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A methodology to derive precision requirements for automatic emergency braking (AEB) test procedures
(2015)
AEB Systems are becoming important to increase traffic safety. Test procedures in testing for consumer information, manufacturer self-certification and technical regulations are used to ensure a certain minimum performance of these systems. Consequently, test robustness, test efficiency and finally test cost become increasingly important. The key driver for testing effort and test costs is the required repeatable accuracy in a test design - the higher the accuracy, the higher effort and test costs. On the other hand, the performance of active safety systems depends on time discretization in the environment perception and other sub-systems: for instance, typical sensors supply information with a cycle time of 50 - 150 ms. Time discretization results in an inherent spread of system performance, even if the test conditions are perfectly equal. The proposed paper shows a methodology to derive requirements for a test setup (e.g. test repeats, use of driving robots, ...) as function of AEB system generation and rating method (e.g. Euro NCAP points awarded, pass/fail, ...). While the methodology itself is applicable to AEB pedestrian and AEB Car-Car scenarios, due to the lack of sufficient test data for AEB Car-Car, the focus of this paper is on AEB pedestrian scenarios. A simulation model for the performance of AEB Pedestrian systems allows for the systematic variation of the discretization time as well as test condition accuracy. This model is calibrated with test results of 4 production vehicles for AEB Pedestrian, all fully tested by BASt according to current Euro NCAP test protocols. Selected parameters to observe the accuracy of the test setup in case of pedestrian AEB is the calculated impact position of pedestrian on the vehicle front (as if no braking would have occurred), and the test vehicle speed accuracy. These variable was shown in real tests to be repeatable in the range of ± 5 cm and ± 0,25 km/h, respectively, with a fully robotized state of the art test setup. The sensitivity of AEB performance (measured in achieved speed reduction as well as overall rating result according to current Euro NCAP rating methods) towards discretization and the sensitivity of performance towards test accuracy then is compared to identify economic yet robust test concepts. These comparisons show that the available repeatability accuracy of current test setups is more than sufficient for today's AEB system capabilities. Time discretization problems dominate the performance spread especially in test scenarios with a limited pedestrian dummy reveal time (e.g. child behind obstruction, running adult scenarios with low car speeds). This would allow to increase test tolerances to decrease test cost. A methodology which allows to derive the required tolerances in active safety tests might be valuable especially for NCAPs of emerging countries that do not have the necessary equipment (e.g. driving robots, positioning units) available for the full-scale and high tolerance EuroNCAP active safety procedures yet still want to rate active safety systems, thus improving the global safety.
Accidents between right turning trucks and straight riding cyclists often show massive consequences. Accident severity is much higher than in other accidents. The situation is critical especially due to the fact that, in spite of the six mirrors that are mandatory for ensuring a minimum field of sight for the truck drivers, cyclists in some situations cannot be seen or are not seen by the driver. Either the cyclist is overlooked or is in a blind spot area that results from the turning manoeuvre of the truck and its articulation if it is a truck trailer or truck semitrailer combination. At present driver assistance systems are discussed that can support the driver in the turning situation by giving a warning when cyclists are riding parallel to the truck just before or in the turning manoeuvre. Such systems would generally bear a high potential to avoid accidents of right turning trucks and cyclists no matter if they ride on the road or on a parallel bicycle path. However, performance requirements for such turning assist systems or even test procedures do not exist yet. This paper describes the development of a testing method and requirements for turning assist systems for trucks. The starting point of each development of test procedures is an analysis of accident data. A general study of accident figures determines the size of the problem. In-depth accident data is evaluated case by case in order to find out which are representative critical situations. These findings serve to determine characteristic parameters (e.g. boundary conditions, trajectories of truck and cyclist, speeds during the critical situation, impact points). Based on these parameters and technical feasibility by current sensor and actuator technology, representative test scenarios and pass/fail-criteria are defined. The outcome of the study is an overview of the accident situation between right turning trucks and straight driving cyclists in Germany as well as a corresponding test procedure for driver assistance systems that at this first stage will be informing or warning the driver. This test procedure is meant to be the basis for an international discussion on introducing turning assist systems in vehicle regulations.
In the paper it is investigated to what extend one can extrapolate the detailed accident database GIDAS (German In-Depth Accident Study), with survey area Hanover and Dresden region, to accident behavior in other regions and countries within Europe and how such an extrapolation can be implemented and evaluated. Moreover, it is explored what extent of accident data for the target country is necessary for such an extrapolation and what can be done in situations with sparse and low accident information in a target region. It will be shown that a direct transfer of GIDAS injury outcomes to other regions does not lead to satisfactory results. But based on GIDAS and using statistical decision tree methods, an extrapolation methodology will be presented which allows for an adequate prediction of the distribution of injury severity in severe traffic accidents for European countries. The method consists essentially of a separation of accidents into well-described subgroups of accidents within which the accident severity distribution does not vary much over different regions. In contrast the distribution over the various subgroups of accidents typically is rather different between GIDAS and the target. For the separation into the subgroups meaningful accident parameters (like accident type, traffic environment, type of road etc.) have been selected. The developed methodology is applied to GIDAS data for the years 1999-2012 and is evaluated with police accident data for Sweden (2002 to 2012) and the United Kingdom (2004 to 2010). It is obtained that the extrapolation proposal has good to very good predictive power in the category of severe traffic accidents. Moreover, it is shown that iterative proportional fitting enables the developed extrapolation method to lead to a satisfactory extrapolation of accident outcomes even to target regions with sparse accident information. As an important potential application of the developed methodology the a priori extrapolation of effects of (future) safety systems, the operation of which can only be well assessed on the basis of very detailed GIDAS accident data, is presented. Based on the evaluation of the presented extrapolation method it will be shown that GIDAS very well represents severe accidents, i.e. accidents with at least one severely or fatally injured person involved, for other countries in Europe. The developed extrapolation method reaches its limits in cases for which only very little accident information is available for the target region.
Euro NCAP will start to test pedestrian Automatic Emergency Braking Systems (AEB) from 2016 on. Test procedures for these tests had been developed by and discussed between the AsPeCSS project and other initiatives (e.g. the AEB group with Thatcham Research from the UK). This paper gives an overview on the development process from the AsPeCSS side, summarizes the current test and assessment procedures as of March 2015 and shows test and assessment results of five cars that had been tested by BASt for AsPeCSS and the respective manufacturer. The test and assessment methodology seems appropriate to rate the performance of different vehicles. The best test result - still one year ahead of the test implementation - is around 80%, while the worst rating result is around 10%. Other vehicles are between these boundaries.
The EVERSAFE project addressed many safety issues for electric vehicles including the crash and post-crash safety. The project reviewed the market shares of full electric and hybrid vehicles, latest road traffic accident data involving severely damaged electric vehicles in Europe, and identified critical scenarios that may be particular for electric vehicles. Also, recent results from international research on the safety of electric vehicles were included in this paper such as results from performed experimental abuse cell and vehicle crash tests (incl. non-standardized tests with the Mitsubishi i-MiEV and the BMW i3), from discussions in the UN IG REESS and the GTR EVS as well as guidelines (handling procedures) for fire brigades from Germany, Sweden and the United States of America. Potential hazards that might arise from damaged electric vehicles after severe traffic accidents are an emerging issue for modern vehicles and were summarized from the perspective of different national approaches and discussed from the practical view of fire fighters. Recent rescue guidelines were reviewed and used as the basis for a newly developed rescue procedure. The paper gives recommendations in particular towards fire fighters, but also to vehicle manufacturers and first-aiders.
Since the beginning of the testing activities related to passive pedestrian safety, the width of the test area being assessed regarding its protection level for the lower extremities of vulnerable road users has been determined by geometrical measurements at the outer contour of the vehicle. During the past years, the trend of a decreased width of the lower extremity test and assessment area realized by special features of the outer vehicle frontend design could be observed. This study discusses different possibilities for counteracting this development and thus finding a robust definition for this area including all structures with high injury risk for the lower extremities of vulnerable road users in the event of a collision with a motor vehicle. While Euro NCAP is addressing the described problem by defining a test area under consideration of the stiff structures underneath the bumper fascia, a detailed study was carried out on behalf of the European Commission, aiming at a robust, worldwide harmonized definition of the bumper test area for legislation, taking into account the specific requirements of different certification procedures of the contracting parties of the UN/ECE agreements from 1958 and 1998. This paper details the work undertaken by BASt, also serving as a contribution to the TF-BTA of the UN/ECE GRSP, towards a harmonized test area in order to better protect the lower extremities of vulnerable road users. The German In-Depth Accident Database GIDAS is studied with respect to the potential benefit of a revised test area. Several practical options are discussed and applied to actual vehicles, investigating the differences and possible effects. Tests are carried out and the results studied in detail. Finally, a proposal for a feasible definition is given and a suggestion is made for solving possible open issues at angled surfaces due to rotation of the impactor. The study shows that, in principle, there is a need for the entire vehicle width being assessed with regard to the protection potential for lower extremities of vulnerable road users. It gives evidence on the necessity for a robust definition of the lower extremity test area including stiff and thus injurious structures at the vehicle frontend, especially underneath the bumper fascia. The legal definition of the lower extremity test area will shortly be almost harmonized with the robust Euro NCAP requirements, as already endorsed by GRSP, taking into account injurious structures and thus contributing to the enhanced protection of vulnerable road users. After finalization of the development of a torso mass for the flexible pedestrian legform impactor (FlexPLI) it is recommended to consider again the additional benefit of assessing the entire vehicle width.
During the past five years, a Euro NCAP technical working group on pedestrian safety has been working on improving test and assessment procedures for enhanced passive pedestrian safety. After harmonizing the tools and procedures as much as possible with legislation, the work was mainly focused on the development of grid procedures for the pedestrian body regions head, upper leg with pelvis and lower leg with knee. Furthermore, the test parameters for the head and the upper leg were revised, a new lower legform impactor was introduced and the injury thresholds were adjusted or, where necessary, the injury criteria were changed. Finally, the assessment limits and colour scheme were refined, widening the range and adding two more colours in order to provide a more detailed description of the pedestrian safety performance. By abstaining from an assessment based on a worst point selection philosophy, the improved test point determination procedures that were introduced during the years 2013 and 2014 give a more homogeneous, high resolution picture of the pedestrian safety performance of the vehicle frontends. By using a uniform grid for each test zone approximately 200 test points, evenly distributed within each area, can now be assessed per vehicle. The introduction of the flexible pedestrian legform impactor in 2014 enables a more realistic injury prediction of the knee and the tibia using a biofidelic test tool. With the new upper legform test that has been launched in 2015 the assessment in that area is now focusing on the injured body region instead of the injury causing vehicle part and thus is aligned with the approach in the remaining body regions head and lower leg. At the same time, a monitoring test with the headform impactor against the bonnet leading edge is closing the possible gap between the test areas to identify injury causing vehicle parts that moved out of focus due to the introduction of the new upper legform test. The paper describes the new test and assessment procedures with their underlying philosophy and gives an outlook in terms of open issues, specifying the needs for further improvement in the future. In parallel to the work of the pedestrian subgroup, a Euro NCAP working group on heavy vehicles introduced a set of protocol changes in 2011 that were related to the assessment of M1 vehicles derived from commercial vehicles, with a gross vehicle weight between 2.5 and 3.5 tons and 8 or 9 seats. The paper also investigates the applicability of the new pedestrian test and assessment procedures to heavy vehicles.
Upcoming test procedures and regulations consider the use of Q-dummies. Especially Q6 and Q10 will be introduced to assess the safety of child occupants in vehicle rear seats. Therefore detailed knowledge of these dummies is important to improve safety. As recent studies have shown, chest deflection measurements of both dummies are influenced by parameters like belt geometry. This could lead to a non optimized design of child restraint systems (CRS) and belt systems. The objective of this study is to obtain a more detailed understanding of the sensitivity of chest measurements to restraint parameters and to investigate the possibilities of chest acceleration as an alternative for the assessment of chest injury risks. A study of frontal impact sled tests was performed with Q6 and Q10 in a generic rear seat environment on a bench. Belt parameters like modified belt attachment locations were varied. For the Q6 dummy, different positioning settings of the CRS (booster with backrest) and of the dummy itself were investigated. The Q10 dummy was seated on a booster cushion. Here the position of the upper belt anchorage point was varied. To simulate the influence of vehicle rotation in the ODB crash configuration, the bench was pre-rotated on the sled in additional tests with the Q10. This configuration was tested with and without pretensioner and load limiter. Chest deflection in Q6 showed a high sensitivity to changes in positioning of the CRS and the dummy itself. A more slouched position of the CRS or dummy resulted in a reduction of measured chest deflection, whereas chest acceleration increased for a more slouched position of the CRS. Chest deflection in Q10 is sensitive to belt geometry as already shown in other studies. In a more outboard position of the shoulder belt anchorage the measured chest deflection is higher. Chest acceleration shows the opposite tendency, which is highest for the rearmost location of the upper belt anchorage. On a pre-rotated bench the highest chest deflection within this test series was observed without load limiter/pretensioner and an outboard belt position. By optimizing the belt location and the use of pretensioner/load limier the chest deflection was significantly reduced. For the Q6 a criterion based on chest acceleration as well as deflection measured at two locations might be the most reliable approach, which requires further research with an additional upper deflection sensor. In the Q10 the measured chest deflection does not always correctly reflect the severity of chest loading. The deflection is depending on initial belt position and restraint parameters as well as test conditions, which result in different directions of belt migration. A3ms chest acceleration might be a better indicator for severity of chest loading independent of different conditions like belt geometries. However, in some cases the benefit of an optimized restraint system could only be shown by deflection. These findings suggest that further research is needed to identify a chest injury assessment method, which could be based on deflection as well as acceleration or other parameters related to belt to occupant interaction.
Frontal impact is still the most relevant impact direction in terms of injury causation amongst car occupants. Especially for car-to-car frontal impacts the mass ratio between the involved vehicles has a significant impact on the injury risk (the heavier the opponent car the higher the injury risk). In order to address this issue frontal Mobile Deformable Barrier test procedures have been developed world-wide (for example the MPDB procedure that was fully described during the FIMCAR Project). The objective of this study was to investigate how vehicles of different weight classes perform in a mobile barrier test procedure compared to a fixed barrier test procedure (the full width rigid and offset deformable barrier test). Beyond that, the influence of vehicle mass and vehicle deformation on injuries was evaluated based on real world accident data. Five vehicle types were selected and tested in a fixed offset test procedure (ODB), a full width rigid barrier test procedure (FWRB) and a mobile offset test procedure (MPDB). For the accident analyses data from the German In-Depth Accident Study (GIDAS) was evaluated with a focus on MAIS 2+ injured belted front row car (UN-R 94 compliant cars) occupants in frontal impact accidents. Test data indicates higher dummy loadings, in particular for the head acceleration and chest acceleration, in the MPDB test for the vehicles with a mass lighter than the trolley (1,500 kg) compared to the FWRB test. The trend of increased vehicle stiffness (especially illustrated by tests with the MPDB and small cars) shows the need of a further improvement of passive restraint systems to reduce the occupant loading and with it the injury risk. The analyzed GIDAS data confirm the higher injury risk for occupants in cars with an accident weight of less than 1,500 kg compared to those with a crash weight above 1,500 kg in car-to-car and car-to-object or car-to-HGV, respectively. Furthermore the injury risk increases with decreasing mass ratio (i.e., the opponent car is heavier) in car-to-car accidents. Independent from the higher injury risk, the risk for passenger compartment intrusion in frontal impact appears not to be independent on the crash weight of the car.
This paper deals with the determination of test criteria for the durability assessment of polyvinyl chloride (PVC)-based geosynthetic barriers (GBR-P) products in tunnel sealing systems. In the project different products for road tunnel application are investigated by systematic long time storage in hot water using a new test procedure based on SIA V 280 standard (test no. 13) and EN 14415. The objective of this research project is to derive suitable exposure conditions and criteria for a practical testing procedure with regard to service lifetimes of up to 100 years. For that test temperature and time as well as the best suitable test medium have been investigated in a structured way. To verify the results of the new test procedure the material properties of GBR-P samples removed from older road tunnels are investigated. Based on the presented results of the still on-going research program some preliminary conclusions regarding the updating of the German regulations for road tunnel sealing systems (ZTV-ING part 5 section 5 and TL/TP KDB) are given.
Tunnel in Spritzbetonbauweise werden in der Regel mit einem Abdichtungssystem aus Kunststoffdichtungsbahnen (KDB) gegen das anstehende Bergwasser abgedichtet. Die Tunnelabdichtungen aus KDB müssen dabei über die gesamte Nutzungsdauer des Bauwerks von in der Regel 130 Jahren zuverlässig ihre Funktion erfüllen. Ein einfacher Austausch der KDB oder der Einbau einer gleichwertigen Alternative ist in der Regel nicht, oder nur mit erheblichem Aufwand möglich. Bislang existieren national und international keine abgesicherten Prüfkriterien, die eine Bestimmung der Langzeitbeständigkeit von KDB über die geforderte Nutzungsdauer von mindestens 100 Jahren ermöglichen. Im vorliegenden Beitrag werden Untersuchungsergebnisse eines BASt Forschungsprojektes präsentiert, in dem Prüfkriterien für die Abschätzung der Langzeitbeständigkeit von KDB aus PVC-P hergeleitet werden. In diesem Projekt werden verschiedene marktübliche KDB für die Tunnelabdichtung mit einem beschleunigten Prüfverfahren "Lagerung in heißem Wasser" systematisch auf ihr Alterungsverhalten hin untersucht. Das hierfür verwendete Immersionsprüfverfahren wurde neu entwickelt und basiert auf der SIA V 280 (Prüfung Nr. 13) und DIN EN 14415. Ziel der Untersuchungen ist es, die erforderlichen Prüfkriterien zu definieren, die für eine praxisgerechte Abschätzung der Nutzungsdauer von mindestens 100 Jahren erforderlich sind. Hierfür werden beispielsweise die Einlagerungsdauer, die Einlagerungstemperatur und das Prüfmedium strukturiert untersucht. Zum Vergleich der Prüfergebnisse aus dem Immersionsprüfverfahren werden Untersuchungen an ausgebauten KDB Proben aus 2 älteren Straßentunneln herangezogen. Die Ergebnisse des Forschungsvorhabens sollen in die Fortschreibung des nationalen Regelwerks für den Straßentunnelbau (TL/TP KDB) einfließen.
Vorgestellt werden Ergebnisse aus der Untersuchung "Vergleich verschiedener Modellierungsprogramme zur Berechnung von Luftschadstoffen". Die Untersuchung wurde begleitend zu der Pilotstudie "NO2-Reduktion an Ti02-dotierten Lärmschutzwänden (LSW) an der A1" durchgeführt. Projektziel war der Vergleich von drei Ausbreitungsmodellen sowie die Auswahl eines geeigneten Modells für ein zu entwickelndes Online-Monitoring-System. Es wurde festgestellt, dass sich die Modellergebnisse infolge der Umsetzung kleinräumiger Details unterscheiden sowie dass alle Modelle lediglich geringe NOx-Minderungen in Folge der katalytischen Oberflächenbeschichtung anzeigen. In den numerischen Modellen wird die photokatalytische Wirkung der Ti02-beschichteten Lärmschutzwand über einen Depositionsprozess berücksichtigt. Unter Berücksichtigung der Hintergrundbelastung und der NOx-NO2-Umwandlung würde sich die Wirkung des Katalysators im Maximum auf weniger reduzieren. Die Messungen zeigten keine eindeutige Wirkung bezüglich der Immissionskonzentrationen im Bereich der beschichteten beziehungsweise unbeschichteten LSW an.
Es werden erste Ergebnisse des von der Bundesanstalt für Straßenwesen (BASt) geförderten Forschungsprojekts "Hauptstudie zur Wirksamkeit von Tunnelwänden als Träger photokatalytischer Oberflächen" (FE 9.0184/2011/ARB) vorgestellt. Ziel war die Erarbeitung von technischen Lösungen zur Stickoxidreduktion an einem Tunnelstandort durch die Konzeptionierung und den Bau abgeschlossener photokatalytischer Reaktoren (Tunnelkassetten) sowie deren Validierung im Tunnel "Rudower Höhe" an der Bundesautobahn A113 in Berlin. Dabei wird künstliches UV-Licht als Energiequelle für den Schadstoffabbau eingesetzt. Es wird speziell über die Modellierungen berichtet, mit Hilfe derer die Tunnelkassetten sowohl strömungstechnisch als auch in Hinblick auf den photokatalytischen Abbauwirkungsgrad optimiert wurden.
Vorgestellt werden Vorgehensweise, Datenaufbereitung, Modellaufbau und Ergebnisse des BASt-Projekts "Numerische Simulation der Stickoxidminderung durch photokatalytische Oberflächen an Verkehrswegen". Die Vorteile des Konzepts liegen in der Berücksichtigung von Zeitreihen (Eingangsdaten, Ausbreitungsrechnung) und in der Tatsache, dass die Depositionsgeschwindigkeit als zeitlich variable Eingangsgröße bei der Modellierung berücksichtigt wurde. Die Ergebnisse liegen entsprechend als Zeitreihen vor (Jahres- oder Tagesgänge können untersucht werden). Es ergab sich eine Minderung der NO2-Belastung um maximal knapp 1.5% im Nahbereich der Lärmschutzwand. Wesentlicher Faktor bei der Wirksamkeit photokatalytischer Oberflächen ist die Interaktion zwischen Gesamtbelastung und Depositionsgeschwindigkeit im Tagesverlauf.
Verschiedene Maßnahmen zur Verbesserung der Luftqualität in Städten waren bisher bei der Verminderung von Stickoxiden nur bedingt erfolgreich. Interessant ist, ob der Einsatz der Photokatalyse hier weiterhelfen kann. Photokatalytische Anwendungen wurden schon in einigen Pilotstudien untersucht, zum Beispiel an Straßen beziehungsweise Modell-Canyons sowie in Tunneln. Teilweise wurden international sehr positive Ergebnisse erzielt, geichzeitig liegen aus anderen internationalen Projekten Ergebnisse unterhalb der Messgenauigkeit vor. Die vorgestellten Ergebnisse werden anhand verschiedener Variablen betrachtet und die erwartbare Atmosphärenrelevanz diskutiert. Zusammengefasst wird, dass basierend auf bekannten Feldmessungen für die Photokatalyse eine mittlere NOx-Reduktion von nur wenigen Prozent (in Hauptstraßenschluchten) zu erwarten ist. Dieses Potenzial muss mit anderen Maßnahmen verglichen werden (Kosten/Nutzenanalyse). Materialien müssen vor ihrem Einsatz in der Atmosphäre sorgfältig auf ihre Aktivität untersucht werden. Erfüllen die Oberflächen die Voraussetzungen, um als aktiv eingestuft zu werden, ist ihr Einsatz zur Luftreinhaltung klar zu empfehlen.
Anwendungsmöglichkeiten und erste Ergebnisse aus Pilotstudien zur Photokatalyse an Straßenbauwerken
(2015)
Zur Frage, ob photokatalytisch aktive Oberflächen im Straßenbau eine Lösung des Stickoxidproblems darstellen können, stellt der Beitrag erste Ergebnisse aus Pilotstudien zu TiO2-Anwendungen vor. Diese betreffen die Untersuchung einer Lärmschutzwand mit TiO2-Beschichtung (A1, Niedersachsen), eine photokatalytisch aktive Straßenoberfläche (NOxer(R)-Belag, B433 in Hamburg, Decke mit Ti02-haltiger Zementschlämme, derzeit noch in Auswertung) sowie einen Tunnel (Tunnelkassetten mit TiO2-Matten im Tunnel Rudower Höhe in Berlin, A113, fortgeführt in Bezug auf die Untersuchung der Haltbarkeit der Kassettensysteme). Ausführlich dargestellt werden die Untersuchungen zur Beschichtung der Lärmschutzwand an der Al mit Titandioxid-haltiger Suspension, den zugehörigen forschungsbegleitenden Studien, sowie den Ergebnissen in Bezug auf die NO2-Minderungsrate. Die bisher durchgeführten Auswertungen haben NO2-Minderungen von einstelligen Prozentzahlen ergeben. Die Entwicklung der Minderungsraten lässt vermuten, dass photokatalytische Suspensionen zum Teil mehrere Monate benötigen, um sich frei zu brennen und die aktiven TiO2-Partikel an die Oberfläche treten zu lassen. Schon die Lärmschutzwand allein bewirkt eine deutliche Verminderung der NO2-Konzentrationen im direkten Hinterland durch Verfrachtung der Luftschadstoffe in höhere Luftschichten.
Mit Fokus auf Nordrhein-Westfalen (NRW) wird das urbane NO2-Problem umrissen. Um die Jahresgrenzwerte einzuhalten, sind beispielsweise in allen Straßenschluchten in NRW Reduktionen nötig. Die Europäische Kommission hat gegen mehrere Mitgliedsstaaten, darunter Deutschland, Vertragsverletzungsverfahren wegen der Überschreitung von NO2-Grenzwerten eröffnet. Dargestellt werden die Langzeittrends bezüglich der gemessenen Abnahme bei der Stickoxidbelastung. Potenzielle Maßnahmen können hinsichtlich ihrer möglichen Wirkungen durch den Einsatz von Modellen abgeschätzt werden, zum Beispiel Umweltzonen, Fahrverbote, Elektrofahrzeuge. Die Ergebnisse der Messungen und Modellrechnungen werden dargestellt und kritisch beleuchtet. Als Fazit ergibt sich, dass das urbane NO2-Problem nicht einfach zu lösen ist, Minderungen der NOx-Emissionen spiegeln sich nicht in der gleichen Größenordnung in der Abnahme der NO2-Belastung wieder. Bei zusätzlich wirksamen Maßnahmen wie beispielsweise einem höheren Anteil von Elektrofahrzeugen fehlt die (schnelle) praktische Umsetzbarkeit. Eine Kombination aus lokalen, regionalen und europaweiten Maßnahmen ist nötig, um das Problem zu lösen.
Ausgehend von den rechtlichen Grundlagen für die Luftreinhaltung sowie den Grenzwertfestlegungen für Feinstaub (PM10) sowie Stickoxide (NO2) wird auf die heutige Luftqualität in Städten mit Schwerpunkt Stuttgart eingegangen. Dargelegt werden die festgestellten Überschreitungen bei den Grenzwerten für PM10 und NO2. Eingegangen wird auf die Maßnahmen zur Reduzierung der Luftbelastung in Stuttgart und die Wirkungen in Bezug auf die Senkung der Grenzwert-Übersschreitungen beziehungsweise Jahresmittelwerte von PM10 und NO2 an den Hotspot-Stationen "Am Neckartor" und "Hohenheimer Straße". Abschließend wird ein perspektivischer Ausblick gegeben: obwohl die Luftsituation in den Städten kontinuierlich besser geworden ist, gibt es an stark befahrenen städtischen Straßen weiterhin Grenzwertüberschreitungen. Die EU-Vertragsverletzungsverfahren machen weitere Maßnahmen notwendig. Die Städte brauchen praxiserprobte Maßnahmen und keine langfristigen, kostspieligen Pilotversuche mit unsicherem Ausgang.
Enhanced protection of pedestrians and cyclists remains on the focus. Besides infrastructural and behavioral aspects it is necessary to exploit technical solutions placed on motorized vehicles. Accident research needs reliable data as well as national road accident statistics. Changing the view on seriously injured road users is one of the challenges which will substantially contribute to the optimization on future traffic safety. The missing accuracy in the definition of personal injury has a detrimental effect on making cost efficient road safety policy which is not only focused on fatal accidents. The European commission requested that, starting in 2015, all EU member states provide more detailed data on the injury status of road casualties, with special regard to the group of seriously injured. Conventional accident data will always be essential. But to obtain detailed data about driver behavior in real traffic situations further data sources are required. These could be EDR data, data from electronic control units, data from traffic surveys and traffic counting, naturalistic diving studies and field operational tests. Gaining insight into normal as well as critical driver behavior will enable accident researchers to deduct functions estimating the increase or decrease of accident risk associated with certain behaviors or vehicle functions. Also with view to the introduction of highly automated driving functions in the future such data is urgently needed. Computer simulation based tools to estimate the benefits of active safety systems are another step on the way towards the safety assessment of automated driving. It is now the duty of the scientific community to ask the right questions, to develop a methodology and to merge all these data sources into a common framework for the assessment of future traffic safety innovations.
The current paper reports on the results of a pilot study aiming to investigate the effect of mobile telephone use on the driving performance of 5 amateur and 5 professional drivers. Their driving acuity was tested through a driving simulator. Analysis and interpretation of the results occurred comparing the drivers' driving performance while talking, reading messages and writing a message on the mobile phone (intervention time) with the drivers' driving performance engaged in no activity (control time). The variables affected by the mobile phone were the "steering", the "lane offset" and the "duration of lane offset". Moreover, the drivers involved in a car crash in the last five years appeared to differ from those who were not involved in a crash in both "lane offset" and "following distance". The results of this pilot study will inform the design of a large experimental study on 50 professional and 50 amateur drivers.
Although the annual traffic accident statistics published by the national police is available in public, the detailed traffic accident data has not been released in Korea. Recently the Ministry of Land, Infrastructure and Transport recognized the importance of in-depth accident data to enhance road traffic safety and initiated a research project to establish a collection of the detailed accident data. The main objective of the project is a feasibility study to establish KIDAS (Korea In-Depth Accident Study). Within this project, three university hospitals which are located in mid-size cities have been selected to collect accident data. Annually, more than 500 cases of accidents have been collected from the in-patient's interviews and diagnosis. Unlike GIDAS (German In-Depth Accident Study), currently on-site investigation can"t be performed by the Korean police. The only available data is patient medical records, patient's description of accident circumstances and the damaged vehicle. Occasionally the police provide the accident investigation reports containing very brief information on accident causation and vehicle safety. In a first step, the concept of KIDAS is to adopt the format of iGLAD (Initiative for the Global Harmonization of Accident Data) for harmonization. Since the currently collected accident information is extremely limited compared with GIDAS, the other sources of data and calculations such as KNCAP vehicle data, pc-crash simulations, vehicle registration information, insurance company data are utilized to complete the iGLAD template. Results from KIDAS_iGLAD and the cases of assessment of active safety devices such as AEBS, ESC, and LDWS will be evaluated.
Road accidents are typically analyzed to address influences of human, vehicle, and environmental (primarily infrastructure) factors. A new methodology, based on a "Venn diagram" analysis, gives a broader perspective on the probable factors, and combinations of factors, contributing both to the occurrence of a crash and to sustaining injuries in that crash. The methodology was applied to 214 accidents on the Mumbai-Pune expressway. Factors contributing to accidents and injuries were addressed. The major human factors influencing accidents on this roadway were speeding (30%) and falling asleep (29%), while injuries were primarily due to lack of seat belt use (46%). The leading infrastructure factor for injuries was impact with a roadside manmade structure (28%), and the main vehicle factor for injuries was passenger compartment intrusion (73%). This methodology can help identify effective vehicle and infrastructure-related solutions for preventing accidents and mitigating injuries in India.
Injury severity of e.g. pedestrians or bikers after crashes with cars that are reversing is almost unknown. However, crash victims of these injuries can frequently be seen in emergency departments and account for a large amount of patients every year. The objective of this study is to analyze injury severity of patients that were crashed into by reversing cars. The Hannover Medical School local accident research unit prospectively documented 43,000 road traffic accidents including 234 crashes involving reversing cars. Injury severity including the abbreviated injury scale (AIS) and the maximum abbreviated injury scale (MAIS) was analyzed as well as the location of the accident. As a result 234 accidents were included into this study. Pedestrians were injured in 141 crashes followed by 70 accidents involving bikers. The mean age of all crash victims was 57 -± 23 years. Most injuries took place on straight stretches (n = 81) as well as parking areas (n = 59), entries (n = 36) or crossroads (n = 24). The AIS of the lower extremities was highest followed by the upper extremities. The AIS of the neck was lowest. The mean MAIS was 1.3 -± 0.6. The paper concludes that the lower extremities show the highest risk to become injured during accidents with reversing cars. However, the risk of severe injuries is likely low.
Ruptures and dissections of the thoracic and abdominal aortic vessel caused by traffic accidents are rare but potentially life-threatening injuries. They can occur by blunt trauma via seat belt or dashboard injury. The study aimed at evaluating the overall mortality, morbidity, neurological disorders, and differences in operative procedures of open repair and stenting. It shows that, with a change and improvement in diagnostic tools and surgical approach, mortality and morbidity of blunt aortic injuries were significantly reduced. Still an immediate life-threatening injury early diagnosis via multiple-slice and scans and surgical repair with minimally invasive stents showed excellent short-time results for selected patients.
Assessment of the effectiveness of Intersection Assistance Systems at urban and rural accident sites
(2015)
An Intersection Collision Avoidance System is a promising safety system for accident avoidance or injury mitigation at junctions. However, there is still a lack of evidence of the effectiveness, due to the missing real accident data concerning Advanced Driver Assistance Systems. The objective of this study is the assessment of the effectiveness of an Intersection Collision Avoidance System based on real accidents. The method used is called virtual pre-crash simulation. Accidents at junctions were reconstructed by using the numerical simulation software PC-Crashâ„¢. This first simulation is called the baseline simulation. In a second step the vehicles of these accidents were equipped with an Intersection Collision Avoidance System and simulated again. The second simulation is called the system simulation. In the system simulation two different sensors and four different intervention strategies were used, based on a time-to-collision approach. The effectiveness of Intersection Collision Avoidance System has been evaluated by using an assessment function. On average 9% of the reviewed junction accidents could have been avoided within the system simulations. The other simulation results clearly showed a change in the principal direction of force, delta-v and reduction of the injury severity.