83 Unfall und Mensch
Filtern
Erscheinungsjahr
Dokumenttyp
- Konferenzveröffentlichung (133) (entfernen)
Schlagworte
- Conference (98)
- Konferenz (98)
- Accident (48)
- Unfall (48)
- Germany (41)
- Deutschland (40)
- Safety (34)
- Sicherheit (34)
- Driver (32)
- Fahrer (30)
- Injury (21)
- Ursache (21)
- Behaviour (20)
- Cause (20)
- Verhalten (20)
- Verletzung (20)
- Unfallverhütung (19)
- Driving aptitude (18)
- Statistics (16)
- Statistik (16)
- Alte Leute (15)
- Analysis (math) (15)
- Old people (15)
- Risiko (15)
- Drunkenness (14)
- Fahrzeugführung (14)
- Trunkenheit (14)
- Accident prevention (13)
- Bewertung (13)
- Evaluation (assessment) (13)
- On the spot accident investigation (13)
- Radfahrer (13)
- Test (13)
- Unfallrekonstruktion (13)
- Versuch (13)
- Cyclist (12)
- Driving (veh) (12)
- Droge (12)
- Drugs (12)
- Erziehung (12)
- Fahranfänger (12)
- Recently qualified driver (12)
- Tödlicher Unfall (12)
- Untersuchung am Unfallort (12)
- Driver training (11)
- Education (11)
- Europa (11)
- Europe (11)
- Prevention (11)
- Risk (11)
- Schweregrad (Unfall, Verletzung) (11)
- Severity (accid, injury) (11)
- Skill (road user) (11)
- Traffic (11)
- Verkehr (11)
- Analyse (math) (10)
- Fatality (10)
- Geschwindigkeit (10)
- Interview (10)
- Motorcyclist (10)
- Motorradfahrer (10)
- Speed (10)
- Benutzung (9)
- Blood alcohol content (9)
- Blutalkoholgehalt (9)
- Child (9)
- Fahrausbildung (9)
- Fußgänger (9)
- Improvement (9)
- Kind (9)
- Pedestrian (9)
- Use (9)
- Verbesserung (9)
- Accident rate (8)
- Adolescent (8)
- Arzneimittel (8)
- Attitude (psychol) (8)
- Einstellung (psychol) (8)
- Fahrzeug (8)
- Gesetzgebung (8)
- Human factor (8)
- Illness (8)
- Jugendlicher (8)
- Krankheit (8)
- Legislation (8)
- Medication (8)
- Menschlicher Faktor (8)
- Reconstruction (accid) (8)
- Schweregrad (Unfall (8)
- Simulation (8)
- Unfallhäufigkeit (8)
- Vehicle (8)
- Verletzung) (8)
- Blood (7)
- Blut (7)
- Chemical analysis (7)
- Crash helmet (7)
- Driver assistance system (7)
- Expert opinion (7)
- Fahreignung (7)
- Fahrerassistenzsystem (7)
- Gutachten (7)
- Medical examination (7)
- Medizinische Untersuchung (7)
- Rehabilitation (7)
- Schutzhelm (7)
- injury) (7)
- Chemische Analyse (6)
- Data acquisition (6)
- Datenerfassung (6)
- Fahrgeschicklichkeit (6)
- Fahrtauglichkeit (6)
- Leistungsfähigkeit (Fahrer) (6)
- Mobility (6)
- Mobilität (6)
- Risikobewertung (6)
- Risk assessment (6)
- Severity (accid (6)
- Accident reconstruction (5)
- Austria (5)
- Bicycle (5)
- Collision (5)
- Efficiency (5)
- Erfahrung (menschl) (5)
- Error (5)
- Experience (human) (5)
- Fahrrad (5)
- Fahrtüchtigkeit (5)
- Frau (5)
- Führerschein (5)
- Grenzwert (5)
- Leistungsfähigkeit (allg) (5)
- Limit (5)
- Measurement (5)
- Medical aspects (5)
- Medizinische Gesichtspunkte (5)
- Messung (5)
- Motorcycle (5)
- Motorrad (5)
- Offender (5)
- Prüfverfahren (5)
- Psychologie (5)
- Psychology (5)
- Rehabilitation (road user) (5)
- Risk taking (5)
- Test method (5)
- Verhütung (5)
- Österreich (5)
- Age (4)
- Alcohol test (4)
- Alkoholtest (4)
- Alter (4)
- Analyse (Math) (4)
- Berufsausübung (4)
- Car (4)
- Concentration (chem) (4)
- Datenbank (4)
- Detection (4)
- Development (4)
- Driving licence (4)
- Entwicklung (4)
- Frontalzusammenstoß (4)
- Gesetzesdurchführung (4)
- Head on collision (4)
- Highway (4)
- Impact study (4)
- Kontrolle (4)
- Modification (4)
- Occupation (4)
- Passives Sicherheitssystem (4)
- Police (4)
- Polizei (4)
- Reaction (human) (4)
- Straße (4)
- Straßenverkehrsrecht (4)
- Stress (psychol) (4)
- Surveillance (4)
- Traffic regulations (4)
- Vehicle occupant (4)
- Veränderung (4)
- Woman (4)
- Zusammenstoß (4)
- Adaptation (psychol) (3)
- Addiction (3)
- Aggression (psychol) (3)
- Anfahrversuch (3)
- Anpassung (psychol) (3)
- Anthropometric dummy (3)
- Attention (3)
- Aufmerksamkeit (3)
- Braking (3)
- Bremsung (3)
- China (3)
- Cycle track (3)
- Distraction (3)
- EU (3)
- Enforcement (law) (3)
- Fahrsimulator (3)
- Fahrzeugsitz (3)
- Fehler (3)
- Führerscheinentzug (3)
- Hazard (3)
- Human body (3)
- Insasse (3)
- International (3)
- Junction (3)
- Knotenpunkt (3)
- Konzentration (chem) (3)
- Lorry (3)
- Man (3)
- Mann (3)
- Menschlicher Körper (3)
- PKW (3)
- Passive safety system (3)
- Personal (3)
- Personnel (3)
- Psychological aspects (3)
- Psychological examination (3)
- Psychologische Gesichtspunkte (3)
- Psychologische Untersuchung (3)
- Radweg (3)
- Reaktionsverhalten (3)
- Rechtsübertreter (3)
- Risikoverhalten (3)
- Safety belt (3)
- Sicherheitsgurt (3)
- Sichtbarkeit (3)
- Simulator (driving) (3)
- Stress (3)
- Süchtigkeit (3)
- Verkehrsteilnehmer (3)
- Verminderung (3)
- Sichtbarkeit (3)
- Wirksamkeitsuntersuchung (3)
- Abbiegen (2)
- Ablenkung (psychol) (2)
- Accident proneness (2)
- Accompanied driving (2)
- Active safety system (2)
- Aggressiveness (psychol) (2)
- Aktives Sicherheitssystem (2)
- Alcohol (2)
- Alcolock (2)
- Alkohol (2)
- Begleitetes Fahren (2)
- Beinahe Unfall (2)
- Biomechanics (2)
- Biomechanik (2)
- Brake (2)
- Bremse (2)
- Cervical vertebrae (2)
- Chromatographie (2)
- Chromatography (2)
- Classification (2)
- Communication (2)
- Confiscation (driving licence) (2)
- Crossing the road (2)
- Data bank (2)
- Decision process (2)
- Decrease (2)
- Delivery vehicle (2)
- Detektion (2)
- Driver information (2)
- Elektronische Fahrhilfe (2)
- Entdeckung (2)
- Entscheidungsprozess (2)
- Ergonomics (2)
- Ergonomie (2)
- Fahrbahnüberquerung (2)
- Fahrerinformation (2)
- Fahrernachschulung (2)
- Fahrerweiterbildung (2)
- Fatigue (human) (2)
- Finland (2)
- Finnland (2)
- Forschungsarbeit (2)
- Gas (2)
- Genauigkeit (2)
- Geschichte (2)
- Geschwindigkeitsbeschränkung (2)
- Gesetzesübertretung (2)
- Group analysis (test) (2)
- Halswirbel (2)
- Head (2)
- History (2)
- Hospital (2)
- Impact test (2)
- Impact test (veh) (2)
- Intelligent transport system (2)
- Intelligentes Transportsystem (2)
- Interactive model (2)
- Interaktives Modell (2)
- Kommunikation (2)
- Kopf (2)
- Krankenhaus (2)
- Lieferfahrzeug (2)
- Lkw (2)
- Mathematical model (2)
- Mobile phone (2)
- Mobiltelefon (2)
- Modell (2)
- Müdigkeit (2)
- Near miss (2)
- Netherlands (2)
- Niederlande (2)
- Offence (2)
- Organisation (2)
- Ort (Position) (2)
- Perception (2)
- Personality (2)
- Persönlichkeit (2)
- Planning (2)
- Planung (2)
- Politik (2)
- Prognose (2)
- Provisorisch (2)
- Rechenmodell (2)
- Rechtübertreter (2)
- Rehabilitation (Road user) (2)
- Research project (2)
- Responsibility (2)
- Retraining of drivers (2)
- Ringanalyse (2)
- Road user (2)
- Rückfalltäter (2)
- Rücksichtslosigkeit (2)
- Seat (veh) (2)
- Seitlicher Zusammenstoß (2)
- Side impact (2)
- Speed limit (2)
- Standardisierung (2)
- Standardization (2)
- Technologie (2)
- Technology (2)
- Temporary (2)
- Tunnel (2)
- USA (2)
- Unfallneigung (2)
- United kingdom (2)
- Verantwortung (2)
- Vereinigtes Königreich (2)
- Versuchspuppe (2)
- Wahrnehmung (2)
- Ability (road user) (1)
- Ablenkung (1)
- Abstandsregeltempomat (1)
- Accident black spot (1)
- Accident severity (1)
- Adaptive cruise control (1)
- Administration (1)
- Advanced driver assistance system (1)
- Aethanol (1)
- Aggression (psycho) (1)
- Air traffic control (1)
- Airbag (1)
- Airbag (restraint system) (1)
- Alternativ (1)
- Alternative (1)
- Analyse (chem) (1)
- Anti locking device (1)
- Antiblockiereinrichtung (1)
- Arbeitsgruppe (1)
- Arbeitsplatz (1)
- Atem (1)
- Aufprallschlitten (1)
- Aufzeichnung (1)
- Australia (1)
- Australien (1)
- Autobahn (1)
- Automatic (1)
- Automatisch (1)
- Average (1)
- Bein (menschl) (1)
- Belastung (1)
- Bemessung (1)
- Bestrafung (1)
- Bicyclist (1)
- Blickfeld (1)
- Blind spot (veh) (1)
- Brain (1)
- Brand (1)
- Breath (1)
- Brustkorb (1)
- Cadaver (1)
- Calibration (1)
- Camera (1)
- Carbon dioxide (1)
- Case law (1)
- Case study (1)
- Causes (1)
- Cognitive impairment (1)
- Comfort (1)
- Comprehension (1)
- Confiscation (driving license) (1)
- Continuous (1)
- Crashtest (1)
- Cycling (1)
- Czech Republic (1)
- Data base (1)
- Data transmission (telecom) (1)
- Database (1)
- Datenübertragung (Telekom) (1)
- Decreases (1)
- Demografie (1)
- Demography (1)
- Design (overall design) (1)
- Deutschalnd (1)
- Digital image processing (1)
- Digital model (1)
- Digitale Bildverarbeitung (1)
- Dispersion (stat) (1)
- Dreidimensional (1)
- Driving (1)
- Driving license (1)
- Driving test (1)
- Dummy (1)
- Durchsichtigkeit (1)
- Eichung (1)
- Eigenschaft (1)
- Eins (1)
- Electronic driving aid (1)
- Epilepsie (1)
- Epilepsy (1)
- Ernährung (1)
- Ersatzdroge (1)
- Erste Hilfe (1)
- Estimation (1)
- Ethanol (1)
- European Union (1)
- Face (human) (1)
- Facility (1)
- Fahrer ; Fahrerassistenzsystem (1)
- Fahrprüfung (1)
- Fahrstabilität (1)
- Fahrzeuginnenraum (1)
- Fallstudie (1)
- Falschfahren (1)
- Feldversuch (1)
- Field (test) (1)
- Field of vision (1)
- Finite element method (1)
- Fire (1)
- Flugsicherung (1)
- Food (1)
- Forecast (1)
- Forschungsbericht (1)
- Frequency (1)
- Frequenz (1)
- Front (1)
- Fruchtsaft (1)
- Fruit (1)
- Fruit juice (1)
- Führerschein Punktesystem (1)
- Gehirn (1)
- Geländefahrzeug (1)
- Gesicht (1)
- Gestaltung (1)
- Haftung (jur) (1)
- Highway design (1)
- Human machine interface (1)
- Image analysis (1)
- Image generation (1)
- Impact sled (1)
- Information (1)
- Information documentation (1)
- Infotainment System (1)
- Infotainment system (1)
- Interface (1)
- Interior (veh) (1)
- Intoxication (1)
- Japan (1)
- Kamera (1)
- Klassifikation (1)
- Klassifizierung (1)
- Kognitive Beeinträchtigung (1)
- Kohlendioxid (1)
- Komfort (1)
- Kontinuierlich (1)
- Konzentration (1)
- Kreisverkehrsplatz (1)
- Landstraße (1)
- Law enforcement (1)
- Layout (1)
- Learning (1)
- Leg (human) (1)
- Leichnam (1)
- Liability (1)
- Load (1)
- Location (1)
- Lärm (1)
- Mass spectrometry (1)
- Massenspektrometrie (1)
- Mensch Maschine Schnittstelle (1)
- Methanol (1)
- Method (1)
- Methode der finiten Elemente (1)
- Mittelwert (1)
- Model (not math) (1)
- Motorway (1)
- Nacht (1)
- Nachtrunk (1)
- Nerve (1)
- Nerven (1)
- Neurologie (1)
- Neurology (1)
- Nigeria (1)
- Night (1)
- Noise (1)
- Numerisches Modell (1)
- Obst (1)
- One (1)
- Organization (1)
- Organization (association) (1)
- Overtaking (1)
- Oxygen (1)
- Passive restraint system (1)
- Penalty (1)
- Physiologie (1)
- Physiology (1)
- Pkw (1)
- Point demerit system (1)
- Poland (1)
- Polen (1)
- Policy (1)
- Politics (1)
- Portugal (1)
- Position (1)
- Programmed learning (1)
- Programmierter Unterricht (1)
- Prohibition (1)
- Properties (1)
- Radfahren (1)
- Reaktionsfähigkeit (1)
- Rechtsprechung (1)
- Recidicist (1)
- Recidivist (1)
- Recording (1)
- Reifenprofil (1)
- Research report (1)
- Resuscitation (1)
- Richtlinien (1)
- Road traffic (1)
- Roundabout (1)
- Rsk (1)
- Rural road (1)
- Sauerstoff (1)
- Schnittstelle (1)
- School (1)
- Schule (1)
- Schweden (1)
- Schweiz (1)
- Seat (1)
- Sensor (1)
- Severity (acid (1)
- Software (1)
- Spain (1)
- Spanien (1)
- Specifications (1)
- Spinal column (1)
- Sport utility vehicle (1)
- Sri Lanka (1)
- Standardabweichung (1)
- Straßenentwurf (1)
- Straßenverkehr (1)
- Subsequent drink (1)
- Substitution drugs (1)
- Sweden (1)
- Switzerland (1)
- Telefon (1)
- Telematics (1)
- Telematik (1)
- Telephone (1)
- Theorie (1)
- Theory (1)
- Thorax (1)
- Three dimensional (1)
- Toter Winkel (1)
- Transparent (1)
- Traveler (1)
- Tschechische Republik (1)
- Turn (1)
- Turning (1)
- Two dimensional (1)
- Tyre tread (1)
- Unfallschwerpunkt (1)
- Unfallspurensicherung (1)
- Urin (1)
- Urine (1)
- Vehicle handling (1)
- Verbot (1)
- Verfahren (1)
- Verkehrsinfrastruktur (1)
- Verständnis (1)
- Verwaltung (1)
- Visualisation (1)
- Visualisierung (1)
- Vorne (1)
- Wirbelsäule (1)
- Wirkungsanalyse (1)
- Women (1)
- Working group (1)
- Workplace (1)
- Wrong way driving (1)
- Zusammenstoss (1)
- Zweidimensional (1)
- accident (1)
- fatality (1)
- simulation (1)
- Überholen (1)
- Überrollung (1)
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.
Accident data shows that the vast majority of pedestrian accidents involve a passenger car. A refined method for estimating the potential effectiveness of a technology designed to support the car driver in mitigating or avoiding pedestrian accidents is presented. The basis of the benefit prediction method consists of accident scenario information for pedestrian-passenger car accidents from GIDAS, including vehicle and pedestrian velocities. These real world pedestrian accidents were first reconstructed and the system effectiveness was determined by comparing injury outcome with and without the functionality enabled for each accident. The predictions from Volvo Cars" general Benefit Estimation Model are refined by including the actual system algorithm and sensing models for a relevant car in the simulation environment. The feasibility of the method is proven by a case study on a authentic technology; the Auto Brake functionality in Collision Warning with Full Auto Brake and Pedestrian Detection (CWAB-PD). Assuming the system is adopted by all vehicles, the Case Study indicates a 24% reduction in pedestrian fatalities for crashes where the pedestrians were struck by the front of a passenger car.
Females sustain Cervical Spine Distortion injury (CSD) more often than males. Most work dealing with the biomechanics background (e.g. injury mechanism/criteria) as well as the application in seat design/testing, focuses on the occupant model of an average male. Therefore the EU-Project ADSEAT (Adaptive Seat to Reduce Neck Injuries for Female and Male Occupants) is aimed at adding a female model for gender balanced research of CSD and improving seat design. An extensive literature review, searching for risk factors and injury criteria for males and females, was accompanied by the evaluation of different databases containing CSD cases. The database evaluations suggests that an anthropometry quite close to the 50%ile female anthropometry as known from crash test dummy design is appropriate. The results presented here form the basis for the future development of a computational female model and the improvement of seat design for better protection of both males and females in the frame of the ADSEAT-Project.
The bicyclist accidents were analyzed to get better understanding of the occurrences and frequency of the accidents, injury distributions, as well as correlation of injury severity/outcomes with engineering and human factors in two different countries of China and Germany. The accident cases that occurred from 2001 to 2006 were collected from IVAC database in Changsha and GIDAS database in Hannover. Based on specified sampling criteria, 1,570 bicyclist cases were selected from IVAC database in Changsha, and 1806 cases were collected from Hannover, documented in GIDAS database. Statistical analyses were carried out by using these selected data. The results from the statistical analysis are presented and discussed in this study.
Relevant accident related factors : risk and frequencies of contributing to road traffic accidents
(2009)
In the course of the European Project TRACE (Traffic Accident Causation in Europe) an attempt was made to analyse the cause of road traffic accidents from a factors' point of view. By literature review the most important independent risk factors for traffic accidents were identified to be speed, alcohol intake, male gender, young age, cell phone use, and fatigue. However, the impact of an accident related factor also depends on its prevalence in traffic and accidents, respectively. Available to the Partners in the TRACE Project were different accident databases. Causally contributing factors found by accident investigations that are most often coded in accident databases are connected to unadapted speed and inattention. Taking into account the risk increase and the frequency of contribution to accidents the conclusion can be drawn that the most relevant factors for accident causation are: "alcohol", "speed", and "inattention and distraction".
As the official German catalogue of accident causes has difficulty in matching the increasing demands for detailed psychologically relevant accident causation information, a new system, based on a "7 Steps" model, so called ACASS, for analyzing and collecting causation factors of traffic accidents, was implemented in GIDAS in the year 2008. A hierarchical system was developed, which describes the human causation factors in a chronological sequence (from the perception to concrete action errors), considering the logical sequence of basic human functions when reacting to a request for reaction. With the help of this system the human errors of accident participants can be adequately described, as the causes of each range of basic human functions may be divided into their characteristics (influence criteria) and further into specific indicators of these characteristics (e.g. distraction from inside the vehicle as a characteristic of an observation-error and the operation of devices as an indication for distraction from inside the vehicle. The causation factors accordingly classified can be recorded in an economic way as a number is assigned to each basic function, to each characteristic of that basic function and to each indicator of that characteristic. Thus each causation factor can be explicitly described by means of a code of numbers. In a similar way the causation factors based on the technology of the vehicle and the driving environment, which are also subdivided in an equally hierarchical system, can be tagged with a code. Since the causes of traffic accidents can consist of a variety of factors from different ranges and categories, it is possible to tag each accident participant with several causation factors. This also opens the possibility to not only assign causation factors to the accident causer in the sense of the law, but also to other participants involved in the accident, who may have contributed to the development of the accident. The hierarchical layout of the system and the collection of the causation factors with numerical codes allow for the possibility to code information on accident causes even if the causation factor is not known to its full extent or in full detail, given the possibility to code only those cause factors, which are known. Derived from the systematic of the analysis of human accident causes ("7 steps") and from the practical experiences of on-scene interviews of accident participants, a system was set in place, which offers the possibility to extensively record not only human causation factors in a structured form. Furthermore, the analysis of the human causation factors in such a structured way provides a tool, especially for on-scene accident investigations, to conduct the interview of accident participants effectively and in a structured way.
In the course of the EUROPEAN PROJECT TRACE all fatally injured pedestrians autopsied at the Institute for Legal Medicine in Munich in 2004 had been analysed by using the "Human Functional Failure (HFF) analysis" method. It was possible to apply this method although some restrictions have to be taken into account. The results derived from this analysis comprise first the failures the pedestrians (most often "impairment of sensorimotor and cognitive abilities") and the opponents (most often " Non-detection in visibility constraints conditions") faced in the accident, second the conflicts and tasks (pedestrian crossing the street conflicting with a vehicle from the side (which was going ahead on a straight road), the degree of accident involvement (pedestrians often the primary active part), and further the contributing factors to the accident (pedestrians most often "alcohol (> 0.05% BAC)", opponents most often "visibility constraints").
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.
In the context of the COST357 research project, the climatic conditions and requirements for protective helmets for motorcyclists have been examined. The extent to which these factors would influence motorbike handling and accidents in which motorcyclists are involved have also been examined. This project addresses how cognitive abilities of motorcyclists relate to helmet construction factors. In particular, the aspects of motorcycle driver helmets are to be parameterized in order that they may be used subsequently as a basis for future requirement profiles. The task of one working group of the COST357 project has been to analyse accident events and to identify helmet design issues which affect motorcycle drivers while wearing a helmet. This has been achieved by collating accident data across different countries recorded in the course of in-depth investigations at the site of accidents and by combining this with field studies of motorcyclists participating in traffic, but not involved in accidents. This paper presents the study methodology, database and first results of this international survey. The basis of the study has been a total of 424 interviews of motorcyclists and 134 motorcycle accidents, which were collected across Germany, Greece, Italy, Ireland, Portugal and Turkey and combined in a single database.
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.
Validation of human pedestrian models using laboratory data as well as accident reconstruction
(2007)
Human pedestrian models have been developed and improved continually. This paper shows the latest stage in development and validation of the multibody pedestrian model released with MADYMO. The biofidelity of the multibody pedestrian model has been verified using a range of full pedestrian-vehicle impact tests with a large range in body sizes (16 male, 2 female, standing height 160-192cm, weight 53.5-90kg). The simulation results were objectively correlated to experimental data. Overall, the model predicted the measured response well. In particular the head impact locations were accurately predicted, indicated by global correlation scores over 90%. The correlation score for the bumper forces and accelerations of various body parts was lower (47-64%), which was largely attributed to the limited information available on the vehicle contact characteristics (stiffness, damping, deformation). Also, the effects of the large range in published leg fracture tolerances on the predicted risk to leg fracture by the pedestrian model were evaluated and compared with experimental results. The validated mid-size male model was scaled to a range of body sizes, including children and a female. Typical applications for the pedestrian models are trend studies to evaluate vehicle front ends and accident reconstructions. Results obtained in several studies show that the pedestrian models match pedestrian throw distances and impact locations observed in real accidents. Larger sets of well documented cases can be used to further validate the models especially for specific populations as for instance children. In addition, these cases will be needed to evaluate the injury predictive capability of human models. Ongoing developments include a so-called facet pedestrian model with a more accurate geometry description and a more humanlike spine and neck and a full FE model allowing more detailed injury analysis.
This paper set out to examine the possibilities for injury avoidance implications for older drivers in crashes, based on crash and injury patterns among older drivers and current trends in ageing in most western societies. A number of safety technologies were identified and discussed which have potential for improving vehicle older driver crash avoidance and crashworthiness. While there were some promising estimates available of the likely benefits of this technology for improving safety, it is evident that they need to be confirmed for older drivers, given their age-related disabilities and sensory limitations. Further research is urgently required to ensure that these technologies yield safety benefits without any disbenefits for older drivers.rn
Nigeria ranks one of the highest countries in the world with the largest accident, especially when measured by whiplash associated disorders, whereas, traffic safety education rate, data and information been widely known as preventive indicators have been grossly neglected. In Nigeria, traffic safety enlightenment, awareness, political understanding and appreciation of the problem's magnitude are lacking. This study, therefore, seeks to understand and document the fact that accident causation factors in Nigeria relate more to the problem of development, poverty, knowledge and education as evidenced in most other developing countries. Among the primary accident causation factors on Nigerian roads are: - lack of a transportation system or multi-model integration - sub-standard and obsolete vehicles and road furniture - poor road maintenance, investment and engineering management - paucity of road users' and drivers' knowledge, skill, enlightenment and education of the road Use This paper submits that Nigeria being a developing nation requires purely primitive strategies being cost effective (health wise) than curative measures. It is in this light that an enduring, comprehensive and sustainable traffic safety educational programmes information base and data inventory, analysis and implementations form the focus of this study. This effort will provide basic guidelines framework and implementation procedure for a successful prevention of whiplash associated disorder resulting from road traffic crashes in Nigeria and other parts of the world.
This contribution introduces a number of psychological methods of analysis that are based on the practice-oriented collection of information directly at the site of an accident and that allow for an analysis and coding of the accident causes. Investigation examples and examples of the data combinations with basic medical and technical data are outlined. Objective of the collection is the inter-disciplinary investigation of human factors in the causes of accidents ("human-factor-analysis"). The psychological data are incorporated according to an integrative model for accident causes based on empiric algorithms in the data base of the accident research, where the clustered evaluation potential of comprehensive factors of the accident development can be illustrated. The central theoretical concept for the basic model of the progress of the accident from a psychological point of view comprises psychological indicators for the evaluation of the site of the accident for the analysis of the perception conditions as well as a classification of the gleaned data into the accident progress model according to chronological and local criteria. Perception conditions, action intentions and executions as well as conditions limiting perception and actions are acquired, using a questionnaire for persons involved in an accident, and are also integrated into the data structure concerning weighted feature characteristics as well as combined with other relevant features. Suitable systematization tools for the collection and coding of psychological accident development parameters have to be provided, which require primarily a model image of the corresponding processes from the persons involved in the accident (perceptions, expectations, decisions, actions). The interactive accident model contains components of the models by KÜTING 1990, MC DONALD 1972, SURREY 1969 and RASMUSSEN 1980. Based on the inter-action of the three partial systems "person", "vehicle" and "environment", the first step is the assessment of the situation by the persons involved in the accident. This is dependent on the personal attitudes and motives, on experiences and expectations concerning the progress of the situation. Subsequently, data concerning the manner of the coping with the ambiguous state as well as with the instable state (emergency reaction immediately before the accident occurs) are collected. The factors relating to the persons involved in the accident are gathered on several levels using corresponding questionnaires. The coding of the found and collected characteristics is conducted in a multidimensional evaluation relating to the technical results of the accident reconstruction and of the psychological classification, which are subsequently integrated in coded form into the data base of the accident research. The result of this analysis is a description of the development of the accident depicted on a chronological vector from a perception and decision theoretical perspective. This is explained in detail using exemplary cases.
The average CO2 concentrations relevant to a motorcyclist wearing an integral helmet were measured twenty years ago and found to be alarmingly high. The present study examined gas concentrations typically inhaled by a motorcyclist. Average concentrations of CO2 for persons (n=4) wearing integral motorcycle helmets were measured in the laboratory and the field to facilitate comparison to previous work, and similarly high average concentrations were found: above 2% when stationary, well below 1% for speeds of 50km/h or more. Detailed measurements of the time-dependent CO2 concentrations during normal inhalation showed levels of about half of the corresponding average concentrations, including 1% at standstill, though higher concentrations (4% or more) are inhaled at the beginning of each breath. Opening the visor at standstill lowered the average inhaled concentration only to about 0.8%. The oxygen deficiency is equal to the CO2 concentration, and could also contribute negatively to motorcyclist cognitive abilities.
Interaction of road environment, vehicle and human factors in the causation of pedestrian accidents
(2005)
The UK On-the-Spot project (OTS) completed over 1500 in-depth investigations of road accidents during 2000-2003 and is continuing for a further 3 years. Cases were sampled from two regions of England using rotating shifts to cover all days of the week and all hours of the day and night. Research teams were dispatched to accidents notified to police during the shifts; arrival time to the scene of the accident was generally less than 20 minutes. The methodology of OTS includes sophisticated systems for describing accident causation and the interaction of road, vehicle and human factors. The purpose of this paper is to describe and illustrate these systems by reference to pedestrian accidents. This type of analysis is intended to provide an insight into how and why pedestrian accidents occur in order to assist the development of effective road, vehicle and behavioural countermeasures.
76 severe traffic accidents had been investigated in depth in an ongoing Volkswagen-Tongji University joint accident research project in JiaDing district, Shanghai, PR China since June 2005. With a methodology similar to German accident research units in Dresden and Hannover, a research team proceeds to the scene immediately after the incident to investigate and collect various data on environment, accident occurrence, vehicle state and deformations as well as injuries. The data combined with the results of accident reconstruction will be stored in a database for further statistical and casuistic analysis. The first outcome of the project supports the hypothesis that a main causation for the large number of traffic accidents in China is the lacking of risk awareness in Chinese driver behaviour. Low seat-belt use and the high proportion of vulnerable and poorly protected two-wheelers in traffic are reasons for the high injury and fatality rate in China. The research work shows that accident research in China is feasible and able to give support to tackle one of the urging problems in Chinese development.
The "Seven Steps Method" is an analysis and classification system, which describes the human participation factors and their causes in the temporal sequence (from the perceptibility to concrete action errors) taking into consideration the logical sequence of individual basic functions. By means of the "seven steps" it is possible to describe the relevant human causes of accidents from persons involved in the accident in an economic way with a sufficient degree of exactitude, because the causes can be further differentiated in their value (e.g. diversion as external diversion with regard to impact due to surroundings) and their sub values (e.g. external diversion with regard to impact due to surroundings in the shape of a "capture" of the perception by a prominent object of the traffic environment). Theoretically it is possible that one or more causing moments can be assigned to a person involved in an accident in each of the "seven steps"; however it is also possible to sufficiently clarify the cause in only one level (examples for this are described). In the practice of accident investigation at the site of the accident, the sequence chart is also relevant. With its assistance the questioning of the people involved in an accident can be accomplished in a structured way by assigning a set of questions to each step.
Since the compulsory use of child restraints for children up to 5 years of age was introduced in 2000, restraint use among younger children has increased significantly. However, the observed rate of child restraint use plateaus at around 50%, and apparently little spillover effect has been found for older children who are not covered by the law. This report examines the restraint use patterns for children who were injured in cars in relation to driver and child passenger characteristics. Univariate and multivariate analyses were conducted to describe the association between the outcome measure (the proper use of restraints for children) and relevant variables. Better ways for parents and caregivers to improve the use of restraints for children are also discussed.
The increase in light duty trucks (LDT) on the road in the US is a safety concern because of their aggressivity, or risk they present to occupants of cars, especially in side impacts. We use FARS data to look at fatality trends in frontal and side impacts between cars and LDT. FARS data is also used to determine risk, or fatalities per registered vehicle, imposed on car drivers from other vehicle types. We use NASS CDS data to investigate sources of serious injuries in vehicles with side impact. These sources of injury are categorized into three major groups: 1) contact without intrusion, 2) contact with intrusion, and 3) restraints. We find a greater fraction of intrusion related injuries in cars struck on their side by SUV or pick-up trucks than when they are struck by other cars.
In Finland all fatal motor vehicle accidents are studied in-depth on-the-spot by multidisciplinary (police, road and vehicle engineers, physician and behavioural scientist) road accident investigation teams (legislation 2001, work started 1968), which operate in every province. The purpose of the teams is to uncover risk factors that turned an ordinary driving situation into a serious accident and give safety recommendations for improving road safety. The investigation teams do not take a stand on guilt or insurance compensation. When analysing accidents the teams use the concepts of key event, immediate, background and injury risk factors. Compiled investigation folders of each case contain investigation forms from each member, preinvestigation protocol, photographs, sketches etc. About 500 items of information are collected from each accident party. The collected information is also coded into a computer database. Both the database and the investigation folders are widely utilized by researchers and authorities conducting safety work.
This study aimed to identify the occurrence, type and mechanisms of the traumatic injuries of the vulnerable road users in vehicle collisions, and to determine the effects of human, engineering, and environment factors on traffic accidents and injuries. The pedestrian accident cases were collected in the years 2000 to 2005 from Changsha Wujing hospital China and Accident Research Unit at Medical University Hannover in Germany. A statistic analysis was carried out using the collected accident data. The results from analysis of Changsha data were compared with results from analysis of GIDAS data Hannover. The injury severities were determined using AIS code and ISS values. The results were presented in terms of cause of injuries, injury distributions, injury patterns, injury severity. The factors influenced the injury outcomes were proposed and discussed for the vehicle transport environment and road users. The results were discussed with regard to accident data collection, accident sampling and injury distributions etc. In the urban area of Changsha, motorcycles and passenger cars are most frequently involved in vehicle pedestrian accidents. Head and lower extremities injuries are the predominant types of pedestrian injuries. The pedestrian accidents were identified as vital issue in urban traffic safety and therefore a high priority should be given to this road user group in research of safe urban transportation. In Hannover area, cars are most frequently involved in traffic accidents, injured pedestrians are involved in road traffic of Germany in 13% of all causalities only in 2005 and have nearly the same number as motorcyclists, but the half of bicyclists.
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.
Abstract: The number of accidents that can be attributed to driving under the influence of psychoactive substances (alcohol, drugs, and certain medicines) is constantly on a high level with drugs and medicines proportionally increasing over the years. The overall objective of the EU 6th Framework Programme project DRUID is to gain better knowledge of the various aspects of driving under the influence of drugs, alcohol and medicines. DRUID wants to offer scientific support to EU transport policy makers by suggesting guidelines and measures to combat impaired driving. To reach this ambitious aim a wide range of studies is conducted. The various studies are divided into seven work packages with complex interdependencies. There are experimental studies assessing the effects of single and combined psychoactive substances on driving performance (WP1) as well as epidemiological studies aiming to assess the situation in Europe regarding prevalence of alcohol and other psychoactive substances in drivers (WP2).The principal objective of these studies is to gain relative risk estimates for traffic accident involvement of drivers impaired by psychoactive substances and to recommend substance concentration thresholds. A theoretical framework which allows the integration of the experimental and epidemiological findings serves as a fundament for developing these recommendations. WP3 aims at improving the possibilities of detecting drug driving in Europe. Police forces evaluate practically (under realistic enforcement conditions) oral fluid screening devices. A scientific evaluation of oral fluid screening devices and other methods (i.e. roadside checklists of signs of impairment) is done as well. The outcome of the practical and scientific evaluations serves as input to cost-benefit analyses of enforcement.
Ausgehend von den in der internationalen Maßnahmendiskussion zur Fahranfängersicherheit genannten Anforderungen an erfolgversprechende Maßnahmenansätze und den zurückliegenden Maßnahmenerfahrungen in Deutschland werden in einem ersten Schritt die zur Erprobung eingeführten Modelle "Begleitetes Fahren ab 17" und "Freiwillige Fortbildungsseminare für Fahranfänger" (Zweite Fahrausbildungsphase) darauf betrachtet, ob sie sich als neue und weiterführende Lösungsansätze empfehlen. In einem zweiten Schritt wird die Betrachtung auf weitere Maßnahmenbereiche ausgedehnt. Dabei werden Entwicklungsperspektiven in der Fahrausbildung, der Fahrerlaubnisprüfung, der Fahrerlaubnis auf Probe, der Sicherheitskommunikation, der Verkehrserziehung sowie der Anwendung computergestützter interaktiver Multimedia-Lernprogramme in der Fahranfängervorbereitung skizziert. Die Ergebnisse münden in Handlungsempfehlungen für die künftige Ausgestaltung der unfallpräventiven Maßnahmensystems für Fahranfänger und junge Fahrer in Deutschland.
Entgegen populären Meinungen, welche älteren Kraftfahrern ein generelles Gefahrenpotenzial für die allgemeine Verkehrssicherheit zuschreiben, weisen die Unfallstatistiken eher auf eine besondere Gefährdung dieser Gruppe von Verkehrsteilnehmern hin, woraus sich Forderungen nach einer zielgruppenspezifischen Verkehrssicherheitsarbeit begründen. Maßnahmen zur Erhöhung der Verkehrssicherheit sollten sich nicht auf einzelne Ansatzpunkte beziehen, sondern integrativ die Verhaltenspotenziale auf Seiten des älteren Fahrers selbst und auch die Kontextfaktoren der Fahrsituation berücksichtigen. Zudem sollten Verkehrssicherheitsmaßnahmen für ältere Fahrer auf einen möglichst langen, aber auch sicheren Erhalt der Fahrkompetenz zielen und somit einen Beitrag zur individuellen Lebensqualität und gesellschaftlichen Teilhabe leisten. Neben einem stärkeren Einbezug älterer Menschen in die Planung verkehrssicherheitsrelevanter Maßnahmen und damit einer bedarfsgerechteren Gestaltung, sollte dabei auch verstärkt auf die Eigenverantwortung des älteren Fahrers referiert werden. Die Ergebnisse von Forschungsprojekten welche modellhaft Angebote zur freiwilligen Selbstprüfung der Fahrkompetenz unterbreiteten beziehungsweise die Meinung älterer Fahrer zu Angeboten dieser Art erfassten, weisen darauf hin, dass das Interesse innerhalb der Zielgruppe durchaus vorhanden ist. Es scheint angezeigt das Eigeninteresse älterer Kraftfahrer aufzugreifen und das Angebot personenzentrierter Ansätze zur Erhöhung der Verkehrssicherheit, wie beispielsweise freiwillige Überprüfungen der Fahrkompetenz und Schulungen zur Erhaltung der Fahrkompetenz, auszuweiten. Bei der Ausarbeitung verkehrsplanerischer Konzepte sollte zukünftig auch verstärkt den zu erwartenden demographischen Veränderungen der Verkehrsteilnehmer Rechnung getragen werden und durch eine weniger komplexe Gestaltung die Nutzungsbedingungen - nicht nur zugunsten älterer Fahrer - sondern im Sinne eines transgenerationalen Designs für alle Fahrer optimiert werden. Zudem sollte durch eine stärkere Berücksichtigung alternativer Mobilitätsformen zum Auto dazu beigetragen werden, dass wenn tatsächlich die Kompensationsspielräume ausgeschöpft sein sollten, für den älteren Menschen geeignete Mobilitätsalternativen verfügbar sind und der Verzicht auf die Automobilität nicht gleichbedeutend mit einer Aufgabe der Mobilität ist.
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.
Das Unfallrisiko junger Fahrer - Bestandsaufnahme und Überlegungen zu wirksamen Gegenmaßnahmen
(2010)
Junge Fahrer - vor allem männlichen Geschlechts - haben ein überdurchschnittlich hohes Unfallrisiko. Der Straßenverkehrsunfall ist Todesursache Nummer eins für Jugendliche. Sie haben unter der Bevölkerung den größten Anteil an verlorenen Lebensjahren. Besonders gefährdet sind Motorradfahrer. An Wochenenden und nachts ist die Unfallwahrscheinlichkeit und -häufigkeit extrem. Auch in Ländern, die hohe Anstrengungen unternehmen, um die Sicherheit im Straßenverkehr zu erhöhen und insgesamt erfolgreich sind, zeigt sich, dass die 18- bis 24-Jährigen häufiger verunfallen als die übrigen Verkehrsteilnehmer und schwerere Folgen davontragen. Die jugendliche Persönlichkeit hat einen prädominanten Einfluss auf das Fahrverhalten. Hintergründe dafür sind die hohe Risikobereitschaft, das Spannungs- und Reizbedürfnis, der Wunsch, Grenzen auszuloten sowie Gruppeneinflüsse oder Renommierverhalten. Daneben spielt allerdings auch die geringe Erfahrung eine Rolle, die zu dreierlei Problemen führen kann: - Neulenker sehen oft die Gefahr nicht, in welcher sie sich befinden, oder - sie unterschätzen die wahrgenommene Gefahr,oder - sie ueberschätzen ihre Fahrkunst und glauben, die Gefahr meistern zu können. In den letzten Jahren wurden in verschiedenen Ländern jedoch auch Fortschritte erzielt. Empfehlenswerte Maßnahmen ergeben sich bei der Ausbildung, wo neue Methoden angewandt werden, eine zweite Phase eingeführt wurde, spezielle Kampagnen konzipiert werden oder fahrzeugtechnische Modifikationen veranlasst wurden. Auch die Nachschulung für junge Lenker, wo nötig, zeitigt Wirkung. Weitere Anstrengungen sind je nach Land oder Region notwendig, insbesondere hinsichtlich der Hauptursachen für schwere Unfälle: Geschwindigkeit, Alkohol und Nicht-Anlegen des Sicherheitsgurtes. Hier lassen sich besondere Maßnahmen für Neulenker vorsehen. Daneben müssen gesellschaftliche Einflüsse, etwa die Wirkung der Automobilwerbung und -berichterstattung auf Jugendliche, berücksichtigt werden.
Over 3,814 young drivers died in European Countries in 2004. Based on the recent OECD study: "Young drivers: the road to safety" (OECD, 2006), this paper addresses the question of the factors contributing to this high risk, and it draws together the experiences of many countries in reducing this risk. The comparisons across countries show that young driver safety is related to the quality of the traffic system. Safe countries have also safe young drivers, demonstrating that raising general safety levels is beneficial for young novice drivers. The analysis of the developments over time reveals that young males in contrast to young females have not benefited enough from the latest safety measures, indicating the need for a better understanding of the nature of the young male driver accident proneness. Although, recent studies on brain development indicate that youngsters may not be sufficiently physiologically matured to handle complex and dangerous tasks such as car driving, crash patterns indicate that enhanced driving experience may have protective effects. The paper closes with a 9 point policy plan. The full OECD report (258 pages) can be downloaded for free from http://internationaltransportforum.org/Pub/pdf/06YoungDrivers.pdf.
Im September 2005 wurde erstmals eine FERSI Scientific Road Safety Research Conference durchgeführt. Mit der Konferenz sollten Resultate und Bearbeitungsstände der gemeinsamen europäischen Forschungsprojekte der FERSI Mitglieder präsentiert werden. Darüber hinaus sollten die Ergebnisse wichtiger nationaler Forschungsprojekte eingebunden sowie den Projektbearbeitern Gelegenheit zum internationalen "Networking" gegeben werden. Wolfgang Hahn, Leiter der Abteilung Straßenbau und Straßenverkehr beim Bundesministerium für Verkehr-, Bau- und Wohnungswesen unterstrich in seiner Eröffnungsrede die Notwendigkeit einer in Europa koordinierten Verkehrssicherheitsforschung, um gemeinsam zu einer Verbesserung der Straßenverkehrssicherheit zu gelangen. Aus Sicht des Leiters des Referates "Sicherheit im Straßenverkehr" der DG TREN, Dimitrios Theologitis, besteht die zentrale Aufgabe der zukünftigen europäischen Verkehrssicherheitsforschung in der Entwicklung und Verbreitung von "Best Practices". Auch er betonte, dass die Verkehrssicherheitsprobleme in Europa auch in Zukunft nur durch eine enge Zusammenarbeit der EU-Mitgliedsländer im Bereich der Forschung und durch die Umsetzung der dabei erzielten Forschungsergebnisse zu lösen seien.rnIm Anschluss an die Eröffnungsreden stellten Rune Elvik, TOI (Norwegen), Marc Gaudry, INRETS (Frankreich), David Lynam, TRL (United Kingdom) und Dr. Rudolf Krupp, BASt (Germany), in ihren Vorträgen herausragende Forschungsergebnisse im Bereich der Straßenverkehrssicherheit vor. Die sich an diese erste Vortragsrunde anschließenden Workshops waren entsprechend der Themenschwerpunkte "Daten, Strategien und Kommunikation", "Verhalten und Aufklärung" sowie "Technische Anwendungsmöglichkeiten" unterteilt. Jeder Themenschwerpunkt wurde durch 4 nacheinanderfolgende Workshops abgedeckt. In einer abschließenden Sitzung wurden die wichtigsten Ergebnisse der einzelnen Workshops vom jeweiligen Chairman des Workshops dem gesamten Plenum vorgestellt. rn
Das einwohnerbezogene Risiko, im Laufe eines Jahres im Straßenverkehr zu sterben, steigt bei Kindern und Jugendlichen von 17 Getöteten je 1 Mio. Einwohner im Kindesalter über, 112 Getötete je 1 Mio. Einwohner im Alter von 15 bis 17 Jahren bis zu 207 Getötete je 1 Mio. Einwohner und Jahr im Alter zwischen 18 und 24 Jahren. Das ist ein Anstieg um das 12fache. Vor diesem Hintergrund wird im Programm für mehr Sicherheit im Straßenverkehr des BMVBW des Jahres 2001, (Seite 14) gefordert ...Verkehrserziehung in der Schule in allen Jahrgangsstufen durchführen... Die Ergebnisse der Studie "Verkehrserziehung in der Sekundarstufe" stellten die Grundlage dieses Kolloquiums dar. Rund hundert Experten aus dem Bereich Verkehrserziehung nahmen an der Veranstaltung teil, darunter die für Verkehrserziehung zuständigen Referenten der Länder, Fachberater für Verkehrserziehung, Lehrer und Polizeibeamte und zahlreiche Vertreter wissenschaftlicher Institute, der Lehrerfortbildung und der Verbände, die sich mit der Verkehrs- und Mobilitätserziehung befassen. Horst Weishaupt präsentierte die Ergebnisse der von der Bundesanstalt für Straßenwesen in Auftrag gegebenen Studie zur Situation der Verkehrserziehung in der Sekundarstufe. Dabei stellte er unter anderem dar, dass die Verkehrserziehung im Denken vieler Lehrer und Lehrerinnen keine wesentliche Rolle spielt. Er verwies aber auch darauf, dass die Situation der Verkehrserziehung je nach Schulart, Jahrgangsstufe, Größe der Schule und Bevölkerungsdichte unterschiedlich ist. Horst Roselieb vom niedersächsischen Kultusministerium hinterfragte die KMK-Empfehlungen für Verkehrserziehung von 1994 vor dem Hintergrund der "Weishauptstudie". In seinem Vortrag "Vom Ringen der Schulen um Wirksamkeit" betrachtete Michael Felten die Ergebnisse der Studie aus der Sicht des Lehrers und vor dem Hintergrund der allgemeinen Diskussion um den Zustand der Schule von heute. Er plädierte dafür, die Schüler stärker zu fordern und über den sich einstellenden Lernerfolg die Freude an der Leistung und am Lernen zu erhöhen. In Workshops wurden die Ergebnisse der Studie diskutiert. In Workshop I: "Verkehrs- und Mobilitätserziehung in der Sekundarstufe: Chancen, Ziele, Grenzen" forderten die Teilnehmer - den Stellenwert der Verkehrs- und Mobilitätserziehung künftig zu erhöhen. - Die Empfehlungen für Verkehrserziehung der KMK auf Umsetzbarkeit und Akzeptanz in der Lehrerschaft zu überprüfen. - Klarheit hinsichtlich der wesentlichen Inhalte, Ziele und Methoden der Verkehrs-/Mobilitätserziehung zu schaffen. - Verkehrs- und Mobilitätserziehung in den Lehrplänen aller Bundesländer zu verankern. - Inhalte der Verkehrs-/Mobilitätserziehung überprüfbar zu machen. - Verkehrserziehung in die Lehrerausbildung zu integrieren. - Die Lehrerfortbildung zu verstärken. - Verkehrserziehung als kontinuierliche Aufgabe zu verstehen, die alle Altersgruppen einschließt. Die Teilnehmer am Workshop II "Unterrichtsangebote für Verkehrs- und Mobilitätserziehung durch Verbände und Verlage" kamen unter anderem zu folgenden Ergebnissen: - Angebote für Verkehrs- und Mobilitätserziehung sollten folgende Kriterien erfüllen: -- schneller und wiederholbarer Einsatz, -- geringer Organisationsaufwand, -- kurze Vorbereitungszeit, - Angebote sollten moderne Anspracheformen beinhalten: -- Gruppenerfahrung fördern, -- aktive Mitarbeit beinhalten, -- praktische Erfahrungen einbeziehen, - In der Aus-, Fort- und Weiterbildung der Lehrer muss Verkehrs- und Mobilitätserziehung inhaltlich und methodisch einbezogen werden. Im Workshop III "Wissenschaftliche Studien an Schulen" wurde unter anderem gefordert bei der Durchführung bundesweiter Studien - die Genehmigungsverfahren anzugleichen, -und gegebenenfalls Standards für den Datenschutz zu schaffen. Insgesamt fand das Kolloquium bei den Teilnehmern eine sehr positive Resonanz. Auf der Basis der erarbeiteten Anregungen zur Verbesserung der Verkehrserziehung an weiterführenden Schulen, sollen jetzt in einer Arbeitsgruppe der Bundesanstalt für Straßenwesen, in der alle für Verkehrserziehung zuständigen Referenten der Länder vertreten sind, umsetzbare Lösungsvorschläge erarbeitet werden.
Der Allgemeine Deutsche Automobilclub e. V. (ADAC) und die Bundesanstalt für Straßenwesen (BASt) veranstalteten am 7. und 8. Oktober 2003 in Wiesbaden ihr 5. Symposium "Sicher fahren in Europa". Nach 1991, 1994, 1997 und 2000 trafen sich erneut über 200 Fachleute aus Wissenschaft, Politik, Verwaltung, Industrie, Wirtschaft und Verbänden aus ganz Europa und einigen außereuropäischen Ländern, trugen neue Forschungsergebnisse vor und erörterten aktuelle Ansätze zur Erhöhung der Sicherheit im Straßenverkehr. Dabei ging es in Vortrags- und Diskussionsbeiträgen vor allem darum, folgende verkehrspolitischen Herausforderungen und Entwicklungen für eine europaweite Verkehrssicherheitsarbeit zu beleuchten: - die Umsetzung des 3. Verkehrssicherheits-Aktionsprogrammes der EU-Kommission bis 2010, dessen Diskussion gerade begonnen hat, - die zusätzlichen Probleme und Herausforderungen für die Verkehrssicherheit, die ab 2004 durch den EU-Beitritt von 10 weiteren Mitgliedsländern entstehen, - das Bestreben vieler EU-Mitgliedsstaaten, ihre nationale Identität und ihre regionalen Besonderheiten auch auf dem Gebiet der Verkehrssicherheit zu bewahren, um die Akzeptanz und Effizienz von praktischen Maßnahmen zu sichern, ein Ziel, dem sich auch der "EU-Konvent zur Zukunft Europas" verschrieben hat. Diesen ebenso aktuellen wie grundsätzlichen Anforderungen entsprach das Veranstaltungsprogramm mit seinen verkehrspolitischen Eröffnungs-vorträgen und mit drei Fachsitzungen - zur Verbesserung der Fahrzeugsicherheit, - der Verbesserung der Straßensicherheit und - zur Verbesserung des Verhaltens von Verkehrsteilnehmern. Eine Podiumsdiskussion "Zur Harmonisierung von Verkehrsüberwachung und Sanktionen" schloss die Veranstaltung ab.