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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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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 study on knowledge and practices of first aid and CPR among police officers in Colombo and Gampaha
(2017)
Around 85% of deaths in developing countries have been found to be due to road traffic accidents (RTAs), which cost the countries around 1-2% of their gross national product (GNP). In Sri Lanka there were 2,436 deaths reported from 36,045 RTAs in 2014. This study aimed at assessing first aid and cardiopulmonary resuscitation (CPR) knowledge among police officers and identifying its relationship to their first aid and CPR practices. A study was done on 493 police officers from Colombo and Gampaha who were selected using convenience sampling through a self-administered questionnaire. The results showed that the police officers had unsatisfactory knowledge and practices of CPR and interventions for bleeding and fractures. These should therefore be focused in their further training.
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.
Accidents with vulnerable road users require special attention within the road safety work because these accidents are often accompanied with severe injuries. Thus In 2006 at least 6200 Powered Two Wheeler (PTW) riders were killed in road crashes in the EU 25 representing 16% of the total number of road deaths while accounting for only 2% of the total kilometers driven. For the prevention of accidents with VRU above all the knowledge of the causes of the accidents is of special importance. This study is based on the methodology of the German In-Depth Accident Study GIDAS. Within GIDAS extensive data on various fields of accidentology are collected on-scene from road traffic accidents with injuries in the Hannover and Dresden area. Using a well defined sample plan the collected data is highly representative to the whole German situation (Brühning et al, Otte et al). The need of in-depth accident causation data in accident research led to the development of a special tool for the collection of such data called ACASS (Accident Causation Analysis with Seven Steps), which was implemented in the GIDAS methodology in 2008 and described by Otte in 2009.
The United Nations Economic Commission for Europe Informal Group on GTR No. 7 Phase 2 are working to define a build level for the BioRID II rear impact (whiplash) crash test dummy that ensures repeatable and reproducible performance in a test procedure that has been proposed for future legislation. This includes the specification of dummy hardware, as well as the development of comprehensive certification procedures for the dummy. This study evaluated whether the dummy build level and certification procedures deliver the desired level of repeatability and reproducibility. A custom-designed laboratory seat was made using the seat base, back, and head restraint from a production car seat to ensure a representative interface with the dummy. The seat back was reinforced for use in multiple tests and the recliner mechanism was replaced by an external spring-damper mechanism. A total of 65 tests were performed with 6 BioRID IIg dummies using the draft GTR No.7 sled pulse and seating procedure. All dummies were subject to the build, maintenance, and certification procedures defined by the Informal Group. The test condition was highly repeatable, with a very repeatable pulse, a well-controlled seat back response, and minimal observed degradation of seat foams. The results showed qualitatively reasonable repeatability and reproducibility for the upper torso and head accelerations, as well as for T1 Fx and upper neck Fx. However, reproducibility was not acceptable for T1 and upper neck Fz or for T1 and upper neck My. The Informal Group has not selected injury or seat assessment criteria for use with BioRID II, so it is not known whether these channels would be used in the regulation. However, the ramping-up behavior of the dummy showed poor reproducibility, which would be expected to affect the reproducibility of dummy measurements in general. Pelvis and spine characteristics were found to significantly influence the dummy measurements for which poor reproducibility was observed. It was also observed that the primary neck response in these tests was flexion, not extension. This correlates well with recent findings from Japan and the United States showing a correlation between neck flexion and injury in accident replication simulations and postmortem human subjects (PMHS) studies, respectively. The present certification tests may not adequately control front cervical spine bumper characteristics, which are important for neck flexion response. The certification sled test also does not include the pelvis and so cannot be used to control pelvis response and does not substantially load the lumbar bumpers and so does not control these parts of the dummy. The stiffness of all spine bumpers and of the pelvis flesh should be much more tightly controlled. It is recommended that a method for certifying the front cervical bumpers should be developed. Recommendations are also made for tighter tolerance on the input parameters for the existing certification tests.
The strong prevalence of human error as a crash causation factor in motorcycle accidents calls for countermeasures that help tackling this issue. Advanced rider assistance systems pursue this goal, providing the riders with support and thus contributing to the prevention of crashes. However, the systems can only enhance riding safety if the riders use them. For this reason, acceptance is a decisive aspect to be considered in the development process of such systems. In order to be able to improve behavioural acceptance, the factors that influence the intention to use the system need to be identified. This paper examines the particularities of motorcycle riding and the characteristics of this user group that should be considered when predicting the acceptance of advanced rider assistance systems. Founded on theories predicting behavioural intention, the acceptance of technologies and the acceptance of driver support systems, a model on the acceptance of advanced rider assistance systems is proposed, including the perceived safety when riding without support, the interface design and the social norm as determinants of the usage intention. Since actual usage cannot be measured in the development stage of the systems, the willingness to have the system installed on the own motorcycle and the willingness to pay for the system are analyzed, constituting relevant conditions that allow for actual usage at a later stage. Its validation with the results from user tests on four advanced rider assistance systems allows confirming the social norm and the interface design as powerful predictors of the acceptance of ARAS, while the extent of perceived safety when riding without support did not have any predictive value in the present study.
There is a need for detecting characteristics of pedestrian movement before car-pedestrian collisions to trigger a fully reversible pedestrian protection system. For this purpose, a pedestrian sensor system has been developed. In order to evaluate the effectiveness of the sensor system, the in-depth knowledge of car-pedestrian impact scenarios is needed. This study aims at the evaluation of the sensor system. The accident data are selected from the STRADA database. The accident scenarios available in this database were evaluated and the knowledge of the most common scenarios was developed in terms of the pedestrian trajectory, the pedestrian speed, the car trajectory, the car velocity, etc. A mathematical model was then established to evaluate the sensor system with different detective angles. It was found that in order to detect all the pedestrians in the most common scenarios on time the sensor detective angle must be kept larger than 60 degrees.
Nowadays human-created systems are increasing in complexity due to the interaction of humans and technology. Especially road traffic systems are composed of multitudinous resources (e.g. personnel, vehicles, organizations, etc.), which make it even harder to anticipate the positive and negative effects on safety. One key in achieving a significant reduction of fatalities is seen in driver assistant systems counterbalancing the lack of drivers' capabilities. But the actual outcome of implementing these sophisticated technologies especially on influencing driver's capabilities are yet unknown. Latest research exemplifies an increase of reaction times of drivers in case of dysfunctional driver assistant systems. This research paper applies STAMP/STPA (STAMP = systems-theoretic accident model and processes; STPA = systems-theoretic process analysis) to the German automobile traffic system focusing on the effects of driver assistant systems on drivers. By doing so, the potential hazards caused by technology can be identified.
The proportion of older road users is increasing because of demographic change (in the group 65+ from current 18% to about 24% by 2030). The mobility needs of people 65+ often differ from those of younger people. Seniors (65+) are already more involved in fatal accidents than younger road users. According to the age development, the senior share of road deaths in the EU of today is increasing nearly one-fifth to one-third. From the in-depth analysis of accidents generic simulation models were developed. Attention has been paid both to psycho-physical characteristics as well as on the social and physical environment and their specifics in conjunction with seniors. By simulating the defined scenarios and varying the defined relevant parameters, accident influencing factors were examined as a basis for avoidance. In addition, the parameters were varied to show the influence from the vehicle, the pedestrian and the infrastructure to avoid the accident or to characterize the conditions for which the accident is inevitable.
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 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.
Although the bus belongs to the safest traffic means, single accidents can be particularly severe and concern many passengers. Especially in case of fires a high number of injured and killed persons can be the outcome. Fire safety of buses therefore is of high importance. With the increase of plastic materials as a material for the interior equipment of buses and coaches due to their good mechanical properties combined with low weight, the question arises whether the safety level has decreased in case of a fire during the last years " also compared to other means of transport. Because of the combustible plastics and their ability to release a high amount of heat the main fire load in buses is no longer the fuel but the plastic materials which are also often easy to ignite. Besides the flammability of the equipments, also the production of smoke, the smoke development and propagation as well as its toxicity are of interest. That counts for the passengers as well as for the test methods and its limit values. The severe fire in Germany near Hanover in 2008 with 20 fatalities showed how disastrous such fires can be. For those reasons several research projects were initiated on behalf of the German Federal Highway Research Institute. At the one hand the fire behaviour of coach interiors was examined in general focusing on fire propagation as well as fire detection and signalling. As result, recommendations with regard to early fire detection systems for the engine compartments and onboard extinguishing equipment were elaborated. On the other hand research was carried out to examine heat release, smoke, smoke propagation and its toxicity due to burning bus interior materials. In this project small and real scale experiments on material specimens, interior parts and vehicles were performed. Trains and buses often have very similar operation conditions. Consequently, bus interior material was tested according to the regulations for rail vehicles, i.e. DIN EN 45545 as well as DIN 5510. None of the tested bus interior materials would have been allowed to use in a train. The fire safety regulations for bus materials are on a low level compared to other transport sectors, i.e. railway, ship and aircraft. Also numerical investigations with the Fire Dynamics Simulator (FDS) were performed. The very rapid fire development during the severe bus fire from 2008 could be predicted with the numerical model. The model was then used to investigate the influence of different materials, ventilation conditions and ignition sources. The bus materials contribute significantly to a very rapid fire development in bus fires. Especially, the flammable ceiling and the passenger seats were identified to be key issues of the fire propagation in a bus and can be explained by the rapid fire spread along the ceiling and the high fire load of passenger seats. As conclusion of the project effective and economically reasonable fire safety requirements for interiors of buses are recommended which would improve the current situation. Proposals for amendments of current requirements are recommended including the specification of appropriate limit values. In particular, it is taken into consideration which reasonable fire safety standards from other transport sectors, especially the rail sector, should be transferred to buses
In road traffic accidents, a car-seat and its occupant can be subjected to various crash pulses in the case of a rear impact. This study investigates the influence of crash pulse shape on seat-occupant response and evaluates the corresponding risk of whiplash injury. For this purpose, a rigorously validated seat-occupant system model is used to study different carseat designs and crash pulses. Two different car-seat concepts are also presented which can effectively mitigate whiplash injury for a wide range of crash severity. It is shown that for crash pulses of similar severity, the level of whiplash-risk depends strongly on the combined effects of seat design and crash pulse shape.
Urban runoff is known to transport a significant pollutant load consisting of e.g. heavy metals, salts and hydrocarbons. Interactions between solid and dissolved compounds, proper understanding of particle size distribution, dissolved pollutant fractions and seasonal variations is crucial for the selection and development of appropriate road runoff treatment devices. Road runoff at an arterial road in Augsburg, Germany, has been studied for 3.5 years. A strong seasonal variation was observed, with increased heavy metal concentrations with doubled and tripled median concentrations for heavy metals during the cold season. Correlation analysis showed that de-icing salt is not the only factor responsible for increased pollutant concentrations in winter. During the cold period, the fraction of dissolved metals was lower compared to the warm season. In road dust, the highest metal concentrations were measured for fine particles. Metals in road runoff were found to show a significant correlation to fine particles SS63 (<63 μm). Therefore, it is debatable whether treatment devices only implementing sedimentation processes provide sufficient removal rates.
In most of developed countries, the progress made in passive safety during the last three decades allowed to drastically reduce the number of killed and severely injured especially for occupants of passenger cars. This reduction is mainly observed for frontal impacts for which the AIS3+ injuries has been reduced about 52% for drivers and 38% for front passengers. The stiffening of the cars' structure coupled with the generalization of airbags and the improvement of the seatbelt restraint (load limiter, pretension, etc.) allowed to protect vital body regions such as head, neck and thorax. However, the abdomen did not take advantage with so much success of this progress. The objective of this study is to draw up an inventory on the abdominal injuries of the belted car occupants involved in frontal impact, to present adapted counter-measures and to assess their potential effectiveness. In the first part the stakes corresponding to the abdominal injuries will be defined according to types of impact, seat location, occupants' age and type of injured organs. Then, we shall focus on the abdominal injury risk curves for adults involved in frontal impact and on the comparisons of the average risks according to the seat location. In the second part we will list counter-measures and we shall calculate their effectiveness. The method of case control will be used in order to estimate odds ratio, comparing two samples, given by occupants having or not having the studied safety system. For this study, two type of data sources are used: national road injured accident census and retrospective in-depth accident data collection. Abdominal injuries are mainly observed in frontal impact (52%). Fatal or severe abdominal occupant- injuries are observed at least in 27% of cases, ranking this body region as the most injured just after the thorax (51%). In spite of a twice lower occupation rate in the back seats compared to the front seats, the number of persons sustaining abdominal injuries at the rear place is higher than in the front place. In recent cars, the risk of having a serious or fatal abdominal injury in a frontal impact is 1.6% for the driver, 3.6% for the front passenger and 6.3% for the rear occupants. The most frequently hurt organs are the small intestine (17%), the spleen (16%) and the liver (13%). The most common countermeasures have a good efficiency in the reduction of the abdominal injuries for the adults: the stiffness of the structure of the seats allows decreasing the abdominal injury risk from 54% (driver) to 60% (front occupant), the seatbelt pretensioners decrease also this risk from 90% (driver) to 83% (front passenger).
Rollovers continue to be a major source of heavy truck fatalities when compared to other accident modes. Real world rollover accidents are analyzed and two distinct damage patterns are identified. Damage to heavy truck roofs can occur from lateral loading that transitions to vertical roof loading as the vehicle rolls onto its side and then over onto its roof. A second load path can occur when the vehicle has rolled onto its side and furrows into the ground generating large longitudinal friction forces between the roof and ground. A review of the previous literature and various test methodologies are presented. A sled impact test methodology is presented which allows for structural assessment of a heavy truck cab's crashworthiness in both of these loading environments. Two test series are presented using the sled impact test methodology in order to analyze real world truck rollovers using varying impact platen and contact angles. The structural deformation and failure patterns were found to be consistent with damage seen in real world accident vehicles. In each case, a second equivalent truck cab was then reinforced and tested under similar conditions to evaluate the energy management and crush resistance of a stronger cab structure. These structural reinforcements demonstrated a substantial reduction in roof crush and protected the survival space of the occupant compartment. The sled impact test procedure is an effective method for testing the structural performance of a heavy truck cab in a variety of loading scenarios comparable to real world accidents and ascertaining the load and energy load levels in these accident modes.
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.
Empirical vehicle crashworthiness studies are usually based on national or in-depth traffic accident surveys: Data on accident-involved cars/drivers are analysed in order to quantify the chance of driver injury and to assess certain risk factors like car make and model. As the cars/drivers involved in the same accident form a "cluster", where the size of the cluster equals the number of accident-involved parties, traffic accident survey data are typical multi-level data with accidents as first-level or primary and cars/drivers as secondlevel or secondary units (car occupants in general are to be considered as third level units). Consequently, appropriate statistical multi-level models are to be used for driver injury risk estimation purposes as these models properly account for the cluster structure of traffic accident survey data. In recent years various types of regression models for clustered data have been developed in the statistical sciences. This paper presents multi-level statistical models, which are generally applicable for vehicle crashworthiness assessment in the sense that data on single and multiple car crashes can be analysed simultaneously. As a special case of multi-level modelling driver injury risk estimation based on paired-by-collision car/driver data is considered. It is demonstrated that assessment results may be seriously biased, if the cluster structure inherent in traffic accident survey data is erroneously ignored in the data analysis stage.
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.
The so-called "seat-belt injuries" or "seat-belt syndromes", described as 2-point seat-belt injuries, contain heavy inflection injuries of the lumbal spinal column, combined with heavy abdominal injuries as rupture of the upper intestinal bold or heavy injuries of the upper entrails. With "playing" children in the font of the car, with inappropriate plant of 3-point belts, identical injuries can occur.