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The evaluation of the expected benefit of active safety systems or even ideas of future systems is challenging because this has to be done prospectively. Beside acceptance, the predicted real-world benefit of active safety systems is one of the most important and interesting measures. Therefore, appropriate methods should be used that meet the requirements concerning representativeness, robustness and accuracy. The paper presents the development of a methodology for the assessment of current and future vehicle safety systems. The variety of systems requires several tools and methods and thus, a common tool box was created. This toolbox consists of different levels, regarding different aspects like data sources, scenarios, representativeness, measures like pre-crash-simulations, automated crash computation, single-case-analyses or driving simulator studies. Finally, the benefit of the system(s) is calculated, e.g. by using injury risk functions; giving the number of avoided/mitigated accidents, the reduction of injured or killed persons or the decrease of economic costs.
Since its creation in 2011 the Pre-Crash-Matrix (PCM) offers the possibility to observe the pre-crash phase until five seconds before crash for a wide range of accidents. Currently the PCM contains more than 8.000 reconstructed accidents out of the GIDAS (German In-Depth Accident Study) database and is enlarged continuously by more than 1.000 cases per year. Hence, a detailed investigation of active safety systems in real accident situations has been made feasible. The PCM contains all relevant data in database format to simulate the pre-crash phase until the first collision of the accident for a maximum of two participants. This includes the definition of the participants and their characteristics, the dynamic behavior of the participants as time-dependent course for five seconds before crash as well as the geometry of the traffic infrastructure. The digital sketch of the accident and information from GIDAS as well as from supplementary databases represent the main input for the simulation of the pre-crash phase of an accident with the VUFO simulation model VAST (Vufo Accident Simulation Tool). This simulation in turn embodies the foundation of the PCM. The PCM underlies continual improvements and enhancements in consultation with its users. In addition to collisions of cars with other cars, pedestrians, bicycles and motorcycles the PCM now also covers car to object and car to truck collisions. The paper illustrates car to truck collisions as a showcase and explains perspectives for further developments. In 2016 a more detailed definition of the contour of the vehicle was added. Furthermore, the geometrical surroundings of the accident site will be provided in a new structure with a higher level of detail. Thus, a precise classification of road marks and objects is possible to further improve the support of developing and evaluating ADAS. This paper gives an overview about the latest developments of the PCM with its innovations and provides an outlook to upcoming enhancements. Besides potential areas of application for the development of ADAS are shown.
During the last 5 years, the number of cars fitted with side airbags has dramatically increased. They are now standard equipment, even on many smaller cars or less luxurious vehicles. While some side airbags offer thoracic protection alone, there are those that combine thoracic and head protection (of which most deploy from the seat). Other systems employ separate airbags for head and thorax protection, which are designed to be effective noticeably in a crash against a pole. This paper proposes an evaluation of the effectiveness of side airbags in preventing thoracic injuries to passenger car occupants involved in side crashes. First, the target population (who can take benefit of side airbag deployment and in what circumstances) is defined. Side airbags can be especially effective in cases of impacts on the door with intrusion at a certain impact speed. Then, an example case of a side impact with side airbag deployment is given were side airbag deployment is thought to have had a positive effect on injury outcome. A further case is presented where the impact configuration is likely to have reduced the effect of side airbag deployment on injury outcome. Finally, the estimation of side airbag effectiveness (in terms of additional occupant protection brought exclusively by the airbag) is proposed by comparing injury risk sustained by occupants in (more or less) similar cars (fitted or non fitted with airbags) because, during these years, car structure, and side airbag conception have considerably evolved. In-depth accident data from France, the UK and Germany has been collected. Out of 2,035 side impact accident cases available in the databases, we selected 435 occupants of passenger cars (built from 1998 onwards) involved in an injury accident between year 1998 and year 2004 for EES (Energy Equivalent Speed) values between 20km/h and 50km/h. The occupants, belted or not, were sat on the struck side, whatever the obstacle and type of accidents (intersection, loss of control, etc.). For multiple impact crashes, the side impact is assumed to be the more severe one. Passenger cars were fitted with (96) or without (339) side airbags. Most of the potential risk explanatory variables were correctly and reliably reported in the databases (velocity " impact zone " impact angle " occupant characteristics, etc.). The analysis compared injury risks for different levels of EES and different types of side airbags. A logistic regression model was also computed with injury variables (such as thoracic AIS 2+ or AIS 3+) as the dependant variable and other variables (including airbag type and EES) as explanatory injury risk factors. Results revealed statistically non-significant reductions in thoracic AIS 2+ and AIS 3+ injury risk in side airbag equipped cars in the impact violence range selected (odds ratio between 0.84 and 0.98 depending on types of airbags). The results are discussed. The non-significance is assumed to be due to a low number of cases. Statistical analysis for head injuries was not possible due to the low number of accident cases with passenger cars fitted with head airbags in the databases. Moreover, the discrepancies between the data coming from different countries (especially calculation of EES) might have introduced instability in the analysis.
This study is aimed to investigate the correlations of impact conditions and dynamic responses with the injuries and injury severity of child pedestrians by accident reconstruction. For this purpose, the pedestrian accident cases were selected from Sweden and Germany with detailed information about injuries, accident cars, and accident environment. The selected accident cases were reconstructed using mathematical models of pedestrian and passenger car. The pedestrian models were generated based on the height, weight, and age of the pedestrian involved in accidents. The car models were built up based on the corresponding accident car. The impact speeds in simulations were defined based on the reported data. The calculated physical quantities were analyzed to find the correlation with injury outcomes registered in the accident database. The reconstruction approaches are discussed in terms of data collection, estimating vehicle impact speeds, pedestrian moving speeds and initial posture, secondary ground impact, validity of the mathematical models, as well as impact biomechanics.
In spite of today's highly sophisticated crash test procedures like the different NCAP programs running world-wide, bad real world crash performance of cars is still an issue. There are crash situations which are not sufficiently represented by actual test configurations. This is especially true for car to car, as well as for car to object impacts. The paper describes reasons for this bad performance. The reasons are in principal bad structural interaction between the car and its impact partners (geometric incompatibility), unadjusted front end stiffness (stiffness incompatibility) and collapse of passenger compartments. To show the efficiency of improving cars' structural behaviour in accidents with different impact partners an accident data analysis has been taken out by members of European Project VC-COMPAT. Accident data analysis has shown that in Germany between 15,000 and 20,000 of the now severely injured car occupants might get less injured and between 600 and 900 car occupant fatalities might be saved. Similar results arise for the UK.
Technical progress in automotive engineering focuses at the moment on two competing branches: improving safety and reducing energy consumption. Recent consideration has been given to a third factor, cost to the consumer. Challenges are presented by demographic changes, especially with increasing participation of elderly people in road traffic. The report considers the recent history of road accidents in Germany and statistics relating to vehicle population and road performance. There is a general trend towards decreasing numbers of accidents and their severity. Transport is responsible for roughly 20% of CO2 emissions and approximately 70% of total petroleum consumption. The Federal Government has responded to these challenges by publishing the Freight Transport and Logistics Masterplan in the summer of 2008. It describes the strategic transport policy direction and the key elements of the future course of action which are to be used to ensure the provision of efficient infrastructure and, at the same time, to reduce the amount of energy consumed by vehicles and make transport more efficient, cleaner and quieter. This document contains a number of concrete measures subsumed under the following six objectives: Making optimum use of transport infrastructure - shaping transport to make it more efficient; Reducing the number of journeys - ensuring mobility; Transferring more traffic to the railways and inland waterways; Upgrading more transport arteries and hubs; Environmentally friendly, climate friendly, quiet and safe transport, and Good working conditions and good training in the freight transport industry. Progress in research is outlined in the following areas: Daytime Running Lights for Motorcycles; Safety of hydrogen vehicles - addressing safety and environmental issues by development of a Global Technical Regulation for hydrogen vehicles; Elements of active vehicle safety for elderly drivers; Periodical Technical Inspection of electronically controlled systems in road vehicles - Electronic Stability Control; Pedestrian protection; Crash Compatibility - role of collision partner in passive safety tests; Child safety; Euro NCAP - Child Restraint Systems, and German Field Operational Test on Car-to-Car and Car-to-Infrastructure Systems (SIM-TD). The research project AKTIV - "Adaptive and Cooperative Technologies for Intelligent Traffic" encompasses the design, development, and evaluation of novel driver assistance systems, knowledge and information technologies and is set up to find solutions for efficient traffic management and Car-to-Car and Car-to-Infrastructure communication for future cooperative vehicle applications. The European Statement of Principles on the Human Machine Interface (HMI), presented at the eSafety Conference, which was held in Berlin on 5/6 June 2007, addresses issues such as Real Time Traffic Information (RTTI), Legal issues of Advanced Driver Assistance Systems (ADAS) and e-security.
Topics of the status report are: Road accidents in Germany " Socio-economic costs due to road traffic accidents in Germany " Vehicle population and road performance " Electromobility " Alternative power train technologies: market penetration and consequences. The following research subjects are presented: Safety of electric vehicles " Driving dynamics of electric propelled vehicles " New requirements for the periodic technical inspection of electric and hybrid vehicles " Forward looking safety systems " Periodic roadworthiness tests " Cooperative systems: integration of existing systems " Safety related traffic information " Urban space: User oriented assistance systems and network management " Automated driving " Study on camera-monitor-systems " Freight transport " BioRID TEG, dummy harmonization " Frontal impact and compatibility " Child safety " FlexPLI " GIDAS: a blueprint for worldwide in-depth road accident investigations " Druid: Driving under the influence of drugs, alcohol and medicines " Smoke and toxicity in bus fires.
Topics of this report are: Road accidents in Germany - Socio-economic costs due to road traffic accidents - Vehicle population and road performance " Automotive IT " Electromobility. The following research subjects are presented: Safety of electric vehicles - Forward looking safety systems - Cooperative systems - Safety related traffic information - Freight transport: Action plan freight transport and trial with longer trucks - Lane departure warning systems and Advanced emergency braking systems (AEBS) for heavy duty vehicles - Dummy harmonization " Compatibility - Child safety - Virtual testing - Driving under the influence of drugs, alcohol and medicines - Fire safety of buses - Milled shoulder rumble strips - Conspicuity of powered-two-wheelers - Automatically dipped high beam and rear view mirrors.
Topics of this report are: Securing mobility and making mobility sustainable - Strategies for road safety: Safe behavior, Safe vehicles, Safe infrastructure, Telematics, International vehicle-engineering measures " Accident statistics " Accident research " Passive vehicle safety " Active vehicle safety " Driver assistance systems " Environmental protection through vehicle engineering.
Rollover scenarios in Europe
(2005)
Rollover accidents seem to be a rising problem in Europe and therefore the systematic of this accident scenario should be investigated. Based on statistical investigations on major European accident databases for different countries a series of 73 real world rollover accidents was analysed. These cases were reconstructed using PC-Crash and preliminary categorised using a modified USbased rollover classification. In a first step, the rollover events were reconstructed from the point of conflict to the vehicle- rest position. The vehicles kinematics as well as its linear and rotational velocities were derived. In a second step typical velocity characteristics as well as kinematics were identified and the events categorised according to these criteria. Based on these results four main categories were defined, covering all reconstructed accidents. This categorisation was based on mechanical parameters (rotatory and translator kinematical data of the vehicle). Significant differences can be seen for different scenarios for the "first phase of rollover".
A reduction of around 48% of all road fatalities was achieved in Europe in the past years including a reduced number of fatalities with an older age. However, among all road fatalities, the proportion of elderly is steadily increasing. In an ageing society, the European (Horizon2020) project SENIORS aims to improve the safe mobility of older road users, who have different transportation habits compared to other age groups. To increase their level of safe mobility by determining appropriate requirements for vehicle safety systems, the characteristics of current road traffic collisions involving the elderly and the injuries that they sustain need to be understood in detail. Hereby, the paper focuses on their traffic participation as pedestrian, cyclist or passenger car occupant. Following a literature review, several national and international crash databases and hospital statistics have been analysed to determine the body regions most frequently and severely injured, specific injuries sustained and types of crashes involved, always comparing older road users (65 years and more) with mid-aged road users (25-64 years). The most important crash scenarios were highlighted. The data sources included European statistics from CARE, data on national level from Germany, Sweden, Italy, United Kingdom and Spain as well as in-depth crash information from GIDAS (Germany), RAIDS (UK), CIREN and NASS-CDS (US). In addition, familiar hospital data from Germany (TraumaRegister DGU-®), Italy (Italian Register of Acute Traumas) and UK hospital statistics (TARN) were included in the study to gain further insight into specific injury patterns. Comprehensive data analyses were performed showing injury patterns of older road users in crashes. When comparing with mid-aged road users, all databases showed that the thorax body region is of particularly high importance for the older car occupant with injury severities of AIS 2 or AIS 3+, whereas the body regions lower extremities, head and thorax need to be considered for the older pedestrians and cyclists. Besides these comparisons, the most frequent and severe top 5 injuries were highlighted per road user group. Further, the most important crash configurations were identified and injury risk functions are provided per age group and road user group. Although several databases have been analysed, the picture on the road safety situation of older road users in Europe was not complete, as only Western European data was available. The linkage between crash data and hospital data could only be made on a general level as their inclusion criteria were quite different.
Proposal for a test procedure of assistance systems regarding preventive pedestrian protection
(2011)
This paper is showing a proposal for a test procedure regarding preventive pedestrian protection based on accident analysis. Over the past years pedestrian protection has become an increasing importance also during the development phase of new vehicles. After a phase of focusing on secondary safety, there are current activities to detect a possible collision by assistance systems. Such systems have the task to inform the driver and/or automatically activate the brakes. How practical is such a system? In which kind of traffic situations will it work? How is it possible to check the effectiveness of such a system? To test the effectiveness, currently there are no generally approved identifiable procedures. It is reasonable that such a test should be based on real accidents. The test procedure should be designed to test all systems, independent of the system- working principle. The vFSS group (advanced Forward-looking Safety Systems) was founded to develop a proposal for a technology independent test procedure, which reflects the real accident situation. This contribution is showing the results of vFSS. The developed test procedure focuses on accidents between passenger cars and pedestrians. The results are based on analysis results of in-depth databases of GIDAS, German insurers and DEKRA and added by analysis of national and international statistics. The in-depth analysis includes many pre-crash situations with several influencing factors. The factors are e. g. speed of the car, speed of the pedestrian, moving direction and a possible obscuration of the pedestrian by an object. The results comprise also the different situations of adults and children. Furthermore, they include details regarding influence of the lighting conditions (daylight or night) especially with respect to the accident consequences. In fact, more accidents happen at daylight, but fatal accidents are more often at night. A clustering of parameter combinations was found which represents typical accident scenarios. There are six typical accident scenarios which were merged in four test scenarios. The test scenarios are varying the starting position of the pedestrian, the pedestrian size (adult or child) and the speed of the pedestrian, whereas the speed of the car will not be varied. To ensure the independency from used sensing technologies it is necessary to use a suitable dummy. For example, if sensors are based on infrared, the dummy should emit the temperature of a human being. The test procedure will identify the collision speed as the key parameter for assessing the effectiveness of the tested system. The collision speed is defined as the reduction between initial test speed of the car and impact speed. The assessment of the speed reduction value regarding the safety benefit, however, will be part of a separate procedure.
An analysis of NASS and FARS was conducted to determine crash conditions that involved injuries that are not currently being directly addressed by vehicle safety standards or by consumer information test protocols. Analysis of both field data and US NCAP tests were conducted to determine the relative safety provided by seating position and by vehicle model year. Opportunities for improvements were determined by crash categories with large populations of injuries that were not addressed by safety tests or smaller numbers that were increasing in frequency. Areas of opportunities include improved occupant restrain in rollovers, improved frontal protection for rear seat occupants and improved fire prevention in frontal and rollover crashes.
Within the process of integrating passenger airbags in the vehicle fleet a problem of compatibility between the passenger airbag and rear-facing child restraint systems was recognised. Especially in the US several accidents with children killed by the passenger airbag were recorded. Taking into account these accidents the deactivation of a present passenger airbag is mandatory if a child is carried in a rear-facing child restraint system at the front passenger seat in all member states of the European Union. This rule is in force since the deadline of 2003/20/EC at the latest. In the past a passenger airbag either could not be disabled or could only be disabled by a garage. Today there are a lot of different possibilities for the car driver himself to disable the airbag. Solutions like an on/off-switch or the automatic detection of a child restraint system are mentioned as an example. Taking into account the need for the deactivation of front passenger airbags two types of misuse can occur: transportation of an infant while the airbag is (still) enabled and transportation of an adult, while the airbag is disabled, respectively. Within a research project funded by BASt both options of misuse were analysed utilising two different types of surveys amongst users (field observations and interviews, Internet-questionnaires). In addition both analysis of accident data and crash tests for an updated assessment of the injury risk caused by the front passenger airbag were conducted. Both surveys indicate a low risk of misuse. Most of the misuse cases were observed in older cars, which offer no easy way to disable the airbag. For systems, which detect a child seat automatically, no misuse could be found. The majority of misuses in cars equipped with a manual switch were caused by reasons of oblivion. Also the accident analysis indicates a minor risk of misuse. From more than 300 cases of the GIDAS accident sample that were analysed, only 24 children were using the front passenger seat in cars equipped with a front passenger airbag. In most of these cases the airbag was deactivated. When misuse occurred the injury severity was low. However, when analysing German single accidents the fatality risk caused by the front passenger airbag became obvious. From the technical point of view, there were important changes in the design of passenger airbags in recent years. Not only volume and shape were modified, but also the mounting position of the entire airbag module was changed fundamentally. Even if these findings do not allow obtaining general conclusions, a clear tendency of less danger by airbags could be identified. For future vehicle development a safe combination of airbags and rear faced baby seats seems to be possible in the long term. This would mean that both types of misuse could be eliminated. For parents an easier use of child seat and car would be the result.
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.
This work aimed for getting the main features of accidents involving Light Goods Vehicles (LGV), using accident cases collected in the In-Depth Accidents Studies built up at IFSTTAR-LMA (France), in order to analyse thoroughly the proceedings of these accidents and identify the major factors for the different types of LGV. This work was based on the analysis of 88 accident cases involving LGV with a Maximum Authorised Mass inferior to 3.5 tonnes. In particular kinematics reconstruction of these accidents were performed to calculate the average impact speeds and to better understand the compatibility problems between LGV and antagonist vehicles. Specific features have been reviewed to pick up problems concerning safety, maintenance, loading, LGV design: general conditions of the accident, vehicle features, and passive safety. The main results of this study are presented in this paper.
Bus or heavy vehicle passenger accidents are rare events, compared with car accidents, but sometimes leads to a large number of victims especially in rollover crash scenarios. Two accidents occurred in Portugal in 2007 and 2013 in which 28 people died and more than 50 are injured, shown the importance of the investigation of such accidents. For the investigation of these accidents multidisciplinary teams are constituted with engineers and police officers. All the factors involved are taken into consideration including road design, traffic signs, maintenance and hardware, human factors, and vehicle factors. In this work a methodology to an accurate collection of the data is proposed. From the information collected the accident is reconstructed using the PC-CrashTM software. From this all the contribution factors are determined and recommendations to mitigate these crashes are listed. These two accidents are rollover accidents and the analysis of the injuries and its correlation with the use of retention systems is very important. From the medical data and with the dynamics of the accident determined simulations of the occupants with biomechanical models are carried out in order to evaluate the effect of the retention systems in the injuries. This analysis is based on injury criteria (such as Abbreviated Injury Score (AIS) or Injury Severity Scale (ISS)). With this it is possible to determine if the seat belt was worn or not.
In-depth road traffic accident research in Spain is a fairly recent activity. In the past, only accident data that had been retrospectively processed by the national and regional traffic police forces was available. In 1999 Applus+IDIADA set up a permanent accident research unit to carry out indepth analysis of road accidents in Spain. Since then accidents involving cars, motorcycles, coaches and vulnerable road users have been thoroughly studied. The Applus+IDIADA accident research team has carried out work for the various traffic polices in Spain and it is currently involved in several research projects in which accidentology is one of the main tasks. The working methodology of the team is presented in the first part of the paper. In the framework of the European research project "Rollover" (GRD2-2001-50086), Applus+IDIADA has collected data, inspected scenarios and performed virtual reconstructions of twenty-six of the total seventy-six rollover accidents studied. The second half of the paper describes how these accident investigations were used to develop a test procedure for identifying possible improvements to the vehicle structure which augment occupant protection in a rollover scenario. In particular, a proposal for a new drop test for rollover assessment is presented. The cases were analysed for severity, in terms of injury to the occupants and damage to the vehicle, and taking into account whether a seatbelt was worn or not. The worst possible cases were identified as those that had severe occupant injuries and sizable damage to the occupant compartment when seatbelts had been worn. The most severe cases were then analysed further for impact position (roll and pitch angles) and the impact velocity. With these parameters taken into account, the most representative combinations could be found. This resulted in a series of configurations for possible drop tests. The results of the tests indicate where passenger vehicle structures need to be improved in order to increase occupant safety in the event of a rollover crash.
Despite the steadily declining number of pedestrian fatalities and injuries in most European countries during recent decades, pedestrian protection is still of great importance in the European Union as well as in Germany. This is because they still constitute a large proportion of road user casualties and are more likely to suffer serious and fatal injuries than most other road users. In 1999 only car occupants suffered more fatal injuries than pedestrians in Germany. In December 1998, EEVC WG 17 completed their review and updating of the EEVC WG 10 pedestrian test procedure that made it possible to evaluate the protection afforded to pedestrians by the front of passenger cars in an accident. Within the scope of this procedure, four different impactors are used representing those parts of the body which are injured very often and/or very seriously in vehicle-pedestrian-collisions. In a project executed by IKA and BASt, a small family car was tested according to the EEVC WG 17 test procedure. Afterwards modifications to the car were carried out in order to improve the pedestrian protection provided by the vehicle design. There were certain restrictions placed on the level of modifications undertaken, e.g. only minor modifications to vehicle styling and to the vehicle structures, which provide passenger protection. The redesigned vehicle was tested again using the WG 17 test procedure. The test results of the modified vehicle were compared with those of the standard vehicle and evaluated. The results show that considered measures for pedestrian protection in many areas of the vehicle front structure and the use of innovative techniques can lead to a significant reduction of the loads of pedestrians at an acceptable expense.
Recent accident statistics from the German national database state bicyclists being the second endangered group of vulnerable road users besides pedestrians. With 399 fatalities, more than 14.000 seriously injured and more than 61.000 slightly injured persons on german roads in the year 2011, the group of bicyclists is ranked second of all road user groups (Statistisches Bundesamt, 2012). While the overall bicycle helmet usage frequency in Germany is very low, evidence is given that its usage leads to a significant reduction of severe head injuries. After an estimation of the benefit of bicycle helmet usage as well as an appropriate test procedure for bicyclists, this paper describes two different approaches for the improvement of bicyclist safety. While the first one is focusing on the assessment of the vehicle based protection potential for bicyclists, the second one is concentrating on the safety assessment of bicycle helmets. Within the first part of the study the possible revision of the existing pedestrian testing protocols is being examined, using in depth accident data, full scale simulation and hardware testing. Within the second part of the study, the results of tests according to supplemental test procedures for the safety assessment of bicycle helmets developed by the German Federal Highway Research Institute (BASt) are presented. An additional full scale test performed at reduced impact speed proves that measures of active vehicle safety as e.g. braking before the collision event do not necessarily always lead to a reduction of injury severity.