Results from the transport research programme

ROAD SAFETY

E U R O P E A NC O M M I S S I O N

Information on the wider transport activities of the European Union is also available on the Internet. It can be accessed through the Europa server (http://europa.eu.int/comm/dgs/energy_transport/index_en.html).

Manuscript completed in August 2001.Luxembourg: Office for Official Publications of the European Communities, 2001ISBN 92-894-1552-5© European Communities, 2001Cover pictures: Eureka Slide.All photographs shown on page 7 have been provided by Eureka Slide.Reproduction is authorised provided the source is acknowledged.Printed in Belgium.

This brochure was produced by the EXTRA consortium for DG Energy and Transport and represents

the consortium’s views on research relating to road safety. These views have not been adopted or in any

way approved by the Commission and should not be relied upon as a statement of the Commission's or

DG Energy and Transport's views.

The European Commission does not guarantee the accuracy of the data included in this brochure,

nor does it accept responsibility for any use made thereof.

Additional information on the transport research programme is available on the Internet.The programme’s Knowledge Centre (http://europa.eu.int/comm/transport/extra/home.html) provides:

• structured guides to the results and projects for particular topics;• summaries and final reports of individual projects;• access to project web sites and other contact details.

References to some projects are included in this brochure, to help the reader access further information quickly through the Knowledge Centre.

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mproving safety in road transport isa policy imperative, given the scaleof deaths and injuries caused every

year 1. A global approach is required,involving legislative and other measures.

The harmonisation and enforcement of regulations, penalties and controls is onepriority.Another is to promote the introductionof new technologies for vehicles and infrastructure, including telematics systems.In addition, better procedures are neededfor investigating the causes of accidents

and exchanging experiences on accidentprevention between Member States.Through its transport research programme 2,the European Community is providing the foundation for effective measures andspreading good practice. This brochurehighlights some important results andongoing work. Its purpose is to raise awareness of current developments, and toencourage readers to obtain further detailsthrough a web-based Knowledge Centre (http://europa.eu.int/comm/transport/extra/home.html).

THE NEED FOR RESEARCH

In this brochure, discover how research is helping to develop a long-term policy strategyto reduce the unacceptably high social costs ofroad accidents across Europe.

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ROAD SAFETY

A systematic approach

Road travel presents serious risks.Over 40,000 people are killed and 1.7 millionpeople injured on the roads in the EU everyyear. The cost to society has been estimatedat 160 billion Euro annually,which correspondsto 2% of the Union’s economic output.

There have been large reductions in fatalitiesin the last decade but the gains are nowdiminishing. Moreover, enormous differencesin accident rates still exist between MemberStates. In the expanding Single Market forroad transport, further improvements willrequire a systematic approach at all levels ofgovernment.

Safety has to be addressed in all aspects ofthe design, operation and interfacing of thetransport system – affecting road users,vehicles and the corresponding infrastructure.In addition, technical solutions will need tobe backed up by “soft” measures to influenceuser behaviour. In particular, the followingproblems need solutions:• excessive speed;• impairment by alcohol, drugs and fatigue;• high risks facing pedestrians, cyclists,

moped users, motorcyclists and inexperienced young drivers;

• inadequate visibility of motor vehicles and road users;

• failure to use protective equipment suchas seat belts and helmets;

• unforgiving vehicles and infrastructure;• high-risk accident black spots.

The key policy target is to implement a newroad safety action programme covering theperiod 2002-2010. This will identify themeasures that need to be taken to achievean overall objective of 50% fewer deaths onthe road, and will provide a framework forall national and European measures aimedat reducing the number of fatalities.

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KEY RESULTS

Research projects have a major impact on policytowards road safety. Selected highlights are describedin this section.

lthough transport is considered asessential for the well-being of societyand of each individual, increasingly

it is perceived as a potential danger.Bringing road safety closer to the levelenjoyed by the other transport modes is

therefore at the core of the Union’s CommonTransport Policy. The Commission hasrecently proposed the target of halving the number of people killed in road accidentsby 2010.

Enforcement of traffic rules

Failure to comply with critical safety legislation – for example through drinkingand driving, excessive speed, failure to wearseat belts or crash helmets, and failure toobserve junction controls – is a majorcontributor to road accidents.The Commission

plans to take initiatives against dangerousdriving aimed at all motorists, as part of the Community's justice policy. It has beenestimated that if all cost-effective enforcementstrategies were to be applied, then 50% ofdeaths and serious injuries could be reduced.Research has been active in devising the means to support enforcement.

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One project is identifying importantareas of non-compliant behaviour byroad users and assessing the potentialof enforcement tools, both conventionaland innovative, to improve compliance.For example, it will examine approachesthat do not require the police to be involved, and the acceptability of measures in different Member States.

A second project is assessing the rangeof traffic safety measures that try toinfluence driver behaviour, such as regulations and enforcement, safetycampaigns, driver training and in-cardevices, in order to determine theirpotential benefits and relative cost-effectiveness.

Harmonisation of controls 3

There is growing concern about the useof drugs and medicines and theirimpact on road safety. Information has been gathered on a range of newroad-side testing devices, designed todetermine whether a driver is under

the influence of illicit drugs or impairingmedicine. This has been complementedby research aimed at validating procedures for recognition of impairment, which could be applied by the police.

New assessment technologies for driver fitness 4

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ROAD SAFETY

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Driver behaviour

The driver of a vehicle plays a key role inpermitting the safe use of roads by othertravellers. Hence ongoing research is targeting the groups with the highest inherent risk – young and novice drivers(responsible for 15% of all accidents), elderlydrivers and mobility-restrained people.One aspect is the improvement of training,while another is the simulation of the vehicle environment and its effects on the safety-critical responses of a variety of drivers.

Training curricula are being developedand assessed for novice drivers, aimedat enhancing risk awareness and enabling the safe use of on-board driverassistance systems. Important elementsof the curricula are based on interactivemultimedia training tools and drivingsimulators. Best practice guidelines willbe provided on how to deploy the training tools.

The ergonomic quality of vehicles is characterised in terms of visibility,usability and manoeuvrability. A virtualreality technique is under developmentto create an innovative platform for the simulation of driving. It will help inassessing and improving the ability of drivers to carry out safety-critical driving tasks. Three phases of researchare envisaged:

� establishing a virtual driving environment with 3-D graphics tostudy the ergonomics of primary car controls;

� performing experimental studies to reproduce real-life sensations andto validate the system;

� developing techniques suitable for persons with reduced mobility,modified sensitivity, different drivingability and behaviour.

Training and ergonomics 5

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Passive safety

European regulations on the protection ofvehicle occupants are regularly revised andupdated to reflect the latest bio-mechanicalknowledge. However, assessment of the actual performance of vehicles in termsof protection against frontal impacts is stillcarried out using crash test dummies.Conventional dummies face some limitationsfor injury assessment, so research has beeninitiated into the use of newly developed crashtest dummies within standard test procedures.

Frontal collisions are the most hazardous type of accident. A Europeanregulation for the protection of caroccupants in frontal impacts was due tocome into force during 1998. Thereforesupporting research was conducted,which produced:� a methodology to identify head injury

mechanisms and to evaluate the currenthead injury criterion (HIC);

� crash test results, increasing the bio-mechanical knowledge on the dynamic response and toleranceof the human face;

� comparative test results for threeadvanced test dummy faces;

� an analysis of the types and mechanisms of lower leg injuries;

� a series of bio-mechanical tests on legs;� an evaluation into the possible use

of the new (US) THOR frontal crashtest dummy in European legislativetesting.

This last evaluation showed the suitability of the dummy in principle,despite deficiencies in the durabilityand handling of the dummy.

Based on these results and up-to-datebio-mechanical knowledge, a prototypeof a world standard front impactdummy will be developed, focussing onthe most endangered areas of the body(i.e. head, neck, thorax, abdomen, pelvisand lower leg). This is a uniqueapproach, and a close international co-operation is taking place to ensurewide acceptance.

A standard frontal crash dummy 6

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AREAS OF RESEARCH

mproving road safety is one of the keyissues within the Common Transport Policy,and four main approaches can be identified:

road infrastructure design and redesign; vehicledesign; traffic signing and control; and influencingdriver behaviour.

At the European level, an action programme on”Promoting Road Safety in the EU” has covered theperiod up to 2001. A further action programme (for2002-2010) is in preparation. Using a cost-benefitapproach, the Commission has identified severalpriority areas:• better compliance with safety rules and

the harmonisation of controls and penalties;• deployment of new technologies for vehicles

and road infrastructure;• improved driver training;• infrastructure investment and technical

harmonisation;• awareness of the effects of drugs or medicines

on driving.

The transport research programme is supportingpolicy development in four main areas:

Improving road user safety Promoting appropriate behaviour by road usersthrough legislation, awareness campaigns, drivertesting, training, better human-machine interfacesand enforcement.

Introducing safer vehicles Enabling the extensive use of telematics and in-vehicle assistance systems, and developing,testing and demonstrating new design philosophiesand components.

Improving road infrastructure safety Developing and demonstrating components,measures and methods (including telematics) to increase the safety of the infrastructure elementsof road transport.

Establishing statistical databases and assessments Setting up and maintaining a unified statistical database for accidents,and developing methodologiesfor risk analysis and assessment of safety impacts.

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IMPROVING ROAD USER SAFETY

Safety of vulnerable road users

esearch has recommended thatfuture transport policy should bemore specific in addressing

the particular requirements of pedestrians and cyclists. For this purpose,

policy guidelines should provide a set ofpractical criteria for traffic flow management,

right of way regulations and other safetyimprovements aimed at vulnerable road users.Several national showcases have alreadyprovided planning and design guidelines.These now need to be adopted and modifiedfor broader usage. In addition, cost-benefitanalyses that evaluate improvements fromthe perspective of walkers and cyclists areneeded, in order to avoid further biastowards the dominating motorised traffic.

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Promoting appropriate behaviour by road users throughlegislation, awareness campaigns, driver testing, training,better human-machine interfaces and enforcement.

The potential for reducing casualtiesamong vulnerable road users such aspedestrians, cyclists and motorised two-wheelers has been evaluated.The work:

� compared mobility patterns and factors influencing mobility acrossseveral modes of transport in variousEuropean countries, and assessed the safety levels achieved;

� presented an overview of currentlegislation regarding walking, cyclingand the use of powered two-wheelerswith respect to traffic regulations,infrastructure design standards andlegal limitations on vehicle use byyoung drivers and riders;

� highlighted best practice examples of innovative traffic concepts fromSweden and the Netherlands, that aimto increase the safety of vulnerableroad users;

� summarised design criteria for roadsand new traffic management schemesbased on a knowledge of the specificmobility needs of pedestrians and cyclists;

� reviewed technical and non-technicalaccident risk reduction measures targeting young and inexperienceddrivers;

� performed cost-benefit analyses for a set of twenty infrastructure designand organisational measures, rangingfrom roundabout design, upgradingof pedestrian crossings, design ofdedicated bicycle lanes to e.g. thedaytime use of light on vehicles; and

� outlined an implementation strategythat aims at a better balance betweenthe interests of different road users,closer co-operation between localand national traffic authorities, anddirect involvement of road users inplanning and design processes.

Casualty reduction potential for pedestrians and (motor)cyclists 7

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ROAD SAFETY

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Active safety

n the long term, highly sophisticatedIn-Vehicle Information Systems(IVIS) and Active Driver Assistance

Systems (ADAS) have the potential to

improve active safety and reduce fatalitiesby up to 50%. Further behavioural research is required before the wide-scaleimplementation of such measures.

Passive safety

Recently a number of fatal bus accidentshave highlighted significant gaps in safety.

To restore safety levels in comparison tothose offered by modern cars, an upgradeproject for buses and coaches has beeninitiated.

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INTRODUCINGSAFER VEHICLES Enabling the extensive use of telematics and in-vehicle assistance systems, and developing and testing new design philosophies and components.

In new research, advanced driver assistance systems will be evaluatedusing a multidisciplinary approach inorder to gain new policy insights.All factors affecting the potential marketentry of ADAS will be investigated:� market conditions;� impacts on driving behaviour;� road safety and environmental

performance;� role of the public regulator;� public acceptance;� implementation strategies.

Robust and efficient tools will be developed to serve as guidelines for the assessment of In-VehicleInformation Systems. The research willmake transparent the relationship between cognitive and visual workloadand safety. The resulting protocol for the testing of human-machine interfaceswill allow manufacturers, system suppliersand public authorities to determinewhether a particular design of an IVISmeets a minimum threshold for safetyin actual use.

Information and assistance systems 8

Protecting coach and bus occupants 9

Current knowledge on the optimumprotection of passengers in buses andcoaches is still rather limited, particularlyconcerning the mechanism of differentcollision types. New research will enhanceindustry knowledge by:

� performing an in-depth accident analysis;

� numerical modelling and simulationof injury mechanisms;

� developing test methods;� developing new standards;� providing numerical models for

improved bus design.

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IMPROVING ROAD INFRASTRUCTURE SAFETY

Intelligent transport infrastructure(road telematics)

here is a revolution in emerging cartelematics systems and the associatedroadside infrastructure. Priority has to

be given to the long-term developmentof systems that have a significant potentialto solve specific road safety problems.Appropriate regulation and standardisationwill be essential.

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Developing and demonstrating components, measuresand methods (including telematics) to increase thesafety of the infrastructure elements of road transport.

A major cause of roadaccidents is inappropriatespeed, where the driver has not matchedthe vehicle speed to the prevailing circumstances or is unaware of hazardsdue to lack of information. Whileconventional road speed managementmeasures normally include installationof physical obstacles in the roadway toprevent speeding, alternative solutionsbased on telematics are under development.A preparatory study has produced:� a review of current speed

management methods;� a framework for the comprehensive

assessment of the impacts of changesin speed;

� a review of telematics-based and traditional speed-reducing systems,and tests of the most promising onesin a driving simulator;

� an assessment of 25 different speedmanagement measures and tools;

� recommendations for speed management, in particular, speedlimits for roads of similar classification,guidelines for application of speedmanagement measures, preparatoryactions for the introduction of in-vehicle speed limiters, "self-explaining"road design, and automated speedenforcement.

An ongoing activity will investigate useracceptability and other possible obstacles to implementation.Experiments and demonstrations are envisaged with high technologyequipment. The study will provide an assessment of traditional and innovative speed management methods and appropriate implementationstrategies.

Managing speeds 10

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Design of road infrastructure

Attention to safety during road design,construction and maintenance can make

a large contribution in reducing the frequency and severity of road traffic accidents, by influencing driver behaviourand by eliminating defects in road design.

Urban planning 11

Research has provided a methodologythat can be applied generally to townswith different transport systems in

different countries, identifying how safety can be improved. This includes a framework and guidelines for the design and assessment of urbansafety management schemes.

The impact of heavy vehicles combinedwith the sheer number of cars is contributing to the rapid deteriorationof roads and related installations. Theresulting need to enlarge, improve andmaintain road infrastructure at ever-decreasing intervals poses a serioussafety problem for workers and usersalike. A pilot study has been conductedon accident scenario modelling, and a handbook has been produced on 'Road Work Zone Safety' comprising the following aspects:� guidance for all the parties involved,

i.e. road authorities, designers,contractors, site personnel and executive bodies (e.g. traffic police),on how to implement road work zonemeasures through all phases of the process, i.e. planning, design,installation, operation and removal,

� provision of indicative checklists covering traffic and speed management,

physical design of construction sites, work zone operation and maintenance, and ensuring the safetyof individual workers.

Road work zone safety standards 12

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ESTABLISHING STATISTICALDATABASES AND ASSESSMENTS

Information gathering

n the basis of a European Councildecision, the CARE database hasbeen created. This includes all

accident statistics involving at leastpersonal injury, as recorded by national

police forces. This database has proved tobe a reliable tool for analysing accidentswith fatalities, but as regards injuries thereis still a problem with under-reporting.This is due to different national reportingpractices, definitions of injury and legal constraints.

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Setting up and maintaining a unified statistical database for accidents, and developing methodologiesfor risk analysis and assessment of safety impacts.

As a result of European research,a framework has been proposed for the harmonisation of European in-depthroad accident and injury databases.The study in particular:� specified a complex set of variables,

associated detailed data fields,descriptors and a glossary of terms toform the basis for a harmonised crashinjury database, concentrating oninjury prevention;

� analysed current methods of data collection, highlighting three principalapproaches: retrospective studies(one to several days after the accident),on-the-scene/on-time studies (minimum time delay), and

hospital-based studies (mainly medical information);

� defined a set of quality assurance procedures for data collection (observation and recording), initialdata processing (database coding),and comparison/analysis of data fromdifferent sources;

� validated the outlined protocol fordata collection for pedestrian accidents,two-wheeler crashes and car crashes;

� performed feasibility case studies forextrapolation from in-depth data tonational or EU level; and

� disseminated the framework for harmonised accident injury investigation to all relevant parties.

A European accident injury database 13

501991 1992 1993 1994 1995 1996 1997 1998 1999 2000

556065707580859095

100105

*Persons killed are all persons killed within 30 days from the day of the accident. Source: CAREII databaseIndex relative to 1991 = 100

Trends in the number of persons* killed per million inhabitants

ROAD SAFETY

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Methodology development

Many new technological measures offer a high potential for reducing accidents andimproving overall road safety. Within the boundary conditions of limited budgets,the most promising measures have to beselected in terms of cost/benefit and cost-effectiveness. Ongoing research in this area is developing decision criteria andtools to guide technological innovation intodesired policy directions.

An ongoing thematic network is providing an international perspectiveon assessing the efficiency of road safetymeasures by:� drawing on best practice in numerous

countries;� providing guidance on the state-of-

the-art with respect to the definitionof relevant impacts, impact assessmentand economic valuation of impacts;

� identifying the elements of the

methodology that can be standardisedat an international level.

Factors will be identified that preventthe use of efficiency assessment tools, aswell as solutions to overcome the barriers.On this basis, assessment tools will beimproved and validated in real situations.In addition, a strategic plan will be developed to implement a standardisedmethodology for assessing the efficiencyof road safety measures.

Assessment tools for road safety measures 14

* Persons killed are all persons killed within 30 days from the day of the accident. For Member States not using this definition,corrective factors were applied. Figures in red are based on provisional data. Source: CAREII database

1991 1992 1993 1994 1995 1996 1997 1998 1999 2000

BE 188 167 165 168 143 134 134 147 137 144

DK 118 112 108 105 112 98 93 94 97 93

DE 142 132 123 121 116 107 104 95 95 91

GR 207 210 209 216 231 206 201 207 201 196

ES 227 201 163 144 147 140 143 151 135 147

FR 184 173 172 156 153 147 144 151 144 137

IE 126 117 121 113 122 125 130 123 111 111

IT 143 142 126 124 123 116 117 110 115 111

LU 216 177 197 162 172 172 143 133 134 155

NL 85 83 81 85 86 76 75 68 69 73

AT 224 178 161 167 151 128 137 119 133 121

PT 326 313 274 253 273 275 254 243 201 187

FI 126 120 96 95 86 79 85 78 83 77

SV 87 88 73 67 65 61 61 60 65 65

UK 82 76 68 65 64 64 64 60 60 60

EUR 15 153.8 143.8 131.6 125.6 124 117.1 115.9 113.6 110.4 108.6

Number of persons* killed per million inhabitants

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FUTURE DEVELOPMENTS IN TRANSPORT RESEARCH

he transport research programmehas shown that the problems facingroad safety can only be met by

harmonised and integrated approacheson a European, national and regional level.Research has identified a set of candidateconcepts, systems and measures, and hasprovided the information base and validationexperience to support future actions.

The move towards sustainability,the information society and emerging new boundary conditions have led to the following main areas of research beingaccorded priority:• The development of improved vehicle

safety standards and testing proceduresfor road vehicles e.g.- improved crash compatibility between

road vehicles;- improved protection in side impacts;- prevention of “whiplash” injuries;- measures to improve motorcycle leg and

upper torso protection.

• Improved road infrastructure design andredesign.

• The role of impairment in road safety:- use of illicit drugs and prescribed

medicines;- fatigue;- rehabilitation programmes.

• Research and development on standardsfor information technologies such as - intelligent speed adaptation;- acceptability of new enforcement

technologies;- in-vehicle human-machine interfaces.

• Cost/benefit analysis methodology.• In depth accident research.• Demonstration projects.

Current pilot projects have shown the great value of demonstrating innovativeroad safety strategies, to ensure publicacceptance and to anticipate the evolutionof social needs.

Moreover, in addition to conventionalresearch projects, there will be a need todevelop and validate those componentsand system technologies that enable the vehicle manufacturers to introduceadvanced active safety concepts.

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This section identifies the directions for future research in the road safety area, envisaged for the Sixth Framework Programme.

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References

Further information on the following projects - or, for current projects, links to their web sites - can beobtained from the web-based Knowledge Centre.

Other key documents referenced in the brochure are available on the DG Energy and Transport website (http://europa.eu.int/comm/dgs/energy_transport/index_en.html).

1. White Paper "European transport policy for 2010: time to decide", COM(2001)370

2. The transport research programme is part of the fourth framework programme for Community activities in the field

of research, technological development and demonstration for the period 1994 to 1998

3. ESCAPE and GADGET projects

4. ROSITA, CERTIFIED and IMMMORTAL projects

5. TRAINER and VIRTUAL projects

6. ADRIA and FID projects

7. PROMISING project

8. ADVISORS and HASTE projects

9. ECBOS project

10. MASTER and PROSPER projects

11. DUMAS project

12. ARROWS project

13. STAIRS project

14. ROSEBUD project

The following document on road safety policy may serve as valuable background information:

“Priorities in EU road safety, progress report and ranking of actions”, Communication from the Commission to the

Council, the European Parliament, the Economic and Social Committee and the Committee of the Regions, COM (2000)

125 final.

The programme’s Knowledge Centre is available at:

http://europa.eu.int/comm/transport/extra/home.html

It provides:• structured guides to the results and projects for particular topics;• summaries and final reports of individual projects;• access to project web sites and other contact details.

Brochures on results from the transport research programme

are available for:

1. Sustainable mobility

2. Clean urban transport

3. European transport networks

4. Single European sky

5. Maritime safety

6. Freight intermodality

7. Getting prices right

8. Road safety

9. Intelligent transport systems

KO-39-01-554-EN

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