Filtern
Erscheinungsjahr
Dokumenttyp
- Konferenzveröffentlichung (409)
- Wissenschaftlicher Artikel (37)
- Buch (Monographie) (18)
- Teil eines Buches (Kapitel) (9)
- Arbeitspapier (8)
- Bericht (1)
Sprache
- Englisch (482) (entfernen)
Schlagworte
- Conference (279)
- Konferenz (277)
- Germany (178)
- Deutschland (174)
- Unfall (163)
- Accident (162)
- Injury (116)
- Verletzung (116)
- Safety (102)
- Sicherheit (97)
- Unfallrekonstruktion (80)
- Analyse (math) (69)
- Analysis (math) (68)
- Bewertung (67)
- Schweregrad (Unfall, Verletzung) (66)
- Evaluation (assessment) (65)
- Vehicle (65)
- Fahrzeug (64)
- Severity (accid, injury) (64)
- Statistics (64)
- Fußgänger (63)
- Pedestrian (63)
- Statistik (63)
- Simulation (59)
- Tödlicher Unfall (59)
- Fatality (58)
- Anfahrversuch (56)
- injury) (54)
- Reconstruction (accid) (53)
- Verletzung) (52)
- Datenbank (51)
- Schweregrad (Unfall (51)
- Severity (accid (49)
- Car (46)
- Datenerfassung (46)
- Collision (45)
- Data acquisition (45)
- Europa (45)
- Europe (45)
- Impact test (veh) (45)
- Unfallverhütung (45)
- Accident prevention (44)
- Test method (44)
- Zusammenstoß (43)
- Prüfverfahren (42)
- On the spot accident investigation (41)
- Untersuchung am Unfallort (40)
- Active safety system (38)
- Cause (38)
- Frontalzusammenstoß (38)
- Ursache (38)
- Radfahrer (37)
- Test (37)
- Aktives Sicherheitssystem (36)
- Data bank (36)
- Fahrerassistenzsystem (36)
- Head on collision (36)
- Cyclist (35)
- Versuch (35)
- Driver (34)
- Driver assistance system (34)
- Fahrer (34)
- Passives Sicherheitssystem (34)
- Passive safety system (31)
- Geschwindigkeit (30)
- Method (30)
- Verfahren (30)
- Leistungsfähigkeit (allg) (29)
- Speed (29)
- Accident reconstruction (27)
- Insasse (27)
- Motorcyclist (27)
- Motorradfahrer (27)
- Efficiency (25)
- Anthropometric dummy (24)
- Dummy (23)
- Risiko (23)
- Vehicle occupant (23)
- Behaviour (22)
- Measurement (22)
- Verhalten (22)
- PKW (21)
- Pkw (21)
- Risk (21)
- Child (20)
- Improvement (20)
- Kind (20)
- Messung (20)
- Risikobewertung (20)
- Verbesserung (20)
- Brustkorb (19)
- Forschungsarbeit (19)
- Risk assessment (19)
- Seitlicher Zusammenstoß (19)
- Biomechanics (18)
- Biomechanik (18)
- Head (18)
- Kopf (18)
- Lorry (18)
- Motorrad (18)
- Rechenmodell (18)
- Sicherheitsgurt (18)
- Side impact (18)
- Alte Leute (17)
- Interview (17)
- Kompatibilität (17)
- Mathematical model (17)
- Motorcycle (17)
- Research project (17)
- Thorax (17)
- Benutzung (16)
- Compatibility (16)
- Development (16)
- Entwicklung (16)
- Old people (16)
- Prevention (16)
- Use (16)
- Berechnung (15)
- Deformation (15)
- Prognose (15)
- Safety belt (15)
- Accident rate (14)
- Auffahrunfall (14)
- Calculation (14)
- Leg (human) (14)
- Rear end collision (14)
- Transport infrastructure (14)
- Verformung (14)
- Airbag (13)
- Belastung (13)
- Database (13)
- Load (13)
- Unfallhäufigkeit (13)
- Bremsung (12)
- EU (12)
- Fahrzeugsitz (12)
- Fehler (12)
- Forecast (12)
- International (12)
- Lkw (12)
- Modification (12)
- Sensor (12)
- Standardisierung (12)
- Vehicle regulations (12)
- Überschlagen (12)
- Braking (11)
- Cost benefit analysis (11)
- Digital model (11)
- Error (11)
- Human factor (11)
- Interior (veh) (11)
- Menschlicher Faktor (11)
- Numerisches Modell (11)
- Research report (11)
- Schutzhelm (11)
- Seat (veh) (11)
- Technische Vorschriften (Kraftfahrzeug) (11)
- Verhütung (11)
- Verkehrsinfrastruktur (11)
- Verminderung (11)
- Veränderung (11)
- Wirtschaftlichkeitsrechnung (11)
- Antikollisionssystem (10)
- Bein (menschl) (10)
- Bemessung (10)
- Crash helmet (10)
- Decrease (10)
- Design (overall design) (10)
- Fahrzeuginnenraum (10)
- Gesetzgebung (10)
- Impact test (10)
- Krankenhaus (10)
- Legislation (10)
- Overturning (veh) (10)
- Politik (10)
- Tunnel (10)
- USA (10)
- Weather (10)
- Wirbelsäule (10)
- Age (9)
- Air bag (restraint system) (9)
- Alter (9)
- Autobahn (9)
- Automatisch (9)
- Collision avoidance system (9)
- Erste Hilfe (9)
- Fahranfänger (9)
- Fahrzeugführung (9)
- Front (9)
- Hospital (9)
- Japan (9)
- Knotenpunkt (9)
- Policy (9)
- Recently qualified driver (9)
- Standardization (9)
- Witterung (9)
- Automatic (8)
- Autonomous driving (8)
- Bridge (8)
- Brücke (8)
- Driver information (8)
- Driving (veh) (8)
- Drunkenness (8)
- Durability (8)
- Forschungsbericht (8)
- Fracture (bone) (8)
- Halswirbel (8)
- Knee (human) (8)
- Knochenbruch (8)
- Oberflächentextur (8)
- Perception (8)
- Shock (8)
- Surface texture (8)
- Technologie (8)
- Technology (8)
- Trunkenheit (8)
- Vereinigtes Königreich (8)
- Verkehrsteilnehmer (8)
- Wahrnehmung (8)
- Austria (7)
- Cervical vertebrae (7)
- Dauerhaftigkeit (7)
- Detection (7)
- Fahrstabilität (7)
- First aid (7)
- Human body (7)
- Impact sled (7)
- Impact study (7)
- Menschlicher Körper (7)
- Motorway (7)
- Norm (tech) (7)
- Ort (Position) (7)
- Road user (7)
- Schlag (7)
- Sichtbarkeit (7)
- Specification (standard) (7)
- Specifications (7)
- Spinal column (7)
- Straßenentwurf (7)
- Unterhaltung (7)
- Vehicle handling (7)
- Sichtbarkeit (7)
- Österreich (7)
- Adolescent (6)
- Aufprallschlitten (6)
- Ausrüstung (6)
- Automatische Notbremsung (6)
- Autonomes Fahren (6)
- China (6)
- Correlation (math, stat) (6)
- Deformierbare Barriere (Anpralltest) (6)
- Distraction (6)
- Driver training (6)
- Emission (6)
- Environment (6)
- Equipment (6)
- Fahrausbildung (6)
- Fahrerinformation (6)
- Fire (6)
- Highway design (6)
- India (6)
- Indien (6)
- Jugendlicher (6)
- Junction (6)
- Knie (menschl) (6)
- Location (6)
- Maintenance (6)
- Portugal (6)
- Probability (6)
- Reaction (human) (6)
- Reaktionsverhalten (6)
- Richtlinien (6)
- Road traffic (6)
- Schweden (6)
- Software (6)
- Steifigkeit (6)
- Stiffness (6)
- Surfacing (6)
- Vorn (6)
- Wahrscheinlichkeit (6)
- Wirksamkeitsuntersuchung (6)
- Abbiegen (5)
- Ablenkung (psychol) (5)
- Activity report (5)
- Analyse (Math) (5)
- Angle (5)
- Autonomous emergency braking (5)
- Bicycle (5)
- Body (car) (5)
- Classification (5)
- Condition survey (5)
- Damage (5)
- Deformable barrier (impact test) (5)
- Delivery vehicle (5)
- Detektion (5)
- Echtzeit (5)
- Eins (5)
- Einstellung (psychol) (5)
- Electronic stability program (5)
- Emergency (5)
- Ergonomics (5)
- Fahrrad (5)
- Fahrsimulator (5)
- Finite element method (5)
- Frau (5)
- Gefahrenabwehr (5)
- Gewicht (5)
- Intelligent transport system (5)
- Kamera (5)
- Karosserie (5)
- Kontrolle (5)
- Korrelation (math, stat) (5)
- LKW (5)
- Landstraße (5)
- Lebenszyklus (5)
- Lärm (5)
- Noise (5)
- Notfall (5)
- One (5)
- Post crash (5)
- Rehabilitation (5)
- Reproducibility (5)
- Reproduzierbarkeit (5)
- Rigid pavement (5)
- Rural road (5)
- Sachschaden (5)
- Schutzeinrichtung (5)
- Security (5)
- Simulator (driving) (5)
- Straßenverkehrsrecht (5)
- United Kingdom (5)
- Weight (5)
- Winkel (5)
- Zustandsbewertung (5)
- Abdomen (4)
- Absorption (4)
- Anti locking device (4)
- Attitude (psychol) (4)
- Betonstraße (Oberbau) (4)
- Bremse (4)
- Bus (4)
- Camera (4)
- Coefficient of friction (4)
- Collision test (veh) (4)
- Communication (4)
- Contact (tyre road) (4)
- Crashtest (4)
- Decision process (4)
- Decke (Straße) (4)
- Dynamics (4)
- Dynamik (4)
- Eigenschaft (4)
- Electric vehicle (4)
- Elektrofahrzeug (4)
- Elektronisches Stabilitätsprogramm (4)
- Enforcement (law) (4)
- Entscheidungsprozess (4)
- Erziehung (4)
- Estimation (4)
- Fahrdatenschreiber (4)
- Fahrgeschicklichkeit (4)
- Feuer (4)
- France (4)
- Frankreich (4)
- Frequency (4)
- Führerschein (4)
- Gesetzesdurchführung (4)
- Highway (4)
- In situ (4)
- Information (4)
- Klassifizierung (4)
- Kommunikation (4)
- Kraftfahrzeug (4)
- Medical aspects (4)
- Medizinische Gesichtspunkte (4)
- Messgerät (4)
- Methode der finiten Elemente (4)
- Occupant (veh) (4)
- Official approval (4)
- Organisation (4)
- Planning (4)
- Planung (4)
- Properties (4)
- Quality (4)
- Quality assurance (4)
- Qualität (4)
- Qualitätssicherung (4)
- Real time (4)
- Regression analysis (4)
- Regressionsanalyse (4)
- Rehabilitation (road user) (4)
- Reibungsbeiwert (4)
- Road construction (4)
- Road network (4)
- Safety fence (4)
- Schallpegel (4)
- Seite (4)
- Severity (acid (4)
- Sound level (4)
- Straße (4)
- Straßennetz (4)
- Surveillance (4)
- Sweden (4)
- Temperatur (4)
- Traffic (4)
- Traffic engineering (4)
- Traffic regulations (4)
- Umwelt (4)
- Unfallfolgemaßnahme (4)
- Unterleib (4)
- Verkehr (4)
- Wet road (4)
- Woman (4)
- Accuracy (3)
- Air pollution (3)
- Antiblockiereinrichtung (3)
- Apparatus (measuring) (3)
- Arzneimittel (3)
- Attention (3)
- Aufmerksamkeit (3)
- Bau (3)
- Bauwerksmonitoring (3)
- Bearing capacity (3)
- Befreiung (Bergung) (3)
- Bein (3)
- Beton (3)
- Blickfeld (3)
- Boden (3)
- Brake (3)
- Brücken Management System (3)
- Capacity (road, footway) (3)
- Carbon dioxide (3)
- Coach (3)
- Concrete (3)
- Construction (3)
- Cost (3)
- Crash Test (3)
- Crash test (3)
- Czech Republic (3)
- Data base (3)
- Deicing (3)
- Digitale Bildverarbeitung (3)
- Driving aptitude (3)
- Education (3)
- Effectiveness (3)
- Empfindlichkeit (3)
- Entdeckung (3)
- Ergonomie (3)
- Event data recorder (road vehicle) (3)
- Extrication (3)
- Fahrbahnüberquerung (3)
- Fahrtauglichkeit (3)
- Field of vision (3)
- Frequenz (3)
- Griffigkeit (3)
- Hinten (3)
- Information documentation (3)
- Intelligentes Transportsystem (3)
- Intersection (3)
- Jahreszeit (3)
- Kapazität (Straße) (3)
- Kleidung (3)
- Kontakt Reifen Straße (3)
- Korea (Süd) (Demokratische Republik) (3)
- Kosten (3)
- Kunststoff (3)
- Lenken (Fahrzeug) (3)
- Level of service (3)
- Lieferfahrzeug (3)
- Life cycle (3)
- Luftverunreinigung (3)
- Main road (3)
- Man (3)
- Mann (3)
- Medication (3)
- Medizinische Untersuchung (3)
- Mobility (3)
- Mobilität (3)
- Nasse Straße (3)
- Oberbau (3)
- Overlapping (3)
- Passenger (3)
- Pavement (3)
- Plastic material (3)
- Prototyp (3)
- Prototype (3)
- Rear (3)
- Reifen (3)
- Reisebus (3)
- Republic of Korea (3)
- Run off the road (accid) (3)
- Season (3)
- Sensitivity (3)
- Skidding resistance (3)
- Skill (road user) (3)
- Soil (3)
- Spain (3)
- Spanien (3)
- Steering (process) (3)
- Straßenverkehr (3)
- Structural health monitoring (3)
- Sustainability (3)
- Telematics (3)
- Telematik (3)
- Temperature (3)
- Theorie (3)
- Theory (3)
- Time (3)
- Traffic control (3)
- Traffic count (3)
- Tragfähigkeit (3)
- Trend (stat) (3)
- Tschechische Republik (3)
- Tyre (3)
- United kingdom (3)
- Unterfahrschutz (3)
- Verkehrserhebung (3)
- Verkehrsqualität (3)
- Verkehrssteuerung (3)
- Verschiebung (3)
- Versuchspuppe (3)
- Visual display (3)
- Vorne (3)
- Windschutzscheibe (3)
- Zeit (3)
- Abfluss (2)
- Abkommen von der Fahrbahn (Unfall) (2)
- Ablenkung (2)
- Abstandsregeltempomat (2)
- Accompanied driving (2)
- Adult (2)
- Advanced driver assistance system (2)
- Anthropmetric dummy (2)
- Asphaltstraße (Oberbau) (2)
- Auftaumittel (2)
- Australia (2)
- Australien (2)
- Autonomes Fahrzeug (2)
- Autonomous vehicle (2)
- Battery (2)
- Baumusterzulassung (2)
- Begleitetes Fahren (2)
- Behinderter (2)
- Beinahe Unfall (2)
- Bicyclist (2)
- Bildschirm (2)
- Blutkreislauf (2)
- Brand (2)
- Bremsweg (2)
- Bridge deck (2)
- Bridge management system (2)
- Bruch (mech) (2)
- Calibration (2)
- Circulation (blood) (2)
- Climate change (2)
- Clothing (2)
- Compliance (specif) (2)
- Comprehension (2)
- Compression (2)
- Continuous (2)
- Cooperative intelligent transport system (2)
- Crash victim (2)
- Cross roads (2)
- Crossing the road (2)
- Cycle track (2)
- Cycling (2)
- Data processing (2)
- Data transmission (telecom) (2)
- Datenbasis (2)
- Datenverarbeitung (2)
- Datenübertragung (telekom) (2)
- Dehnungsmessstreifen (2)
- Depth (2)
- Deterioration (2)
- Deutschalnd (2)
- Diesel engine (2)
- Digital image processing (2)
- Disablement (2)
- Dreidimensional (2)
- Driving licence (2)
- Driving license (2)
- Driving test (2)
- Droge (2)
- Drugs (2)
- EU directive (2)
- EU-Richtlinie (2)
- Edge (2)
- Eichung (2)
- Eindringung (2)
- Eingabedaten (2)
- Electric bicycle (2)
- Electronic driving aid (2)
- Elektrofahrrad (2)
- Energie (2)
- Energy (2)
- Environment protection (2)
- Erwachsener (2)
- Eu (2)
- Exhaust aftertreatment (2)
- Experience (human) (2)
- Expert system (2)
- Expertensystem (2)
- Fahrbahnmarkierung (2)
- Fahrbahntafel (2)
- Fahrprüfung (2)
- Fahrstreifen (2)
- Fahrzeugteil (Sicherheit) (2)
- Fernverkehrsstraße (2)
- Festigkeit (2)
- Foot (not a measure) (2)
- Form (2)
- Fuel consumption (2)
- Fuß (2)
- Führerscheinentzug (2)
- Geländefahrzeug (2)
- Genauigkeit (2)
- Gesetzesübertretung (2)
- Government (national) (2)
- Greenhouse effect (2)
- Grenzwert (2)
- Haftung (jur) (2)
- Harmonisation (2)
- Hazard (2)
- Head restraint (2)
- Headlamp (2)
- Heavy metal (2)
- In service behavior (2)
- Incident detection (2)
- Incident management (2)
- Input data (2)
- Interface (2)
- Italien (2)
- Italy (2)
- Klimawandel (2)
- Knie (2)
- Kohlendioxid (2)
- Kontakt Reifen-Straße (2)
- Kontinuierlich (2)
- Kopfstütze (2)
- Kreuzung (2)
- Langfristig (2)
- Layout (2)
- Learning (2)
- Leuchtdichte (2)
- Liability (2)
- Limit (2)
- Long term (2)
- Luminance (2)
- Market (2)
- Markt (2)
- Medical examination (2)
- Mensch Maschine Verhältnis (2)
- Methode der finite Elemente (2)
- Mittelwert (2)
- Mobile phone (2)
- Mobiltelefon (2)
- Model (not math) (2)
- Modell (2)
- Motorisierungsgrad (2)
- Movement (2)
- Nacht (2)
- Near miss (2)
- Netherlands (2)
- Network (traffic) (2)
- Niederlande (2)
- Night (2)
- Oberfläche (2)
- Offence (2)
- Offender (2)
- Organization (association) (2)
- Output (2)
- Parken (2)
- Parking (2)
- Pavement Management System (2)
- Pavement design (2)
- Pavement management system (2)
- Penetration (2)
- Pollutant (2)
- Posture (2)
- Public transport (2)
- Radfahren (2)
- Radio (2)
- Radweg (2)
- Rain (2)
- Rear view mirror (2)
- Recidivist (2)
- Recording (2)
- Regen (2)
- Regierung (staat) (2)
- Reinforcement (in mater) (2)
- Restraint system (2)
- Risk taking (2)
- Run off (2)
- Rundfunk (2)
- Rückfalltäter (2)
- Rückspiegel (2)
- Schadstoff (2)
- Schall (2)
- Scheinwerfer (2)
- Schutz (2)
- Schwermetall (2)
- Seat belt (2)
- Service area (2)
- Service life (2)
- Side (2)
- Sociology (2)
- Sound (2)
- Soziologie (2)
- Sport utility vehicle (2)
- Spreading (2)
- Stadt (2)
- Statistical analysis (2)
- Statistische Analyse (2)
- Stochastic process (2)
- Stochastischer Prozess (2)
- Strain gauge (2)
- Straßenbau (2)
- Strength (mater) (2)
- Stress (psychol) (2)
- Störfallentdeckung (2)
- Störfallmanagement (2)
- Surface (2)
- Tank Rast Anlage (2)
- Telefon (2)
- Telekommunikation (2)
- Telephone (2)
- Three dimensional (2)
- Tiefe (2)
- Toxicity (2)
- Toxizität (2)
- Traffic lane (2)
- Traffic restraint (2)
- Treibhauseffekt (2)
- Turn (2)
- Turning (2)
- Tyre tread (2)
- Tätigkeitsbericht (2)
- Umweltschutz (2)
- Underride protection (2)
- Unfallopfer (2)
- Untersuchung am unfallort (2)
- Urban area (2)
- Vehicle ownership (2)
- Vehicle safety device (2)
- Verkehrsbeschränkung (2)
- Verkehrsnetz (2)
- Verkehrstechnik (2)
- Verkehrsverflechtung (2)
- Verständnis (2)
- Verteilung (mater) (2)
- Wasser (2)
- Water (2)
- Windscreen (veh) (2)
- Zeitreihe (stat) (2)
- Zusammendrückung (2)
- Zusammenstoss (2)
- Öffentlicher Verkehr (2)
- Überlappung (2)
- (menschl) (1)
- Abgefahrener Reifen (1)
- Ability (road user) (1)
- Abkommen von der Fahrbahn (1)
- Abnutzung (1)
- Acceleration (1)
- Acceptability (1)
- Accessibility (1)
- Accident black spot (1)
- Accident proneness (1)
- Accident severity (1)
- Achslast (1)
- Active safety (1)
- Active safety system; Automatic; Brake; Car; Collision avoidance system; Conference; Driver assistance system; Germany; Impact test (veh); Rear end collision; Severity (accid (1)
- Adaptation (psychol) (1)
- Adaptive cruise control (1)
- Adaptive cruise controll (1)
- Administration (1)
- Advanced vehicle control systems (1)
- Aged people (1)
- Aggression (psycho) (1)
- Aggression (psychol) (1)
- Air quality management (1)
- Air traffic control (1)
- Air transport (1)
- Airbag (restraint system) (1)
- Aktive Sicherheit (1)
- Alcolock (1)
- Alternative (1)
- Analyse (1)
- Analyses (math) (1)
- Anhänger (1)
- Ankündigung (1)
- Anordnung (1)
- Anpassung (psychol) (1)
- Anthropometrie (1)
- Anthropometry (1)
- Antiblockiersystem (1)
- Antikollisisonssystem (1)
- Apparatus (measurement) (1)
- Arbeitsgruppe (1)
- Arm (human) (1)
- Arm (menschl) (1)
- Articulated vehicle (1)
- Asset Management (1)
- Asset management (1)
- Asset management system (1)
- Atives Sicherheitssystem (1)
- Audit (1)
- Auffharunfall (1)
- Aufzeichnung (1)
- Aufzeichung (1)
- Augenbewegungen (1)
- Ausdehnung (mater) (1)
- Automotive Engineering (1)
- Autonomous emerhency braking (1)
- Autotür (1)
- Average (1)
- Axle load (1)
- Back (human) (1)
- Batterie (1)
- Baustelle (1)
- Baustoff (1)
- Bauweise (1)
- Beanspruchung (1)
- Bein [menschl] (1)
- Belohnung (Anreiz) (1)
- Bemessung des Straßenoberbaus (1)
- Benchmark (1)
- Bepflanzung (1)
- Berechnung d Straßenoberbaus (1)
- Beschleunigung (1)
- Bestrafung (1)
- Bevölkerung (1)
- Bewehrung (1)
- Bindemittel (1)
- Binder (1)
- Bitumen (1)
- Bituminous mixture (1)
- Bituminöses Mischgut (1)
- Black ice (1)
- Blind spot (veh) (1)
- Blood alcohol content (1)
- Blutalkoholgehalt (1)
- Bone (1)
- Brake light (1)
- Braking distance (1)
- Breaking (1)
- Breite (1)
- Bremslicht (1)
- Bridges (1)
- Budget (1)
- Bumper (1)
- Cadaver (1)
- Car door (1)
- Car park (1)
- Carriageway (1)
- Carriageway marking (1)
- Catalytic converter (1)
- Cervical vertebrae; Conference; Evaluation (assessment); Injury; Spinal column; Test (1)
- Chassis (1)
- Chest (1)
- Clay (1)
- Coefficient (1)
- Cognitive impairment (1)
- Cold (1)
- Collisison avoidance system (1)
- Colthing (1)
- Compatiblity (1)
- Computation (1)
- Concentration (chem) (1)
- Conference; Germany; Injury; Medical examination; Spinal column; X ray (1)
- Confiscation (driving licence) (1)
- Confiscation (driving license) (1)
- Congestion (traffic) (1)
- Construction method (1)
- Construction site (1)
- Consumer protection (1)
- Contact (tyre (1)
- Control (1)
- Cooling (mater) (1)
- Correlation (1)
- Correlation (math (1)
- Cracking (1)
- Critical path method (1)
- Crossing the road (pedestrian) (1)
- Damping (1)
- Data basis (1)
- Data collection (1)
- Datenübertragung (Telekom) (1)
- Dauer (1)
- Day (24 hour period) (1)
- Daylight (1)
- Decke [Straße] (1)
- Deformable barrier (Impact test) (1)
- Deformable barrier system (impact test) (1)
- Deformierte Barriere (Anpralltest) (1)
- Demand (econ) (1)
- Demografie (1)
- Demography (1)
- Density (1)
- Detection response task (1)
- Deutschland ; Konferenz (1)
- Diagnostik (1)
- Dichte (1)
- Dieselmotor (1)
- Diffusion (1)
- Digital computer (1)
- Digitalrechner (1)
- Dimension (1)
- Dispersion (stat) (1)
- Displacement (1)
- Disstraction (1)
- Distribution (gen) (1)
- Drainage (1)
- Driver (veh) (1)
- Driver information system (1)
- Driving aid (electronic) (1)
- Dränasphalt (1)
- Dtetection (1)
- Durchsichtigkeit (1)
- Dynamic penetration test (1)
- Dynamo (1)
- Dämpfung (1)
- Earthworks (1)
- Economic efficiency (1)
- Economics of transport (1)
- Ejection (1)
- Elastizitätsmodul (1)
- Electronics (1)
- Elektronik (1)
- Elektronische Deichsel (1)
- Elektronisches Stabilitätsprogram (1)
- Emergency medical aid (1)
- Engine capacity (1)
- Enteisung (1)
- Entgleisung (Zug) (1)
- Entwässerung (1)
- Erdarbeiten (1)
- Erfahrung (menschl) (1)
- Ermüdung (mater) (1)
- Ersatzfahraufgabe (1)
- European New Car Assessment Programme (1)
- Evaluation (Assessment) (1)
- Event data recorder (Road vehicle) (1)
- Expansion (1)
- Experimental road (1)
- Expert interview (1)
- Expressway (1)
- Eye movement (1)
- Face (human) (1)
- Facility (1)
- Fahrassistenzsystem (1)
- Fahrbahn (1)
- Fahrdynamik (1)
- Fahrererfahrung (1)
- Fahrerinformationen (1)
- Fahrerinformationssystem (1)
- Fahrleistung (1)
- Fahrstreifenwechsel (1)
- Fahrwerk (1)
- Fahrzeugbeleuchtung (1)
- Fahrzeugdach (1)
- Fahrzeugflotte (1)
- Fahrzeugrückhaltesystem (1)
- Fahrzeugsicherheit (1)
- Failure (1)
- Fatigue (human) (1)
- Fatigue (mater) (1)
- Fear (1)
- Fein (mater) (1)
- Feinstaub (1)
- Fence (1)
- Fernverkehrsstrasse (1)
- Field test (1)
- Financing (1)
- Finanzierung (1)
- Fine (mater) (1)
- Finland (1)
- Finnland (1)
- Fleet of vehicles (1)
- Flexible pavement (1)
- Flooding (1)
- Flugsicherung (1)
- Freeway (1)
- Freight transport (1)
- Friction (1)
- Fuel tank (1)
- Fuge (1)
- Fugenfüllung (1)
- Functional safety (1)
- Funktionale Sicherheit (1)
- Furcht (1)
- Future transport mode (1)
- Fußgängerbereich (1)
- Führerschein Punktesystem (1)
- Gap acceptance (1)
- Gas (1)
- Gefahr (1)
- Gelenkfahrzeug (1)
- Geografisches Information System (1)
- Geographical information system (1)
- Geomembran (1)
- Geomembrane (1)
- Geometry (shape) (1)
- Geotextil (1)
- Geotextile (1)
- Geradeausverkehr (1)
- Geschwindigkeitsbeschränkung (1)
- Gesicht (1)
- Gestaltung (1)
- Gesundheit (1)
- Glatteis (1)
- Great Britain (1)
- Grenzfläche (1)
- Ground water (1)
- Group analysis (test) (1)
- Großbritannien (1)
- Grundwasser (1)
- Güterverkehr (1)
- Harmonisierung (1)
- Harmonization (1)
- Head (human) (1)
- Health (1)
- Hearing (1)
- Height (1)
- Herausschleudern (1)
- Herstellung (1)
- Higway design (1)
- Hip (human) (1)
- Homogeneity (1)
- Homogenität (1)
- Hospitsl (1)
- Hubraum (1)
- Häufigkeit (1)
- Höhe (1)
- Hörvermögen (1)
- Hüfte (1)
- Hüfte (menschl) (1)
- Illness (1)
- Image analysis (1)
- Image generation (1)
- Image processing (1)
- Immission (1)
- Impact (collision) (1)
- Impact test (crash) (1)
- In Bewegung (1)
- Increase (1)
- Inertia reel safety belt (1)
- Infotainment System (1)
- Infotainment system (1)
- Injury) (1)
- Installation (1)
- Intelligentes Transport System (1)
- Intelligentes Verkehrssystem (1)
- Interactive model (1)
- Interaktives Modell (1)
- Inventar (1)
- Inventory (1)
- Ireland (1)
- Irland (1)
- Itinerary (1)
- Jahr (1)
- Joint (structural) (1)
- Klassifikation (1)
- Kleintransporter (1)
- Knochen (1)
- Koeffizient (1)
- Kognitive Aufgabenanforderung (1)
- Kognitive Beeinträchtigung (1)
- Kolmatierung (1)
- Kompatiblität (1)
- Konzentration (1)
- Kopf (menschl) (1)
- Korea (Süd) (1)
- Korn (1)
- Kornverteilung (1)
- Korrelation (math (1)
- Korrelation [math (1)
- Korrelation(Math (1)
- Kosten Nutzen Vergleich (1)
- Kraftstofftank (1)
- Kraftstoffverbrauch (1)
- Krankheit (1)
- Kreisverkehrsplatz (1)
- Kälte (1)
- Körperhaltung (1)
- Körperstellung (1)
- Kühlung (mater) (1)
- Laboratorium (1)
- Laboratory (not an organization) (1)
- Laborexperiment (1)
- Lane changing (1)
- Lap strap (1)
- Laser (1)
- Lateral (1)
- Lateral collision (1)
- Layer (1)
- Lebensdauer (1)
- Left turn (1)
- Leichnam (1)
- Leistungsfähigkeit (Allg.) (1)
- Length (1)
- Lernen (1)
- Lifecycle (1)
- Links (1)
- Literaturanalyse (1)
- Literature review (1)
- Luftreinhaltung (1)
- Lufttransport (1)
- Länge (1)
- Lärmschutzwand (1)
- Maintenance management (1)
- Malaysia (1)
- Man-machine interface (1)
- Manufacture (1)
- Massenunfall (1)
- Material (constr) (1)
- Materialveraenderung (allg) (1)
- Materialveränderung (allg) (1)
- Mathematical Model (1)
- Matrix (1)
- Mean (math) (1)
- Mensch-Maschine-Interaktion (1)
- Mensch-Maschine-Schnittstelle (1)
- Merging (1)
- Merging traffic (1)
- Text (1)
- Mesurement (1)
- Metal bridge (1)
- Mix design (1)
- Modulus of elasticity (1)
- Montage (1)
- Moped (1)
- Motor (1)
- Moving (1)
- Multiple collision (1)
- Müdigkeit (1)
- Nachfrage (1)
- Nachhaltige Entwicklung (1)
- Nachhaltigkeit (1)
- Nachricht (1)
- Nasse Strasse (1)
- Netzplantechnik (1)
- Neural network (1)
- Neuronales Netz (1)
- Nigeria (1)
- Nitric acid (1)
- Nitrogen oxide (1)
- Noise barrier (1)
- Non destructive testing (1)
- Nordamerika (1)
- North America (1)
- Norway (1)
- Norwegen (1)
- Nummer (1)
- Nutzwertanalyse (1)
- OECD (1)
- Occupant (1)
- Offset impact test (1)
- On the left (1)
- On the right (1)
- On the scene accident investigation (1)
- On the spot investigation (1)
- Optimum (1)
- Optische Anzeige (1)
- Organization (1)
- Orthotrope Platte (1)
- Orthotropic plate (1)
- Overtaking (1)
- Overturning (1)
- Oxygen (1)
- Ozon (1)
- Ozone (1)
- PVC (1)
- Padding (safety) (1)
- Parkfläche (1)
- Particle (1)
- Particle size distribution (1)
- Particulate matter (1)
- Partnerschaft (1)
- Partnership (1)
- Peak hour (1)
- Peat (1)
- Pedestrian precinct (1)
- Pelvis (1)
- Penalty (1)
- Personal (1)
- Personnel (1)
- Pfahl (1)
- Pfosten (1)
- Pile (1)
- Platooning (electronic) (1)
- Platte (1)
- Point demerit system (1)
- Poland (1)
- Pole (1)
- Polen (1)
- Police (1)
- Politics (1)
- Polizei (1)
- Pollution (1)
- Pollution concentration (1)
- Polyvinylchloride (1)
- Population (1)
- Porous asphalt (1)
- Portable (1)
- Position (1)
- Pregnancy (1)
- Preloading (soil) (1)
- Prestressed (1)
- Prestressed concrete (1)
- Probe (1)
- Productivity (1)
- Protective helmet (1)
- Provisorisch (1)
- Prüefverfahren (1)
- Pssives Sicherheitssystem (1)
- Psychological aspects (1)
- Psychologische Gesichtspunkte (1)
- QAccident (1)
- Quality management system (1)
- Qualitätsmanagementsystem (1)
- Rail bound transport (1)
- Rail traffic (1)
- Rammsondierung (1)
- Reaction (chem.) (1)
- Reaktion (chem) (1)
- Real-time (1)
- Rechts (1)
- Rechtsübertreter (1)
- Rechtübertreter (1)
- Reconstruction [accid] (1)
- Reduction (decrease) (1)
- Reflectivity (1)
- Reflectorized material (1)
- Reflexionsgrad (1)
- Reflexstoffe (1)
- Regional planning (1)
- Regionalplanung (1)
- Rehabilitation (Road user) (1)
- Reibung (1)
- Reifenprofil (1)
- Reinforcement (1)
- Reiseweg (1)
- Republic of Corea (1)
- Research (1)
- Research projekt (1)
- Residential area (1)
- Resilience (1)
- Resilienz (1)
- Resuscitation (1)
- Reversing (veh) (1)
- Reward (1)
- Rib (1)
- Richtlinie (1)
- Rinanalyse (1)
- Rippe (menschl) (1)
- Risikoverhalten (1)
- Rissbildung (1)
- Road (1)
- Road Construction (1)
- Road construction site (1)
- Road heating (1)
- Road marking (1)
- Road transport (1)
- Roadbase (1)
- Roadside (1)
- Robot (1)
- Roboter (1)
- Roll over (veh) (1)
- Rolling resistance (1)
- Rollwiderstand (1)
- Roof (veh) (1)
- Rotation (1)
- Roundabout (1)
- Rsk (1)
- Rupture (1)
- Röntgenstrahlung (1)
- Rücken (1)
- Rücksichtslosigkeit (1)
- Rückwärtsfahren (1)
- SAE Level (1)
- Safety glass (1)
- Safety harness (1)
- Safety system (1)
- Saftey (1)
- Salpetersäure (1)
- Sample (mater) (1)
- Sample (stat) (1)
- Sauerstoff (1)
- Schicht (1)
- Schienentransport (1)
- Schienenverkehr (1)
- Schleudertrauma (1)
- Schnittstelle (1)
- Schulter (1)
- Schwangerschaft (1)
- Schweiz (1)
- Schweregrad (UNfall (1)
- Schweregrad (Unfall, Verletzung (1)
- Schweregrad /Unfall (1)
- Schätzung (1)
- Sealing compound (1)
- Seat (1)
- Seat harness (1)
- Sensors (1)
- Settlement (1)
- Setzung (1)
- Severity (accid, injuy) (1)
- Shape (1)
- Shoulder (human) (1)
- Sicherheitsglas (1)
- Sicherheitspolsterung (1)
- Significance (1)
- Signifikanz (1)
- Silting (1)
- Size and weight regulations (1)
- Slab (1)
- Social factors (1)
- Soziale Faktoren (1)
- Spannbeton (1)
- Specification (standard ) (1)
- Spectrum (1)
- Speed limit (1)
- Speed) (1)
- Spektrum (1)
- Spinal calum (1)
- Sri Lanka (1)
- Stadardization (1)
- Stadtplanung (1)
- Staggered junction (1)
- Stahl (1)
- Stahlbrücke (1)
- Stand der Technik (Bericht) (1)
- Standard (1)
- Standard test run (1)
- Standardabweichung (1)
- Stapedius reflex (1)
- Stapediusreflex (1)
- Stat) (1)
- State of the art report (1)
- Statistik (math) (1)
- Steel (1)
- Stichprobe (1)
- Stickoxid (1)
- Stopping distance (1)
- Stoßstange (1)
- Straight ahead (traffic) (1)
- Strasse (1)
- Straßenheizung (1)
- Straßenseitenfläche (1)
- Straßentransport (1)
- Strength ; Tension (1)
- Stress (1)
- Stress (psycho) (1)
- Subsoil (1)
- Surrogate driving set-up (1)
- Switzerland (1)
- Systemanalyse (1)
- Systems analysis (1)
- Tactile perception (1)
- Tag (24 Stunden) (1)
- Tageslicht (1)
- Taktiles Signal (1)
- Technische Vorschriften (1)
- Telecommunication (1)
- Telecomunication (1)
- Temperature measurement (1)
- Temperaturmessung (1)
- Temporary (1)
- Tension (1)
- Terrorism (1)
- Terrorismus (1)
- Test procedure (1)
- Thailand (1)
- Ton (Gestein) (1)
- Torf (1)
- Toter Winkel (1)
- Town planning (1)
- Tracking task (1)
- Trackingaufgabe (1)
- Traffic Engineering (1)
- Traffic concentration (1)
- Traffic regulation (1)
- Tragbar (1)
- Tragschicht (1)
- Train (1)
- Transparent (1)
- Transport (1)
- Transport mode (1)
- Transport operator (1)
- Transportunternehmen (1)
- Traveler (1)
- Two dimensional (1)
- Typenzulassung (1)
- Underride prevention (1)
- Unfallfolgephase (1)
- Unfallneigung (1)
- Unfallrate (1)
- Unfallrekonsruktion (1)
- Unfallschwerpunkt (1)
- Unfallverhuetung (1)
- Unfallverhütug (1)
- Ungeschützter Verkehrsteilnehmer (1)
- United Kindom (1)
- Untergrund (1)
- Untersuchung am Umfallort (1)
- Usa (1)
- Value analysis (1)
- Variable message signs (1)
- Variance analysis (1)
- Varianzanalyse (1)
- Vegetation (1)
- Vehicle lighting (1)
- Vehicle mile (1)
- Vehicle regulation (1)
- Vehicle restraint system (1)
- Vehicle safety (1)
- Veletzung) (1)
- Veraenderung (1)
- Verbraucherschutz (1)
- Vereinigtes Königreichl (1)
- Verfahen (1)
- Verfahren ; Verkehrsinfrastruktur (1)
- Vergrößerung (1)
- Verkehrsmittel (1)
- Verkehrsspitze (1)
- Verkehrsstauung (1)
- Verkehrsstärke (1)
- Verkehrswirtschaft (1)
- Vermeidung (1)
- Verschmutzung (1)
- Versetzte Kreuzung (1)
- Verstärkung (1)
- Verstärkung (Brücke) (1)
- Versuchsstrecke (1)
- Verteilung (allg) (1)
- Verwaltung (1)
- Vibration (1)
- Video camera (1)
- Virtual reality (1)
- Virtuelle Realität (1)
- Viskosity (1)
- Viskosität (1)
- Visualisation (1)
- Visualisierung (1)
- Vorbelastung (Boden) (1)
- Vorspannung (1)
- Vulnerable road user (1)
- Warning (1)
- Wear (1)
- Wechselverkehrszeichen (1)
- Wetter (1)
- Whiplash injury (1)
- Width (1)
- Wind (1)
- Window (veh) (1)
- Winter (1)
- Wirkungsanalyse (1)
- Wirtschaftlichkeit (1)
- Wohngebiet (1)
- Women (1)
- Working group (1)
- Year (1)
- Zahl (1)
- Zeitlückenakzeptanz (1)
- Zerstörungsfreie Prüfung (1)
- Zug (Eisenbahn) (1)
- Zug (mech) (1)
- Zugänglichkeit (1)
- Zukünftiges Verkehrsmittel (1)
- Zulassung (tech) (1)
- Zusammensetzung (1)
- ZusammenstoÃüï-¿-½Ãƒ-¯Ã‚-¿Ã‚-½ (1)
- Zweidimensional (1)
- accident (1)
- aktives Sicherheitssystem (1)
- analyses (math) (1)
- ar (1)
- driving dynamics (1)
- efficiency (1)
- fatality (1)
- finite element method (1)
- head (1)
- human-machine interaction (1)
- road) (1)
- simulation (1)
- stat) (1)
- stat] (1)
- trailer (1)
- tödlicher Unfall (1)
- vehicle safety (1)
- Überdeckung (1)
- Überholen (1)
- Überschwemmung (1)
Institut
- Sonstige (337)
- Abteilung Fahrzeugtechnik (126)
- Abteilung Verhalten und Sicherheit im Verkehr (23)
- Abteilung Brücken- und Ingenieurbau (22)
- Abteilung Straßenverkehrstechnik (22)
- Abteilung Straßenbautechnik (17)
- Präsident (9)
- Stabstelle Presse und Öffentlichkeitsarbeit (6)
- Stabstelle Forschungscontrolling, Qualitätsmanagement (1)
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.
In 2016 the seventh ESAR conference (Expert Symposium on Accident Research) was held in Hannover. ESAR is an international convention of experts, who analyze traffic accidents all over the world and discuss their results in this context, conducted at the Medizinische Hochschule Hannover every 2 years. It connected representatives of public authorities, engineers in automotive development and scientists and offers a forum with particular emphasis on In-Depth-Analyses of accident statistics and accident analyses. Special focus is placed on research on the basis of so-called "In-Depth-Accident-Investigations" [data collections at the sites of the accidents], which are characterized by extensive documentations of the sites of the accidents, of the vehicles as well as of the injuries, encompassing several scientific fields. ESAR aims at a multi-disciplinary compilation of scientific results and at discussing them on an international, scientific level. It is thus a scientific colloquium and a platform for exchanging information for all accident researchers. Experiences in accident prevention as well as in the complex field of accident reconstruction are stated and new research fields are added. Existing results of long-term research work in Europe, the US, Australia and Japan include different infrastructural correlations and give findings on population, vehicle population and driver characteristics, which offer a basis for recommendations to be derived and measures for increasing road safety.
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.
This study was one part of the research activities of work package 5 "Rehabilitation" of the integrated EU DRUID project (6th Framework Programme). It aimed at gathering information about the cognitive"affective and behavioral processes that participants undergo while attending driver rehabilitation (DR) programs. The primary objective was to analyze the outcomes of group interventions for alcohol offenders in order to assess any cognitive, motivational and behavioral modifications within individual participants and to identify the relevant variables which initiate and support this change process. The general methodological concept of the study was a prospective cohort design of participants of group-based European driver rehabilitation programs, carried out via a participant feedback questionnaire survey. In total N=7.339 DUI offenders in 9 European countries (Austria, Belgium, France, Germany, Great Britain, Hungary, Italy, Netherlands and Poland) participated in the survey. The results indicate that DR participants feel such programs provide strong support for their cognitive and behavioral change processes. The findings suggest that participants feel encouraged to establish new behavioral goals and the commitment to stick to them. At the same time, the participants' ratings emphasize the important role of the course leader in encouraging such changes. The findings of this explorative questionnaire survey are promising. Although it is impossible to draw any conclusions regarding long-term behavioral changes or effects on recidivism rates, participants of DR courses express positive feedback on completion of the program. The positive outcomes of the study can motivate decisionmakers to launch DR measures and to regard them as an essential part of a comprehensive countermeasure system against DUI.
The use of alcohol interlocks for DUI offenders is widespread around the world. in North America and Australia alcohol interlocks are core elements in the countermeasure system against DUI recidivism. Based on a European experience exchange hosted by the Federal Highway Research Institute (BASt) in October 2013, key features of European alcohol interlock programmes are illustrated. In addition, key findings from international alcohol interlock research are presented. They point towards a need for an accompanying rehabilitative measure in order to achieve long-lasting behavioural changes in the offender. Data from the interlock recorder can be used as predictor for recidivism risk, but also as objective data to aid counselling. Finally, an example of an accompanying rehabilitative measure, which was specifically developed for interlock programmes within a BASt project, is given.
Camera-monitor systems (CMS) can be used in motor vehicles to display the driver's rear view on a monitor mounted inside the vehicle. This also offers the possibility of replacing conventional exterior mirrors with suitable CMS and thereby implementing new design concepts with aerodynamic advantages. However, as exterior mirrors are safety-relevant vehicle parts for securing the driver's indirect rear view (requirements specified in UN Regulation No. 46), the question arises whether CMS can provide an equivalent substitute for mirrors. In the scope of this study, CMS and conventional exterior mirrors were compared and assessed in test drives and static tests under different external conditions. On the one hand, the examination of technical aspects, and on the other hand, issues pertaining to the design of the human-machine interaction, were the objects of the study. Two vehicles were available for the trials with passenger vehicles: A vehicle, manufactured in small series, which is already equipped with CMS as sole replacement for the exterior mirrors, as well as a compact class vehicle which had a CMS retrofitted by the car manufacturer in addition to conventionally used exterior mirrors. The latter could be covered exclusively for trips with CMS. A tractor unit with semitrailer was available for the truck trials. The driver's cabin was equipped with a CMS system developed by the vehicle manufacturer. In general, it was shown that it is possible to display the indirect rear view sufficiently for the driver, both for cars and trucks, using CMS which meet specific quality criteria. Depending on the design, it is even possible to receive more information about the rear space from a CMS than is possible with mirror systems. It was also shown that the change from mirrors to CMS requires a certain period of familiarisation. However, this period is relatively short and does not necessarily result in safety-critical situations.
This paper presents findings of a laboratory experiment which aimed at evaluating the sensitivity and intrusiveness of Tactile Detection Response Task (TDRT) methodology. Various single-task, dual-task and triple-task scenarios were compared. The task scenarios included a surrogate of driving (tracking task) and different secondary tasks (N-back, surrogate reference task (SuRT)). The results suggest that the TDRT is sensitive to load levels of secondary tasks which primarily demand for cognitive resources (N-back). Sensitivity to variations of visual"manual load could not be shown (SuRT). TDRT seems also to be able to differentiate between modes of primary task which varies in terms of cognitive load (visual against auditory tracking task). Results indicated intrusiveness of TDRT on primary task performance and secondary task performance depending on the type of underlying task scenario. As a conclusion, TDRT can be recommended as a method to assess attentional effects of cognitive load of a secondary task, but should be used with caution for secondary tasks with strong motor demands.
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 2011 399 cyclists died in road accidents in Germany and another 76.351 cyclists have been injured. Since 2000 the number of injured or fatally injured cyclists remained on the same high level. Cyclists form 19% of all casualties in German road traffic, although the modal split rate of this transport mode in 2008 was only 10% of trips and resp. 3% of kilometres per day. The high proportion of fatally and seriously injured shows the high vulnerability of cyclists. The demographic shift towards an older population in Germany and the governmental recommendation of increased bicycle use as an ecological, economical and healthy alternative to other modes of transport lead to the assumption that bicycle use especially of elderly people will increase. Based on these facts about the German cyclists' situation a representative survey of 2.000 cyclists was conducted. Results display use patterns and accident involvement on a descriptive level. Overall 7.7% of cyclists report to have been involved in at least one road traffic accident within the last three years. The performed path model analysis reveals an acceptable model fit. Though the explained variance of accident involvement of the applied psychological factors was low, significant relations between several of these factors and especially risky behaviour could be found.
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.
Rural roads (highways) in Germany have to provide both high road safety and an appropriate level of service in accordance with their function in the road network. Single carriageway rural roads often underperform these expectations. An analysis of severe accidents on rural roads found two main contributing factors. First, high or inappropriate speed leads to accidents caused by the loss of control of the vehicle. Second, unsafe passing manoeuvres related to a misjudgement of sight distance, speed of oncoming vehicles or a misjudgement of the driver vehicle's acceleration capability. On the five roads where unsafe passing manoeuvres were a main contributing factor to accident occurrence, single short passing lanes (600 m to 1.2 km) were built to provide safe passing. On the remaining two-lane sections passing was prohibited by road signs and road marking. This paper investigates the effect of this design change on the accident situation and on traffic flow. The research project is based on a before/after comparison of traffic and accident data. Traffic volume, vehicle types and their velocities as well as the time gaps between the vehicles were recorded at different cross-sections. The result shows a significant improvement in road safety. This improvement was especially noted for severe head-on crashes, which were reduced to almost zero. The analysis of traffic flow on these roads pointed out that the chosen lengths of passing lanes were sufficient for safe passing and thereby reduced the need for dangerous driving behaviour. The recommendations of this research were fundamental for the determination of the design parameters of the second highest design class (EKL 2) in the new German Rural Road Design Guideline (RAL) published in spring 2013.
This document describes the development and state of the art of orthotropic steel bridges in Germany. Following a short historical review of the performance of orthotropic bridge decks over the last decades, the present traffic loads are described and related to the resistance of the existing structures. Based on four different hazard categories, this paper describes different retrofitting methods. Although several promising strengthening techniques are introduced and evaluated, it appears that further research is urgently required in order to improve these techniques.
Within the automotive context camera monitor systems (CMS) can be used to present views of the traffic situation behind the vehicle to the driver via a monitor mounted inside the cabin. This offers the opportunity to replace classical outside rearview mirrors and therefore to implement new design concepts, aerodynamically optimized vehicle shapes and to reduce the width of the vehicle. Further, the use of a CMS offers the potential to implement functionalities like warnings or situation-adaptive fields of view that are not feasible with conventional rearview mirrors. Despite these potential advantages, it is important to consider the possible technical constraints of this technology and its effect on driver perception and behavior. On the technical side next to the field of view and die robustness of die system, aspects as its functionality at day and night as well as under varying weather conditions should be object to scientific investigation. Concerning human machine interaction, it has to be considered, that the perception of velocities and distances of approaching vehicles might be different for CMS as compared to conventional rearview mirrors and potential influences of factors as the Position of the displays or drivers' age should be taken into account. In order to shed light on these and further open issues, BASt is currently conducting a study that will cover the use of CMS under controlled conditions as well in real traffic. The first part of the study will focus on passenger cars, while in a second step the empirical investigation will be extended to heavy goods vehicles, where the potentials as well as the limitations of CMS might differ considerably. The presentation will cover the first part, with regard to the experimental design, implementation and initial results if already available.
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.
In Germany, courses for the restoration of the fitness to drive after licence revocation are provided for different offender groups (alcohol, drug and demerit point offenders). Providers of these courses are by law required to prove the effectiveness of the applied course programs. For the evaluation of effectiveness, the Federal Highway Research Institute (BASt) established specific "Reference Values" in 2002. The objective of the study at hand was to collect valid data in order to renew the old-established Reference Values from 2002. Additionally, data collection aimed at initializing Reference Values for drug offender programs. Over 66,000 drivers were analysed regarding their traffic probation in the three years after licence reinstatement. Offenders were assigned to an offender group (alcohol, drugs and demerit point offenders) based on the reason for prior licence revocation. Different indicators were used as criteria for re-offending: new alcohol or drug records, culpable accident involvement and repeated licence revocation. For each of the offender groups, frequency distributions regarding these indicators were calculated. Frequencies of recidivism are highest for the group of demerit point offenders. Compared to the Reference Values of this group from 2002, frequencies of re-offending increased. Conversely, re-offence frequencies of alcohol offenders are halved compared to the data from 2001. The analysis of the re-offence frequencies of drug offenders reveals an equal amount of re-offenders as in the alcohol offender group. The collected data serve as a good base for renewal of the old-established Reference Values and may be applicable as comparative data for future evaluations The results reveal significant differences between recent data and earlier studies. These may occur due to improvements of the applied programmes, but also due to situational changes, e.g. increased enforcement levels and expansion of the catalogue of offenses which lead to demerit points.
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.
The 6th RFP project DRUID aimed at supporting European transport policy makers by suggesting scientifically based recommendations to combat impaired driving. The main DRUID objectives were: 1. In-depth analysis of the problem situation with regard to DUI/DUID in Europe; 2. Assessment of prevalence and accident risks of DUI/DUID on the basis of epidemiological and experimental studies; 3. Evaluation of oral fluid screening devices and cost-benefit analysis of a strengthened drug driving enforcement; 4. Development of a classification system for medicines; 5. Evaluation of driver rehabilitation schemes and strategies of licence revocation; 6. Assessment of the effectiveness of new prescribing and dispensing guidelines for medicines; 7. Ddevelopment of policy recommendations on the basis of DRUID results. All in all, the DRUID results revealed that prevalence of psychoactive substance consumption, DUI/DUID, enforcement levels and legal strategies are very heterogeneous in European countries. Nonetheless, DRUID derives general recommendations as base for national solutions.
The DRUID expert consensus established recommendations on how to define limits for psychoactive substance use in traffic. The European DRUID project established a group of experts who are members of national working groups for defining analytical and/or risk thresholds. This group evaluated the results of DRUID, scientific literature and the experience of representatives of several EU Member States and Norway in determining cut-off levels. 1. Cut-offs should be defined for the most frequently used psychoactive substances; 2. In order to achieve compliance of the population towards cut-off regulations, they should be clear and comprehensible, pointing out the risks when used in traffic; 3. Thus, the definition of cut-offs should be based on current scientific knowledge; 4. The lowest substance concentration exerting an effect on driving should be preferred instead of the lowest limit of quantification/ detection; 5. For all psychoactive substances including alcohol, the same risk should be accepted. When a country intends to determine per se cut-off levels, several considerations have to be taken into account. From a scientific point of view, the same risk should be anticipated for all psychoactive substances including alcohol. Nevertheless, every cut-off discussion should address the question if the DRUID approach, to determine risk thresholds equivalent to alcohol limits, is feasible for the respective case.
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.
Enhanced protection of pedestrians and cyclists remains on the focus. Besides infrastructural and behavioral aspects it is necessary to exploit technical solutions placed on motorized vehicles. Accident research needs reliable data as well as national road accident statistics. Changing the view on seriously injured road users is one of the challenges which will substantially contribute to the optimization on future traffic safety. The missing accuracy in the definition of personal injury has a detrimental effect on making cost efficient road safety policy which is not only focused on fatal accidents. The European commission requested that, starting in 2015, all EU member states provide more detailed data on the injury status of road casualties, with special regard to the group of seriously injured. Conventional accident data will always be essential. But to obtain detailed data about driver behavior in real traffic situations further data sources are required. These could be EDR data, data from electronic control units, data from traffic surveys and traffic counting, naturalistic diving studies and field operational tests. Gaining insight into normal as well as critical driver behavior will enable accident researchers to deduct functions estimating the increase or decrease of accident risk associated with certain behaviors or vehicle functions. Also with view to the introduction of highly automated driving functions in the future such data is urgently needed. Computer simulation based tools to estimate the benefits of active safety systems are another step on the way towards the safety assessment of automated driving. It is now the duty of the scientific community to ask the right questions, to develop a methodology and to merge all these data sources into a common framework for the assessment of future traffic safety innovations.
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.
Road accidents are typically analyzed to address influences of human, vehicle, and environmental (primarily infrastructure) factors. A new methodology, based on a "Venn diagram" analysis, gives a broader perspective on the probable factors, and combinations of factors, contributing both to the occurrence of a crash and to sustaining injuries in that crash. The methodology was applied to 214 accidents on the Mumbai-Pune expressway. Factors contributing to accidents and injuries were addressed. The major human factors influencing accidents on this roadway were speeding (30%) and falling asleep (29%), while injuries were primarily due to lack of seat belt use (46%). The leading infrastructure factor for injuries was impact with a roadside manmade structure (28%), and the main vehicle factor for injuries was passenger compartment intrusion (73%). This methodology can help identify effective vehicle and infrastructure-related solutions for preventing accidents and mitigating injuries in India.