000 to 2005 from Changsha Wujing hospital China and Accident Research Unit at Medical University Hannover in Germany. A statistic analysis was carried out using the collected accident data. The results from analysis of Changsha data were compared with results from analysis of GIDAS data Hannover. The injury severities were determined using AIS code and ISS values. The results were presented in terms of cause of injuries, injury distributions, injury patterns, injury severity. The factors influenced the injury outcomes were proposed and discussed for the vehicle transport environment and road users. The results were discussed with regard to accident data collection, accident sampling and injury distributions etc. In the urban area of Changsha, motorcycles and passenger cars are most frequently involved in vehicle pedestrian accidents. Head and lower extremities injuries are the predominant types of pedestrian injuries. The pedestrian accidents were identified as vital issue in urban traffic safety and therefore a high priority should be given to this road user group in research of safe urban transportation. In Hannover area, cars are most frequently involved in traffic accidents, injured pedestrians are involved in road traffic of Germany in 13% of all causalities only in 2005 and have nearly the same number as motorcyclists, but the half of bicyclists.
In the course of the EUROPEAN PROJECT TRACE all fatally injured pedestrians autopsied at the Institute for Legal Medicine in Munich in 2004 had been analysed by using the "Human Functional Failure (HFF) analysis" method. It was possible to apply this method although some restrictions have to be taken into account. The results derived from this analysis comprise first the failures the pedestrians (most often "impairment of sensorimotor and cognitive abilities") and the opponents (most often " Non-detection in visibility constraints conditions") faced in the accident, second the conflicts and tasks (pedestrian crossing the street conflicting with a vehicle from the side (which was going ahead on a straight road), the degree of accident involvement (pedestrians often the primary active part), and further the contributing factors to the accident (pedestrians most often "alcohol (> 0.05% BAC)", opponents most often "visibility constraints").
This study analyses no.39 cases in which n.41 motorcyclists were fatally injured, or 36% of total motorcycle fatalities in Northern Ireland between 2004 and 2010 (n.114). There were n.17 cases (43.6%) where the actions of another vehicle driver caused the collision, in thirteen of these cases the motorcycles had their lights switched on. The remaining n.22 collisions (56.4%) were due to the actions of the motorcyclist. In the approach to the collision scene, there were n.13 cases (31.7%) in which the approach was a right hand bend and in n.8 (19.5%) cases, the approach was a left hand bend. In the remaining n.18 (43.9%) cases, the approach was a straight road. Of the n.17 (41.4%) motorcycles that slid after falling, n.10 (24.4%) fell onto their right side and the remaining n.7 (17.1%) fell onto their left side. The information from this study identifies primary and contributory causes of motorcycle collisions.
Cyclists are more likely to be injured in fatal crashes than motorised vehicles. To gain detailed and precise behavioural data of road users, i.e. trajectories, a measuring campaign was conducted. Therefore, a black-spot for accidents with cyclists in Berlin, Germany was selected. The traffic has been detected by a fully automated traffic video analysis system continuously for twelve hours. The video surveillance system is capable of automatically extracting trajectories, classifying road user types and precise determining and positioning of conflicts and accidents. Additionally, pre-conflict and pre-accident situations could be analysed to provide further in-depth understanding of accident causation. The evaluation of the measuring campaign comprised the investigation of traffic parameters, e.g. traffic flow, as well as traffic-safety related parameters based on Surrogate Safety Measures (SSM). Furthermore, the spatial and temporal distributions of conflicts involving cyclists were determined. As a result, three possible conflict clusters could be identified, of which one cluster could be confirmed by detailed video analysis, showing conflicts caused by right turning vehicles.
Zur Ergänzung der bestehenden Routineverfahren in der forensischen Blutalkoholanalytik wurde ein massenspektrometrisches Verfahren mit d6-Ethanol als internem Standard entwickelt. Ziel war die Anwendung eines beweissicheren Bestimmungsverfahrens, bei dem Ethanol über die Retentionszeit und Substanzeigenschaften identifiziert wird. Die Pilotstudie belegt, dass die forensische Blutalkoholbestimmung durch Anwendung eines gaschromatographischen und massenspektrometrischen Verfahrens mit Dampfraumanalyse routinemäßig möglich ist. Im Gegensatz zum GC- und ADH-Verfahren ist die massenspektrometrische Blutalkoholbestimmung beweissicher. Die Autoren empfehlen die Aufnahme in die Richtlinien zur Bestimmung der Blutalkoholkonzentration für forensische Zwecke. Die Arbeit wurde vom Bund gegen Alkohol und Drogen im Straßenverkehr e.V. (B.A.D.S.) unterstützt.
Der Beitrag setzt sich mit folgenden Fragestellungen auseinander: 1. Stellen ältere Kraftfahrer ein Sicherheitsrisiko für den Straßenverkehr dar? 2. Wie wurden diese Frage und die "Fahreignung und Fahrtüchtigkeit älterer Kraftfahrer" in den vergangenen 50 Jahren wissenschaftlich bewertet - insbesondere bei Kongressen der Deutschen Gesellschaft für Verkehrsmedizin und den Deutschen Verkehrsgerichtstagen? 3. Wie haben in den vergangenen 50 Jahren Juristen, Behörden und Gesetzgeber die "Fahreignung älterer Kraftfahrer" gesehen und umgesetzt? 4. Werden morbiditäts- und altersbedingte Beeinträchtigungen der Leistungsfähigkeit rechtzeitig und richtig durch ältere Kraftfahrer erkannt? 5. Wie gehen ältere Kraftfahrer mit erkannten Leistungsmängeln um? 6. Benötigen ältere Verkehrsteilnehmer Aufklärung, Beratung, Fortbildung und Vorsorge- oder Kontrolluntersuchungen? Insgesamt kann festgestellt werden, dass allein aus normalem Altersabbau und hohem Alter kein Rückschluss auf die Fahruntauglichkeit gezogen werden kann. Das wichtigste gesellschaftliche Ziel für die Teilnahme älterer Menschen am Straßenverkehr ist - angesichts der demographischen Entwicklung - die Einsichtsfähigkeit in das altersbedingt verminderte Leistungsvermögen und den Veränderungswillen zu Kompensationsmechanismen bei älteren Verkehrsteilnehmern zu schärfen. Der behandelnde Arzt, Angehörige und sonstige Bezugspersonen sollten alles tun, um den bejahrten Kraftfahrer zu motivieren, sich seiner Selbstverantwortung bewusst zu werden und demgemäß zu handeln.
Das Fehlen der Fahreignung stellt im Sinne der ICF eine Barriere bei der Teilhabe am Arbeitsleben dar. Die dargestellten Ergebnisse zeigen auf, dass weiterer Forschungsbedarf zum Thema Fahreignung und Therapie besteht, um den Patienten die Aussicht auf eine berufliche Reintegration zu bewahren. Durch ein effektives Training der Fähigkeiten zum Führen eines Kraftwagens könnten bei einem relevanten Anteil der Patienten die Voraussetzungen zur Teilhabe am Arbeitsleben stark verbessert werden. Durch die Präsentation dieser Ergebnisse kann eine Verbesserung des Problembewusstseins erwartet werden, da immer noch nicht alle Patienten über mögliche Einschränkungen der Fahreignung aufgeklärt werden. Daneben muss dem Fachpublikum die Notwendigkeit aufgezeigt werden, über neue Rehabilitationsstrategien zur Wiedererlangung beziehungsweise Verbesserung der Fahreignung nachzudenken.
Since 2005, the motorcycle crash fatalities in the US exceeded 10% of the overall annual traffic fatalities. Consequently, it has become critical to gain in-depth understanding of the factors and characteristics contributing to motorcycle crashes. Unfortunately, there currently exists no database gathering the necessary information for an in-depth analysis of the US motorcycle crashes. So this study utilizes the NASS/CDS database (National Automotive Sampling System, Crashworthiness Data System) in order to gain insights into the patterns and factors leading to a NASS/CDS motorcycle crash, from 1997 to 2007. NASS/CDS samples about 5,000 passenger car tow-away crashes per year. Each case includes photographs and detailed data on crash and pre-crash characteristics, vehicle types, trajectories, types of impact, and other pertinent roadway and crash scene information, allowing an in-depth investigation of the crash mechanisms. However, the NASS/CDS sampling process specifically focuses on passenger car crashes, so the cases extracted only correspond to crashes in which a passenger vehicle was towed, and a motorcycle was somehow involved. Thus, a by-hand in-depth review of about 200 cases allowed retrieving 106 relevant crashes for this study, tending to represent the severe passenger vehicle(s) versus motorcycle(s) crashes on US roads. The findings lead to the conclusion that these crashes mostly result from the low conspicuity of the motorcycle, and from the inability of the car drivers to fully appreciate and anticipate the behavior of a motorcycle. Indeed, it has been shown that, first, the car drivers involved in these cases did not attempt any avoidance maneuver, second, they were largely of ages under 25, and finally, the majority of the crashes were in an intersection scenario. In addition, the two major scenarios unveiled were the car attempting a left turn from the opposite direction and the car attempting a left turn from the right. The paper mentions several solutions to enhance the motorcycle- conspicuity and to allow the car drivers to better anticipate its behavior, which seem to be key factors in the intersection-related crashes (and more generally in the passenger vehicle(s) versus motorcycle(s) crashes).
An der Fortbildungsakademie der Ärztekammer Nordrhein werden in einem 16-Stunden-Kurs Qualifizierungen zum Fachgutachter/zur Fachgutachterin für verkehrsmedizinische Begutachtung in Kooperation mit unterschiedlichen Fachreferenten aus den verschiedenen klinischen Bereichen durchgeführt. Leistungskontrollen zum Kursinhalt, ein intensives Arbeiten an Fallbeispielen oder gar eine fachliche Begleitung der ersten Gutachten sind nicht generell vorgegeben, wenngleich in Evaluationen zum Kurs insbesondere eine fallorientierte Ausbildung und eine Supervision zumindest in ersten eigenen Begutachtungen von den Teilnehmern/Teilnehmerinnen gewünscht werden. Auf der Grundlage der Erfahrungen der Autoren mit der Leitung/Moderation der entsprechenden Fachfortbildungen der Ärztekammer Nordrhein wurden das bestehende Curriculum kritisch diskutiert und Anregungen zur Umstrukturierung erarbeitet, die im Einzelnen vorgestellt werden. Dabei handelt es sich um ein Konzept auf der Basis des "blended learning": Via Internet wird vertiefendes Lehrmaterial für die verschiedenen Fachbereiche der medizinischen Begutachtung unter verkehrsmedizinischen Fragestellungen zur Bearbeitung angeboten. Die Bearbeitung selbst kann online kontrolliert und bei Bedarf auch mit Lerninhaltsüberpruefungen verknüpft werden. Zusätzlich können Fallbeispiele anonymisiert vorgelegt und mit tatsächlich ausgesprochenen Begutachtungen bereitgestellt werden. Weiterhin wird eine qualifizierte Begleitung zumindest zu Beginn der Gutachtertätigkeit angeregt.
Nach Anlage 5 (2) der Fahrerlaubnisverordnung (FeV) verlangt der Gesetzgeber von Bewerbern um die Erteilung oder Verlängerung einer Fahrerlaubnis der Klassen D, D1, DE, D1E sowie der Fahrerlaubnis zur Fahrgastbeförderung die Erfüllung besonderer Anforderungen hinsichtlich Belastbarkeit, Orientierungsleistung, Konzentrationsleistung, Aufmerksamkeitsleistung sowie Reaktionsfähigkeit. Die zur Untersuchung dieser Merkmale eingesetzten testpsychologischen Verfahren müssen nach dem Stand der Wissenschaft standardisiert und unter Aspekten der Verkehrssicherheit validiert sein. Zur Klärung der Fragen, wie ausgedehnt das Spektrum eingesetzter und akzeptierter Testverfahren ist und welche Erfahrungen die Gutachter bisher gemacht haben, fand am 07.11.2000 in der Bundesanstalt für Straßenwesen ein Expertengespräch statt. Dieses Gespräch zeigte unter anderem folgende Ergebnisse: Zum Einsatz kommen insbesondere das Act-and-React-Testsystem (ART) und das Wiener Testsystem (WTS), weiterhin die Testbatterien zur Aufmerksamkeitsprüfung (TAP). Die als Grenzwerte festgelegten Prozentränge von 33 beziehungsweise 16 sind empirische Setzungen, als Referenz wurden bewusst altersunabhängige Normwerte gewählt. In einigen Bundesländern sind die Begutachtungsstellen für Fahreignung erste Anlaufstellen, in anderen die Betriebs- oder Arbeitsmediziner. Die Durchführung der Testverfahren kann durch einen qualifizierten Arzt, Psychologen oder eine geschulte Testassistentin erfolgen. Sobald sich die Frage einer Kompensationsprüfung stellt, ist eine differenzierte psychologische Untersuchung erforderlich. Bei unauffälligen Befunden kann das Gutachten weitgehend standardisiert sein. Abschließend sind Forderungen für die weitere Entwicklung formuliert.
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 primary goal of this investigation was to determine the relative risk of traffic accidents in students. In a two year period, a survey amongst 2,325 students was carried out, and 3,645 injuries sustained by students treated at our hospital were analyzed. Moped-riding in adolescents were associated with a 23.75-fold increased risk for injury as compared to biking. Children who ride bicycles have a 2.2-fold increased risk for an injury sustained by traffic accidents compared to pedestrians. None of 50 injured bicycle riders with helmet had an AIS for head injuries of more than 2. 24 of 233 injured bicycle drivers without helmet had an AIS for head injuries of more than 2. The use of a protective helmet significantly reduced the severity of head injuries. The level of awareness towards danger and a history of previous accidents correlate with the likelihood of future accidents. Due to the severity of traffic accidents, more adequate prevention measures (wearing of bicycle helmets and better education for moped riders) are urgently needed.
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.
Mit der Gründung des Bundesamtes für Strassen (ASTRA) im Jahr 1998 wurde ein wichtiges Signal gesetzt, das den Weg hin zu einer einheitlichen Vorgehensweise im Bereich der verkehrsmedizinischen Begutachtung in der Schweiz belebte. Der im Jahr 2000 veröffentlichte Leitfaden über die Verdachtsgründe der fehlenden Fahreignung, das In-Kraft-Treten des neues Straßenverkehrsgesetzes am 01.10.2005 (mit dem Herabsetzen der verkehrsrelevanten Alkoholpromillegrenze von 0,8 Promille auf 0,5 Promille, der Einführung einer Nulltoleranz für bestimmte Drogen, der Verschärfung der Administrativmaßnahmen und der strafrechtlichen Sanktionen sowie der anlassfreien Alkoholkontrolle als generalpräventiver Maßnahme) und die Veröffentlichung des Handbuchs der verkehrsmedizinischen Begutachtung durch die Arbeitsgruppe Verkehrsmedizin der Schweizerischen Gesellschaft für Rechtsmedizin im Jahr 2005, waren wichtige Meilensteine auf dem Weg zu einer einheitlichen Vorgehensweise im Bereich der verkehrsmedizinischen Begutachtung in der Schweiz.
Im Menschen wird auf verschiedenen Stoffwechselwegen Alkohol endogen im Körper gebildet. Die Literatur zu endogenen Ethanolspiegeln ist zum Teil widersprüchlich. Außerdem gibt es in der Literatur Hinweise auf ethnische Differenzen in der Höhe der endogenen Ethanolspiegel. In der neueren Literatur wird die Relevanz des endogenen Ethanols als Schutzbehauptung bei absolutem Alkoholverbot abgelehnt. Mittels moderner Analyseverfahren (GC-MS) sollte überprüft werden, ob unter normalen Bedingungen endogene Ethanolspiegel den Grenzwertbereich von 0,2 Promille tangieren. Bei den 49 Probanden ergab sich eine Größenordnung von 0,0016 Promille endogenem Ethanol für den Mittelwert. Die höchste Konzentration lag bei 0,0057 Promille endogenem Ethanol.
Das Ziel des DRUGS-Kurses ist eine dauerhafte Distanzierung vom Drogenkonsum durch Drogenabstinenz. Der Kursteilnehmer verpflichtet sich, für die Dauer des Kurses jeglichen Drogenkonsum zu unterlassen. Während des Kurses erfolgt eine Abstinenzkontrolle durch ein forensisch verwertbares Drogenscreening. Auf die Basisstufe entfallen die ersten vier Sitzungen. Darauf folgt eine vierwöchige Selbstbeobachtungsphase, in der auch das Drogenscreening durchgeführt wird. Die in der Selbstbeobachtungsphase gemachten Erfahrungen werden in der anschließenden Aufbauphase besprochen und optimiert. Der individualpsychologische Ansatz berücksichtigt insbesondere die Psychodynamik in der Gruppe. Die Teilnehmer, welche Drogenkonsum oft mit Gruppennormen und -zwängen verbinden, können hier auch die Erfahrung machen, dass sie als Einzelne in der Lage sind, Gruppennormen mitzugestalten und sich davon, wo nötig, zu distanzieren und eine eigene Position in der Gruppe einzunehmen. Die Gruppe bietet auch das Übungsfeld für Verhaltensweisen, welche in der sozialen Gruppe außerhalb des Kurses notwendig sind.
Abstract: The number of accidents that can be attributed to driving under the influence of psychoactive substances (alcohol, drugs, and certain medicines) is constantly on a high level with drugs and medicines proportionally increasing over the years. The overall objective of the EU 6th Framework Programme project DRUID is to gain better knowledge of the various aspects of driving under the influence of drugs, alcohol and medicines. DRUID wants to offer scientific support to EU transport policy makers by suggesting guidelines and measures to combat impaired driving. To reach this ambitious aim a wide range of studies is conducted. The various studies are divided into seven work packages with complex interdependencies. There are experimental studies assessing the effects of single and combined psychoactive substances on driving performance (WP1) as well as epidemiological studies aiming to assess the situation in Europe regarding prevalence of alcohol and other psychoactive substances in drivers (WP2).The principal objective of these studies is to gain relative risk estimates for traffic accident involvement of drivers impaired by psychoactive substances and to recommend substance concentration thresholds. A theoretical framework which allows the integration of the experimental and epidemiological findings serves as a fundament for developing these recommendations. WP3 aims at improving the possibilities of detecting drug driving in Europe. Police forces evaluate practically (under realistic enforcement conditions) oral fluid screening devices. A scientific evaluation of oral fluid screening devices and other methods (i.e. roadside checklists of signs of impairment) is done as well. The outcome of the practical and scientific evaluations serves as input to cost-benefit analyses of enforcement.
Driver distraction
(2017)
This report for the Institute of Advanced Motorists (IAM) summarises recent research and knowledge from scientific studies about distracted driving. The report defines what it means to be "distracted" when driving, discusses the impact of distraction on driver behaviour and safety, and what can be done to reduce distracted driving. The focus of distraction discussed here relates to how drivers engage with technology when driving. The report begins with a background to driver distraction, followed by discussion about what is actually meant by driver distraction. It is then considered why humans cannot successfully do two things at the same time, particularly within the context of driving. The subsequent section summarises the scientific research findings to date with regard to driver distraction and technology, and how this affects different types of road user. Recommendations for how driver distraction can be mitigated in the real world and a summary conclude the report. Responses to common questions raised by drivers are presented in Appendix A.
Do learner gain sufficient braking capabilities at the end of education for collision avoidance?
(2013)
The paper describes a test design to evaluate the braking behaviour in the course of the driver education. The results show that the braking capabilities increased during the driver education and the learning effects are the same for males and females. The evaluation limit is set to 6 m/s-². At the beginning of education, 50% of the drivers do not reach this limit, although the driver education car is equipped with an emergency brake assist, which is regularly installed in all vehicles since 2009. After the education, 100% of the drivers can reach the limit. The results are mapped to a collision avoidance scenario.
In einer Stichprobe von 75-jährigen Autofahrern, die in der geriatrischen Tagesklinik der Klinik für Frührehabilitation und Geriatrie rehabilitiert wurden, fanden sich relativ häufig kognitive Beeinträchtigungen, die auf das Vorliegen einer beginnenden Demenz zurückgeführt werden konnten. Darüber hinaus bestanden Störungen des Dämmerungssehens und der Sehschärfe. Auch wurde Multimorbidität diagnostiziert. Bei einer großen Gruppe (46 %) dieser Patienten war zu Behandlungsbeginn die Fahreignung nicht gegeben, und nur 29 % der Untersuchten konnte eine uneingeschränkte Fahreignung attestiert werden. Gezielte rehabilitative Interventionen trugen dazu bei, dass im Behandlungsverlauf die Fahreignung zumindest eingeschränkt wieder erreicht werden konnte.
Verkehrsunfallopfer, die beim Unfall überrollt werden, erleiden fast immer tödliche Verletzungen. Im innerstädtischen Bereich ereignen sich diese Unfälle mehrheitlich im niedrigen Geschwindigkeitsbereich. Die Frage der Vermeidbarkeit des Unfalls wird daher sehr oft seitens der Ermittlungsbehörde an die Sachverständigen gestellt. Im Rahmen der Unfallrekonstruktion spielt der Reifenprofilabdruck am Leichnam eine wichtige Rolle. Er belegt nicht nur den Überrollungsvorgang selbst, sondern erlaubt auch die Identifikation der Überrollungsrichtung und -region, aber auch des in Frage kommenden Reifens. Bei der retrospektiven Analyse von 120 Überrollungsfällen in Berlin (Fußgänger, Radfahrer und Kraftradfahrer) aus den letzten 23 Jahren wurde untersucht, wie verlässlich dieses Merkmal ist, wie oft und wo man es findet und von welchen Faktoren seine Entstehung beeinflusst wird.
Zum besseren Verständnis der Hirnleistungsanforderungen an das Autofahren wird ein Theorie-Modell erörtert, das aus folgenden drei Stufen in einer Hierarchie besteht: Die oberste Ebene ist die strategische Ebene, die mittlere die taktische und die untere die operationale Ebene. Bezogen auf den Straßenverkehr gehört zu den Entscheidungen auf strategischer Ebene beispielsweise die Überlegung, ob man überhaupt das Auto nehmen muss oder nicht. Hierzu gehört auch die Überlegung, ob man sich grundsätzlich an Geschwindigkeitsbegrenzungen halten will. Charakteristisch für strategische Entscheigungen ist, dass sie prinzipiell getroffen werden, bevor sie in konkretes Handeln umgesetzt werden. Bei den taktischen Entscheidungen geht es ausschließlich um eigenes initiatives Handeln aus der Person selbst heraus ohne äußeren Zwang oder Veranlassung (beispielsweise Überholmanöver, Abbiegen). Zu den operationalen Entscheidungen gehört jedes Reagieren auf äußere Erfordernisse (Beachten von Ampeln und sonstigen Verkehrszeichen, erzwungene Lenk- oder Bremsmanöver). Die meisten neuropsychologischen Untersuchungen beziehungsweise Tests prüfen die operationale Entscheidungsebene. Für die beiden höheren Ebenen ist eine Beurteilung nur möglich, wenn eine entsprechende Beurteilungsgrundlage vorhanden ist oder herangezogen werden kann (zum Beispiel eine praktische Fahrprobe). Die geistigen Fähigkeiten eines Menschen lassen sich ebenfalls in eine dreistufige Hierarchie gliedern: Die unterste Ebene umfasst Hirnleistungen wie Wahrnehmung, Aufmerksamkeit, Sprache, Denken und anderes mehr. Die mittlere Ebene wird konstituiert durch Ziele-Auswahl, Vorplanung, Antizipation als geistige Vorwegnahme der Handlungskonsequenz. Die höchste Hirnfunktion ist die objektive selbstreferenzielle Bewertung, die sich auf Vergangenheit, Gegenwart und Zukunft erstrecken kann.
Es besteht Einigkeit darüber, dass Blutalkoholkonzentrationen (BAK) ab 0,30 Promille experimentell nachweisbare Beeinträchtigungen der Fahrtüchtigkeit hervorrufen. Die vorliegende Arbeit soll fundierte Aussagen über das Ausmaß und die Qualität kognitiver Veränderungen bei niedrigen BAK (um 0,30 Promille) ermöglichen. Es wurden in einer doppelblinden, placebokontrollierten Studie 16 gesunde männliche Probanden untersucht. Die BAK wurden während der Versuche auf etwa 0,30 Promille eingestellt. Es wurden mittels umfangreicher neuropsychologischer Tests untersucht: das allgemeine Intelligenzniveau, subjektive Beeinträchtigungen, mögliche depressive Symptome, die allgemeine Leistungsfähigkeit, die Vigilanz, die geteilte Aufmerksamkeit, die Reaktionszeit und die Gedächtnisleistungen. Die biostatistische Auswertung erfolgte im 2-Perioden-Crossover-Design. Zusammenfassend zeigen die vorliegenden Ergebnisse, dass bereits bei BAK von etwa 0,30 Promille vor allem kognitive Funktionen, die insbesondere auf die Wahrnehmung und die Verarbeitung visueller Informationen angewiesen sind, vor allem je komplexer und zeitkritischer eine Aufgabe wird, wie etwa die Beherrschung einer kritischen Situation im Straßenverkehr, relevant beeinträchtigt sind.
Aus der Zusammenschau der gegenwärtigen Studienliteratur sowie den Ergebnissen der vorliegenden Untersuchung lässt sich ableiten, dass die Fahrtüchtigkeit eines unter Reboxetin oder Mirtazapin zum Teil remittierten Patienten als günstiger einzuschätzen ist als die eines unbehandelten depressiven Patienten. Die Bewertung eines Antidepressivums kann, wie die vorliegenden Ergebnisse zeigen, nicht vorrangig auf Basis der sedierenden Eigenschaften eines Präparats vorgenommen werden. Die experimentellen Daten belegen, dass neben der Verordnungsdauer und den damit zu erwartenden Adaptationsmechanismen auch der Einnahmezeitpunkt entscheidend bei der Bewertung der Substanz in Bezug auf die Verkehrssicherheit ist. Die vorliegenden Ergebnisse haben darüber hinaus wichtige Implikationen für die Einschätzung des Risikopotenzials neuerer selektiver Antidepressiva im Rahmen gesetzlicher Verordnungen. Bei der Bewertung des Gefährdungspotenzials dieser Substanzgruppe scheinen weit weniger die pharmakologischen Effekte als vielmehr morbogene Faktoren zu berücksichtigen zu sein. Die meisten der derzeit erhältlichen Antidepressiva sind weitgehend vergleichbar in Bezug auf ihre therapeutische Effektivität, sodass bei der Auswahl der Medikamente in erster Linie das Nebenwirkungsprofil ausschlaggebend ist.
Das Unfallrisiko junger Fahrer - Bestandsaufnahme und Überlegungen zu wirksamen Gegenmaßnahmen
(2010)
Junge Fahrer - vor allem männlichen Geschlechts - haben ein überdurchschnittlich hohes Unfallrisiko. Der Straßenverkehrsunfall ist Todesursache Nummer eins für Jugendliche. Sie haben unter der Bevölkerung den größten Anteil an verlorenen Lebensjahren. Besonders gefährdet sind Motorradfahrer. An Wochenenden und nachts ist die Unfallwahrscheinlichkeit und -häufigkeit extrem. Auch in Ländern, die hohe Anstrengungen unternehmen, um die Sicherheit im Straßenverkehr zu erhöhen und insgesamt erfolgreich sind, zeigt sich, dass die 18- bis 24-Jährigen häufiger verunfallen als die übrigen Verkehrsteilnehmer und schwerere Folgen davontragen. Die jugendliche Persönlichkeit hat einen prädominanten Einfluss auf das Fahrverhalten. Hintergründe dafür sind die hohe Risikobereitschaft, das Spannungs- und Reizbedürfnis, der Wunsch, Grenzen auszuloten sowie Gruppeneinflüsse oder Renommierverhalten. Daneben spielt allerdings auch die geringe Erfahrung eine Rolle, die zu dreierlei Problemen führen kann: - Neulenker sehen oft die Gefahr nicht, in welcher sie sich befinden, oder - sie unterschätzen die wahrgenommene Gefahr,oder - sie ueberschätzen ihre Fahrkunst und glauben, die Gefahr meistern zu können. In den letzten Jahren wurden in verschiedenen Ländern jedoch auch Fortschritte erzielt. Empfehlenswerte Maßnahmen ergeben sich bei der Ausbildung, wo neue Methoden angewandt werden, eine zweite Phase eingeführt wurde, spezielle Kampagnen konzipiert werden oder fahrzeugtechnische Modifikationen veranlasst wurden. Auch die Nachschulung für junge Lenker, wo nötig, zeitigt Wirkung. Weitere Anstrengungen sind je nach Land oder Region notwendig, insbesondere hinsichtlich der Hauptursachen für schwere Unfälle: Geschwindigkeit, Alkohol und Nicht-Anlegen des Sicherheitsgurtes. Hier lassen sich besondere Maßnahmen für Neulenker vorsehen. Daneben müssen gesellschaftliche Einflüsse, etwa die Wirkung der Automobilwerbung und -berichterstattung auf Jugendliche, berücksichtigt werden.
Although the statistics show a decreasing rate of child injuries and fatalities in German road accidents more efforts can be made to protect children in cars e.g. by developing appropriate child restraint systems. An important part in of this work can be achieved with the help of crash tests using child dummies. However these crash tests cannot completely reflect the situation of real world crashes as factors like children moving out of the optimal position or children incorrectly fastened by their parents are difficult to predict. Therefore this study gives an overview over the current accident and injury situation of child occupants in cars in German road accidents.
The current paper reports on the results of a pilot study aiming to investigate the effect of mobile telephone use on the driving performance of 5 amateur and 5 professional drivers. Their driving acuity was tested through a driving simulator. Analysis and interpretation of the results occurred comparing the drivers' driving performance while talking, reading messages and writing a message on the mobile phone (intervention time) with the drivers' driving performance engaged in no activity (control time). The variables affected by the mobile phone were the "steering", the "lane offset" and the "duration of lane offset". Moreover, the drivers involved in a car crash in the last five years appeared to differ from those who were not involved in a crash in both "lane offset" and "following distance". The results of this pilot study will inform the design of a large experimental study on 50 professional and 50 amateur drivers.
Accidents involving two wheels vehicles represent one of the more important types of accidents in Europe. These accidents are usually not easy to reconstruct specially for the analysis of the injuries and its correlation with accident dynamics and evidences. Different methodologies are applied in this work for the reconstruction of two wheeler accidents, especially accident involving motorcycles. From the typologies of road evidences like skid marks, to the use of Pc-Crash and the use of Madymo models, different reconstruction of real accidents are presented. One of the questions that sometimes arise for legal purposes when some type of head injuries arise is if the occupant was wearing or not a helmet. The correlation of head injuries with the use of the helmet is a very important issue, therefore an important legal aspect. One of the key questions for the reconstructions that is difficult to analyze, is if the vehicle occupant, was or not, wearing the helmet. Based on the previously collected information, a generic model of a helmet was developed on CAD 3D, followed by its conversion into finite elements, all in order to perform impact tests using the Madymo software that would help improve the helmet- safety, but that also can be used as a tool in accident reconstruction.
The average CO2 concentrations relevant to a motorcyclist wearing an integral helmet were measured twenty years ago and found to be alarmingly high. The present study examined gas concentrations typically inhaled by a motorcyclist. Average concentrations of CO2 for persons (n=4) wearing integral motorcycle helmets were measured in the laboratory and the field to facilitate comparison to previous work, and similarly high average concentrations were found: above 2% when stationary, well below 1% for speeds of 50km/h or more. Detailed measurements of the time-dependent CO2 concentrations during normal inhalation showed levels of about half of the corresponding average concentrations, including 1% at standstill, though higher concentrations (4% or more) are inhaled at the beginning of each breath. Opening the visor at standstill lowered the average inhaled concentration only to about 0.8%. The oxygen deficiency is equal to the CO2 concentration, and could also contribute negatively to motorcyclist cognitive abilities.
Causation of traffic accidents with children from the perspective of all involved participants
(2017)
In the year 2014 about 2,800 children between zero and 14 years got injured due to traffic accidents in Austria. More than 50% were taking part in traffic as active road users like cyclists or pedestrians. Within this study 46 real world traffic accidents between vehicles and children as pedestrians were analysed. In 39 cases, car drivers hit the crossing children. In the other cases, the collision opponents were busses, trucks or motorcycles. Most of the children got hit while crossing a road at urban sites. By analysing the traffic accidents from the perspectives of all involved participants, vehicle drivers and injured children, it is possible to identify factors for each participant, which led to the accident and factors that contributed the accident. The main task is to find patterns in the behaviour of crash victims (children and driver) before the collision. One important fact is that in more than 50% of the analysed cases sight obstructions were an important contributing factor for both, the driver and the child. From drivers view situations in which the child moved unexpected into the driven road lane were often found. For the injured child, factors like: no attention to the road traffic or no sufficient traffic observation were found to be relevant. Further it- possible to sensitise children and adults to possible source of critical traffic situations according to the findings of this study.
The purpose of this study was to analyse the actual injury situation of bicyclists regarding accidents involving more than one bicyclist. Bicyclists were included in a medical and technical analysis to create a basis for preventive measures and discovered repeating accident patterns and circumstances such as daytime, environment, helmet use rate. Technical and medical data were collected at the scene, shortly after accident. The population was compared focusing on bicycle versus bicycle accidents. Technical analysis included speed at crash, type of collision, impact angle, environment, used lane and relative velocity. Medical analysis included injury pattern and severity (AIS, ISS). Included were 578 injured bicyclists in 289 accidents from years 1999 to 2008, 61 percent were male (n=350) and 39 percent female (n=228). Sixty-seven percent ranged between 18 to 64 years of age, twelve percent each between 13 to 17 years of age and older than 65 years, eight percent between 6 to 12 years and one percent between 2 to 5 years.. Crashes took place in urban areas in 92 percent, in rural areas in 8 percent. Weather conditions were dry lanes in 97 percent and wet conditions in 3 percent. Eighty-three percent of all accidents happened during daytime, ten percent during night, and seven percent during dawn. The helmet use rate was only 7,5 percent in all involved bicyclists. The mean Maximum Abbreviated injury scale, Injury severity score was 1,31. Bicyclists are still minimally- or unprotected road users. The helmet use rate is unsatisfactorily low. The incidence of bicycle to bicycle crashes is high. Most of these accidents take place in urban areas. The level and pattern of injuries is moderate. Most of the more severe injuries occur to the head and could have been avoided by frequent helmet use.
Die Ergebnisse der vorliegenden Studie zeigen, dass die Art, wie ein Fahrer mit Belastungen im Straßenverkehr umgeht, in Zusammenhang steht mit seinem Fahrstil und den Fahrfehlern, die er macht. Dabei zeigt sich, dass insbesondere ein konfrontativer Bewältigungsstil die Konfliktneigung im Straßenverkehr erhöht und dass diese Fahrer nicht nur andere belasten, sondern dass dieser Bewältigungsstil auch dazu führt, dass diese Fahrer selbst mehr Stress und Belastungen erleben.
The paper presents a methodology for the benefit estimation of several secondary safety systems for pedestrians, using the exceptional data depth of GIDAS. A total of 667 frontal pedestrian accidents up to 40kph and more than 500 AIS2+ injuries have been considered. In addition to the severity, affected body region, exact impact point on the vehicle, and the causing part of every injury, the related Euro NCAP test zone was determined. One results of the study is a detailed impact distribution for AIS2+ injuries across the vehicle front. It can be stated, how often a test zone or vehicle part is hit by pedestrians in frontal accidents and which role the ground impact plays. Basing on that, different secondary safety measures can be evaluated by an injury shift method concerning their real world effectiveness. As an example, measures concerning the Euro NCAP pedestrian rating tests have been evaluated. It was analysed which Euro NCAP test zones are the most effective ones. In addition, real test results have been evaluated. Using the presented methodology, other secondary safety like the active bonnet (pop-up bonnet) or a pedestrian airbag measures can be evaluated.
Accident data shows that the vast majority of pedestrian accidents involve a passenger car. A refined method for estimating the potential effectiveness of a technology designed to support the car driver in mitigating or avoiding pedestrian accidents is presented. The basis of the benefit prediction method consists of accident scenario information for pedestrian-passenger car accidents from GIDAS, including vehicle and pedestrian velocities. These real world pedestrian accidents were first reconstructed and the system effectiveness was determined by comparing injury outcome with and without the functionality enabled for each accident. The predictions from Volvo Cars" general Benefit Estimation Model are refined by including the actual system algorithm and sensing models for a relevant car in the simulation environment. The feasibility of the method is proven by a case study on a authentic technology; the Auto Brake functionality in Collision Warning with Full Auto Brake and Pedestrian Detection (CWAB-PD). Assuming the system is adopted by all vehicles, the Case Study indicates a 24% reduction in pedestrian fatalities for crashes where the pedestrians were struck by the front of a passenger car.
Females sustain Cervical Spine Distortion injury (CSD) more often than males. Most work dealing with the biomechanics background (e.g. injury mechanism/criteria) as well as the application in seat design/testing, focuses on the occupant model of an average male. Therefore the EU-Project ADSEAT (Adaptive Seat to Reduce Neck Injuries for Female and Male Occupants) is aimed at adding a female model for gender balanced research of CSD and improving seat design. An extensive literature review, searching for risk factors and injury criteria for males and females, was accompanied by the evaluation of different databases containing CSD cases. The database evaluations suggests that an anthropometry quite close to the 50%ile female anthropometry as known from crash test dummy design is appropriate. The results presented here form the basis for the future development of a computational female model and the improvement of seat design for better protection of both males and females in the frame of the ADSEAT-Project.
This contribution introduces a number of psychological methods of analysis that are based on the practice-oriented collection of information directly at the site of an accident and that allow for an analysis and coding of the accident causes. Investigation examples and examples of the data combinations with basic medical and technical data are outlined. Objective of the collection is the inter-disciplinary investigation of human factors in the causes of accidents ("human-factor-analysis"). The psychological data are incorporated according to an integrative model for accident causes based on empiric algorithms in the data base of the accident research, where the clustered evaluation potential of comprehensive factors of the accident development can be illustrated. The central theoretical concept for the basic model of the progress of the accident from a psychological point of view comprises psychological indicators for the evaluation of the site of the accident for the analysis of the perception conditions as well as a classification of the gleaned data into the accident progress model according to chronological and local criteria. Perception conditions, action intentions and executions as well as conditions limiting perception and actions are acquired, using a questionnaire for persons involved in an accident, and are also integrated into the data structure concerning weighted feature characteristics as well as combined with other relevant features. Suitable systematization tools for the collection and coding of psychological accident development parameters have to be provided, which require primarily a model image of the corresponding processes from the persons involved in the accident (perceptions, expectations, decisions, actions). The interactive accident model contains components of the models by KÜTING 1990, MC DONALD 1972, SURREY 1969 and RASMUSSEN 1980. Based on the inter-action of the three partial systems "person", "vehicle" and "environment", the first step is the assessment of the situation by the persons involved in the accident. This is dependent on the personal attitudes and motives, on experiences and expectations concerning the progress of the situation. Subsequently, data concerning the manner of the coping with the ambiguous state as well as with the instable state (emergency reaction immediately before the accident occurs) are collected. The factors relating to the persons involved in the accident are gathered on several levels using corresponding questionnaires. The coding of the found and collected characteristics is conducted in a multidimensional evaluation relating to the technical results of the accident reconstruction and of the psychological classification, which are subsequently integrated in coded form into the data base of the accident research. The result of this analysis is a description of the development of the accident depicted on a chronological vector from a perception and decision theoretical perspective. This is explained in detail using exemplary cases.
The effect of fatigue on driving has been compared to the effect of alcohol impairment in both driver performance and crash studies. However are crash characteristics and causation mechanisms similar in crashes involving fatigue to those involving alcohol when studied in the real world? This has been explored by examining data held in the EC project SafetyNet Accident Causation Database. Causation data was recorded using the SafetyNet Accident Causation System (SNACS). The focus was on Cars/MPV crashes and drivers assigned the SNACS code Alcohol or Fatigue. The Alcohol group included 44 drivers and the Fatigue group included 47. "Incorrect direction" was a frequently occurring critical event in both the Alcohol and Fatigue groups. The Alcohol group had more contributory factors related to decision making and the Fatigue group had more contributory factors relating to incorrect observations. This analysis does not allow for generalised statements about the significance of the similarities and differences between crashes involving alcohol and fatigue, however the observed differences do suggest that attempts to quantify the effect of fatigue by using levels of alcohol impairment as a benchmark should be done with care.
From literature well-known analyzes on risks, hazards and causes of accidents of older drivers are amended by the present study in which a comparison of the specific features of accident causes of older car drivers (older than 60 years) and of younger car drivers (under 25 years) is conducted. Mainly the question is pursued if specific errors, mistakes and lapses are predominant in the two different age groups. The analysis system ACAS (Accident Causation Analysis System) used hereby consists of a sequential system of accident causation factors from the human, the technical and the infrastructural field, whereupon for this study the influence of the human features on the accident development in two different age groups is of interest. ACAS is both an accident model and an analysis and classification system, which describes the human participation factors of an accident and their causes in the temporal sequence (from the perceptibility to concrete action errors) taking into consideration the logical sequence of individual basic functions. In five steps (categories) of a logical and temporal sequence the hierarchical system makes human functions and processes as determinants of accident causes identifiable. The methodology specifically focuses on the use in so-called "In-Depth" and "On-Scene" investigation studies. With the help of the system for each accident participant one or more of five hypotheses of human cause factors are formed and then specified by appropriate verification criteria. These hypotheses in turn are further specified by indicators in such manner that the coding of the causation factors by a code system meets the needs of database processing and are accessible to a quantitative data analysis. The first results of the descriptive comparison of the two age groups concern mainly differences in the functional levels "information admission/perception" (where the elderly drivers have more difficulties than the young ones) and "information processing/evaluation" (where the younger drivers show more problems). Concerning the cognitive function of "planning" the group of younger drivers seems to be more often involved in an accident because of excessive speed.
Analysis of the accident scenario of powered two-wheelers on the basis of real-world accidents
(2013)
For the first time since 20 years the German national statistics of traffic accidents revealed an increasing number of fatalities and seriously injured persons in 2011. This negative development was especially caused by increasing numbers in all groups of vulnerable road users (VRU). Furthermore, the comparison of fatality reduction rates between several categories of road users shows that persons on motorcycles show the worst performance over years. Although every second fatality in German traffic accidents is still a car occupant, users of PTW make up more than 20% in the meantime. Assuming further improvements in the field of occupant protection this trend will continue. For that reason, a study on the basis of real-world accidents was conducted to describe the accident scenario involving motorcycles and to identify the reasons of the above-described fact. Approximately 1.800 motorcycle accidents out of GIDAS database were used for the analyses. The first part of the study deals with the question how representative the GIDAS database is for the German motorcycle accident scenario. Afterwards, detailed descriptive statistics on motorcycle accidents were presented considering numerous parameters about the accident scene, environmental influences, vehicle information, individual characteristics, interview data, injury severity and injury causation. One important point is the identification of the most frequent critical situations that are typical for motorcycle accidents. Furthermore, a special focus was on accident causation. Finally, conspicuous facts out of the analysis are emphasized. All in all, the study gives a comprehensive overview about the German motorcycle accident scenario. One the one hand, the use of weighted GIDAS data allows representative and robust statements on the basis of large case numbers; on the other hand highly detailed conclusions can be drawn. The results of the study help to understand the particularities of motorcycle accidents and provide approaches for further improvements in the field of PTW safety.
The proportion of older road users is increasing because of demographic change (in the group 65+ from current 18% to about 24% by 2030). The mobility needs of people 65+ often differ from those of younger people. Seniors (65+) are already more involved in fatal accidents than younger road users. According to the age development, the senior share of road deaths in the EU of today is increasing nearly one-fifth to one-third. From the in-depth analysis of accidents generic simulation models were developed. Attention has been paid both to psycho-physical characteristics as well as on the social and physical environment and their specifics in conjunction with seniors. By simulating the defined scenarios and varying the defined relevant parameters, accident influencing factors were examined as a basis for avoidance. In addition, the parameters were varied to show the influence from the vehicle, the pedestrian and the infrastructure to avoid the accident or to characterize the conditions for which the accident is inevitable.
Nowadays human-created systems are increasing in complexity due to the interaction of humans and technology. Especially road traffic systems are composed of multitudinous resources (e.g. personnel, vehicles, organizations, etc.), which make it even harder to anticipate the positive and negative effects on safety. One key in achieving a significant reduction of fatalities is seen in driver assistant systems counterbalancing the lack of drivers' capabilities. But the actual outcome of implementing these sophisticated technologies especially on influencing driver's capabilities are yet unknown. Latest research exemplifies an increase of reaction times of drivers in case of dysfunctional driver assistant systems. This research paper applies STAMP/STPA (STAMP = systems-theoretic accident model and processes; STPA = systems-theoretic process analysis) to the German automobile traffic system focusing on the effects of driver assistant systems on drivers. By doing so, the potential hazards caused by technology can be identified.
Das Führen von Kraftfahrzeugen der Klasse 2 ist entsprechend der Fahrerlaubnisverordnung nach mehr als zwei epileptischen Anfällen ausgeschlossen. Als Ausnahme gilt eine durch ärztliche Kontrolle nachgewiesene fünfjährige Anfallsfreiheit ohne antiepileptische Behandlung. Im vorliegenden Fall wies ein Lkw-Fahrer mindestens vier epileptische Anfälle auf, eine fünfjaehrige Anfallsfreiheit ohne Medikamente unter ärztlicher Kontrolle ließ sich nicht feststellen. Der letzte Anfall führte zu einem Verkehrsunfall mit anschließendem Gerichtsverfahren. Ursächlich für den Unfall war am ehesten die abgesetzte Medikation. Ein Verfahren hinsichtlich der Ungeeignetheit zum Führen von Kraftfahrzeugen der Klasse 2 wurde eingeleitet.
Die Ergebnisse der vorliegenden Studie zeigen, dass Patienten mit einer unbehandelten Aufmerksamkeitsdefizit/Hyperaktivitätsstörung in verstärktem Maße verkehrsrechtlich auffällig werden und sowohl häufiger Unfälle verursachen als auch Ordnungswidrigkeiten begehen. Die Ergebnisse zeigen weiterhin, dass sich eine medikamentöse Behandlung günstig auf die verkehrsrelevanten Leistungsfunktionen auswirkt und dadurch auch die Grundvoraussetzungen für eine verbesserte Fahrtüchtigkeit und Fahreignung ermöglicht.
Nigeria ranks one of the highest countries in the world with the largest accident, especially when measured by whiplash associated disorders, whereas, traffic safety education rate, data and information been widely known as preventive indicators have been grossly neglected. In Nigeria, traffic safety enlightenment, awareness, political understanding and appreciation of the problem's magnitude are lacking. This study, therefore, seeks to understand and document the fact that accident causation factors in Nigeria relate more to the problem of development, poverty, knowledge and education as evidenced in most other developing countries. Among the primary accident causation factors on Nigerian roads are: - lack of a transportation system or multi-model integration - sub-standard and obsolete vehicles and road furniture - poor road maintenance, investment and engineering management - paucity of road users' and drivers' knowledge, skill, enlightenment and education of the road Use This paper submits that Nigeria being a developing nation requires purely primitive strategies being cost effective (health wise) than curative measures. It is in this light that an enduring, comprehensive and sustainable traffic safety educational programmes information base and data inventory, analysis and implementations form the focus of this study. This effort will provide basic guidelines framework and implementation procedure for a successful prevention of whiplash associated disorder resulting from road traffic crashes in Nigeria and other parts of the world.
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.
For the avoidance of traffic accidents by means of advanced driver assistance systems the knowledge of failures and deficiencies a few seconds before the crash is of increasing importance. This information e.g. is collected in the German accident survey GIDAS by an interview derived from the ACAS methodology. However to display the whole range of accident causation factors additional information is needed on enduring factors of the system components "human", "infrastructure" and "machine". On the strategic level these accident moderating factors include long term influences such as medical preconditions or a general higher risk taking behavior as well as influences on the immediate conflict level such as an aggressive response to a perceived previous traffic conflict. This study was conducted to examine the feasibility of collecting such causation information in the scope of an in-depth accident investigation like GIDAS. Due to the comprehensive amount of information necessary to estimate the moderating factors the collection of the information is distributed to different methods. 5 cases of real world crashes have been investigated where information was collected on-scene and retrospective by interviews. The identified moderating factors of the accidents and the method for collecting the information are displayed.
In the context of the COST357 research project, the climatic conditions and requirements for protective helmets for motorcyclists have been examined. The extent to which these factors would influence motorbike handling and accidents in which motorcyclists are involved have also been examined. This project addresses how cognitive abilities of motorcyclists relate to helmet construction factors. In particular, the aspects of motorcycle driver helmets are to be parameterized in order that they may be used subsequently as a basis for future requirement profiles. The task of one working group of the COST357 project has been to analyse accident events and to identify helmet design issues which affect motorcycle drivers while wearing a helmet. This has been achieved by collating accident data across different countries recorded in the course of in-depth investigations at the site of accidents and by combining this with field studies of motorcyclists participating in traffic, but not involved in accidents. This paper presents the study methodology, database and first results of this international survey. The basis of the study has been a total of 424 interviews of motorcyclists and 134 motorcycle accidents, which were collected across Germany, Greece, Italy, Ireland, Portugal and Turkey and combined in a single database.
Cycling supports the independence and health of the aging population. However, elderly cyclists have an increased injury risk. The majority of injured cyclists is victim of a single-sided accident, an accident in which there is no other party involved. The aim of the project "Safe and Aware on the bicycle" is to develop guidelines for an advisory system that is useful in preventing single-sided accidents. This system is able to support the elderly cyclist; enabling the cyclist to timely adapt his cycling behaviour and improve cycling safety and comfort. For the development of such advisory system the causes of singles accidents and the wishes of the elderly cyclist must be known. First step to obtain this insight was a literature survey and an GIDAS research. Unfortunately accidentology research with GIDAS did not give the full understanding of the pre-crash situations and (especially the behaviour related) factors leading to the accident. The second step was consultation of elderly cyclist through a questionnaire (n=800), in-depth interviews (n=12) and focus group sessions (n=15). This offered complementary information and a much better understanding of the behavioural aspects. Results concern the behaviour in traffic and identify specific physical (i.e. problems looking backwards over the shoulder) and mental issues. Furthermore, the needs and wishes for support in specific cycling situations were identified. In conclusion; The GIDAS results together with the information obtained contacting the elderly cyclists enabled setting up requirements for an advisory system, which is useful in preventing single-sided accidents.