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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).
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).
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.
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.
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.
The presence and performance of Advanced Driver Assistance Systems (ADAS) has increased over last years. Systems available on the market address also conflicts with vulnerable road users (VRUs) such as pedestrians and cyclists. Within the European project PROSPECT (Horizon2020, funded by the EC) improved VRU ADAS systems are developed and tested. However, before determining systems" properties and starting testing, an up-to-date analysis of VRU crashes was needed in order to derive the most important Use Cases (detailed crash descriptions) the systems should address. Besides the identified Accident Scenarios (basic crash descriptions), this paper describes in short the method of deriving the Use Cases for car-to-cyclist crashes. Method Crashes involving one passenger car and one cyclist were investigated in several European crash databases looking for all injury severity levels (slight, severe and fatal). These data sources included European statistics from CARE, data on national level from Germany, Sweden and Hungary as well as detailed accident information from these three countries using GIDAS, the Volvo Cars Cyclist Accident database and Hungarian in-depth accident data, respectively. The most frequent accident scenarios were studied and Use Cases were derived considering the key aspects of these crash situations (e.g., view orientation of the cyclist and the car driver- manoeuvre intention) and thus, form an appropriate basis for the development of Test Scenarios. Results Latest information on car-to-cyclist crashes in Europe was compiled including details on the related crash configurations, driving directions, outcome in terms of injury severity, accident location, other environmental aspects and driver responsibilities. The majority of car-to-cyclist crashes occurred during daylight and in clear weather conditions. Car-to-cyclist crashes in which the vehicle was traveling straight and the cyclist is moving in line with the traffic were found to result in the greatest number of fatalities. Considering also slightly and seriously injured cyclists led to a different order of crash patterns according to the three considered European countries. Finally the paper introduced the Use Cases derived from the crash data analysis. A total of 29 Use Cases were derived considering the group of seriously or fatally injured cyclists and 35 Use Cases were derived considering the group of slightly, seriously or fatally injured cyclists. The highest ranked Use Case describes the collision between a car turning to the nearside and a cyclist riding on a bicycle lane against the usual driving direction. A unified European dataset on car-to-cyclist crash scenarios is not available as the data available in CARE is limited, hence national datasets had to be used for the study and further work will be required to extrapolate the results to a European level. Due to the large number of Use Cases, the paper shows only highest ranked ones.
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.
Eine Zielsetzung dieses Forschungsprojekts war es, die bisher im Entwurf des "Handbuchs für die Bewertung der Verkehrssicherheit" (HVS) aus dem Jahr 2008 für Strecken und Knotenpunkte von Landstraßen und Autobahnen gesetzten Werte für Grundunfallkostenraten (gUKR) und Zuschläge zu diesen Unfallkostenraten (zUKR) bei Abweichungen vom richtliniengerechten Ausbau durch praktische Anwendung zu überprüfen und gegebenenfalls Vorschläge für erforderliche Modifikationen zu unterbreiten. Dazu erfolgte eine beispielhafte Anwendung des standardisierten Verfahrens nach dem HVS-Entwurf 2008 zur Ermittlung von standardisierten Unfallkostenraten bei einer größeren Zahl von konkreten Planungsmaßnahmen, wobei auch die Praxistauglichkeit dieses Verfahrens beurteilt werden sollte. Darüber hinaus wurde im Rahmen des Forschungsprojekts ein zwischenzeitlich vorliegendes, auf der Basis von so genannten "Verallgemeinerten Linearen Modellen" (GLM) entwickelter Ansatz zur Abschätzung von standardisierten Unfallkostenraten von Landstraßen auf das Kollektiv der Autobahnen erweitert. Es zeigte sich, dass das standardisierte Verfahren des HVS-Entwurfs 2008 auf der Grundlage von strecken- und knotenpunktspezifischen Grundunfallkostenraten und Zuschlägen auf Grund nicht regelgerechter Planung nach einer gewissen Einarbeitungszeit für einen Planer, der Sicherheitsbewertungen durchführen soll, einfach anwendbar ist. Die Anwendung des Verfahrens bei den ausgewählten Planungsmaßnahmen zeigte, dass sehr niedrige Unfallkostenraten von sicheren Landstraßen und Autobahnen mit dem Modellansatz ebenso wenig abgebildet werden können wie sehr hohe Unfallkostenraten, wie sie bei Unfallhäufungsstellen beobachtet werden können. Die mit den entwickelten Modellansätzen ermittelten standardisierten Unfallkostenraten haben eine relativ schmale Bandbreite. Das standardisierte Verfahrensmodell des HVS-Entwurfs 2008 ist deshalb nicht geeignet, für einzelne Netzelemente das Unfallgeschehen zu prognostizieren, es dient vielmehr dazu, die Sicherheitswirkungen bestimmter Entwurfselemente, besser als bisher, quantitativ abzuschätzen. Die aus den Untersuchungen resultierenden konkreten Vorschläge für die Weiterentwicklung des Verfahrens sollen dem Arbeitsausschuss 2.13 "Verkehrssicherheitsbewertung von Straßen" der Forschungsgesellschaft für Straßen- und Verkehrswesen (FGSV) als Grundlage für die weiterführenden Beratungen dienen.
Bewertung der strukturellen Substanz für die systematische Erhaltungsplanung von Betonfahrbahndecken
(2017)
"Mobilität ist die zentrale Vorrausetzung für wirtschaftliches Wachstum, Beschäftigung und Teilhabe des Einzelnen am gesellschaftlichen Leben". Dieser Leitsatz des BMVI setzt eine intakte und funktionierende Infrastruktur voraus. Im Kontext mit dem Investitionshochlauf in den nächsten Jahren ist das Bundesfernstraßennetz insbesondere ein netzbezogenes systematisches Vorgehen im Rahmen der Baulichen Erhaltung von Relevanz. Bei der Planung von Erneuerungsmaßnahmen ist dabei die Kenntnis über den Zustand der strukturellen Substanz und deren langfristige Entwicklung von zentraler Bedeutung. Nachfolgend wird ein Verfahren vorgestellt, das die mechanisch und statisch abgesicherte Bewertung und Prognose der strukturellen Substanz von Betonfahrbahndecken ermöglicht. Zudem werden die Anwendung und das Vorgehen anhand eines Praxisbeispiels aufgezeigt.
In der Untersuchung wurde der Einfluss des Schwerverkehrs auf den Verkehrsablauf an planfreien Knotenpunkten analysiert. Als Grundlage dienten Daten von Dauerzählstellen für die Analyse auf makroskopischer Ebene, ergänzt durch Messungen an hochbelasteten Knotenpunkten für eine mikroskopische Analyse des Schwerverkehrs. Für die Untersuchung hoher Schwerverkehrsanteile wurden außerdem Verkehrsflusssimulationen an ausgewählten Knotenpunkten mit dem Programm BABSIM durchgeführt. Makroskopisch wurden die Daten von Dauerzählstellen und aus der Simulation mit den Verfahren des HBS (2015) verglichen und vor allem bezüglich der Umrechnung in Pkw-Einheiten ausgewertet. Dabei zeigte sich, dass die bestehenden Verfahren auch für hohe Schwerverkehrsanteile anwendbar sind, der Einfluss des Schwerverkehrs auf die Kapazität mit dem bislang angesetzten Pkw-Gleichwert von 2,0 aber bei Schwerverkehrsanteilen größer oder gleich 20 % eher überschätzt wird. Weiterhin wurden Regressionsanalysen durchgeführt, die dazu dienten, eine Funktion der für die Einfahrt maßgebenden Belastung des rechten Fahrstreifens zu identifizieren. Diese Funktion diente als Eingangsgröße für die Kalibrierung und Erweiterung eines analytischen Modells, mit dem die Veränderung der Fahrstreifenaufteilung im Bereich von Ein- und Ausfahrten nachgebildet werden kann. Als weiterer Ansatz wurden die Verfahren der stochastischen Kapazitätsanalyse für die Untersuchung von planfreien Knotenpunkten erweitert. Für die Anwendung des Verfahrens ist eine sehr umfangreiche Datengrundlage erforderlich, die nicht immer verfügbar ist. Im Rahmen der mikroskopische Analyse des Schwerverkehrs an planfreien Knotenpunkten wurden empirisch erhobene Einzelfahrzeugdaten hinsichtlich des Fahrstreifenwechselverhaltens der Schwerverkehrsfahrzeuge im Bereich der Knotenpunkte und der Zeitlückenverteilungen in verschiedenen Abständen von der Trenninselspitze analysiert. Mithilfe dieser Auswertungen wurden die um den Aspekt des Schwerverkehrs erweiterten analytischen Modelle kalibriert.