81 Unfallstatistik
Filtern
Sprache
- Englisch (88) (entfernen)
Schlagworte
- Conference (84)
- Konferenz (84)
- Accident (57)
- Unfall (56)
- Statistics (37)
- Statistik (37)
- Germany (33)
- Deutschland (32)
- Fatality (31)
- Injury (31)
- Tödlicher Unfall (30)
- Verletzung (29)
- Data acquisition (26)
- Datenerfassung (26)
- Unfallrekonstruktion (26)
- Analyse (math) (23)
- Reconstruction (accid) (23)
- Analysis (math) (22)
- Datenbank (20)
- Schweregrad (Unfall, Verletzung) (20)
- Severity (accid, injury) (20)
- Untersuchung am Unfallort (16)
- Data bank (15)
- On the spot accident investigation (15)
- Cause (14)
- Motorcyclist (14)
- Motorradfahrer (14)
- Schweregrad (Unfall (14)
- Ursache (14)
- Fußgänger (13)
- Pedestrian (13)
- Severity (accid (13)
- Verletzung) (13)
- injury) (13)
- Car (12)
- Fahrzeug (11)
- Accident rate (10)
- Europa (10)
- Europe (10)
- Vehicle (10)
- Accident prevention (9)
- Cyclist (9)
- Radfahrer (9)
- Unfallhäufigkeit (9)
- Unfallverhütung (9)
- Motorcycle (8)
- Motorrad (8)
- PKW (8)
- Safety (8)
- Sicherheit (8)
- Simulation (8)
- Collision (7)
- Driver (7)
- Fahrer (7)
- Geschwindigkeit (7)
- Method (7)
- Risiko (7)
- Verfahren (7)
- Zusammenstoß (7)
- Active safety system (6)
- Insasse (6)
- Speed (6)
- Aktives Sicherheitssystem (5)
- Alte Leute (5)
- Bewertung (5)
- Database (5)
- Evaluation (assessment) (5)
- Old people (5)
- Rear end collision (5)
- Rechenmodell (5)
- Risk (5)
- Vehicle occupant (5)
- Analyse (Math) (4)
- Anfahrversuch (4)
- Auffahrunfall (4)
- Berechnung (4)
- Calculation (4)
- Crash helmet (4)
- Efficiency (4)
- Frontalzusammenstoß (4)
- India (4)
- Indien (4)
- Mathematical model (4)
- Pkw (4)
- Portugal (4)
- Risikobewertung (4)
- Schutzhelm (4)
- Accident reconstruction (3)
- Benutzung (3)
- Child (3)
- Decrease (3)
- Development (3)
- Driver assistance system (3)
- Entwicklung (3)
- Fahranfänger (3)
- Fahrerassistenzsystem (3)
- Head on collision (3)
- Hospital (3)
- Japan (3)
- Kind (3)
- Krankenhaus (3)
- Leistungsfähigkeit (allg) (3)
- Lorry (3)
- Overturning (veh) (3)
- Passive safety system (3)
- Passives Sicherheitssystem (3)
- Recently qualified driver (3)
- Risk assessment (3)
- USA (3)
- United Kingdom (3)
- Use (3)
- Vereinigtes Königreich (3)
- Verminderung (3)
- Überschlagen (3)
- Adolescent (2)
- Australia (2)
- Australien (2)
- Belastung (2)
- Bicycle (2)
- Compatibility (2)
- Czech Republic (2)
- Deformation (2)
- EU (2)
- Eindringung (2)
- Eingabedaten (2)
- Electronic stability program (2)
- Error (2)
- Fahrrad (2)
- Fehler (2)
- Head (2)
- Human factor (2)
- Impact test (2)
- Impact test (veh) (2)
- Improvement (2)
- Information (2)
- Information documentation (2)
- Input data (2)
- International (2)
- Interview (2)
- Jugendlicher (2)
- Junction (2)
- Kleidung (2)
- Knotenpunkt (2)
- Kompatibilität (2)
- Kopf (2)
- Lkw (2)
- Load (2)
- Menschlicher Faktor (2)
- Modification (2)
- Overlapping (2)
- Penetration (2)
- Seitlicher Zusammenstoß (2)
- Side impact (2)
- Software (2)
- Specifications (2)
- Standardisierung (2)
- Theorie (2)
- Theory (2)
- Trend (stat) (2)
- Tschechische Republik (2)
- Verbesserung (2)
- Verformung (2)
- Verkehrsteilnehmer (2)
- Veränderung (2)
- Zeitreihe (stat) (2)
- Überlappung (2)
- Abbiegen (1)
- Abstandsregeltempomat (1)
- Accident severity (1)
- Adaptive cruise controll (1)
- Age (1)
- Air bag (restraint system) (1)
- Airbag (1)
- Alter (1)
- Analyse (1)
- Auffharunfall (1)
- Ausrüstung (1)
- Austria (1)
- Batterie (1)
- Battery (1)
- Bein [menschl] (1)
- Bepflanzung (1)
- Brake (1)
- Braking (1)
- Bremse (1)
- Bremsung (1)
- Bus (1)
- China (1)
- Classification (1)
- Clothing (1)
- Coach (1)
- Coefficient of friction (1)
- Colthing (1)
- Cost (1)
- Cycle track (1)
- Delivery vehicle (1)
- Deutschalnd (1)
- Education (1)
- Eins (1)
- Elektronisches Stabilitätsprogram (1)
- Elektronisches Stabilitätsprogramm (1)
- Equipment (1)
- Erziehung (1)
- Fahrstabilität (1)
- Fahrzeugteil (Sicherheit) (1)
- Fernverkehrsstraße (1)
- Financing (1)
- Finanzierung (1)
- Finite element method (1)
- Forecast (1)
- Forschungsarbeit (1)
- Fracture (bone) (1)
- France (1)
- Frankreich (1)
- Frequency (1)
- Front (1)
- Fuel tank (1)
- Geländefahrzeug (1)
- Geradeausverkehr (1)
- Gesetzesübertretung (1)
- Government (national) (1)
- Griffigkeit (1)
- Harmonisation (1)
- Hazard (1)
- Highway (1)
- Human body (1)
- Häufigkeit (1)
- Impact study (1)
- Jahreszeit (1)
- Klassifizierung (1)
- Knochenbruch (1)
- Korea (Süd) (1)
- Kosten (1)
- Kraftstofftank (1)
- LKW (1)
- Leg (human) (1)
- Leistungsfähigkeit (Allg.) (1)
- Lieferfahrzeug (1)
- Location (1)
- Main road (1)
- Man (1)
- Mann (1)
- Mathematical Model (1)
- Measurement (1)
- Medical aspects (1)
- Medizinische Gesichtspunkte (1)
- Menschlicher Körper (1)
- Messung (1)
- Methode der finiten Elemente (1)
- Mobility (1)
- Mobilität (1)
- Motorisierungsgrad (1)
- Netherlands (1)
- Niederlande (1)
- Norway (1)
- Norwegen (1)
- Nutzwertanalyse (1)
- Oberflächentextur (1)
- Occupant (veh) (1)
- Offence (1)
- On the spot investigation (1)
- One (1)
- Ort (Position) (1)
- Partnerschaft (1)
- Partnership (1)
- Passenger (1)
- Policy (1)
- Politik (1)
- Prevention (1)
- Public transport (1)
- QAccident (1)
- Quality (1)
- Quality assurance (1)
- Qualität (1)
- Qualitätssicherung (1)
- Radweg (1)
- Rail bound transport (1)
- Rail traffic (1)
- Reconstruction [accid] (1)
- Regierung (staat) (1)
- Regression analysis (1)
- Regressionsanalyse (1)
- Reibungsbeiwert (1)
- Reisebus (1)
- Republic of Korea (1)
- Research project (1)
- Residential area (1)
- Richtlinie (1)
- Richtlinien (1)
- Road traffic (1)
- Road transport (1)
- Road user (1)
- Rsk (1)
- Safety belt (1)
- Schienentransport (1)
- Schienenverkehr (1)
- Schweden (1)
- Schweiz (1)
- Schätzung (1)
- Season (1)
- Sicherheitsgurt (1)
- Significance (1)
- Signifikanz (1)
- Skidding resistance (1)
- Speed) (1)
- Spinal column (1)
- Sport utility vehicle (1)
- Standardization (1)
- Steifigkeit (1)
- Stiffness (1)
- Straight ahead (traffic) (1)
- Strasse (1)
- Straßentransport (1)
- Straßenverkehr (1)
- Surface texture (1)
- Switzerland (1)
- Technologie (1)
- Technology (1)
- Test (1)
- Thailand (1)
- Transport operator (1)
- Transportunternehmen (1)
- Traveler (1)
- Turn (1)
- Underride prevention (1)
- Unfallrate (1)
- Unfallrekonsruktion (1)
- Unfallverhütug (1)
- United kingdom (1)
- Unterfahrschutz (1)
- Value analysis (1)
- Variance analysis (1)
- Varianzanalyse (1)
- Vegetation (1)
- Vehicle handling (1)
- Vehicle ownership (1)
- Vehicle safety device (1)
- Veletzung) (1)
- Vereinigtes Königreichl (1)
- Versuch (1)
- Vorn (1)
- Weather (1)
- Wirbelsäule (1)
- Wirksamkeitsuntersuchung (1)
- Witterung (1)
- Wohngebiet (1)
- aktives Sicherheitssystem (1)
- analyses (math) (1)
- ar (1)
- tödlicher Unfall (1)
- Öffentlicher Verkehr (1)
- Österreich (1)
Institut
- Sonstige (85)
- Abteilung Fahrzeugtechnik (2)
- Präsident (2)
A lot of factors are related to a road traffic accident; particularly human factors such as road use characteristic, driving maneuver characteristic and safety attitude are the major ones. As a random factor is also included, so it is necessary to minimize the contribution of a random factor to identify human factors related to a road traffic accident. There are several standpoints for traffic accident analysis, such as vehicle-based, location-based and driver-based. And it is effective to analyze driver-based traffic accident data for discussion on the relation between human factors and accidents. An integrated traffic accident database system was developed for analysis considering driver- accident and violation records by ITARD, and several studies were carried out for the evaluation. Useful data for discussion on the relation between types of collision and traffic violations, and the effect of accident experience to the following accident were obtained.
Methods for analyzing the efficiency of primary safety measures based on real life accident data
(2009)
Primary safety measures are designed to help to avoid accidents or, if this is not possible, to stabilize respectively reduce the dynamics of the vehicle to such an extent that the secondary safety measures are able to act as good as possible. The efficiency of a primary safety measure is a criterion for the effectiveness, with which a system of primary safety succeeds in avoiding or mitigation the severity of accidents within its range of operation and in interactionwith driver and vehicle. Based on Daimler-´s philosophy of the "Real Life Safety" the reflection of the real world accidents in the systems range of operation is both starting point as well as benchmark for its optimization. This paper deals with the methodology to perform assessments of statistical representative efficiency of primary safety measures. To be able to carry out an investigation concerning the efficiency of a primary safety measure in a transparent and comparable way basic definitions and systematics were introduced. Based on these definitions different systematic methods for estimating efficiency were discussed and related to each other. The paper is completed by presenting an example for estimating the efficiency of actual "single" and "multi" connected primary safety systems.
A lack of representative European accident data to aid the development of safety policy, regulation and technological advancement is a major obstacle in the European Union. Data are needed to assess the performance of road and vehicle safety and is also needed to support the development of further actions by stakeholders. This short-paper describes the process of developing a data collection and analysis system designed to partly fill these gaps. A project team with members from 7 countries was set up to devise appropriate variable lists to collect fatal crash data under the following topic levels: accident, road environment, vehicle, and road user, using retrospective detailed police reports (n=1,300). The typical level of detail recorded was a minimum of 150 variables for each accident. The project will enable multidisciplinary information on the circumstances of fatal crashes to be interpreted to provide information on a range of causal factors and events surrounding the collisions.
The Powered Two Wheelers (PTWs) accidents constitute one of the road safety targets in Europe. PTWs users' fatalities represent 15% of EU road fatalities, having increased the last few years, which is quite opposite than other road users casualties. To reduce PTW accidents is necessary to know which the accident causations are from different points of view (human factor, vehicle characteristics, environment, type of accident, situation, etc.). In TRACE project ("Traffic Accident Causation in Europe", under the European Commission 6th Framework Program, 2006-2008,) a specific task was focused on PTW users point of view, analyzing extensive databases to locate the main accident configurations (type of accident, severity, frequency), and an in-depth database to obtain the causation factors, the risk factors for each configuration founded in the extensive databases analysis and the variables associated to each causation factor in the PTW configurations.
It is well known that motorcycle riding is fascinating but quite more dangerous than for example car driving. In 2006, 5,091 persons were killed as victims of crashes occurring on public roads in Germany. 52% (2,683) were car occupants, 16% (793) motorcycle riders, 14% (711) pedestrians, 10% (486) bicycle riders, 5% (235) commercial vehicle occupants, 2% (107) riders of smaller powered two-wheelers, called "Mofa, Moped and Mokick". This shows that motorcycle riders recently are the second largest group of killed traffic participants in Germany. Latest information coming from the Federal Statistics predict for the year 2007 the figure of 4,958 killed road victims in total. This would be again a successful reduction (-133 killed persons or "2.6% compared to the year 2006). But the news coming from the Federal Statistics during the year 2007 and at the begin of 2008 did not always tell the same positive story. It is questioned whether the positive trend of substantially reduced figures of killed road user year by year will longer continue for Germany. That means it could be impossible to reach the ambitious target, set by the European Commission, to cut in half the figure of killed road users until the year 2010 " compared to the figure for the year 2001. It was reported that the group of 45 to 49 years old traffic participants (all traffic modes) is conspicuous with an increase of 30% up to 297 killed road users in total from January to August 2007. This increase can be ascribed in particular by an increase of killed motorcycle riders within this age group. Due to mild weather conditions in Germany in 2007 the season for motorcycle riding began relatively early and this may be a main reason for the increase of the figure of killed motorcycle riders by 16% from January to August 2007. With this background the accident occurrence of motorcycles became more and more essential. As part of the actual discussion about historical trends, recent emphases, causes and relevant structures of the events of motorcycle crashes it is evident, to have latest and carefully updated figures coming from both the Federal Statistics and In-depth studies. The paper will give a contribution to this using the German Federal Statistics and in-depth studies, for example GIDAS. Additional data coming from the DEKRA Motorcycle Accident Database as well as from literature are considered, too. The paper will help to describe the current situation of the accident involvement of motorcycles in Germany.
Novice drivers are at high risk for crash involvement. We performed an analysis of causations, injury patterns and distributions of novice drivers in cars and on motorcycles in road traffic as a basis for proper measurements. Method Data of accident and hospital records of novice drivers (licence < 2 years) were analysed focusing the following parameters: injury type, localisation and mechanism, Abbreviated Injury Scale (AIS), maximum AIS (MAIS), delta-v, collision speed and other technical parameters and have been compared to those of experienced drivers. In 18352 accidents in the area of Hannover (years1985"2004), 2602 novice drivers and 18214 experienced drivers were recorded having an accident. Novice car drivers were more often and severe injured than experienced and on motorcycles the experienced riders were at higher risk. Novice drivers of both groups sustained more often extremity injuries. 4.5 % novice car drivers were not restraint compared to 3.7 % of the experienced drivers and 6.1 % novice motorcycle drivers did not wear a proper helmet (versus 6.5 %). Severe injuries sustained at a rate of 20 % at collision speeds below 30 km/h and in 80% at collision speeds above 50 km/h. Novice car drivers drove significant older cars. The risk profile of novice drivers is similar to those of drivers older than 65 years. Structural protection and special lectures like skidding courses could be proper remedial action next to harder punishment of violations.
Side impacts, both nearside and farside, have been indicated by research to be responsible for a large proportion of serious injuries from road crashes. This study aimed to compare and contrast the characteristics of nearside and farside crashes in Australia, Germany and the U.S., using the ANCIS, GIDAS and NASS/CDS in-depth-databases, in order to establish the impact and injury severity associated with these crashes, and the types of injuries sustained. The analyses revealed some interesting similarities, as well as differences, between both nearside and farside crashes, and the emergent trends between the three investigated countries. More specifically, it was indicated that whilst the severity of injury sustained in nearside crashes was slightly greater overall than that found for farside crashes, careful consideration of struck and nonstruck side occupants must be made when considering aspects such as vehicle design and occupant protection.
Pedestrian accidents are one of the major concerns related with road accidents around the world. Portugal has one of the highest rates of pedestrian fatalities in Europe. In this paper an overview conditions were the pedestrian accidents occurred in Portugal is presented. In the last years, a project related with the pedestrian accidents has run in Portugal for the period 2004-2006 where 603 people died, 2097 have been severely injured and about 17000 slightly injured. Within this project all the pedestrian accidents in this period have been analysed providing global information about a wide range of aspects, since location, driver and pedestrian characteristics, weather and road conditions, among others. In addition, 50 in-depth accidents have been investigated and the data collected according the Pendant methodology. For this in-depth methodology detailed information about the accident has been collected, including injuries, vehicle damage, road conditions and road user- behaviour and actions. An accident reconstruction has been carried for each case including the determination of the speeds and driver actions, and the analysis of the contributing factors for the accident. Depending of the accident complexity, different methodologies have been used to analyse these accident, from the classical analytical equations such as Simms and Woods, to the use of detailed computational pedestrian models as those included in the commercial software- PC-Crash-® or Madymo-®. Also one of the goals of our investigation is the development of multibody models and methodologies for the reconstruction of pedestrian accidents. Some of these tools integrated in the commercial software Cosmos Motion-® are presented. The advantages of the different approaches are compared and discussed for some of the accidents investigated. With these tools the impact speed can be determined from the projection distance with analytical tools or PC-Crash-®, but more complex tools should be used to determine speed from the injuries, what is especially important for fatal accidents. The influence of the vehicle geometry and stiffness characteristics is another aspect analysed, where the influence of the vehicle stiffness has been determined using a combined multibody-finite elements approach within the software Madymo-®.
In an on-going project since 2005, ADAC has been analyzing accidents documented by the ADAC air rescue service. The knowledge derived from real-life accidents serves as a basis for new test configurations and assessment criteria. In 2007, ADAC began looking into the feasibility of international data collection. The idea of Global Accident Prevention was born. Three European partner clubs have begun pioneering the project (ÖAMTC, ANWB, and RACC). The aim is to set up an international accident research network to provide a steady stream of information on road accidents. The FIA Foundation supports ADAC in developing and coordinating this initiative.
One goal of the assessment of the crashworthiness of passenger cars is to characterize the potential of injury outcome to occupants of cars involved in an accident. This can be achieved by the help of an index that puts the number of injured occupants of passenger cars in relation to the number of cars involved in an accident. As a consequence, this index decreases with a lower potential of injury and rises with a higher number of injuries while assuming a fixed number of accidents. Another index is introduced that uses an economical weighting of each injury level. The consequential injury costs are calculated using the average economical costs for lightly, severely and fatally injured persons. The calculation of the safety indices is based on an anonymized sample of accident data provided by the Federal Statistical Office. An index of Mercedes passenger car drivers depending on the year of registration between 1991 and 2006 is compared to the index of drivers of cars of other makes within the same range of registration years.
The Centre for Automotive Safety Research (formerly the Road Accident Research Unit) at the University of Adelaide in South Australia has a history of in-depth crash investigation going back to the 1970s. In recent years, our focus has been on studying factors that contribute to road crashes, with an emphasis on the role of road infrastructure. Our method involves crash notification by the South Australian Ambulance Service and detailed investigation of the crash scene usually before the crash-involved vehicles have been moved. This at-scene data collection is supplemented with police crash reports, Coroner- reports including autopsy findings for fatal crashes, case notes from hospitals for all injured persons, structured interviews with crash participants and witnesses, and computerised reconstruction of the events of the crash. One of the most notable research findings to emerge from our in-depth work has been the relationship between travelling speed and the risk of crash involvement. By comparing the calculated free speeds of crash-involved vehicles (cases) with the measured speeds of non-crash-involved vehicles travelling on the same roads at the same time of day (controls), we were able to establish that an exponential relationship exists between travelling speed and the likelihood of involvement in a casualty crash. This was the case for both metropolitan and rural areas. This research prompted the reduction of some speed limits in Australia, which has resulted in notable decreases in crash numbers. Another finding of interest in our recent investigation of 298 mostly daytime crashes in metropolitan Adelaide was that medical conditions make a sizeable contribution to the occurrence of road crashes. We found that almost half of the drivers, riders and pedestrians involved in the collisions had at least one pre-existing medical condition, and half of these individuals had two or more such conditions. We found that a medical condition was the direct causal factor in 13% of the casualty crashes investigated and accounted for 23% of all hospital admission or fatal crash outcomes. A follow-up study of all hospital admissions for road crashes in Adelaide is now going ahead to look further at this problem. The paper also describes studies looking specifically at pedestrian crashes. These include studies of the relationship between travelling speed and the risk of a fatal pedestrian crash, and studies utilising real crash data to validate headforms and test dummies used in the assessment of the safety of new vehicles in the event of a collision with a pedestrian.
Today, Euro NCAP is a well established rating system for passive car safety. The significance of the ratings must however be evaluated by comparison with national accident data. For this purpose accidents with involvement of two passenger cars have been taken from the German National Road Accident Register (record years 1998 to 2004) to evaluate the results of the NCAP frontal impact test configuration. Injury data from both drivers involved in frontal car to car collisions have been sampled and have been compared, using a "Bradley Terry Model" which is well established in the area of paired comparisons. Confounders " like mass ratio of the cars involved, gender of the driver, etc. " have been accounted for in the statistical model. Applying the Bradley Terry Model to the national accident data the safety ranking from Euro NCAP has been validated (safety level: 1star <2 star <3 star <4 star). Significant safety differences are found between cars of the 1 and 2 star category as compared to cars of the 3 and 4 star category. The impact of the mass ratio was highly significant and most influential. Changing the mass ratio by an amount of 10% will raise the chance for the driver of the heavier car to get better off by about 18%. The impact of driver gender was again highly significant, showing a nearly 2 times lower injury risk for male drivers. With regard to the NCAP rating drivers of a high rated car are more than 2 times more probable (70% chance) to get off less injured in a frontal collision as compared to the driver of a low rated car.
Automotive Engineering, Mechanical Engineering and TechnologyrnAbstract: The degrees of injury severity, as a rule injuries scaled by AIS of specific regions of the human body, investigated out of road traffic accidents correspond to the body-specific loading values, which are found out with the aid of experimental or mathematical simulation of crash tests with motor vehicles or with sled tests. The coherence between the injured human being on the one hand and the physical and the theoretical model respectively on the other hand is established by the risk function, which describes the probability of degrees of injury severity in dependence on the protection criteria. Due to the different physical characteristics in the simulation, e.g. accelerations, forces, compressions and their velocity, the compilation of these quantities, comparable to the MAIS, the maximal occurred single AIS obtained in accident analysis is much more difficult in the simulation than in the accident occurrence. Therefore it is obvious to normalize the loading values gained out of simulation and to summarise them to an entire value in a suitable manner, the safety index.rn
Bicyclists are minimally or unprotected road users. Their vulnerability results in a high injury risk despite their relatively low own speed. However, the actual injury situation of bicyclists has not been investigated very well so far. The purpose of this study was to analyze the actual injury situation of bicyclists in Germany to create a basis for effective preventive measures. Technical and medical data were prospectively collected shortly after the accident at the accident scenes and medical institutions providing care for the injured. Data of injured bicyclists from 1985 to 2003 were analyzed for the following parameters: collision opponent, collision type, collision speed (km/h), Abbreviated Injury Scale (AIS), Maximum AIS (MAIS), incidence of polytrauma (Injury Severity Score >16), incidence of death (death before end of first hospital stay). 4,264 injured bicyclists were included. 55% were male and 45% female. The age was grouped to preschool age in 0.9%, 6 to 12 years in 10.8%, 13 to 17 years in 10.4%, 18 to 64 years in 64.7%, and over 64 years in 13.2%. The MAIS was 1 in 78.8%, 2 in 17.0%, 3 in 3.0%, 4 in 0.6%, 5 in 0.4%, and 6 in 0.2%. The incidence of polytrauma was 0.9%, and the incidence of death was 0.5%. The incidence of injuries to different body regions was as follows: head, 47.8%; neck, 5.2%, thorax, 21%; upper extremities, 46.3%; abdomen, 5.8%; pelvis, 11.5%, lower extremities, 62.1%. The accident location was urban in 95.2%, and rural in 4.8%. The accidents happened during daylight in 82.4%, during night in 12.2%, and during dawn/dusk in 5.3%. The road situation was as follows: straight, 27.3%; bend, 3.0%; junction, 32.0%; crossing, 26.4%; gate, 5.9%; others, 5.4%. The collision opponents were cars in 65.8%, trucks in 7.2%, bicycles in 7.4%, standing objects in 8.8%, multiple objects in 4.3%, and others in 6.5%. The collision speed was grouped <31 in 77.9%, 31-50 in 4.9%, 51-70 in 3.7%, and >70 in 1.5%. The helmet use rate was 1.5%. 68% of the registered head injuries were located in the effective helmet protection area. In bicyclists, head and extremities are at high risk for injuries. The helmet use rate is unsatisfactorily low. Remarkably, two thirds of the head injuries could have been prevented by helmets. Accidents are concentrated to crossings, junctions and gates. A significant lower mean injury severity was observed in victims using separate bicycle lanes. These results do strongly support the extension or addition of bicycle lanes and their consequent use. However, the lanes are frequently interrupted at crossings and junctions. This emphasizes also the important endangering of bicyclists coming from crossings, junctions and gates, i.e. all situations in which contact of bicyclists to motorized vehicles is possible. Redesigning junctions and bicycle traffic lanes to minimize the possibility of this dangerous contact would be preventive measures. A more consequent helmet use and use and an extension of bicycle paths for a better separation of bicyclists and motorized vehicle would be simple but very effective preventive measures.
In recent years special attention has been paid to reducing the number of fatalities resulting from road traffic accidents. The ambitious target to cut in half the number of road users who are killed each year by 2010 compared with the 2001 figures, as set out in the European White Paper "European Transport Policy for 2010: Time to Decide" implies a general approach covering all kinds of road users. Much has been achieved, e.g. in relation to the safety of car passengers and pedestrians but PTW accidents still represent a significant proportion of fatal road accidents. More than 6,000 motorcyclists die annually on European roads which amounts to 16% of the EU-15 road fatalities. The European Commission therefore launched in 2004 a Sub- Project dealing with motorcycle accidents within an Integrated Project called APROSYS (Advanced PROtection SYStems) forming part of the 6th Framework Programme. In a first step, the combined national statistical data collections of Germany, Italy, the Netherlands and Spain were analysed. Amongst other things parameters like accident location, road conditions, road alignment and injury severity have been explored. The main focus of the analysis was on serious and fatal motorcycle accidents and the results showed similar trends in all four countries. From these results 7 accident scenarios were selected for further investigation via such in-depth databases as the DEKRA database, the GIDAS 2002 database, the COST 327 database and the Dutch element of the MAIDS database. Three tasks, namely the study of PTW collisions with passenger cars, PTW accidents involving road infrastructure features, and motorcyclist protective devices have been assessed and these will concentrate inter alia on accident causes, rider kinematics and injury patterns. A detailed literature review together with the findings of the in-depths database analysis is presented in the paper. Conclusions are drawn and the further stages of the project are highlighted.
Empirical vehicle crashworthiness studies are usually based on national or in-depth traffic accident surveys: Data on accident-involved cars/drivers are analysed in order to quantify the chance of driver injury and to assess certain risk factors like car make and model. As the cars/drivers involved in the same accident form a "cluster", where the size of the cluster equals the number of accident-involved parties, traffic accident survey data are typical multi-level data with accidents as first-level or primary and cars/drivers as secondlevel or secondary units (car occupants in general are to be considered as third level units). Consequently, appropriate statistical multi-level models are to be used for driver injury risk estimation purposes as these models properly account for the cluster structure of traffic accident survey data. In recent years various types of regression models for clustered data have been developed in the statistical sciences. This paper presents multi-level statistical models, which are generally applicable for vehicle crashworthiness assessment in the sense that data on single and multiple car crashes can be analysed simultaneously. As a special case of multi-level modelling driver injury risk estimation based on paired-by-collision car/driver data is considered. It is demonstrated that assessment results may be seriously biased, if the cluster structure inherent in traffic accident survey data is erroneously ignored in the data analysis stage.
Internationally, the need is expressed for harmonized traffic accident data collection (PSN, PENDANT, etc.). Together with this effort of harmonization, traffic accident investigation moves more and more in the direction of accident causation. As current methods only partly address these needs, a new method was set up. The main characteristics of this method are: • Accident/injury causation (associated) factors can objectively be identified and quantified, by comparison with exposure information from a normal population. • All relevant accident and exposure data can be included: human-, vehicle-, and environmental related data for the pre-crash, crash and postcrash situation (the so-called Haddon matrix). The level of detail can be chosen depending on interest and/or budget, which makes the method very flexible. In this paper the accident collection and control group method are presented, including some of the achieved results from a pilot study on 30 truck accidents and 30 control locations. The data were analyzed by using cross-tabulations and classification-tree analysis. The method proved useful for the identification of statistically significant causational aspects.
In Germany, in-depth accident investigations are carried out in the Hannover area since 1973. In 1999 a second region was added with surveys in Dresden and the surrounding area. Internationally, the acronym GIDAS (German In-Depth Accident Study) is commonly used for these surveys. Compared to many other countries, the sample sizes of the GIDAS surveys are much larger. The goal is to collect 1.000 accidents involving personal injuries per year and region. Data collection takes place by using a sampling procedure, which can be interpreted as a two-stage process with time intervals as primary units and accidents as secondary units. An important question is, to what extend these samples are representative for the target population from which they are drawn. Analyses show, for example, that accidents with persons killed or seriously injured are overrepresented in the samples compared to accidents with slightly injured persons. This means, that these data are subject to biases due to uncontrolled variation of sample inclusion probability. Therefore, appropriate weighting and expansion methods have to be applied in order to adjust or correct for these biases. The contribution describes the statistical and methodological principles underlying the GIDAS surveys with respect to sampling procedure, data collection and expansion. In addition, some suggestions regarding potential improvements of study design are made from a methodological point of view.
Annually within the European Union, there are over 50,000 road accident fatalities and 2 million other casualties, of which the majority are either the occupants of cars or other road users in collision with a car. The European Commission now has competency for vehicle-based injury countermeasures through the Whole Vehicle Type Approval system. As a result, the Commission has recognised that casualty reduction strategies must be based on a full understanding of the real-world need under European conditions and that the effectiveness of vehicle countermeasures must be properly evaluated. The PENDANT study commenced in January 2003 in order to explore the possibility of developing a co-ordinated set of targeted, in-depth crash data resources to support European Union vehicle and road safety policy. Three main work activity areas (Work Packages) commenced to provide these resources. This paper describes some of the outcomes of Work Package 2 (WP2, In-depth Crash Investigations and Data Analysis). In WP2, some 1,100 investigations of crashes involving injured car occupants were conducted in eight EU countries to a common protocol based on that developed in the STAIRS programme. This paper describes the purposes, methodology and results of WP2. It is expected that the results will be used as a co-ordinated system to inform European vehicle safety policy in a systematic, integrated manner. Furthermore, the results of the data analyses will be exploited further to provide new directions to develop injury countermeasures and regulations.
While the number of fatal accidents is diminishing every year, there is still a need of improvement and action to prevent these deaths. Basis for this purpose has to be an analysis about the factors influencing the car crash mortality. There are various studies describing the univariate influence of several factors, but crash scenarios are too complex to be described by a single variable. The multivariate analysis respects the interference of the variables and gets so to more detailed and representative results. This multivariate analysis is based on about 2,600 cases (the data have been collected by the accident research units Hannover and Dresden (during the years 1999-2003). This paper presents a multivariate model (containing ten different variables) which detects 93% of these cases properly. This means it detects the cases as truly survived and truly death.