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Institut
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.
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.
Die Verkehrssicherheit sowohl innerhalb als auch außerhalb von Ortschaften konnte in den zurückliegenden Jahren deutlich erhöht werden. Dabei ging die Anzahl der auf Landstraßen Getöteten am stärksten zurück, jedoch ereigneten sich hier immer noch ungefähr 60% aller tödlichen Verkehrsunfälle. Im benachbarten Ausland werden zunehmend schmale schwach belastete Landstraßen so markiert, dass der Verkehr ohne Begegnungsfall in der Mitte der Fahrbahn fließt. Im Begegnungsfall ist das Überfahren der seitlichen Markierung erforderlich. Diese Querschnittgestaltung ist gemäß dem Entwurf der Richtlinien für die Anlage von Landstraßen (RAL) auch in Deutschland für Straßen mit einer sehr geringen Verkehrsbedeutung vorgesehen. Im Rahmen dieser Arbeit wird das Unfallgeschehen auf Landstraßen mit Fahrbahnbreiten bis 6,00 m untersucht. Ziel der Untersuchung ist es, das Unfallgeschehen auf schmalen Landstraßenquerschnitten zu beschreiben und zu prüfen, welchen Beitrag die neue Querschnittgestaltung zur Verbesserung der Verkehrssicherheit auf schmalen Landstraßen leisten kann
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.
Kinderverkehrsunfälle sind über die Bundesrepublik Deutschland nicht gleichverteilt, vielmehr gibt es je nach Verkehrsteilnahmeart Regionen mit mehr oder weniger Unfällen. Eine regionale Analyse der Daten ist wichtig, um regionale Unfallschwerpunkte zu erkennen, analysieren und gegebenenfalls entfernen beziehungsweise entschärfen zu können. Insbesondere in Zeiten begrenzter finanzieller Mittel ist eine solche Fokussierung sinnvoll. Ein Überblick der regionalen Verteilung von Unfällen erlaubt zudem eine Abschätzung, über besonders wirksame Maßnahmen. Aber auch für Verbände, die sich mit Verkehrssicherheit beschäftigen, Eltern und Lehrer ist eine Positionsbestimmung, wie sich die Situation vor Ort im Vergleich zu anderen Gebieten darstellt, zur Orientierung wichtig. Hierdurch wird auch diesem Personenkreis eine Argumentationshilfe für die Einforderung entsprechender Maßnahmen an die Hand gegeben. In vorliegendem Kinderunfallatlas wurden die Unfalldaten der zwischen 2001 bis 2005 im Straßenverkehr verunglückten Kinder je 1.000 der Altersgruppe für alle 439 Landkreise und kreisfreien Städte berechnet. Zudem erfolgte eine Analyse der Daten von 2003 bis 2005 auf Gemeindeebene. Basierend auf der Einwohnerzahl der Gemeinden in Bezug auf die Anzahl der verunglückten Kinder/1.000 der Altersgruppe wurden 6 Gruppen von Gemeinden gebildet. Die erste Gruppe setzt sich aus den 15 Großstädten der Bundesrepublik zusammen. Die letzte Gruppe umfasst 1.705 Orte unter 10.000 Einwohnern. Die Auswertung zeigt, dass Kinderunfälle in der Bundesrepublik nicht gleichmäßig verteilt sind, vielmehr zeigt die bevölkerungsbezogene Analyse auf Kreisebene ein deutliches Nord-Süd-Gefälle. Dennoch trifft diese Aussage nicht für alle Arten der Verkehrsteilnahme zu. Während Kinder als Fußgänger besonders häufig in Nordrhein-Westfalen und großen Städten der Bundesrepublik verunglücken, sind sie als Radfahrer in den Regionen in Schleswig-Holstein, Niedersachen, Mecklenburg-Vorpommern und Brandenburg besonders gefährdet. Als Mitfahrer in Pkw verunglücken die meisten Kinder in den ländlichen Gebieten Bayerns und den östlichen Regionen der Bundesrepublik. Zusätzlich lässt sich auf Gemeindeebene zeigen, dass das auf die Altersgruppe bezogene Risiko für Fußgänger mit der Größe einer Stadt zunimmt, während Radfahrer in sogenannten Mittelstädten besonders häufig verunglücken. Als Mitfahrer in Pkw tragen Kinder in sehr kleinen Orten unter 10.000 Einwohnern ein deutlich erhöhtes Risiko. Auf der Grundlage dieses Berichtes ist es erstmals möglich die spezifische Verkehrssicherheitssituation von Kindern nicht nur im Vergleich zu anderen Kreisen sondern auch im Vergleich zu anderen Gemeinden gleicher Größe zu analysieren. Abgesehen davon, dass die Verantwortlichen vor Ort erstmals in die Lage versetzt werden, die spezifische Situation einzustufen, lassen sich auf dieser Grundlage Maßnahmen erheblich gezielter und ökonomisch sinnvoller einsetzen. Eine entsprechende Wiederholung der Berechnungen sollte in fünf Jahresabständen erfolgen.