Sonstige
Filtern
Dokumenttyp
- Konferenzveröffentlichung (56) (entfernen)
Schlagworte
- Tödlicher Unfall (56) (entfernen)
Institut
Portugal has the highest rate of road fatalities in Europe (2002 and for Eur-15 - CARE database). For this highest rate, the accidents involving pedestrians and motorcycle occupants have a higher contribution than the European average. In the last years, especially accidents involving motorcycles have been investigated and currently two different projects are being carried out, one related with motorcycles accidents and the other with pedestrian accidents. In these projects, countermeasures among others to reduce the fatalities between these two types of road users are being studied. These accidents are investigated with the commercial accident reconstruction software PCCRASH but also new methodologies based on multibody dynamics are in development in order to more accurately study these two types of accidents. In this paper, the methodologies in use for accident reconstruction and new methodologies in development are presented. Speeding his found to be one of the major causes of road fatalities for pedestrians and motorcycle occupants. In the case of motorcycle accidents, these involve mainly young drivers. Aspects as social behavior are also important to understand the causes of some of these accidents. Some examples of accidents occurring in Portugal, involving especially motorcycles and pedestrians are presented and discussed.
One of the major problems of road safety in Europe is the powered two wheelers accidents. One of the European countries with one of the highest rates is Portugal where in 2006, mopeds and motorcycles fatalities represented 27% of all road users deaths. In this work, a deep analysis and overview of the current state of mopeds and motorcycles accidents for the 2004-2006 period is presented. Within this period 830 PTW occupants die, 2958 have been severely injured and 25000 suffer slight injuries. A detailed analysis of the conditions of these accidents has been carried out, using the data of the national accident database. This analysis provides global information, about geographic environmental conditions, driver- characteristics among others. From this data detailed information is obtained allowing to know when, where and who. In order to answer the question why more a widely collection of data has been collect for 70 accidents. The data has been collected using OECD methodology. For these accidents a detailed reconstruction has been carried out, what is especially important for fatal accidents where for instance speed in an important factor. From these collection and analysis of data a wider overview of facts and measures are extracted. Among them, some are emphasized such as that the quality and non-use of helmets plays an important role in severe and fatal accidents especially for accidents involving moped vehicles, or speed is the most important factor in fatal accidents involving motorcycles. Concerning motorcycle accident reconstruction, different tools can be used depending of the accident scenario and complexity. For simple cases, with specific characteristics, analytical formulation based in vehicle crash dynamics can be use in order to determine the impact speed of the vehicles impact, analysing the skid marks, deformations, victims rest position and considering parameters (EES, vehicle deceleration, etc). Aspects such as the energy absorption capability of motorcycles are also discussed. In the general cases the accident reconstruction software Pc-Crash has been used for the reconstruction of the accident. In very complex cases, has for instance the impact between motorcyclist and barriers, Madymo software is used especially to determine speed from injuries. An example of the impact of a motorcyclist and a motorcyclist-friendly barrier is present to illustrate the benefits and limitations of such systems.
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.
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.
Pedestrians represent about 20% of the overall fatalities in Europe- road traffic accidents. In this paper a methodology is proposed to understand why the numbers are so high, especially in the south of Europe and particularly in Portugal, . First a detailed statistical analysis using Ordinal Logistic Regression model (OLR) was applied to the gathered data from all Portuguese accidents with victims in the period 2010-2012. In a second stage accident reconstruction computational techniques using pedestrian biomechanical models are used to evaluate the accident conditions that lead to the injuries, such as the speed and the impact location. For biomechanical injury criterions, the AIS (Abbreviated Injury Scale), the HIC (Head Injury Criterion) and other injury criterions based on the resulting accelerations in the pedestrian's body are used. The statistical model reported that there were several predictors that significantly influenced the pedestrian injury severity in the event of a road accident, such as Pedestrian's age, Pedestrian's gender, Vehicle Design/Category or Driver's gender. The use of injury scales and biomechanical criterions in in-depth investigation of road accidents, such as AIS, can significantly improve the quality of the reconstruction process.
Interdisciplinary accident research and research projects of AARU Audi Accident Research Unit
(2017)
AARU (Audi Accident Research Unit) is an interdisciplinary research project of the University Hospital Regensburg in cooperation with AUDI AG. Specific objective is to comprehend the respective accident scenario and retrieve generally applicable findings as to technical, medical and psychological processes. In order to prevent traffic accidents and to alleviate vehicle accident consequences, postulates of general traffic safety, human-machine interaction, technical design and function of new vehicles and occupant as well as third party protection shall be inferred from these findings. Specifically, each accident with new Audi, Lamborghini and Ducati vehicles involved is analyzed interdisciplinary, discussed in a case meeting and anonymously documented with more than 2,000 parameters. The database is continually used for solving safety relevant issues. Parallel to accident analysis, research projects are performed in the fields medicine, psychology and engineering in order to gain comprehensive insight and identify potential additional areas of activity of accident research.
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.
An increased use of bicycles comes along with an increased number of bicycle accidents. Bicycle accidents are more frequent than recorded by the police. To evaluate the real number of bicycle accidents during 12 months in Münster, Germany, injuries were collected by the Police and in each emergency unit anonymously. 2,153 patients had to be treated in a hospital, nearly triple the number of accidents that were registered by the police. Beside fractures of the upper extremities with major surgery, traumatic brain injuries were the leading cause for hospital admission. Bicycle helmet use can reduce traumatic brain injuries and the related number of deaths and hospital admissions. Laws on bicycle helmet might decrease the use of bicycles and therefore the reduction of positive health benefits. Other methods of accident prevention may lead to positive effects as helmet legislation as well, while having no reduction in bicycle use.
In the context of this study, different data sources for accident research were examined regarding their possible data access and evaluated concerning the individual quality and extent of the data. Analyses of accidents require detailed and comprehensive information in particular concerning vehicle damages, injury patterns and descriptions of the accident sequence. The police documentation supplies the basic accident statistics and is amended in the context of the forensic treatment by further information, e.g. by medical and technical appraisals and witness questionings. As a new approach to the data acquisition for the analysis of fatal traffic accidents, the information was made usable which was collected by the police and by the investigations of the public prosecutor. The best strategy for obtaining reliable, extensive and complete data consists of combining the information from these two sources: the very complete, but elementary statistic data of the Niedersächsisches Landesamt für Statistik (Lower Saxony State Authority of Statistics), based on the police documentation as well as the very extensive accident information resulting from the investigation documentation of the public prosecutor after conclusion of the procedure, the so-called Court Records. Of all 715 fatal traffic accidents, which happened in the year 2003 in the German State of Lower Saxony, 238 cases were selected by means of a statistically coincidental selective procedure based on a statistically representative manner (every third accident). These cases cover the investigation documents of the 11 responsible public prosecutor- offices, which were requested and evaluated while preserving the data security. Of the 238 cases 202 cases were available, which were individually coded and stored in a data base using 160 variables. Thus a data base of a sample of representative data for fatal accidents in Lower Saxony was set up. The data base contains extensive information concerning general accident data (35 variables), concerning road and road surface data (30 variables), concerning vehicle-specific data (68 variables) as well as concerning personal and injury data (27 variables).
Die europäischen Länder, die ein Programm zur Erhöhung der Verkehrssicherheit eingeführt haben, weisen in der Regel einen gesteigerten Rückgang an Getöteten und Verletzten auf. Im Vordergrund dieser Programme stehen neben der Reduktion der Unfälle die Umsetzbarkeit, die Finanzierbarkeit, die politische und soziale Akzeptanz sowie die Kosteneffizienz. Im Anschluss an die Erörterung der Merkmale einer erfolgreichen Verkehrssicherheitsarbeit werden zunächst beispielhaft die Planziele der Programme in Finnland (im Jahr 2010 weniger als 250 Getötete) und in Österreich (Reduktion der Getöteten um 50 % und eine Verminderung der Unfälle mit Personenschaden um 20 % bis 2010) vorgestellt. Die bisherige Entwicklung der Unfallzahlen wird auf je einer Grafik veranschaulicht. Anschließend werden das Hauptziel der Europäischen Kommission, die Halbierung der Zahl der Verkehrstoten 2001 bis 2010, sowie die Entwicklung der Zahlen von 1990 bis 2005 beziehungsweise 2010 (Zielvorgabe) dargestellt. Eine weitere vergleichende Grafik gibt die Zahl der Verkehrstoten in den Jahren 1995 und 2004 in allen Ländern der Europäischen Union (EU) wieder. Schließlich werden noch verschiedene Bemühungen der World Health Organisation (WHO) erwähnt.