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Data concerning accidents involving personal injury which have been collected in the context of in-depth investigations on scene in the Hannover area since 1973 and in the Dresden area since 1999 represent an important basis for empirical traffic safety research. At national and international level various analyses and comparisons are carried out on the basis of "in-depth data" from the above mentioned investigations. In-depth data play a decisive role e.g. within the validation of EuroNCAP results on secondary safety (crashworthiness) of individual passenger car models. Thus, statistically sound methods of data analysis and population parameter estimation are of high importance. Since the 1st of August 1984 the "in-depth investigations on scene" in the Hannover area have been carried out according to a sampling plan developed by HAUTZINGER in the context of a research project on behalf of BASt. In the meantime a second region of in-depth investigation on scene was added with surveys in Dresden and the surrounding area. Internationally, the acronym GIDAS (German In-Depth Accident Study) is commonly used for the two above mentioned surveys. The objective of a current research project (topic of this contribution) is, among other things, to examine and adjust the previous weighting and expansion method for the two regional accident investigations to the current general conditions.
Empirical vehicle crashworthiness studies are usually based on national or in-depth traffic accident surveys: Data on accident-involved cars/drivers are analysed in order to quantify the chance of driver injury and to assess certain risk factors like car make and model. As the cars/drivers involved in the same accident form a "cluster", where the size of the cluster equals the number of accident-involved parties, traffic accident survey data are typical multi-level data with accidents as first-level or primary and cars/drivers as secondlevel or secondary units (car occupants in general are to be considered as third level units). Consequently, appropriate statistical multi-level models are to be used for driver injury risk estimation purposes as these models properly account for the cluster structure of traffic accident survey data. In recent years various types of regression models for clustered data have been developed in the statistical sciences. This paper presents multi-level statistical models, which are generally applicable for vehicle crashworthiness assessment in the sense that data on single and multiple car crashes can be analysed simultaneously. As a special case of multi-level modelling driver injury risk estimation based on paired-by-collision car/driver data is considered. It is demonstrated that assessment results may be seriously biased, if the cluster structure inherent in traffic accident survey data is erroneously ignored in the data analysis stage.
Die vorliegende Untersuchung gibt einen zusammenfassenden Überblick über die Leistungen des öffentlichen Rettungsdienstes in der Bundesrepublik Deutschland im Zeitraum 2004/05. Die wesentlichsten Ergebnisse des Forschungsprojektes sind: Bundesweit werden im öffentlichen Rettungsdienst im Zeitraum 2004/05 jährlich rund 10,2 Mio. Einsätze mit insgesamt 12,1 Mio. Einsatzfahrten durchgeführt. Die Einsatzrate beträgt rund 123 Einsätze pro 1.000 Einwohner und Jahr. An einem mittleren Werktag gehen bundesweit rund 30.900 Hilfeersuchen in den Rettungsleitstellen ein. Am Wochenende sinkt die Zahl der eingehenden Hilfeersuchen auf rund 21.600 an einem mittleren Samstag und auf rund 18.900 an einem mittleren Sonntag. 46 % des Einsatzaufkommens werden vom Leitstellenpersonal als Notfall eingestuft, 56 % entfallen auf die Kategorie Krankentransport. Praktisch die Hälfte aller Notfalleinsätze werden unter Hinzunahme eines Notarztes durchgeführt (Notarzteinsatz). Zwei Drittel der Notfälle zu Verkehrsunfällen (41 %) werden von einem Notarzt bedient. Rund 85 % des Notarzteinsatzaufkommens werden im Rendezvous-System und 15 % im Stationssystem bedient. Damit besteht auch im Zeitraum 2004/05 eine deutliche Dominanz des Rendezvous-Systems gegenüber dem Stationssystem. Rund jeder 19. Notfalleinsatz gilt einem Verkehrsunfall, was bundesweit rund 250.000 Einsätzen entspricht. Die Verteilung der übrigen Einsatzanlässe bei Notfällen mit und ohne Notarztbeteiligung beträgt: Internistischer Notfall 44 %, Sonstiger Notfall (z. B. Verbrechen, Suizid, dringende Blut- und Organtransporte) 37 %, Sonstiger Unfall (z.B. Haus-, Schul- und Sportunfall) 12 % und Arbeitsunfall 1 %. Die Verteilung der Rettungsmitteltypen am bundesweiten Einsatzfahrtaufkommen im Zeitraum 2004/05 beträgt: RTW 51 %, KTW 30 %, NEF 7 %, NAW 1 % und RTH/ITH unter 1 %. Beim Einsatzfahrtaufkommen werden rund die Hälfte der Einsatzfahrten mit Sonderrechten auf Anfahrt durchgeführt. Dies entspricht bundesweit jährlich 5,7 Mio. Einsatzfahrten unter Sonderrechten auf Anfahrt. Das Einsatzfahrtaufkommen weist im Bundesgebiet 2004/05 einen Fehlfahrtanteil von 8 % auf. Bundesweit sind dies jährlich über 996.000 Fehlfahrten. Mit zunehmender Einsatzdringlichkeit steigt der Fehlfahrtanteil. Für das Notfallaufkommen sind bundesweit rund 723.000 Fehlfahrten zu erwarten, für das KTP-Aufkommen rund 278.000. Die Dispositions- und Alarmierungszeit bei Einsatzfahrten mit Sonderrechten auf Anfahrt beträgt im Mittel 1,5 Minuten. Bei Einsatzfahrten ohne Sonderrechte auf Anfahrt beträgt die Dispositions- und Alarmierungszeit im Mittel 12,4 Minuten. Bei Einsätzen mit Sonderrechten auf Anfahrt errechnet sich nach dem zuerst eingetroffenen Rettungsmittel am Einsatzort eine mittlere Hilfsfrist von 8,1 Minuten, wobei 95 % der Notfälle innerhalb von 16,4 Minuten mit einem Rettungsmittel bedient werden. Die mittlere Hilfsfrist zu Verkehrsunfällen beträgt an Straßen innerorts am Tag 7,4 Minuten und in der Nacht 8,5 Minuten, an Straßen außerorts am Tag 8,6 Minuten und in der Nacht 10,9 Minuten. Die Unterscheidung der Einsatzzeit nach Notfällen und Krankentransporten unter zwei Stunden ergibt eine mittlere Einsatzzeit von 49 Minuten für Einsatzfahrten mit Sonderrechten auf Anfahrt und 52 Minuten für Einsatzfahrten ohne Sonderrechte auf Anfahrt. Die Transportzeit bei Einsatzfahrten mit Sonderrechten auf Anfahrt beträgt im Mittel 12,3 Minuten. Bei Einsatzfahrten ohne Sonderrechte auf Anfahrt liegt die Transportzeit im Mittel bei 15,9 Minuten. Die Verweilzeit am Transportziel/Wiederherstellungszeit bei Einsatzfahrten mit Sonderrechten auf Anfahrt beträgt im Mittel 18,3 Minuten, während bei Einsatzfahrten ohne Sonderrechte auf Anfahrt der Vergleichswert im Mittel bei 15,0 Minuten liegt.
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).
Seit dem 1. Januar 1999 werden in Deutschland im Zentralen Fahrerlaubnisregister (ZFER) sämtliche erteilten Fahrerlaubnisse gespeichert. Informationen zum Fahrerlaubnisbestand bietet das ZFER aber nur begrenzt, denn der Wegfall von Fahrerlaubnissen durch Tod oder Wanderung kann nicht abgebildet werden. Außerdem fehlt ein Großteil der Alt-Fahrerlaubnisse. Aufgabe des Projektes war es daher, ein Verfahren zur jährlichen Fortschreibung einer Statistik zum Fahrerlaubnisbesitz für Deutschland zu entwickeln und für die Jahre 2002, 2003 und 2004 zu implementieren. Betrachtet werden neun nach Fahrzeugkategorien zusammengefasste Klassen (B/BE, C1/C1E,C/CE, D1/D1E/D/DE, A/A1 M, L, S (erst ab Fortschreibungsjahr 2005) und T. Der Anfangsbestand jeder Klasse für das Jahr 2002 wurde auf Basis der Ergebnisse empirischer Erhebungen und Informationen aus dem ZFER und unter Berücksichtigung geltender Übergangregelungen für Alt-Fahrerlaubnisse bestimmt. Die jährliche Fortschreibung in jeder Klasse geschieht in einem nach Geschlecht und Altersjahren differenzierten Bevölkerungskohortenmodell. Sie folgt dem konzeptionellen Grundgedanken, dass der Bestand zum Ende eines Jahres sich aus dem Bestand zum Ende des Vorjahres zuzüglich der Zugänge (Neuerteilungen, Zuwanderungen) und abzüglich der Abgänge (Todesfälle, Fortzüge) ergibt. In Abhängigkeit von den Regelungen jeder Fahrerlaubnisklasse (zum Beispiel Befristung der Geltungsdauer, Bestandsschutz für Alt-Fahrerlaubnisse) wurde die Konzeption entsprechend differenziert und angepasst. Das Ergebnis ist eine nach Alter, Geschlecht und Fahrerlaubnisklassen differenzierte Statistik, die die Zahl der Berechtigungen zum Führen eines Fahrzeugs ausweist, unabhängig davon in welchem Umfang von diesen Berechtigungen Gebrauch gemacht wird. Der vorliegende Bericht ist eine gekürzte Fassung des Forschungsberichtes. Während in letzterem die einzelnen Schritte der Erstellung der Fahrerlaubnisstatistik ausführlich und nachvollziehbar dargestellt sind, ist das Ziel des vorliegenden Berichtes eine ergebnisorientierte Darstellung der Fahrerlaubnisstatistik und ihrer Komponenten. Der ausführliche Bericht einschließlich eines gesonderten Tabellenanhangs liegen bei der Bundesanstalt für Straßenwesen vor.
The incidence and treatment of sternal fractures among traffic accidents are of increasing importance to ensure best possible outcomes. Analysis of technical indicators of the collision, preclinical and clinical data of patients with sterna fractures from 1985-2004 among 42,055 injured patients were assessed by an Accident Research Unit. Two time groups were categorized: 1985-1994 (A) vs. 1995-2004 (B). 267/42,055 patients (0.64%) suffered a sterna fracture. Regarding the vehicle type, the majority occurred after car accidents in 0.81% (251/31,183 pts), followed by 0.19% (5/2,633pts) driving motorbike, and 0.11% (4/3,258pts) driving a truck. 91% wore a safety belt. Only 13% of all passengers suffering a sternal fracture had an airbag on board (33/255 car/trucks), with an airbag malfunction in 18%. The steering column was deformed in 39%, the steering wheel in 36%. Cars in the recent years were significantly older (7.67-±5 years (B) vs. 5.88-±5 years (A), p=0.003). Cervical spine injuries are frequent (23% vs. 22%), followed by multiple rib fractures (14% vs. 12%) and lung injuries (12% vs. 11%). We found 9/146 (6%) and 3/121 patients (3%) with heart contusion among the 267 sternal fractures. MAIS was 2.56-±1.3 vs. 2.62-±1.3 (A vs. B, p=0.349). 18% of patients were polytraumatized, with 11.2% dying at the scene, 2.3% in the hospital. Sternal fractures occur most often in old cars to seat-belted drivers often without any airbag. Severe multiple rib fractures and lung contusion are concomitant injuries in more than 10% each indicating the severity of the crash. Over a twentyyear period, the injury severity encountered was not different with 18% polytrauma patients suffering sternal fractures.
Bicyclists are minimally or unprotected road users. Their vulnerability results in a high injury risk despite their relatively low own speed. However, the actual injury situation of bicyclists has not been investigated very well so far. The purpose of this study was to analyze the actual injury situation of bicyclists in Germany to create a basis for effective preventive measures. Technical and medical data were prospectively collected shortly after the accident at the accident scenes and medical institutions providing care for the injured. Data of injured bicyclists from 1985 to 2003 were analyzed for the following parameters: collision opponent, collision type, collision speed (km/h), Abbreviated Injury Scale (AIS), Maximum AIS (MAIS), incidence of polytrauma (Injury Severity Score >16), incidence of death (death before end of first hospital stay). 4,264 injured bicyclists were included. 55% were male and 45% female. The age was grouped to preschool age in 0.9%, 6 to 12 years in 10.8%, 13 to 17 years in 10.4%, 18 to 64 years in 64.7%, and over 64 years in 13.2%. The MAIS was 1 in 78.8%, 2 in 17.0%, 3 in 3.0%, 4 in 0.6%, 5 in 0.4%, and 6 in 0.2%. The incidence of polytrauma was 0.9%, and the incidence of death was 0.5%. The incidence of injuries to different body regions was as follows: head, 47.8%; neck, 5.2%, thorax, 21%; upper extremities, 46.3%; abdomen, 5.8%; pelvis, 11.5%, lower extremities, 62.1%. The accident location was urban in 95.2%, and rural in 4.8%. The accidents happened during daylight in 82.4%, during night in 12.2%, and during dawn/dusk in 5.3%. The road situation was as follows: straight, 27.3%; bend, 3.0%; junction, 32.0%; crossing, 26.4%; gate, 5.9%; others, 5.4%. The collision opponents were cars in 65.8%, trucks in 7.2%, bicycles in 7.4%, standing objects in 8.8%, multiple objects in 4.3%, and others in 6.5%. The collision speed was grouped <31 in 77.9%, 31-50 in 4.9%, 51-70 in 3.7%, and >70 in 1.5%. The helmet use rate was 1.5%. 68% of the registered head injuries were located in the effective helmet protection area. In bicyclists, head and extremities are at high risk for injuries. The helmet use rate is unsatisfactorily low. Remarkably, two thirds of the head injuries could have been prevented by helmets. Accidents are concentrated to crossings, junctions and gates. A significant lower mean injury severity was observed in victims using separate bicycle lanes. These results do strongly support the extension or addition of bicycle lanes and their consequent use. However, the lanes are frequently interrupted at crossings and junctions. This emphasizes also the important endangering of bicyclists coming from crossings, junctions and gates, i.e. all situations in which contact of bicyclists to motorized vehicles is possible. Redesigning junctions and bicycle traffic lanes to minimize the possibility of this dangerous contact would be preventive measures. A more consequent helmet use and use and an extension of bicycle paths for a better separation of bicyclists and motorized vehicle would be simple but very effective preventive measures.
Internationally, the need is expressed for harmonized traffic accident data collection (PSN, PENDANT, etc.). Together with this effort of harmonization, traffic accident investigation moves more and more in the direction of accident causation. As current methods only partly address these needs, a new method was set up. The main characteristics of this method are: • Accident/injury causation (associated) factors can objectively be identified and quantified, by comparison with exposure information from a normal population. • All relevant accident and exposure data can be included: human-, vehicle-, and environmental related data for the pre-crash, crash and postcrash situation (the so-called Haddon matrix). The level of detail can be chosen depending on interest and/or budget, which makes the method very flexible. In this paper the accident collection and control group method are presented, including some of the achieved results from a pilot study on 30 truck accidents and 30 control locations. The data were analyzed by using cross-tabulations and classification-tree analysis. The method proved useful for the identification of statistically significant causational aspects.
In recent years special attention has been paid to reducing the number of fatalities resulting from road traffic accidents. The ambitious target to cut in half the number of road users who are killed each year by 2010 compared with the 2001 figures, as set out in the European White Paper "European Transport Policy for 2010: Time to Decide" implies a general approach covering all kinds of road users. Much has been achieved, e.g. in relation to the safety of car passengers and pedestrians but PTW accidents still represent a significant proportion of fatal road accidents. More than 6,000 motorcyclists die annually on European roads which amounts to 16% of the EU-15 road fatalities. The European Commission therefore launched in 2004 a Sub- Project dealing with motorcycle accidents within an Integrated Project called APROSYS (Advanced PROtection SYStems) forming part of the 6th Framework Programme. In a first step, the combined national statistical data collections of Germany, Italy, the Netherlands and Spain were analysed. Amongst other things parameters like accident location, road conditions, road alignment and injury severity have been explored. The main focus of the analysis was on serious and fatal motorcycle accidents and the results showed similar trends in all four countries. From these results 7 accident scenarios were selected for further investigation via such in-depth databases as the DEKRA database, the GIDAS 2002 database, the COST 327 database and the Dutch element of the MAIDS database. Three tasks, namely the study of PTW collisions with passenger cars, PTW accidents involving road infrastructure features, and motorcyclist protective devices have been assessed and these will concentrate inter alia on accident causes, rider kinematics and injury patterns. A detailed literature review together with the findings of the in-depths database analysis is presented in the paper. Conclusions are drawn and the further stages of the project are highlighted.
Since the compulsory use of child restraints for children up to 5 years of age was introduced in 2000, restraint use among younger children has increased significantly. However, the observed rate of child restraint use plateaus at around 50%, and apparently little spillover effect has been found for older children who are not covered by the law. This report examines the restraint use patterns for children who were injured in cars in relation to driver and child passenger characteristics. Univariate and multivariate analyses were conducted to describe the association between the outcome measure (the proper use of restraints for children) and relevant variables. Better ways for parents and caregivers to improve the use of restraints for children are also discussed.