Sonstige
Filtern
Dokumenttyp
Sprache
- Englisch (28) (entfernen)
Volltext vorhanden
- ja (28) (entfernen)
Schlagworte
- Sicherheit (28) (entfernen)
Institut
The Swedish "Vision Zero" regards road fatalities and severe injuries as unacceptable. The vision is based on this ethical perspective together with a fundament of shared responsibility between the system designers and the road user. The design of the traffic system shall protect the road user from these effects as long as he or she follows the traffic rules. It should be possible to make a mistake without being killed. This policy has, during the first period of the "vision zero" (since 1997) put high priority on road and car design where the purpose has been to develop a forgiving environment. Gradually it has, however, become clear that much more effort has to be focused on the responsibility of the road user. Protecting measures will have limited effect as long as the understanding and acceptance from road users is limited. During the last years, Sweden has gone through several improvements of the driver education and is in the middle of important improvements of road safety education for children in schools. Several EU-projects has contributed to this development. One aspect that has received large international interest is the lay instructed driver training from 16 years of age supervised by parents. This has been in use since 1993. Another is the development of mandatory courses, such as an introduction for the learner and the lay instructor, a "risk awareness" courses dealing specifically with speeding, seat belt use, drunk driving, tiredness, and driving on low friction. The presentation will share some of the "vision zero" fundaments together with the latest experiences, research and development concerning driver education in Sweden.
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.
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.
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.
SEEKING is looking for answers regarding electric powered bicycles and their relation to traffic safety issues. Does a cyclist need "E"? Is it as risky as riding a moped or are E-bikes creating conflicts with other cyclists? The project described herein, funded by the Austrian Ministry of Transport, has the aim of seeking answers to these hot topics. The SEEKING-team shows an in-depth investigation of vehicle dynamic sensing, together with subjective feedback of test riders to detect similarities and differences between conventional cycling and E-biking. Following an overview on the international status quo, measurement runs and their analyses are performed to find a set of preventative measures to make (E-)biking safer. A specific focus is the detection of curve handling, stopping and acceleration phases as well as conflict studies on course-based test rides and "real world" tests on cycling paths (naturalistic riding).
Many safety-relevant tasks in control or diagnostics require binary choices such as "conflict versus separation" in air traffic control, "normal versus pathological" when interpreting x-ray pictures, or "permitted versus forbidden" when inspecting airport security scans. Deciders often are uncertain, but nevertheless required to decide between two alternatives, that is, they have not only to decide upon an action, but also about the admissible level of uncertainty. If the accepted level of judgment certainty is not taken into account, the sequence of decisions does not capture the full picture of the underlying decision process. Differences in judgment certainty are relevant, because they reflect not only the adequacy of the human-machine interface that is evaluated, but also the differences in expertise of the decider and the requirements of the actual situation or task. Therefore, capturing both judgment certainty and discrimination performance is essential. A comparison of different human-machine-interfaces (for air traffic control) is used to illustrate a methodological approach, which allows for integrated analyses of decision processes based on receiver-operator-characteristics and practical guidelines for the evaluation of human-machine-interfaces for safety-relevant operation procedures are provided.
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
To determine whether the model "Accompanied driving from age 17" (AD17) contributes to improvement of young drivers' road safety, two large random samples of novice drivers drawn from the Central Register of Driving Licences (ZFER) held at the Federal Motor Transport Authority (KBA) were compared in terms of the rates of accident involvement and traffic offences at the start of their solo driving career. The samples comprised former participants in the AD17 model and novice drivers of the same age who had obtained a driving licence in the conventional manner immediately after their 18th birthday. Both analysis groups were contacted by post and asked to complete an online questionnaire. In response, 19,000 drivers reported on their first year of solo driving and on the occurrence of any accidents or traffic offences during this period. The analyses were repeated with two "silent" analysis groups comprising a total of 75,000 drivers, for whom any records of traffic offences were retrieved from the Central Register of Traffic Offenders (VZR), with a distinction being made between offences in connection with an accident and other offences. The AD17 model was introduced in all 16 German federal states between April 2004 and January 2008. By the end of 2009, almost one million novice drivers had participated in the model, and almost three-quarters of the target group - so-called "early beginners" who wished to commence solo driving immediately after reaching the age of 18 years - opted for the AD17 model. The phase of introduction of the model was associated with a temporary increase of around five per cent in the demand for driving licences from persons under 19 years of age. During the first year of solo driving, the rate of accident involvement for AD17 participants was 19 per cent lower and the rate of traffic offences 18 per cent lower than for drivers of the same age who had obtained their driving licence in the conventional manner. After adjustment for confounds (e.g. gender and vehicle availability), a reduction in accidents by 17 per cent and in traffic offences by 15 per cent remained as an effect attributable to the model. A comparison on the basis of the distances driven indicated 22 per cent fewer accidents and 20 per cent fewer traffic offences. The results are statistically significant and apply to both male and female drivers. The findings were confirmed in the replication study based on VZR data, with one exception: For female AD17 drivers, and here only for VZR-recorded offences excluding accidents, no significant reduction was found. On the other hand, the rate for female drivers is already lower than that of their male counterparts by three-quarters. Approximately 1,700 injury accidents were prevented by implementation of the model in 2009.
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.
Supervision of the safety performance in public transport is one of the main tasks of the Federal Office of Transport (FOT) in Switzerland. Recently a three level system of safety indicators has been defined to cover all means of Swiss public transport. The safety indicators are fed by the FOT incident database since the year 2000. In cooperation with the Institute for Traffic Safety and Automation Engineering (iVA) at TU Braunschweig, Germany, FOT is developing a suitable methodology for the definition and evaluation of the safety targets in Swiss public transport. The methodology is applied for evaluation of safety indicators on a country level and for single transport companies. In a new approach the abovementioned methodology is applied to car incident data to develop an indicator based cross-modal safety measure.