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To date, the Trauma Registry (TraumaRegister DGU-® contains data of approximately 100.000 severely injured patients, 65% of which suffered from a road traffic crash. Thus, it is the world's largest data base for severely injured patients. The article describes the development of the registry and explains how it was rolled out over Germany using the established structure of the German Trauma Network (TraumaNetzwerk DGU-®). In addition, this article presents three typical use cases from the fields of quality management, policy making and system-wide interventions, clinical research and injury prevention. In conclusion, the TraumaRegister DGU-® is a well-established tool for various purposes related to the control and reduction of the burden of road injury. Its ongoing expansion to other countries will support the goal of international benchmarking of hospitals and trauma systems.
Gegenstand der Untersuchung, bei dem die Blutalkoholuntersuchungsbefunde des Instituts für Rechtsmedizin der Universität Bonn aus den Jahren 1997, 1999 und 2003 retrospektiv ausgewertet wurden, war zum einen die Frage nach dem Frauenanteil und der Beteiligung von Alkoholikern an der Trunkenheitsdelinquenz im Straßenverkehr. Zum anderen sollte nachvollzogen werden, inwieweit die im Laborversuch ermittelten Konversionsfaktoren bei der Anwendung in der polizeilichen Praxis bestätigt werden können. In der wissenschaftlichen Diskussion der pharmakokinetischen Grundlagen wurden nach Trinkversuchen unter Laborbedingungen Zweifel an einer ausreichend gesicherten Korrelation zwischen Atem- und Blutalkoholkonzentration geäussert. Die Auswertung von 1.889 Datensätzen mit dem Ziel der Analyse der Zusammenhänge zwischen Blut- und Atemalkoholkonzentration in der Praxis ergab im Vergleich zu einer früheren Studie, dass die Resultate innerhalb enger Grenzen übereinstimmen und sie die Verhältnisse im tatsächlichen polizeilichen Einsatz abbilden. Bei der Geschlechterverteilung ergab sich ein Frauenanteil von 9 Prozent, bei mindestens 7 Prozent der Teilnehmer ist eine Alkoholproblematik zu vermuten.
In der Vergangenheit stiegen die Verkehrsbelastung und der Anteil des Schwerverkehrs auf deutschen Straßen und Autobahnen nahezu stetig. Dies wird sich auch in der Zukunft fortsetzen. Um auch zukünftig Mobilität gewährleisten zu können, sind Bauweisen mit maximaler Nutzungsdauer und minimalen Erhaltungsaufwendungen erforderlich. In Deutschland werden Betonfahrbahndecken als unbewehrte direkt befahrene Betonfahrbahnplatten mit Querfugen in regelmäßigen Abständen gefertigt und für Nutzungsdauern von 30 Jahren konzipiert. Die Querfugen stellen dabei den schwächsten Bereich in der Konstruktion dar. Betonfahrbahndecken können auch als Durchgehend Bewehrte Betonfahrbahndecke gefertigt werden. Dabei stellt sich ein freies Rissbild mit schmalen Plattenstreifen ein. Um eine Querkraftübertragung zu sichern, wird die Rissöffnungsweite durch die Anordnung einer durchgehenden Längsbewehrung beschränkt. Die Erfahrungen zeigen, dass mit dieser Bauweise eine längere Nutzungsdauer und ein höherer Fahrkomfort erreicht werden und weniger Erhaltungsmaßnahmen erforderlich sind. Durchgehend Bewehrte Betondecken eignen sich besonders gut für eine Asphaltüberbauung, da es keine Querfugen als Störstellen gibt. Diese Komposition hat das Potenzial für eine Nutzungsdauer von 50 Jahren und erfordert geringere Kosten, wenn man den gesamten Lebenszyklus betrachtet. Um baupraktische Erfahrungen zu sammeln, wurde im Jahr 2011 auf der Bundesautobahn (BAB) A 94 bei Forstinning in Bayern eine Versuchsstrecke eingerichtet. Diese besteht aus drei Abschnitten von je etwa 4 km Länge: Durchgehend Bewehrte Betondecke mit DSH-V-Überbauung, unbewehrte Betondecke in Plattenbauweise mit DSH-V-Überbauung und unbewehrte Betondecke in Plattenbauweise mit Grinding-Oberfläche. Erste Ergebnisse bezüglich Rissbildung, Bewegungen an den Endspornen, Haftverhalten des Blacktopping und der Schallmessungen liegen vor.
Methods for analyzing the efficiency of primary safety measures based on real life accident data
(2009)
Primary safety measures are designed to help to avoid accidents or, if this is not possible, to stabilize respectively reduce the dynamics of the vehicle to such an extent that the secondary safety measures are able to act as good as possible. The efficiency of a primary safety measure is a criterion for the effectiveness, with which a system of primary safety succeeds in avoiding or mitigation the severity of accidents within its range of operation and in interactionwith driver and vehicle. Based on Daimler-´s philosophy of the "Real Life Safety" the reflection of the real world accidents in the systems range of operation is both starting point as well as benchmark for its optimization. This paper deals with the methodology to perform assessments of statistical representative efficiency of primary safety measures. To be able to carry out an investigation concerning the efficiency of a primary safety measure in a transparent and comparable way basic definitions and systematics were introduced. Based on these definitions different systematic methods for estimating efficiency were discussed and related to each other. The paper is completed by presenting an example for estimating the efficiency of actual "single" and "multi" connected primary safety systems.
Relevant accident related factors : risk and frequencies of contributing to road traffic accidents
(2009)
In the course of the European Project TRACE (Traffic Accident Causation in Europe) an attempt was made to analyse the cause of road traffic accidents from a factors' point of view. By literature review the most important independent risk factors for traffic accidents were identified to be speed, alcohol intake, male gender, young age, cell phone use, and fatigue. However, the impact of an accident related factor also depends on its prevalence in traffic and accidents, respectively. Available to the Partners in the TRACE Project were different accident databases. Causally contributing factors found by accident investigations that are most often coded in accident databases are connected to unadapted speed and inattention. Taking into account the risk increase and the frequency of contribution to accidents the conclusion can be drawn that the most relevant factors for accident causation are: "alcohol", "speed", and "inattention and distraction".
Females sustain Cervical Spine Distortion injury (CSD) more often than males. Most work dealing with the biomechanics background (e.g. injury mechanism/criteria) as well as the application in seat design/testing, focuses on the occupant model of an average male. Therefore the EU-Project ADSEAT (Adaptive Seat to Reduce Neck Injuries for Female and Male Occupants) is aimed at adding a female model for gender balanced research of CSD and improving seat design. An extensive literature review, searching for risk factors and injury criteria for males and females, was accompanied by the evaluation of different databases containing CSD cases. The database evaluations suggests that an anthropometry quite close to the 50%ile female anthropometry as known from crash test dummy design is appropriate. The results presented here form the basis for the future development of a computational female model and the improvement of seat design for better protection of both males and females in the frame of the ADSEAT-Project.
In the course of the EUROPEAN PROJECT TRACE all fatally injured pedestrians autopsied at the Institute for Legal Medicine in Munich in 2004 had been analysed by using the "Human Functional Failure (HFF) analysis" method. It was possible to apply this method although some restrictions have to be taken into account. The results derived from this analysis comprise first the failures the pedestrians (most often "impairment of sensorimotor and cognitive abilities") and the opponents (most often " Non-detection in visibility constraints conditions") faced in the accident, second the conflicts and tasks (pedestrian crossing the street conflicting with a vehicle from the side (which was going ahead on a straight road), the degree of accident involvement (pedestrians often the primary active part), and further the contributing factors to the accident (pedestrians most often "alcohol (> 0.05% BAC)", opponents most often "visibility constraints").
The Netherlands is on the way to change its existing skid resistance measuring method for its highway network from the Dutch RAW 72, a longitudinal force method, to the Sideway Force method. This method is described in the Technical Specification 15901-8 (SKM device) as well as 15901-6 (SCRIM device) and is in use in 9 European countries. The CEN TC 227 WG5 on Surface Characteristics is currently working on combining of these two technical Specifications into a European standard for Sideway-Force (SWF) measurement devices. The idea of this change in the Netherlands was perceived in 2013 and since then a lot of meetings have been held with the different Dutch decision makers as well as with countries which currently operate SWF devices. There was an intensive exchange of knowledge about these devices and their corresponding quality assurance systems, because the Netherlands wanted to incorporate and rely on an existing system of a neighbor country without losing their present level of quality. The Netherlands has therefore decided to incorporate the German SKM approach. The network monitoring with the new system will start in 2017. To ensure the quality of skid resistance measurements and further cooperation in this field, it has been decided to initiate an alliance between BASt and the Dutch road owner Rijkswaterstaat (RWS). This alliance will facilitate an exchange of research activities, calibration of the Dutch systems according to the existing German Standard as well as control measurements with a BASt-device on the Dutch network during the network monitoring. During 2016 also comparative measurements will be performed on a network level with the current Dutch device and with an SKM device to determine a conversion between the two and to be able to define new threshold values.
Seilverspannte Brücken
(2008)
Der Beitrag behandelt den Entwurf, Besonderheiten der Berechnung und die Bemessung der beiden wichtigsten Bauarten seilverspannter Brücken, der echten Hängebrücke und der Schrägseilbrücke. Bei den Hängebrücken wird zunächst eingegangen auf die geschichtliche Entwicklung, die geprägt ist durch die im Zuge der Verbesserung des Stahls zunehmende Drahtfestigkeit. Anschliessend geht der Bericht ein auf: statisches System, Arten des Ueberbaus, Ausführung der Pylone, Kabel, Hänger und Widerlager. Analog zu den Hängebrücken ist der Beitrag bei den Schrägseilbrücken aufgebaut: geschichtliche Entwicklung, Haupttragwerke, Ueberbau, Pylone und Schrägseile. Hinsichtlich der Besonderheiten der Berechnung werden angesprochen: Anwendung der Theorie II. Ordnung und Betriebsfestigkeitsbeanspruchung. Erläutert wird auch die Montage sowohl der Hängebrücke als auch der Schrägseilbrücke in Wort und Bild.
Cyclists are more likely to be injured in fatal crashes than motorised vehicles. To gain detailed and precise behavioural data of road users, i.e. trajectories, a measuring campaign was conducted. Therefore, a black-spot for accidents with cyclists in Berlin, Germany was selected. The traffic has been detected by a fully automated traffic video analysis system continuously for twelve hours. The video surveillance system is capable of automatically extracting trajectories, classifying road user types and precise determining and positioning of conflicts and accidents. Additionally, pre-conflict and pre-accident situations could be analysed to provide further in-depth understanding of accident causation. The evaluation of the measuring campaign comprised the investigation of traffic parameters, e.g. traffic flow, as well as traffic-safety related parameters based on Surrogate Safety Measures (SSM). Furthermore, the spatial and temporal distributions of conflicts involving cyclists were determined. As a result, three possible conflict clusters could be identified, of which one cluster could be confirmed by detailed video analysis, showing conflicts caused by right turning vehicles.