Cologne traffic observations

We have made some observations in Cologne city 

with Valeria, in a shopping street during the traffic hour, 

which was loaded with pedestrians. How the confrontation of persons and traffic functions there. Astonishingly, how less attention the people pay to the traffic. That has to do with the fact that everybody still counts on the other, that he will already stop. What makes the situation more dangerously. 

The pedestrians who cross the streets with earphones, pay more attention 

to the traffic, they turn the head more often, because in this case the hearing sense is strongly disturbed. We have done some video recordings, we will put them here later. And we will evaluate the results of the observation even stronger.

flexible OLED by Sony...AMAZING!!!

http://www.pinktentacle.com/2007/05/flexible-full-color-organic-el-display/

we can use this technology!! - create a big windshield sticker with flexible OLED so that we don't have to embed the technology inside the glass (difficult production and maintenance). the sticker would be easy to clean, upgrade, change position, etc.

flying car

http://www.welt.de/wissenschaft/article1236667/Fuer_dieses_Auto_braucht_man_den_Pilotenschein.html

New Technologies to prevent accidents between cars and pedestrians

http://www.welt.de/wissenschaft/article2143675/Autos_lernen_den_Fussgaenger_noch_besser_kennen.html

- Infraredcameras should "see" further
- this system should reduce the accidents rate about 8 %
- but praxis shows, that the driver ether concentrate on the display or the road
- this system will be improved, that it sees the pedestrian early anought and warns the driver
- you see yellow sihouettes of pedestrians on the monitor, as soon they enter the road, the cockpit shows you warning sign
- soon carsystems can also read the streetsigns
- also the system shoul coorporate with the tempomat and slow down the speed

Traffic lights should talk to drivers

- exchange between car  and traffic light

- traffic- light should inform the driver, when its red, yellow, green and how long, so driver knows

  if he for instance can turn off the engine and when he can start it again

- mobilephones and gps shoul get a certain software

- traffic should get saver, fluider and the air better

www.welt.de/wissenschaft/innovation/article2430093/Intelligente-Ampeln-reden-mit-dem-Autofahrer.html

Future Cars

www.futurecars.com

http://www.3sat.de/3sat.php?http://www.3sat.de/nano/bstuecke/08335/index.html

the future cars

http://articles.allmyhealth.net/200809/The-Future-World-s-Cars-_6-11.html

giugiaro

http://www.bmwarchiv.de/video/italdesign-giugiaro-vadho.html

HUD - head up display

A head-up display, or HUD, is any transparent display that presents data without requiring the user to look away from his or her usual viewpont. The origin of the name stems from the user being able to view information with their head "up" and looking forward, instead of angled down looking at lower instruments.

Although they were initially developed for military aviation, HUDs are now used in commercial aircraft, automobiles, and other applications.

TCAS - cockpit anti collision systems in aviation

The Traffic alert and Collision Avoidance System (or TCAS) is an aircraft collision avoidance system designed to reduce the danger of mid-air collisions between aircraft. It monitors the airspace around an aircraft for other aircraft equipped with a corresponding active transponder, independent of air traffic control, and warns pilots of the presence of other transponder-equipped aircraft which may present a threat of mid-air collision (MAC). It is an implementation of the Airborne Collision Avoidance System mandated by International Civil Aviation Organization to be fitted to all aircraft over 5700 kg or authorised to carry more than 19 passengers.

Official definition from PANS-ATM (Nov 2007): ACAS / TCAS is an aircraft system based on secondary surveillance radar (SSR) transponder signals which operates independently of ground-based equipment to provide advice to the pilot on potential conflicting aircraft that are equipped with SSR transponders.

In modern glass cockpit aircraft, the TCAS display may be integrated in the Navigation Display (ND); in older glass cockpit aircraft and those with mechanical instrumentation, such an integrated TCAS display may replace the mechanical Instantaneous Vertical Speed Indicator (which indicates the rate with which the aircraft is descending or climbing).

the cockpit screen that notifys about other "aerial vehicles" and also give flying instructions in order to prevent colission - "pull up", "decend 1500 feet per minute", "maintain direction" and etc.

aviation solutions to "limited visibility" conditions

this is an example of an airplane that has to land in limited visibility conditions, which means, that the pilots cannot navigate their way by looking outside the cockpit and worst of all they wouldn't be able to see the runway on which they are suppose to land. mostly it is because a cloud "sits" on the the airfield (fog or mist are usually the case in early morning landings).
the ILS (Instrument Landing System) is a landing approach based on different wave lengths that are being transmitted from a specific point on the ground in the airport (on the sides of the zebra line - the "threshold"). a receiver in the airplane receives the signals and transform them into screen visual images that indicate the position of the aircraft regarding the runway on 2 axis (vertical+horizontal). this device helps the pilots to bring the aircraft to safe landing without even having to see the runway once until touchdown.
this "limited visibility" situation is parallel to a situation where a car driver cannot see / is unaware of pedestrian existence nearby, and the potential danger that awaits around the corner. Exactly like the pilots are unaware of their position in relation to the runway and need a directing instrument to help them avoid accidents.

group schedule

quiet hybrid cars - a problem for blind pedestrians...

In an Associated Press video, blind people stood next to hybrid vehicles in a parking lot. One man asked “is that thing on now?” and when someone off-camera said it was, replied, “that’s scary.”

Two congressional representatives introduced a bill this week to study hybrid vehicles’ lack of noise, and how that can impact pedestrians. One group welcomed the bill.

“The blind, like all pedestrians, must be able to travel to work, to school, to church, and to other places in our communities without being injured or killed,” said Marc Maurer, president of the National Federation of the Blind, in a news release.

Audi "side assist" light system

http://www.youtube.com/watch?v=4HkeApU0kxs

Automatic Parking System by Honda

http://jp.youtube.com/watch?v=5xTTwRFQ6HA

Arrangement

Hi it's Hiro!

This is just a reminding for you.

I changed

main frame of this blog from 660pix to 800pix,

posting frame from 410pix to 600pix, and

side frame from 220pix to 200pix.


Because images of my posting were not shown enough, the corrent frame size is probabry enable to see perfectly.


thanks

Accident and Injury database glossary

Accident and injury database glossary

A glossary of the data variables collected in both the report Fatal data methodology development and the report In-depth accident causation data study methodology development is of use to anyone who wishes to develop their own In-depth Study. Apart from this, it may be of use to the eSafety and Road Infrastructure communities for technological developments. Also, the vehicle manufacturing industry and OEMs might find it useful.

The Database Glossary offers data variables collected on four levels:

• Accident level;
• Vehicle level;
• Roadway level and
• Road user level.

Road accident investigation

Road accident investigation

There is a wide range of accident investigation procedures and protocols in place across Europe for investigating road accidents. However, as countries work towards meeting both their own road safety targets and those set by the European Commission, it might be possible that these existing investigations are no longer entirely suited to facilitating the decision making processes of road safety policy-makers or practitioners. Current practices for dealing with road accidents are quite different from those for aviation, rail and maritime accidents, as is the legislative framework regarding such investigations. Currently no comparable requirements or clearly formulated objectives exist for the organisation of transparent and independent road accident investigation.

The report 'Recommendations for Transparent and Independent Road Accident Investigation' aims to address this by presenting a set of recommendations for transparent and independent accident investigation processes. These recommendations were derived from a thorough review of a range of accident investigation procedures, and from discussing a set of draft recommendations in a special European workshop. A special case of road safety accident investigation is major accident investigation. The report 'Recommendations for Transparent and Independent Road Accident Investigation' also discusses the extra considerations for this particular type of investigation.

The Accident and Injury Database Glossary offers data variables collected in both the report Fatal data methodology development and the report In-depth accident causation data study methodology development.

Performance indicator statistics

Performance indicator statistics

One of the macroscopic road safety related areas that SafetyNet focuses on concerns Safety Performance Indicators (SPI). Such variables indicate road safety by looking at the operational state of the road traffic system.

In an iterative manner, the SafetyNet SPI team has developed theoretically sound, yet practically feasible indicators, and has obtained the relevant data - or information about their availability - from the 27 cooperating countries. The SPI Country Profiles Report 2006 presents, for each country studied, the relevant available data that is relevant for the calculation of Safety Performance Indicators.

Indicator areas: Alcohol and drug use Speeding Protective systems Daylight running lights Vehicles (passive safety) Roads Trauma management

Cooperating countries: Safety Performance Indicators Click this to read all information of this. by Hiro

Statistical Report

Statistical Report

The Annual Statistical Report 2007 gives a detailed insight into road accident data in up to 18 EU Member States (EU-15 and EU-19 without Germany).

This report serves as a reference document from which the broader public but also road safety experts are able to retrieve interesting data. The Annual Statistical Report 2007 covers accident data over the period 1996-2005.

Structure of the Annual Statistical Report 2007: Overview – major issues Time Series – last 10 years General time series Time series related to mode of transport Time series related to person age and gender Fatalities 2005 People involved Modes of transport Accident characteristics Fatal accidents 2005 Various period of time Type of area / road Type of junction Weather conditions

Click the link to read full-report of this by Hiro

Basic Facts - Urban areas

Urban areas

The Basic Fact Sheet Urban areas provides accident data for 14 EU countries (EU-15 without Germany) over the period 1996-2005. The fact sheet includes several basic characteristics of fatal road accidents in urban areas. For example: age and gender, type of road user, junction and day and month.

In 2005, 8.579 persons were killed in urban road traffic accidents in the EU-14. This is 32,9% of all traffic accident fatalities in 2005. In the last decade, urban road fatalities have reduced by more than one quarter (27,1%), while the total number of fatalities has reduced slightly less (25,3%).

Fact: The number of fatalities in urban road accidents has fallen since 1996. The percentage of all fatalities that occurred within urban areas, however, remained around 33%.

Fact: The percentage of the elderly fatalities is much higher inside urban areas.

Number of urban road fatalities and proportion on total fatalities in EU-14, 1996-2005

Basic Facts - Junctions

Junctions

The Basic Fact Sheet Junctions provides accident data for 14 EU countries (EU-15 without Germany) over the period 1996-2005. The fact sheet includes several basic characteristics of fatal road accidents at junctions. For example: area type, mode of transport, person class and gender or the lighting conditions.

More than 65.500 persons were killed in traffic accidents at junctions, in 13 European Union countries between 1996 and 2005 about 21% of all traffic accident fatalities in those countries. In these 13 countries there were 22,4% fewer traffic accident fatalities at junctions in 2005 than in 1996, whereas the total number of fatalities fell by 25,3% over this period.

Fact: The fatality trend at junctions did not follow the overall trend in 2001.

Fact: Over the 13 EU countries, the number of fatalities at junctions fell more in 2005 in rural than in urban areas.

Fatalities at junctions per million inhabitants, 1996 versus 2005

Basic Facts - Motorways

Motorways

The Basic Fact Sheet Motorways provides accident data for 14 EU countries (EU-15 without Germany) over the period 1996-2005. The fact sheet includes several basic characteristics of fatal road accidents on motorways. For example: mode of transport, manoeuvre type, age and person class or the lighting conditions.

More than 25.000 people were killed in traffic accidents on motorways in 14 European Union countries between 1996 and 2005. This number represents about 7,7% of all traffic accident fatalities in those countries. There was a decrease of 16,8% in traffic accident fatalities on motorways in the decade from 1996 to 2005.

Fact: Almost 70% of fatalities on motorways across the European countries were car or taxi occupants.

Fact: On motorways, the proportion of fatalities who are drivers is highest for the 35-64 age group, whereas on the remaining road network it is highest for the 25-34 age group.

Fatalities evolution in the EU-14, 1996-2005

Basic Facts - Heavy goods vehicles & buses

Heavy goods vehicles & buses

The Basic Fact Sheet Heavy Goods Vehicles & Buses provides accident data for 14 EU countries (EU-15 without Germany) over the period 1996-2005. The fact sheet includes several basic characteristics of fatal road accidents involving heavy goods vehicles and buses. For example: fatalities by road user type, type of road, time of day, day of week, part of year, age and sex or the nationality of vehicles.

Heavy goods vehicles (HGVs) are defined as goods vehicles of over 3,5 tons maximum permissible gross vehicle weight. Road traffic accidents involving heavy goods vehicles (HGVs) tend to be more severe than other accidents because of the great size and mass of these vehicles. Buses and coaches are included in this fact sheet because they too are normally relatively large, although minibuses are categorized as buses in some countries.

Fact: Approximately 3.650 people died in road traffic accidents involving HGVs in 2005 (EU-14 plus Estonia, Hungary and Malta).

Fact: Approximately 700 people died in road traffic accidents involving Buses or Coaches in 2005 (EU-14 plus Estonia, Hungary and Malta).

The number of fatalities in accidents involving Heavy Goods Vehicles and Buses or Coaches, EU-14, 1996-2005

Basic Facts - Car occupants

Car occupants

The Basic Fact Sheet Car Occupants provides accident data for 14 EU countries (EU-15 without Germany) over the period 1996-2005. The fact sheet includes several basic characteristics of fatal road accidents involving car occupants. For example: age and gender of fatalities, type of road, day of the week and time of the day or the month of year.

In this fact sheet car drivers as well as car passengers are discussed. That is why the word 'car occupants' is used. In 2005, 13.771 car occupants were killed in road traffic accidents in the EU-14. This represents 53% of all fatalities in 2005. Of these 13.771 killed car occupants, 9.419 were drivers and 4.349 were passengers (and 3 unknown).

Fact: A reduction of 25% in the number of car driver fatalities is observed during the last decade in the EU-14 countries.

Fact: A reduction of 35% in the number of car passenger fatalities is observed during the last decade in the EU-14 countries.

Fatality rates	Car occupant fatalites as percentage of total number of traffic fatalities

Basic Facts - Motorcycles and mopeds

Motorcycles and mopeds

The Basic Fact Sheet Motorcycles and Mopeds provides accident data for 14 EU countries (EU-15 without Germany) over the period 1996-2005. The fact sheet includes several basic characteristics of fatal road accidents involving motorcycles and mopeds. For example: age and gender, riders and passengers, road network: motorways and area type, rural and urban areas, junction type or the month of the year.

Motorcycle and moped fatalities, together referred to as Powered Two Wheelers (PTW), make up 21,1% of the total number of road accident fatalities in 2005 in the EU-14 countries. In 2005 1.449 riders (drivers and passengers) of mopeds were killed in the EU-14 in traffic accidents, which is 5,8% less than the number reported in 2004 in the same countries.

Fact: During the decade the number of moped rider fatalities has decreased (by 5,7% per year) in EU-14. (see Figure 1).

Fact: Despite the overall decrease of traffic fatalities between 1996 and 2005, the number of motorcycle user fatalities increased. (see Figure 1).

Figure 1: Index (1996=100) of motorcycle and moped fatalities compared with other modes EU-14, 1996-2005

Basic Facts - Bicycles

Bicycles

The Basic Fact Sheet Bicycles provides accident data for 14 EU countries (EU-15 without Germany) over the period 1996-2005. The fact sheet includes several basic characteristics of fatal road accidents involving bicycles. For example: age and gender, road network: area type and junction type, day of the week or the month of the year.

Bicycle fatalities made up 4,7% of the total number of road accident fatalities in 2005. In 2005, 1.214 people riding bicycles were killed in traffic accidents in 14 European Union countries, which is 0,4% more than the 1.209 bicycle fatalities reported in 20041 in the same countries.

Fact: A reduction of 32% in the number of bicycle fatalities is observed during the last decade in the EU-14 countries.

Fact: One third of bicycle fatalities are male riders over 60 years of age.

Bicycle fatality rates, 1996 and 2005
* Data from 2004 ** Data from 2003 *** Data from 2002	Source: CARE Database / EC, EUROSTAT Date of query: November 2007

Basic Facts - Pedestrians

Pedestrians

The Basic Fact Sheet Pedestrians provides accident data for 14 EU countries (EU-15 without Germany) over the period 1996-2005. The fact sheet includes several basic characteristics of fatal road accidents among pedestrians. For example: age and gender, light conditions or the seasonality.

In the last decade, pedestrian fatalities have reduced by 36,8%, while the total number of fatalities has reduced by one quarter (25,3%). Road safety measures implemented in the last 10 years may thus have considerably improved pedestrian fatality numbers.

Fact: In 2005, nearly 3.700 pedestrians died from road traffic accidents in 14 European countries. This corresponds to 14% of road traffic fatalities in these countries.

Fact: The fatality rate of pedestrians at least 80 years old is ten times the rate for children

Fact: The proportion of pedestrian fatalities who are female is higher than the overall proportion.

Pedestrian fatalities per million inhabitants by country, 2005
* Data from 2004 ** Data from 2003 *** Data from 2002	Source: CARE Database / EC Date of query: December 2007 Source of population data: EUROSTAT

Basic Facts - The elderly

The elderly

The Basic Fact Sheet The Elderly provides accident data for 14 EU countries (EU-15 without Germany) over the period 1996-2005. The fact sheet includes several basic characteristics of fatal road accidents involving the elderly. For example: age and gender, road user type, type of road, day of the week and time of the day or the seasonality.

Due to their greater frailty, the elderly are more likely to be seriously injured in any given accident than younger people. The number of elderly fatalities in the EU-14 countries has decreased over the last decade, but the number in proportion to the total number of fatalities is stagnating.

Fact: More than one third of elderly people dying in road accidents were pedestrians (37,5%).

Fact: Nearly one in five road traffic fatalities is 65 or older.

Number of elderly fatalities and their proportion on total fatalities in EU-14, 1996- 2005

Basic Facts - Young people

Young people

The Basic Fact Sheet Young People provides accident data for 14 EU countries (EU-15 without Germany) over the period 1996-2005. The fact sheet includes several basic characteristics of fatal road accidents involving young people. For example: age and person class, mode of transport, gender, area and road type, day of the week and time of the day or the seasonality.

In general, young people worldwide are far more likely to be victims of road accidents than people in any other age group. More than 70.500 persons aged 16-24 years old were killed in traffic accidents, in 14 European Union countries (EU-15, without Germany) within the decade 1996 - 2005. This number represents approximately a quarter of all traffic accident fatalities in those countries (22,1%). (see Figure 1).

Fact: Young people are at almost twice the risk of being killed in a road accident than the average member of the population across the EU-18 countries as a whole.

Fact: Males account for more than 89% of the overall fatalities of young people.

Figure 1: Proportion of young people in population and in traffic fatalities in the EU-18, 2005

Basic Facts - Children

Children

The Basic Fact Sheet Children provides accident data for 14 EU countries (EU-15 without Germany) over the period 1996-2005. The fact sheet includes several basic characteristics of fatal road accidents involving children (people younger than 16 years). For example: age and gender, type of road, mode of transport, day of the week and time of the day or the seasonality.

Children are at a greater risk than the overall population and their fatality rate is higher than the overall fatality rate. However, less than one in twenty fatalities in road traffic accidents is a child.

Fact: About 1.200 children died in road traffic accidents in 2005 (EU-14 plus Estonia, Hungary, Malta and Poland) (see Figure 1).

Fact: Children are, on average, at less than a quarter of the risk of dying in a road traffic accident than the average person.

Figure 1: The number of child fatalities in the EU-14, 1996-2005

Basic Facts - Main figures

Main figures

The Basic Fact Sheet Main Figures provides accident data for 25 EU countries over the period 1996-2005. The fact sheet includes several basic characteristics of fatal road accidents. For example: age and gender, type of road, mode of transport, road user type, seasonality, day of the week and time of the day or the road accident fatalities' share in mortality.

The European Commission set the ambitious aim of halving the number of road traffic fatalities by 2010. With the joint effort of all stakeholders, much progress has been achieved. Despite the reduction of road traffic fatalities this has resulted in, there is still a difference between the actual result and the target set by the EC.

Fact: Road accident fatalities in the EU-25 decreased round 25,6% to 25 % between 1996 and 2005.

Fact: If the trend continues at the same rate, the EC's goal of reducing fatalities by 50% by 2010 will not be achieved.

Fact: Fatality rates show both a north-south divide and an east-west divide across Europe (see Figure 1).

Figure 1: Fatality rates: Fatalities in Europe per million inhabitants, 2005

National databases

National databases

For five countries (Finland, France, Germany, Italy, Netherlands), information has been gathered about the available national accident databases. For 3 countries more than one database was found. For each database, information is provided about how data are collected and processed, the parties responsible for collection and maintenance of the data, and the availability of data to other parties.

Finland

Statistics Finland

Road accident statistics are used for evaluating the level of road safety at both national and international levels. Data is collected by the police. Statistics Finland receives from the police the data on road traffic accidents that are entered into the PATJA information system of police affairs. Statistics Finland is responsible for the maintenance and controls access to the database. The principal users of the statistics at the national level are Ministries as well as various central agencies and transport organisations. The main users at the local level are municipalities. Monthly statistics are available for public consultation in electronic form on the website of Liikenneturva (the Central Organization for Traffic Safety in Finland). The tables of annual publication are available in electronic file format. Data can also be acquired as files.

Finnish Road Administration

Road accident statistics are used for evaluating the level of road safety at both national and international levels. In addition data is used for road safety research, safety audition, black spot management and calculating accident risks. Data is collected by police. The Finnish Road Administration receives from the police the data on road traffic accidents that are entered into the PATJA information system of police affairs. Finnish Road Administration is responsible for the maintenance of database. The principal users of the statistics are researchers and traffic engineers in Finnish Road Administration’s central office as well in regional offices. Other users are Ministries as well as various central agencies and transport organisations. Two annual reports are published. In addition aggregated data is available as tables

VALT Database on fatal accidents

The objective is to produce information and safety suggestions to improve road safety through studying road and cross-country traffic accidents. In practice, files are collected in the field investigation and they are available to the traffic safety work as laid down in the data protection legislation. According to the Road Accident Investigation Act and its preamble, accident investigation serves to strengthen the information base made available for road safety work done in an effort to increase safety. The use of data obtained in road accident investigation is restricted for this purpose.

VALT Database accidents compensated by insurance

The file is built from accidents compensated under motor liability insurance. Insurers’ claims handlers record the data in the company’s database and also forward certain files to Finnish Insurance Data Ltd, who makes the database available to VALT. The database of insurance claims can be complemented in insurance companies to include data originating from police examination records or any other documents that may have been issued on the case.

France

National road accident data

Source data - i.e. police report - is collected in order to determine judicial responsibilities, rather than to clarify the events and circumstances that led to the accident. Data for the national road accident database is derived from the police reports. The national database produces general statistical information on road safety.

Data is primarily used by the ONISR, who publishes the official road safety statistics and other material based on this data. Other data users include different services of the Ministry of infrastructure, such as SETRA and CETE (Centre d’Etudes Techniques de l’Equipement).

Outside the Ministry, data is used by transport safety research oriented organisations like INRETS (the French National Institute for Transport and Safety Research), ASFA (The Federation of French Motorway and Toll Facility Companies), LAB (the Laboratory of Accidentology, Biomechanics and the Study of Human Behaviour) and CEESAR (European centre for safety studies and risk analysis).

Data is available to ONISR, SETRA, CETE, INRETS, ASFA, LAB and CEESAR The official road safety statistics and other aggregated material (knowledge i.e. analysis and synthesis) based on the data are published and also available at ONISR web site: Le site de la Sécurité Routière - L'observatoire national interministériel de sécurité routière.

Germany

STBA – Federal Statistical Office

In Germany, traffic accidents are documented by the police. Evidence is collected for the forensic experts as well as for federal statistics held by Statistisches Bundesamt (STBA). Federal statistics are established on traffic accidents on public roads. The recording criterion is at least one tow-away vehicle as a result of the accident.

General, aggregated data is available to the public and is published in annual reports by the STBA. Information can also be accessed via internet. In-depth, disaggregated data is available only to organisations that meet the strict requirements of the law on data protection. Additionally selected accident data is given to the international network of police reported accident data IRTAD.

Basic information on the STBA database can be found on the internet at Statistisches Bundesamt Deutschland.

In-depth information about the STBA database may be available by contacting the STBA itself.

GIDAS

Accident trends are presented annually, based on the official accident statistics of the STBA (Statistisches Bundesambt - Federal Statistical Office). These accident statistics use the data from the police accident reports. It should be noted that the information about how accidents occur, the cause of the accident, and the injury mechanisms is limited.

The goal of GIDAS (German In-depth Accident Study) is to provide in-depth accident and injury data of traffic accidents. This data is representative for the whole of Germany. On one hand, the data of the GIDAS database is used by the BASt (Federal Road Research Institute) to propose guidelines to the federal ministry of traffic. On the other hand, the data is used by the automotive industry for safety developments.

In 1973, the Bundesanstalt für Straßenwesen BASt (Federal Road Research Institute; Die BASt - Bundesanstalt für Strassenwesen) established an independent in-depth accident investigation team. This team, the Accident Research Unit (ARU), was located at the Medical University of Hannover (MUH).

This project developed into a long term on-scene accident research study. To collect representative data the study was based in the defined geographical area of the region of Hannover. The Hannover region represents the whole of Germany rather well if we consider the amount of roads and the percentage of urban and rural parts of the region. The area covers both the municipality of Hannover and the surrounding rural areas. There are approximately 1,2 million residents in this area and some 10% of the area (2289 km2) is urban.

In 1999, the accident research team from the BASt, together with the Automotive Industry Research Association (FAT), started a joint project called German In-Depth Accident Study (GIDAS). In this project the geographical area was extended and a second team was set up in the Dresden area at the technical university of Dresden TU-Dresden (TUD - Startseite - Aktuelles).

The GIDAS data is collected by the accident research units at the Medical University of Hannover (MUH) and at the Technical University of Dresden (TUD). The on-scene investigation is done by professional and semi-professional team members. The team consists of specially trained students, supported by professional accident investigators.

Disaggregated date is available to GIDAS members only.

More detailed information about the GIDAS database can be obtained from accident investigation units in Hannover and Dresden.

Italy

ISTAT – National road accident data

In Italy, the national road accident database is maintained by the National Institute of Statistics (ISTAT). The accident database contains information about all traffic accidents that occurred in Italy and caused injuries to persons.

The purpose is to inform citizens of all aspects related to road safety. For this reason ISTAT produces annually official statistics on road accidents.

Provisional data become definitive after 300 days from the start of data gathering. For instance, data of year 2005 will be available at the end of 2006. Data are available in aggregated form on the internet without any cost; raw data can only be requested by research institutes.

Netherlands

National road accident data

The data are collected to support policy making, road design strategies, black spot analysis, or other safety analysis.

The data are collected by the police for the whole of The Netherlands. 99% of all fatal accidents are registered, 60% of all hospitalised. Slight injuries are more under represented (estimate 20% available). For property damage only accidents an estimate of 5% is given.

Data can be purchased. But several research institutes also have the data available and can do queries to provide aggregated data (TNO, SWOV). Years of available data up to 2003. Data for 2004 and 2005 are expected to be available in June 2006.

Sports Utility Vehicle study

The data was collected to support research on SUV traffic accidents. The objectives were the investigations of the various scenarios and the study of injury patterns sustained by the passengers in the vehicle itself and the other vehicles involved.

The data was collected by the TNO institute and the Dutch Accident Investigation Police department of two regions around Delft: Haaglanden and Rotterdam-Rijnmond.

Only aggregated data is available. TNO can also provide aggregated data if requested. The report on the results from the SUV study is not publicly available but can be made available on request in special conditions. Only 30 accidents are available.

Accident Analysis Heavy Trucks TWO (AAHTWO)

The goals of the project were to explore the primary and secondary safety improvement possibilities of in-depth truck accident collection and to stimulate the international use and the harmonisation of an in-depth truck accident collection methodology.

The data was collected by the TNO institute and the Dutch Accident Investigation Police department of four regions covering the whole of the province of Zuid-Holland.

Only aggregated data is available. Results can be found in the Final Report published by TNO. Statistical analysis data is also available for research purposes. For this study, only 30 accidents were collected and 30 control group locations were investigated.

Global databases

Global databases

Not suggesting completeness, this Section describes three global accident databases. The descriptions for these databases are considerably shorter than for the European databases since these databases have been less thoroughly reviewed by SafetyNet researchers. Relevant links are provided.

IRF

IRF (International Road Federation) is a unique global platform that brings together public and private entities committed to road development. Working together with its members and associates, the IRF promotes social and economic benefits that flow from well-planned and environmentally sound transportation networks.

IRTAD

In 1988, the OECD Road Transport Research Programme established IRTAD (International Road Traffic and Accident Database) as a mechanism for providing an aggregated database, in which international accident and victim as well as exposure data are collected on a continuous basis.

UNECE

The UN-commission UNECE (Economic Commission for Europe) publishes since 1955 an annual publication containing statistics on the road traffic system activity in Europe and North America. Data on accidents and victims are presented, with data on road length, traffic volumes, number of registered vehicles and population.

Road Safety- European databases

European databases

This Section provides you with information about 10 European accident databases. For each of these databases information is provide about what data are collected, how the data are collected, who collects and maintains the data, and which parties may have access to the data. The CARE Database has been used by SafetyNet researchers to report on the basic traffic safety facts for 14 EU countries (Austria, Belgium, Denmark, Finland, France, Greece, Ireland, Italy, Luxembourg, The Netherlands, Portugal, Spain, Sweden, and United Kingdom). See Section Data – EU Accidents for the results of the CARE Database.

A number of databases concern data of specific road users or at specific locations: CHILD (children), ECBOS (coach and bus occupants), ETAC (truck accidents), MAIDS (motorcyclists), RISER (highways accidents). Links to relevant sites are given at the end of each description.

CARE
CARE (Community Road Accident Database) is a Community database on road accidents resulting in death or injury (no statistics on damage - only accidents). The major difference between CARE and most other existing international databases is the high level of disaggregation, i.e. CARE comprises detailed data on individual accidents as collected by the Member States.

CHILD

CHILD (Child Injury Led Design) aims to increase the knowledge in areas specifically regarding children, and use the information in applications of child restraint systems design, testing and regulation.

For more information visit the website of the DG-TREN.

EACS

EACS (European Accident Causation Survey) was launched by the European Automobile manufacturers Association (ACEA) and the European Commission in 1996. The project aim is to collect accurate information on the causes of road accidents. It focuses on the pre-crash phase, particularly on vehicular factors and safety systems (e.g. ESP); less depth data are reported on injuries.

ECBOS

The ECBOS (Enhanced Coach and Bus Occupant Safety) project was developed to make improvements in current regulations and propose new regulations and standards for the development of safer buses and coaches. The major community added value is the decrease of incidence and severity of occupant injuries and social suffering which occur as a result of bus and coach accidents.

For more information visit the website of the DG-TREN.

ECMT

ECMT (European Conference of the Ministers of Transport) publishes accident statistics since 1975. Between 1975 and 1984 these statistics were included in the Transport Statistics Yearbook. Since 1985 accident statistics are presented in a separate publication: the annual Road Accident Statistics Yearbook. These publications are intended for supporting political decision-making concerning European transport policies. The ECMT road accident data file and the transport statistics database contain data on accidents and victims, and on exposure related data, that provides road accident related indicators (especially rates). These indicators may be compared to similar indicators for other transport modes.

ETAC

ETAC (European Truck Accident Causation Study) was launched to set up a heavy goods vehicle accident causation study to identify future actions for the improvement of road safety. The project was initiated by the European Commission and the IRU (International Road Transport Union). It commenced on 1 May 2004, due for completion on 31 March 2006. The Centre européen d'études sur les accidents et l'analyse des risques (CEESAR) in France are the coordinating research group, with institutes from seven other European countries involved. More information about ETAC on IRU.

For more information visit the website of the DG-TREN.

Eurostat

Eurostat (Statistical Office of the European Communities) mission is to provide the European Union with a high-quality statistical information service. In addition DG TREN publishes a pocketbook with aggregated data compiled from different sources and including estimates. Data is freely available on the internet: (EUROPA - Directorate-general Energy and Transport - Figures and Main Facts).

MAIDS

The purpose of the MAIDS (Motorcycle Accident In-depth Study) study was the identification of the causation factors of motorcycle accidents. The project focuses on injury prevention, motorcycle improvements, and a better understanding of the human factor. Only aggregated data is available. This data can be found in the Final Report which was published by ACEM. Aggregated results can also be available by the teams after ACEM’s concern.

For more information visit the website of the DG-TREN.

PENDANT
The PENDANT (Pan-European Co-ordinated Accident and Injury Database) project will provide new levels of crash and injury data to support EU vehicle and road safety policy making by developing two new European data systems. The first will be collected in eight countries and will contain in-depth crash and injury data relating to over 1100 injured car occupants and pedestrians. The second information system, will utilise hospital injury data relating to all road user types that already exists in three EU countries.

For more information visit the website of the DG-TREN.

RISER
The underlying belief of RISER (Roadside Infrastructure for Safer European Roads) is that single vehicle collisions - responsible for 14,000 deaths a year in Europe alone - will continue despite the best attempts of road safety research. However, solutions exist that can reduce the number of these accidents as well as minimise the severity of collisions that do occur. The 36-month project will specifically address the scientific and practical issues involved in analysing the performance of roadside elements in order to develop guidelines for their optimal design and maintenance.

For more information visit the website of the DG-TREN.

On the Need for Driver Attention Support Systems

On the Need for Driver Attention Support Systems
Victor , T.
Appeared in Journal of Traffic Medicine (2000) Vol. 28, No. 2S
Volvo Technological Development Corporation, Human Systems Integration, 6900, PVH32,
S-405 08 , Göteborg, Sweden. trent@vtd.volvo.se , http://www.tech.volvo.se/human.html
Introduction: Driver inattention is the most prevalent primary cause of collisions, accounting
for an estimated 25-56%. Among the Inattention causes, Distraction and Looked-but-did-notsee
are more frequently reported factors in crashes than Sleepy/fell asleep (e.g. Wang et al,
1996). Important crash types involving inattention have are rear-end, intersection, lane
change/merge, road departure, and single vehicle crashes. Changes in visual scanning
patterns, gaze fixations (number and length), and percentage eye closure are promising
occular-based indicators of attention and alertness, and can potentially be integrated in future
in-vehicle attention support systems. The present research aims at improving driver attention
with feedback and providing vehicle systems with real-time knowledge of driver visual
behavior.
Methods: Volvo developed a novel computer-vision based head pose- and gazetracker with
the Australian National University. This system, integrated in real-time with vehicle
performance data from the CAN bus, and driving support systems (e.g. lanetracking) provides
the opportunity for the development of in-vehicle attention support systems.
Results: Preliminary road tests show that the system robustly tracks head pose, gaze, and eye
closure in real-time, in real vehicle environments. A literature review and focus group
discussions investigated the potential need for attention support, and identified situations in
which inattention occurs. There was concern that new interior distractors (e.g. cellphones,
navigation systems, collision warning systems) divert attention and cause high workload,
however classical sources remain as large contributors, e.g. driver status, loose objects,
interactions with other passengers, and instrumentation. Real-time vehicle- and visual
performance feedback could enable driver self-observation and management of attentive
behavior in addition to threshold warnings. This type of attention support systems should have
a very positive impact on road safety.