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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.
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.
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 recent years the boundaries between active and passive safety blurred more and more. Passive safety in the traditional term includes all safety aspects to prevent occupants to be injured or at least injury severity should be reduced. Passive Safety starts with the collision (first vehicle contact) and ends with rescue (open vehicle doors). Within this phase the occupant has to be protected by the passenger compartment whereby no intrusion should occur. Active safety on the other side was developed to interact prior to the collision whereby the goal is to prevent accidents. The extensive interaction between active and passive safety led to the terminologies "Primary" and "Secondary" safety whereas the expression Integrated Safety Concept was generated. Within this study the most well documented single vehicle accidents with cars not equipped with ESP were identified from the PENDANT database and reconstructed. Additional cases were found in the database ZEDATU of TU Graz. In comparison each case was simulated with the assumption that the cars were equipped with ESP. The differences regarding accident avoidance or crash severity as well as reduction of injury risk were analysed.
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.
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.
This paper uses the national accident statistics of Great Britain to evaluate the effectiveness of Electronic Stability Control Systems (ESC) to reduce crash involvement rates. The crash experience of 8,951 cars is analysed and compared to a closely matching set of non-ESC cars using case-control methods. This is one of the largest ESC samples analysed to date. Overall the cars with ESC are involved in 3% fewer crashes although the effectiveness is substantially higher under conditions of adverse road friction. ESC equipped cars are involved in 15% fewer fatal crashes although this reduction represents the combined effect of ESC and passive safety improvements.
The accident research project in Dresden was founded in July 1999. To date over 6.000 crash investigations have been undertaken. About 10.000 vehicles have been documented and over 13.000 participants have been debriefed. But there is much more than this scientific success. Because of the interdisciplinary character between the medical and technical focus, the project affords an important contribution for the education of the involved students. Over 200 students of different fields of study have got experiences not only for the occupational career. This lecture describes the additional effects of the accident research project regarding the education of the students, the capacity for teamwork and learning about dealing with accident casualties.
The primary goal of this investigation was to determine the relative risk of traffic accidents in students. In a two year period, a survey amongst 2,325 students was carried out, and 3,645 injuries sustained by students treated at our hospital were analyzed. Moped-riding in adolescents were associated with a 23.75-fold increased risk for injury as compared to biking. Children who ride bicycles have a 2.2-fold increased risk for an injury sustained by traffic accidents compared to pedestrians. None of 50 injured bicycle riders with helmet had an AIS for head injuries of more than 2. 24 of 233 injured bicycle drivers without helmet had an AIS for head injuries of more than 2. The use of a protective helmet significantly reduced the severity of head injuries. The level of awareness towards danger and a history of previous accidents correlate with the likelihood of future accidents. Due to the severity of traffic accidents, more adequate prevention measures (wearing of bicycle helmets and better education for moped riders) are urgently needed.
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.
NASS: the glass is half full
(2007)
The National Accident Sampling System (NASS) was born in the late 1970s. It was based on a substantial amount of experience and analysis of what was needed in the United States to understand the safety challenges of our highways. This work also showed how to collect high quality and useful crash data efficiently. Unfortunately, when Ronald Reagan - a President who believed in limited government - was elected, any hope of full funding for NASS was lost. The concept of 75 teams investigating about 18,000 serious crashes in detail annually was never realized. The system got up to 50 teams, then was cut to 36, and finally to 24 teams investigating fewer than a quarter of the originally anticipated number of crashes per year. Despite this, the NASS investigations provide a rich source of data, collected according to a sophisticated statistical sampling system to facilitate detailed national estimates of road casualties on our nation- highways and their causes. In addition, changes have been made in recent years to increase the number of more serious crashes of recent model vehicles to make the results more relevant to improving vehicle safety. A recent, detailed examination of hundreds of rollovers has provided considerable insight into rollover casualties and into what can be done to reduce them. Some of these results will be presented that show the value of the NASS system. Our experience with NASS and the Fatal Accident Reporting System (FARS) suggests a number of improvements that could be made in the United States" crash data systems. It also provides justification for a doubling or tripling of our national expenditures on crash data collection.
Due to recent years accident avoidance and crashworthiness on Austrian roads were mostly developed on national statistics and on-scene investigation respectively. Identification and elimination of black spots were main targets. In fact many fatal accidents do not occur on such black spots and black-spot investigation has reached a limit. New methods are required and therefore the Austrian Road Safety Programme was introduced by the Austrian Ministry of Transport, Innovation and Technology. The primary objective is the reduction of fatalities and severe injuries. Graz University of Technology initiated the project ZEDATU (Zentrale Datenbank tödlicher Unfälle) with the goal to identify similarities in different accident configurations. A matrix was established which categorizes risk and key factors of participating parties. Based on this information countermeasures were worked out.
This study examines the severity and types of injuries sustained by child pedestrians aged 18 years and below in order to identify the body regions at greatest risk for injury in a pedestrian accident. Detailed medical diagnoses were reviewed retrospectively for 572 child pedestrians admitted to an urban pediatric trauma center with injuries during the time period from January 2001 to December 2005. Eighty percent of these children sustained AIS 2 or greater injuries, most commonly to the lower extremity (41%) and head (34%). Fortyfour percent of admitted children had more significant AIS 3 or greater injuries primarily to the head (58%), thorax (17%) and lower extremities (14%). Testing procedures to assess the child- interaction with the motor vehicle should include injury assessment for the pediatric head, thorax and lower extremities. This understanding of how child pedestrians interact with motor vehicles may provide insight into effective countermeasures with potential for implementation in vehicle designs world-wide.
Gefragt ist nach alterstypischen Verkehrsverstößen, die bei Senioren auf eine zunehmende Verkehrsunsicherheit hinweisen. Die Studie basiert auf Stichprobendaten des Verkehrszentralregisters (VZR) von 350.000 Personen zwischen 35 und 84 Jahren, deren Verkehrsauffälligkeit im Anschluss an eine VZR-Eintragung über zwei Jahre beobachtet wurde. Tatsächlich lässt sich ein alterstypisches Fehlverhalten identifizieren: überwiegend Vorfahrtfehler sowie Fahrmanöver mit hohem Unfallanteil. Zwei gegenläufige Effekte halten sich etwa die Waage: Zum einen weisen Personen mit einem alterstypischen Fehlverhalten in den nachfolgenden Jahren im Vergleich zu Personen mit anderen Delikten erheblich weniger Verkehrsverstöße auf, zum anderen zeigen sie einen bedeutend höheren Unfallanteil an den (reduzierten) VZR-Eintragungen. Beide Effekte werden mit dem Alter prägnanter. Entsprechend dem "Risiko-Homöostase-Modell" versuchen Verkehrsteilnehmer, beide Komponenten im Gleichgewicht zu halten, was mit zunehmendem Alter aber nicht mehr allen gelingt. Diese Ergebnisse wie auch Zahlen der amtlichen Statistik zeigen gegenwärtig aber (noch) kein mit dem Alter bedrohlich steigendes Verkehrsrisiko an. Die vorhandenen Mechanismen " neben der Selbstbeschränkung der Fahrleistung auch die Entziehung der Fahrerlaubnis sowie der Verzicht " scheinen für die weitaus meisten Kraftfahrer auszureichen, ihr steigendes Risiko wegen höherer Fahrunsicherheit im Alter auszugleichen. Auf die Übrigen könnte aufgrund einer VZR-Eintragung mit einem alterstypischen Fehlverhalten durch Verwarnung und Aufklärung, und wenn dies nachweislich einer erneuten Verkehrsauffälligkeit nicht ausreicht, durch weitere Maßnahmen gezielt Einfluss genommen werden. Dies wäre ab einem Alter von 75 Jahren zu erwägen, doch schon ab 70 Jahren zu rechtfertigen. Eine Verwarnung würde ab 70 Jahren gegenwärtig maximal 30.000 Personen pro Jahr betreffen. Mit einer Wiederauffälligkeit innerhalb von zwei Jahren wäre im heutigen System " also ohne Verwarnung " in maximal 2.800 Fällen zu rechnen.
Auf der Grundlage von 951 Unfallprotokollen aus den Jahren 1997 bis 2005, bei denen Bedienstete, Fahrzeuge oder Geräte der Straßenbauverwaltungen in Arbeitsstellen kürzerer Dauer (AkD) auf Autobahnen zu Schaden kamen, wurden relevante Unfallmuster herausgearbeitet. So konnte im Wesentlichen der Lkw als Hauptunfallverursacher mit einem Anteil von knapp 60 % am Gesamtunfallaufkommen identifiziert werden. Hauptsächlich sind AkD bei Sperrung des rechten Fahrstreifens oder des Standstreifens betroffen. Ein "Anprall von hinten" auf dem rechten Fahrstreifen und ein "seitliches Streifen" auf dem Standstreifen von zum Beispiel Absperrtafeln oder Fahrzeugen treten mit etwa gleichen Anteilen am häufigsten auf. Ferner zeigen die Auswertungen, dass 2/3 aller Unfälle bei stationären AkD aufgetreten sind. Besonders auffällig ist, dass fast 80 % der verunglückten Mitarbeiter in ihrem Fahrzeug zu beklagen sind, nur ca. 20 % der Verunglückten waren beim Unfall außerhalb der Fahrzeuge. Beim Ein- und Aussteigen sind nur 4 Unfälle dokumentiert, diese allerdings mit je zwei Getöteten und Verletzten. Hinsichtlich der relevanten Unfallmuster wurden Maßnahmen abgeleitet, die zum einen die Unfallvermeidung und zum anderen die Unfallfolgenminderung zum Ziel haben. Im Rahmen einer Abschätzung wurden diese Maßnahmen bewertet und das erwartete Reduzierungspotenzial, einerseits bezogen auf die Anzahl vermeidbarer Unfälle und andererseits auf die Vermeidung von Verletzten, abgeleitet. Die Maßnahmen zur Erhöhung der Sicherheit des Betriebsdienstpersonals in AkD wurden hinsichtlich ihrer Wirkungsweise (optisch, akustisch, haptisch) auf den Verkehrsteilnehmer bewertet. Aufgrund der haptischen Wirkungsweise auf die Verkehrsteilnehmer beim Überfahren von Warnschwellen könnte bei stationären AkD ein relativ großes Reduzierungspotenzial zu erreichen sein. Gleiches gilt auch beim Einsatz des Unfall-Vorwarn-Systems (UVS). Das größte Potenzial zur Vermeidung von Unfällen stellt die aktive Fahrzeugsicherheit bei den unfallverursachenden Verkehrsteilnehmern dar. Würden Lkw, die als Hauptunfallverursacher in Relation zu ihrer Fahrzeuganzahl deutlich überrepräsentiert sind, mit radarbasierten Fahrgeschwindigkeitsreglern und Spurassistenzsystemen ausgestattet, könnte mit relativ geringem Aufwand ein hohes Maß an Sicherheit erzielt werden. Nutznießer einer solchen Pflichtausstattung wären darüber hinaus natürlich auch alle anderen Verkehrsteilnehmer, die bei Auffahrunfällen etc. davon profitieren würden. Auf die Installation von aktiven Sicherheitssystemen in Fahrzeuge kann nur durch entsprechende Vorgaben des Gesetzgebers Einfluss genommen werden. Empfehlenswert erscheint außerdem der Einsatz von Unfalldatenschreibern (UDS) inklusive der Dokumentation des Fahrerverhaltens wie zum Beispiel Festhalten des Lenkrades, um den Unfallhergang im Nachhinein rekonstruieren zu können. Insgesamt bieten passive Schutzsysteme in den Betriebsdienstfahrzeugen wegen der hohen Anteile von Verunglückten in den Fahrzeugen das größte Potenzial zur Vermeidung von Verletzungen. So könnten bereits durch die generelle Empfehlung zum Anlegen des Sicherheitsgurtes, auch bei der Absicherung von Arbeitsstellen oder Kurzfahrten, rund 30 % der zu erwartenden verletzten Fahrzeuginsassen vermieden werden. Zur Unterstreichung dieser Maßnahme sollte in entsprechenden Sicherheitsunterweisungen auf die Unfallgefahr hingewiesen werden. Diese sollten nicht nur das jederzeit gegenwärtige Gefährdungsrisiko ins Bewusstsein rufen, sondern auch die Eigensicherung, wie zum Beispiel erhöhte Aufmerksamkeit beim Ein- und Aussteigen, das Anlegen der Sicherheitsgurte, die korrekte Sitzposition sowie die persönliche Kopfstützeneinstellung betreffen. Ein sehr großes Vermeidungspotenzial insbesondere von HWS-Verletzungen bieten zum Beispiel Nackenairbags, aber auch Kopfstützensysteme in Verbindung mit Gurtstraffern mit zu erwartenden Reduzierungen von über 80 % der Verunglückten in den Fahrzeugen.
Untersuchungsgegenstand des Forschungsprojektes war die Überprüfung der aktuellen Grenzwertkriterien in Deutschland zur Identifizierung von Unfallhäufungen im Straßennetz. Nach Analyse des IST-Zustandes und der Bestimmung von Defiziten wurden alternative Grenzwertkriterien mit dem Ziel eines optimierten Einsatzes von Ressourcen im Bereich der Örtlichen Unfalluntersuchung überprüft. Auf Grundlage dieser Erkenntnisse erfolgte die Ableitung von Empfehlungen für zukünftige Grenzwertkriterien. Insgesamt wurden verschiedene Grenzwertkriterien getrennt für die Ortslagen innerorts, außerorts (ohne BAB) und Bundesautobahnen mittels einer umfangreichen Unfalldatenauswertung untersucht. Als Untersuchungsgebiete dienten außerorts Bereiche von Bundesländern (Sachsen) oder ganze Bundesländer (Bayern, Rheinland-Pfalz) sowie innerorts Städte verschiedener Größe (Großstädte über 100.000 E, Mittelstädte mit 30.000 bis 100.000 E sowie Durchfahrten von Ortschaften unter 30.000 E) aus vier Bundesländern. Die Untersuchungen lassen sich in folgenden Ergebnissen zusammenfassen:- Bei der Bestimmung der unfallauffälligen Stellen (UAS) mit gleichartigen Unfällen werden ortslagenunabhängig nahezu alle UAS durch die Gleichartigkeit des Unfalltyps identifiziert. Durch die Berücksichtigung von Unfallumständen wie z.B. die Verkehrsbeteiligung werden kaum zusätzliche Stellen erkannt. - Bei der parallelen Betrachtung der drei aktuellen Auswertungszeiträume (1-Jahreskarte, 3-Jahreskarte (P) und 3-Jahreskarte (SP)) wurde festgestellt, dass ein Großteil der UAS, die in der 3-Jahreskarte (SP) auffällig sind, auch in der 3-Jahreskarte (P) als auffällig identifiziert werden. - Die zeitliche Stabilität, d.h. das wiederholte Auftreten eines unfallauffälligen Bereiches in zwei oder mehr aufeinanderfolgenden Betrachtungszeiträumen, erreicht gemessen am Anteil an allen unfallauffälligen Bereichen in einem Ausgangszeitraum weder bei den UAS noch bei den unfallauffälligen Linien (UAL) eine zufriedenstellende Größenordnung. - Aus den unterschiedlichen Kriterien für die Optimierung von Grenzwerten nach einem ausgewogenen Verhältnis von Aufwand und Nutzen resultieren zum Teil unterschiedliche Ergebnisse. Bei der Empfehlung neuer Grenzwerte wurde darauf geachtet, dass bei Anwendung des Grenzwertes mindestens 10% des Gesamtunfallgeschehens im jeweiligen Betrachtungszeitraum bearbeitet werden. Die Empfehlungen beinhalten für die Identifizierung von unauffälligen Bereichen insbesondere Vorschläge zu geeigneten Betrachtungszeiträumen, räumlichen Abgrenzungen von unfallauffälligen Bereichen sowie der Angabe optimierter Grenzwerte differenziert nach Ortslage und Betrachtungszeitraum.
Sowohl die Zahl der im Straßenverkehr Getöteten wie auch die der Schwerverletzten sind nach Angaben der amtlichen Statistiken in Deutschland seit Jahren rückläufig. Die Gruppe der Schwerverletzten ist allerdings sehr heterogen und umfasst alle Unfallopfer, die für mindestens 24 Stunden in einem Krankenhaus behandelt wurden. Die vorliegende Untersuchung versucht, mit Hilfe von Daten des Traumaregisters der Deutschen Gesellschaft für Unfallchirurgie (DGU) die Frage zu beantworten, ob auch bei den besonders schwer verletzten Verkehrsunfallopfern ein Rückgang der Zahlen zu beobachten ist. Dazu wurden "schwerstverletzte" Patienten definiert als solche, die im Injury Severity Score (ISS) mindestens 9 Punkte erreicht haben und zudem intensivmedizinisch behandelt werden mussten. Der Zeitraum der Untersuchung umfasst zehn Jahre von 1997 bis 2006, der für einige Fragestellungen zusätzlich in zwei je 5-jährige Phasen unterteilt wurde. Ab 2002 (Phase 2) ist auch eine separate Auswertung für Fahrrad- und Motorradfahrer möglich. Die erste Fragestellung richtete sich auf die Veränderung der Anzahl schwerstverletzter Verkehrsunfallopfer über die Zeit. Dafür wurden die Daten von über 11.000 Patienten aus 67 verschiedenen Kliniken betrachtet. Pro Klinik wurde ein Durchschnittswert für die Anzahl von Verkehrsunfallopfern bestimmt, der dann mit der tatsächlich beobachteten Zahl verglichen wurde. Im Ergebnis zeigte sich, dass die relativen Abweichungen vom Durchschnitt insgesamt nur etwa -±10% betragen und dass kein deutlicher Trend einer Abnahme oder Zunahme der Schwerstverletztenzahlen in den vergangenen 10 Jahren erkennbar ist. In der zweiten Fragestellung wurde untersucht, ob und wie stark ein Rückgang der Letalität zu einem Anstieg der Schwerstverletztenzahlen geführt haben könnte. Es konnte gezeigt werden, dass in den letzten beiden Jahren deutlich weniger Patienten im Krankenhaus verstorben sind, als dies nach ihrer Prognose zu erwarten gewesen wäre. Dieser Rückgang der Letalitätsrate von absolut bis zu 5 (in 2006: Prognose 18% versus beobachtet 13%) trägt damit auch zu einer Zunahme bei der Zahl der Schwerstverletzten bei. Zur Abschätzung der Prognose wurde ein im Traumaregister entwickeltes und validiertes Scoresystem (RISC) eingesetzt. In der letzten Fragestellung sollte geklärt werden, ob sich das Verletzungsmuster bei den Schwerstverletzten in den vergangenen zehn Jahren und abhängig von der Art der Verkehrsteilnahme verändert hat. Insgesamt konnte gezeigt werden, dass der relative Anteil der Autofahrer rückläufig war, von 60% auf 50%. Bei den verletzten Körperregionen zeigt das Schädel-Hirn-Trauma den deutlichsten Rückgang von 69 % auf 60% insgesamt. Dieser Trend ist bei allen Verkehrsbeteiligten erkennbar. Lediglich Verletzungen der Wirbelsäule werden häufiger gesehen, was aber auch ein Effekt der verbesserten CT-Diagnostik sein kann, zum Beispiel beim Ganzkörper-CT. Je nach Art der Verkehrsbeteiligung zeigen sich sehr unterschiedliche Verletzungsmuster. Verletzungen des Kopfes sind bei Radfahrern und Fußgängern dominierend (über 70%), während Motorradfahrer hier die günstigsten Raten zeigen (45%). Motorrad- und Autofahrer haben die höchsten Raten für Verletzungen des Brustkorbs und im Bauchraum, bedingt durch die im Mittel höheren einwirkenden Kräfte auf den Körper. Insgesamt lassen sich die Daten des DGU-Traumaregisters gut nutzen, um typische Verletzungsmuster zu beschreiben und um relative Veränderungen bei der Zahl der Schwerstverletzten über die Zeit nachzuweisen. Beobachtungszeiträume von zehn Jahren und mehr, wie im vorliegenden Fall, ermöglichen auch aktuelle Trendaussagen. Epidemiologische Aussagen wie in den amtlichen Statistiken sind aber nur sehr eingeschränkt möglich, da das Traumaregister bisher nur auf freiwilliger Basis Daten sammelt.
Crash involvement studies using routine accident and exposure data : a case for case-control designs
(2009)
Fortunately, accident involvement is a rare event: the chance of an individual road user trip to end up in a crash is close to zero. Thus, according to general epidemiological principles one can expect the case-control study design to be especially suitable for quantifying the relative risk (odds ratio) of accident involvement of road users with a certain risk factor as compared to road users that do not have this characteristic. Ideally, of course, the database for such a case-control study should be established by drawing two independent random samples of cases (accidental units) and controls (nonaccidental units), respectively. If, however, special data collection is not an option, it is nevertheless possible to analyze routine accident and exposure data under a case-control design in order to fully exploit the information contained in already existing databases. As a prerequisite, accident and exposure data from different sources are to be combined in a single file of micro or grouped data in a way consistent with the case-control study design. Among other things, the proposed methodological approach offers the possibility to use in-depth data of the GIDAS type also in investigations of active vehicle safety by combining this data with appropriate vehicle trip data collected in mobility surveys.
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.
Who doesn't wear seat belts?
(2009)
Using real world accident data, seat belts were estimated to be 61% effective at preventing fatalities, and 32% effective at preventing serious injuries. They were most effective for drivers with an airbag. Seat belts were estimated as having prevented 57,000 fatalities and 213,000 seriously injured casualties in the UK since 1983. Seat belt legislation was estimated to have prevented 31,000 fatalities and 118,000 seriously injured casualties. A future increase in effective seat belt wearing rate (which takes into account seating position) in the UK from 92.5% to 93% may prevent casualties valued at a societal cost of over -£18 million per year. To target a seat belt campaign, the question "who doesn"t wear seat belts?" must be answered. Seat belt wearing rates and the number of unbelted casualties were analysed. It was primarily young adult males who didn"t wear seat belts, and they made up the majority of unbelted fatalities and seriously injured casualties.
Each year the traffic accident research teams in Dresden and Hanover provide an in-depth investigation of approximately two thousand accidents, aggregated in the GIDAS database. To accomplish a comprehensive review of each traffic accident recorded, a sensible and thorough encoding of suffered injuries is indispensable. The Abbreviated Injury Scale by AAAM offers a valuable and handy solution to achieve this goal. However, there were a few difficulties in the use of the AIS that came up in the past, which let to necessary improvements for the utilization of the AIS 2005 for GIDAS.
A set of recommendations for pan-European transparent and independent road accident investigations has been developed by the SafetyNet project. The aim of these recommendations is to pave the way for future EU scale accident investigation activities by setting out the necessary steps for establishing safety oriented road accident investigations in Member States. This can be seen as the start of the process for establishing road accident investigations throughout Europe which operate according to a common methodology. The recommendations propose a European Safety Oriented Road Accident Investigation Programme which sets out the procedures that need to be put in place to investigate a sample of every day road accidents. They address four sets of issues; institutional addressing the characteristics of the programme; operational describing the conditions under which data isrncollected; data storage and protection; and reports, countermeasures and the dissemination of data.rn
Nowadays, traffic accidents are recorded in historical databases. Regarding the huge quantity of data, the use of data mining tools is essential to help Experts, for automatically extracting relevant information in order to establish and quantify relations between severity and potential factors of accidents. An innovative approach is here proposed for an in depth investigation of real world accidents data base. Mutual information ratio based on conditional entropies is used to quantity the association strength between an accident outcome descriptor (injury severity) and other potential association factors. Information theoretic methods help to select automatically groups of factors mostly responsible of the severity of accident.
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.
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 SafetyNet project was formulated in part to address the need for safety oriented European road accident data. One of the main tasks included within the project was the development of a methodology for better understanding of accident causation together with the development of an associated database involving data obtained from on-scene or "nearly onscene" accident investigations. Information from these investigations was complemented by data from follow-up interviews with crash participants to determine critical events and contributory factors to the accident occurrence. A method for classification of accident contributing factors, known as DREAM 3.0, was developed and tested in conjunction with the SafetyNet activities. Collection of data and case analysis for some 1 000 individual crashes have recently been completed and inserted into the database and therefore aggregation analyses of the data are now being undertaken. This paper describes the methodology development, an overview of the database and the initial aggregation analyses.
One of the major problems of road safety in Europe is the powered two wheelers accidents. One of the European countries with one of the highest rates is Portugal where in 2006, mopeds and motorcycles fatalities represented 27% of all road users deaths. In this work, a deep analysis and overview of the current state of mopeds and motorcycles accidents for the 2004-2006 period is presented. Within this period 830 PTW occupants die, 2958 have been severely injured and 25000 suffer slight injuries. A detailed analysis of the conditions of these accidents has been carried out, using the data of the national accident database. This analysis provides global information, about geographic environmental conditions, driver- characteristics among others. From this data detailed information is obtained allowing to know when, where and who. In order to answer the question why more a widely collection of data has been collect for 70 accidents. The data has been collected using OECD methodology. For these accidents a detailed reconstruction has been carried out, what is especially important for fatal accidents where for instance speed in an important factor. From these collection and analysis of data a wider overview of facts and measures are extracted. Among them, some are emphasized such as that the quality and non-use of helmets plays an important role in severe and fatal accidents especially for accidents involving moped vehicles, or speed is the most important factor in fatal accidents involving motorcycles. Concerning motorcycle accident reconstruction, different tools can be used depending of the accident scenario and complexity. For simple cases, with specific characteristics, analytical formulation based in vehicle crash dynamics can be use in order to determine the impact speed of the vehicles impact, analysing the skid marks, deformations, victims rest position and considering parameters (EES, vehicle deceleration, etc). Aspects such as the energy absorption capability of motorcycles are also discussed. In the general cases the accident reconstruction software Pc-Crash has been used for the reconstruction of the accident. In very complex cases, has for instance the impact between motorcyclist and barriers, Madymo software is used especially to determine speed from injuries. An example of the impact of a motorcyclist and a motorcyclist-friendly barrier is present to illustrate the benefits and limitations of such systems.
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.
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.
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-®.
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.
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.
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.
Over the last decades the number of traffic accident fatalities on German roads decreased by 77% down to 4968 in the year 2007. This positive development is due to optimisations of vehicle safety, roads and infrastructure and medical rescue issues. Up to now mostly the optimisations of secondary safety measures lead to this effect on vehicle safety. Since some years more and more driver assistance systems are available and lead to a further reduction of all accidents. These new systems are often comfort systems and have not primarily been developed to increase vehicle safety. In contrast to secondary safety systems primary safety systems are able to mitigate and avoid accidents. So in the future it is important to estimate the benefit of these systems in reducing accident numbers as well. Current benefit estimation methods mostly focus on a single system only and not on the combination of systems. In this paper a new method for a multivariate benefit estimation based on real accident data is developed. The paper describes the basic method to estimate the benefit of primary and secondary safety systems in combination. With the presented method the benefit will not be overestimated as it would be by a simple addition of the benefits of single systems. The model will be validated by a multivariate prospective benefit estimation of different vehicle safety systems in comparison to single benefit estimations of the same systems. For this the German In-Depth Accident Database is used. The results show the importance to implement the interactions of safety systems in the estimation process and rate the overestimation by a simple addition of the single system benefits. The validation includes primary and secondary safety systems in combination. The validation is done using more than 3500 real accidents which were initiated by cars. This sample out of the GIDAS database is representative for the current accident situation in Germany. The paper shows the necessity of a multivariate estimation of the benefit for existing and future safety systems.
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.
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.
Die volkswirtschaftlichen Kosten, die durch Straßenverkehrsunfälle entstehen, umfassen die Personenschadens- und Sachschadenskosten. Diese Kosten werden jährlich durch die Bundesanstalt für Straßenwesen ermittelt. Grundlage für diese Berechnung ist ein Rechenmodell aus dem Jahre 1996. Seit dieser Zeit sind deutliche Veränderungen eingetreten. Die Änderungen betreffen die Unfallzahlen und die Unfallschwere, die Kosten des Gesundheitssystems zur Wiederherstellung, die Einkommensverhältnisse und damit die wirtschaftlichen Verluste von Unfällen sowie der Wissensstand zur Bewertung der Unfallschäden. Die Fortschreibung der volkswirtschaftlichen Kosten durch Straßenverkehrsunfälle erfordert somit eine Überprüfung und Aktualisierung des Rechenverfahrens. Im Auftrag der Bundesanstalt für Straßenwesen wurden daher im Rahmen des Forschungsprojektes "Volkswirtschaftliche Kosten durch Straßenverkehrsunfälle in Deutschland" die Kosten der Personen- und Sachschäden neu ermittelt. Im Rahmen des Projektes erfolgte eine Überprüfung und Aktualisierung sämtlicher Rechenmodelle für die einzelnen Kostenkomponenten. Beispielsweise wurde der polizeiliche Bearbeitungsaufwand für einen Unfall auf Basis von Angaben der Landesinnenministerien neu ermittelt und die Rechtsprechungskosten wurden auf Grundlage der Rechtschutzstatistiken des Statistischen Bundesamtes neu bewertet. Für die Berechnung der Unfallkosten wurden zudem die Eingangsdaten, zum Beispiel über die Kosten und die Dauer der medizinischen Behandlung, bei Versicherern vollständig neu erhoben. Zusätzlich zu den bisher vorgenommenen Bewertungen wurden unfallbedingte Zeitverluste auf Bundesautobahnen abgeschätzt und monetär bewertet. Eine Untersuchung der Kosten schwerstverletzter Unfallopfer erfolgte getrennt. Die neu berechneten Unfallkosten betragen im Jahr 2005 annähernd 31.477 Mrd. Euro Die Personenschäden hatten daran einen Anteil von 15.226 Mrd. Euro die übrigen 16.252 Mrd. Euro entfielen auf die Sachschäden.
Abschätzung der Gesamtzahl Schwerstverletzter in Folge von Straßenverkehrsunfällen in Deutschland
(2010)
Die Zahlen der im Straßenverkehr Getöteten, Schwer- und Leichtverletzten werden in Deutschland seit Jahren in amtlichen Statistiken geführt. Über die Gruppe der besonders schwer betroffenen Patienten liegen jedoch nur vage Schätzungen vor. Auch werden unterschiedliche Kriterien zur Definition dieser so genannten Schwerstverletzten verwendet, die zumeist auf einer Beschreibung der Art und der Schwere der Verletzungen beruhen. In der vorliegenden Arbeit sollen mit Daten aus dem Trauma-Register der DGU sowohl die unterschiedlichen Definitionen dargestellt werden, als auch über verschiedene Methoden die Gesamtzahl dieser Personen in Deutschland geschätzt werden. Das TraumaRegister DGU (TR-DGU) ist eine freiwillige Dokumentation von Unfallopfern, die lebend eine Klinik erreichen, dort behandelt werden und intensivmedizinisch betreut werden müssen. Das Register besteht seit 1993 und erfasst derzeit etwa 6.000 Fälle pro Jahr aus über 100 Kliniken. Pro Patient werden ca. 100 Angaben einschließlich der Codierung seiner Verletzungen gemäß Abbreviated Injury Scale (AIS) erfasst. Dieser Codierung erlaubt die Berechnung des Injury Severity Score (ISS) und des New ISS (NISS). Zum Vergleich werden folgende Definitionen eines Schwerstverletzten betrachtet: Maximum AIS ≥ 3; Maximum AIS ≥ 4; ISS ≥ 9; ISS ≥ 16; NISS ≥ 16, Polytrauma sowie die Notwendigkeit der Intensivtherapie. Am Beispiel des Kriteriums "ISS ≥ 16" werden schließlich auf drei verschiedene Arten die Gesamtzahl Schwerstverletzter Verkehrsunfallopfer geschätzt: 1.) in fünf ausgewählten Regionen werden die Schwerstverletzten aus dem TR-DGU mit der Anzahl Schwerverletzter aus der amtlichen Statistik verglichen, um den Anteil der besonders schwer betroffenen Patienten zu bestimmen. 2.) Aus dem TR-DGU wird je nach Versorgungsstufe des Krankenhauses (lokales, regionales oder überregionales Zentrum) die durchschnittliche Anzahl Schwerstverletzter ermittelt und dann über die Anzahl solcher Kliniken in Deutschland hochgerechnet. 3.) Die Zahl der Schwerstverletzten wird aus der Zahl der Getöteten Verkehrsunfallopfer geschätzt. Dazu nutzt man das Verhältnis von in der Klinik verstorbenen zu überlebenden Schwerstverletzten aus dem TR-DGU. Mit Literaturangaben zum Anteil von präklinisch Verstorbenen wird dann auf der Basis der Anzahl der Getöteten aus der amtlichen Statistik die Gesamtzahl Schwerstverletzter geschätzt. Je nach Definition eines Schwerstverletzten konnten zwischen 9.213 und 17.425 Fälle aus dem TR-DGU der letzten 10 Jahre berücksichtigt werden. Von diesen Patienten sind zwischen 12,7% und 20,2% im Krankenhaus verstorben. Die Krankenhaus Liegedauer der Überlebenden liegt zwischen 30 und 35 Tagen. Nimmt man die Definition "ISS -³ 16" als Basis (n=13.467), so reduziert sich die Zahl Schwerstverletzter um 37%, wenn man stattdessen den Begriff des Polytraumas wählt; betrachtet man hingegen die Intensivpflichtigkeit als Kriterium so erhöht sich die Zahl um 22%. Der erste Schätzansatz kommt zum Ergebnis, dass etwa 8-10% der Schwerverletzten zu den besonders schwer Verletzten zählen. Für ganz Deutschland erhält man damit Schätzwerte zwischen 6.300 und 7.900 Fälle pro Jahr. Die zweite Methode ergab, dass die Krankenhäuser der drei unterschiedlichen Versorgungsstufen jeweils 30,2, 11,5 oder 3,3 Fälle pro Jahr behandeln. Bezogen auf die 874 deutschen Kliniken ergeben sich geschätzte Gesamtzahlen von 6.800 bis 10.400 Fälle. Die dritte Methode zeigt, dass pro Patient, der im Krankenhaus verstirbt, 6,3 Schwerstverletzte überleben. Im Krankenhaus versterben jedoch etwa nur 25% bis 40% der insgesamt Getöteten; der Großteil der Getöteten verstirbt unmittelbar an der Unfallstelle. Damit müssen noch 1,5 bis 3 Todesfälle hinzugerechnet werden, was schließlich zu einem Verhältnis von 6,3 Schwerstverletzten zu 2,5 bis 4 Todesfällen führt. Bei einer Gesamtzahl von 5.595 Getöteten (Mittelwert 2002-2008) ergeben sich so Gesamtzahlen von 8.800 bis 14.000 Schwerstverletzte pro Jahr. Die Ergebnisse der angewendeten Schätzmethoden variieren stark und lassen auf eine Gesamtzahl von etwa 10.000 schwerstverletzten Verkehrsunfallopfern pro Jahr in Deutschland schließen. Bei Anwendung der Definition Intensivtherapie ergeben sich sogar etwa 12.500 Fälle. Alle Schätzmethoden sind gewissen Unsicherheiten ausgesetzt, die wenn möglich in Variationsrechnungen berücksichtigt wurden. Eine deutlich verbesserte Schätzung dieser Zahl ist jedoch erst möglich, wenn in wenigen Jahren vollzählige Erfassungen aus den derzeit entstehenden regionalen TraumaNetzwerken der DGU im TraumaRegister vorliegen.
Estimation of the benefits for the UK for potential options to modify UNECE Regulation No. 95
(2010)
The side impact problem in Europe remains substantial. UK data shows that between 22% and 26% of car occupant casualties are involved in a side impact, but this rises to between 29% and 38% for those who are fatally injured. This indicates the more injurious nature of side impacts compared with frontal impacts. The European Enhanced Vehicle safety Committee (EEVC) has performed work to address the side impact issue since 1979. As part of its continuing work, it has recently investigated potential options for regulatory changes to improve side impact protection in cars further. To support this work the UK undertook an analysis to estimate the benefit for potential options to modify UNECE Regulation 95. The analysis used the UK national STATS19 and detailed Co-operative Crash Injury Study (CCIS) accident databases. Of the potential options reviewed, it was found that the addition of a pole test offered the greatest benefit.
Immer wieder werden Straßenbaumaßnahmen geplant und realisiert, bei denen die Möglichkeiten der geltenden Technischen Regelwerke für eine verkehrssichere Gestaltung nicht ausgeschöpft werden. Zielsetzung des Forschungsvorhabens war es, Schulungsunterlagen zu entwickeln, die sowohl zur Qualifizierung von Sicherheitsauditoren als auch zur Weiterbildung von Planern geeignet sind. Die zu erstellenden Materialien sollen Planern und Auditoren das Erkennen von Defiziten sowie das Vermeiden von Planungsfehlern erleichtern. Neben verfügbaren Auditauswertungen Dritter und 315 von den Forschungsnehmern selbst erstellten Auditberichten wurden bestehende Schulungsunterlagen für Planer bzw. Sicherheitsauditoren auf ihren Umfang, ihre Inhalte und Konzepte hin ausgewertet. Die Festlegung der Schulungsmodule orientierte sich sowohl an den bereits in der Praxis angewendeten Curricula für die Auditorenausbildung als auch an der durchgeführten Auswertung vorhandener Auditberichte sowie der Analyse vorliegender Schulungsunterlagen. Die Schulungsmodule und deren Inhalte wurden im Arbeitsausschuss Sicherheitsaudit von Straßen vorgestellt und diskutiert. Sie sind bereits im Anhang 1 des im Druck befindlichen Merkblatts für die Ausbildung und Zertifizierung der Sicherheitsauditoren von Straßen (MAZS 2008) aufgenommen. Für die festgestellten Defizite der relevanten Entwurfselemente wurden auf Grundlage der Entwurfsregelwerke jeweils die sicherheitsrelevanten Aussagen und Entwurfslösungen herausgearbeitet und zugeordnet. Im Ergebnis wurde eine Material- und Beispielsammlung erstellt, die in den Schulungsunterlagen zu jedem Grundlagen- und Thematischen Modul auch entsprechende Beispielsequenzen zu jedem Modul beinhaltet. Diese sehr umfangreichen Schulungsunterlagen (Kap. 3) sind dem Bericht als DVD beigefuegt.
Tree impacts are still one of the most important focal points of road deaths in Germany. For the year 2008, the latest figures in the national statistics show a share of 28% of road users killed in crashes with trees alongside a road amongst all crashes on rural roads (except the Autobahn). The official German statistics show the attribute "impact on a tree" since 1995. For this first reported year, the share of road users killed in such crashes was 30%. During the last 14 years, fatal accidents with road users killed on rural roads (except the Autobahn) after impacts on a tree declined by 60% from 1,737 (year 1995) to 696 (year 2008). But this is more or less in line with the general evolution of vehicle and traffic safety in Germany. For Germany as a whole the accident statistics do not show a reduction for "treer crashes" which is clearly more than the average for all accidents. But, as shown with the paper, there are different evolutions in the several German States. In public awareness the topic "tree impacts" is mostly associated with the situation in Germany after the reunification. At that time a lot of road users were killed on the avenues in the so called "new countries". The fact that "tree impacts" are still a big share within the figure of killed road users seems to be little-known. Using updated information coming from the official statistics and in-depth-studies, accident researchers can identify a big potential for further improvements of traffic safety on the associated district roads, state roads and federal highways. There is still a need to analyse more details of the accident occurrence with impacts on trees to generate new and updated findings on the current limits and potentials of measures to improve vehicle and traffic safety. To make further efforts in reducing the figures of victims of "tree impacts" the intensification of well-known conventional solutions " for example implementation of guard rails and reduction of speed - is an option. Measures related to vehicle safety technology especially in the field of primary (active) safety will have additional benefit within the physically imposed limits. With this background it can be seen that the subject "tree impacts" should be analysed with a holistic approach taking into account the entire system of driver, vehicle, road, the environment and a social consensus as well.
Pedestrian and cyclist are the most vulnerable road users in traffic crashes. One important aspect of this study was the comparable analysis of the exact impact configuration and the resulting injury patterns of pedestrians and cyclists in view of epidemiology. The secondary aim was assessment of head injury risks and kinematics of adult pedestrian and cyclists in primary and secondary impacts and to correlate the injuries related to physical parameters like HIC value, 3ms linear acceleration, and discuss the technical parameter with injuries observed in real-world accidents based documented real accidents of GIDAS and explains the head injuries by simulated load and impact conditions based on PC-Crash and MADYMO. A subsample of n=402 pedestrians and n=940 bicyclists from GIDAS database, Germany was used for preselection, from which 22 pedestrian and 18 cyclist accidents were selected for reconstruction by initially using PC-Crash to calculate impact conditions, such as vehicle impact velocity, vehicle kinematic sequence and throw out distance. The impact conditions then were employed to identify the initial conditions in simulation of MADYMO reconstruction. The results show that cyclists always suffer lower injury outcomes for the same accident severity. Differences in HIC, head relative impact velocity, 3ms linear contiguous acceleration, maximum angular velocity and acceleration, contact force, throwing distance and head contact timing are shown. The differences of landing conditions in secondary impacts of pedestrians and cyclists are also identified. Injury risk curves were generated by logistic regression model for each predicting physical parameters.
Unfortunately, there has been a high number of accident fatalities reported in the Czech Republic in recent years. There are many causes which have led to a growth in the number of road traffic accidents. Since 1990, traffic density has demonstrated an upward moving tendency, daily traffic-jams are on the increase in many cities and traffic capacity on roads and streets is not able to satisfy this increasing density. Moreover, many road users lack experience in terms of driving modern cars. The National Accident Study of the Czech Republic is based on the assumption that the year 2010 is considered as a pilot project with the testing operation of collecting and evaluating data from traffic accidents. From the beginning of 2011, a fully-functional structure of the Traffic Accident Research will be created and solid data generated. Based on this assumption, we hope to begin meaningful cooperation with foreign countries.
A national initiative from the vehicle manufacturers, safety system suppliers, the road administration and universities in Sweden took off in 2007. The aim was to develop a national investigation network and a methodology focusing on all phases of a crash (pre-crash, in-crash and post-crash) as well as all parts of the road transport system (road user, vehicle and road environment). The initiative is formally run as a project with the acronym INTACT (Investigation Network and Accident Collection Techniques). It was a three year pilot with the aim to develop methodologies for an extended national crash investigation activity. During the first year the INTACT partners agreed on the aim for the investigation and methods for retrieving the data were developed. During the second and third year the methodology was tested in real-world investigations and further refinement was made. The paper describes the methodology developed to obtain high qualitative in-depth road crash data.
The significant demographic changes are predicted for the European future. The age group over 65 years is permanently increasing and over next 30 years every fourth person will belong to this group. This development will continue so far that by 2050 in many countries will double the percentage of the population aged 65 and more. Many studies analyze the new phenomena of the ageing (graying) society during the last decade. Mobility is integrated part of the life of every citizen, even more it means for the elderly people. The adequate mobility is the precondition for their active life and for their social communication that contribute to their health and functional capacity and their autonomy and independency. The active seniors demand less public support. The mobility of the older citizens is closely linked with health and societal problems and creates an important public challenge. On the other side the participation of seniors in transport due to their limited physical and mental possibilities means for them an increased risk to be injured or killed. The main mobility spaces are roads that can be used not only as a traveler in a vehicle (driver or passenger) but also as a pedestrian or cyclist or even as a motorcyclist. The road traffic is then an opportunity and danger in the same time. The accident analyzes show specific risk features of seniors that are different compared with other age groups. First of all the older road users (65 and more) are facing to the higher risk (number of killed divided by the population size) to be killed in a road accident compared with the group of younger road users (0 - 64). More significant difference can be observed when comparing the road user groups. The fatality percentage of the older pedestrians is 2,5 times higher compared with the group 25 " 64. Similar frequency show the cyclist fatalities. On the other side the vehicle passengers in the younger group have more or less two time higher percentage compared to seniors and in the group of motorcyclists even achieved in 2008 almost five times higher compared with the older group. The share of the old road users fatalities (around 19%) didn"t practically change during the last 10 years in the European average. But comparing the gender involvement (2006) there is an interesting difference " female fatalities make 30, 2%, male fatalities 15, 3% of all fatalities in their groups. The risk of the senior users is more connected with their physical and mental limits than with their risk behavior. According to the Czech statistics (2007) the vehicle drivers over 65 years cause only 3, 6% of all accidents. The solution of the problem is to minimize the risk and to create a safe environment for the elderly people using the roads. In order to achieve this goal a deep knowledge of risk and of accident circumstances, full understanding of the behavior of the seniors and their limitations and accommodating approach of the whole society is necessary. Road risk of the ageing society has to be considered as a part of the health and social policy. These can build a creditable basis for the implementation of the measures that secure safe moving of seniors on the roads.
The accident research of Hanover and (from 1999 on) Dresden registered 736 leg injuries (AIS ≥ 2) from 1983 to March 2007. 174 of these injuries (23.6 %) were fractures or dislocations of foot and ankle. 149 feet of 141 front seat car occupants in 140 cars were affected. Of these 117 were drivers, 24 were front seat passengers. The mean age of occupants was 38.5 -± 16.8 years. Ankle fractures were the most frequent injury (n = 82; 80 malleolar fractures, 2 pilon fractures). 34 fractures and dislocations affected the hindfoot (5 talus and 26 calcaneal fractures, 2 subtalar dislocations and 1 subtotal amputation) , 16 to midfoot (4 navicular fractures, 5 cuboid fractures, 3 fractures of cuneiformia, 2 dislocations of chopart joint, 1 subtotal amputation, and one severe decollement) and 39 the forefoot (metatarsal fractures). Open fractures were seldom seen (2 malleolar fractures, 1 metatarsal fracture). Both feet were injured in 10 cases. 33 occupants (23.4 %) were polytaumatic had a polytrauma, 17 of them died. 81 percent of the occupants were belted. The cars were divided in pre EuroNCAP (year of manufacture 1997 and older) and post EuroNCAP cars (year of manufacture 1998 and newer). Most of the foot injuries were seen in pre EuroNCAP cars. Most of the occupants sat in compact cars (40 drivers and 9 front seat passengers) and large family cars (27 drivers and 7 co-drivers). 49 of 140 accidents occurred on country roads, 26 on main roads and 13 on motorways. The crash direction was mostly frontal. Generally were found no differences of delta v- and EES-level between the injured foot regions, but divided into pre- and post-EuroNCAP cars there was a tendency to higher delta v- and EES-levels in newer cars. The frequency of foot injuries increased linearly with increasing delta v-level; but above delta v-level of 55 km/h the linear increase only was seen in pre-EuroNCAP cars, post-EuroNCAP cars showed no further increase of injuries. The footwell intrusion showed no difference between the injured foot regions but pre-EuroNCAP cars had a tendency to higher footwell intrusion. There were no differences in footwell intrusion between the car types. Only 29 of 174 fractures or dislocations of foot were seen in post-EuroNCAP cars, the predominate number of these injuries (n = 145) were noticed in pre-EuroNCAP cars. A lower probability of long-term impairment was found in post-EuroNCAP cars for equal delta v levels, using the AIS2008 associated Functional Capacity Index (FCI) for the foot region.
Although ATV accidents account for numerous deaths in the US and Australia, the role in traffic accidents and hospital admissions in Germany is unknown. At a level I trauma centre, hospital and crash charts were analysed for medical and technical parameters of ATV accidents. ATV drivers were 0.1% of emergency trauma patients. The mean total hospital stayrnwas 15 days; there were 1.5 stays per patients with 2.0 surgical procedures needed. One patient died, only two recovered fully. 14 cases of ATV accidents out of 18990 (0.1%) were documented within 10 years. The mean impact velocity was 35 km/h. Car collisions were predominant. The upper extremity was the predominant injured region (AIS 0.7), Mean maximum AIS was 1.4. ATV accidents in Germany are rare but pose high risk for severe injuries. Possible reasons are low active and passive security, limited experience and risky driving behaviour. Preventive measures are discussed.rn
Accidents involving two wheels vehicles represent one of the more important types of accidents in Europe. These accidents are usually not easy to reconstruct specially for the analysis of the injuries and its correlation with accident dynamics and evidences. Different methodologies are applied in this work for the reconstruction of two wheeler accidents, especially accident involving motorcycles. From the typologies of road evidences like skid marks, to the use of Pc-Crash and the use of Madymo models, different reconstruction of real accidents are presented. One of the questions that sometimes arise for legal purposes when some type of head injuries arise is if the occupant was wearing or not a helmet. The correlation of head injuries with the use of the helmet is a very important issue, therefore an important legal aspect. One of the key questions for the reconstructions that is difficult to analyze, is if the vehicle occupant, was or not, wearing the helmet. Based on the previously collected information, a generic model of a helmet was developed on CAD 3D, followed by its conversion into finite elements, all in order to perform impact tests using the Madymo software that would help improve the helmet- safety, but that also can be used as a tool in accident reconstruction.
The purpose of this study was to analyse the actual injury situation of bicyclists regarding accidents involving more than one bicyclist. Bicyclists were included in a medical and technical analysis to create a basis for preventive measures and discovered repeating accident patterns and circumstances such as daytime, environment, helmet use rate. Technical and medical data were collected at the scene, shortly after accident. The population was compared focusing on bicycle versus bicycle accidents. Technical analysis included speed at crash, type of collision, impact angle, environment, used lane and relative velocity. Medical analysis included injury pattern and severity (AIS, ISS). Included were 578 injured bicyclists in 289 accidents from years 1999 to 2008, 61 percent were male (n=350) and 39 percent female (n=228). Sixty-seven percent ranged between 18 to 64 years of age, twelve percent each between 13 to 17 years of age and older than 65 years, eight percent between 6 to 12 years and one percent between 2 to 5 years.. Crashes took place in urban areas in 92 percent, in rural areas in 8 percent. Weather conditions were dry lanes in 97 percent and wet conditions in 3 percent. Eighty-three percent of all accidents happened during daytime, ten percent during night, and seven percent during dawn. The helmet use rate was only 7,5 percent in all involved bicyclists. The mean Maximum Abbreviated injury scale, Injury severity score was 1,31. Bicyclists are still minimally- or unprotected road users. The helmet use rate is unsatisfactorily low. The incidence of bicycle to bicycle crashes is high. Most of these accidents take place in urban areas. The level and pattern of injuries is moderate. Most of the more severe injuries occur to the head and could have been avoided by frequent helmet use.