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- Englisch (337) (entfernen)
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- Conference (253)
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- injury) (45)
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- Motorcyclist (27)
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- Accident reconstruction (26)
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- Geschwindigkeit (26)
- Impact test (veh) (26)
- Fahrerassistenzsystem (25)
- Speed (25)
- Insasse (23)
- Leistungsfähigkeit (allg) (23)
- Prüfverfahren (23)
- Test method (23)
- Active safety system (22)
- Driver assistance system (22)
- Test (22)
- PKW (21)
- Aktives Sicherheitssystem (20)
- Efficiency (20)
- Method (20)
- Passives Sicherheitssystem (20)
- Vehicle occupant (20)
- Risiko (19)
- Versuch (19)
- Passive safety system (18)
- Pkw (18)
- Verfahren (18)
- Interview (17)
- Benutzung (16)
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- Biomechanik (15)
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- Risikobewertung (15)
- Seitlicher Zusammenstoß (15)
- Motorcycle (14)
- Risk assessment (14)
- Safety belt (14)
- Side impact (14)
- Accident rate (13)
- Dummy (13)
- Leg (human) (13)
- Alte Leute (12)
- Auffahrunfall (12)
- Brustkorb (12)
- Fahrzeugsitz (12)
- Improvement (12)
- Rear end collision (12)
- Rechenmodell (12)
- Unfallhäufigkeit (12)
- Verbesserung (12)
- Überschlagen (12)
- Behaviour (11)
- Database (11)
- Development (11)
- Entwicklung (11)
- Mathematical model (11)
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- Schutzhelm (11)
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- Verhalten (11)
- Airbag (10)
- Berechnung (10)
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- Deformation (10)
- Fehler (10)
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- Krankenhaus (10)
- Menschlicher Faktor (10)
- Messung (10)
- Overturning (veh) (10)
- Thorax (10)
- Age (9)
- Alter (9)
- Bein (menschl) (9)
- Bremsung (9)
- Calculation (9)
- Error (9)
- Fahranfänger (9)
- Front (9)
- Hospital (9)
- Impact test (9)
- Japan (9)
- Prognose (9)
- Recently qualified driver (9)
- USA (9)
- Verformung (9)
- Wirbelsäule (9)
- Air bag (restraint system) (8)
- Braking (8)
- Digital model (8)
- Erste Hilfe (8)
- Lorry (8)
- Numerisches Modell (8)
- Prevention (8)
- Antikollisionssystem (7)
- Austria (7)
- Cervical vertebrae (7)
- Fracture (bone) (7)
- Halswirbel (7)
- Impact study (7)
- Interior (veh) (7)
- Knee (human) (7)
- Knochenbruch (7)
- Modification (7)
- Spinal column (7)
- Standardisierung (7)
- Vereinigtes Königreich (7)
- Veränderung (7)
- Österreich (7)
- Adolescent (6)
- China (6)
- Collision avoidance system (6)
- Compatibility (6)
- Cost benefit analysis (6)
- Driver training (6)
- EU (6)
- Fahrausbildung (6)
- Fahrzeuginnenraum (6)
- First aid (6)
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- Knotenpunkt (6)
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- Research report (6)
- Software (6)
- Standardization (6)
- Transport infrastructure (6)
- Vehicle regulations (6)
- Verminderung (6)
- Vorn (6)
- Wirksamkeitsuntersuchung (6)
- Wirtschaftlichkeitsrechnung (6)
- Analyse (Math) (5)
- Angle (5)
- Autobahn (5)
- Correlation (math, stat) (5)
- Decrease (5)
- Deformable barrier (impact test) (5)
- Delivery vehicle (5)
- Eins (5)
- Electronic stability program (5)
- Fahrstabilität (5)
- Forschungsarbeit (5)
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- Impact sled (5)
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- One (5)
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- Technologie (5)
- Technology (5)
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- Verkehrsinfrastruktur (5)
- Winkel (5)
- Abdomen (4)
- Aufprallschlitten (4)
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- Bremse (4)
- Classification (4)
- Coefficient of friction (4)
- Collision test (veh) (4)
- Damage (4)
- Deformierbare Barriere (Anpralltest) (4)
- Design (overall design) (4)
- Detection (4)
- Distraction (4)
- Driver information (4)
- Driving (veh) (4)
- Drunkenness (4)
- Dynamics (4)
- Dynamik (4)
- Einstellung (psychol) (4)
- Elektronisches Stabilitätsprogramm (4)
- Erziehung (4)
- Estimation (4)
- Fahrdatenschreiber (4)
- Fahrgeschicklichkeit (4)
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- Finite element method (4)
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- Motorway (4)
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- Occupant (veh) (4)
- Probability (4)
- Regression analysis (4)
- Regressionsanalyse (4)
- Reibungsbeiwert (4)
- Reproducibility (4)
- Reproduzierbarkeit (4)
- Sachschaden (4)
- Schutzeinrichtung (4)
- Schweden (4)
- Seite (4)
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- Sichtbarkeit (4)
- Straßenentwurf (4)
- Surface texture (4)
- Technische Vorschriften (Kraftfahrzeug) (4)
- Trunkenheit (4)
- Unfallfolgemaßnahme (4)
- United Kingdom (4)
- Unterleib (4)
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- Sichtbarkeit (4)
- Wahrscheinlichkeit (4)
- Woman (4)
- Ablenkung (psychol) (3)
- Anti locking device (3)
- Attitude (psychol) (3)
- Ausrüstung (3)
- Automatic (3)
- Autonomes Fahren (3)
- Autonomous driving (3)
- Befreiung (Bergung) (3)
- Bein (3)
- Bicycle (3)
- Blickfeld (3)
- Brake (3)
- Bus (3)
- Camera (3)
- Coach (3)
- Crash test (3)
- Czech Republic (3)
- Decision process (3)
- Detektion (3)
- Digitale Bildverarbeitung (3)
- Durability (3)
- Education (3)
- Effectiveness (3)
- Electric vehicle (3)
- Elektrofahrzeug (3)
- Entscheidungsprozess (3)
- Equipment (3)
- Event data recorder (road vehicle) (3)
- Extrication (3)
- Fahrrad (3)
- Field of vision (3)
- Gefahrenabwehr (3)
- Griffigkeit (3)
- Information documentation (3)
- Kamera (3)
- Kleidung (3)
- Korea (Süd) (Demokratische Republik) (3)
- Lieferfahrzeug (3)
- Lkw (3)
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- Mann (3)
- Medizinische Untersuchung (3)
- Methode der finiten Elemente (3)
- Norm (tech) (3)
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- Passenger (3)
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- Spain (3)
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- Specification (standard) (3)
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- Abbiegen (2)
- Abkommen von der Fahrbahn (Unfall) (2)
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- Begleitetes Fahren (2)
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- Compliance (specif) (2)
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- Edge (2)
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- Ergonomics (2)
- Ergonomie (2)
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- Eu (2)
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- Experience (human) (2)
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- Expertensystem (2)
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- Fahrsimulator (2)
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- Führerschein (2)
- Geländefahrzeug (2)
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- Langfristig (2)
- Learning (2)
- Long term (2)
- Luftverunreinigung (2)
- Medical examination (2)
- Messgerät (2)
- Methode der finite Elemente (2)
- Mobile phone (2)
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- Model (not math) (2)
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- Motorisierungsgrad (2)
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- Theorie (2)
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- (menschl) (1)
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- Active safety (1)
- Active safety system; Automatic; Brake; Car; Collision avoidance system; Conference; Driver assistance system; Germany; Impact test (veh); Rear end collision; Severity (accid (1)
- Activity report (1)
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- Conference; Germany; Injury; Medical examination; Spinal column; X ray (1)
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Institut
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Crash involvement studies using routine accident and exposure data : a case for case-control designs
(2009)
Fortunately, accident involvement is a rare event: the chance of an individual road user trip to end up in a crash is close to zero. Thus, according to general epidemiological principles one can expect the case-control study design to be especially suitable for quantifying the relative risk (odds ratio) of accident involvement of road users with a certain risk factor as compared to road users that do not have this characteristic. Ideally, of course, the database for such a case-control study should be established by drawing two independent random samples of cases (accidental units) and controls (nonaccidental units), respectively. If, however, special data collection is not an option, it is nevertheless possible to analyze routine accident and exposure data under a case-control design in order to fully exploit the information contained in already existing databases. As a prerequisite, accident and exposure data from different sources are to be combined in a single file of micro or grouped data in a way consistent with the case-control study design. Among other things, the proposed methodological approach offers the possibility to use in-depth data of the GIDAS type also in investigations of active vehicle safety by combining this data with appropriate vehicle trip data collected in mobility surveys.
Powered Two Wheelers (PTWs) accidents constitute one of the road safety problems in Europe. PTWs fatalities represent 22% at EU level in 2006, having increased during last years, representing an opposite trend compared to other road users" figures. In order to reduce these figures it is necessary to investigate the accident causation mechanisms from different points of view (e.g.: human factor, vehicle characteristics, influence of the environment, type of accident). SAFERIDER project ("Advanced telematics for enhancing the SAFEty and comfort of motorcycle RIDERs", under the European Commission "7th Framework Program") has investigated PTW accident mechanisms through literature review and statistical analyses of National and In-depth accident databases; detecting and describing all the possible PTW's accident configurations where the implementation of ADAS (Advanced Driver Assistance Systems) and IVIS (In-Vehicle Information Systems) could contribute to avoid an accident or mitigate its severity. DIANA, the Spanish in-depth database developed by CIDAUT, has been analyzed for that purpose. DIANA comprises of accident investigation teams, in close cooperation with police forces, medical services, forensic surgeons, garages and scrap yards. An important innovation is the fact that before injured people arrive to hospitals, photographs and explanations about the possible accident injury mechanisms are sent to the respective hospitals (via 3G GPRS technology). By this, additional information to medical staff can be provided in order to predict in advance possible internal injuries and select the best medical treatment. This methodology is presented in this paper. On the other hand, the main results (corresponding to road, rider and PTW characteristics; pre and post-accident manoeuvres; road layout; rider behaviour; impact points; accident causations;...) from the analyses of the PTW accidents used for SAFERIDER are shown. Only accident types relevant to ADAS and IVIS devices have been considered.
Since its beginning in 1999, the German In-Depth Accident Study (GIDAS) evolved into the presumably leading representative road traffic accident investigation in Europe, based on the work started in Hanover in 1973. The detailed and comprehensive description of traffic accidents forms an essential basis for vehicle safety research. Due to the ongoing extension of demands of researchers, there is a continuous progress in the techniques and systematic of accident investigation within GIDAS. This paper presents some of the most important developments over the last years. Primary vehicle safety systems are expected to have a significant and increasing influence on reducing accidents. GIDAS therefore began to include and collect active safety parameters as new variables from the year 2005 onwards. This will facilitate to assess the impact of present and future active safety measures. A new system to analyse causation factors of traffic accidents, called ACASS, was implemented in GIDAS in the year 2008. The whole process of data handling was optimised. Since 2005 the on-scene data acquisition is completely conducted with mobile tablet PCs. Comprehensive plausibility checks assure a high data quality. Multi-language codebooks are automatically generated from the database structure itself and interfaces ensure the connection to various database management systems. Members of the consortium can download database and codebook, and synchronize half a terabyte of photographic documentation through a secured online access. With the introduction of the AIS 2005 in the year 2006, some medical categorizations have been revised. To ensure the correct assignment of AIS codes to specific injuries an application based on a diagnostic dictionary was developed. Furthermore a coding tool for the AO classification was introduced. All these enhancements enable GIDAS to be up to date for future research questions.
In the last years there has been a decline in accident figures in Germany especially for four wheeled vehicles. At the same time, accident figures for motorcycles remained nearly constant. About 17 % of road traffic fatalities in the year 2006 were motorcyclists. 33 % of these riders were killed in single vehicle crashes. This leads to the conclusion that improving driving dynamics and driving stability of powered two wheelers would yield considerable safety gains. However, the well-known measures for cars and trucks with their proven effectiveness cannot be transferred easily to motorcycles. Therefore studies were carried out to examine the safety potential of Anti Lock Braking Systems (ABS) and Vehicle Stability Control (VSC) for motorcycles by means of accident analysis, driving tests and economical as well as technical assessment of the systems. With regard to ABS, test persons were assigned braking tasks (straight and in-curve) with five different brake systems with and without ABS. Stopping distances as well as stress and strain on the riders were measured for 9 test riders who completed 105 braking manoeuvres each. Knowing the ability of ABS to avoid falls during braking in advance of a crash and taking into account the system costs, a cost benefit analysis for ABS for motorcycles was carried out for different market penetration of ABS, i.e. equipment rates, and different time horizons. The potential of VSC for motorcycles was estimated in two steps. First the kinds of accidents that could be prevented by such a system at all have been analysed. For these accident configurations, simulations and driving tests were then performed to determine if a VSC was able to detect the critical driving situation and if it was technically possible to implement an actuator which would help to stabilise the critical situation.
Within the process of integrating passenger airbags in the vehicle fleet a problem of compatibility between the passenger airbag and rear-facing child restraint systems was recognised. Especially in the US several accidents with children killed by the passenger airbag were recorded. Taking into account these accidents the deactivation of a present passenger airbag is mandatory if a child is carried in a rear-facing child restraint system at the front passenger seat in all member states of the European Union. This rule is in force since the deadline of 2003/20/EC at the latest. In the past a passenger airbag either could not be disabled or could only be disabled by a garage. Today there are a lot of different possibilities for the car driver himself to disable the airbag. Solutions like an on/off-switch or the automatic detection of a child restraint system are mentioned as an example. Taking into account the need for the deactivation of front passenger airbags two types of misuse can occur: transportation of an infant while the airbag is (still) enabled and transportation of an adult, while the airbag is disabled, respectively. Within a research project funded by BASt both options of misuse were analysed utilising two different types of surveys amongst users (field observations and interviews, Internet-questionnaires). In addition both analysis of accident data and crash tests for an updated assessment of the injury risk caused by the front passenger airbag were conducted. Both surveys indicate a low risk of misuse. Most of the misuse cases were observed in older cars, which offer no easy way to disable the airbag. For systems, which detect a child seat automatically, no misuse could be found. The majority of misuses in cars equipped with a manual switch were caused by reasons of oblivion. Also the accident analysis indicates a minor risk of misuse. From more than 300 cases of the GIDAS accident sample that were analysed, only 24 children were using the front passenger seat in cars equipped with a front passenger airbag. In most of these cases the airbag was deactivated. When misuse occurred the injury severity was low. However, when analysing German single accidents the fatality risk caused by the front passenger airbag became obvious. From the technical point of view, there were important changes in the design of passenger airbags in recent years. Not only volume and shape were modified, but also the mounting position of the entire airbag module was changed fundamentally. Even if these findings do not allow obtaining general conclusions, a clear tendency of less danger by airbags could be identified. For future vehicle development a safe combination of airbags and rear faced baby seats seems to be possible in the long term. This would mean that both types of misuse could be eliminated. For parents an easier use of child seat and car would be the result.
In the EC FP6 Integrated Project Advanced Protection Systems, APROSYS, the first WorldSID small female prototype was developed and evaluated by BASt, FTSS, INRETS, TRL and UPM-INSIA during 2006 and 2007. Results were presented at the ESV 2007 conference (Been et al., 2007). With the prototype dummy scoring a biofidelity rating higher than 6.7 out of 10 according to ISO/TR9790, the results were very promising. Also opportunities for further development were identified by the evaluation group. A revised prototype, Revision1, was subsequently developed in the 2007-2008 period to address comments from the evaluation group. The Revision1 dummy includes changes in the half arms and the suit (anthropometry and arm biomechanics), the thorax and abdomen ribs and sternum (rib durability), the abdomen/lumbar area and the lower legs (mass distribution). Also a two-dimensional chest deflection measurement system was developed to measure deflection in both lateral and anterior-posterior direction to improve oblique thorax loading sensitivity. Two Revision1 prototype dummies have now been evaluated by FTSS, TRL, UPM-INSIA and BASt. The updated prototype dummies were subjected to an extensive matrix of biomechanical tests, such as full body pendulum tests and lateral sled impact tests as specified by Wayne State University, Heidelberg University and Medical College of Wisconsin. The results indicated a significant improvement of dummy biofidelity. The overall dummy biofidelity in the ISO rating system has significantly improved from 6.7 to 7.6 on a scale between 0-10. The small female WorldSID has now obtained the same biofidelity rating as the WorldSID mid size male dummy. Also repeatability improved with respect to the prototype. In conclusion the recommended updates were all executed and all successfully contributed in achieving improved performance of the dummy.
According to the German road traffic regulations children up to the age of 12 or a height below 150 cm have to use approved and appropriate child restraint systems (CRS). CRS must be approved according to UN-ECE Regulation No. 44. The regulation classifies CRS in 5 weight categories. The upper weight group is approved for children from 22 to 36 kg. However, studies show that already today many children weigh more than 36 kg although they have not reached a height of 150 cm. Therefore, no ECE R44 approved CRS is available for these overweight children. In conclusion, today's sizes and weights of children are no longer represented by the current version of the ECE R44. The heaviest used dummy (P10) weighs just 32.6 kg and has a height of 137.9 cm. Statistical data of German children show that already 5% of the children at a height of 137.9 cm have a weight above 45.3 kg. Regarding children at a height of 145 cm, the 95th percentile limit is at a weight of 53.3 kg. Based on these data 4 dummies with different heights and weights were defined and produced. Two of them are overweight. Up to now, there is no experience how current child restraint systems perform in a car crash if they are used by children with a weight above 36 kg and a height smaller than 150 cm. In the future, different child restraint systems will be tested with respect to the ECE R44 regulation using these overweight dummies.
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.
The bicyclist accidents were analyzed to get better understanding of the occurrences and frequency of the accidents, injury distributions, as well as correlation of injury severity/outcomes with engineering and human factors in two different countries of China and Germany. The accident cases that occurred from 2001 to 2006 were collected from IVAC database in Changsha and GIDAS database in Hannover. Based on specified sampling criteria, 1,570 bicyclist cases were selected from IVAC database in Changsha, and 1806 cases were collected from Hannover, documented in GIDAS database. Statistical analyses were carried out by using these selected data. The results from the statistical analysis are presented and discussed in this study.
Who doesn't wear seat belts?
(2009)
Using real world accident data, seat belts were estimated to be 61% effective at preventing fatalities, and 32% effective at preventing serious injuries. They were most effective for drivers with an airbag. Seat belts were estimated as having prevented 57,000 fatalities and 213,000 seriously injured casualties in the UK since 1983. Seat belt legislation was estimated to have prevented 31,000 fatalities and 118,000 seriously injured casualties. A future increase in effective seat belt wearing rate (which takes into account seating position) in the UK from 92.5% to 93% may prevent casualties valued at a societal cost of over -£18 million per year. To target a seat belt campaign, the question "who doesn"t wear seat belts?" must be answered. Seat belt wearing rates and the number of unbelted casualties were analysed. It was primarily young adult males who didn"t wear seat belts, and they made up the majority of unbelted fatalities and seriously injured casualties.
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 aim of this study is to investigate the differences in car occupant injury severity recorded in AIS 2005 compared to AIS 1990 and to outline the likely effects on future data analysis findings. Occupant injury data in the UK Cooperative Crash Injury Study Database (CCIS) were coded for the period February 2006 to November 2007 using both AIS 1990 and AIS 2005. Data for 1,994 occupants with over 6000 coded injuries were reviewed at the AIS and MAIS level of severities and body regions to determine changes between the two coding methodologies. Overall there was an apparent general trend for fewer injuries to be coded at the AIS 4+ severity and more injuries to be coded at the AIS 2 severity. When these injury trends were reviewed in more detail it was found that the body regions which contributed the most to these changes in severity were the head, thorax and extremities. This is one of the first studies to examine the implications for large databases when changing to an updated method for coding injuries.
Impact severity is a fundamental measure for all in-depth crash investigation projects. One methodology used in the UK is based on the US Calspan software package CRASH3. The UK- in-depth crash investigation studies routinely use AiDamage3 a software package which is based on an updated version of the original CRASH3 algorithm, including enhancements to the vehicle stiffness coefficients. Real world accident-damaged vehicles are measured and their crush is correlated with a library of stiffness coefficients. These measurements are then used, along with other parameters, to calculate the crash energy and equivalent changes of velocity of the vehicles (delta-v), which is a measure of the impact severity. UK in-depth accident studies routinely validate the crash severity methodologies applied as the vehicle fleet changes. This is achieved by analysing crash test data and using the appropriate residual crush damage and other inputs to AiDamage3 and checking the program- outputs with the known crash severity parameters. This procedure checks, at least in part, the default stiffness values in the data libraries and the reconstruction methods used.
In a first step, we have examined approximately 23 000 single vehicle accidents within the Austrian National Statistics database. In a second step, we considered 15% of all fatal "running off the road" accidents that occurred in Austria in 2003. As a result, two accident categories were specified; "leaving the road without preceding manoeuvre" and "leaving the road with preceding manoeuvre". These two categories can be basically characterised by the vehicle- heading angle and its velocity angle. In this report, we further suggest theoretical approaches for the dimensioning of a safety zone, an area adjacent to the road free of fixed objects or dangerous slopes. We also show the link between the two accident categories mentioned above and the real world accidents analysed in detail. These observations also form the basis for the required length for safety devices. Finally, we summarise accident avoidance strategies.
The national accident statistics demonstrate that the situation of passenger car side impacts is dominated by car to car accidents. Car side to pole impacts are relatively infrequent events. However the importance of car side to pole impacts is significantly increasing with fatal and seriously injured occupants. For the present study the German in-depth database GIDAS (German In-Depth-Accident Study) and the UK based database CCIS (Co-operative Crash Injury Study) were used. Two approaches were undertaken to better understand the scenario of car to pole impacts. The first part is a statistical analysis of passenger car side to pole impacts to describe the characteristics and their importance relevant to other types of impact and to get further knowledge about the main factors influencing the accident outcome. The second part contains a case by case review on passenger cars first registered 1998 onwards to further investigate this type of impact including regression analysis to assess the relationship between injury severity and pole impact relevant factors.
The following paper presents the nature and mechanism of injuries sustained in frontal impacts, focusing on car to car impacts. It was found that the body regions most frequently sustaining severe to fatal injuries were the legs and the thorax. The nature and mechanism of the injury sustained was investigated only for the thorax injuries, due to their potentially life threatening nature. The analysis revealed that the most frequent cause of the injury recorded was the seatbelt for low severity injuries and the front structure of the vehicle for higher severity injuries. An analysis of the effect of load limiter technology in the restraint system showed that the proportion of occupants who sustained "no thorax injury" did not increase when a load limiter was fitted to the restraint system. However, a decrease in the "organ" and "organ and skeletal" injuries was observed in the load limiter sample. Sample size and variation mean that these findings are not conclusive.
A set of recommendations for pan-European transparent and independent road accident investigations has been developed by the SafetyNet project. The aim of these recommendations is to pave the way for future EU scale accident investigation activities by setting out the necessary steps for establishing safety oriented road accident investigations in Member States. This can be seen as the start of the process for establishing road accident investigations throughout Europe which operate according to a common methodology. The recommendations propose a European Safety Oriented Road Accident Investigation Programme which sets out the procedures that need to be put in place to investigate a sample of every day road accidents. They address four sets of issues; institutional addressing the characteristics of the programme; operational describing the conditions under which data isrncollected; data storage and protection; and reports, countermeasures and the dissemination of data.rn
Nowadays, traffic accidents are recorded in historical databases. Regarding the huge quantity of data, the use of data mining tools is essential to help Experts, for automatically extracting relevant information in order to establish and quantify relations between severity and potential factors of accidents. An innovative approach is here proposed for an in depth investigation of real world accidents data base. Mutual information ratio based on conditional entropies is used to quantity the association strength between an accident outcome descriptor (injury severity) and other potential association factors. Information theoretic methods help to select automatically groups of factors mostly responsible of the severity of accident.
In the context of the COST357 research project, the climatic conditions and requirements for protective helmets for motorcyclists have been examined. The extent to which these factors would influence motorbike handling and accidents in which motorcyclists are involved have also been examined. This project addresses how cognitive abilities of motorcyclists relate to helmet construction factors. In particular, the aspects of motorcycle driver helmets are to be parameterized in order that they may be used subsequently as a basis for future requirement profiles. The task of one working group of the COST357 project has been to analyse accident events and to identify helmet design issues which affect motorcycle drivers while wearing a helmet. This has been achieved by collating accident data across different countries recorded in the course of in-depth investigations at the site of accidents and by combining this with field studies of motorcyclists participating in traffic, but not involved in accidents. This paper presents the study methodology, database and first results of this international survey. The basis of the study has been a total of 424 interviews of motorcyclists and 134 motorcycle accidents, which were collected across Germany, Greece, Italy, Ireland, Portugal and Turkey and combined in a single database.
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".