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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
- Sonstige (337) (entfernen)
Supported by field accident data and monitoring results of European Regulation (EC) No. 78/2009, recent plans of the European Commission regarding a way forward to improve passive safety of vulnerable road users include, amongst other things, an extension of the head test area. The inclusion of passive cyclist safety is also being considered by Euro NCAP. Although passenger car to cyclist collisions are often severe and have a significant share within the accident statistics, cyclists are neither considered sufficiently in the legislative nor in the consumer ratings tests. Therefore, a test procedure to assess the protection potential of vehicle fronts in a collision with cyclists has been developed within a current research project. For this purpose, the existing pedestrian head impact test procedures were modified in order to include boundary conditions relevant for cyclists as the second big group of vulnerable road users. Based on an in-depth analysis of passenger car to cyclist accidents in Germany the three most representative accident constellations have been initially defined. The development of the test procedure itself was based on corresponding simulations with representative vehicle and bicycle models. In addition to different cyclist heights, reaching from a 6-year-old child to a 95%-male, also four pedal positions were considered. By reconstruction of a real accident the defined simulation parameters could be validated in advance. The conducted accident kinematics analysis shows for a large portion of the constellations an increased head impact area, which can reach beyond the roof leading edge, as well as high average values for head impact velocity and angle. Based on the simulation data obtained for the different vehicle models, cyclist-specific test parameters for impactor tests have been derived, which have been further examined in the course of head and leg impact tests. In order to study the cyclist accident kinematics under real test conditions, different full scale tests with a Polar-II dummy positioned on a bicycle have been conducted. Overall, the tests showed a good correlation with the simulations and support the defined boundary test conditions. Typical accident scenarios and simulations reveal higher head impact locations, angles and velocities. An extended head impact area with modified test parameters will contribute to an improved protection of vulnerable road users including cyclists. However, due to significantly differing impact kinematics and postures between the lower extremities of pedestrians and cyclists, these injuries cannot be addressed by the means of current test tools such as the flexible pedestrian legform impactor FlexPLI. Based on the findings obtained within the project as well as the existing pedestrian protection requirements a cyclist protection test procedure for use in legislation and consumer test programmes has been developed, whose requirements have been transferred into a corresponding test specification. This specification provides common head test boundary conditions for pedestrians and cyclists, whereby the existing requirements are modified and two parallel test procedures are avoided.
Test and assessment procedures for passive pedestrian protection based on developments by the European Enhanced Vehicle-safety Committee (EEVC) have been introduced in world-wide regulations and consumer test programmes, with considerable harmonization between these programmes. Nevertheless, latest accident investigations reveal a stagnation of pedestrian fatality numbers on European roads running the risk of not meeting the European Union- goal of halving the number of road fatalities by the year 2020. The branch of external road user safety within the EC-funded research project SENIORS under the HORIZON 2020 framework programme focuses on investigating the benefit of modifications to pedestrian test and assessment procedures and their impactors for vulnerable road users with focus on the elderly. Injury patterns of pedestrians and cyclists derived from the German In-Depth Accident Study (GIDAS) show a trend of AIS 2+ and AIS 3+ injuries getting more relevant for the thorax region in crashes with newer cars (Wisch et al., 2017), while maintaining the relevance for head and lower extremities. Several crash databases from Europe such as GIDAS and the Swedish Traffic Accident Data Acquisition (STRADA) also show that head, thorax and lower extremities are the key affected body regions not only for the average population but in particular for the elderly. Therefore, the SENIORS project is focusing on an improvement of currently available impactors and procedures in terms of biofidelity and injury assessment ability towards a better protection of the affected body regions, incorporating previous results from FP 6 project APROSYS and subsequent studies carried out by BASt. The paper describes the overall methodology to develop revised FE impactor models. Matched human body model and impactor simulations against generic test rigs provide transfer functions that will be used for the derivation of impactor criteria from human injury risk functions for the affected body regions. In a later step, the refined impactors will be validated by simulations against actual vehicle front-ends. Prototyping and adaptation of test and assessment procedures as well as an impact assessment will conclude the work of the project at the final stage. The work will contribute to an improved protection of vulnerable road users focusing on the elderly. The use of advanced human body models to develop applicable assessment criteria for the revised impactors is intended to cope with the paucity of actual biomechanical data focusing on elderly pedestrians. In order to achieve optimized results in the future, the improved test methods need to be implemented within an integrated approach, combining active with passive safety measures. In order to address the developments in road accidents and injury patterns of vulnerable road users, established test and assessment procedures need to be continuously verified and, where needed, to be revised. The demographic change as well as changes in the vehicle fleet, leading to a variation of accident scenarios, injury frequencies and injury patterns of vulnerable road users are addressed by the work provided by the SENIORS project, introducing updated impactors for pedestrian test and assessment procedures.
Chronic non-cancer pain (CNCP) is a major health problem. Patients are increasingly treated with chronic opioid therapy (COT). Several laboratory studies have demonstrated that long-term use of opioids does not generally impair driving related skills. But there is still a lack of studies investigating on-the-road driving performance in actual traffic. The present study assessed the impact of COT on road-tracking and car-following performance in CNCP patients. Twenty CNCP patients, long-term treated with stable doses of opioid analgesics, and 19 healthy controls conducted standardized on-the-road driving tests in normal traffic. Performance of controls with a blood alcohol concentration (BAC) of 0.5 g/L was used as a reference to define clinically relevant changes in driving performance. Standard Deviation of Lateral Position (SDLP), a measure of road-tracking control, was 2.57 cm greater in CNCP patients than in sober controls. This difference failed to reach statistical significance in a superiority test. Equivalence testing indicated that the 95% CI around the mean SDLP change was equivalent to the SDLP change seen in controls with a BAC of 0.5 g/L and did not include zero. When corrected for age differences between groups the 95% CI widened to include both the alcohol reference criterion and zero. No difference was found in car-following performance. Driving performance of CNCP patients did not significantly differ from that of controls due to large inter-individual variations. Hence in clinical practice determination of fitness to drive of CNCP patients who receive opioid treatments should be based on an individual assessment.
As bearing capacity measurements become more and more important, the necessity of assuring quality by establishing a QA system becomes more relevant. Within this context, the FGSV recommends the introduction of comparative measurements. Since 2015, two pilot events took place, with the main aim of introducing repetitive comparative measurements, in which all FWD operators shall participate. The results of the comparative measurements show that the basic principles behind comparative measurements (of the FWD), elaborated as a Europe-wide consensus and put into practice in the Netherlands and the United Kingdom, are valid, but still there is a variety of questions to be answered concerning certain details of the measuring system itself, e. g. measurement of the temperatures (air, pavement) and the impact of load introduction. All in all, the two pilot events in 2015 and 2016 proved that the comparability of the different FWD measuring devices is satisfactory.
Measuring and characterizing airborne particulate matter (PM) is an important research area because PM can lead to impacts on health and to visibility reduction, material damage and groundwater pollution. In regard to road dust, suspension and re-suspension and the contribution of non-exhaust PM to total traffic emissions are expected to increase as a result of predicted climate scenarios. European environmental regulations have been enforced to reduce exhaust particle emissions from road traffic, but little attention has been paid to reducing non-exhaust coarse particle emissions due to traffic. Therefore, a monitoring program for coarse PM has been initiated in early 2013 to assess the predicted increase in the abundance of non-exhaust particles. Particle sampling was performed with the passive-sampler technique Sigma-2. The subsequent single-particle analysis allows for characterization of individual particles, determination of PM size distribution, and calculation of PM mass concentrations. Two motorways n ear Cologne (Koeln), Germany were selected as sampling sites, and the experimental setup in the field was realized with a so-called twin-site method. The present study reports single-particle analysis data for samples collected between May 31, 2013 and May 30, 2014. Coarse PM, generated through multi-source mechanisms, consists of, e.g., tire-wear, soot aggregates, and mineral dust. The highest mass concentration occurs at both motorways in spring, and the observed PM mainly contains traffic-abrasion particles. The field measurements show that the minimum PM concentration was found in the 5 to 12-°C temperature range, whereas the maximum concentration was observed in both the "5 to 5-°C and the 12 to 24-°C ranges, in agreement with previous laboratory measurements. Correlation between super-coarse (d p 10"80 μm, geometric equivalent diameter) PM concentration and precipitation displays a significant increase in concentration with decreasing number of precipitation events (dry weather periods).
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.
Road authorities, freight, and logistic industries face a multitude of challenges in a world changing at an ever growing pace. While globalization, changes in technology, demography, and traffic, for instance, have received much attention over the bygone decades, climate change has not been treated with equal care until recently. However, since it has been recognized that climate change jeopardizes many business areas in transport, freight, and logistics, research programs investigating future threats have been initiated. One of these programs is the Conference of European Directors of Roads (CEDR) Transnational Research Programme (TRP), which emerged about a decade ago from a cooperation between European National Road Authorities and the EU. This paper presents findings of a CEDR project called CliPDaR, which has been designed to answer questions from road authorities concerning climate-driven future threats to transport infrastructure. Pertaining results are based on two potential future socio-economic pathways of mankind (one strongly economically oriented "A2" and one more balanced scenario "A1B"), which are used to drive global climate models (GCMs) producing global and continental scale climate change projections. In order to achieve climate change projections, which are valid on regional scales, GCM projections are downscaled by regional climate models. Results shown here originate from research questions raised by European Road Authorities. They refer to future occurrence frequencies of severely cold winter seasons in Fennoscandia, to particularly hot summer seasons in the Iberian Peninsula and to changes in extreme weather phenomena triggering landslides and rutting in Central Europe. Future occurrence frequencies of extreme winter and summer conditions are investigated by empirical orthogonal function analyses of GCM projections driven with by A2 and A1B pathways. The analysis of future weather phenomena triggering landslides and rutting events requires downscaled climate change projections. Hence, corresponding results are based on an ensemble of RCM projections, which was available for the A1B scenario. All analyzed risks to transport infrastructure are found to increase over the decades ahead with accelerating pace towards the end of this century. Mean Fennoscandian winter temperatures by the end of this century may match conditions of rather warm winter season experienced in the past and particularly warm future winter temperatures have not been observed so far. This applies in an even more pronounced manner to summer seasons in the Iberian Peninsula. Occurrence frequencies of extreme climate phenomena triggering landslides and rutting events in Central Europe are also projected to rise. Results show spatially differentiated patterns and indicate accelerated rates of increases.
This paper deals with the determination of test criteria for the durability assessment of polyvinyl chloride (PVC)-based geosynthetic barriers (GBR-P) products in tunnel sealing systems. In the project different products for road tunnel application are investigated by systematic long time storage in hot water using a new test procedure based on SIA V 280 standard (test no. 13) and EN 14415. The objective of this research project is to derive suitable exposure conditions and criteria for a practical testing procedure with regard to service lifetimes of up to 100 years. For that test temperature and time as well as the best suitable test medium have been investigated in a structured way. To verify the results of the new test procedure the material properties of GBR-P samples removed from older road tunnels are investigated. Based on the presented results of the still on-going research program some preliminary conclusions regarding the updating of the German regulations for road tunnel sealing systems (ZTV-ING part 5 section 5 and TL/TP KDB) are given.
The first stage of the work has been to collate information on bridge assessment from the participating countries. In the later stages, the aim is to provide guidelines that reflect the current best practices, a methodology that will allow for future development and sufficient flexibility to accommodate variations in national priorities as the process of harmonisation is pursued. The following tasks fall within the scope of the project: (1) a review of current procedures and standards used for bridge assessment in Europe; (2) the development of models for taking into account the bridge specific traffic conditions and material properties; (3) the use of reliability methods based on a probabilistic approach for bridge assessment including the use of measurements for updating the reliability of structural elements; and (4) the provision of recommendations for methods and procedures that can be adopted for the assessment module of the management framework highlighting where further development will be beneficial.
The goal of the project FIMCAR (Frontal Impact and Compatibility Assessment Research) was to define an integrated set of test procedures and associated metrics to assess a vehicle's frontal impact protection, which includes self- and partner-protection. For the development of the set, two different full-width tests (full-width deformable barrier [FWDB] test, full-width rigid barrier test) and three different offset tests (offset deformable barrier [ODB] test, progressive deformable barrier [PDB] test, moveable deformable barrier with the PDB barrier face [MPDB] test) have been investigated. Different compatibility assessment procedures were analysed and metrics for assessing structural interaction (structural alignment, vertical and horizontal load spreading) as well as several promising metrics for the PDB/MPDB barrier were developed. The final assessment approach consists of a combination of the most suitable full-width and offset tests. For the full-width test (FWDB), a metric was developed to address structural alignment based on load cell wall information in the first 40 ms of the test. For the offset test (ODB), the existing ECE R94 was chosen. Within the paper, an overview of the final assessment approach for the frontal impact test procedures and their development is given.
Bus or heavy vehicle passenger accidents are rare events, compared with car accidents, but sometimes leads to a large number of victims especially in rollover crash scenarios. Two accidents occurred in Portugal in 2007 and 2013 in which 28 people died and more than 50 are injured, shown the importance of the investigation of such accidents. For the investigation of these accidents multidisciplinary teams are constituted with engineers and police officers. All the factors involved are taken into consideration including road design, traffic signs, maintenance and hardware, human factors, and vehicle factors. In this work a methodology to an accurate collection of the data is proposed. From the information collected the accident is reconstructed using the PC-CrashTM software. From this all the contribution factors are determined and recommendations to mitigate these crashes are listed. These two accidents are rollover accidents and the analysis of the injuries and its correlation with the use of retention systems is very important. From the medical data and with the dynamics of the accident determined simulations of the occupants with biomechanical models are carried out in order to evaluate the effect of the retention systems in the injuries. This analysis is based on injury criteria (such as Abbreviated Injury Score (AIS) or Injury Severity Scale (ISS)). With this it is possible to determine if the seat belt was worn or not.
Since its creation in 2011 the Pre-Crash-Matrix (PCM) offers the possibility to observe the pre-crash phase until five seconds before crash for a wide range of accidents. Currently the PCM contains more than 8.000 reconstructed accidents out of the GIDAS (German In-Depth Accident Study) database and is enlarged continuously by more than 1.000 cases per year. Hence, a detailed investigation of active safety systems in real accident situations has been made feasible. The PCM contains all relevant data in database format to simulate the pre-crash phase until the first collision of the accident for a maximum of two participants. This includes the definition of the participants and their characteristics, the dynamic behavior of the participants as time-dependent course for five seconds before crash as well as the geometry of the traffic infrastructure. The digital sketch of the accident and information from GIDAS as well as from supplementary databases represent the main input for the simulation of the pre-crash phase of an accident with the VUFO simulation model VAST (Vufo Accident Simulation Tool). This simulation in turn embodies the foundation of the PCM. The PCM underlies continual improvements and enhancements in consultation with its users. In addition to collisions of cars with other cars, pedestrians, bicycles and motorcycles the PCM now also covers car to object and car to truck collisions. The paper illustrates car to truck collisions as a showcase and explains perspectives for further developments. In 2016 a more detailed definition of the contour of the vehicle was added. Furthermore, the geometrical surroundings of the accident site will be provided in a new structure with a higher level of detail. Thus, a precise classification of road marks and objects is possible to further improve the support of developing and evaluating ADAS. This paper gives an overview about the latest developments of the PCM with its innovations and provides an outlook to upcoming enhancements. Besides potential areas of application for the development of ADAS are shown.
The advent of active safety systems calls for the development of appropriate testing methods. These methods aim to assess the effectivity of active safety systems based on criteria such as their capability to avoid accidents or lower impact speeds and thus mitigate the injury severity. For prospective effectivity studies, simulation becomes an important tool that needs valid models not only to simulate driving dynamics and safety systems, but also to resolve the collision mechanics. This paper presents an impact model which is based on solving momentum conservation equations and uses it in an effectivity study of a generic collision mitigation system in reconstructed real accidents at junctions. The model assumes an infinitely short crash duration and computes output parameters such as post-crash velocities, delta-v, force directions, etc. and is applicable for all impact collision configurations such as oblique, excentric collisions. Requiring only very little computational effort, the model is especially useful for effectivity studies where large numbers of simulations are necessary. Validation of the model is done by comparison with results from the widely used reconstruction software PC-Crash. Vehicles involved in the accidents are virtually equipped with a collision mitigation system for junctions using the software X-RATE, and the simulations (referred to as system simulations) are started sufficiently early before the collision occurred. In order to assess the effectivity, the real accident (referred to as baseline) is compared with the system simulations by computing the reduction of the impact speeds and delta-v.
Causation of traffic accidents with children from the perspective of all involved participants
(2017)
In the year 2014 about 2,800 children between zero and 14 years got injured due to traffic accidents in Austria. More than 50% were taking part in traffic as active road users like cyclists or pedestrians. Within this study 46 real world traffic accidents between vehicles and children as pedestrians were analysed. In 39 cases, car drivers hit the crossing children. In the other cases, the collision opponents were busses, trucks or motorcycles. Most of the children got hit while crossing a road at urban sites. By analysing the traffic accidents from the perspectives of all involved participants, vehicle drivers and injured children, it is possible to identify factors for each participant, which led to the accident and factors that contributed the accident. The main task is to find patterns in the behaviour of crash victims (children and driver) before the collision. One important fact is that in more than 50% of the analysed cases sight obstructions were an important contributing factor for both, the driver and the child. From drivers view situations in which the child moved unexpected into the driven road lane were often found. For the injured child, factors like: no attention to the road traffic or no sufficient traffic observation were found to be relevant. Further it- possible to sensitise children and adults to possible source of critical traffic situations according to the findings of this study.
For more than a decade, ADAC accident researchers have analysed road accidents with severe injuries, recording some 20,000 accidents. An important task in accident research is to determine the causative factors of road accidents. Apart from vehicle engineering and human factors, accident research also focuses on infrastructural and environmental aspects. To find out what accident scenarios are the most common in ADAC accident research and what driver assistance systems can prevent them, our first task was to conduct a detailed accident analysis. Using CarMaker, we performed a realistic simulation of accident scenarios, including crashes, with varying parameters. To begin with, we made an initial selection of driver assistance systems in order to determine those with the greatest accident prevention potential. One important finding of this study is that the safety potential of the individual driver assistance systems can actually be examined. It also turned out that active safety offers even much more potential for development and innovation than passive safety. At the same time, testing becomes more demanding, too, as new systems keep entering the market, many of them differing in functional details. ADAC will continue to test all driver assistance systems as realistically as possible so as to be able to provide advice to car buyers. Therefore, it will be essential to develop and improve test conditions and criteria.
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.
Twenty-eight percent of traffic accidents in Japan are rear-end collisions, and of these, 13% are multiple collisions (three or more vehicles and/or roadside objects). A post-crash braking system enables the driver to stop the vehicle in a short distance after a rear-end collision to prevent secondary collisions. In this study, the effectiveness of a post-crash braking system was examined using a drive recorder database. In 64% of rear-end collisions, the driver's braking was interrupted after the collision. The stopping distance was estimated with time data from the drive recorder. We predict that the brake assist would be effective in preventing secondary collisions in 21% of cases.
For the determination of the road surface roughness common methods have been established, like Skid Resistance Tester (SRT) or the Sideway-force Coefficient Routine Investigation Machine (SCRIM). Both methods are used to measure a comparable and reliable maximum friction potential value and to assess the quality of the road surface. However, the comparison of the measurements under real conditions and the results of measurements with SRT and SCRIM showed only minor correlations. The paper shows the comparison between these standardised methods and real vehicle braking tests and discusses the results.
In this study, the mean profile depth (MPD) that expresses roughness of road pavements was calculated using the road survey equipment vehicle and the calculated MPD was compared with the real number of traffic accidents. The analysis method used in this study was to classify the appropriate clustering in relation to traffic accidents using the K-means clustering and to compare this with the presence of traffic accidents via the MPDs to derive the result. K-means clustering was used in the analysis method and four clusters were found using the clustering analysis results. The center of each cluster was 0.627, 0.850, 1.118, and 1.237, respectively. The result of this study is expected to be utilized as foundational research in the traffic safety area.
Powered Two Wheeler (Motorcycle) crashes are overrepresented in EU, England, and United States casualty statistics for both fatal and serious injuries. While regional geographic differences are evident for motorcycle size, type, and engine displacement, the casualty statistics consistently indicate significantly higher injury rates for all motorcycle riders when compared to car occupants. Accident analysis and reconstruction of these motorcycle crashes is a necessary process to gain further understanding of potential injury mitigation strategies. This paper focuses on the analysis of the rider post impact trajectory in the immediate moments following a crash. The rider and motorcycle, while loosely coupled by seating position leading up to a crash, quickly decouple as the crash forces develop. As a result, the rider moves relative to the motorcycle and relative to the collision partner. This movement, or trajectory, is primarily influenced by the type and configuration of the impact, the type and configuration of the motorcycle and collision partner, and the speeds involved. Understanding the rider's post impact trajectory will assist in the development of injury mitigation strategies. Both the free flight trajectory of the rider and the rider's trajectory as influenced by interaction with the motorcycle and collision partner are examined. Rider trajectories in full scale crash testing and real world motorcycle crashes are both studied and presented. The resulting physical evidence that can be observed by an accident analyst is discussed. The application of projectile motion physics is analyzed and the necessary input parameters, such as initial launch angle, are studied. This study will assist in understanding the post-impact dynamics of a motorcyclist, and will provide useful information to analysts evaluating real world crashes.
Cyclists are more likely to be injured in fatal crashes than motorised vehicles. To gain detailed and precise behavioural data of road users, i.e. trajectories, a measuring campaign was conducted. Therefore, a black-spot for accidents with cyclists in Berlin, Germany was selected. The traffic has been detected by a fully automated traffic video analysis system continuously for twelve hours. The video surveillance system is capable of automatically extracting trajectories, classifying road user types and precise determining and positioning of conflicts and accidents. Additionally, pre-conflict and pre-accident situations could be analysed to provide further in-depth understanding of accident causation. The evaluation of the measuring campaign comprised the investigation of traffic parameters, e.g. traffic flow, as well as traffic-safety related parameters based on Surrogate Safety Measures (SSM). Furthermore, the spatial and temporal distributions of conflicts involving cyclists were determined. As a result, three possible conflict clusters could be identified, of which one cluster could be confirmed by detailed video analysis, showing conflicts caused by right turning vehicles.
Car occupants have a high level of mortality in road accidents, since passenger cars are the prevalent mode of transport. In 2013, car occupant fatalities accounted for 45% of all road accident fatalities in the EU. The objective of this research is the analysis of basic road safety parameters related to car occupants in the European countries over a period of 10 years (2004-2013), through the exploitation of the EU CARE database with disaggregate data on road accidents. Data from the EU Injury Database for the period 2005 - 2008 are used to identify injury patterns, and additional insight into accident causation for car occupants is offered through the use of in-depth accident data from the EC SafetyNet project Accident Causation System (SNACS). The results of the analysis allow for a better understanding of the car occupants' safety situation in Europe, thus providing useful support to decision makers working for the improvement of road safety level in Europe.
Injury probability functions for pedestrians and bicyclists based on real-world accident data
(2017)
The paper is focusing on the modelling of injury severity probabilities, often called as Injury Risk Functions (IRF). These are mathematical functions describing the probability for a defined population and for possible explanatory factors (variables) to sustain a certain injury severity. Injury risk functions are becoming more and more important as basis for the assessment of automotive safety systems. They contribute to the understanding of injury mechanisms, (prospective) evaluation of safety systems and definition of protection criteria or are used within regulation and/or consumer ratings. In all cases, knowledge about the correlation between mechanical behavior and injury severity is needed. IRFs are often based on biomechanical data. This paper is focusing on the derivation of injury probability models from real world accident data of the GIDAS database (German In-depth Accident Study). In contrast to most academic terms there is no explicit term definition or definition of creation processes existing for injury probability models based on empirical data. Different approaches are existing for such kind of models in the field of accident research. There is a need for harmonization in terms of the used methods and data as well as the handling with the existing challenges. These are preparation of the dataset, model assumptions, censored/unknown data, evaluation of model accuracy, definition of dependent and independent variable, and others. In the presented study, several empirical, statistical and phenomenological approaches were analyzed regarding their advantages and disadvantages and also their applicability. Furthermore, the identification of appropriate prediction parameters for the injury severity of pedestrians has been considered. Due to its main effect on injuries of pedestrians and bicyclists, the importance of the secondary impact has also been analyzed. Finally, the model accuracy, evaluated by several criteria, is the rating factor that gives the quality and reliability for application of the resulting models. After the investigation and evaluation of statistical approaches one method was chosen and appropriate prediction variables were examined. Finally, all findings were summarized and injury risk functions for pedestrians in real world accidents were created. Additionally, the paper gives instructions for the interpretation and usage of such functions. The presented results include IRFs for several injury severity levels and age groups. The presented models are based on a high amount of real world accidents and describe very well the injury severity probability of pedestrians and bicyclists in frontal collisions with current vehicles. The functions can serve as basis for the evaluation of effectiveness of systems like Pedestrian-AEB or Bicycle-AEB.
When assessing the consequences of accidents normally the injury severity and the damage costs are considered. The injury severity is either expressed within the police categories (slight injury, severe injury or fatal injury) or the AIS code that rates the fatality risk of a given injury. Both injury metrics are assessing the consequences of the accident directly after the accident. However, not all consequences of accidents are visible directly after the accident and the duration of the consequences are different. Besides a physiological reduction of functionality social and psychological implications such as reduced mobility options, problems to continue the original job etc. are happening. In order to assess long term consequences of accidents the MHH Accident Research Unit established a brief questionnaire that is distributed to accident involved people of the Hannover subset of the GIDAS data set approx. one year after the accident beginning with the accident year 2013. The basic idea of using a brief questionnaire (in fact only one page) is to obtain a relatively large return rate because the questionnaire appears to be simple and quickly answered. This appears to be important because it is believed that the majority of accident involved people will not report long term consequences. In order to allow a more detailed survey amongst those responders that are reporting long term consequences they are asked for a written consent for the additional questionnaire that will be distributed at a time that is not yet defined. Long term consequences are reported for all addressed areas, medical, physiological, psychological and sociological by people without injuries, with minor injuries and with severe injuries.
[Introduction:] A large number of road users involved in road traffic crashes recover from their injuries, but some of them never recover fully and suffer from some kind of permanent disability. In addition to loss of life or reduced quality of life, road accidents carry many and diverse consequences to the survivors such as legal implications, economic burden, job absences, need of care from a third person, home and vehicle adaptations as well as psychological consequences. Within an EU funded project MOVE/C4/SUB/2011-294/SI2.628846 (REHABIL AID) these consequences were analyzed more detailed.
The objectives of this paper are the analysis of the accident risk of drivers brain pathologies (Mild Cognitive Impairment, Alzheimer- disease, and Parkinson- disease), and the investigation of the impact of driver distraction on the accident risk of patients with brain pathologies, through a driving simulator experiment. The three groups of patients are compared to a healthy group of similar demographics, with no brain pathology. In particular, 125 drivers of more than 55 years old (34 "controls"" and 91 "patients") went through a large driving simulator experimental process, in which incidents were scheduled to occur. They drove in rural and urban areas, in low and high traffic volumes and in three distraction conditions (undistracted driving, conversation with a passenger and conversation through a mobile phone). The statistical analyses indicated several interesting findings; brain pathologies affect significantly accident risk and distraction affects more the groups of patients than the control one.
Whiplash injuries are characterized by the high variability of its symptoms and by the subjectivity of its diagnosis, which sometimes leads to frauds perpetrated by victims of rear-end impacts. It is estimated that whiplash injuries cost annually about 10.000 million Euros in Europe. Therefore, the aim of this study was to investigate the influence of the dynamics of the accident in which the victim was involved in the probability of development of whiplash associated injuries. In the presented methodology, first an accident reconstruction is performed where the dynamics of the accident is determined. This is carried out using the software PC-Crash, police and insurance companies' data. Then biomechanical injuries criteria related with whiplash injuries are evaluated. For the evaluation of the probability of having whiplash injuries, the Neck Injury Criterion (NIC) of the victim and the mean acceleration of the vehicle were evaluated. Then, with medical reports, the results of the accident reconstruction are correlated with the reported injuries. Some examples are presented. The results obtained indicate that the study of the dynamics of the road accidents in which the victims were involved could be used as an auxiliary of the prognosis of whiplash injuries and is important for a precise diagnosis of this type of injuries.
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).
Still correlated with high mortality rates in traffic accidents traumatic aortic ruptures were frequently detected in unprotected car occupants in the early years. This biomechanical analysis investigates the different kinds of injury mechanisms leading to traumatic aortic injuries in todays traffic accidents and how the way of traffic participation affects the frequency of those injuries over the years. Based on GIDAS reported traffic accidents from 1973 to 2014 are analyzed. Results show that traumatic aortic injuries are mainly observed in high-speed accidents with high body deceleration and direct load force to the chest. Mostly chest compression is responsible for the load direction to the cardiac vessels. The main observed load vector is from caudal-ventral and from ventral solely, but also force impact from left and right side and in roll-over events with chest compression lead to traumatic aortic injuries. Classically, the injury appeares at the junction between the well-fixed aortic arch and the pars decendens following a kind of a scoop mechanism, a few cases with a hyperflexion mechanism are also described. In our analysis the deceleration effect alone never led to an aortic rupture. Comparing the past 40 years aortic injuries shift from unprotected car occupants to today's unprotected vulnerable road users like pedestrians, cyclists and motorcyclists. Still the accident characteristics are linked with chest compression force under high speed impact, no seatbelt and direct body impact.
To elucidate the risk of pedestrians, bicycle and motorbike users, data of two accident research units from 1999 to 2014 were analysed in regard to demographic data, collision details, preclinical and clinical data using SPSS. 14.295 injured vulnerable road users were included. 92 out of 3610 pedestrians ("P", 2.5%), 90 out of 8307 bicyclists ("B", 1.1%) and 115 out of 4094 motorcycle users ("M", 2.8%) were diagnosed with spinal fractures. Thoracic fractures were most frequent ahead of lumbar and cervical fractures. Car collisions were most frequent mechanism (68, 62 and 36%). MAIS was 3.8, 2.8 and 3.2 for P, B and A with ISS 32, 16 and 23. AIS-head was 2.2, 1.3 and 1.5). Vulnerable road users are at significant risk for spine fractures. These are often associated with severe additional injuries, e.g. the head and a very high overall trauma severity (polytrauma).
While cyclists and pedestrians are known to be at significant risk for severe injuries when exposed to road traffic accidents (RTAs) involving trucks, little is known about RTA injury risk for truck drivers. The objective of this study is to analyze the injury severity in truck drivers following RTAs. Between 1999 and 2008 the Hannover Medical School Accident Research Unit prospectively documented 43,000 RTAs involving 582 trucks. Injury severity including the abbreviated injury scale (AIS) and the maximum abbreviated injury scale (MAIS) were analyzed. Technical parameters (e.g. delta-v, direction of impact), the location of accident, and its dependency on the road type were also taken into consideration. The results show that the safety of truck drivers is assured by their vehicles, the consequence being that the risk of becoming injured is likely to be low. However, the legs especially are at high risk for severe injuries during RTAs. This probability increases in the instance of a collision with another truck. Nevertheless, in RTAs involving trucks and regular passenger vehicles, the other party is in higher risk of injury.
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.
In this study, we compared the injury severity of occupants according to the seating position and the crashing direction in motor vehicle accidents. In the driver's point of view, it was separated the seating position as "Near-side" and "Far-side". The study subjects were targeted by people who visited 4 regional emergency centers following motor vehicle accidents. Real-world investigation was performed by direct and indirect methods after patient- consent. The information of the damaged vehicle was informed by Collision Deformation Classification (CDC) code and the information of the injury of patients was informed by using the Abbreviated Injury Score (AIS) and Injury Severity Score (ISS). When the column 3 in CDC code was P, damaged at the middle part of lateral side, the average point of AIS 3 was 1.91-±1.72 in near-side and 1.02-±1.31 in far-side (p<0.01). The average point of maximum AIS (MAIS) was 2.78-±1.39 in near-side and 2.02-±1.11 in far-side (p<0.01). The average point of ISS was 15.74-±14.71 in near-side and 8.11-±8.39 in far-side (p<0.01). Also, when the column 3 in CDC code was D, damaged at the whole part of lateral side, it was significant that the average point of AIS 3 and MAIS in near-side was bigger than in far-side (p=0.02).
For the avoidance of traffic accidents by means of advanced driver assistance systems the knowledge of failures and deficiencies a few seconds before the crash is of increasing importance. This information e.g. is collected in the German accident survey GIDAS by an interview derived from the ACAS methodology. However to display the whole range of accident causation factors additional information is needed on enduring factors of the system components "human", "infrastructure" and "machine". On the strategic level these accident moderating factors include long term influences such as medical preconditions or a general higher risk taking behavior as well as influences on the immediate conflict level such as an aggressive response to a perceived previous traffic conflict. This study was conducted to examine the feasibility of collecting such causation information in the scope of an in-depth accident investigation like GIDAS. Due to the comprehensive amount of information necessary to estimate the moderating factors the collection of the information is distributed to different methods. 5 cases of real world crashes have been investigated where information was collected on-scene and retrospective by interviews. The identified moderating factors of the accidents and the method for collecting the information are displayed.
Motorcycle crashes in Austria: Analysis of causes and contributing factors based on in-depth data
(2017)
From CEDATU, the in-depth accident database run by the Vehicle Safety Institute at Graz University of Technology, a representative sample of 101 crashes involving at least one motorcycle was selected. The analysis focused on causes for crashes as well as on contributing factors, but also included parameters of road, riders and vehicles. Own riding speed and "unexpectable action by another road user" were the most frequent causes for accidents. Inappropriate safety distance or delayed reaction were frequent, both as causation factors and as contributing factors. Infrastructure issues never cause an accident, but they are very frequent as contributing factors; road geometry and road guidance are by far most frequent among these. This paper also discusses accidents by type and other parameters (e.g. injury severity by body region, collision speed, age and others), and compares accident causes to previous studies as well as the police reported accident statistics.
Driver distraction
(2017)
This report for the Institute of Advanced Motorists (IAM) summarises recent research and knowledge from scientific studies about distracted driving. The report defines what it means to be "distracted" when driving, discusses the impact of distraction on driver behaviour and safety, and what can be done to reduce distracted driving. The focus of distraction discussed here relates to how drivers engage with technology when driving. The report begins with a background to driver distraction, followed by discussion about what is actually meant by driver distraction. It is then considered why humans cannot successfully do two things at the same time, particularly within the context of driving. The subsequent section summarises the scientific research findings to date with regard to driver distraction and technology, and how this affects different types of road user. Recommendations for how driver distraction can be mitigated in the real world and a summary conclude the report. Responses to common questions raised by drivers are presented in Appendix A.
From an automotive safety occupant protection standpoint, effective occupant restraint requires a system capable of providing non-injurious occupant ride down of anticipated crash forces. This is not only the case for frontal collisions, where occupant restraint is provided primarily by seatbelts and airbags, but is also critical for other crash modes such as side impacts, rear impacts, rollovers, as well as multiple impact events. In the rear impact crash mode, occupant restraint is provided primarily by the seatbacks and to some extent the seatbelts. Foundationally, therefore, what becomes fundamental to the seatback's role in rear occupant protection is its ability to contain the occupant within the seat, preventing occupant ramping, as well as preventing the seat's, and/or its occupant's, dangerous intrusion into the rear occupant's survival space where contact with rear compartment components and/ or rear seated occupants can present a significant injury risk. An analysis is presented of a series of rear impact sled testing conducted by the authors that evaluates the timing, position and extent of the front seatback's reward displacement toward and into the rear occupant compartment as well as consideration of the front seat occupant' ramping potential and its injury potential relative to the rear compartment. Additionally, three other series of testing are presented which assess various seat designs occupant retention capabilities. Lastly, a matched-pair comparison test series is presented which evaluates occupant motion in rear impact with and without use of a typical vehicle body mounted 3-point seatbelt. Discussion of restraint system performance observed in all the testing is included along with ATD biofidelity and thigh-gap considerations. The data collected and presented includes accelerometer instrumentation and high speed video analysis.
The incidence of side impacts was investigated from GIDAS data. Both vehicle-fixed object and vehicle-vehicle collisions were analysed as these are enclosed within the consumer testing program. Vehicle-fixed object collisions were stratified according to ESC availability. Results indicated that vehicles equipped with ESC rarely have pure-lateral impacts. An increase in oblique collisions was seen for the vehicles with ESC whereby most vehicle were driving in left curves. The analysis of vehicle-vehicle collisions developed injury risk curves were developed at the AIS3+ injury severity for the vehicle-vehicle side impacts. Results suggested that greatest injury risk occurred when a Pre Euro NCAP vehicle was struck by a Post Euro-NCAP vehicle. The remaining curves did not show different behaviour, indicating that stiffness increased have been equally combated. This was attributable to the few Post Euro-NCAP vehicles that had a deployed curtain airbag available in the sample. The integration of Euro NCAP testing has shown to improve vehicle crashworthiness for pole collisions, as those vehicles with ESC rarely incur lateral impacts.
Recently, EuroNCAP updated the upper legform test protocols. The main objective of this study is to establish the upper legform test in KIDAS (Korean In-depth Accident Study) taking into account domestic pedestrian accident data as well as anthropometric data to protect elderly pedestrians whose average height and weight is much smaller and lighter than other age groups, especially compared to Europeans. Therefore 230 cases of pedestrian accidents from KIDAS were investigated to explore the injury severity of body regions as well as age related injury patterns. Injuries of all body regions were examined, with a special focus on injuries of abdomen and pelvic area. On the other hand, in order to explore Korea's pedestrian accident environment, national police data and KIDAS (Korean In-depth Accident Study) data were compared. The results should be taken into account in future analyses and possible improvements, such as regulations and KNCAP test protocols, of the pedestrian safety policy in Korea.
The Decision Support System (DSS) is one of the key objectives of the European co-funded research project SafetyCube in order to better support evidence-based policy making. Results will be assembled in the form of a DSS that will present for each suggested road safety measure: details of risk factor tackled, measure, best estimate of casualty reduction effectiveness, cost-benefit evaluation and analytic background. The development of the DSS presents a great potential to further support decision making at local, regional, national and international level, aiming to fill in the current gap of comparable measures effectiveness evaluation. In order to provide policy-makers and industry with comprehensive and well-structured information about measures, it is essential that a systems approach is used to ensure the links between risk factors and all relevant safety measures are made fully visible. The DSS is intended to become a major source of information for industry, policy-makers and the wider road safety community.
High demands on exhaust emissions of passenger cars and light commercial vehicles require complex technologies. The three-way catalytic converter is an essential part of state of the art emission control systems. If a catalytic converter is damaged or its effectiveness deteriorates, it can be replaced by a replacement converter. Replacement catalytic converters from the aftermarket are approved on the basis of Regulation No 103 of the UNECE - United Nations Economic Commission for Europe. According to this regulation the replacement catalytic converter shall be designed, constructed and capable of being mounted so as to enable the vehicle to comply with the provisions taken as a basis for its type approval. Furthermore the pollution emissions must be effectively limited throughout the entire normal service life of the vehicle under normal operating conditions. In the context of the research project, the durability of replacement catalytic converters was examined. A VW Golf with emission standard Euro 4, 1.4 l petrol engine (55 kW) was selected as a test vehicle. At the start of the examinations, the vehicle showed a mileage of 75,000 km. The selected vehicle was regularly serviced in accordance with the manufacturer's specifications. No emission-relevant faults were recorded by the OBD system. The initial control measurement of the vehicle in as-delivered condition with the originally installed catalytic converter showed that the corresponding emissions of the regulated pollutants were considerably below the Euro 4 emission limits to be applied. Subsequently, an original replacement catalytic converter, which was purchased from an authorised dealer, and 4 catalytic converters purchased in the independent aftermarket, were examined. The replacement catalytic converters were conditioned according to the specifications of ECE Regulation No 103 and then measured in new condition. The catalytic converters were then aged on a burner test rig. Here a total mileage of 80,000 km was simulated. After 10,000 km and 40,000 km, the ageing was interrupted and the exhaust gas emissions of the test vehicle with the aged catalytic converters were measured. The examination was ended as soon as a limit value had been exceeded. The results of the project indicate that with the replacement systems for the after-treatment of exhaust gases available in the independent aftermarket, considerable quality differences can occur. At the end of the ageing over a distance of 80,000 km only the original replacement catalytic converter and one replacement catalytic converter from the independent aftermarket complied with the Euro 4 emission limits. With one replacement catalytic converter, the Euro 4 emission limits were already exceeded in new condition. With another replacement catalytic converter, the examination was aborted after 10,000 km ageing and with a further catalytic converter after 40,000 km ageing due to the Euro 4 emission limits being exceeded. The ECE Regulation No 103 provides for a test of durability of such systems over 80,000 km, but also alternatively enables the use of fixed deterioration factors. In practice, the durability of the replacement systems for the after-treatment of exhaust gases is guaranteed by their manufacturers. However, replacement catalytic converters are rarely inspected as part of the approval. In-use compliance provisions for replacement systems for the after-treatment of exhaust gases are not mentioned in the corresponding specifications. The results of this study indicate that the requirements in the ECE Regulation No 103 are not adequate to ensure the durability of replacement catalytic converters.
Mobility plays an important role in the Federal Republic of Germany. Motorised private transport and, consequently, passenger vehicles are the crucial factor. Vehicles should be environmentally and socially compatible yet also economically efficient at the same time. The crucial factor for pollution of the environment from road traffic is the exhaust emissions of the vehicles on the road. This is why, with the Directive 98/69/EC and the related introduction of exhaust emission standard Euro 3, the testing of the conformity of passenger and light commercial vehicles (in-service conformity check) was introduced. Vehicles already on the roads are to be examined again under type examination conditions (Type I Test) after a statistical selection process. In this way it is to be ensured that the systems and components relevant for the exhaust emissions of a vehicle will also function after several thousand kilometres. This is why the vehicles are checked again during in-service conformity check with respect to their limited pollution components. Due to the ever greater significance of CO2 emissions, both the CO2 emissions and the fuel consumption were included in this research project. For the success of such a project the choice of vehicle is of critical importance. Since this is the only way it is possible to also obtain a representative result. Therefore, in addition to the selection criteria required by law, statistical and technical criteria are also considered. The vehicle owners were selected on a random basis. All test vehicles were checked with respect to their pollutant components in the emissions laboratory in accordance with their standard. By law the same testing conditions apply in an in-service conformity check as in the relevant type approval. In this research project a total of 17 vehicle types were examined. Six types were equipped with positive-ignition engines and 11 types with compression ignition engines. Both groups were to each include vehicles of the limits Euro 4 and Euro 5. For vehicle types with positive-ignition engines, there was one type with the exhaust emission standard Euro 5. All others satisfied the exhaust emission standard Euro 4. For the vehicle types with compression ignition engines, 4 types satisfied exhaust emission standard Euro 5 and 7 types fulfilled exhaust emission standard Euro 4. Among the vehicle types with compression ignition and exhaust emission standard Euro4, there were 4 types of category M1 and 3 types of category N1 of class III. The aim of the research project is to examine the exhaust emissions in-service conformity of passenger and light commercial vehicles in operation to draw conclusions concerning the durability of engine components and systems for exhaust emission treatment. Overall in this in-service conformity testing programme, we were able, in accordance with the statistical procedure, to assess all 17 of the vehicle types tested as "positive". With the exception of one vehicle type, it was possible to conclude the random test for all vehicle types tested with the minimum random sample. This means that all 3 vehicles of one type in as-delivered condition complied with or fell below the respective limits for pollutant emissions according to the criteria of the statistical procedure. In the case of one vehicle type, where the random sample had to be enlarged, it was necessary to examine a total of 8 vehicles. Furthermore, with all vehicle types the CO2-emissions and fuel consumption (Type I Test) were determined to subsequently compare the measured CO2 emissions with those of the manufacturers. Of the 17 vehicle types examined, eleven vehicle types complied with the relevant manufacturers" values or fell below them. With six vehicle types, the CO2 emissions were more than the permissible 4% above the manufacturer- value during the Type I Test.
In Germany road tunnels on major roads which are longer than 400 m have to be monitored permanently. For that purpose the tunnels are equipped with a multitude of monitoring and detection systems whose data and messages are transmitted to tunnel control centres. Due to the higher traffic density, the increasing number of tunnels to be monitored and road users" demand of higher safety and security levels, the strains on operating staff of tunnel control centres have continuously been growing. Therefore, innovative approaches have been developed in two recent German research projects: RETISS " Real Time Security Management System, and ESIMAS " Real-time Safety Management System for road Tunnels. Both systems are designed to allow faster and more efficient reaction of tunnel operators in order to maintain the capacity and availability of transport infrastructures but also to improve the safety and security of road users.
The market introduction and penetration of electric vehicles can be seen as a milestone in order to reduce the environmental burden imposed by the transport sector. The wide-spread use of electric vehicles powered by electricity from renewable sources promises a substantial reduction of local emissions in urban areas as well as greenhouse gas emissions. To be a successful mobility alternative several obstacles and challenges have to be overcome first. Especially the customers' purchase decision determines finally whether an innovation like electromobility will be successful. Therefore, this paper concentrates on demand-related obstacles and barriers for a broad market deployment of electric cars. Within the Electromobility+ project eMAP these issues are investigated via a consumer survey. It was designed to identify the awareness of potential consumers of electric cars as well as give an estimate of the attitude towards this new technology. In addition to the picture of potential demand-related obstacles the consumers were asked to evaluate the suitability of various promotion measures.
In the European Project FIMCAR, a proposal for a frontal impact test configuration was developed which included an additional full width deformable barrier (FWDB) test. Motivation for the deformable element was partly to measure structural forces as well as to produce a severe crash pulse different from that in the offset test. The objective of this study was to analyze the safety performance of vehicles in the full width rigid barrier test (FWRB) and in the full width deformable barrier test (FWDB). In total, 12 vehicles were crashed in both configurations. Comparison of these tests to real world accident data was used to identify the crash barrier most representative of real world crashes. For all vehicles, the airbag visible times were later in the FWDB configuration. This was attributed to the attenuation of the initial acceleration peak, observed in FWRB tests, by the addition of the deformable element. These findings were in alignment with airbag triggering times seen in real world crash data. Also, the dummy loadings were slightly worse in FWDB compared to FWRB tests, which is possibly linked to the airbag firing and a more realistic loading of the vehicle crash structures in the FWDB configuration. Evaluations of the lower extremities have shown a general increasing of the tibia index with the crash pulse severity.
Various kinds of demerit point systems have been developed and implemented in European countries, aimed at tackling repeat offences in road transport by acting as a deterrent and providing sanctioning. The impact of a demerit point system on the number of crashes is often reported to be significant, but temporary. The objective of the EU BestPoint project was to establish a set of recommended practices that would result in a more effective and sustainable contribution of demerit point systems to road safety. A high actual chance of losing the licence and a high perceived chance of losing the licence are basic prerequisites for the effective operation of demerit point systems. For measures applied within the context of a demerit point system, a four-step-approach is recommended: warning letter, driver improvement course, licence withdrawal, rehabilitation course. Further recommendations concern issues like points and offences, e.g. which offences should lead to points, target groups, and the administration of demerit point systems. The final result of the EU BestPoint project is a handbook (van Schagen & Machata, 2012) which provides a concise overview of all recommended practices. The presentation/paper outlines how sustainable safety improvements can be achieved if national demerit point systems are implemented and maintained according to the recommended practices. In addition, potential further steps towards an EU-wide demerit point system (cross-border exchange on points and/or offences) are presented.
Trauma management (TM) covers two types of medical treatment: the initial one provided by Emergency Medical Services (EMS) and a further one provided by permanent medical facilities. There is a consensus in the professional literature that to reduce the severity and the number of road crash victims, the TM system should provide rapid and adequate initial care of injury, combined with sufficient further treatment at a hospital or trauma centre. Recognizing the important role of TM for reducing road crash injury outcome, it was decided, within the EU funded SafetyNet project, to develop road safety performance indicators (SPIs) which would characterize the level of TM systems" performance in European countries and enable country comparisons. The concept of TM SPIs was developed based on a literature study of performance indicators in TM, a survey of available practices in Europe and data availability examinations. A set of TM SPIs was introduced including 14 indicators which characterize five issues such as: availability of EMS stations; availability and composition of EMS medical staff; availability and composition of EMS transportation units; characteristics of the EMS response time, and availability of trauma beds in permanent medical facilities. Basic information on the TM systems was collected in close cooperation with the national expert group. A dataset with TM SPIs for 21 countries was created. It was demonstrated that the countries can be compared using selected TM SPIs. Moreover, a more general comparison of the TM systems' performance in the countries is possible, using multiple ranking and statistical weighting techniques. By both methods, final estimates were received enabling the recognition of groups of countries with similar levels of the TM system's performance. The results of various trials were consistent as to the recognition of countries with high or low level of the TM systems" performance, where in grouping countries with intermediate levels of the TM system's performance some differences were observed. The SafetyNet project's practice demonstrated that data collection for estimating TM SPIs is not an easy task but is realizable for the majority of countries. The TM SPIs" message is currently limited to the availability of trauma care services. Further development of the TM SPIs should focus on characteristics of actual treatment supplied, based on combined police and medical road crash related databases.
To improve vehicle safety in frontal collisions, the crash compatibility between the colliding vehicles is crucial. Compatibility aims to improve both the self and partner protection properties of vehicles. Although compatibility has received worldwide attention for many years, no final assessment approach has been defined. Within the Frontal Impact and Compatibility Assessment Research (FIMCAR) project, different frontal impact test procedures (offset deformable barrier [ODB] test as currently used for Economic Commission for Europe [ECE] R94, progressive deformable barrier test as proposed by France for a new ECE regulation, moveable deformable barrier test as discussed worldwide, full-width rigid barrier test as used in Federal Motor Vehicle Safety Standard [FMVSS] 208, and full-width deformable barrier test) were analyzed regarding their potential for future frontal impact legislation. The research activities focused on car-to-car frontal impact accidents based on accident investigations involving newer cars. Test procedures were developed with both a crash test program and numerical simulations. The proposal from FIMCAR is to use a full-width test procedure with a deformable element and compatibility metrics in combination with the current offset test as a frontal impact assessment approach that also addresses compatibility. By adding a full-width test to the current ODB test it is possible to better address the issues of structural misalignment and injuries resulting from high acceleration accidents as observed in the current fleet. The estimated benefit ranges from a 5 to 12 percent reduction of fatalities and serious injuries resulting from frontal impact accidents. By using a deformable element in the full-width test, the test conditions are more representative of real-world situations with respect to acceleration pulse, restraint system triggering time, and deformation pattern of the front structure. The test results are therefore expected to better represent real-world performance of the tested car. Furthermore, the assessment of the structural alignment is more robust than in the rigid wall test.
The current paper reports on the results of a pilot study aiming to investigate the effect of mobile telephone use on the driving performance of 5 amateur and 5 professional drivers. Their driving acuity was tested through a driving simulator. Analysis and interpretation of the results occurred comparing the drivers' driving performance while talking, reading messages and writing a message on the mobile phone (intervention time) with the drivers' driving performance engaged in no activity (control time). The variables affected by the mobile phone were the "steering", the "lane offset" and the "duration of lane offset". Moreover, the drivers involved in a car crash in the last five years appeared to differ from those who were not involved in a crash in both "lane offset" and "following distance". The results of this pilot study will inform the design of a large experimental study on 50 professional and 50 amateur drivers.
Although the annual traffic accident statistics published by the national police is available in public, the detailed traffic accident data has not been released in Korea. Recently the Ministry of Land, Infrastructure and Transport recognized the importance of in-depth accident data to enhance road traffic safety and initiated a research project to establish a collection of the detailed accident data. The main objective of the project is a feasibility study to establish KIDAS (Korea In-Depth Accident Study). Within this project, three university hospitals which are located in mid-size cities have been selected to collect accident data. Annually, more than 500 cases of accidents have been collected from the in-patient's interviews and diagnosis. Unlike GIDAS (German In-Depth Accident Study), currently on-site investigation can"t be performed by the Korean police. The only available data is patient medical records, patient's description of accident circumstances and the damaged vehicle. Occasionally the police provide the accident investigation reports containing very brief information on accident causation and vehicle safety. In a first step, the concept of KIDAS is to adopt the format of iGLAD (Initiative for the Global Harmonization of Accident Data) for harmonization. Since the currently collected accident information is extremely limited compared with GIDAS, the other sources of data and calculations such as KNCAP vehicle data, pc-crash simulations, vehicle registration information, insurance company data are utilized to complete the iGLAD template. Results from KIDAS_iGLAD and the cases of assessment of active safety devices such as AEBS, ESC, and LDWS will be evaluated.