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Assessment of the effectiveness of Intersection Assistance Systems at urban and rural accident sites
(2015)
An Intersection Collision Avoidance System is a promising safety system for accident avoidance or injury mitigation at junctions. However, there is still a lack of evidence of the effectiveness, due to the missing real accident data concerning Advanced Driver Assistance Systems. The objective of this study is the assessment of the effectiveness of an Intersection Collision Avoidance System based on real accidents. The method used is called virtual pre-crash simulation. Accidents at junctions were reconstructed by using the numerical simulation software PC-Crashâ„¢. This first simulation is called the baseline simulation. In a second step the vehicles of these accidents were equipped with an Intersection Collision Avoidance System and simulated again. The second simulation is called the system simulation. In the system simulation two different sensors and four different intervention strategies were used, based on a time-to-collision approach. The effectiveness of Intersection Collision Avoidance System has been evaluated by using an assessment function. On average 9% of the reviewed junction accidents could have been avoided within the system simulations. The other simulation results clearly showed a change in the principal direction of force, delta-v and reduction of the injury severity.
Analysis of pedestrian leg contacts and distribution of contact points across the vehicle front
(2015)
Determining the risk to pedestrians that are impacted by areas of the front bumper not currently regulated in type-approval testing requires an understanding of the target population and the injury risk posed by the edges of the bumper. National statistics show that approximately 10% of all accident casualties are pedestrians, with 20% to 30% of these pedestrian casualties being killed or seriously injured. However, the contact position across the front of the bumper is not recorded in national statistics and so in-depth accident databases (OTS, UK and GIDAS, Germany) were used to examine injury risk in greater detail. The results showed that some injury types and severities of injuries appear to peak around the bumper edges. Although there are sometimes inconsistencies in the data, generally there is no evidence to suggest that the edges of the bumper are less likely to be contacted or cause injury.
Many safety-relevant tasks in control or diagnostics require binary choices such as "conflict versus separation" in air traffic control, "normal versus pathological" when interpreting x-ray pictures, or "permitted versus forbidden" when inspecting airport security scans. Deciders often are uncertain, but nevertheless required to decide between two alternatives, that is, they have not only to decide upon an action, but also about the admissible level of uncertainty. If the accepted level of judgment certainty is not taken into account, the sequence of decisions does not capture the full picture of the underlying decision process. Differences in judgment certainty are relevant, because they reflect not only the adequacy of the human-machine interface that is evaluated, but also the differences in expertise of the decider and the requirements of the actual situation or task. Therefore, capturing both judgment certainty and discrimination performance is essential. A comparison of different human-machine-interfaces (for air traffic control) is used to illustrate a methodological approach, which allows for integrated analyses of decision processes based on receiver-operator-characteristics and practical guidelines for the evaluation of human-machine-interfaces for safety-relevant operation procedures are provided.
Mit Fokus auf Nordrhein-Westfalen (NRW) wird das urbane NO2-Problem umrissen. Um die Jahresgrenzwerte einzuhalten, sind beispielsweise in allen Straßenschluchten in NRW Reduktionen nötig. Die Europäische Kommission hat gegen mehrere Mitgliedsstaaten, darunter Deutschland, Vertragsverletzungsverfahren wegen der Überschreitung von NO2-Grenzwerten eröffnet. Dargestellt werden die Langzeittrends bezüglich der gemessenen Abnahme bei der Stickoxidbelastung. Potenzielle Maßnahmen können hinsichtlich ihrer möglichen Wirkungen durch den Einsatz von Modellen abgeschätzt werden, zum Beispiel Umweltzonen, Fahrverbote, Elektrofahrzeuge. Die Ergebnisse der Messungen und Modellrechnungen werden dargestellt und kritisch beleuchtet. Als Fazit ergibt sich, dass das urbane NO2-Problem nicht einfach zu lösen ist, Minderungen der NOx-Emissionen spiegeln sich nicht in der gleichen Größenordnung in der Abnahme der NO2-Belastung wieder. Bei zusätzlich wirksamen Maßnahmen wie beispielsweise einem höheren Anteil von Elektrofahrzeugen fehlt die (schnelle) praktische Umsetzbarkeit. Eine Kombination aus lokalen, regionalen und europaweiten Maßnahmen ist nötig, um das Problem zu lösen.
Ausgehend von den rechtlichen Grundlagen für die Luftreinhaltung sowie den Grenzwertfestlegungen für Feinstaub (PM10) sowie Stickoxide (NO2) wird auf die heutige Luftqualität in Städten mit Schwerpunkt Stuttgart eingegangen. Dargelegt werden die festgestellten Überschreitungen bei den Grenzwerten für PM10 und NO2. Eingegangen wird auf die Maßnahmen zur Reduzierung der Luftbelastung in Stuttgart und die Wirkungen in Bezug auf die Senkung der Grenzwert-Übersschreitungen beziehungsweise Jahresmittelwerte von PM10 und NO2 an den Hotspot-Stationen "Am Neckartor" und "Hohenheimer Straße". Abschließend wird ein perspektivischer Ausblick gegeben: obwohl die Luftsituation in den Städten kontinuierlich besser geworden ist, gibt es an stark befahrenen städtischen Straßen weiterhin Grenzwertüberschreitungen. Die EU-Vertragsverletzungsverfahren machen weitere Maßnahmen notwendig. Die Städte brauchen praxiserprobte Maßnahmen und keine langfristigen, kostspieligen Pilotversuche mit unsicherem Ausgang.
Today's volumes of traffic require more and more responsibility from each individual road user in their interactions. Those who drive motor vehicles have the singular obligation to minimise the risk of accidents and hence the severity of injuries, particularly with a view to the most vulnerable road users such as motor bikes, bikes and pedestrians. Since responsible and pro-active driving depends first and foremost on the visual information relayed by our eyes and the visual channel this requires good command of the traffic and all-round visibility from our driver's seat. Granted that human error can never be fully excluded, improving visibility around the car is nevertheless an urgent priority. To do so, we need to rate visibility in the most realistic driving situations. Since the existing visibility metrics and methodology are not applicable to real-life driving situations, this study aimed at developing a new visibility rating methodology based on real-life accident scenarios. On the basis of the cases documented by the accident research project, this study analysed criteria indicative of diminishing visibility on the one hand and revealing some peculiarities in connection with the visibility issue on the other. Based on the above, the project set out to develop a rating methodology allowing to assess all-round visibility in various road situations taking into account both driver and road geometries. In this context, the assessment of visibility while turning a corner, crossing an intersection and joining traffic on a major road (priority through route) is of major importance. The first tests have shown that critical situations can be avoided by adapting the relevant geometries and technical solutions and that significant improvements of road safety can be derived therefrom.
Event data recorders (EDRs) are a valuable tool for in-depth investigation of traffic accidents. EDRs are installed on the airbag control module (ACM) to record vehicle and occupant information before, during, and after a crash event. This study evaluates EDR characteristics and aims at better understanding EDR performance for the improvement of accident reconstruction with more reliable and accurate information regarding accidents. The analysis is based on six crash tests with corresponding EDR datasets.
T. DÜNCHHEIM erörtert in seinem Einführungsvortrag zu "Die Stellung der Gemeinden im Straßenrecht" die kommunalen Gestaltungsspielräume hinsichtlich ihres Satzungsrechts, das sich auf -§ 19 StrWG NRW stützen lässt. Er schildert die Auswirkungen dieser Gestaltung auf das Straßen- und Straßenverkehrsrecht, die letztlich Ausfluss der gemeindlichen Selbstverwaltungsgarantie sind. Dabei problematisiert er die Abgrenzung zwischen straßenrechtlichem Gemeingebrauch und Sondernutzung sowie die Bedeutung der rechtlichen Ausgestaltung des Straßen- und Straßenverkehrsrechts. Hierbei wird die Anwendung des -§ 45 StVO durch die Gemeinden einer kritischen Analyse unterzogen. A. NETTER schildert in seinem Beitrag "Aktuelle Rechtsfragen der Ortsdurchfahrten" die Gremienstruktur im Straßenwesen und den Einfluss des Europarechts, des Bundes- und Landesstraßenrechts sowie den Ortsdurchfahrtenrichtlinien auf das Straßenwesen. Er stellt dabei die Folgen der Aufhebung der Radwegbenutzungspflicht sowie die aus der Straßenbaulast folgende Entwässerungsverpflichtung der Straßenbaulastträger und ihre Umsetzung in den Gemeinden dar. U. WEGNER berichtet in ihrem Beitrag "Aktuelle Entwicklungen des Verbandsklagerechts" über die Auswirkungen europäischer Richtlinien auf das Umweltrecht. In diesem Zusammenhang wird eine wegweisende Entscheidung des BVerwG erörtert, welche die direkte Anwendung des Art. 9 Abs. 3 AK zum Gegenstand hat. Trotz der Einführung einer bundesrechtlichen Verbandsklage in -§ 64 BNatSchG sei das Problem der Wahrung von Allgemeininteressen nicht gelöst, da diese Norm die Interessen des Umweltschutzes nicht hinreichend zu schützen vermöge. Der Beitrag "Inanspruchnahme öffentlicher Wege durch TK-Unternehmen" von U. STELKENS, stellt eine differenzierte Auseinandersetzung mit dem TKG-Wegerecht dar. Er konstatiert, dass die Bestimmungen des TKG im Wesentlichen auf den Normen des Telegraphenwegegesetz (TWG) basieren. Daher bestehen Spannungsverhältnisse und Reibungsflächen zwischen den verschiedenen Abschnitten des TKG, da das TKG und das TWG unterschiedliche Ziele verfolgen. Beispielsweise seien die -§ 77a bis -§ 77e TKG nicht auf die -§ 68 bis -§ 77 TKG abgestimmt worden. Der abschließende Beitrag "Fachplanerische Auswirkungen des Umweltschadensgesetzes" von M. PETERSEN widmet sich der Frage, ob und welche Auswirkungen das Umweltschadensgesetz auf das Fachplanungsrecht hat. Zunächst wird allgemein herausgearbeitet, dass das Umweltschadensgesetz nicht Schadensersatz- oder Ausgleichsleistungen eines geschädigten Dritten bezweckt; vielmehr sollen Umweltschäden vermieden und die Wiederherstellung geschädigter Umweltgüter erreicht werden. Die Frage, ob und inwieweit das Umweltschadensgesetz Auswirkungen auf das Fachplanungsrecht hat, hängt davon ab, ob die Haftungstatbestände des -§ 3 Abs. 1 USchadG einschlägig sind.
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.
From literature well-known analyzes on risks, hazards and causes of accidents of older drivers are amended by the present study in which a comparison of the specific features of accident causes of older car drivers (older than 60 years) and of younger car drivers (under 25 years) is conducted. Mainly the question is pursued if specific errors, mistakes and lapses are predominant in the two different age groups. The analysis system ACAS (Accident Causation Analysis System) used hereby consists of a sequential system of accident causation factors from the human, the technical and the infrastructural field, whereupon for this study the influence of the human features on the accident development in two different age groups is of interest. ACAS is both an accident model and an analysis and classification system, which describes the human participation factors of an accident and their causes in the temporal sequence (from the perceptibility to concrete action errors) taking into consideration the logical sequence of individual basic functions. In five steps (categories) of a logical and temporal sequence the hierarchical system makes human functions and processes as determinants of accident causes identifiable. The methodology specifically focuses on the use in so-called "In-Depth" and "On-Scene" investigation studies. With the help of the system for each accident participant one or more of five hypotheses of human cause factors are formed and then specified by appropriate verification criteria. These hypotheses in turn are further specified by indicators in such manner that the coding of the causation factors by a code system meets the needs of database processing and are accessible to a quantitative data analysis. The first results of the descriptive comparison of the two age groups concern mainly differences in the functional levels "information admission/perception" (where the elderly drivers have more difficulties than the young ones) and "information processing/evaluation" (where the younger drivers show more problems). Concerning the cognitive function of "planning" the group of younger drivers seems to be more often involved in an accident because of excessive speed.
Real world accident reconstruction with the Total Human Model for Safety (THUMS) in Pam-Crash
(2013)
Further improvement of vehicle safety needs detailed analysis of real world accidents. According to GIDAS (German In-Depth Accident Study) most car to car front accidents occur at mid-crash severity. In this range thoracic injuries already occur. In this study a real world frontal crash with mid-crash severity out of the AARU database was reconstructed. The selected car to car accident was reconstructed by AARU by means of pc-crash software in order to get the initial dynamic accident conditions. These initial conditions were used to reconstruct the complete accident in more detail using FE models for the car structure and the occupants. Occupant simulations were performed with FE HIII-dummy models and the THUMS using Pam-Crash code. An initial THUMS validation was performed in order to verify the model-´s biofidelity by means of table-top test simulations. THUMS bone stiffness values were modified to match the real word occupant age. A comparison between driver and passenger restraint system loading was done, as well as an injury prediction comparison between the HIII-dummy model and THUMS response for both cases. Detailed comparison between the HIII-dummy models and THUMS regarding thoracic loading are discussed.
The main objective of EC CASPER research project is to reduce fatalities and injuries of children travelling in cars. Accidents involving children were investigated, modelling of human being and tools for dummies were advanced, a survey for the diagnosis of child safety was carried out and demands and applications were analysed. From the many research tasks of the CASPER project, the intention of this paper is to address the following: • In-depth investigation of accidents and accident reconstruction. These will provide important points for the injury risk curve, in order to improve it. Different accident investigation teams collected data from real road accidents, involving child car passengers, in five different European countries. Then, a selection of the most appropriate cases for the injury risk curve and the purposes of the project was made for an in-depth analysis. The final stage of this analysis was to conduct an accident reconstruction to validate the results obtained. The in-depth analysis included on-scene accident investigation, creating virtual simulations of the accident/possible reconstruction, and conducting the reconstruction. In the cases of successful reconstructions, new points were introduced to the injury risk curves. Accident reconstructions of selected cases were carried out in test laboratories as the next step following in-depth road accident investigation. These cases were reconstructed using similar child restraint systems (CRS) and the same type make and model as in the real accidents. Reconstructing real cases has several limitations, such as crash angle, cars" approximation paths and crash speed. However, a few changes and applications on the testing conditions were applied to reduce the limitations and improved the representations of the real accidents. After conducting the reconstructions, a comparison between the deformations of the cars on the real accident and the vehicles from the reconstructions was made. Additionally, a correlation between the data captured from the dummies and the injury data from the real accident was sought. This finalises an in-depth analysis of the accident, which will provide new relevant points to the injury risk curve. The CASPER project conducted a large research programme on child safety. On technical points, a promising research area is the developing injury risk curves as a result of in-depth accident investigations and reconstructions. This abstract was written whilst the project was not yet finished and final results are not yet known, but they will be available by the time of the conference. All the works and findings will not necessarily be integrated in the industrial versions of evaluation tools as the CASPER project is a research program.
While accident statistics on a national level are provided by many countries, there is a need for international data that includes more detailed information about the accident, so called in-depth data. As a consequence, accident data projects have been emerging in different regions of the world. This creates a need for comparable and mergeable data from different countries, enabling the use of already existing accident data resources and helping to expedite the improvement of global road safety. While existing approaches focus that mostly on building a comprehensive accident database from scratch, the iGLAD project (Initiative for the Global Harmonization of Accident Data) attempts a more pragmatic approach by building on top of the work already accomplished in this area and complementing it. The target of iGLAD is to help setting up an additional dataset as a compatibility layer between already existing world wide data sets and integrating the structure of these by defining a common data scheme. This dataset is limited to the common denominator between the existing data sets and is inherently rather small and simple. Eventually, an individual converter for each participating accident investigation group will be built that enables pooling all data sets in a common repository. This not only saves costs and time, and hence makes such a target more feasible, but also creates data that is usable right from the start. This paper gives an overview of the current status of iGLAD and first steps taken. Additionally, some methodological aspects are discussed, next to a glance at other projects working currently on related issues, providing additional input for iGLAD. Finally, an overview of next steps and intended future work is given.
Do learner gain sufficient braking capabilities at the end of education for collision avoidance?
(2013)
The paper describes a test design to evaluate the braking behaviour in the course of the driver education. The results show that the braking capabilities increased during the driver education and the learning effects are the same for males and females. The evaluation limit is set to 6 m/s-². At the beginning of education, 50% of the drivers do not reach this limit, although the driver education car is equipped with an emergency brake assist, which is regularly installed in all vehicles since 2009. After the education, 100% of the drivers can reach the limit. The results are mapped to a collision avoidance scenario.
Injuries in motorbike accidents in correlation with protective clothes and mechanism of the accident
(2013)
This study deals with a possible connection between safety clothing / accident mechanism and injury severity in a state-wide traffic accident investigation with focus on light and small motorbike-involvement for accidents in the area of the Saarland in which the persons riding the bike have been injured or killed. An interdisciplinary team of medical scientists and engineers collected the medical and technical data as well as all the relevant traces of the accident on scene and in time. During twenty months of data collection a total of 401 cases could be gathered. Grave injuries were more common for the group of heavier motorcycles (>125 ccm). Motorcyclists had been polytraumatized only in the group where the accident was connected with a collision. Significant correlation between protective clothes and injury severity could only be found for protective gloves and protective trousers. The knowledge about mechanism of the accident, protective clothes and severity of injuries can be helpful for the improvement of road and motorcyclists' safety.
Although the number of road accident casualties in Europe (EU27) is falling the problem still remains substantial. In 2011 there were still over 30,000 road accident fatalities. Approximately half of these were car occupants and about 60 percent of these occurred in frontal impacts. The next stage to improve a car's safety performance in frontal impacts is to improve its compatibility. The objective of the FIMCAR FP7 EU-project was to develop an assessment approach suitable for regulatory application to control a car's frontal impact and compatibility crash performance and perform an associated cost benefit analysis for its implementation. This paper reports the cost benefit analyses performed to estimate the effect of the following potential changes to the frontal impact regulation: • Option 1 " No change and allow current measures to propagate throughout the vehicle fleet. • Option 2 " Add a full width test to the current offset Deformable Barrier (ODB) test. • Option 3 " Add a full width test and replace the current ODB test with a Progressive Deformable Barrier (PDB) test. For the analyses national data were used from Great Britain (STATS 19) and from Germany (German Federal Statistical Office). In addition in-depth real word crash data were used from CCIS (Great Britain) and GIDAS (Germany). To estimate the benefit a generalised linear model, an injury reduction model and a matched pairs modelling approach were applied. The benefits were estimated to be: for Option 1 "No change" about 2.0%; for Option 2 "FW test" ranging from 5 to 12% and for Option 3 "FW and PDB tests" 9 to 14% of car occupant killed and seriously injured casualties.
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.
The objective of the study is to measure the risk of pedestrian and bicyclist in urban traffic through an analysis of real-world accident data. The kinematics and injury mechanisms for both pedestrian and bicyclists are investigated to find the correlation of injury risks with injury related parameters. For this purpose, firstly 338 cases are selected as a sample from an IVAC accident database based on the In-depth Investigation of Vehicle Accident in Changsha of China. A statistic measurement of the fatality and serious injury risks with respect to impact speed was carried out by logistic regression analysis. Secondly, 12 pedestrian and 12 bicyclist accidents were further selected for reconstruction with MADYMO program. A comparative analysis was conducted based on the results from accident analysis and computer reconstructions for the injury risk, head impact conditions and dynamic response of pedestrians and bicyclists. The results indicate that bicyclists suffered lower risks of severe injuries and fatalities compared with pedestrians. The risks of AIS 3+ injury and fatality are 50% for pedestrians at impact speeds of 53.2 km/h and 63.3 km/h, respectively, while that for bicyclists at 62.5 km/h and 71.1 km/h, respectively. The findings could have a contribution to get a better understanding of pedestrians" and bicyclists" exposures in urban traffic in China, and provide background knowledge to generate strategies for pedestrian protection.
Rear-end collisions are the most frequent same and opposite-direction crashes. Common causes include momentary inattention, inadequate speed or inadequate distance. While most rear-end collisions in urban traffic only result in vehicle damage or slight injuries, rear-end collisions outside built-up areas or on motorways usually cause fatal or serious injuries. Driver assistance systems that detect dangerous situations in the longitudinal vehicle direction are therefore an essential safety plus. In view of this, for ADAC, systems that alert drivers to dangerous situations and initiate autonomous braking complement ESC as one of the most important active safety features in modern vehicles. The aim of ADAC is to provide consumers with technical advice and competent information about the systems available on the market. Reliable comparative tests that are based on standardised test criteria may provide motorists with important information and help them make a buying decision. In addition, they raise consumer awareness of the systems and speed up their market penetration. The assessment must focus on as many aspects of effectiveness as possible and include not only autonomous braking but also collision warning and autonomous brake assist. The work of the ADAC accident research is the development of the testing scenarios with direct link to accident situations and the identification of useful test criteria for testing.
The effect of fatigue on driving has been compared to the effect of alcohol impairment in both driver performance and crash studies. However are crash characteristics and causation mechanisms similar in crashes involving fatigue to those involving alcohol when studied in the real world? This has been explored by examining data held in the EC project SafetyNet Accident Causation Database. Causation data was recorded using the SafetyNet Accident Causation System (SNACS). The focus was on Cars/MPV crashes and drivers assigned the SNACS code Alcohol or Fatigue. The Alcohol group included 44 drivers and the Fatigue group included 47. "Incorrect direction" was a frequently occurring critical event in both the Alcohol and Fatigue groups. The Alcohol group had more contributory factors related to decision making and the Fatigue group had more contributory factors relating to incorrect observations. This analysis does not allow for generalised statements about the significance of the similarities and differences between crashes involving alcohol and fatigue, however the observed differences do suggest that attempts to quantify the effect of fatigue by using levels of alcohol impairment as a benchmark should be done with care.