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The use of proper child restraint systems (CRS) is mandatory for children travelling in cars in most countries of the world. The analysis of the quantity of restrained children shows that more than 90% of the children in Germany are restrained. Looking at the quality of the protection, a large discrepancy between restrained and well protected children can be seen. Two out of three children in Germany are not properly restrained. In addition, considerable difference exists with respect to the technical performance of CRS. For that reason investigations and optimisations on two different topics are necessary: The technical improvement of CRS and the ease of use of CRS. Consideration of the knowledge gained by the comparison of different CRS in crash tests would lead to some improvements of the CRS. But improvement of child safety is not only a technical issue. People should use CRS in the correct way. Misuse and incorrect handling could lead to less safety than correct usage of a poor CRS. For that reason new technical issues are necessary to improve the child safety AND the ease of use. Only the combination of both parts can significantly increase child safety. For the assessment of the safety level of common CRS, frontal and lateral sled tests simulating different severity levels were conducted comparing pairs of CRS which were felt to be good and CRS which were felt to be poor. The safety of some CRS is currently at a high level. All well known products were not damaged in the performed tests. The performance of non-branded CRS was mostly worse than that of the well known products. Although the branded child restraint systems already show a high safety level it is still possible to further improve their technical performance as demonstrated with a baby shell and a harness type CRS.
The GRSP informal group on child restraint systems (CRS) finalised phase 1 of a new regulation for the homologation of CRS . This regulation is the subject of several discussions concerning the safety benefits and the advantages and disadvantages that certain specific points may bring. However, these discussions are sometimes not based on scientific facts and do not consider the whole package but only single items. Based on the experience of the CASPER partners in the fields of human behaviour, accident analysis, test procedures and biomechanics in the area of child safety, a consideration of the safety benefits of phase 1 of the new regulation and recommendations for phase 2 will be given.
In Germany the number of casualties in passenger car to pedestrian crashes has been reduced by a considerable amount of 40% as regards fatalities and 25% with regard to seriously injured pedestrians since the year 2001. Similar trends can be seen in other European countries. The reasons for that positive development are still under investigation. As infrastructural or behavioral changes do in general take a longer time to be effective in real world, explanations related to improved active and passive safety of passenger vehicles can be more relevant in providing answers for this trend. The effect of passive pedestrian protection " specified by the Euro NCAP pedestrian test result " is of particular interest and has already been analyzed by several authors. However, the number of vehicles with some valid Euro NCAP pedestrian score (post 2002 rating) was quite limited in most of those studies. To overcome this problem of small datasets German National Accident Records have been taken to investigate a similar objective but now based on a much bigger dataset. The paper uses German National Accident Records from the years 2009 to 2011. In total 65.140 records of pedestrian to passenger car crashes have been available. Considering crash parameters like accident location (rural / urban areas) etc., 27.143 of those crashes have been classified to be relevant for the analysis of passive pedestrian safety. In those 27.143 records 7.576 Euro NCAP rated vehicles (post 2002 rating) have been identified. In addition it was possible to identify vehicles which comply with pedestrian protection legislation (2003/102/EG) where phase 1 came into force in October 2005. A significant correlation between Euro NCAP pedestrian score and injury outcome in real-life car to pedestrian crashes was found. Comparing a vehicle scoring 5 points and a vehicle scoring 22 points, pedestrians" conditional probability of getting fatally injured is reduced by 35% (from 0.58% to 0.37%) for the later one. At the same time the probability of serious injuries can be reduced by 16% (from 27.4% to 22.9%). No significant injury reducing effect, associated with the introduction of pedestrian protection legislation (phase 1) was detected. Considerable effects have also been identified comparing diesel and gasoline cars. Higher engine displacements are associated with a lower injury risk for pedestrians. The most relevant parameter has been "time of accident", whereas pedestrians face a more than 2 times higher probability to be fatally injured during night and darkness as compared to daytime conditions.
New vehicle types are extensively tested to check almost all factors that influence ride and handling. With reference to the Association of German Car Tuners" (VDAT e.V.) valuations, approximately 10% of all cars in Germany are being modified by their owners. 28 % of those modifications" sales are divergent wheel-tire combinations, 13 % are tuning measures on the chassis suspension or wheel spacers. In almost all cases the singular modifications present a general permission for specific vehicles they have been tested in. Combined tuning measures, however, are often checked by just one inspector, following a procedure of mostly subjective assessment criteria. Today, critical attributes are only being observed, in case a vehicle is involved in an accident and the modifications are identified as crash causal factors or as a cofactor on the development of a crash. For the first time, a field study allows a survey of safety affecting chassis modifications. The test layout has to comply with some basic conditions. Different vehicle concepts with a wide margin of modifications are required to get a high transferability of the results. A total amount of more than 150 tested vehicles serves the same purpose. The tests are limited concerning the installation time of measurement techniques and the requirement that no damage, defilement or immoderate wear of the vehicles are accepted by their owners. Due to such factors as well as the driver Ìs acceptance, the vehicles are controlled by its owners instead of robots or test drivers. For keeping down the driver- influence, the lane has narrow boundaries and the driver has to drive in strictly adherence to the given instructions. After gathering all modifications, as well as static and kinematic parameters like the toe and camber angle, dynamic testing of predominantly lateral dynamics is conducted. Besides standardized tests like the ISO 3888-2 (Obstacle Avoidance) or the ISO 14512 (Braking on Surfaces with Split Coefficient of Friction), to test the influence of modified kingpin offsets caused by wheel spacers, some deviant tests are conducted. Those are required due to the demand of objective test results for road tests with vertical induced stimulation of the chassis suspension. Hence, new tests on corner braking with and without vertical stimulation have been developed. The interpretation of data includes thresholds, e.g. the maximum entrance velocity without hitting cones, on the one hand, and the analysis of characteristics of data concerning time and frequency range, "1-second values" and peak response times on the other hand. Besides the thresholds as indicators for the achievable velocities, which are mainly affected by friction coefficients, the vehicle reaction in the course of time characterizes the vehicle reaction in the threshold range and consequently the operational demands on the driver. The field study has started and promises the first long-range analysis of chassis modifications. The results offer a basis for hypothesis and resultant further test layouts for oncoming studies of the identified critical tuning measures.
For the assessment of vehicle safety in frontal collisions, the crash compatibility between the colliding vehicles is crucial. Compatibility compromises both the self protection and the partner protection properties of vehicles. For the accident data analysis, the CCIS (GB) and GIDAS (DE) in-depth data bases were used. Selection criteria were frontal car accidents with car in compliance with ECE R94. For this study belted adult occupants in the front seats sustaining MAIS 2+ injuries were studied. Following this analysis FIMCAR concluded that the following compatibility issues are relevant: - Poor structural interaction (especially low overlap and over/underriding) - Compartment strength - Frontal force mismatch with lower priority than poor structural interaction In addition injuries arising from the acceleration loading of the occupant are present in a significant portion of frontal crashes. Based on the findings of the accident analysis the aims that shall be addressed by the proposed assessment approach were defined and priorities were allocated to them. The aims and priorities shall help to decide on suitable test procedures and appropriate metrics. In general it is anticipated that a full overlap and off-set test procedure is the most appropriate set of tests to assess a vehicle- frontal impact self and partner protection.
The 2BeSafe project (2-Wheeler Behaviour and Safety) is a collaborative project (co financed by the European Commission) that aims to study the naturalistic behaviour of Powered-Two-Wheeler (PTW) riders in normal and critical riding situations. That includes the interaction between PTW riders and other road users and possible conflicts between them. One of the predominant causes of accidents involving PTWs is that PTWs are often overlooked by other road users. One task of the project lead by BASt therefore deals with possible improvements in conspicuity and the development of recommendations. Particularly using the findings of the studies on conflict situations, promising lighting arrangements to enhance conspicuity of PTWs during the day and at night are selected. An abstract recognizing pattern for PTWs is defined, enabling other road users (e.g. car drivers) to clearly identify riders. Lamps and outfit like lighting configurations of different colours, different helmet lights, reflect / luminescent clothing parts and retro-reflective markings are designed and manufactured. Then, the different solutions are tested in a laboratory setting using experimental motorcycles together with riders to which the equipment is fitted. As result a proposal for a uniform signal pattern or lamp configuration in the front of all motorcycles and riders will be outlined. The contribution first gives a short overview of the topics of the research project that deal with conflicts and their connection with poor conspicuity and then presents in detail the methods used in the activities concerning solutions for the improvement of conspicuity together with first results.
In 2012 the fifth ESAR conference (Expert Symposium on Accident Research) was held in Hannover. ESAR is an international convention of experts, who analyze traffic accidents all over the world and discuss their results in this context, conducted at the Medizinische Hochschule Hannover every 2 years. It connected representatives of public authorities, engineers in automotive development and scientists and offers a forum with particular emphasis on In-Depth-Analyses of accident statistics and accident analyses. Special focus is placed on research on the basis of so-called "In-Depth-Accident-Investigations" [data collections at the sites of the accidents], which are characterized by extensive documentations of the sites of the accidents, of the vehicles as well as of the injuries, encompassing several scientific fields. ESAR aims at a multi-disciplinary compilation of scientific results and at discussing them on an international, scientific level. It is thus a scientific colloquium and a platform for exchanging information for all accident researchers. Experiences in accident prevention as well as in the complex field of accident reconstruction are stated and new research fields are added. Existing results of long-term research work in Europe, the US, Australia and Japan include different infrastructural correlations and give findings on population, vehicle population and driver characteristics, which offer a basis for recommendations to be derived and measures for increasing road safety.
Die EU hat für die Verkehrssicherheit in Europa ein anspruchsvolles Ziel vorgegeben: Bis 2010 soll die Anzahl der im Straßenverkehr Getöteten gegenüber 2000 halbiert werden. Für Deutschland kann eine erfolgreiche Zwischenbilanz gezogen werden: In den letzten 5 Jahren nahm trotz Vergrößerung des Kraftfahrzeugbestandes um 6% die Anzahl der Verkehrstoten um 29% ab, in den vergangenen 10 Jahren ist ein Rückgang um 43% zu verzeichnen. Diese im internationalen Vergleich überdurchschnittlichen Erfolge sind nicht zuletzt auch auf Fortschritte in der Fahrzeugtechnik zurückzuführen, wobei die zunehmende Verbreitung von Systemen der Aktiven Sicherheit wie ABS, BAS, ESP einen entscheidenden Anteil hat. Nach der deutlichen Reduzierung von Fahrunfällen durch ESP-® stehen nun die Auffahrunfälle im Fokus der Sicherheitsentwicklung von Mercedes-Benz. Das Paket aus verbessertem rückwärtigen Signalbild (Adaptives Bremslicht) und Brems-Assistent (BAS) wurde kürzlich durch radarbasierte Bremsassistenz ergänzt (BAS PLUS und PRE-SAFE-®-Bremse). Der Beitrag geht auf Funktion und Wirksamkeit der einzelnen Systeme ein und gibt einen Ausblick in die nähere Zukunft.
Motorcycle safety research
(2007)
Honda- global motorcycle sales exceeded the 10 million units mark since 2004, and further expansion is expected. As a responsibility for a company to provide mobility, Honda is focusing on motorcycle safety as top priority and has been working on various activities for both aspects of hardware and software. Here, we present Honda- activity for the safety technology of motorcycles. At present, Honda is promoting motorcycle safety in the four themes of prevention and collision safety such as safety education, recognition assistance, accident prevention and injury reduction. First, in the area of the safety education, the "Honda Safety Driving Promotion Center" was established in 1970, and motorcycle riders and vehicle driver trainings have been organized, and the traffic training centers are used as an actual practice field not only in Japan but also in many other regions in the world. Through our training activities, the new area of safety training with hardware assistance was developed and Honda- unique technology was accumulated such as the riding simulator which can provide experience of potentially dangerous situations without risk. Especially, the "riding trainer", the popular version of the riding simulator, was introduced at several motor shows in various countries and launched in September 2005. It was distributed first in Europe and is expected to expand globally aiming at 3000 units worldwide.. And in Europe, the newest version, which includes the suburban roads program, jointly developed with ADAC, will be released in near future. In the area of recognition assistance, "vehicle to vehicle communication technology" is under development using the advantage of being a manufacturer of both motorcycles and cars. This technology is under research as Honda "ASV-3" in Japan, and as part of C2C activity in Europe. As for the accident prevention, advanced brake systems for motorcycles to assist more effective brake operation have been expanded, Honda signed the European Road Safety Charter in April 2004 with the advanced brake systems commitment and furthermore, they are expanding according to vehicle characteristics and region. Then all models above 250 cc will have a version of the system by 2010. And as the last theme, "motorcycle airbag system" is introduced which is equipped on a mass production motorcycle for the first time in the world. It has been researched and developed for a long time as an injury reduction technology for collision accidents. Honda automobile technology was used for the research and development of the motorcycle airbag, and many specific issues such as the analysis of the collision conditions particular to motorcycles have been solved to realize today- success. It might be known that ADAC in-house crash test held in August this year confirmed the high effectiveness of the airbag system and showed a positive result. This motorcycle airbag system is equipped to the Honda Gold Wing and launched in North America in August, 2006. Also in Europe, it will be sold by the end of this year. Each theme of Honda motorcycle safety technology can be seen at the Honda booth.
Der Allgemeine Deutsche Automobil-Club e.V. (ADAC) und die Bundesanstalt für Straßenwesen (BASt) veranstalteten am 13. Oktober 2006 in Baden-Baden das 6. Symposium "Sicher fahren in Europa". Die Fachvorträge befassten sich mit den Themenbereichen: Ansätze zu mehr Verkehrssicherheit, - Verbesserung der Fahrzeugsicherheit, - Besondere Zielgruppen. Die CD-ROM dokumentiert die Grußworte, die Referate und die Podiumsdiskussion.
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.
This paper set out to examine the possibilities for injury avoidance implications for older drivers in crashes, based on crash and injury patterns among older drivers and current trends in ageing in most western societies. A number of safety technologies were identified and discussed which have potential for improving vehicle older driver crash avoidance and crashworthiness. While there were some promising estimates available of the likely benefits of this technology for improving safety, it is evident that they need to be confirmed for older drivers, given their age-related disabilities and sensory limitations. Further research is urgently required to ensure that these technologies yield safety benefits without any disbenefits for older drivers.rn
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.
Because of actual developments and the continuous increase in the field of drive assistant systems, representative and detailed investigations of accident databases are necessary. This lecture describes the possibility to estimate the potential of primary and secondary safety measures by means of a computerized case by case analysis. Single primary or secondary safety measures as well as a combination of both are presented. The method is exemplarily shown for the primary safety measure "Brake Assist" in pedestrian accidents. Regarding accident prevention only the primary safety measure is determined.
The price of a new car increased almost every year for a long period. In recent years however, the budget available to most people for purchasing a car either did not grow or became even smaller. Therefore it was in the interest of some OEMs to offer economical car models in the so-called "8,000- Euro class". Here an important question arose regarding the safety of these vehicles. There is no question that the very high safety level of cars reached in Europe during the last decades should not be sacrificed as a consequence of smaller budgets. Customers with sense of responsibility have the right to be properly informed about the balance between safety and price so that they can make a deliberate decision when buying either a new or a used car. Against this background, the German magazine "AutoBILD" commissioned DEKRA to conduct fullscale frontal crash tests with a view to publishing the results. These tests have been carried out in accordance with the corresponding Euro NCAP crash test requirements and performance criteria. The tested vehicles were two new Logans produced by the manufacturer Dacia, two used cars of the type VW Golf IV (registration date 2000) and one new VW Fox. This paper describes the safety features of the vehicles and the results of the five crash tests to demonstrate state-of-the-art safety levels and what levels may be expected from vehicles in the "8,000- Euro class". Looking at real-world crashes it is of interest to think about future trends in a more detailed manner. Therefore it will be more and more necessary to supplement the federal statistics with more detailed in-depth information about the consequences of accidents and the safety performance of crashed vehicles.
There is a need for detecting characteristics of pedestrian movement before car-pedestrian collisions to trigger a fully reversible pedestrian protection system. For this purpose, a pedestrian sensor system has been developed. In order to evaluate the effectiveness of the sensor system, the in-depth knowledge of car-pedestrian impact scenarios is needed. This study aims at the evaluation of the sensor system. The accident data are selected from the STRADA database. The accident scenarios available in this database were evaluated and the knowledge of the most common scenarios was developed in terms of the pedestrian trajectory, the pedestrian speed, the car trajectory, the car velocity, etc. A mathematical model was then established to evaluate the sensor system with different detective angles. It was found that in order to detect all the pedestrians in the most common scenarios on time the sensor detective angle must be kept larger than 60 degrees.
Since 2005 the German In-Depth Accident Study (GIDAS) also records aspects of active vehicle safety. This is done because vehicles are fitted with an increasing number of active safety devices which have undoubtedly an influence on the number, severity and course of accidents. Accident researchers expect that collecting active safety data will facilitate to assess and quantify the impact of these and future devices. It is the aim of this paper to outline benefits and limitations associated with the recording of active safety aspects within indepth studies. An overview about possible areas where active safety data can be useful will be given. For that purpose single safety or comfort systems will be selected to estimate the effects of an accident database which includes variables associated with these systems. Questions with regard to the limitations of collecting active safety data will be addressed. Possible items are for example the usability of the data recorded, the real accident cause, the small number of relevant accidents, the time span needed to gather a sufficient dataset, the small share of vehicles equipped with a certain system or different functionalities of systems that are supposed to fall in the same category. As a result user needs for a reasonable data collection of active safety elements will be elaborated.
Die zukünftige Entwicklung der Straßenverkehrssicherheit und damit auch der Fahrzeugsicherheit wird durch gesellschaftliche, wirtschaftliche, klimapolitische und verkehrspolitische Rand- und Rahmenbedingungen und die voranschreitende technische Entwicklung geprägt sein, die auch für den Gesetzgeber eine Herausforderung darstellen. So wird sich auch das Folgeprogramm des Bundesministeriums für Verkehr, Bau und Stadtentwicklung (BMVBS) für das derzeitige aus dem Jahr 2001 stammende "Programm für mehr Sicherheit im Straßenverkehr" an den Schwerpunkten des "4th Road Safety Action Programme" ausrichten, das im Frühjahr 2010 durch die EU-Kommission veröffentlicht werden soll. Im Prozess zu einer weiteren Verbesserung der Straßenverkehrssicherheit werden unter anderem der demografische Wandel in unserer Gesellschaft, die durch eine erforderliche CO2-Reduktion bedingte Einführung alternativer Antriebe (Elektromobilität) verbunden mit Leichtbau sowie die gesetzlichen Rahmenbedingung (Wiener Abkommen) eine bedeutende Rolle spielen. Die Klärung der gesetzlichen Rahmenbedingungen ist unerlässlich, um die Vision vom unfallfreien Fahren Realität werden lassen zu können.
Der Allgemeine Deutsche Automobil-Club e.V. (ADAC) und die Bundesanstalt für Straßenwesen (BASt) veranstalteten am 15. Oktober 2009 in Baden-Baden ihr 7. Symposium \"Sicher fahren in Europa\". Nach 1991, 1994, 1997, 2000, 2003 und zuletzt 2006 trafen sich auch dieses Mal wieder zahlreiche Fachleute aus Wissenschaft und Politik, Industrie, Wirtschaft und Verbänden aus dem In- und Ausland, trugen neue Forschungsergebnisse vor und erörterten aktuelle Ansätze zur Erhöhung der Verkehrssicherheit. Dabei ging es in den Referaten und Diskussionsbeiträgen und in den vier Workshops vor allem darum, die verkehrspolitischen Entwicklungen und Herausforderungen für die europäische Verkehrssicherheitsarbeit im Hinblick auf folgende Themen zu beleuchten: "Verkehrssicherheit Junger Fahrer", - Das "Auto der Zukunft", - "Demographischer Wandel", - "Landstraßensicherheit". Den Grundsatzreferaten folgten vertiefte Bearbeitungen in den Workshops. Die CD-ROM dokumentiert die Grußworte, Referate und Diskussionsbeiträge.
In September 2004 the first international symposium called ESAR (Expert Symposium on Accident Research) was carried out at the University of Hannover (Germany). The idea for such international conference was to bring together experts from the fields of accident investigation teams worldwide to present their results for a common audience of people from government, industry and other universities. The first conference was a really sufficient one and followed by the second symposium also at the Hannover Medical School two years later in 2006. This two year rhythm was now continued with the third conference in Hannover again in 2008. It is planned to carry out ESAR every two years also in the future. ESAR is a scientific colloquium and can be seen as a platform for exchange of information on accident research issues based on methodologies of investigation, injury mechanisms and injury assessment, accident causation and other issues of statistical accident data analysis. Representatives from authorities as well as from medical and technical institutions come together to discuss new research issues and exchange experiences on accident prevention and the complex field of accident reconstruction. Special focus was given to the target the European Union set for itself in 2000 which stipulates that within 10 years the number of person killed in road traffic accidents must be cut in half. To reach this goal, optimized measures, comprehensive research and analysis are necessary. A key hurdle comes from the European Union extension to 27 member states, each featuring different levels of traffic safety standards and different accident scenarios. Existing results from long term research projects in Europe, the USA, Australia and Japan including analyses of infrastructure, population, vehicle fleet and driver behaviour offer an excellent basis for understanding and improving countermeasures and research support needs in underdeveloped countries. ESAR's goal is to bring together researchers from all parts of the world, who will report on their methods and recommendations to improve traffic safety based on "In-Depth-Investigations" of real world accidents. These In-depth-investigations of accidents require thorough documentation and an accident data analysis on multidisciplinary levels which must be carried out immediately after it occurs. ESAR presents scientists the opportunity to present their studies on a common basis of research level.
The second ESAR Conference took place at the Medical University Hannover. This year conference presents the current state of affairs of relevant research activities in the field of in-depth investigations. The first conference on ESAR (Expert Symposium on Accident Research) was established in 2004. It is planned to hold ESAR every two years. Hannover seems to be the right place for this conference concerning the fact that the first in-depth research team was found here in the year 1973 and comprehensive studies on accident analysis were spread out from here around the world continuously. This year conference topped all expectations in terms of the numbers of participants, in the variety of papers and the interdisciplinary of presenters from medical, psychological and engineering background. More than 100 delegates from all over the world, that means 13 different countries and from 4 different continents, came to Hannover, presented their results of accident investigation and discussed countermeasures for accident prevention and injury reduction. ESAR should be a platform for exchange of knowledge to find an optimized way for increase of traffic and vehicle safety by in-depth investigation and methodology. ESAR as international conference should be a platform for consideration of all nations round the world. This seems to be very important for the current situation, having high safety in the high industrial countries of Europe, US and Australia, but low safety and high injury risk in Asia and Africa.
In recent years considerable progress in active and passive safety of road vehicles has been made. The road traffic of today is much safer than in the past. A current vehicle has a lot more safety elements resulting in an improved inner and outer technique. In most European countries the number of fatalities is decreasing despite growing traffic and road usage. Nevertheless, the number of casualties in road traffic accidents is high enough, thus more progress is needed if the number of fatalities is to be reduced by 50%, as postulated by the European Commission for the year 2010. In order to develop countermeasures and further possibilities for injury prevention, it is increasingly important to have accident data available, supplying results quickly and giving the best overview across Europe. In-Depth-Data Sampling Procedures have a huge historical development, starting in the 60ies by the car manufactures, continued during the 70ies mostly by some universities mainly in England, Sweden, France and Germany, today a net of in-depth-investigation teams are working across Europe and around the world.One of the oldest teams is located at the Hannover Medical School, founded in 1973 by the German Government on behalf of the Federal Highway Research Institute Bast. It was the only team worldwide that was equipped with blue light emergency cars, working on scene in time so directly after the event and working continuously during the years, collecting 20 thousand accidents within 30 years period. Since 1999 the order is carried out in cooperation with the German car industry, which is interested and has benefit on the data too. On the basis of the new data collection, so called GIDAS (German In-Depth Accident Study), that has been run at the Technical University Dresden and the Medical University Hannover), a special tool for In-Depth-Accident Analysis was founded. It is the task of this conference to build a platform for such research based on In-Depth-Investigation. The conference is specially aimed at the area of accident data analysis in order to contribute to the harmonization of different investigation methods and accumulation of different results that does exist for different countries worldwide. Up to now no special conference did exist to deal with accident data only following in the discussion for an improvement in traffic and vehicle safety. ESAR - expert symposium on accident research - should be a step forward. This first international conference is being organized by the Accident Research Unit at the Medical University Hannover jointly with the German Federal Highway Research Institute Bast and the Research Association of German Car Manufacturers FAT. The conference should be a platform for an interdisciplinary exchange of information based on the different presentations from participants around the world.
Zum gegenwärtigen Zeitpunkt werden verschiedene Ansätze diskutiert, wie der Verbesserung der Straßenverkehrssicherheit durch den Einsatz moderner Fahrerassistenzsysteme (FAS) neue Impulse gegeben werden können. Unter dem Dach der von der Europäischen Kommission gemeinsam mit der Industrie im Frühjahr 2002 ins Leben gerufenen eSafety-Initiative soll die Entwicklung und Implementierung "Intelligenter Integrierter Sicherheitssysteme" (Intelligent Integrated Road Safety Systems) koordiniert und vorangetrieben werden. Erwartet werden hiervon entscheidende Beiträge zur Erreichung der bis zum Jahr 2010 angestrebten Halbierung der Zahl der Verkehrstoten in Europa, entsprechend dem Weissbuch der Europäischen Kommission. Intelligente Unterstützung des Fahrers meint in diesem Zusammenhang die Berücksichtigung des Gesamtsystems "Fahrer-Fahrzeug-Umwelt". Für die fahrzeugseitige Umsetzung der Unterstützungsfunktion wurden verschiedene Ausformungsgrade (zum Beispiel Information, Warnung, korrigierender Eingriff) vorgeschlagen und entwickelt. Die BASt ist an einer Reihe von Projekten und Arbeitsgruppen beteiligt, die sich direkt oder indirekt mit Fragen befassen, die sich bei der Entwicklung und Bewertung intelligenter FAS zur Beeinflussung der Fahrzeuggeschwindigkeit stellen. Im Mittelpunkt stehen dabei vor allem Fragen der Sicherheitsbewertung und der Machbarkeit, wie zum Beispiel - Realisierung der fahrzeugseitigen Umsetzung, - Kosten-Nutzen-Gesichtspunkte, - Rechtliche Aspekte, - Voraussetzungen der Datenbasis. Beispielsweise ist die BASt an der von ERTICO koordinierten "SpeedAlert"-Initiative beteiligt. Ziel dieser Aktivität ist die europaweite Implementierung eines Geschwindigkeitswarnsystems. An der hierzu im Jahre 2001 gegründeten "SpeedAlert" Arbeitsgruppe beteiligen sich Industrie und Verwaltung.
Der Allgemeine Deutsche Automobilclub e. V. (ADAC) und die Bundesanstalt für Straßenwesen (BASt) veranstalteten am 7. und 8. Oktober 2003 in Wiesbaden ihr 5. Symposium "Sicher fahren in Europa". Nach 1991, 1994, 1997 und 2000 trafen sich erneut über 200 Fachleute aus Wissenschaft, Politik, Verwaltung, Industrie, Wirtschaft und Verbänden aus ganz Europa und einigen außereuropäischen Ländern, trugen neue Forschungsergebnisse vor und erörterten aktuelle Ansätze zur Erhöhung der Sicherheit im Straßenverkehr. Dabei ging es in Vortrags- und Diskussionsbeiträgen vor allem darum, folgende verkehrspolitischen Herausforderungen und Entwicklungen für eine europaweite Verkehrssicherheitsarbeit zu beleuchten: - die Umsetzung des 3. Verkehrssicherheits-Aktionsprogrammes der EU-Kommission bis 2010, dessen Diskussion gerade begonnen hat, - die zusätzlichen Probleme und Herausforderungen für die Verkehrssicherheit, die ab 2004 durch den EU-Beitritt von 10 weiteren Mitgliedsländern entstehen, - das Bestreben vieler EU-Mitgliedsstaaten, ihre nationale Identität und ihre regionalen Besonderheiten auch auf dem Gebiet der Verkehrssicherheit zu bewahren, um die Akzeptanz und Effizienz von praktischen Maßnahmen zu sichern, ein Ziel, dem sich auch der "EU-Konvent zur Zukunft Europas" verschrieben hat. Diesen ebenso aktuellen wie grundsätzlichen Anforderungen entsprach das Veranstaltungsprogramm mit seinen verkehrspolitischen Eröffnungs-vorträgen und mit drei Fachsitzungen - zur Verbesserung der Fahrzeugsicherheit, - der Verbesserung der Straßensicherheit und - zur Verbesserung des Verhaltens von Verkehrsteilnehmern. Eine Podiumsdiskussion "Zur Harmonisierung von Verkehrsüberwachung und Sanktionen" schloss die Veranstaltung ab.