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The changed focus in vehicle safety technology from secondary to primary safety systems need to evolve new methods to investigate accidents, high critical, critical and normal driving situations. Current Naturalistic Driving Studies mostly use vehicles that are highly equipped with additional measuring devices, video cameras, recording technology, and sensors. These equipped fleets are very expensive regarding the setup and administration of the study. Due to the great rarity of crashes it is additionally necessary to have a high distribution and a homogeneous distribution of subject groups. At the end all these facts are leading to a very expensive study with a manageable number of data. Smartphones are becoming more and more popular not only for younger people. Contrary to traditional mobile phones they are mostly equipped with sensors for acceleration and yaw rates, GPS modules as well as cameras in high definition resolution. Additionally they have high-performance processors that enable the execution of CPU-intensive tools directly on the phone. The wide distribution of these smartphones enables researchers to get high numbers of users for such studies. The paper shows and demonstrates a software app for smartphones that is able to record different driving situations up to crashes. Therefore all relevant parameter from the sensors, camera and GPS device are saved for a given duration if the event was triggered. The complete configuration is independently adjustable to the relevant driver and all events were sent automatically to the research institute for a further process. Direct after the event, interviews with the driver can be done and important data regarding the event itself are documented. The presentation shows the methodology and gives a demonstration of the working progress as well as first results and examples of the current study. In the discussion the advantages of this method will be discussed and compared with the disadvantages. The paper shows an alternative method to investigate real accident and incident data. This method is thereby highly cost efficient and comparable with existing methods for benefit estimation.
The significant demographic changes are predicted for the European future. The age group over 65 years is permanently increasing and over next 30 years every fourth person will belong to this group. This development will continue so far that by 2050 in many countries will double the percentage of the population aged 65 and more. Many studies analyze the new phenomena of the ageing (graying) society during the last decade. Mobility is integrated part of the life of every citizen, even more it means for the elderly people. The adequate mobility is the precondition for their active life and for their social communication that contribute to their health and functional capacity and their autonomy and independency. The active seniors demand less public support. The mobility of the older citizens is closely linked with health and societal problems and creates an important public challenge. On the other side the participation of seniors in transport due to their limited physical and mental possibilities means for them an increased risk to be injured or killed. The main mobility spaces are roads that can be used not only as a traveler in a vehicle (driver or passenger) but also as a pedestrian or cyclist or even as a motorcyclist. The road traffic is then an opportunity and danger in the same time. The accident analyzes show specific risk features of seniors that are different compared with other age groups. First of all the older road users (65 and more) are facing to the higher risk (number of killed divided by the population size) to be killed in a road accident compared with the group of younger road users (0 - 64). More significant difference can be observed when comparing the road user groups. The fatality percentage of the older pedestrians is 2,5 times higher compared with the group 25 " 64. Similar frequency show the cyclist fatalities. On the other side the vehicle passengers in the younger group have more or less two time higher percentage compared to seniors and in the group of motorcyclists even achieved in 2008 almost five times higher compared with the older group. The share of the old road users fatalities (around 19%) didn"t practically change during the last 10 years in the European average. But comparing the gender involvement (2006) there is an interesting difference " female fatalities make 30, 2%, male fatalities 15, 3% of all fatalities in their groups. The risk of the senior users is more connected with their physical and mental limits than with their risk behavior. According to the Czech statistics (2007) the vehicle drivers over 65 years cause only 3, 6% of all accidents. The solution of the problem is to minimize the risk and to create a safe environment for the elderly people using the roads. In order to achieve this goal a deep knowledge of risk and of accident circumstances, full understanding of the behavior of the seniors and their limitations and accommodating approach of the whole society is necessary. Road risk of the ageing society has to be considered as a part of the health and social policy. These can build a creditable basis for the implementation of the measures that secure safe moving of seniors on the roads.
Various kinds of demerit point systems have been developed and implemented in European countries, aimed at tackling repeat offences in road transport by acting as a deterrent and providing sanctioning. The impact of a demerit point system on the number of crashes is often reported to be significant, but temporary. The objective of the EU BestPoint project was to establish a set of recommended practices that would result in a more effective and sustainable contribution of demerit point systems to road safety. A high actual chance of losing the licence and a high perceived chance of losing the licence are basic prerequisites for the effective operation of demerit point systems. For measures applied within the context of a demerit point system, a four-step-approach is recommended: warning letter, driver improvement course, licence withdrawal, rehabilitation course. Further recommendations concern issues like points and offences, e.g. which offences should lead to points, target groups, and the administration of demerit point systems. The final result of the EU BestPoint project is a handbook (van Schagen & Machata, 2012) which provides a concise overview of all recommended practices. The presentation/paper outlines how sustainable safety improvements can be achieved if national demerit point systems are implemented and maintained according to the recommended practices. In addition, potential further steps towards an EU-wide demerit point system (cross-border exchange on points and/or offences) are presented.
The main focus of the benefit estimation of advanced safety systems with a warning interface by simulation is on the driver. The driver is the only link between the algorithm of the safety system and the vehicle, which makes the setup of a driver model for such simulations very important. This paper describes an approach for the use of a statistical driver model in simulation. It also gives an outlook on further work on this topic. The build-up process of the model suffices with a distribution of reaction times and a distribution of reaction intensities. Both were combined in different scenarios for every driver. Each scenario has then a specific probability to occur. To use the statistical driver model, every accident scene has to be simulated with each driver scenario (combinations of reaction times and intensities). The results of the simulations are then combined regarding the probabilities to occur, which leads to an overall estimated benefit of the specific system. The model works with one or more equipped participants and delivers a range for the benefit of advanced safety systems with warning interfaces.
Introduction: Spine injuries pose a considerable risk to life and quality of life. The total number of road deaths in developed countries has markedly decreased, e.g. in Germany from over 20000 in 1970 to less than 4000 in 2010, but little is known how this is reflected in the burden of spine fractures of motor vehicle users. In this study, we aimed to show the actual incidence of spine injuries among drivers and front passengers and elucidate possible dependencies between crash mechanisms and types of injuries.
With an ever rising human life expectancy the share of elderly people in society is constantly rising. This leads to the fact that at the same rate the share of people with age related diseases such as dementia and poor eyesight taking part in traffic will rise and therefore traffic accidents caused by this group of people due to the disease will play an ever greater role. This Situation will be among the future challenges of road safety work. At present this study displays specific characteristics of accidents caused by elderly car drivers (aged 65 or higher) based on the analysis of the German In-Depth Accident Study GIDAS. Herein almost 1000 elderly car drivers were identified as accident participants in the years 2008 to 2011. The focus of this study lies on identifying special types of accidents which are caused by elderly drivers and on characterizing these types with the information gathered on scene and by interviewing the participants. The main evidence analyzed is the knowledge about the accident locality, the trajectories of the participants as well as the reasons for the occurrence of the accidents. Furthermore personal information such as the personal condition before the accident and driving purposes is used to identify patterns of contributing circumstances for accidents caused by elderly traffic participants.
While cyclists and pedestrians are known to be at significant risk for severe injuries when exposed to road traffic accidents (RTAs) involving trucks, little is known about RTA injury risk for truck drivers. The objective of this study is to analyze the injury severity in truck drivers following RTAs. Between 1999 and 2008 the Hannover Medical School Accident Research Unit prospectively documented 43,000 RTAs involving 582 trucks. Injury severity including the abbreviated injury scale (AIS) and the maximum abbreviated injury scale (MAIS) were analyzed. Technical parameters (e.g. delta-v, direction of impact), the location of accident, and its dependency on the road type were also taken into consideration. The results show that the safety of truck drivers is assured by their vehicles, the consequence being that the risk of becoming injured is likely to be low. However, the legs especially are at high risk for severe injuries during RTAs. This probability increases in the instance of a collision with another truck. Nevertheless, in RTAs involving trucks and regular passenger vehicles, the other party is in higher risk of injury.
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.
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
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.