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Erscheinungsjahr
Dokumenttyp
- Konferenzveröffentlichung (404) (entfernen)
Schlagworte
- Conference (324)
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- Analysis (math) (63)
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- Schweregrad (Unfall, Verletzung) (59)
- Severity (accid, injury) (57)
- Tödlicher Unfall (56)
- Fatality (55)
- Safety (54)
- Sicherheit (53)
- Reconstruction (accid) (52)
- Bewertung (50)
- Evaluation (assessment) (49)
- Simulation (49)
- Datenbank (46)
- Fußgänger (45)
- Pedestrian (45)
- injury) (45)
- On the spot accident investigation (43)
- Schweregrad (Unfall (43)
- Verletzung) (43)
- Car (42)
- Data acquisition (42)
- Datenerfassung (42)
- Untersuchung am Unfallort (42)
- Severity (accid (40)
- Cause (39)
- Driver (39)
- Ursache (39)
- Fahrer (37)
- Fahrzeug (37)
- Unfallverhütung (36)
- Collision (35)
- Vehicle (35)
- Zusammenstoß (35)
- Anfahrversuch (34)
- Accident prevention (31)
- Radfahrer (31)
- Cyclist (30)
- Data bank (30)
- Accident reconstruction (29)
- Test (29)
- Europa (28)
- Europe (28)
- Frontalzusammenstoß (28)
- Prüfverfahren (28)
- Test method (28)
- Head on collision (27)
- Motorcyclist (27)
- Motorradfahrer (27)
- Versuch (27)
- Geschwindigkeit (26)
- Fahrerassistenzsystem (25)
- Impact test (veh) (25)
- Method (25)
- Speed (25)
- Active safety system (24)
- Leistungsfähigkeit (allg) (24)
- Passives Sicherheitssystem (23)
- Risiko (23)
- Verfahren (23)
- Aktives Sicherheitssystem (22)
- Insasse (22)
- Driver assistance system (21)
- Efficiency (21)
- PKW (21)
- Alte Leute (20)
- Passive safety system (20)
- Pkw (20)
- Interview (19)
- Old people (19)
- Risk (19)
- Vehicle occupant (19)
- Child (17)
- Kind (17)
- Prevention (17)
- Accident rate (16)
- Benutzung (16)
- Improvement (16)
- Sicherheitsgurt (16)
- Use (16)
- Verbesserung (16)
- Anthropometric dummy (15)
- Behaviour (15)
- Biomechanics (15)
- Biomechanik (15)
- Motorrad (15)
- Risikobewertung (15)
- Seitlicher Zusammenstoß (15)
- Unfallhäufigkeit (15)
- Verhalten (15)
- Berechnung (14)
- Database (14)
- Head (14)
- Kopf (14)
- Measurement (14)
- Messung (14)
- Motorcycle (14)
- Risk assessment (14)
- Safety belt (14)
- Side impact (14)
- Specifications (14)
- Calculation (13)
- Digital model (13)
- Driving aptitude (13)
- Leg (human) (13)
- Numerisches Modell (13)
- Richtlinien (13)
- Verminderung (13)
- Auffahrunfall (12)
- Brustkorb (12)
- Decrease (12)
- Development (12)
- Dummy (12)
- Entwicklung (12)
- Fahrzeugsitz (12)
- Rear end collision (12)
- Rechenmodell (12)
- Überschlagen (12)
- Airbag (11)
- Error (11)
- Fahrzeugführung (11)
- Human factor (11)
- Legislation (11)
- Mathematical model (11)
- Menschlicher Faktor (11)
- Prognose (11)
- Schutzhelm (11)
- Seat (veh) (11)
- Skill (road user) (11)
- Bremsung (10)
- Crash helmet (10)
- Driving (veh) (10)
- EU (10)
- Fahranfänger (10)
- Fehler (10)
- Gesetzgebung (10)
- Overturning (veh) (10)
- Recently qualified driver (10)
- Thorax (10)
- Tunnel (10)
- Air bag (restraint system) (9)
- Austria (9)
- Bein (menschl) (9)
- Braking (9)
- Deformation (9)
- Driver training (9)
- Front (9)
- Instandsetzung (9)
- Japan (9)
- Krankenhaus (9)
- Lorry (9)
- Metal bridge (9)
- Modification (9)
- Orthotropic plate (9)
- Planning (9)
- Repair (9)
- Sachschaden (9)
- Stahlbrücke (9)
- Verhütung (9)
- Veränderung (9)
- Österreich (9)
- Age (8)
- Alter (8)
- Bemessung (8)
- Blood alcohol content (8)
- Blutalkoholgehalt (8)
- Bridge (8)
- Damage (8)
- Drunkenness (8)
- Forecast (8)
- Hospital (8)
- Medizinische Untersuchung (8)
- Planung (8)
- Road network (8)
- Straßennetz (8)
- Trunkenheit (8)
- Verformung (8)
- Verkehrsinfrastruktur (8)
- Wirbelsäule (8)
- Antikollisionssystem (7)
- Belastung (7)
- Blood (7)
- Blut (7)
- Cracking (7)
- Design (overall design) (7)
- Einstellung (psychol) (7)
- Erste Hilfe (7)
- Erziehung (7)
- Expert opinion (7)
- Fahrausbildung (7)
- Fahreignung (7)
- Fracture (bone) (7)
- Frau (7)
- Gutachten (7)
- Illness (7)
- Impact study (7)
- International (7)
- Knee (human) (7)
- Knochenbruch (7)
- Krankheit (7)
- Load (7)
- Medical examination (7)
- Policy (7)
- Politik (7)
- Rissbildung (7)
- Standardisierung (7)
- Transport infrastructure (7)
- USA (7)
- Vereinigtes Königreich (7)
- Adolescent (6)
- Air pollution (6)
- Attitude (psychol) (6)
- Cervical vertebrae (6)
- Chemical analysis (6)
- Chemische Analyse (6)
- China (6)
- Collision avoidance system (6)
- Cost benefit analysis (6)
- Detection (6)
- Education (6)
- Fahrgeschicklichkeit (6)
- Halswirbel (6)
- Human body (6)
- Impact test (6)
- India (6)
- Indien (6)
- Interior (veh) (6)
- Jugendlicher (6)
- Knie (menschl) (6)
- Knotenpunkt (6)
- Leistungsfähigkeit (Fahrer) (6)
- Luftverunreinigung (6)
- Menschlicher Körper (6)
- Nitrogen oxide (6)
- Ort (Position) (6)
- Orthotrope Fahrbahntafel (6)
- Portugal (6)
- Road construction (6)
- Software (6)
- Spinal column (6)
- Standardization (6)
- Steifigkeit (6)
- Stiffness (6)
- Straßenbau (6)
- Traffic (6)
- Verkehr (6)
- Vorn (6)
- Wirksamkeitsuntersuchung (6)
- Wirtschaftlichkeitsrechnung (6)
- Woman (6)
- Analyse (Math) (5)
- Angle (5)
- Bau (5)
- Bearing capacity (5)
- Bremse (5)
- Brücke (5)
- Classification (5)
- Construction (5)
- Correlation (math, stat) (5)
- Dauerhaftigkeit (5)
- Decision process (5)
- Delivery vehicle (5)
- Detektion (5)
- Droge (5)
- Drugs (5)
- Durability (5)
- Eins (5)
- Electronic stability program (5)
- Entscheidungsprozess (5)
- Fahrstabilität (5)
- Fahrzeuginnenraum (5)
- Fernverkehrsstraße (5)
- Finite element method (5)
- First aid (5)
- Forschungsarbeit (5)
- France (5)
- Frankreich (5)
- Highway (5)
- Information (5)
- Klassifizierung (5)
- Location (5)
- Main road (5)
- Medical aspects (5)
- Medizinische Gesichtspunkte (5)
- Mobility (5)
- Mobilität (5)
- Oberfläche (5)
- One (5)
- Post crash (5)
- Research project (5)
- Schweissen (5)
- Sensor (5)
- Stickoxid (5)
- Straße (5)
- Surface (5)
- Surfacing (5)
- Technologie (5)
- Technology (5)
- Tragfähigkeit (5)
- United Kingdom (5)
- Vehicle handling (5)
- Verkehrsteilnehmer (5)
- Welding (5)
- Winkel (5)
- Abdomen (4)
- Alcohol test (4)
- Alkoholtest (4)
- Arbeitsgruppe (4)
- Autobahn (4)
- Automatisch (4)
- Balken (4)
- Beam (4)
- Berufsausübung (4)
- Bicycle (4)
- Blech (4)
- Boden (4)
- Brake (4)
- Camera (4)
- Coefficient of friction (4)
- Collision test (veh) (4)
- Compatibility (4)
- Concentration (chem) (4)
- Deformable barrier (impact test) (4)
- Distraction (4)
- Driver information (4)
- Dynamics (4)
- Dynamik (4)
- Elektronisches Stabilitätsprogramm (4)
- Estimation (4)
- Fahrdatenschreiber (4)
- Fahrrad (4)
- Fahrtüchtigkeit (4)
- Fire (4)
- Geschichte (4)
- History (4)
- Impact sled (4)
- Information documentation (4)
- Junction (4)
- Kamera (4)
- Kompatibilität (4)
- Kontrolle (4)
- Korrelation (math, stat) (4)
- LKW (4)
- Lieferfahrzeug (4)
- Life cycle (4)
- Lkw (4)
- Man (4)
- Mann (4)
- Methode der finiten Elemente (4)
- Modell (4)
- Nanotechnologie (4)
- Nanotechnology (4)
- Oberflächentextur (4)
- Occupant (veh) (4)
- Occupation (4)
- Organisation (4)
- Oxid (4)
- Oxide (4)
- Probability (4)
- Quer (4)
- Regression analysis (4)
- Regressionsanalyse (4)
- Reibungsbeiwert (4)
- Reinforcement (gen) (4)
- Reproducibility (4)
- Reproduzierbarkeit (4)
- Rigid pavement (4)
- Risk taking (4)
- Road user (4)
- Schrägseilbrücke (4)
- Schweden (4)
- Seite (4)
- Sheet (metal) (4)
- Sichtbarkeit (4)
- Soil (4)
- Stadt (4)
- Stayed girder bridge (4)
- Straßenverkehrsrecht (4)
- Surface texture (4)
- Surveillance (4)
- Titan (4)
- Titanium (4)
- Traffic regulations (4)
- Transverse (4)
- Unfallfolgemaßnahme (4)
- Unterleib (4)
- Urban area (4)
- Verstärkung (allg) (4)
- Sichtbarkeit (4)
- Wahrscheinlichkeit (4)
- Working group (4)
- Abkommen von der Fahrbahn (Unfall) (3)
- Ablenkung (psychol) (3)
- Adaptation (psychol) (3)
- Administration (3)
- Advanced driver assistance system (3)
- Anpassung (psychol) (3)
- Arzneimittel (3)
- Attention (3)
- Aufmerksamkeit (3)
- Aufprallschlitten (3)
- Auftrag (3)
- Ausrüstung (3)
- Australia (3)
- Australien (3)
- Automatic (3)
- Autonomes Fahren (3)
- Autonomes Fahrzeug (3)
- Autonomous driving (3)
- Autonomous vehicle (3)
- Befreiung (Bergung) (3)
- Bein (3)
- Beinahe Unfall (3)
- Beschichtung (3)
- Betonstraße (Oberbau) (3)
- Blickfeld (3)
- Brand (3)
- Bridge deck (3)
- Brückenbelag (3)
- Cable (3)
- Case law (3)
- Cement (3)
- Coating (3)
- Concrete (3)
- Contract (3)
- Cost (3)
- Crash test (3)
- Czech Republic (3)
- Decke (Straße) (3)
- Deformierbare Barriere (Anpralltest) (3)
- Digitale Bildverarbeitung (3)
- Earthworks (3)
- Effectiveness (3)
- Electric vehicle (3)
- Elektrofahrzeug (3)
- Environment (3)
- Equipment (3)
- Erdarbeiten (3)
- Ermüdung (mater) (3)
- Event data recorder (road vehicle) (3)
- Extrication (3)
- Fahrbahntafel (3)
- Fahrsimulator (3)
- Field of vision (3)
- Financing (3)
- Finanzierung (3)
- Fuge (3)
- Fugenfüllung (3)
- Gefahrenabwehr (3)
- Gemeindeverwaltung (3)
- Genauigkeit (3)
- Gesetzesdurchführung (3)
- Government (national) (3)
- Grenzwert (3)
- Griffigkeit (3)
- Hazard (3)
- Head restraint (3)
- Installation (3)
- Joint (structural) (3)
- Kleidung (3)
- Konzentration (chem) (3)
- Kopfstütze (3)
- Korea (Süd) (Demokratische Republik) (3)
- Kosten (3)
- Langfristig (3)
- Lebenszyklus (3)
- Limit (3)
- Local authority (3)
- Long term (3)
- Medication (3)
- Model (not math) (3)
- Montage (3)
- Motorway (3)
- Near miss (3)
- Netherlands (3)
- Niederlande (3)
- Norm (tech) (3)
- Orthotrope Platte (3)
- Overlapping (3)
- Passenger (3)
- Personal (3)
- Personnel (3)
- Police (3)
- Polizei (3)
- Psychologie (3)
- Psychology (3)
- Public transport (3)
- Reaction (human) (3)
- Reaktionsverhalten (3)
- Rechtsprechung (3)
- Recording (3)
- Rehabilitation (3)
- Rehabilitation (road user) (3)
- Reinforcement (in mater) (3)
- Republic of Korea (3)
- Run off the road (accid) (3)
- Schutzeinrichtung (3)
- Security (3)
- Severity (acid (3)
- Shock (3)
- Simulator (driving) (3)
- Skidding resistance (3)
- Spain (3)
- Spanien (3)
- Specification (standard) (3)
- Steife (Brücke) (3)
- Stiffener (Bridge) (3)
- Straßenverkehr (3)
- Theorie (3)
- Theory (3)
- Tschechische Republik (3)
- Umwelt (3)
- Unfallschwerpunkt (3)
- United kingdom (3)
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- Versuchspuppe (3)
- Verwaltung (3)
- Vorne (3)
- Zement (3)
- Öffentlicher Verkehr (3)
- Abbiegen (2)
- Abdichtung (2)
- Acceleration (2)
- Accident black spot (2)
- Accident proneness (2)
- Accuracy (2)
- Adult (2)
- Aggression (psychol) (2)
- Alcohol (2)
- Alkohol (2)
- Anti locking device (2)
- Antiblockiereinrichtung (2)
- Audit (2)
- Aufzeichnung (2)
- Automatische Notbremsung (2)
- Autonomous emergency braking (2)
- Ballungsgebiet (2)
- Behinderter (2)
- Beschleunigung (2)
- Beton (2)
- Bewehrung (2)
- Blutkreislauf (2)
- Body (car) (2)
- Bremsweg (2)
- Bridge surfacing (2)
- Budget (2)
- Bus (2)
- CEN (2)
- Chromatographie (2)
- Chromatography (2)
- Circulation (blood) (2)
- Clothing (2)
- Coach (2)
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- Composite bridge (2)
- Condition survey (2)
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- Continuous (2)
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- Crash victim (2)
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- Crossing the road (2)
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- Data base (2)
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- Fahrbahnüberquerung (2)
- Fahrerinformation (2)
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- Haftung (jur) (2)
- Harmonisation (2)
- High performance concrete (2)
- Highway design (2)
- Hinten (2)
- Input data (2)
- Intelligent transport system (2)
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- Kommunikation (2)
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- Lärmschutzwand (2)
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- Methode der finite Elemente (2)
- Mittelwert (2)
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- Nutzwertanalyse (2)
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- Organization (2)
- Organization (association) (2)
- Output (2)
- PVC (2)
- Penetration (2)
- Polyvinylchloride (2)
- Posture (2)
- Privatisierung (2)
- Properties (2)
- Prototyp (2)
- Prototype (2)
- Psychological aspects (2)
- Psychological examination (2)
- Psychologische Gesichtspunkte (2)
- Psychologische Untersuchung (2)
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- Quality (2)
- Qualität (2)
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- Rail traffic (2)
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- Retraining of drivers (2)
- Ringanalyse (2)
- Risikoverhalten (2)
- Road traffic (2)
- Rücksichtslosigkeit (2)
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- Schienenverkehr (2)
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- Turn (2)
- Tyre tread (2)
- Umweltverträglichkeitsprüfung (2)
- Unfallneigung (2)
- Unfallopfer (2)
- Unterhaltung (2)
- Value analysis (2)
- Vegetation (2)
- Vehicle regulations (2)
- Verantwortung (2)
- Verbundbrücke (2)
- Vorschrifteneinhaltung (2)
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- Water (2)
- Waterproofing (2)
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- Whiplash injury (2)
- Windschutzscheibe (2)
- Zeit (2)
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- Überlappung (2)
- (menschl) (1)
- Abgaben (1)
- Ability (road user) (1)
- Abkommen von der Fahrbahn (1)
- Ablenkung (1)
- Absorption (1)
- Abstandsregeltempomat (1)
- Acceptability (1)
- Accident data (1)
- Accident prone location (1)
- Accident severity (1)
- 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)
- Adaptive cruise controll (1)
- Addiction (1)
- Aesthetics (1)
- Aethanol (1)
- Aged people (1)
- Ageing (1)
- Aggression (psycho) (1)
- Aggressiveness (psychol) (1)
- Air quality management (1)
- Air traffic control (1)
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- Aktive Sicherheit (1)
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- Analyses (math) (1)
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- Animal (1)
- Anthropometrie (1)
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- Beton ; Betonstraße (Oberbau) (1)
- Bevölkerung (1)
- Bicyclist (1)
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- Bone (1)
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- Chest (1)
- Clay (1)
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- Comprehension (1)
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- Computation (1)
- Conference; Germany; Injury; Medical examination; Spinal column; X ray (1)
- Contact (tyre (1)
- Contractor (1)
- Cooperative intelligent transport system (1)
- Corrosion (1)
- Costs (1)
- Crash Test (1)
- Critical path method (1)
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Institut
- Sonstige (404) (entfernen)
The primary goal of this investigation was to determine the relative risk of traffic accidents in students. In a two year period, a survey amongst 2,325 students was carried out, and 3,645 injuries sustained by students treated at our hospital were analyzed. Moped-riding in adolescents were associated with a 23.75-fold increased risk for injury as compared to biking. Children who ride bicycles have a 2.2-fold increased risk for an injury sustained by traffic accidents compared to pedestrians. None of 50 injured bicycle riders with helmet had an AIS for head injuries of more than 2. 24 of 233 injured bicycle drivers without helmet had an AIS for head injuries of more than 2. The use of a protective helmet significantly reduced the severity of head injuries. The level of awareness towards danger and a history of previous accidents correlate with the likelihood of future accidents. Due to the severity of traffic accidents, more adequate prevention measures (wearing of bicycle helmets and better education for moped riders) are urgently needed.
While the number of fatal accidents is diminishing every year, there is still a need of improvement and action to prevent these deaths. Basis for this purpose has to be an analysis about the factors influencing the car crash mortality. There are various studies describing the univariate influence of several factors, but crash scenarios are too complex to be described by a single variable. The multivariate analysis respects the interference of the variables and gets so to more detailed and representative results. This multivariate analysis is based on about 2,600 cases (the data have been collected by the accident research units Hannover and Dresden (during the years 1999-2003). This paper presents a multivariate model (containing ten different variables) which detects 93% of these cases properly. This means it detects the cases as truly survived and truly death.
The objective of this study was to identify aspects of the individual experience and behaviour of drivers in intersection accidents. A total of 40 accident drivers sketched their ideas and expectations relating to intersection assistance using the method of Structure Formation Technique. Using this method prepared content cards and relation cards for a subject matter are formed together in a structure through the application of an explicit set of rules. The structures generated in this process were compared with the structures of 20 control persons who have not recently experienced an accident at intersections. The basis for this comparison was a case-control design with matched samples regarding the variables age, sex, education, occupation, driving experience and annual mileage. The results of the accident reports indicate that additional assistance is instrumental in the perception of other road users. Generally the interviewed drivers were open-minded towards the use of intersection assistance systems. Drivers who have recently experienced an accident at intersections significantly more often approved of warning assistance in their vehicle than drivers who have not recently experienced an accident. Further accident experienced drivers favoured warning and information via audio warning more frequently. The ideas of the drivers were strongly shaped by the experiences with already available advanced driver assistance systems. Hence acoustic and visual warnings were generally preferred to tactile warnings. The findings also indicate a relationship between the variable age and the acceptance of automatic vehicle intervention, and the suggestion of a head up display as a configuration of a visual warning system.
The number of injuries sustained by car occupants involving the head, thorax, spine, pelvis and the upper limbs have been reduced significantly during recent years. This is probably due to better safety features in the cars, especially the availability and usage of safety belts, airbags etc. Therefore one can notice clinically a relative increase in survivors of severe frontal crashes, but many of them have injuries to the lower extremities. To verify this, we analyzed the foot and ankle injuries of front seat passengers.
Before 2002, France was in the queue of Europeans countries in terms of road safety results because of the low density of population and the faulty behaviour of French due itself to a very low level of traffic law enforcement Even if there were signs of the change of mind in France towards road safety before, the turning point was in summer 2002, when the President declared road safety as a priority work during his mandate. The more symbolic measure was the decision to settle an automatic speed control system (700 fixed and 300 mobile). Over three years, the average speed on French roads decreased by 5 km/h and the number of fatalities on road turned down from an average of 8000 deaths per year to 5 300, which represents a decrease of more than 34 %. For the next months, we anticipate that, as many drivers have kept loosing points on their driving licence through light speed violations, this will lead drivers to check their speed and the speed limits more systematically as loosing points on one's driving license has longer time effects than paying a fine. Consequently, we expect a decrease of 10 % to 15% of fatalities in 2006, which is a very good result if we compare with the trend of the last twenty five years (about 2,3 %). The reverse effect of this system that lies on the changes of behaviour of the majority is that, there is more and more discontent against the system taking into account that automatic speed control system allows only a minor tolerance above limits and that local speed limits are not always adapted to local infrastructure and traffic conditions. Another weakness of the system is that motorcyclists are too rarely caught by the system; the system is being gradually improved by placing the new speed cameras in position of taking photographs of the back of the vehicle. But this would not be sufficient to reduce the speed of motorcyclists that are a very high risk group (16% of fatalities for 0,8 % of traffic) For alcohol, there is no easy route for progress: all what is done nowadays is toward festive impaired driving (through designating sober drivers or mass alcohol preventive screenings) although there is not enough done towards chronic alcoholic driving.
Validation of human pedestrian models using laboratory data as well as accident reconstruction
(2007)
Human pedestrian models have been developed and improved continually. This paper shows the latest stage in development and validation of the multibody pedestrian model released with MADYMO. The biofidelity of the multibody pedestrian model has been verified using a range of full pedestrian-vehicle impact tests with a large range in body sizes (16 male, 2 female, standing height 160-192cm, weight 53.5-90kg). The simulation results were objectively correlated to experimental data. Overall, the model predicted the measured response well. In particular the head impact locations were accurately predicted, indicated by global correlation scores over 90%. The correlation score for the bumper forces and accelerations of various body parts was lower (47-64%), which was largely attributed to the limited information available on the vehicle contact characteristics (stiffness, damping, deformation). Also, the effects of the large range in published leg fracture tolerances on the predicted risk to leg fracture by the pedestrian model were evaluated and compared with experimental results. The validated mid-size male model was scaled to a range of body sizes, including children and a female. Typical applications for the pedestrian models are trend studies to evaluate vehicle front ends and accident reconstructions. Results obtained in several studies show that the pedestrian models match pedestrian throw distances and impact locations observed in real accidents. Larger sets of well documented cases can be used to further validate the models especially for specific populations as for instance children. In addition, these cases will be needed to evaluate the injury predictive capability of human models. Ongoing developments include a so-called facet pedestrian model with a more accurate geometry description and a more humanlike spine and neck and a full FE model allowing more detailed injury analysis.
NASS: the glass is half full
(2007)
The National Accident Sampling System (NASS) was born in the late 1970s. It was based on a substantial amount of experience and analysis of what was needed in the United States to understand the safety challenges of our highways. This work also showed how to collect high quality and useful crash data efficiently. Unfortunately, when Ronald Reagan - a President who believed in limited government - was elected, any hope of full funding for NASS was lost. The concept of 75 teams investigating about 18,000 serious crashes in detail annually was never realized. The system got up to 50 teams, then was cut to 36, and finally to 24 teams investigating fewer than a quarter of the originally anticipated number of crashes per year. Despite this, the NASS investigations provide a rich source of data, collected according to a sophisticated statistical sampling system to facilitate detailed national estimates of road casualties on our nation- highways and their causes. In addition, changes have been made in recent years to increase the number of more serious crashes of recent model vehicles to make the results more relevant to improving vehicle safety. A recent, detailed examination of hundreds of rollovers has provided considerable insight into rollover casualties and into what can be done to reduce them. Some of these results will be presented that show the value of the NASS system. Our experience with NASS and the Fatal Accident Reporting System (FARS) suggests a number of improvements that could be made in the United States" crash data systems. It also provides justification for a doubling or tripling of our national expenditures on crash data collection.
The European Union has set a target to reduce all road fatalities (over 40,000) with 50% in 2010. This target percentage remained unchanged with the introduction of the ten new member states within the EU as by May 1st, 2004. According to Eurostat, 34% of all fatalities in 1998 in the, then, fifteen states of the European Union were the result of single vehicle collisions. This represents over 14,000 lives lost each year of which many can likely be saved through better roadside infrastructure design. The challenge for road safety professionals is to find methods and design strategies that help to reduce these casualties. Procedures for full-scale vehicle crash testing of guard rails were first published in the US in 1962. Present European regulation is mainly based on these procedures and later developments. Since then the vehicle fleet has changed considerably. Due to the complexity of the actual safety problem the numerical simulation approach offers a good opportunity to evaluate the different parameters involved in road safety, such as infrastructure properties, vehicle type, vehicle occupants and injuries. The ideal situation would be that simulation tools are coupled or integrated and all involved effects would be related. At the moment this is not the case yet, but initiatives are taken and a new virtual era has started. This paper offers a method looking at two components that encompass the driving environment: the car and the guardrail. As part of the EC-funded project, RISER (Roadside Infrastructure for Safer European Roads) a multi body simulation program study is carried out to determine sensitivities of some parameters in car to guardrail collisions and gives insides in performance of the car with passive safety equipment, the guardrail and the interaction of these objects with each other. By offering a set of methods that includes these two aspects and their intertwining relations, more confidence can be gained in actually reducing fatalities due to single vehicle collisions with, or due to, roadside furniture. Reducing the number of fatalities of single vehicle crashes would contribute greatly to the stated goal of reducing casualties altogether.
Due to recent years accident avoidance and crashworthiness on Austrian roads were mostly developed on national statistics and on-scene investigation respectively. Identification and elimination of black spots were main targets. In fact many fatal accidents do not occur on such black spots and black-spot investigation has reached a limit. New methods are required and therefore the Austrian Road Safety Programme was introduced by the Austrian Ministry of Transport, Innovation and Technology. The primary objective is the reduction of fatalities and severe injuries. Graz University of Technology initiated the project ZEDATU (Zentrale Datenbank tödlicher Unfälle) with the goal to identify similarities in different accident configurations. A matrix was established which categorizes risk and key factors of participating parties. Based on this information countermeasures were worked out.
This study updates previous IIHS studies comparing estimated delta Vs for crash tested vehicles to the distribution of estimated delta Vs in the National Automotive Sampling System (NASS) Crashworthiness Data System (CDS). The delta V estimates for 232 frontal crash tests at 64.4km/h into a deformable barrier with 40 percent overlap are compared with estimates from frontal offset crashes in the 1997-2004 NASS database. All delta V estimates were based on SMASH, the delta V estimating program used by NASS since 1997. Results indicated that for all vehicles tested by IIHS, SMASH delta Vs were, on average, 32 percent lower than impact speeds and about 28 percent lower than the expected delta V. Almost 80 percent of all real-world frontal crashes resulting in AIS 3+ injuries and just over 60 percent of all fatal crashes occur at or below the average estimated delta V calculated for crash tested vehicles.
The increase in light duty trucks (LDT) on the road in the US is a safety concern because of their aggressivity, or risk they present to occupants of cars, especially in side impacts. We use FARS data to look at fatality trends in frontal and side impacts between cars and LDT. FARS data is also used to determine risk, or fatalities per registered vehicle, imposed on car drivers from other vehicle types. We use NASS CDS data to investigate sources of serious injuries in vehicles with side impact. These sources of injury are categorized into three major groups: 1) contact without intrusion, 2) contact with intrusion, and 3) restraints. We find a greater fraction of intrusion related injuries in cars struck on their side by SUV or pick-up trucks than when they are struck by other cars.
This study examines the severity and types of injuries sustained by child pedestrians aged 18 years and below in order to identify the body regions at greatest risk for injury in a pedestrian accident. Detailed medical diagnoses were reviewed retrospectively for 572 child pedestrians admitted to an urban pediatric trauma center with injuries during the time period from January 2001 to December 2005. Eighty percent of these children sustained AIS 2 or greater injuries, most commonly to the lower extremity (41%) and head (34%). Fortyfour percent of admitted children had more significant AIS 3 or greater injuries primarily to the head (58%), thorax (17%) and lower extremities (14%). Testing procedures to assess the child- interaction with the motor vehicle should include injury assessment for the pediatric head, thorax and lower extremities. This understanding of how child pedestrians interact with motor vehicles may provide insight into effective countermeasures with potential for implementation in vehicle designs world-wide.
A legform impactor with biofidelic characteristics (FlexPLI) which is being developed by the Japanese Automobile Research Institute (JARI) is being considered as a test tool for legislation within a proposed Global Technical Regulation on pedestrian protection (UNECE, 2006) and therefore being evaluated by the Technical Evaluation Group (TEG) of GRSP. In previous built levels it already showed good test results on real cars as well as under idealised test conditions but also revealed further need for improvement. A research study at the Federal Highway Research Institute (BASt) deals with the question on how leg injury risks of modern car fronts can be revealed, reflected and assessed by the FlexPLI and how the impactor can be used and implemented as a legislative instrument for the type approval of cars according to current and future legislations on pedestrian protection. The latest impactor built level (GTα ) is being evaluated by a general review and assessment of the certification procedure, the knee joint biofidelity and the currently proposed injury criteria. Furthermore, the usability, robustness and durability as a test tool for legislation is examined and an assessment of leg injuries is made by a series of tests with the FlexPLI on real cars with modern car front shapes as well as under idealised test conditions. Finally, a comparison is made between the FlexPLI and the current european legislation tool, the legform impactor according to EEVC WG 17.
The PDB, BASt and Opel conducted two test series to evaluate possible effects on the results obtained using the EEVC WG17 Lower Legform Impactor as a test tool for the assessment of pedestrian safety. The reproducibility and repeatability of the test results were assessed using six legform impactors while keeping the test parameters constant. In the second series one impactor was used and the test parameters were varied to assess the effects on the readings of the legform. The test parameters were velocity, temperature, relative humidity, the point of first contact regarding the deviation in z-direction and the deviations of the pitch, roll and yaw angle. The tests were performed using an inverse setup, i.e. the legform was hit by a guided linear impactor equipped with a honeycomb deformation element. This setup was chosen to be able to vary each single parameter while avoiding variations of the other test parameters at the same time. The test parameters were varied stronger than allowed in regulatory use in order to determine possible dependencies between the parameters and the readings which were acceleration, bending angle and shear displacement.
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.
Das einwohnerbezogene Risiko, im Laufe eines Jahres im Straßenverkehr zu sterben, steigt bei Kindern und Jugendlichen von 17 Getöteten je 1 Mio. Einwohner im Kindesalter über, 112 Getötete je 1 Mio. Einwohner im Alter von 15 bis 17 Jahren bis zu 207 Getötete je 1 Mio. Einwohner und Jahr im Alter zwischen 18 und 24 Jahren. Das ist ein Anstieg um das 12fache. Vor diesem Hintergrund wird im Programm für mehr Sicherheit im Straßenverkehr des BMVBW des Jahres 2001, (Seite 14) gefordert ...Verkehrserziehung in der Schule in allen Jahrgangsstufen durchführen... Die Ergebnisse der Studie "Verkehrserziehung in der Sekundarstufe" stellten die Grundlage dieses Kolloquiums dar. Rund hundert Experten aus dem Bereich Verkehrserziehung nahmen an der Veranstaltung teil, darunter die für Verkehrserziehung zuständigen Referenten der Länder, Fachberater für Verkehrserziehung, Lehrer und Polizeibeamte und zahlreiche Vertreter wissenschaftlicher Institute, der Lehrerfortbildung und der Verbände, die sich mit der Verkehrs- und Mobilitätserziehung befassen. Horst Weishaupt präsentierte die Ergebnisse der von der Bundesanstalt für Straßenwesen in Auftrag gegebenen Studie zur Situation der Verkehrserziehung in der Sekundarstufe. Dabei stellte er unter anderem dar, dass die Verkehrserziehung im Denken vieler Lehrer und Lehrerinnen keine wesentliche Rolle spielt. Er verwies aber auch darauf, dass die Situation der Verkehrserziehung je nach Schulart, Jahrgangsstufe, Größe der Schule und Bevölkerungsdichte unterschiedlich ist. Horst Roselieb vom niedersächsischen Kultusministerium hinterfragte die KMK-Empfehlungen für Verkehrserziehung von 1994 vor dem Hintergrund der "Weishauptstudie". In seinem Vortrag "Vom Ringen der Schulen um Wirksamkeit" betrachtete Michael Felten die Ergebnisse der Studie aus der Sicht des Lehrers und vor dem Hintergrund der allgemeinen Diskussion um den Zustand der Schule von heute. Er plädierte dafür, die Schüler stärker zu fordern und über den sich einstellenden Lernerfolg die Freude an der Leistung und am Lernen zu erhöhen. In Workshops wurden die Ergebnisse der Studie diskutiert. In Workshop I: "Verkehrs- und Mobilitätserziehung in der Sekundarstufe: Chancen, Ziele, Grenzen" forderten die Teilnehmer - den Stellenwert der Verkehrs- und Mobilitätserziehung künftig zu erhöhen. - Die Empfehlungen für Verkehrserziehung der KMK auf Umsetzbarkeit und Akzeptanz in der Lehrerschaft zu überprüfen. - Klarheit hinsichtlich der wesentlichen Inhalte, Ziele und Methoden der Verkehrs-/Mobilitätserziehung zu schaffen. - Verkehrs- und Mobilitätserziehung in den Lehrplänen aller Bundesländer zu verankern. - Inhalte der Verkehrs-/Mobilitätserziehung überprüfbar zu machen. - Verkehrserziehung in die Lehrerausbildung zu integrieren. - Die Lehrerfortbildung zu verstärken. - Verkehrserziehung als kontinuierliche Aufgabe zu verstehen, die alle Altersgruppen einschließt. Die Teilnehmer am Workshop II "Unterrichtsangebote für Verkehrs- und Mobilitätserziehung durch Verbände und Verlage" kamen unter anderem zu folgenden Ergebnissen: - Angebote für Verkehrs- und Mobilitätserziehung sollten folgende Kriterien erfüllen: -- schneller und wiederholbarer Einsatz, -- geringer Organisationsaufwand, -- kurze Vorbereitungszeit, - Angebote sollten moderne Anspracheformen beinhalten: -- Gruppenerfahrung fördern, -- aktive Mitarbeit beinhalten, -- praktische Erfahrungen einbeziehen, - In der Aus-, Fort- und Weiterbildung der Lehrer muss Verkehrs- und Mobilitätserziehung inhaltlich und methodisch einbezogen werden. Im Workshop III "Wissenschaftliche Studien an Schulen" wurde unter anderem gefordert bei der Durchführung bundesweiter Studien - die Genehmigungsverfahren anzugleichen, -und gegebenenfalls Standards für den Datenschutz zu schaffen. Insgesamt fand das Kolloquium bei den Teilnehmern eine sehr positive Resonanz. Auf der Basis der erarbeiteten Anregungen zur Verbesserung der Verkehrserziehung an weiterführenden Schulen, sollen jetzt in einer Arbeitsgruppe der Bundesanstalt für Straßenwesen, in der alle für Verkehrserziehung zuständigen Referenten der Länder vertreten sind, umsetzbare Lösungsvorschläge erarbeitet werden.
The European Enhanced Vehicle-safety Committee wants to promote the use of more biofidelic child dummies and biomechanical based tolerance limits in regulatory and consumer testing. This study has investigated the feasibility and potential impact of Q-dummies and new injury criteria for child restraint system assessment in frontal impact. European accident statistics have been reviewed for all ECE-R44 CRS groups. For frontal impact, injury measures are recommended for the head, neck, chest and abdomen. Priority of body segment protection depends on the ECE-R44 group. The Q-dummy family is able to reflect these injuries, because of its biofidelity performance and measurement capabilities for these body segments. Currently, the Q0, Q1, Q1.5, Q3 and Q6 are available representing children of 0, 1, 1.5, 3 and 6 years old. These Q-dummies cover almost all dummy weight groups as defined in ECE-R44. Q10, representing a 10 year-old child, is under development. New child dummy injury criteria are under discussion in EEVC WG12. Therefore, the ECE-R44 criteria are assessed by comparing the existing P-dummies and new Q-dummies in ECE-R44 frontal impact sled tests. In total 300 tests covering 30 CRSs of almost all existing child seat categories are performed by 11 European organizations. From this benchmark study, it is concluded that the performance of the Q-dummy family is good with respect to repeatability of the measurement signals and the durability of the dummies. Applying ECE-R44 criteria, the first impression is that results for P- and Q-dummy are similar. For child seat evaluation the potential merits of the Q-dummy family lie in the extra measurement possibilities of these dummies and in the more biofidelic response.
Aufgrund ständig steigender Verkehrsintensität und gleichzeitig ansteigenden Fahrzeuggewichten werden auch die Stahlbrücken mit orthotropen Fahrbahnplatten hinsichtlich Ermüdung stärker beansprucht. Zumeist wurden diese Brücken in den 60er Jahren gebaut und die heutigen Qualitätsstandards und Empfehlungen wurden nur zum Teil eingehalten. Ein nicht ausreichender Ermüdungswiderstand der Details in Kombination mit steigenden Ermüdungsbeanspruchungen führt früher oder später zu Schäden; bei einigen Brücken in Deutschland sind Schäden aufgetreten. Die zukünftige Verkehrsbeanspruchung führt dazu, dass eine Reparatur alleine nicht ausreichend ist, sondern eine nachhaltige Instandsetzung, das heisst Ertüchtigung bestehender orthotroper Platten erfolgen muss, um auch bei weiter ansteigenden Ermüdungsbeanspruchungen eine hinreichende Gesamtlebensdauer ohne erhöhten Wartungsaufwand sicherzustellen. Vor diesem Hintergrund haben das Bundesministerium fuer Verkehr, Bau- und Wohnungswesen (BMVBW) und die Bundesanstalt fuer Straßenwesen (BASt) ein Forschungsvorhaben in Auftrag gegeben, um nachhaltige Instandsetzungsmaßnahmen zur Ertüchtigung von orthotropen Fahrbahnplatten bei Stahlbrücken unter der besonderen Berücksichtigung des Belagsystems zu untersuchen und zu entwickeln. Zurzeit sind verschiedene Lösungen zur nachhaltigen Ertüchtigung orthotroper Fahrbahnplatten in der Erforschung, teilweise wurden bereits erste Probeanwendungen durchgeführt. Erste Pilotprojekte wurden in Deutschland mit der SPS-Maßnahme, dem Einsatz von PmB 25 und in den Niederlanden unter anderem mit dem hochfesten, mit Stahlfasern versehenen und bewehrten Beton durchgeführt. Zu weiteren Möglichkeiten, wie dem offenporig mit Epoxidharz vergossenen Asphalt, werden noch Bauteilversuche durchgeführt, die die Wirksamkeit solcher Maßnahmen bestätigen sollen. Die Schlussfolgerungen sind zur Zeit wie folgt: - Behandlung bauweisenbedingter Schäden: Zur Behebung der Ursachen sind fallspezifische Lösungen erforderlich, die in der Regel nicht zu einer Verbesserung der allgemeinen Ermüdungsfestigkeit orthotroper Fahrbahnplatten beitragen. - Behandlung bauweisenunabhängiger Schäden: Die Instandsetzung der Schäden ist möglichst in Kombination mit einer geeigneten Ertüchtigungsmaßnahme durchzuführen, sodass die orthotrope Fahrbahnplatte auch für zukünftige Verkehrsbeanspruchungen dauerhaft ist. - Die Instandsetzungsmaßnahmen sind im Gesamtzusammenhang des Brückenbauwerks zu sehen: Die Instandsetzung von Schäden ist in einem Gesamtzusammenhang mit anderen erforderlichen Unterhaltungsmaßnahmen an der Brücke zu sehen, so kann zum Beispiel eine mögliche Schweissreparatur an der Brücke ein Auswahlkriterium für die Art der Belagserneuerung und die Wahl einer geeigneten Abdichtung sein.
Vehicle crash research at different levels is currently being conducted by several investigation groups in Spain, in some instances within various EU-funded projects. However there is a clear opportunity for increasing compatibility and maximizing usefulness, both at national and European levels, of the information collected by these groups. After reviewing on-going activities and programs in different countries, a framework for a nationwide crash investigation project is proposed: an organizational scheme is suggested as part of a future National Road Safety Strategic Plan; a map of investigation teams located in technological centres, universities and police agencies in Spain is presented; alternatives for several practical aspects such as team composition, deployment and operational budgets and project developmental stages are also discussed.
Detailed investigations and reconstructions of real accidents involving vulnerable road users
(2005)
The aim of this research is to improve knowledge about vulnerable road users accidents and more specifically pedestrians or cyclists. This work has been based on a complete analysis of real accidents. From accidents chosen from an in-depth multidisciplinary investigation (psychology, technical, medical), we have tried to identify the configuration of the impact: car speed, pedestrian or cyclist orientations. Then, we have made a numerical modelling of the same configuration with a multibody software. In particular, we have reproduced the anthropometry of the victim and the front shape of the car. A first simulation has been performed on this starting configuration. Next, effects of some parameters such as car velocity or victim position at impact have been numerically studied in order to find the best correlations with all indications produced by the in-depth analysis. Finally, the retained configuration was close to the presumed real accident conditions because it reproduces in particular the same impact points on the car, the same injuries, and is according to the driver statement. This double approach associating an in-depth accident analysis and a numerical simulation has been applied on pedestrian-to-car and bicyclist-tocar accidents. It has allowed us to better understand the real kinematics of such impacts. Even if this method is based on a case to case study, it underlines which parameters are relevant on a vulnerable road user accident investigation and reconstruction.