81 Unfallstatistik
Filtern
Erscheinungsjahr
Dokumenttyp
- Konferenzveröffentlichung (86)
- Buch (Monographie) (13)
- Wissenschaftlicher Artikel (3)
- Bericht (1)
- Arbeitspapier (1)
Schlagworte
- Conference (82)
- Konferenz (82)
- Accident (71)
- Unfall (70)
- Statistics (44)
- Statistik (44)
- Germany (42)
- Deutschland (41)
- Injury (36)
- Fatality (35)
- Verletzung (35)
- Tödlicher Unfall (33)
- Analyse (math) (26)
- Data acquisition (26)
- Datenerfassung (26)
- Unfallrekonstruktion (26)
- Analysis (math) (25)
- Reconstruction (accid) (23)
- Datenbank (20)
- Schweregrad (Unfall, Verletzung) (20)
- Severity (accid, injury) (20)
- Schweregrad (Unfall (17)
- Untersuchung am Unfallort (17)
- Accident rate (16)
- On the spot accident investigation (16)
- Verletzung) (16)
- Cause (15)
- Data bank (15)
- Motorcyclist (15)
- Motorradfahrer (15)
- Unfallhäufigkeit (15)
- Ursache (15)
- injury) (15)
- Fußgänger (14)
- Pedestrian (14)
- Severity (accid (14)
- Unfallverhütung (14)
- Bewertung (13)
- Safety (13)
- Sicherheit (13)
- Accident prevention (12)
- Risiko (12)
- Car (11)
- Fahrzeug (11)
- Forschungsbericht (11)
- Method (11)
- Research report (11)
- Vehicle (11)
- Cyclist (10)
- Europa (10)
- Europe (10)
- Radfahrer (10)
- Risk (10)
- Verfahren (10)
- Development (9)
- Driver (9)
- Evaluation (assessment) (9)
- Fahrer (9)
- Motorcycle (9)
- Motorrad (9)
- Entwicklung (8)
- PKW (8)
- Simulation (8)
- Collision (7)
- Geschwindigkeit (7)
- Improvement (7)
- Rechenmodell (7)
- Verbesserung (7)
- Zusammenstoß (7)
- Berechnung (6)
- Calculation (6)
- Forecast (6)
- Mathematical model (6)
- Speed (6)
- Active safety system (5)
- Alte Leute (5)
- Database (5)
- Hospital (5)
- Insasse (5)
- Krankenhaus (5)
- Old people (5)
- Prognose (5)
- Rear end collision (5)
- Aktives Sicherheitssystem (4)
- Analyse (Math) (4)
- Anfahrversuch (4)
- Auffahrunfall (4)
- Crash helmet (4)
- Efficiency (4)
- Evaluation (4)
- India (4)
- Indien (4)
- Modification (4)
- Pkw (4)
- Portugal (4)
- Risikobewertung (4)
- Schutzhelm (4)
- Specifications (4)
- Trend (stat) (4)
- Vehicle occupant (4)
- Veränderung (4)
- Zeitreihe (stat) (4)
- Accident reconstruction (3)
- Adolescent (3)
- Age (3)
- Alter (3)
- Benutzung (3)
- Bevölkerung (3)
- Bicycle (3)
- Child (3)
- Classification (3)
- Cost (3)
- Decrease (3)
- Fahranfänger (3)
- Fahrrad (3)
- Frontalzusammenstoß (3)
- Interview (3)
- Japan (3)
- Jugendlicher (3)
- Kind (3)
- Klassifizierung (3)
- Kosten (3)
- Leistungsfähigkeit (allg) (3)
- Lorry (3)
- Mobilität (3)
- Overturning (veh) (3)
- Personal (3)
- Personnel (3)
- Population (3)
- Prevention (3)
- Recently qualified driver (3)
- Richtlinien (3)
- Risk assessment (3)
- Straßenverkehr (3)
- USA (3)
- United Kingdom (3)
- Use (3)
- Vereinigtes Königreich (3)
- Verkehrsteilnehmer (3)
- Verminderung (3)
- Überschlagen (3)
- Accident severity (2)
- Australia (2)
- Australien (2)
- Baustelle (2)
- Behaviour (2)
- Belastung (2)
- Betriebshof (2)
- Bus (2)
- China (2)
- Construction site (2)
- Czech Republic (2)
- Damage (2)
- Deformation (2)
- EU (2)
- Economics (2)
- Education (2)
- Eindringung (2)
- Eingabedaten (2)
- Electronic stability program (2)
- Error (2)
- Erziehung (2)
- Fehler (2)
- Führerschein (2)
- Führerschein Punktesystem (2)
- Head (2)
- Head on collision (2)
- Human factor (2)
- Impact test (2)
- Impact test (veh) (2)
- Information (2)
- Information documentation (2)
- Input data (2)
- International (2)
- Junction (2)
- Kleidung (2)
- Knotenpunkt (2)
- Kopf (2)
- Lkw (2)
- Load (2)
- Maintenance (2)
- Man (2)
- Mann (2)
- Menschlicher Faktor (2)
- Mobility (pers) (2)
- Motorisierungsgrad (2)
- Overlapping (2)
- Passives Sicherheitssystem (2)
- Penetration (2)
- Point demerit system (2)
- Quality assurance (2)
- Qualitätssicherung (2)
- Road network (2)
- Road traffic (2)
- Road user (2)
- Sachschaden (2)
- Sample (stat) (2)
- Schweiz (2)
- Seitlicher Zusammenstoß (2)
- Side impact (2)
- Software (2)
- Standardisierung (2)
- Stichprobe (2)
- Straßennetz (2)
- Switzerland (2)
- Theorie (2)
- Theory (2)
- Tschechische Republik (2)
- Unterhaltung (2)
- Vehicle ownership (2)
- Verformung (2)
- Verhalten (2)
- Weather (2)
- Wirtschaft (2)
- Witterung (2)
- Überlappung (2)
- Abbiegen (1)
- Abstandsregeltempomat (1)
- Adaptive cruise controll (1)
- Administration (1)
- Advanced vehicle control system (1)
- Air bag (restraint system) (1)
- Airbag (1)
- Analyse (1)
- Audit (1)
- Auffharunfall (1)
- Aufzeichnung (1)
- Ausrüstung (1)
- Austria (1)
- Autobahn (1)
- Batterie (1)
- Battery (1)
- Bein [menschl] (1)
- Bepflanzung (1)
- Berufsausübung (1)
- Beschilderung (1)
- Bestand (1)
- Brake (1)
- Braking (1)
- Bremse (1)
- Bremsung (1)
- Clothing (1)
- Coach (1)
- Coefficient of friction (1)
- Colthing (1)
- Compatibility (1)
- Cost benefit analysis (1)
- Cycle track (1)
- Day (24 hour period) (1)
- Delivery vehicle (1)
- Demand (econ) (1)
- Depot (transp) (1)
- Detection (1)
- Deutschalnd (1)
- Deutschland ; Entwicklung (1)
- Driver assistance system (1)
- Driving (1)
- Driving aptitude (1)
- Driving licence (1)
- Driving license (1)
- Economic efficiency (1)
- Eins (1)
- Elektronische Fahrhilfe (1)
- Elektronisches Stabilitätsprogram (1)
- Elektronisches Stabilitätsprogramm (1)
- Entdeckung (1)
- Equipment (1)
- Fahreignung (1)
- Fahrerassistenzsystem (1)
- Fahrgeschicklichkeit (1)
- Fahrleistung (1)
- Fahrstabilität (1)
- Fernverkehrsstraße (1)
- Financing (1)
- Finanzierung (1)
- Finite element method (1)
- Forschungsarbeit (1)
- Fracture (bone) (1)
- France (1)
- Frankreich (1)
- Frau (1)
- Freeway (1)
- Frequency (1)
- Front (1)
- Fuel tank (1)
- Gebiet (1)
- Geländefahrzeug (1)
- Geradeausverkehr (1)
- Germany ; Injury (1)
- Gesetzesübertretung (1)
- Gesetzgebung (1)
- Gestaltung (1)
- Government (national) (1)
- Grenzwert (1)
- Griffigkeit (1)
- Harmonisation (1)
- Hazard (1)
- Highway (1)
- Highway design (1)
- Highway traffic (1)
- Human body (1)
- Häufigkeit (1)
- Impact study (1)
- Insurance (1)
- Intermodal terminals (1)
- Jahreszeit (1)
- Knochenbruch (1)
- Kompatibilität (1)
- Korea (Süd) (1)
- Kraftstofftank (1)
- LKW (1)
- Layout (1)
- Leg (human) (1)
- Legislation (1)
- Leistungsfähigkeit (Allg.) (1)
- Lieferfahrzeug (1)
- Limit (1)
- Location (1)
- Main road (1)
- Mathematical Model (1)
- Measurement (1)
- Medical aspects (1)
- Medizinische Gesichtspunkte (1)
- Menschlicher Körper (1)
- Messung (1)
- Methode der finiten Elemente (1)
- Mobility (1)
- Modal split (1)
- Monat (1)
- Month (1)
- Nachfrage (1)
- Nacht (1)
- Netherlands (1)
- Network (traffic) (1)
- Niederlande (1)
- Night (1)
- Norway (1)
- Norwegen (1)
- Nummer (1)
- Nutzwertanalyse (1)
- Oberflächentextur (1)
- Occupant (veh) (1)
- Occupation (1)
- Offence (1)
- Offender (1)
- On the spot investigation (1)
- One (1)
- Ort (Position) (1)
- Partnerschaft (1)
- Partnership (1)
- Passenger (1)
- Passive restraint system (1)
- Passive safety system (1)
- Planning (1)
- Planung (1)
- Policy (1)
- Politik (1)
- Pollution (1)
- Public transport (1)
- QAccident (1)
- Quality (1)
- Qualität (1)
- Radweg (1)
- Rail bound transport (1)
- Rail traffic (1)
- Rechtsübertreter (1)
- Recidivist (1)
- Reconstruction [accid] (1)
- Recording (1)
- Regierung (staat) (1)
- Region (1)
- Regression analysis (1)
- Regressionsanalyse (1)
- Reibungsbeiwert (1)
- Reisebus (1)
- Republic of Korea (1)
- Research project (1)
- Residential area (1)
- Richtlinie (1)
- Road transport (1)
- Rsk (1)
- Rückfalltäter (1)
- Safety belt (1)
- Schienentransport (1)
- Schienenverkehr (1)
- School (1)
- Schule (1)
- Schweden (1)
- Schätzung (1)
- Season (1)
- Severity (acid (1)
- Sicherheitsgurt (1)
- Signalization (1)
- Significance (1)
- Signifikanz (1)
- Skidding resistance (1)
- Skill (road user) (1)
- Speed) (1)
- Spinal column (1)
- Sport utility vehicle (1)
- Stadt (1)
- Stadtplanung (1)
- Stadtschnellbahn (1)
- Standardization (1)
- Steifigkeit (1)
- Stiffness (1)
- Straight ahead (traffic) (1)
- Strasse (1)
- Straßenentwurf (1)
- Straßentransport (1)
- Surface texture (1)
- Tag (24 stunden) (1)
- Technologie (1)
- Technology (1)
- Test (1)
- Thailand (1)
- Toedlicher Unfall (1)
- Town planning (1)
- Traffic (1)
- Traffic control (1)
- Transport operator (1)
- Transportunternehmen (1)
- Traveler (1)
- Turn (1)
- Umweltverschmutzung (1)
- Underground railway (1)
- Underride prevention (1)
- Unfallrate (1)
- Unfallrekonsruktion (1)
- Unfallverhütug (1)
- United kingdom (1)
- Unterfahrschutz (1)
- Urban area (1)
- Value analysis (1)
- Variance analysis (1)
- Varianzanalyse (1)
- Vegetation (1)
- Vehicle handling (1)
- Vehicle mile (1)
- Vehicle safety (1)
- Veletzung) (1)
- Vereinigtes Königreichl (1)
- Verkehr (1)
- Verkehrsaufteilung (1)
- Verkehrsnetz (1)
- Verkehrssteuerung (1)
- Versicherung (1)
- Versuch (1)
- Verwaltung (1)
- Vorn (1)
- Warning systems (1)
- Warnung (1)
- Wirbelsäule (1)
- Wirksamkeitsuntersuchung (1)
- Wirtschaftlichkeit (1)
- Wirtschaftlichkeitsrechnung (1)
- Wohngebiet (1)
- Woman (1)
- aktives Sicherheitssystem (1)
- analyses (math) (1)
- ar (1)
- tödlicher Unfall (1)
- Öffentlicher Verkehr (1)
- Österreich (1)
Institut
- Sonstige (104) (entfernen)
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.
Data concerning accidents involving personal injury which have been collected in the context of in-depth investigations on scene in the Hannover area since 1973 and in the Dresden area since 1999 represent an important basis for empirical traffic safety research. At national and international level various analyses and comparisons are carried out on the basis of "in-depth data" from the above mentioned investigations. In-depth data play a decisive role e.g. within the validation of EuroNCAP results on secondary safety (crashworthiness) of individual passenger car models. Thus, statistically sound methods of data analysis and population parameter estimation are of high importance. Since the 1st of August 1984 the "in-depth investigations on scene" in the Hannover area have been carried out according to a sampling plan developed by HAUTZINGER in the context of a research project on behalf of BASt. In the meantime a second region of in-depth investigation on scene was added with surveys in Dresden and the surrounding area. Internationally, the acronym GIDAS (German In-Depth Accident Study) is commonly used for the two above mentioned surveys. The objective of a current research project (topic of this contribution) is, among other things, to examine and adjust the previous weighting and expansion method for the two regional accident investigations to the current general conditions.
Motorcycle riders are one of the most vulnerable road users. Annually, on estimate 6000 people are killed in motorcycle accidents in the former 15 EU countries. The objective of this research was to investigate and analyze the main aspects and causes of this vulnerability and the accidents in general. For this aim around 70 accidents in The Netherlands were investigated in the framework of an international research program (MAIDS). Also a control group of motorcycles with riders was investigated so that exposure could be taken into account. An important result is that human failure is in 82% of the cases the main cause of the accident, in 52% this is due the other vehicle driver. Perception and decision failures are the most common failures. The most injuries are caused by the environment but they are typically only less severe (AIS1). Injuries caused by the car (front and side) are typically severe injuries (AIS4+). Previous convictions of the MC rider seem to be related to the chance to get involved in an accident. It was shown that the Dutch and the total MAIDS accident sample are comparable.
Traffic accidents were ranked the third among the major causes of death in Thailand. About 13,438 deaths and the death rate from traffic accident was 21.5 per 100,000 of population in 2002. The deaths and death rate varied upon the economic situation. After the economic crisis, traffic accidents were increased as well as the period of the bubble economy. In the Central region of Thailand numbers of road traffic crashes were lower than Bangkok Metropolis, but the highest in the number of deaths, death rate and serious injuries in 2002. Men aged 15"29 years old had higher numbers of deaths than men in other age groups and higher than women. Deaths and injuries from road traffic crashes were the highest in April and January, because there was a long weekend in those months. About 80 percent of road traffic crashes were caused by private car and motorcycle. In 2000 about 51 percent of traffic accidents took place on the straight way, followed by the junction and curves. In 2002, about 97 percent of road traffic crashes were caused by human factors including improper passing, speeding and disregarding to traffic signal, however, the identification of causes of traffic accident needed to improve. Drunk driving, disregarding on safety equipment usage, inefficiency of law enforcement and discontinuing of road safety programs were the deepest causes of traffic accidents. Research based information, a broad coalition of stakeholder and urban planning policy were needed to incorporate for a comprehensive road safety policy formulation and actions.
Electronic Stability Program (ESP) aims to prevent the lateral instability of a vehicle. Linked to the braking and powertrain systems, it prevents the car from running wide on a corner or the rear from sliding out. It also helps the driver control his trajectory, without replacing him, in the case of loss of control where the driver is performing an emergency manoeuvrer (confused and exaggerated steering wheel actions). A new ESP function optimizes ESP action in curves with hard under steering (situations in which the front wheels lose grip and the vehicle slides towards the outside of the curve). A complementary feature prevents the wheels from spinning when pulling away and accelerating. The name given to the ESP system varies according to the vehicle manufacturer, but other terms include: active stability control (ASC), automotive stability management system (ASMS), dynamic stability control (DSC), vehicle dynamic control (VDC), vehicle stability control (VSC) or electronic stability Control (ESC). This paper proposes an evaluation of the effectiveness of ESP in terms of reduction of injur accidents in France. The method consists of 3 steps: - The identification, in the French National injury accident census (Gendarmerie Nationale only), of accident-involved cars for which the determination of whether or not the car was fitted with ESP is possible. A sample of 1 356 cars involved in injury accidents occurred in 2000, 2001, 2002 and 2003 was then selected. But we had to restrict the analysis to only 588 Renault Lagunas. - The identification of accident situations for which we can determine whether or not ESP is pertinent (for example ESP is pertinent for loss of control accidents whilst it is not for cars pulling out of a junction). - The calculation, via a logistic regression, of the relative risk of being involved in an ESPpertinent accident for ESP equipped cars versus unequipped cars, divided by the relative risk of being involved in a non ESP-pertinent accident for ESP equipped cars versus unequipped cars. This relative risk is assumed to be the best estimator of ESP effectiveness. The arguments for such a method, effectiveness indicator and implicit hypothesis are presented and discussed in the paper. Based on a few assumptions, ESP is proved to be highly effective. Currently, the relative risk of being involved in an ESP pertinent accident for ESP-equipped cars is lower (-44%, although not statistically significant)rnthan for other cars.rn
The need for improved EU level accident information and data was identified in the EU White Paper on Transport Policy (2001)1 and detailed in the Road Safety Action Plan (2003)2. The plan specifies that the EC will develop a road safety observatory to coordinate data collection within an integrated framework.
This report gives an overview of pedestrian accidents on Japanese roads. Database used for the analysis is national traffic accident data based on police reports. Relevant measures and background information ranging from vehicle safety, engineering and education are briefly reviewed, and area for further improvement is discussed.rn
Portugal has the highest rate of road fatalities in Europe (2002 and for Eur-15 - CARE database). For this highest rate, the accidents involving pedestrians and motorcycle occupants have a higher contribution than the European average. In the last years, especially accidents involving motorcycles have been investigated and currently two different projects are being carried out, one related with motorcycles accidents and the other with pedestrian accidents. In these projects, countermeasures among others to reduce the fatalities between these two types of road users are being studied. These accidents are investigated with the commercial accident reconstruction software PCCRASH but also new methodologies based on multibody dynamics are in development in order to more accurately study these two types of accidents. In this paper, the methodologies in use for accident reconstruction and new methodologies in development are presented. Speeding his found to be one of the major causes of road fatalities for pedestrians and motorcycle occupants. In the case of motorcycle accidents, these involve mainly young drivers. Aspects as social behavior are also important to understand the causes of some of these accidents. Some examples of accidents occurring in Portugal, involving especially motorcycles and pedestrians are presented and discussed.
Road safety is a major preoccupation of the European Commission and the road transport industry and depends on numerous significant factors. In order to improve road safety and to plan effective safety improvement actions for truck transport, we must first identify the problems to be addressed, i.e. what are the main causes of truck accidents. The ETAC project, initiated by the European Commission and the IRU, was launched in order to set up a heavy goods vehicle accident causation study across European countries to identify future actions which could contribute to the improvement of road safety. The results will be based on a detailed analysis of truck accident data collected in seven European countries according to a common methodology which has been elaborated through numerous national and European projects. This paper describes the common methodology used to collect the information on the scene of the accident and to analyse the data so that the reconstruction of the crash events may be carried out. CEESAR proposes a methodology using its experience gained from over 10 years of accident data collection. This methodology is based on an in-depth investigation of the parameters involved in-an accident and linked to the driver, the vehicle, the road and their environment. In-depth investigation requires accident investigator presence on the scene of the accident in order to collect volatile information such as marks on the road, weather conditions, visibility, state and equipment of the vehicle, driver interview. Later, passive and active information is gathered, either at the hospital for the driver, at the garage for the vehicle or on the spot for the road geometry. A reconstruction carried out with the help of specific software and the analysis of the data collected and calculated enables the identification of the main causes of the accident and the future actions to plan in order to improve road safety as regards truck traffic.
This paper reviews briefly the evolution of the investigation of transport accidents from the early beginnings when individual events were studied but systematic data was not collected. In the transport modes other than on the roads, accident investigation early on, even of single events, was important in introducing safety improvements. Road accidents, however, evolved enormously with the growth of car ownership without any comparable political response to the consequent deaths and injuries, equivalent to what happened with the other modes. From the 1950s data bases started to contribute to our knowledge of the epidemiology of road traffic injuries, and in-depth sample studies have contributed much to the body of knowledge in the last 30 years. However, even the basic input and output variables of a crash, its severity and the seriousness of the outcomes in terms of injuries and their consequences are not complete or agreed upon. Issues of experimental design and sampling are discussed. It is proposed that the most important area for current research to address is the effect of population variations on injury outcomes. The need for the establishment of good data bases for active safety issues is emphasised with the consequent need for better links between the research community and the police.
Das gegenwärtige Bonus-Malus-System der Kfz-Haftpflichtversicherung ist fahrzeug- und nicht fahrerbezogen und allein an der Unfallzahl orientiert. Nur der Halter, nicht aber der Fahrer erfährt so den für die Verkehrssicherheit wichtigen finanziellen Anreiz, sein Risiko zu mindern. Möglicherweise sind in einem fahrerbezogenen Versicherungssystem die Eintragungen des Verkehrszentralregisters (VZR) besser geeignet, Anreize für ein sicherheitsorientiertes Fahren zu schaffen. Die zentrale Frage lautet: Besitzen VZR-Eintragungen einen Prognosewert für die Schlussfolgerungen auf ein erhöhtes Verkehrsrisiko? Anhand von Bevölkerungs- und VZR-Daten werden Pkw-Fahrer klassifiziert unter anderm nach den Prädiktormerkmalen Geschlecht, Alter und Vorbelastung im VZR. Das Prognosekriterium "Verkehrsrisiko" wird aus den VZR-Eintragungen des Folgejahres ermittelt: Neben der schuldhaften Unfallbeteiligung als Hauptkriterium wird auch grobes Fehlverhalten gegenüber konkreten Verkehrspartnern und grob gefährdendes Verhalten durch Fahren mit Alkohol sowie eine grob missbräuchliche Kfz-Nutzung gewertet. Wie die Auswertung zeigt, erlaubt die Zahl der zu einer Person eingetragenen Verkehrsverstöße den Schluss auf das zukünftige Verkehrsrisiko. Diese Risikodifferenzierung anhand der Zahl der VZR-Eintragungen geht über die bereits starke Risikodifferenzierung nach Geschlecht und Alter erheblich hinaus. Die Kenntnis über Unfallbeteiligungen in der Vergangenheit dagegen erhöht bei gegebenem Geschlecht und Alter die Prognosegenauigkeit nicht. Die anhand der drei Prädiktoren Geschlecht, Alter und Zahl der Verkehrsverstöße " alles ohnehin vorliegende "Aktenmerkmale" " erzielte Differenzierung der Verkehrsrisiken ist beachtlich: So besitzen 18- bis 25-jährige Pkw-Fahrer mit mehr als drei VZR-Verstößen gegenüber 41- bis 60-jährigen Pkw-Fahrerinnen ohne Eintragungen ein 25-faches Risiko, in den kommenden zwölf Monaten schuldhaft in einen Unfall verwickelt zu werden. Der vorliegende Forschungsbericht ist eines von zwei Projekten zur risikoorientierten Prämiendifferenzierung in der Kfz-Haftpflichtversicherung und behandelt vor allem die Risikoprofile von im VZR erfassten Verkehrsverstößen. Das Begleitprojekt, das von der Technischen Universität Berlin, der Humboldt-Universität zu Berlin und der Universität Lüneburg durchgeführt wurde, befasst sich im Wesentlichen mit einschlägigen Erfahrungen im Ausland und Perspektiven dieses Ansatzes für Deutschland, prüft die Möglichkeiten der Ausgestaltung der Prämiendifferenzierung in der Kfz-Haftpflichtversicherung und die Anknüpfung der Prämienzuschläge an die Auffälligkeit im Verkehrszentralregister. Diese Untersuchung ist in der Schriftenreihe der Bundesanstalt für Straßenwesen als Heft M 160 veröffentlicht.
Im Rahmen seiner Tätigkeit hat sich der Arbeitskreis "Unterhaltungs- und Betriebsdienst" der Forschungsgesellschaft für Straßen- und Verkehrswesen in den letzten Jahren wieder verstärkt dem Thema der von Dritten verursachten Unfälle mit Beteiligung des Unterhaltungs- und Betriebsdienstes auf Autobahnen gewidmet. Mit Hilfe der Erkenntnisse aus früheren Untersuchungen und der Auswertung von neueren Unfalldaten aus einer schweizerischen und einigen deutschen Straßenbauverwaltungen sollten vermutete Tendenzen überprüft und vorhandene Entwicklungen aufgezeigt werden. Eine Zunahme von Unfällen mit Personenschaden in den letzten Jahren war nicht zu erkennen, eher eine Stagnation der Unfallzahlen trotz steigendem Verkehrsaufkommens. Eine Betrachtung des individuellen Todesfallrisikos des Straßenbetriebsdienstpersonals, welches um ein Vielfaches größer ist als das anderer Berufsgruppen oder das der Verkehrsteilnehmer, zeigt allerdings die grundlegende Bedeutung der Problematik. In den Auswertungen lassen sich eine Reihe von häufig auftretenden Unfallmustern sowie einige Zusammenhänge mit dem Verkehrsgeschehen erkennen und daraus folgenden Ansätze zur Unfallvermeidung ableiten. Zukünftig sollen mit den Ergebnissen eine Sensibilisierung der Öffentlichkeit für die Gefährdung des Straßenbetriebspersonals erreicht und in weiteren Untersuchungen Möglichkeiten für eine Verbesserung der Absicherung von Arbeitsstellen erarbeitet werden.
Bei Straßenverkehrsunfällen werden volkswirtschaftliche Ressourcen vernichtet und die Leistungsfähigkeit des Wirtschaftssystems entsprechend beeinträchtigt. Die Bewertung der volkswirtschaftlichen Schäden ist unerlässlich, um Maßnahmen zur Verringerung von Straßenverkehrsunfällen beurteilen zu können. Das Bewertungsverfahren zur Ermittlung der volkswirtschaftlichen Kosten durch Straßenverkehrsunfälle wurde in den letzten Jahren sowohl für Personen- als auch für Sachschäden überarbeitet. Mit dem neuen Verfahren wurde das Unfallgeschehen von 1995 bis 1998 bewertet. Die Entwicklung der Unfallkosten zeigt, dass eine erfolgreiche Verkehrssicherheitspolitik zu einer erheblichen Kostenentlastung der Volkswirtschaft und entsprechender Steigerung der Lebensqualität beitragen kann. Allein im betrachteten Zeitraum von 4 Jahren haben Straßenverkehrsunfälle volkswirtschaftliche Kosten in Höhe von fast 280 Milliarden DM verursacht. Diese Kosten sind ein Beleg dafür, dass die Verbesserung der Verkehrssicherheit eine verkehrspolitische Daueraufgabe ersten Ranges bleibt. Gleichzeitig wurden nach Ortslagen differenzierte Unfallkostensätze ermittelt, die als Eingangsdaten für gesamtwirtschaftliche Wirtschaftlichkeitsanalysen von Straßenverkehrsmaßnahmen - zum Beispiel nach den "Empfehlungen für Wirtschaftlichkeitsuntersuchungen von Straßen" (EWS 97) - dienen.
Beijing, mit 11,4 Millionen Einwohnern, 563.690 Kraftfahrzeugen einschließlich der motorisierten Zweiräder aller Art, 7,4 Millionen Fahrrädern, 5.213 Bussen und einer U-Bahn-Linie, ist nicht nur eine alte, traditionsreiche Kaiserstadt im Herzen Chinas, sondern auch eine aufstrebende, geschäftige Millionenstadt Asiens, die von Tag zu Tag, dem wirtschaftlichen Aufschwung folgend, sich städtebaulich und verkehrlich wandelt. Trotz vielfältiger Umweltprobleme wird der Zuwachs an Mobilität positiv bewertet; dem tragen die Verantwortlichen Rechnung durch Ausbau der Infrastruktur sowohl des ÖPNV als auch des Individualverkehrs. Der vorliegende Artikel beschäftigt sich mit den Entwicklungen des Stadtverkehrs und vermittelt eine detaillierte Analyse des Unfallgeschehens; heute stirbt in Beijing täglich durchschnittlich ein Mensch im Straßenverkehr.