Beruflich Dokumente
Kultur Dokumente
GLOBAL
PARTNER
FOR A
SAFE
WORLD
Editorial
2|3
Contents
The new web portal Since 2008, DEKRA has been publishing the annual European Road Safety Report
in printed form in several languages. Coinciding with the publication of the DEKRA
www.dekra-roadsafety.com Road Safety Report 2016, the new web portal www.dekra-roadsafety.com is also
going online. In this portal, not only can you find more detailed information on the
content of the printed report (e.g. in the form of moving images or interactive graph-
ics) but it also covers a range of other topics and DEKRA activities concerning road
safety. When reading the printed version on your tablet or smartphone, you can call
up the web portal directly using the QR codes.
Scan the codes using an ordinary QR code reader and you will be taken directly
to the corresponding content.
IMPRINT
DEKRA Road Safety Report 2016 – Passenger Transportation
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Greeting
4|5
Introduction
1895 First reg- 1900 The 1902 The German 1907 In Offenbach, 1912 The first
ular service in Paris Métro inventor Otto Schulze Germany, segregated electric traffic
Germany with a opens during develops the eddy-cur- cycle facilities are signal with red
fuel-driven bus the World’s rent tachometer for constructed along the and green lights
between Siegen Fair. road vehicles and has it “Offenbacher Alleen- is installed in
and Netphen. patented in Berlin. Au- ring”. It is the oldest Salt Lake City,
tomobile manufacturers existing cycle path in Utah.
install speedometers as Germany.
standard from 1910.
6|7
Introduction
50% of all traffic in urban areas; in rural areas, how- ture. At a detailed level, the individual studies and
ever, this figure is more than 60%. In urban areas, underlying assumptions contain significant differ-
public transport networks are often much better ences, for example in terms of trends in transpor-
developed and are used for around 15% of all trips, tation, technical progress as well as the social and
three times more than in rural regions, where only economic framework. But one thing they all large-
5% of trips are made by public transport. ly agree upon is that the role of motorized passen-
ger transportation will continue to grow, if not
ROLE OF MOTORIZED PASSENGER quite as quickly as in the past. The latest Shell Pas-
TRANSPORTATION CONTINUES TO GROW senger Car Scenario 2014, for example, expects the
proportion of motorized individual transport in
Numerous studies published over the past few the overall share of land-based modes of transport
years have focused on the traffic trends of the fu- to remain at the current level in the future, as well.
600 574
crease by around 10% – despite the falling number
of inhabitants. According to the forecast, the in-
Other motor vehicles1)
400 Trucks and semitrailer tractors crease in car traffic can be primarily attributed to
Buses the greater “automobility” of older people. The use
Cars and station wagons
200
Mopeds and motorcycles of public road transport – including long-distance
coaches – is expected to increase by 6%, the use
0
1991 1993 1995 1997 1999 2001 2003 2005 2007 2009 2011 2013 of rail transportation by around 19%. And with
Conventional tractors with semitrailers and special-purpose vehicles not designed for conveying loads; as of 2006, vehicles with a specific function
1) growth of around 65%, air traffic remains a strong
(e.g. motor homes, ambulances) are counted as passenger cars. Data source: BMVI (Federal Ministry of Transport and Digital Infrastructure) growth industry.
3 4
Proportion of people-carrying modes of transport Purposes of travel in 2012
The number of passenger kilometers traveled increased by almost 30% between 1991 and 2013. More than 40% of travel is for vacation and leisure purposes.
43+22+16145s
1,200 1,141
Billions of passenger kilometers
Accompanying
1,000 trips
875
Business 4,9
800 Vacation
14,2
and leisure
600
Air2) Total: 42,8
400 Rail 1,206 billion
Public road transport Shopping 16,1 pkm*
200 Motorized individual transport1)
0 * Passenger
1991 1993 1995 1997 1999 2001 2003 2005 2007 2009 2011 2013 Travel to 21,9
work/training kilometers
1)
Motorized individual transport: New methodology introduced in 1994, resulting in higher transport volume.
2)
Air traffic: New survey method introduced in 2010. Data source: BMVI Data source: BMVI
1938 In May, the US magazine 1951 The general in- 1952 Kässbohrer Fahr- 1954 A medical-psycho-
“Popular Science” publishes the spection is introduced zeugwerke unveils the logical assessment (MPA)
first ever report on automated for motor vehicles in first modern articulated is introduced in Germany
traffic of the future. It presents a Germany. The general bus with a wide corridor to assess a person’s
vision of a world in which all cars inspection is designed between the front and fitness for driving.
follow electric cables that are to ensure that the num- rear carriage.
buried beneath the pavements of ber of vehicles on the
superhighways and emit electro- road with technical
magnetic impulses that control the safety defects is kept to
speed and direction of travel. a minimum.
| | | | 1950 | | | | 1960
8|9
Introduction
1961 The inspection 1966 On February 1, the German TV 1968 In London, 1968 The US Department of Transportation
tag is introduced in broadcaster ARD starts broadcasting the Victoria Line (DOT) launches a program for the development
Germany as verifi- the series “Der 7. Sinn” [The 7th Sense]. enters service as of experimental safety vehicles and, via its
cation that a vehi- Once a week, in a prime-time slot just the world’s first subordinate National Highway Traffic Safety
cle has passed its before the main news, aspects relating fully automatic, Administration (NHTSA), initiates the interna-
general inspection. to road safety, rules of conduct and tips computer-con- tional “Technical Conference on Experimental
for car drivers and adult road users are trolled under- Safety Vehicles” (today, “Enhanced Safety of
presented are vividly presented. The last ground railway Vehicles” (ESV)). The conference continues to
episode, for the time being, is broadcast line. take place every two years at different venues
in December 2005. all over the world.
1970 The “European Enhanced 1974 On January 1, three-point 1975 In Japan, Konuske
Vehicle-Safety Committee” (EEVC), safety belts become mandatory Matsushita, the founder
which focuses on preregulatory in the Federal Republic of Ger- of Panasonic, unveils an
research, is founded as a Euro- many on the front seats of newly e-bike.
pean counterpart to the US ESV registered cars. The installation
program. The EEVC developed, for of safety belts on the rear seats
example, the testing and inspection of newly registered cars does not
procedure for occupant protection become mandatory until May 1,
in front and side collisions and the 1979. On August 1, 1984, fines
component tests for pedestrian are introduced for not wearing
protection. safety belts.
| | | | 1975 | | | | 1980
10 | 11
Introduction
Assisted, partially and highly automated driv- hicles shall have a driver.” Article 13 goes further:
ing at levels 1 to 3 has not only already been tech- “Every driver of a vehicle shall in all circumstanc-
nically achieved, but is undergoing constant re- es have his vehicle under control so as to be able to
finement and enhancement toward the fully exercise due and proper care and to be at all times
automatic level 4. Due to the “Vienna Conven- in a position to perform all maneuvers required
tion on Road Traffic” from 1968, however, the le- of him.” Driverless cars are, therefore, legally for-
gal framework conditions do not (yet) allow even bidden. In March 2016, an internationally recog-
highly automated driving (level 3) under normal nized revision of the text was published to take
traffic conditions. Article 8 stipulates the follow- future account of highly and fully automated ve-
ing: “Every moving vehicle or combination of ve- hicles (levels 3 and 4). According to this, systems
Antonio Avenoso
Executive Director of the European Transport Safety Council (ETSC)
1980s General Motors 1982 With his study of 1992 The “Contrôle 1995 Robert Bosch GmbH and Mercedes-Benz
equips a number of its the “Gelhard-E-Bike”, Technique” – equivalent introduce the electronic stability program
models destined for Egon Gelhard lays the to the general inspection (ESP), a brake-based driver assistance system.
the US market with a foundations for the in Germany – becomes
black-and-white head- pedelec principle. mandatory for all newly 1995 “Vision Zero” is applied for the first time
up display, which allows registered vehicles in to road traffic in Sweden (target: zero traffic
drivers to see what France. fatalities and zero serious injuries).
speed they are driving
at without having to take
their eyes off the road.
1980 | | | | 1985 | | | |
that influence the driving of a vehicle are permis- 5 Levels of automated driving
sible provided that they comply with the relevant Level 0 Level 1 Level 2 Level 3 Level 4 Level 5 100%
internationally applicable legal regulations or they Semi- Highly Fully
can be deactivated or overridden by the driver. Driver only Assisted automated automated automated Driverless
Driver has to Driver has Driver has to Driver No driver No driver
Finally, level 5 means that the driverless vehi- execute all to execute constantly no longer has required required
longitudinal longitudinal monitor the to constantly in a specific from start
cle can travel from start to finish – even over very and trans- or transverse system. monitor the case. to finish.
Degree of automation
long distances – on all road types, in all speed verse control control maneu- system.
maneuvers. vers.
ranges and under all environmental conditions.
Driver must be
Only then can a vehicle be described as truly au- able to potentially
tonomous. Everyone in the car would simply be take over the
controls.
passengers. This is equivalent to the “Google car”,
System has to
which received a huge amount of media attention execute longitudinal The system
and was originally designed without a steering and transverse assumes
wheel or pedals (Figures 5 and 6). System control maneuvers responsibility
has to in a specific case*. for all driving
execute It recognizes tasks on all
CHANGING THE LEGAL longitudinal
and trans-
system limits
and prompts the
System
can handle
road types,
in all speed
FRAMEWORK CONDITIONS No active
System
takes over
verse control driver to take over all situations
maneuvers the controls with automatically
ranges and
under all
intervention a different in a specific sufficient advance in a specific environmental
The fact is that highly and fully automated driv- system. function. case*. warning. case*. conditions. 0%
ing open up major potential for further reducing *Cases here refers to road types, speed ranges and environmental conditions. Source: VDA (German Association of the Automotive Industry)
the number of accidents and, in particular, the
number of killed or injured road users. Volvo, for
example, is pursuing its vision of zero deaths or
6
serious injuries in a new Volvo from 2020. And ac- Classification of vehicle automation
cording to a forecast made by accident research- Technically speaking, automated driving up to level 4 is already feasible, but the legal framework conditions
ers at Daimler, by 2070 the number of accidents urgently need to be changed accordingly.
with casualties in which car drivers are mainly re-
Technically viable / viable in the near future Vision
sponsible could fall to almost zero. Even if it these
predictions might not turn into reality completely,
Automated driving
they would entail further important steps toward
1990 | | | | 1995 | | | | 20 0 0
12 | 13
Introduction
Emmanuel Barbe
Interministerial Delegate for Road Safety
2001 The first 2003 BMW 2003 On November 17, the European Parliament and 2007 The DARPA Urban 2011 In the “Road
color head- becomes the Council of the European Union enact Directive 2003/102/ Challenge – an interna- Safety Guidelines
up display is first European EC for the protection of pedestrians and other vulnerable tional competition for 2011–2020”, the
installed in manufacturer road users. This stipulates that the front ends of cars must unmanned vehicles in an European Commis-
the Chevrolet to introduce undergo a series of component crash tests to verify that urban environment – takes sion formulates its
Corvette. the head-up certain biomechanical limits are not exceeded. The impac- place in the USA. goal to halve the
display, install- tors used during testing represent the parts of a pedestri- number of traffic
ing it in the 5 an’s body that are most at risk of injury (head, pelvis and 2008 Germany’s first fatalities between
and 6 Series. leg). Since October 2005, newly certified vehicle types fully automatic, driv- 2010 and 2020.
are required to undergo testing in this way. erless underground
railway travels through
Nuremberg.
20 0 0 20 05 2010 2011
7
Even in conjunction with the introduction of Change of responsibility and liability with highly automated driving
highly automated vehicle functions (level 3), li- Handover to system Hand back to driver
ability issues have to be clarified (Figure 7). Re-
sponsibility for driving traditionally lies with the Driver Offer to System Request to Driver
drives handover drives hand back drives
driver of the vehicle, although the vehicle owner
is co-liable in the event of an accident within the Responsibility with Responsibility with system Responsibility with
scope of their responsibility – for example regard- driver (joint liability (liability with manufacturer, driver (joint liability
with owner, or possibly, or possibly, joint liability with owner, or possibly,
ing the technical condition of the vehicle or the manufacturer) with owner) manufacturer)
surrender of the vehicle to the driver. The manu-
facturer, too, may also be liable if a product defect
caused or contributed to the accident.
Overall, it is highly likely that, already by the (level 3). Whether this will be possible for normal
end of the second decade of this century, numer- drivers on public roads, however, seems less like-
ous car manufacturers will be offering cars featur- ly as things currently stand. Among other things,
ing functions enabling partially automated driv- level 3 driving would have to be allowed within the
ing (level 2) on highways or for parking – and not framework of applicable, further amended legisla-
just in the luxury segment. By that time, associ- tion and of the associated subordinate regulations
ated systems will probably be sufficiently techni- and implementing regulations, including clarifi-
cally advanced to enable highly automated driving cation of liability.
2014 From November 1, all new road vehicles 2015 From July 1, technical testing 2015 From November 1, in the EU,
– including everything from cars to heavy buses organizations in Germany are required newly registered heavy-duty trucks
and trucks and their trailers – in the EU must be to use a main inspection adapter during (more than 3.5 t gross weight rating)
equipped with electronic vehicle stability control general inspections on cars. This is used and buses with more than eight seats
(EVSC), generally known as ESP or ESC. This for inspecting electronic vehicle compo- (not including the driver’s seat) must be
requirement has already been in place for newly nents and is designed for the increasing- equipped with an advanced emergen-
type-approved vehicles since November 1, 2011. ly complex technology installed in cars. cy braking system (AEBS) and a lane
This equipment requirement is based on EU departure warning system (LDWS). This
regulation no. 661/2009. 2015 In September, a section of the A9 requirement has already been in place
highway in Germany becomes a des- for newly type-approved vehicles since
ignated “test track” for automated and November 1, 2013 and is also based
networked driving. on EU regulation no. 661/2009.
14 | 15
Accidents
-2
60,000
in percent
-4
ber states above all must be responsible for everyday
40,000 -6
road safety, for example by enforcing traffic regula-
2014: 25,645 tions, launching public information campaigns and
-8
20,000 expanding and maintaining infrastructure. The EU
Goal for 2020: 15,750 -10 bears some responsibility, too: Through legal provi-
0 -12 sions and recommendations concerning, for example,
1991
1993
1995
1997
2001
2003
2005
2007
2009
2011
2013
2015
2017
2019
1999
Year
Data source: CARE; European Commission, DG Mobility and Transport
9
Fatalities in the EU member states
h
blik
eic
The number of road traffic fatalities in the EU states fell by 53% between 2001 and 2014.
rn önigr
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lan Irla land
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Change 2001–2014 2010–2014
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0
Average annual change in percent
10
20 EU average
2010 – 2014
30 -18%
40
50
EU average
60 2001–2014
-53%
70
minimum requirements regarding the registration of traffic fatalities per million inhabitants: Bulgaria,
new vehicle types, technical vehicle monitoring and Latvia, Lithuania and Romania. The most danger-
the harmonization of technical standards, it can play a ous roads in the EU are in Latvia, where 106 traf-
role in improving the safety of Europe’s roads. fic fatalities per million inhabitants occurred in
2014. In Germany, the number of traffic fatalities
BIG GAP BETWEEN POORER per million inhabitants increased from 41 in 2013
AND RICHER COUNTRIES to 42 in 2014.
Broken down by member state, the statistics pub- According to the European Commission, some
lished by the EU Commission show that big dif- member states – particularly Greece, Malta, Por-
ferences still exist when it comes to the number of tugal and Spain – have enjoyed an above-average
fatal accidents. The average number of traffic fa- improvement in road safety over the years. Den-
talities in the EU in 2014 was around 51 per mil- mark, Croatia, Austria, Romania, Slovakia and Cy-
lion inhabitants. With around 30 per one mil- prus have also seen an abovce-average decline in the
lion inhabitants, the Netherlands, Sweden and the number of traffic fatalities between 2010 and 2014
United Kingdom still have the fewest traffic fa- (Figure 9). In all states, nearly half of all road users
talities. In four countries, 2014 saw more than 90 involved in accidents were in cars (Figure 10).
10
Traffic fatalities in the EU by road user group and location Car/Taxi
Motorcycle
Trucks
Trucks up to 3.5 t
Across the EU, car occupants account for the highest number of traffic fatalities – on rural roads and highways, in Moped Bus
particular, the figure is almost 60%. In urban areas, pedestrians account for nearly 40% of fatalities, significantly Bicycle Tractor
Pedestrians Others
ahead of other road user groups.
45.4 57.9 58.1
15.0
25.1
4.2
16 | 17
Accidents
ia
ge
ic
pe
err ern
n
A m and
ca
ric
ea
As
eri
era
ro
Af
dit East
an
Pa
uth h
Eu
st
av
S o Nor t
ea
st
uth
We
ob
Me
So
Gl
Data source: WHO taining minor and serious injuries also increased
by 3.8% and 5.7% respectively. And, according to
preliminary figures released by the Federal Statis-
tical Office of Germany, 2015 saw 3,475 traffic fa-
talities nationwide, equivalent to a 2.9% increase Raimundo García Cuesta
on 2014. President of the AEAV (Asociación
Española de Accidentología Vial)
As in most EU member states, most fatalities
in Germany continue to occur on rural roads. Introduction of a quality system
Even so, however, the number of fatalities on ru- in road safety management
ral roads fell by 17% between 2011 and 2014. The
decline since 2000 is as much as 58%. Almost 30% The general road safety situation in made and new solutions found for
of fatalities occur on roads within in built-up ar- Spain has improved dramatically old problems. With this in mind,
over the past few years, with Spain and in a world of continuous im-
eas. Between 2011 and 2014, the number of such
now one of the countries that has provements in infrastructure and
fatalities fell by 12%. That the risk of accidents on experienced a significant reduction the technical development of ITS
rural roads is much higher than on other roads is in the number of traffic fatalities. (intelligent transport systems), it is
also confirmed by the ratio of persons killed to ac- This success can be attributed not important to focus attention on the
cidents with casualties: While 2014 saw five deaths only to decisive action on the part human factor without ignoring mea-
in 1,000 accidents with casualties in urban areas, of legislators but also the participa- sures that have already proved ef-
tion of society as a whole. Indeed, fective. The smartest thing would be
the corresponding figure for highways was 20 and with 650 signatories, Spain’s lev- to use social commitment as a foun-
for rural roads as high as 27 (see also Figures 12 el of participation in the Europe- dation. In this way, resources are
and 13). an Road Safety Charter is without optimized, synergies are support-
doubt among the highest in Europe. ed and greater success rates are
As the Federal Statistical Office of Germany This gives an insight into the level of achieved. The drive to introduce a
social commitment when it comes to quality system in road safety man-
also reports, in Germany in 2014 almost all road
matters of joint responsibility. agement with the aim of instilling
user groups recorded more fatalities than in the But changing times and the chal- a real culture of road safety, which
previous year. The biggest increase was among fa- lenges imposed by European politi- must be accompanied by training
tally injured users of insurance-licensed motorcy- cians – of which the Spanish road and awareness-raising measures,
cles (87 deaths = + 19.2%), followed by cyclists (396 safety strategy is a direct product seems to be one of the most effec-
deaths, + 11.9%) and users of officially licensed – mean that advances have to be tive means of achieving this target.
motorcycles (587 deaths = + 3.3%). In contrast, the
number of pedestrians killed (523 deaths = - 6.1%)
and occupants of trucks (143 deaths = - 3.4%) fell.
If one looks at these trends by road user group
over the past five years, it is clear that huge ad-
vances have been made for car occupants. When it
comes to cyclists, motorcyclists and pedestrians,
12 13
Traffic fatalities in Germany by location 1973–2014 Casualties by location 2014
Most fatalities occur in non-urban areas. Most serious and slight injuries occur in urban areas;
most fatalities occur in non-urban areas, excluding highways.
16,000
On highways
80
Non-urban, excluding highway On highways
Urban Non-urban, excluding highway
12,000 Urban
60
Absolute frequency
Locations in percent
8,000
40
4,000
20
0
0
1979 1984 1989 1994 1999 2004 2009 2014 Fatalities Seriously injured Slightly injured
Year (3,377) (67,732) (321,803)
Data source: StBA (Federal Statistical Office) Data source: StBA
18 | 19
Accidents
THE RISK OF DYING IN A CAR cerned, the biggest increases were seen among pe-
destrians (+ 7.3%), cyclists (+ 8.2%), moped riders
(+ 3.8%) and car drivers (+ 3.0%) (see also Table 14).
ACCIDENT HAS FALLEN BY MORE Two further statistics should also give pause
THAN 70% SINCE 1995 for thought: More than 750 people – so almost a
quarter of all traffic fatalities – died in accidents in
cars driven by someone who had held a driver’s li-
cense for less than two years. And more than 10%
of car occupants killed were not wearing a safety
belt. The ONISR also points out another alarming
however, the trend has stagnated somewhat, which trend: Pedestrians and cyclists are the only two
is why these road user groups will continue to rep- road user groups not to be included in the positive
resent a key focus for politicians in efforts to im- overall trend observed since 2010. The number of
prove road safety. pedestrians killed increased by 4% and the num-
ber of cyclists killed increased by 7%.
SIMILAR TRENDS IN FRANCE,
In its latest statistics, the ONISR has also put
ITALY AND SPAIN
a figure on the economic cost of all the road acci-
Looking beyond Germany, a similar trend can be dents that occurred in France in 2014: €37.5 bil-
observed in, among other countries, France. Here, lion, or around 1.5% of the gross domestic prod-
too, the total number of traffic fatalities is falling uct. Fatalities account for €10.7 billion, serious
– by 15.2% to 3,384 between 2010 and 2014 – al- injuries €10.5 billion and minor injuries €700 mil-
though in 2014 around 3.5% more road users died lion. On top of this are €300 million for materi-
than in 2013. Likewise, statistics published by the al damage caused by accidents with casualties and
“Observatoire National Interministériel de la Sécu- €15.3 million material costs for accidents without
rité Routière” (ONISR) show an almost 4% increase casualties.
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
accident locations (Table 16). While any increases
and decreases remained at a comparatively low lev- Year
el among most road user groups, a significant in- Data sources: Istat, ACI
According to a survey conduct- around on a free stretch of What is not clear, however, is on multi-lane carriageways.
ed by the University of Wup- road (at least 15%). Highway whether older people are real- Nevertheless, the hazards
pertal on behalf of the German interchanges and service sta- ly more likely to be wrong-way associated with inadvertent
Federal Highway Research In- tions figure more rarely as con- drivers than people in other wrong-way drives can be mit-
stitute, around 1,800 reports tributors to wrong-way drives. age groups. Older people tend igated through suitable mea-
of wrong-way drivers are re- Reports of wrong-way driv- to drive in the wrong direction sures designed to assist drivers
ceived by radio traffic services ers are most commonly re- during the day, young peo- in (intuitively) regaining their
every year in Germany. On ceived at periods of low traf- ple at night. Older people are bearings early on. Such mea-
the basis of extrapolations of fic (at night) and especially more likely to simply lose their sures should be taken into ac-
the actual number of accidents on weekends. For example, bearings, while young people count in the planning of future
caused by wrong-way drivers, around twice as many wrong- are more likely to be under the road construction projects and
it can be assumed that every way drivers are reported on influence of alcohol. In rela- regular reviews and checks.
year between 75 and 80 of Saturdays, Sundays and pub- tion to the number of accidents Infrastructural measures – for
these accidents occur on high- lic holidays than on working caused by wrong-way drivers, example, regarding the sign-
ways. Half of these involve ca- days. The peak period is late the number of alcohol-related posting, road signs and/or
sualties, and around one sixth Saturday night / early Sun- accidents is 14%, so around markings – can also assist
involve fatalities. In general, day morning, when reports of ten times higher compared road users in ensuring that they
accidents caused by wrong- wrong-way drivers are almost with all highway accidents. do not drive the wrong away
way drivers have comparative- three times higher than the av- It is unlikely that wrong-way along highways and other
ly serious consequences. erage number of reports on a drives will ever be completely roads. Along certain sections
Most wrong-way drives working day. prevented, particularly if there of the highway, some EU states
(at least 32%) begin at high- According to the study, is intent on the part of the driv- have already erected huge
way ramps. The second most around one third of wrong- er – for example, if they delib- signs alerting drivers to the risk
common cause of wrong-way way drivers causing accidents erately drive down the wrong of driving onto the wrong side
drives is when a driver turns are aged 65 years or more. highway ramp or turn around of the highway.
20 | 21
Accidents
by the Federal Statistical Office of Germany com- urban excluding highway, highway), significant
paring the risks associated with different forms of differences can be observed (Figure 17). That said,
transport, are likely to be the more comprehensive the accident figures for the other forms of trans-
safety precautions on public transport and the re- port are much lower (Table 18).
duced likelihood of human error.
A simple comparison of the absolute figures
A comparison of the absolute figures for the for the number of people involved in accidents is
individual road user groups shows that, over the not enough, however, for drawing a conclusion re-
course of any given year, most traffic fatalities are garding the accident risk associated with different
occupants of cars. If one looks at the number of forms of transport. This is possible only when one
fatalities broken down by location (urban, non- looks at the ratio of accidents and casualties to a
common base number (e.g. frequency of use). Pos-
sible variables for measuring vehicle use include
17
Fatalities in 2015 by road user group the number of vehicles on the roads, the number
Efforts to improve safety on rural roads are focused on car occupants and motorcyclists; of hours spent in a vehicle, the number of persons
in urban areas, on pedestrians and cyclists. conveyed in a vehicle or the distances covered in
a vehicle.
Passenger Motor- Pedestri- Bus
Cyclists Other*
car occupants cyclists ans occupants
Many experts consider “passenger kilometers”
to be the most useful reference figure for relativiz-
Urban 181 166 230 368 3 35 ing the occurrence of accidents in different forms
of transport because the combination of “kilome-
ters driven” and “number of persons conveyed”
contained in the “passenger kilometers” figure
Non-urban, ex-
cluding highway
1,172 469 166 125 2 85 compensates for any distortion that would arise if
only one of these variables were used.
1997
2001
2003
2005
2007
2009
2011
2013
1999
transport.
20
Occupant fatalities per billion passenger kilometers
The statistical rankings are reflected EU-wide, The risk of fatality for motorcycle riders and passengers is much higher than for car occupants.
too. However, there is one mode of transport that
is much more dangerous than the car – and that’s 100
Occupants of Motorcycle riders and passengers
Per 1 billion passenger kilometers
1997
2001
2003
2005
2007
2009
2011
2013
1999
22 | 23
Accidents
21 22
Bus occupant fatalities in Germany Bus occupant fatalities in 15 EU states
1995–2014 1991–2013 (EU-15)
35 300
Bus occupants 3. EU road safety
Occupants Other buses 267 program
of: School buses On highways 2001–2010:
30 Transit buses 250 Rural road Target: -50%
Coaches Urban
Bus occupant fatalities
196
Bus occupant fatalities
25 200
20 150
-61 %
118
15 100
77
10 50
5
0
1991
1993
1995
1997
2001
2003
2005
2007
2009
2011
2013
1999
0
1995
1997
1999
2001
2003
2005
2007
2009
2011
2013
EU-15: Year
Belgium, Denmark, Germany, Finland, France, Greece, Ireland, Italy, Luxembourg,
Year Netherlands, Austria, Portugal, Spain, Sweden, United Kingdom
Data source: StBA (Federal Statistical Office) Data sources: CARE, StBA
23 Cycling casualties by location, age and accident type
Special assessment of road accidents in 2014
Casualties Urban Non-urban Urban and non-urban
Pedelec riders Riders of bicycles Pedelec riders Riders of bicycles Pedelec riders Riders of bicycles
without electric without electric without electric
propulsion propulsion propulsion
Seriously Killed Seriously Killed Seriously Killed Seriously Killed Seriously Killed Seriously Killed
injured injured injured injured injured injured
Aged … ≤ 17 8 – 1,672 9 – – 237 17 8 0 1,909 26
18–64 203 3 7,107 87 48 4 1,504 50 251 7 8,611 137
65+ 263 13 2,844 118 102 19 522 76 365 32 3,366 194
Total 1) 474 16 11,632 214 150 23 2,266 143 624 39 13,898 357
Accident type
Driving accident 133 4 2,333 34 55 1 691 29 188 5 3,024 63
Turning-off accident 61 1,685 36 14 – 181 11 75 0 1,866 47
Turning-into/ 125 4 3,990 81 41 20 522 56 166 24 4,512 137
crossing accident
Crossing-over accident 5 – 118 – – – 3 – 5 0 121 0
Accident in slow traffic 20 – 538 4 1 – 9 1 21 0 547 5
Accident in flowing traffic 53 4 1,103 13 23 2 461 32 76 6 1,564 45
Other accidents 77 4 1,865 46 16 – 399 14 93 4 2,264 60
Total 474 16 11,632 214 150 23 2,266 143 624 39 13,898 357
1)
Including unknown age Data source: StBA (Federal Statistical Office)
The statistics for 1998, 2001 and 2006 show that Bus accident statistics are consistently char-
no bus occupants died as a result of an accident on acterized by isolated, severe accidents in which
German roads. For this road user group, “Vision it is generally coach occupants who suffer fatal-
Zero” had become a reality – temporarily at least. ities. For example, the increase to 118 accident-
In some years, however, including 2007, 2010 and related fatalities in 2013 can be explained by an
2014, the number of coach passengers killed dom- accident that occurred in southern Italy in June
inates the overall figures for bus occupant fatal- in which 38 people died because the vehicle plum-
ities. Thankfully, in 15 individual years over the meted down a 30-meter slope. Another tragic ac-
period under analysis, no deaths as a result of cident occurred in October 2015 near the city of
road accidents were recorded among occupants of Bordeaux in southwestern France, when 43 people
school buses. were killed.
EU-wide, too, overall comparatively few bus oc- BICYCLE AND PEDELEC FATALITIES
cupants are killed in road accidents. On the basis IN GERMANY
of the long-term statistics published by CARE, his-
torical trends for 15 countries can be ascertained, As already mentioned in this chapter, cyclists are es-
broken down according to location, from 1991 to pecially vulnerable road users. In Germany in 2014,
2013 (Figure 22). The relatively low overall figures 396 cyclists were killed in road accidents, which is
reached their peak (267 fatalities) in 1992 and, from equivalent to 12% of all 3,377 traffic fatalities. Of
2001 to 2010, fell by 61%, with the target of halving all the cyclists killed, 39 (11%) were riding a pedelec
the number of fatalities – as specified in the third (Table 23). The vast majority of cyclists killed were
EU road safety program – being exceeded.
24 | 25
Accidents
Comparatively high
speeds can quickly be
reached on pedelecs,
so a helmet is strongly
advised. In Germany,
helmets are mandatory
on S-Pedelecs.
24
Bicycle and pedelec riders killed in 2014 elderly riders, with more than half (54%) aged at
in Germany by age group least 65. Even more striking, at 82%, is the dom-
inance of people aged 65+ among pedelec riders
0%
0 – 14
3% Pedelec riders Cyclists who were killed (Figure 24). Among people aged
0%
100% = 39 fatalities 100% = 357 fatalities 44 and below, the statistics show not one single
15 – 24
8% pedelec fatality, but 74 bicycle fatalities (21% of
0% 357 fatalities).
25– 34
4%
35– 44
0% Number in 2.5 million IN VOGUE: PEDELECS
5%
Germany
Age
5%
45– 54
11%
72 million in total To avoid the stifling traffic jams that clog up
Pedelecs 69.5 our urban regions, an integrated road transport
13%
55– 64 Bicycles without million
13% electric drive strategy comprising a mix of all modes of trans-
26% Data source: ZIV (Zweirad-Industrie-Verband) port is necessary. In congested areas plagued by
65– 74
22% traffic jams, electric bicycles above all are an ex-
56%
75+ cellent alternative to cars because they are, on
32%
average, faster than cars in urban traffic (up to
Data source: StBA (Federal Statistical Office) a distance of ten kilometers) and more ecof-
riendly at a local level (Figure 25). The number
25 of pedelecs sold in the EU has been increasing
Route comparison: from door to door in urban traffic* for years. Internationally, too, electric bikes are
Particularly over shorter distances, you can reach your destination more quickly on a pedelec than becoming increasingly popular as a means of ur-
with the car, bus or train.
ban transportation (Figure 26).
60
40
sists the rider with pedaling, which makes them
On foot
30 much easier and more comfortable to ride than
Bicycle
20
Pedelec ordinary bicycles. The word “pedelec” is a coin-
Bus and train
Car
age, made up from the words “pedal electric cy-
10 cle.” Unlike ordinary bicycles, pedelecs are addi-
0 tionally equipped with a battery, electric motor
0 2 4 6 8 10 12 14
and control electronics.
Distance in kilometers
* Average speeds are specified for each mode of transport: On foot Ø = 4 km/h, Bicycle Ø = 15.3 km/h, Pedelec Ø = 18.5 km/h, A pedelec has to fulfill three conditions: Speed
Bus and train Ø = 20 km/h, Car Ø = 24.1 km/h. Source: UBA-Fachschätzung (July 2014) limit, continuous power limit and a support
drive for pedaling only. These criteria, which
may also change from one country to another,
result in different categories of pedelecs. In Ger-
many, these are as follows: Dr. Walter Eichendorf
President of the German Road
• Pedelec25: Pedelecs that support speeds of up Safety Council (DVR)
to 25 km/h are classified as bicycles according
to the Road Traffic Act. The support drive must Cycling proficiency training for all
deliver a maximum continuous power of 250 W,
For children, riding a bike is the when pupils go for practice rides
which must only become active when the pedals first step on the road toward inde- on real roads because this would
are used. Speeds in excess of 25 km/h are possi- pendent mobility. But the high num- be impossible without police
ble and permitted, although in this case all the ber of young cyclists aged between supervision. Since many schools
propulsive power must be generated by the rider 10 and 15 involved in accidents are already complaining about a
themselves. A starting or pushing aid that pro- clearly shows that they require spe- lack of engagement from parents,
cial training in how to be safe road the assistance of the police is all
pels the pedelec up to a speed of 6 km/h – even users if they later want to ride their the more important – especially
without pedaling – is permitted. A Pedelec25 bicycles out and about on their considering that many elementa-
can be ridden anywhere a conventional bicycle own. Cycling proficiency train- ry-school-age children have never
can be ridden. ing with a cycling proficiency test ridden, or even learned to ride, a
when they finish elementary school bicycle.
is therefore a central measure of The German Road Safety Coun-
• Pedelec45: Pedelecs that support speeds of up
road safety initiatives at school. cil – together with its members –
to 45 km/h (“S-Pedelecs”) are a special type of With a view to realizing “Vision has therefore committed itself to
pedelec and can be electrically propelled even at Zero”, all conceivable potential to ensuring that the police in all fed-
speeds in excess of 25 km/h. Electrical support enhance road safety must be lev- eral states remain a competent
cuts out at 45 km/h or with a continuous power eraged – and this includes road and important partner in road
of 500 W. S-Pedelecs may also be ridden without safety education in schools. During safety initiatives in schools. Be-
cycling proficiency training, pupils cause only with their support can
any input from the rider (i.e. by purely electrical learning under test conditions are cycling proficiency training fol-
means) up to a speed of 20 km/h. It is important for the first time confronted with the lowed by a cycling proficiency
to note that S-Pedelecs require an insurance li- rules of the road. test remain something to which
cense plate and a rear-view mirror because they When it comes to preparing all children can have access. That
are legally classified as mopeds. In urban areas, and undertaking cycling proficien- said, schools also have to play
cy training, schools depend on the their part by integrating issues
S-Pedelecs may not be ridden on cycle paths un-
assistance of parents and the po- relating to road safety work in
less this is explicitly permitted. Outside urban lice. This is particularly important teacher training programs.
areas, they may be ridden on cycle paths unless
this is explicitly forbidden.
are possible. The problem is that most road us- 1.2 3.3
ers perceive pedelecs as bicycles and, as such, as EU
a generally low-speed mode of transport. The- 0.1 0.3
oretically, therefore, the likelihood of pedelec
riders finding themselves in critical traffic sit- USA
uations would seem higher. Since accidents at 27.1 %
Total 2014 Total 2023
higher speeds result in more serious injuries,
DEKRA explicitly recommends the wearing of
31.7 World 40.3
a helmet. Data source: Allianz, calculations based on market forecasts conducted by Navigant Research (2014)
26 | 27
Accidents
CHILDREN MUST
BE BETTER PROTECTED
Viewed over the long term, data released by the Fed-
Jacqueline Galant eral Statistical Office of Germany show that, thank-
Belgian Minister of Mobility fully, fewer and fewer children are losing their lives
on the roads. While in the 1950s more than 1,000
The e-bike – an attractive mode of transport child fatalities per year were recorded in Germany,
this figure fell in the 1990s to less than 500 and was in
As part of my mandate, I am safety of all riders to be ensured?
faced with three central challeng- My first job is to amend the pro- 2014, for the fifth time, less than 100. In 2014, a total
es: To reduce the environmental visions in Belgium, and in doing of 28,674 children were involved in accidents on Ger-
impact of the transport sector; cut so ensure that future e-bike mod- many’s roads – of these, 71 children died, 13 more
the cost of traffic jams; and im- els are also taken into account. than in the previous year. More than 10,765 children
prove road safety. The legislation And future technical develop- were involved in accidents as car passengers, with 26
on e-bikes is a good illustration ments, which come to pass ever
of these three areas. We are cur- more rapidly on this market, also
of these losing their lives. One of the reasons is that
rently seeing fundamental change have to be accommodated. they are not properly secured in the vehicle – wheth-
in the world of e-bikes: Follow- The word “e-bike” is current- er because the person responsible for the child does
ing technical improvements, the ly still just an umbrella term for not have enough time, is lazy or simply does not
e-bike proved itself to be a real a range of models that could know how to properly use the securing system.
alternative – or complement – to be comparable to convention-
conventional combustion engine al bicycles, mopeds and motor-
motorcycles like scooters or light- cycles in terms of power and Particularly careless and negligent is anyone who
weight motorcycles. speed, which is why the current puts their child on the front passenger’s lap with no
For the short distance between draft law prescribes a minimum protection whatsoever. In a crash, the front passen-
home and work or the nearest age of 16 years, at least theo- ger would be flung forward, resulting in acute dan-
public transport stop, e-bikes are retical knowledge of the rules ger to life for the child, even at low speeds, with se-
the perfect mode of transport: of the road and the mandatory
Not only are they ecofriendly, wearing of a helmet (bicycle or
vere crushing of vital organs. If a child is wearing
but they also place fewer de- motorcycle helmet). These mini- very thick clothing, there is a risk that the restraint
mands on road infrastructure mum requirements apply to ve- does not lie tightly enough across their body. In a
than cars (they take up less room hicles with a speed of between critical situation, the child could strike the headlin-
on the roads; cause less road 25 km/h and 45 km/h and mo- er, potentially resulting in serious injuries such as
wear because they are light; tor power of between 1 kW and
compression of the spine.
etc.). In addition, the physical 4 kW (for higher-power vehi-
activity involved is good for your cles, the specifications for mo-
health. torcycles apply). By way of com- Also, one of the most common mistakes is when
In my role as minister, I now promise, e-bikes may be ridden the child is not properly restrained in their seat or the
have to find an answer to the fol- on all paths otherwise exclusive- seat is the wrong size. This is particularly hazardous
lowing question: What needs to ly reserved for pedestrians, cy- in smaller vehicles in which the distance between the
be done for the e-bike to become clists and horse riders. Mopeds
an attractive mode of transport are currently not allowed to be
rear and front seat is relatively small. In a collision,
and, at the same time, for the ridden along such paths. the child could potentially suffer severe flexion inju-
ries and overextension of the cervical spine, result-
ing in permanent nerve damage. If the child’s head
strikes the front seat, this could in the worst-case sce-
nario result in a traumatic brain injury.
28 | 29
Infrastructure
58 | 59
Infrastructure
The effectiveness of crash barriers erected at bends Make way for the blue lights and sirens!
in the road should be increased by installing con-
How should I respond if I see an lane carriageways, drivers in the
tinuous skirting. The plastic padding attached to left lane move over to the left as
emergency vehicle appear be-
hazardous posts was an emergency measures that hind me with blue lights flashing far as they can go, while every-
can now be replaced by more effective protective and siren wailing? This is a ques- one else moves right. This rule ap-
elements. The “Euskirchen Plus” system, for ex- tion drivers are faced with time plies in Germany, Austria, Hun-
ample, which was developed by DEKRA on behalf and again. The main thing, first gary, Slovenia and Switzerland.
of all, is not to panic. Instead, In the Czech Republic, the rescue
of the German Federal Highway Research Insti-
stay calm and figure out what’s corridor must be formed on sec-
tute, offers much greater protection for motorcy- happening. Where is the noise tions with more than two lanes in
clists who collide with the crash barrier. coming from? In what direction is one direction, between the mid-
the emergency vehicle – or emer- dle and right lane. Vehicles in the
SITUATION-SPECIFIC SPEED gency vehicles – traveling? How right lane have to move over to
many emergency vehicles are the right as far as they can go,
LIMITS AND WARNINGS there? Once you have answered while everyone else moves over to
these questions, reduce your the left as far as they can go.
When it comes to infrastructure, however, mea- speed to the extent necessary Something else that is import-
sures have to encompass a lot more than just the and, if in dense traffic or a traffic ant: Don’t only think about form-
road design. Given that excessive speed is a com- jam on highways or on multi-car- ing a rescue corridor when traffic
mon cause of accidents, other measures that can riageway roads, form a “rescue is at a standstill,. In traffic jams,
corridor” through which the emer- when vehicles are already very
be taken include management of traffic flows and
gency vehicle(s) can pass. close to each other, it can often
suitable speed management. Whether variable This rescue corridor has been be difficult to move over to the
speed limits, warnings of adverse weather con- mandatory since 2012 in only side to form a corridor, which is
ditions and traffic jams, lane closures, informa- four EU countries – Germany, the why drivers should always stick
tion about public transport or advice on alterna- Czech Republic, Austria and Hun- to the edge of their lane in con-
tive routes to avoid traffic jams, the examples show gary. In Switzerland and Slove- gestion so that the rescue corridor
nia, rescue corridors are volun- remains open. And whether in an
the huge potential offered by dynamic signage sys- tary. A rescue corridor is a free accident or an emergency, if you
tems designed to influence traffic. Future inter- section of road between the out- have to leave the vehicle, all oc-
action between vehicles and traffic computer sys- ermost lane on the left (in right- cupants if possible should wear a
tems (Rural Road 4.0) will far exceed what we are hand traffic) and the lane next to standards-compliant reflective vest
familiar with today. it that allows emergency vehicles and head for the side of the road
to pass through. The drivers in where it is safe. It is a good idea
the left lane have to move over to to carry as many reflective vests
The benefits are clear: Speed limits, warnings the left as far as they can go and in your car as there are occupants
and information can be activated in specific situa- those in the right over to the right – in fact, in some European coun-
tions so that only the most relevant information is as far as they can go. On multi- tries, this is prescribed by law.
60 | 61
Infrastructure
dents (e.g. organizing emergency medical services, calling for improved cooperation between rail and
telling people what to do in the event of a fire). road operators. The main cause of such accidents –
as with many other traffic situations – is often in-
Another area of focus for the EU are road-level appropriate actions on the part of road users, e.g.
railroad crossings. Although just a small number poor judgment of risks, inattention and the failure
of road accidents occur at railroad crossings (no to observe road signs and warnings – or, in oth-
more than 2% of all traffic fatalities), they account er words, human error. Good infrastructure can
for around 30% of railroad fatalities. To prevent play a key role here in mitigating the associated in-
accidents at railroad crossings, therefore, the EU is creased risk of accidents.
62 | 63
The Human Factor
36 | 37
The Human Factor
effectiveness of MPAs, which, among other things, Given, too, the tragic end of the Germanwings
can be attributed to the systematic application of flight on March 24, 2015 in the French Alps, it is
a scientifically sound list of criteria for assessing only sensible that we at least discuss the intro-
conspicuous drivers (DGVP & DGVM, 2013). duction of checkups for people exhibiting medi-
cal, psychological or behavioral abnormalities in
In Germany, any driver whose behavior comes whatever field of transport – road, rail, marine, air
to the attention of the authorities can undergo a – in terms of their fitness to operate any mode of
driving fitness assessment (MPA or medical opin- transport.
ion) in order to put to rest any doubts on the part
of the driver’s license authorities regarding his or DAYTIME DROWSINESS INCREASES
her fitness to drive. The driver’s license authorities, THE RISK OF ACCIDENTS
however, do not generally have access to data on
other modes of transport, which means that the A perennial hazard on the roads is fatigue or
captain of a ship, for example, might have his or drowsiness, also defined as “sleep-related fatigue.”
It is hard to gather data on this particular hazard
because no breath or blood test can give the po-
lice any indication of fatigue, unlike with the con- Prof. Dr. med. Maritta Orth,
sumption of alcohol or drugs, for example. As a Dr. Dipl.-Psych. Hans-Günter Weeß
result, fatigue is frequently not registered in statis- Members of the Board of
tics as a cause of accidents, hence the potential for the German Sleep Society
a high number of unrecorded cases.
Daytime drowsiness is the number 1 risk factor
Fatigue as the potential cause of an accident is Daytime drowsiness is defined Regarding the question on
indicated in studies in which those involved in an as a compulsive need to fall sleepiness at the wheel, the
accident are asked about its cause directly after- asleep, particularly in monoto- highest numbers came from the
wards. For example, questioning 9,200 Norwegian nous situations such as driving Netherlands (34.7%) and Austria
at night along the highway and, (34.2%). In Germany, 17.1% of
people involved in accidents (Sagberg, 1999) re-
above all, during physiological people admitted to nodding off at
vealed that falling asleep at the wheel and drows- performance slumps (depending the wheel. The total percentage
iness were the causes of 3.9% of all accidents. This on chronotype or inner biologi- of fatigue-related accidents was
factor played a massive role in nighttime accidents cal clock, between 2 a.m. and 5 1.4% (Estonia: 2.7%; Austria:
(18.6%), accidents in which the vehicle left the road a.m., in the early afternoon and 2.6%; Poland: 2%. The most com-
(8.3%), accidents occurring after the driver had al- from 8 p.m.). mon specified causes of drowsi-
Surveys conducted in the USA ness were poor sleep during the
ready covered more than 150 kilometers (8.1%) show that around 60% of all previous night (42.5%) and poor
and accidents with casualties (7.3%). A detailed drivers have driven while feel- sleep in general (34.1%).
scientific analysis of accidents involving trucks ing sleepy, with 17% admitting On the basis of current studies,
on German highways (Evers & Auerbach, 2003) to having nodded off very briefly the European Parliament (Com-
showed that fatigue was the cause of between 16% at the wheel. In the USA, experts mission Directive 2014/85/
assume that between 10% and EU of 1 July 2014 amending
and 19% of truck accidents in which people were
30% of all car accidents can be Directive 2006/126/EC of the
killed or seriously injured. attributed to drowsiness. European Parliament and of the
Daytime drowsiness is a par- Council on driving licenses) has
Even if the statistical data on drowsiness as the ticular risk among professional identified obstructive sleep ap-
cause of an accident can be interpreted only to a drivers who transport not only noea syndrome due to daytime
limited extent, the data generated by the Federal merchandise but also people or drowsiness as one of the key ac-
hazardous goods. In this occupa- cident risk factors. The necessary
Statistical Office of Germany (2015) at least indi- tion group, the occurrence of ob- laws and regulations concerning
cates that fatigue as the cause of accidents has in- structive sleep apnoea syndrome fitness to drive in EU countries
creased over the past ten years. – one of the most common sleep were to be elaborated by De-
disorders that can lead to day- cember 31, 2015. The instruc-
time drowsiness – is around 16%, tions contained in the Directive
so four times higher than among are currently being implemented
the rest of the population. Up to by the German Federal Highway
25% of drivers admit to having Research Institute in collabora-
felt sleepy while driving. tion with the German Society for
The EU bus campaign, which Sleep Research and Sleep Med-
was initiated in 2013, provides icine. On a critical note, howev-
the most up-to-date information er, this EU regulation fails to ad-
on driver drowsiness in Europe. dress other causes of sleepiness
As part of the accompanying at the wheel such as other forms
questionnaire campaign, 12,434 of sleep disorder or somatic ill-
questionnaires – 759 from Ger- nesses.
many – were evaluated.
38 | 39
The Human Factor
40 | 41
The Human Factor
1,000
70
more, road users showed insufficient awareness of
800 60 the dangers of averting their gaze from the road.
50 The compensating measures drivers usually take –
600
40 for example, slowing down or increasing their dis-
400 30 tance from the vehicle ahead – are insufficient in
20 the case of text messages.
200
10
The Austrian psychologist Dr. Gregor Bartl pro-
0 0
≤ 15 15 – 18 18 – 25 25 – 65 65+ posed some urgent measures, including the stan-
Aged from ... to younger than ... years dardized, EU-wide recording of driver distraction
Data source: StBA (Federal Statistical Office)
as a cause of accidents; the inclusion of a standard-
ized distraction task in driving tests and driver
training; and coverage of the issue in the train-
30
Main culprits of accidents by age group ing received by professional drivers. As Dr. Walter
140,000
Eichendorf – President of the German Road Safe-
Involved in accident ty Council – explained, the legal regulations con-
120,000 Main culprit
of accident cerning the use of cellphones at the wheel need to
100,000 be urgently updated, whereby any new regulation
80,000 should apply not only to drivers of cars or other
vehicles but also to pedestrians.
60,000
HIGH-RISK GROUPS:
THE YOUNG AND THE ELDERLY
Media reports always highlight two risk groups:
Young, inexperienced and, often, allegedly irre-
sponsible drivers; and the elderly, overtaxed driver.
But how do these stereotypes stack up with reality?
Accident statistics can provide some initial insight.
Figure 29 clearly shows that, as a proportion of the
population as a whole, 18- to 25-year-olds suffer
the most fatalities and injuries, followed by 15- to
18-year-olds, at least in terms of injuries. In con-
trast, the over-65s is the age group suffering the sec-
ond-highest number of traffic fatalities. Elderly people are generally
much less likely to be involved
Taking the over-65s in isolation, a discrepancy multiple sensory modalities. The resulting poly- in accidents than people assume.
can be observed between the number of deaths and modal sensory impairments are associated with Nonetheless, a regular health
the number of injured persons in this age group. The significant mental stress and cannot be compen- check is still advisable.
over-65s are much more likely to die in road acci- sated without assistance, making our surround-
dents than you might assume if one looks at just the ings harder to navigate.
number of injured persons (including in compari-
son with other age groups). Elderly people, therefore, These physical changes that occur as we age ex-
are much less likely overall to be involved in an ac- plain the specific reasons behind accidents caused
cident, although they are more likely to be killed if by elderly road users, which are mostly associated
they are involved in an accident – that is, they are a with difficulty in getting one’s bearings. The lim-
bigger danger to themselves than they are to other itations that older drivers encounter due to their
road users. For young drivers, however, the statistics age, however, can be offset by their experience
look very different. Here, the number of young peo- and driving expertise. Accident statistics show
ple injured on the roads is roughly equivalent to the that older drivers, as a proportion of the popula-
number of fatalities. tion, are less frequently involved in accidents than
younger drivers, which leads to the conclusion
Closer analysis of the accident statistics for that driving experience is a protective factor. Old-
older drivers shows that car drivers aged 64 or er drivers enjoy a level of expertise that compen-
over who were involved in an accident were often sates for any age-related limitations.
(66.9%) the main culprits, too (Figure 30). Among
the over-75s, this figure was as high as 74.9%. This knowledge can be applied in practice to
matters of road safety. It would be sensible, for
VOLUNTARY HEALTH CHECKUPS example, if older drivers voluntarily underwent
FOR ELDERLY ROAD USERS health checkups focusing especially on their phys-
ical and mental fitness to drive. Older road users
Why is it that elderly people are more likely to should be given the opportunity to take voluntary
cause accidents despite the fact that it is precise- measures to promote, maintain and regain their
ly older drivers who have more driving experience mobility, thereby ensuring that they can continue
than young drivers? As we age, many of our sen- to be safe road users. A Danish study investigated
sory, physical and mental abilities start to deterio- the consequences of an obligatory, periodic health
rate. For example, our reaction speed depends on checkup among older drivers. The study was initi-
how fast we can process the relevant information. ated following the introduction of a cognitive per-
As we age, it is not the case that the function of one formance test for older drivers in Denmark. The
single sensory organ starts to deteriorate; rather, data on fatal road accidents before and after this
the process of degeneration generally occurs over test was introduced was compared.
42 | 43
The Human Factor
44 | 45
Vehicle Technology
46 | 47
Vehicle Technology
48 | 49
Vehicle Technology
33
and the necessary investments are made in the
Vehicle
(road) infrastructure.
connectivity
In addition to in-vehicle commu- ASS
nication, vehicle connectivity L ON Wi
-
In the field of connectivity, mobile commu-
takes place at lots of G nication technologies are not only an import-
Fi
®
different levels: from Car-2-
Satellite ant basis for V2V and V2I communication but
car to driver, car to Car-2-
occupants, car to also the key to on-board eCall emergency call
Home
S
GPR
car, car to road Car-2-Car systems, which, by March 31, 2018, will be man-
infrastructure IntraCar Coms datory EU-wide in all cars and light-duty com-
and at lots of
mercial vehicles presented for homologation at
less Charging
other communi- Car-2-
cation levels. Public- that time. In the event of a serious accident, the
UMT S
W ire
Car-2-Bike
gency call or speak on the cellphone. According
Blu
structure C
10% per year. The member states are required to
®
NF
IN-VEHICLE SYSTEMS.
disabled in the not-too-distant future. 3G net-
works already have good coverage in Europe.
AUTOMATED DRIVING:
GERMANS MUCH MORE SKEPTICAL
THAN OTHER NATIONALITIES
vehicle is driverless and, therefore, all occupants
One notable aspect with regard to driver assistance are merely passengers. Among the other countries
systems and the different levels of automated driv- covered in the survey, significantly more respon-
ing is the often rather skeptical attitude among dents – 21% in France, 23% in New Zealand and
car drivers in different countries, as revealed by a 33% in the USA – expect autonomous cars to be-
2015 survey commissioned by DEKRA. Accord- come a success by 2025 (Figure 34).
ing to this, only 8% of respondents in Germany
believe that fully autonomous cars will catch on In all four countries, a significant majority
within the next ten years. 32% expect that it will think that the increasing level of automation in
take more than 20 years, while a further 31% even cars will bring about an increase in overall safety
believe that fully autonomous cars will not be- (Figure 35). In Germany, almost as many as half
come an established concept at all. The term “ful- (49%) envisage major safety gains. Only a slim mi-
ly autonomous” in this context refers to automa- nority (5%–9%) in all countries believe that auto-
tion level 5 of the VDA classification, whereby the mation will not lead to any safety increases at all.
50 | 51
Vehicle Technology
52 | 53
Vehicle Technology
39
Comparison of passenger cars in EU Vehicles, defects and shortcomings were found in
In eastern European countries in particular, cars that are more than ten years old account for more than half of all 38% of all the vehicles inspected; 23% were found
the cars on the roads. to have serious defects. Problems with the lights
accounted for the lion’s share (25%), followed
Vehicle age in years ≤2 2–5 6 – 10 10+
by brakes (almost 20%) and the axles, including
Austria
wheels and tires (14%).
Belgium!)
40
An ever-aging fleet
The average age of passenger cars on EU roads has risen significantly since 2006.
10
9.7
9.6 9.5
9.3
9.2 9.1
Age in years
8.9
8.8
8.6
8.5
8.4 8.4
8.4
7.3
2006 2007 2008 2009 2010 2011 2012 2013* 2014*
Year
*Estimated figures for 2013 and 2014 Data source: IHS
again launched Germany-wide in 2015 by DEKRA,
the German Road Safety Council and the German
Road Safety Association (Figures 41 to 43), revealed
that the average age of the cars inspected as part of
this campaign was 11.9 years. 29% of vehicles un- María Seguí Gómez
der three years old had faults, with this figure ris- Spokeswoman for the Spanish traffic authorities
ing to 70% of 7–9-year-old vehicles. For 13–15-year-
old cars, the figure was almost 90%. Around 46% of Adaptation of monitoring and control systems and
all cars examined had problems with their chassis, initiatives for networked mobility
wheels/tires and bodywork, 42% with the lighting,
In Spain, road safety enjoys a ces toward our target of zero
electrical and electronic systems, and 32% with the high political priority. After a road deaths.
brake system. peak in 1989 of 241 traffic fata- With our short-term plans, we
lities per one million inhabitants, are concentrating our monitoring
today we are a country that en- capacity on driver behavior and
41 joys one of the lowest traffic fa- on locations prone to more seri-
Safety systems on the rise tality rates thanks to improved ous accidents. We are looking to
SafetyCheck 2015 revealed that only 6.8% of vehicles roads and vehicles and better dri- adapt the monitoring and control
examined had neither ABS, airbags nor ESP/ASR. ver training. In 2014, the number systems employed by the police
7+5+3157
of traffic fatalities had fallen to 36 and deploy technical solutions de-
Number of Ø 21.35 years per one million inhabitants. Spain signed to identify specific instan-
safety systems 6.8% has a population of 46 million, ces of human error – for example,
None
Ø 18.51 years with 26 million holding a driver‘s identifying sections of road that re-
5.5% license. On top of this, Spain wel- quire more intensive speed checks
1 0
2 1 comed more than 65 million tou-
rists in 2014. A total of 33 million
and gradually increasing the num-
ber of alcohol and drug checks.
3
vehicles are registered, covering To reduce the risks associated with
more than 660,000 kilometers on aging vehicles, we will be che-
public roads – 156,000 of these cking whether car owners actually
on rural roads fulfill their duty to have their cars
Despite all the advances we checked for roadworthiness.
have achieved, we still face a Over the medium term, we want
number of challenges such as an to encourage people to make bet-
3 2 aging population, aging vehic- ter decisions regarding the routes
les and less monitoring on cross- they take, car safety systems and
country roads, where most fatal equipment and intelligent speed
Ø 8.76 years Ø 14.37 years
accidents occur, which is why we management. Furthermore, our
57.2% 30.6%
are in the process of developing focus is on new initiatives for net-
Ø = Average vehicle age short- and medium-term plans ai- worked mobility aimed at impro-
Safety systems checked: ABS, airbag, ESP/ASR Source: DEKRA med at achieving further advan- ving road safety.
54 | 55
Vehicle Technology
42
Positive trend
While SafetyCheck 2007 revealed that only 8.4% of cars examined were fitted with at least three safety systems (ABS, airbags and ESP/ASR), by 2015 this figure was more than 57%.
No system 1 system 2 systems 3 systems
50
40
Percentage
30
20
10
0
2007 2008 2009 2010 2011 2012 2013 2014 2015
Safety systems checked: ABS, airbag, ESP/ASR Year Source: DEKRA
43
Fault rate according to DEKRA SafetyCheck 2015 by assembly and vehicle age
On older cars in particular, the number of faults found on nearly all safety-relevant components and assemblies increases significantly, as the vehicle ages.
60
Suspension, wheels/tires, chassis
Brake system defects
Defective vehicles in percent
50
Lights/electrical/electronic systems
40 Safety/environmental defects
Visibility defects
30
20
10
0
≤3 3–5 5–7 7–9 9 – 11 11 – 13 13 –15
Vehicle age in years Source: DEKRA
Greater motorcycle safety thanks to ABS
Even if the number of motorcycle acci- Regardless of this, more than 25 years neuver: cornering. Almost one in two of
dents has fallen considerably over the after the first ever motorcycle was op- every fatal motorcycle accident occurs
past few years, 2014 still saw 675 mo- tionally fitted with ABS (1988), more during cornering.
torcyclist deaths, around 10% more than one third of all new motorcycles According to Bosch, MSC offers the
than in the previous year – a tragic in Europe now come with ABS as stan- greatest possible protection during ac-
change in the trend on German roads. dard. Most manufacturers offer ABS celerating and braking, even during fast
The future mandatory requirement for as standard with selected models or at cornering maneuvers. The intervention
all new motorcycles to be fitted with least as an optional extra. In the future, of the brake system is precisely coordi-
ABS is a move that certainly offers a re- even small motorized two-wheeled ve- nated with the angle of lean. Brake pres-
alistic chance of preventing a quarter hicles of more than 50 cc (mopeds and sure is applied gently but still builds up
of all motorcycle-accident-related fatali- scooters) must come with, if not ABS, quickly while the bike is cornering. The
ties and injuries. then at least a combined brake system, system also detects if either the front or
This is because the systems prevent whereby the front and rear wheel are rear wheel has lifted off the road sur-
the wheels from locking. Especially braked simultaneously when the brakes face during strong acceleration or brak-
during full braking operations or sudden are applied. ing. When this occurs, the MSC system
deceleration on a slippery surface, ABS In the meantime, ABS technology has instantly counteracts this by intervening
allows motorcycles in particular to come seen technical advances toward the in the brake controller or engine manage-
to a standstill much more safely and development of an electronic stability ment system so that the forces are trans-
riders to maintain better control at the control system for motorcycles, a tried- mitted to either the front or rear wheel.
physical limits of riding. and-tested and today widespread tech- According to analyses of figures obtained
Europe has taken appropriate action nology – generally known as ESP – for by the German In-Depth Accident Study
here: From 2016, all newly type-ap- multi-track vehicles. Motorcycle stabili- (GIDAS), a project conducted jointly by
proved motorcycles must be equipped ty control – presented under the name the German Federal Highway Research
with ABS; and from 2017, no motorcycle MSC for the first time ever by Bosch – Institute (BASt) and Research Association
without ABS is allowed to be newly reg- will result in further safety gains in the of Automotive Technology, the stability
istered at all. This universal requirement future because the system, which uses system could help to prevent two thirds of
for all motorized two-wheelers of 150 the ABS data and is additionally sup- all rider-induced cornering errors.
cc or more to be equipped with ABS is ported by a lean sensor, intervenes pre-
another key contribution in the spirit of cisely when two-wheeled vehicles are
“Vision Zero.” undertaking their most hazardous ma-
56 | 57
Summary
64 | 65
Contacts
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PRINCIPLES/PROCESSES TRAFFIC PSYCHOLOGY CORPORATE COMMUNICATIONS
André Skupin Dr. Karin Müller Dipl.-Psych. Caroline Reimann Wolfgang Sigloch
Tel.: +49.3 57 54.73 44-2 57 Tel.: +49.30.2 93 63 39-21 Tel.: +49.3 31.8 88 60-16 Tel.: +49.7 11.78 61-23 86
andre.skupin@dekra.com karin.mueller@dekra.com caroline.reimann@dekra.com wolfgang.sigloch@dekra.com
Hans-Peter David DEKRA Automobil GmbH DEKRA Automobil GmbH DEKRA e.V.
Tel.: +49.3 57 54.73 44-2 53 People and health Branch office Potsdam Handwerkstraße 15
hans-peter.david@dekra.com Warschauer Straße 32 Verkehrshof 11 70565 Stuttgart
10243 Berlin 14478 Potsdam
DEKRA Automobil GmbH
Senftenberger Straße 30
01998 Klettwitz
D EK R A
SERVI CES
AU TO M OT I V E S E RV I C ES
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P E R S O N N E L S E RV I C ES
66 | 67
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