Fill and Sign the Meeting Minutes Template Form

COOPERS COOPERS integrated project integrated project Contract Number: FP6-2004-IST-4 Nr. 026814 Acronym: COOPERS Title: COOPERS Co-operative Networks for Intelligent Road Safety Co-operative Networks for Intelligent Road Safety WP2000 D5-A2100 Summary Report on Safety Standards and Indicators to Improve the Safety on Roads Version 5.0 Status APPROVED Release Mike McDonald Transportation Reseach Group, Southampton University Function Name Organisation +44 (0)23 8059 2192 Phone +44 (0)23 8059 3152 Fax M.McDonald@soton.ac.uk E-Mail Approval Distribution: Part.Nr. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 short name ATE HIT SEI ARS SWA EYI ASF FAV ORF TUW ASC TRG PWP OBB DOR GEW BRE VEG LOD LUC TRA FHG EFM EFK VTI KTH NET STH INO APP ICI TUC KYB JAS BMW NAV - Participant name Nationality AustriaTech – Gesellschaft des Bundes für technologiepolitische Maßnahmen Vereinigung High Tech Marketing ARC Austrian Research Centers GmbH ARS Traffic and Transport Technology B.V. Swarco Europe GmbH Ernst and Young Financial – Business Advisors S.p.A. ASFINAG - Autobahnen- und Schnellstraßen-Finanzierungs- Aktiengesellschaft Forschungs- und Anwendungsverbund Verkehrssystemtechnik Berlin Österreichischer Rundfunk Left intentionally blank Technische Universität Wien Ascom Switzerland Ltd University of Southampton pwp-systems GmbH Oberste Baubehörde im Bayerischen Staats ministerium des Innern Dornier Consulting GmbH GEWI Hard- und Software Entwicklungsgesellschaft mbH Autostrada del Brennero VEGA Informations-Technologien GmbH Left intentionally blank Politechnika Lodzka Lucent Technologies Network Systems GmbH TRANSVER GmbH Fraunhofer-Gesellschaft zur Förderung der angewandten Forschung E.V. EFKON mobility GmbH EFKON AG Statens väg- och transportforsknings-institutet Kungliga Tekniska Högskolan TeamNet International S.A. S&T Hermes Plus INESC Inovação – Instituto de Novas Tecnologias LGAI Technological Center S.A. National Institute for Research Development in Informatics Technical University of Crete Kybertec, s.r.o. JAST Sàrl Left intentionally blank Bayerische Motoren Werke Aktiengesellschaft Navteq B.V. tbd1 TBD2 Austria Austria Austria Netherlands Austria Italy Austria Germany Austria D5-A2100 Summary Report on Safety Standards and Indicators to Improve the Safety on Roads Page 2 of 293 Austria Switzerland United Kingdom Germany Germany Germany Germany Italy Germany Poland Germany Germany Germany Germany Austria Sweden Sweden Romania Slovenia Portugal Spain Romania Greece Czech Republic Switzerland Germany Netherlands COOPERS COOPERS integrated project integrated project Document History: Version Date Released by Description 1.0 10/01/2007 TRG A long version with all the three taks results included in the miain document. 2.0 31/01/2007 TRG A short version with a summay being included in the main deliverable and detailed results of the three tasks being put into annex 3.0 06/02/2007 TRG Including results from Task 3 (missing results from Amsterdam site) 4.0 16/02/2007 TRG Final draft for review 5.0 07/09/2007 TRG Final (All the comments/suggestions from peerreviewers have been integrated in the correction of the document) Author Information: Name M. McDonald, J. Piao and G. Fisher R Kolbl A. Selhofer S. Dannenberg, C. Adams, T. Richter E. Leonid N. Bernhard Organisation TRG Areas covered Overall document, and A1, A3, A4, A6 of Annex A TUW SEI TUB Section 2, Section A2 of Annex A Section A5 of Annex A Section 5, 6 and 7, Section B1 and B2 of Annex B, Section C1, C3, C5 and C6 of Annex C Section B1 and B2 of Annex B, and C4 of Annex C Section C2 and C5 of Annex C KTH ARSENAL Executive Summary This is a summary report of the results of WP2100 of COOPERS. The main tasks within the subworkpackage include: 1) Review of safety standards; 2) Investigation of parameters (accident rate, scene of an accident, accident costs etc); 3) Investigation of key aspects linked to accidents. It is very important to understand how safety standards may impact and effect the introduction of the services proposed in this project. Development, implementation and operation of cooperative invehicle information services at EU level relates to many aspects of road infrastructures, communications systems, vehicle systems, and traffic control and management systems. Among the many current standards, vehicle system standards are very most important for ensure driving safety which generally related to vehicle design, occupant protection and vehicle maintenance. As an effort to standardize development of safe and efficient in-vehicle information and communication systems, European Commission issued a European Statement of Principles on Human Machine Interface (HMI). This HMI statement is set out that telematics devices inside vehicles will have an important impact on road transport in the future and will provide valuable assistance to the driver. Driver should not be distracted, disturbed or overloaded by the communication process and/or the information provided by the additional devices. The European motor manufacturing and supply industry which provide and/or fit and/or design in-vehicle information and communication systems, whether original equipment providers or after market system providers, including importers, should comply with the Statement of Principles. The key criteria considered for the identification of services for COOPERS studies include COOPERS added values, practical limitations, improving road safety, long term development, ownership and liability issue. 12 services have been identified which could be based on or supported by COOPERS solutions. Some of the services will have a direct impact on driving safety by providing early warning of hazardous traffic conditions to make drivers better prepared and respond in a safe manner. Other services such as route navigation would provide drivers with navigation and route guidance information which can increase safety by allowing drivers concentrate their resources on driving tasks (compared to paper map based guidance), especially when driving on unfamiliar routes. Some of services defined would have impacts on safety indirectly by reducing traffic demands and congestion, or providing continued service for international travellers. Identification of safety indicators is very important for evaluating the effects of proposed cooperative services. In selecting indicators, the key aspects considered included safety impacts (direct impact and indirect), and availability of data and measurement tools. Some indicators will be used to measure the impacts of COOPERS services on driver behaviours (e.g. eye glances, driver errors etc.), and others on driving performances (e.g. speed, acceleration, lane deviations etc.). Data collection for such indicators can be achieved by measurements (e.g. using an instrumented vehicle equipped with sensors, e.g. radars, and other equipment e.g. video recording) and in-vehicle observation. For those impacts which are not easy to be measured through instrumentation or observation, e.g. workload and user acceptance, driving self reports and questionnaire are among the methods to be used. An effort was made to review inquiry methods on road accidents in Austria, Belgium, Germany, Italy, the Netherlands, and Sweden. Generally. In these countries, the accident information is collected by police to fill in a special form which is unified for the countries except for Italy. Depending on the severity, accidents are registered in the national database and included in the national statistics. The D5-A2100 Summary Report on Safety Standards and Indicators to Improve the Safety on Roads D5-A2100 Summary Report on Safety Standards and Indicators to Improve the Safety on Roads Page 3 of 293 Page 4 of 293 COOPERS COOPERS integrated project integrated project databases are operated by national road research institutes, offices or societies, which is financed by the government. The aggregated data are published in yearly reports. Criteria for reporting accidents are different in different countries, which hinders complete comparison of the accident data by type and kind. The overall tendency of gradual reduction in the number of accidents and fatalities can be observed in these countries. Injury statistics from the different countries is summarised in the CARE database and can be viewed by gender and age of the involved, environment, severity and transport mode. However, the type (cause) of the accident is not reported and there is no unified classification of the accident types. To compensate for this lack of information, some countries carry out in-depth studies for severe accidents. Table of Contents Executive Summary 4 1 According to the data from the demonstration sites, most accidents happened while driving in the same direction (e.g. with rear-end collisions) or while changing the lanes. A second tendency is the declining severity of accidents. Most reported accidents caused property damage only. In the cases with person being injured, most of them are with light degrees and a very low percentage of persons were heavily injured or killed. The microscopic analysis of the data showed that most accidents are caused by un-adapted speed, insufficient following distances and mistakes while changing the lanes. In most of the cases, about 80% to 90% the roads involved were dry and the weather showed no noticeable problems. The comparative analysis of accidents on the demonstrator sites showed a potential to improve the safety on motorways by implementing COOPERS services in the future. Great impacts can be expected from the accident/incident warning to avoid rear-end collisions, but also from the lane utilisation information on lane keeping and lane changing. Further positive effects are expected by providing information and warnings about weather condition, road surface status, road closure and roadwork. These services may have relatively smaller effects but important for improving road safety. At the moment, there is an urgent need in the European Union and the Member States for defining a legal framework for the introduction of cooperative services. This legal framework should also cover the liability and responsibility issues. The current practice with the liability of VMS operators can be recommended for the interim conferment to COOPERS services. For operation of variable message signs (VMS), the variable speed limits are binding as the stationary ones, but other information regarding warnings is advisory. Blank display does not imply that there is no safety risk with road and weather conditions. Accordingly, the drivers cannot assert any liability claims against the operators of variable message signs in case of an accident, even if no information has been showed. Regarding the data security of personal information, there are already some national activities. An example for this is the German Basic IT Protection Handbook, published by the Federal Office for the Security of Information Technology (BSI). This handbook takes the risks of data availability, integrity and confidentiality into account. The data to be processed must be classified according to its sensitivity, and the technical and organizational precautions required by the classification scheme must be taken. Introduction 17 2 Review of safety standards 18 2.1 Vehicle System Standards 18 2.2 Road Infrastructure Standards 19 2.3 Communication standards 19 2.4 Traffic Information and Traffic Management Operational Guidelines 20 3 Identification of services for COOPERS studies 21 3.1 Criteria and process for identification of COOPERS services 21 3.2 Process for identifications of COOPERS services 21 4 Identify indicators for evaluation of safety impacts of the services 23 4.1 Potential safety impacts 23 4.2 Safety indicators 24 5 Investigation of parameters and inquiry methods of road accidents 26 5.1 Road Safety in Europe – CARE (Community database on Accidents on the Roads in Europe) 26 5.2 6 Legal basis and inquiry methods in Europe 30 Investigation of key aspects linked to accidents 35 6.1 Accident analysis and demonstration sites 35 6.2 Accident analysis – Demonstrator Site Brennero 35 6.3 Accident analysis – Demonstrator Site Berlin 39 6.4 Accident analysis – Demonstrator Site Rotterdam - Antwerp 41 6.5 Recommendations for a cooperative services 42 7 Legal framework for ITS and cooperative systems (liability of road operators, data privacy issues) 43 8 Summaries and Conclusions 46 References 49 D5-A2100 Summary Report on Safety Standards and Indicators to Improve the Safety on Roads D5-A2100 Summary Report on Safety Standards and Indicators to Improve the Safety on Roads Page 5 of 293 Page 6 of 293 COOPERS COOPERS integrated project integrated project Annex A: Task 1 Report - Assessment of Safety Standards and Identification of Indicators for Measuring Safety Improvements 50 A1 Introduction The role of this report 51 A1.2 Structure of the report Review of safety standards 52 A2.1 Introduction A4 53 A2.2 Road Infrastructure Standards Identify indicators for evaluation of safety impacts of the services 85 Potential impacts of the services 85 A4.2 Criteria for indicator selection 90 A4.3 List of indicators selected A4.4 52 A2.1.2 Standards and Organisations 84 A4.1 52 A2.1.1 Combining the EC and COOPERS Objectives for Safety Standards 83 A3.12 Summary 51 82 A3.11 Route Navigation (S10/S11/S12) 51 A1.1 A2 A3.10 International Service Handover (S9) Summary 93 102 A5 Interpretation of the output from sub-tasks 1-3 of Task 1 for use in the RAMSS analysis of SWP2200 103 55 A2.3 Standards for Vehicle Systems Introduction 103 A5.2 Reliability and safety engineering 103 A5.3 Definition of Terms Related to RAMS Analyses 104 A5.4 A2.2.2 COOPERS Infrastructure Data A5.1 55 A2.2.1 Introduction Risk Reduction 57 58 107 107 A5.4.3 Risk induced by road traffic 108 A5.4.4 Risk reduction for safety-critical systems 108 A5.4.5 Risk reduction by Coopers services 109 58 A2.3.2 COOPERS Vehicle Data 107 A5.4.2 Natural risk for humans and tolerable risk A2.3.1 Introduction A5.4.1 The term risk 62 A2.4 Driver Safety Standards 63 A2.4.1 Introduction 63 A2.4.2 COOPERS Driver Variables 70 Standards for Traffic Information Centres A2.5.1 Introduction A3 Standards A5.6 71 71 A2.5.2 COOPERS TCC Variables A2.6 A5.5 Input 112 A5.7 A2.5 110 Requirements and Interpretation for the RAMSS Analysis 113 74 Identify services for COOPERS studies 113 74 Summary A5.7.1 Safety Standards and Guidelines A5.7.2 Co-operative Services 114 75 A5.7.3 Indicators for Evaluation of Services 115 A3.1 Introduction 75 A3.2 Accident/Incident Warning (S1) 76 A3.3 Road/Weather Condition Warning (S2) 77 A3.4 Roadwork Information (S3) 78 A3.5 Lane Utilization Information (S4) 79 A3.6 In-Vehicle Variable Speed Limit Information (S5) 80 A3.7 Traffic Congestion Warning (S6) 80 A3.8 ISA with Infrastructure Link (S7) 81 A3.9 Road Charging to Influence Demand (S8) 82 A5.8 A6 Summary 116 Summary and conclusions 117 Reference 119 Annex B: Task 2 Report - Investigation of Parameters 179 B1 Basic definitions, responsibilities and safety plans B1.1 Road Safety in Europe 180 180 D5-A2100 Summary Report on Safety Standards and Indicators to Improve the Safety on Roads D5-A2100 Summary Report on Safety Standards and Indicators to Improve the Safety on Roads Page 7 of 293 Page 8 of 293 COOPERS COOPERS integrated project integrated project B1.1.1 Black Spot Management 180 C2.2.3 Italian corridor 273 B1.1.2 CARE (Community database on Accidents on the Roads in Europe) 181 C2.2.4 Recommendations for a cooperative system 274 Demonstrator Site Berlin 276 B1.2 Definitions, responsibilities and safety plans B1.2.1 In Germany 182 182 C3 C3.1 Spatial boundary and traffic situation 276 186 C3.2 Basis of accident information / Data collection 277 B1.2.3 In the Netherlands 189 C3.3 Results of the microscopic analysis 278 B1.2.4 In Austria 193 B1.2.5 In Italy 195 B1.2.6 In Sweden 197 B1.2.2 In Belgium C3.3.1 Number of Accidents and accident severity C3.3.2 Spatial distribution of accidents Inquiry methods 202 National accident and injury definitions in Europe In Germany 203 281 C3.4 Summary of the accident analysis 282 202 B2.2 280 C3.3.4 Causes of accidents B2.1 279 C3.3.3 Kinds of accidents B2 278 B2.3 B2.4 B2.5 C4 Demonstrator Site Rotterdam – Antwerp 284 218 In Austria 284 C4.2 Basis of accident information / Data collection 285 221 In the Netherlands Spatial boundary and traffic situation 218 In Belgium C4.1 C4.3 Results of the microscopic analysis 285 B2.6 In Italy 222 C4.3.1 Number of accidents and accident severity B2.7 In Sweden 223 C4.3.2 Kinds of accidents 286 B2.8 Summary 231 C4.3.3 Causes of accidents 286 Reference 232 Annex C: Task 3 Report - Investigation of Key Aspects Linked to Accidents 250 C1 Introduction 251 C2 Demonstrator Site Brennero 285 252 C4.4 Traffic conditions and traffic management 252 C2.1.1 German / Bavarian corridor 291 Reference 293 257 C2.1.3 Italian corridor Conclusions 252 C2.1.2 Austrian / Tyrolian corridor 258 C2.2 Accident Situation 262 C2.2.1 German / Bavarian corridor 262 C2.2.2 Austrian / Tyrolian corridor 287 C5 Legal framework for ITS and cooperative systems (liability of road operators, data privacy issues) 288 C6 C2.1 Summary of the accident analysis 265 D5-A2100 Summary Report on Safety Standards and Indicators to Improve the Safety on Roads D5-A2100 Summary Report on Safety Standards and Indicators to Improve the Safety on Roads Page 9 of 293 Page 10 of 293 COOPERS COOPERS integrated project integrated project List of Tables Table 1: Indicators for safety evaluations ...............................................................................................24 Table 2: Correction factors regarding the definition of killed people.....................................................28 Table 3: Definitions of accident in Europe countries..............................................................................30 Table 4: Legal responsibilities, safety programmes and the data collection and statistical recording of the six analyzed countries.................................................................................................................33 Table 5: Accidents per year and motorway section ...............................................................................39 List of Figures Figure 1: Data available in the CARE database (x) and used in the CARE reports ...........................27 Figure 2: COOPERS demonstration sites..............................................................................................35 Figure 3: Accident hotspots (red colour) in the region of Munich .........................................................37 Figure 4: number of accidents with personal injuries before and after start-up of LCS......................38 Figure 5: number of accidents according to road surface state (in both directions, before and after start-up of LCS) .................................................................................................................................38 Figure 6: Average daily traffic volume, Senate Department of Urban Development, 2004................40 Abbreviations AADT AB ABS ACC ADAS AETR AG AIDER AIS AIS/ISS AKTIV AP ARTS ASV AUTOSAR AVCSS AVI BASt BMVBW BMVIT BS BSI CA CALM CARE CAREPLUS CARTALK2000 CCTV CDC CDRG CE CEN CENELEC CENTRICO CHAMELEON CICAS COOPERS CORBA Annual Average Daily Traffic Abbiege-Unfall Antilock Braking Systems Automated Cruse Control Advanced Driver Assistance Systems European Agreement Concerning the Work of Crews of Vehicles Engaged in International Road Transport Aktiengesellschaft Innovative Vehicle-Infrastructure Telematics for Rescue Operations Abbreviated Injury Scale Abbreviated Injury Scale/Injury Severity Scores Adaptive und Kooperative technologien für den Intelligenten Verkehr Action Point Advanced Road Telematics in the South-West Advanced Safety Vehicle Automotive Open System Architecture Advanced Vehicle Control and Safety Systems Automatic Vehicle Identification Bundesanstalt für Straßenwesen Bundesministerium für Verkehr, Bau- und Wohnungswesen Bundesministerium für Verkehr, Innovation und Technologie British Standard Bundesamt für Sicherheit in der Informationstechnologie Collision Avoidance Communication Air-interface Long and Medium range Community database on Accidents on the Roads in Europe Citizens Active in Reading Education Plus Safe and comfortable driving based upon inter-vehicle communication Closed Circuit Television Collision Deformation Classification Centrally Determined Route Guidance Communauté Européenne European Committee for Standardisation European Committee for Electro technical Standardisation Central European region transport telematics implementation co-ordination CVIS Pre-crash application all around the vehicle Cooperative Intersection Collision Avoidance Systems Co-operative systems for Intelligent Road Safety Common Object Request Broker Architecture Co-ordination and validation of the deployment of advanced transport telematic systems in the Alpine area Coopération européenne dans le domaine de la recherche scientifique et technique Cooperative Vehicle-Infrastructure Systems CW Collision Warning CORVETTE COST D5-A2100 Summary Report on Safety Standards and Indicators to Improve the Safety on Roads D5-A2100 Summary Report on Safety Standards and Indicators to Improve the Safety on Roads Page 11 of 293 Page 12 of 293 COOPERS COOPERS integrated project integrated project DAB DART dGPS DIS DSRC DVR E/E/PE EC eCall ECE EDIFACE EEA EEC EES EFC EFTA EK EMC E-MERGE EMI EN ERI ESC ESS ETSI EU EUC EWG FCD FM FMEA FMECA FMSCA FP FStrAbG FSV FTA GDF GHR GIS GM GNSS GPRS GPS GST HANNIBAL Digital Audio Broadcasting Dutch Accident Research Team Differential Global Positioning System Driver Information System Dedicated Short-Range Communication Deutscher Verkehrssicherheitrat Electrical/Electronic/Programmable Electronic European Commission emergency Call Economic Commission for Europe Electonic Data Interface European Environment Agency European Economic Community Equivalent energy speed Electronic Fee Collection European Free Trade Association Einbiegen-/Kreuzen-Unfall Electromagnetic Compatibility European Mountain lake Ecosystems: Regionalisation, diaGnostics and socioeconomic Evaluation Electromagnetic Interference European Norm Electronic Registration Identification Electronic Stability Control Environmental Sensor Stations European Telecommunications Standards Institute European Union Equipment Under Control Environmental Working Group Floating Car Data Frequency Modulation Failure Mode and Effects Analysis Failure Modes, Effects, and Criticality Analysis Federal Motor Carrier Safety Administration Framework Programme Fernstraßenausbaugesetz Forschungsgemeinschaft Strasse und Verkehr Fault Tree Analysis Geographic Data Files Gazis-Herman-Rothery geographic information system General Motors Global Navigation Satellite System General Packet Radio Service Global Positioning System Global System for Telematics HAZOP HMI HOV HUDs I2V ICD ICT ICTSB ID IEC INS INVENT IRTAD ISA ISO ISTAT IT ITS ITSSG IVHW JK KD KFV KL KR kW LACOS LATERAL-SAFE LCS LDRG LDW/A LDWS LED LV LVD MALSO MTM NGOs OBU OEM PAD PATH PDT PReVENT PROSPER PSAPs Hazard and Operability analysis Human Machine Interface High Occupancy Vehicle Head-Up Displays Infrastructure to Vehicle International Classification of Diseases Information and Communications Technology ICT Standard Board Identification International Electronical Commission Institut national de Statistique Infrastructure for Virtual Enterprises International Road Traffic and Accident Database Intelligent Speed Adaptation International Organization for Standardization Istituto Centrale di Statistica Information Technology Intelligent Transport Systems Intelligent Transport Systems Steering Group Inter Vehicle Hazard Warning Jahreskarte Unfallkostendichte Kuratorium für Verkehrssicherheit Unfallsbelastungskosten Unfallkostenrate kiloWatt Large Scale Correct Systems Lateral driver assistance applications Line Control Systems Locally Determined Route Guidance Lane Departure Warning/Avoidance High Altitude Network for the Needs of Integrated Border-Crossing Applications and Links PTPS Public Transportation Priority System Lane Departure Warning Systems Light Emitting Diode Unfall durch Längsverkehr Low Voltage Directive Manoeuvring Aids for Low Speed Operation Methods Time Measurement Non-Governmental Organizations Onboard Unit Original Equipment Manufacturer/Manufacturing Portable Application Description Program for Advanced Transit and Highway Peripheral Detection Task Preventive and Active Safety Applications Project for Research on Speed adaptation Policies on European Roads Public Safety Answering Points D5-A2100 Summary Report on Safety Standards and Indicators to Improve the Safety on Roads D5-A2100 Summary Report on Safety Standards and Indicators to Improve the Safety on Roads Page 13 of 293 Page 14 of 293 COOPERS COOPERS integrated project integrated project RAMSS RDCW RDS RDS-TMC RFID RPN RRS RTA RTD RTLX RTTT RV RX SAE SAFELANE SafeSpot SARTRE SCB SERTI SIKA SIL SNRA SO SRA STRADA STREETWISE STVO StVUnfStatG SVD SWOV SWP TCC TIC TICS TIWS TMC TNO TPEG TRMM TTI TX U UD UL UMTRI UR Reliability, Availability, Maintainability, Safety & Security Road Departure Crash Warning Radio Data Systems Radio Data System - Traffic Message Channel Radio Frequency Identification Device Risk Priority Number Road Restraint Systems Road Traffic Advisor Research and Technological Development Raw Task Load indeX Road Transport and Traffic Telematics Unfall durch ruhenden Verkehr Receiver System Architecture Evolution Situation Adaptive system For Enhanced LANE keeping support Cooperative vehicles and road infrastructure for road safety Social Attitudes to Road Traffic Risk in Europe Statistics Sweden Southern European Road Telematic Implementations Statens Institut för KommunikationsAnalys Safety Integrity Level Swedish National Road Administration Sonstiger Unfall Swedish Road Administration Swedish Traffic Accident Data Acquisition Seamless Travel EnvironmEnt for the Western Isles of Europe Straßenverkehrsordnung Straßenverkehrsunfallstatistikgesetz Selective Vehicle Detection Stichting Wetenschappelijk Onderzoek Verkeersveiligheid Sub Work Package Traffic Control Centres Traffic Information Centre Traffic Information and Control Systems Traffic Impediment Warning Systems Traffic Message Channel Nederlandse Organisatie voor Toegepast Natuurwetenschappelijk Onderzoek Transport Protocol Experts Group Trunk Road Maintenance Manual Traffic and Traveller Information Transmitter Unfälle Unfalldichte Unfallbelastung University of Michigan Transportation Research Institute Unfallrate US ÜS UTMS V2V VIKING VMS VRUs VSL VTPI VTTI WILLWARN WP WüStV XFCD XGDF XML ZIP Überschreiten-Unfall Universal Traffic Management Society Vehicle to Vehicle Co-ordination of ITS implementation in northern Europe Variable Message Sign Vulnerable Road Users Variable Speed Limit Voorhees Transportation Policy Institute Virginia Tech Transportation Institute Wireless Local Danger Warning Work Package Wiener Übereinkunft über den Straßenverkehr Extended Floating Car Data eXtended Geographic Data Files eXtensible Markup Language Zone Improvement Plan United States D5-A2100 Summary Report on Safety Standards and Indicators to Improve the Safety on Roads D5-A2100 Summary Report on Safety Standards and Indicators to Improve the Safety on Roads Page 15 of 293 Page 16 of 293 COOPERS COOPERS integrated project integrated project 1 2 Introduction This is part of work of COOPERS, an integrated project funded by European Commission under the 6th Framework Programme. The key objective of COOPERS is to make road traffic safer, more predictable and more controllable in terms of the individual driver behaviour through development and implementation of co-operative services. This report summarizes the results of SWP2100 of COOPERS. The main objective of this subworkpackage is to review current safety standards in Europe, and to identify clear indicators for measuring the improvement of safety on the high-level road network. These indicators will be used as a monitoring tool at the demonstrators to be able to make clear statements on the effects on safety. The legislative framework will be taken into account by giving an overview by this work package (especially, for example, concerning the liability of motorway operators and data privacy). This report addresses the following the tasks identified in the COOPERS workplan [1]: • Task 1: Review of safety standards. This task will analyse safety standards concerning the provision and use of information to drivers in the EU and how they may impact and effect the introduction of the services proposed in this project. This concerns both information services and ‘co-operative’ services where information and potentially control signals are exchanged. In doing so, a basic common starting position for the project will be established on which technical and standardisation work will be based. Particular emphasis will be given to isolating commonly used safety indicators, their usefulness and how the safety of similar projects may have been assessed within field trials both in other EU projects and national initiatives. • Task 2: Investigation of parameters (accident rate, scene of an accident, accident costs etc). A documentation of characteristics and established national inquiry methods are the basis for parameter definition. The aim is the harmonisation of these parameters for EU wide comparison, because of different classification schemes, practices of police work, etc. same events may appear differently in high level European statistics. A conversion scheme should allow working with national characteristics on European Union level as far as motorways are concerned. • Task 3: Investigation of key aspects linked to accidents (traffic jams, road works on highways, and other specific conditions, counter measures and their efficiency, local and European experiences, and local/ regional differences in behaviour and impact etc.). Closely connected to task 2 it is necessary to evaluate the key aspect of accidents and to conduct a microscopic accident analysis, differentiating between the position of accidents, low intensity accidents, high intensity accidents and also external influences (for example: weather, category of road, geometric of route etc). In particular key accidents during traffic jam on highways, road works on highways have to be checked and possible improvement measures defined. Together with this work the legal framework of co-operative systems has to be analyzed especially regarding data privacy issues and the liability of motorway operators. (concerning safety relevant information) Review of safety standards 2.1 Vehicle System Standards Vehicle Safety Standards are generally related to vehicle design, occupant protection and vehicle maintenance. Regulations in this regard have made a significant contribution to reductions in the number and severity of accidents. The Recommendation of the Commission of the European Communities on Safe and Efficient In-Vehicle Information and Communication Systems: a European Statement of Principles on Human Machine Interface (HMI) is set out that telematics devices inside vehicles will have an important impact on road transport in the future and will provide valuable assistance to the driver. However, the driver should not be distracted, disturbed or overloaded by the communication process and/or the information provided by the additional devices. It therefore demands a certain compliance of the European motor manufacturing and supply industry including the responsibility for the application of the principles and standards. This statement of principles summarises essential safety aspects to be taken into account for the HMI for in-vehicle information and communication systems and is concerned with all these systems intended for use by the driver while driving. In this context the principles consider that the driver’s primary driving task is safely controlling the vehicle through a complex dynamic traffic environment. These principles are valid: • Whether the system is directly related to the driving task or not • For both portable and permanently installed systems such as telephones • For both Original Equipment Manufacturers and after market system providers • Including importers for all road vehicle types provided on the Community market. The aim of this statement in respect to the safety implications of HMI design is that design and installation issues are the main concern to manufacturers and they therefore relate to the following critical issues: • How to design and locate information and communication systems in such a way that their use is compatible with the driving task. • How to present information so as not to impair the driver’s visual allocation to the road scene. • How to design system interaction such that the driver maintains under all circumstances safe control of the vehicle, feels comfortable and confident with the system and is ready to respond safely to unexpected occurrences. Principles are defined in regard to scope and existing provisions and in particular on • Overall design D5-A2100 Summary Report on Safety Standards and Indicators to Improve the Safety on Roads D5-A2100 Summary Report on Safety Standards and Indicators to Improve the Safety on Roads Page 17 of 293 Page 18 of 293 COOPERS COOPERS integrated project integrated project • Installation • CCTV • Information presentation • Active traffic management involving VMS and speed management • Interaction with display and control, • System behaviour 2.4 Traffic Information and Traffic Management Operational • On information about the system and Generally, it will be clear where the responsibility lies, among manufacturers, suppliers and installers, to apply the principles. Where the responsibility rests with more than one party, those parties are encouraged to use the principles as a starting point to explicitly confirm their respective roles. The European motor manufacturing and supply industry which provide and/or fit and/or design invehicle information and communication systems, whether original equipment providers or after market system providers, including importers, should comply with the Statement of Principles. Guidelines A number of Member States are already implementing active traffic management systems and it is anticipated that more Traffic Information and Control Centres (TCC) will have to change their role from a more surveillance function to an active influence on traffic flow and traffic signing. Furthermore, an extension to traffic mobility management with an effect on changes in travel behaviour is seen to offer additional benefits. In COOPERS, information services relating to traffic and road related measures will have to be connected in order to cooperate consistently with each other. More details about review of safety standards can be found in Section A2 of Annex A. 2.2 Road Infrastructure Standards Road infrastructure is one of the key factors of road safety, apart from the driver and the vehicle. Safety needs to be integrated into the planning, design and operation of road infrastructure. The universal increase in traffic congestion places greater demand on the road networks and the European Commission sees ITS – intelligent Transport Systems and Services – as a viable solution to make the movement of people and goods safer, more efficient and economical for all transport modes. Although infrastructure measures are not directly addressed in COOPERS, the combination of infrastructure and ITS should form an essential part in the project. Depending on the envisaged COOPERS services and tests, the appropriate data variables will be selected and tested, including their compatibility with other data variables in relation to the information flow between infrastructure, vehicle and TTCs. 2.3 Communication standards A number of European and ISO communication standards are already available. These address the application and interface of various technologies both as part of the communication infrastructure and the in-vehicle systems. The EC have also issues recommendations for safe and efficient invehicle information and communication systems. The communication infrastructure networks support a range of applications: • Existing traffic management • Information – emergency call services • Traffic monitoring D5-A2100 Summary Report on Safety Standards and Indicators to Improve the Safety on Roads D5-A2100 Summary Report on Safety Standards and Indicators to Improve the Safety on Roads Page 19 of 293 Page 20 of 293 COOPERS COOPERS integrated project integrated project 3 International service handover. For the four areas of services identified, TRG provided further notes to detail their sub-functions and requirements which were distributed among partners. The services proposed were further discussed in the WP2000 meeting in July Southampton and it was agreed that the following 12 services would be studied in COOPERS: Identification of services for COOPERS studies 3.1 Criteria and process for identification of COOPERS services • Accident/incident warning (S1) COOPERS solutions aim to provide vehicles and drivers with real time traffic and road information via cooperative services based on dedicated Infrastructure to Vehicle Communication (I2V). Traffic control and safety are expected to be improved through effective and reliable transmission of data which are fully adapted to the local situation of the vehicle (ensemble of vehicles). Cooperative services will extend the responsibility and liability of road operators in terms of reliability and accuracy of information to advice drivers / vehicles. It was agreed that the following factors would be considered in selecting services for COOPERS studies: • Road/Weather condition warning (S2) • COOPERS Values. The services should be based on communication between road infrastructure and vehicles, and with added value compared to existing services. It is recognised that greater benefit could be achieved if [car to car] communications are integrated into COOPERS approach. • Practical Limitations. These include technologies required and feasibility of demonstration and evaluation within the life of COOPERS project. . • Improving Safety. Improving road safety is the focal aim of COOPERS, services which have the potential to improve road safety should be selected with priority. • Long Term Development. Although COOPERS services will focus on motorway applications, it is very important to realise that greater benefit could be achieved if both urban and motorway networks to be covered by cooperative services. • Who has Ownership? The ownership of each specific service has to be considered or otherwise COOPERS could end with a set of cooperative services that no-one would interested in implementing them in future. • Management Responsibility / Liability. It is very important at this stage to identify the boundary of responsibility and liability for each cooperative services considered. 3.2 Process for identifications of COOPERS services • Roadwork information (S3) • Lane utilization information (S4) • In-vehicle variable speed limit information (S5) • Traffic congestion warning (S6) • ISA with infrastructure link (S7) • Road charging to influence demand (S8) • International service handover (S9) • Estimated journey time (S10) • Recommended next link (S11) • Map information check to inform of current update for digital maps (S12) Most of services identified are expected to have a direct impact on safety by providing information/warning of abnormal events including Accident/Incident Warning (S1), Weather/Road Condition Warning (S2), Roadworks Information (S3), and Congestion Warning (S6). Other services address traffic management in a more general sense including Lane Utilization Information (S4), Variable Speed Limit information (S5). Estimated Journey Time (S10), Recommended Next Link (S11), and Map Information Check to Inform of Current Update for Digital Maps (S12) are subfunctions of route navigation service. They have been considered as three elements in a more complete route navigation service More details about the criteria, process and key functions of the services can be found in Section A3 of Annex A. Initially in March 2006, a long list of 22 possible services was circulated among partners for collection of interests, and then a short list of 13 services was identified for which a literature review were conducted, and a note was developed and distributed among partners for comments covering a) Objectives; b) General functions; c) Current approach and opportunities for cooperative solutions; and d) Key issues involved. In WP2000 meeting in May 2006, criteria for selection of services were further clarified and each of the services suggested were discussed. Following the WP2000 meeting, TRG developed an additional note on the criteria and all partners were then asked to provide their comments and recommendations on the services proposed. Based on the consultations with partners, the four areas of services were agreed for COOPERS studies including 1) Network information; 2) Route navigation and information; 3) ISA with Infrastructure link; and 4) D5-A2100 Summary Report on Safety Standards and Indicators to Improve the Safety on Roads D5-A2100 Summary Report on Safety Standards and Indicators to Improve the Safety on Roads Page 21 of 293 Page 22 of 293 COOPERS COOPERS integrated project integrated project 4 Identify indicators for evaluation of safety impacts of the services 4.1 Potential safety impacts For safety impact assessment, appropriate indictors are needed to quantify the potential impacts. As there are often many options, the selection of the right indicators is very important for an evaluation activity. The following are considered in this study: • Safety impacts of the services (direct and indirect impacts) • Evaluation requirements for impact assessment and field trials (demonstrations) • Data availability and measurement tool One of the common features of COOPERS services is that drivers would be provided with in-vehicle warning/advice/information to improve driving safety. The presence of such in-vehicle displays may have both positive and negative impacts on safety. On the positive side, it provides advance notice of the downstream traffic/road conditions or route guidance information which will result in better preparation for the driver to execute the appropriate speed, acceleration, headway control, lane changing, or simple turning manoeuvres in a less abrupt manner. It has even been suggested that simply the improved knowledge of the source and the duration of any abnormal event that may be experienced, can result in a less stressful driving experience. Such less stressful driving may also provide a further safety benefit [5]. The potential negative aspects of the in-vehicle warning/advice//information could derive from the fact that the drivers may perhaps be distracted from their regular driving task by either physically looking at the display and/or by mentally allocating time towards interpreting the instructions or information that are provided. In addition, the overall level of workload involved in using an in-vehicle information service is another factor which has potential impact on safety. Some services defined may have impacts on safety indirectly. For example, Road Charging to Influence Traffic Demand (S8) is a service which may contribute to the improvement of safety by reducing traffic demands and congestion, and International Service Handover (S9) can enhance roadway safety providing continued service for international travellers. Services such as route navigation provides drivers with navigation and route guidance information which can increase safety by allowing drivers concentrate their resources on driving tasks (compared route guidance based on paper map), especially when driving on unfamiliar routes. However, due to differences in geometric, traffic control or other characteristics it may also have different safety characteristics than those of the route that the driver was travelling on initially. 4.2 Safety indicators Several field trial studies have been reported which are related safety impact assessments. This include TrakTek operational test with an evaluation goal to assess the safety impacts of the functions of route guidance, navigation and real time traffic information [5]. For the safety study, the major measurement tools used for data collection included Camera Car Study, Observer Data, and Driver Self Reports. A wide range of indicators were used for measuring impacts on driving performance, driver behaviours and driver acceptance and workload. A test track studies were conducted by US National Highway Traffic Safety Administration to assess the effects of voice technology on driving performance [6]. The objectives of this research were: 1) to compare the distraction potential of voice-based versus visual/manual interfaces for selected transactions undertaken while driving, 2) to examine the effect of performing tasks of differing complexity on driving performance, and 3) to evaluate the potential of using eye-tracking technology to make inferences about changes in subjects’ allocation of attention while performing specified invehicle tasks while driving. In European PROSPER project [7], field trials were undertaken to investigate the regional differences in effects on driver behaviour when driving with an intelligent speed adaptation (ISA) system. Besides logging of driving data, all test drivers were interviewed to study the drivers’ attitudes to and experiences of the ISA as well as their mental workload when driving with ISA. Speed data was analysed for all passages of ISA vehicles. To study test driver opinions about and acceptance of ISA, surveys were made during the trial. Subjective measurements of the subject’s mental workload were recorded with the help of the raw task load index (RTLX) method proposed by Byers et al. [13]. The subjects had to rate six workload aspects, namely mental demand, physical demand, time pressure, performance, effort and frustration level on continuous scales ranging from “very low” to “very high”. Based on review of indicators used in other related field trials and potential impacts of COOPERS services, the indicators suggested for COOPERS safety assessment are shown in Table 1: Table 1: Indicators for safety evaluations Indicator Descriptions Time-Headway Small headways leave little time for drivers to respond to impending rear-end collisions. Drivers should adjust their headways in adverse road/weather conditions. Speed Higher velocities increase the potential for encountering closing situations with slower lead vehicles and the severity of crashes. Many of the services aim to provide drivers with warning of hazardous traffic/road conditions, hoping drivers to slow down to avoid accidents. Lane deviation An unplanned lane deviation is a face valid indicator of driver inattention and collision potential. Lane deviations can be classified and timed from the lane-track camera record. Lane Changes The impacts can be measure in terms of frequency and timing of lane change, especially in response to accidents/incidents and roadworks. D5-A2100 Summary Report on Safety Standards and Indicators to Improve the Safety on Roads D5-A2100 Summary Report on Safety Standards and Indicators to Improve the Safety on Roads Page 23 of 293 Page 24 of 293 COOPERS COOPERS integrated project integrated project Single Eye Glances Greater Than 2.5 s Lengths of single glances to the in-vehicle display configuration are of particular interest to system safety. In previous research, 2.5 s was used as a criterion to assess instances of unsafe behaviour. Glance duration can be recorded and the data are reduced in such a way that each driver glance to the nearest 0.1 s should be identified. Average Duration of Glances to in-vehicle Displays The driving task requires constant scanning of the forward roadway, to the left and right of the forward roadway, and to the rear (via mirrors) to drive effectively and defensively Driver Error with Hazard Present The driver commits a safety-related error when an object (e.g., another vehicle) is present in the environment. “Hazard present” requires that the object is in a close enough proximity to represent a hazard to the test vehicle, but not close enough that an immediate evasive action must be taken to avoid it. Total Safety-Related Errors This was the total count of near misses, hazard present errors, and no hazard present errors. Near misses were classified as situations where the driver is startled by a situation and is required to take immediate evasive action in order to prevent an accident. No hazard present errors were those situations where the driver commits a safety-related error, but no closeproximity obstacle is present in the environment. Workload The idea behind using workload measurement techniques, is the fact that primary task performance (e.g., driving a vehicle) may not show degradation as mental workload increases. However, workload measurement techniques that use subjective ratings or secondary tasks, for example, may reflect increases in workload even when primary task performance remains unchanged and at an acceptable level. Workload measurement can be used as predictors of potential primary task degradation. Awareness rate Improved knowledge of the source and the duration of any abnormal event that may be experienced, can result in a less stressful driving experience. Such less stressful driving may also provide a further safety benefit. Driver perceptions of the safety of the service This relates to the confidence and willingness to use the service which depend much on the service quality including efficiency, accuracy and reliability of the information provided More details about the criteria, safety indicators for each of the services studied can be found in Section A4 of Annex A. 5 Investigation of parameters and inquiry methods of road accidents 5.1 Road Safety in Europe – CARE (Community database on Accidents on the Roads in Europe) CARE is a Community database on road accidents resulting in death or injury (no statistics on damage - only accidents). The major difference between CARE and most other existing international databases is the high level of disaggregation, i.e. CARE comprises detailed data on individual accidents as collected by the Member States. This structure allows maximum flexibility and potential with regard to analysing the information contained in the system. It opens up a whole set of new possibilities in the field of accident analysis. National data sets are integrated into the CARE database in their original national structure and definitions, with confidential data blanked out. However, transformation rules are implemented in the CARE database in order to increase data compatibility and thus enhance the functioning of the system. The process of improving “homogenization” of accident data within CARE is in process. In the meantime, the inherent incompatibility of national accident data remains a source of possible misinterpretation when performing comparative analyses at international level. Therefore, on-line access to the CARE database is currently restricted to expert users. The purpose of CARE system is to provide a powerful tool which would make it possible to identify and quantify road safety problems throughout the European roads, evaluate the efficiency of road safety measures, determine the relevance of Community actions and facilitate the exchange of experience in this field. The Annual Statistical Report provides the basic characteristics of road accidents in the 14 member states of the European Union (except Germany) for the period 1994-2003, on the basis of data collected and processed in the CARE database, the Community Road Accident Database with disaggregate data [10] (see Figure 1: Data available in the CARE database (x) and used in the CARE reports). In future it will be possible to make further improvements especially regarding the homogenisation of accident data. New information would have to be provided in order to round off the comparative international analyses, while the cooperation between the Member States, which plays an essential part in data management and quality, and in the development of a policy concerning CARE access and application, would have to be boosted. D5-A2100 Summary Report on Safety Standards and Indicators to Improve the Safety on Roads D5-A2100 Summary Report on Safety Standards and Indicators to Improve the Safety on Roads Page 25 of 293 Page 26 of 293 COOPERS COOPERS integrated project integrated project • Lightning / lightning conditions • Psychophysical circumstances / Alcohol • Manoeuvre vehicle or driver Especially the data regarding killed people are still inconsistent for international comparison. For that reason, the CARE project developed correcting factors to harmonise the statistics. The results in Table 2: Correction factors regarding the definition of killed people show the correcting factors of the EU-member states, which do not use the definition of “death within 30 days of a road accident” [8]. Table 2: Correction factors regarding the definition of killed people Figure 1: Data available in the CARE database (x) and used in the CARE reports (Source: SafetyNet, Annual Statistical Report 2005 [10]) The use of the CARE database can be recommended for the COOPERS project. The following scheme shows the basic characteristics and regional distinctions of fatal road accidents. For the COOPERS project, only some of these variables are of special interest, such as • Basic definitions regarding accidents and persons killed, motorway • Accident severity / Person injury • Collision type • Road surface conditions • Speed limit • Weather D5-A2100 Summary Report on Safety Standards and Indicators to Improve the Safety on Roads D5-A2100 Summary Report on Safety Standards and Indicators to Improve the Safety on Roads Page 27 of 293 Page 28 of 293 COOPERS COOPERS integrated project integrated project 5.2 Legal basis and inquiry methods in Europe basic characteristics of fatal road accidents regional distinctions The basic characteristics of fatal road accidents in the EU member states have been selected as those with usefulness for road accident analysis and availability of compatible form for all or most of the EU countries (results of CAREPLUS project on making accident data comparable). More characteristics will be available with the introduction of the CAREPLUS 2 project. More precisely, the basic characteristics of fatal road accidents refer to: person class (driver, passenger, pedestrian) person killed age group, person killed sex (male, female) area type (inside or outside urban area), motorway (yes or no) junction type (crossroad, level crossing, not at a junction, roundabout, T or Y junction) and road surface conditions weather conditions (dry, fog or mist, rain, snow/sleet/hail, strong wind) and lightning conditions modes of transport - vehicle group (agricultural tractor, bus or coach (>8 seats), car or taxi, heavy goods vehicles, lorry under 3.5 tons, pedal cycle, moped, motor cycle, other) month, day of the week, hour collision type, accident severity, psychophysical circumstances (alcohol), speed limit It should be taken into account that analysis and comparisons of the numbers of accidents and injuries are not always possible, as different definitions exist in each EU Member State. Fatality data are compatible and use common definitions as a result of the CAREPLUS project. Corrective factors have been applied to comply with the international definition of persons killed within 30 days after an accident. On fatal accidents data, no corrective factors have been applied to comply with the international definition of persons killed within 30 days. EU percentages are weighted percentages. Minor differences in totals are due to the rounding of numbers. “Unknown” values are not mentioned, but they are taken into account in totals. The EU totals for all persons killed are not necessarily the sum of each sub-division of these persons, given that there are no data available for all sub-divisions and all countries. Corresponding percentages refer to Criteria for reporting the incident are different in each country, which hinders complete comparison of the accident numbers by type and kind. The overall tendency to a gradual reduction of the number of accidents and fatalities can be observed in all these countries. the available data. More detailed results on inquiry methods can be found in Section B1 of Annex B. D5-A2100 Summary Report on Safety Standards and Indicators to Improve the Safety on Roads Page 29 of 293 In this report, an effort was made to investigate inquiry methods on road accidents in six European countries: Austria, Belgium, Germany, Italy, Sweden and the Netherlands. Generally, in all these countries the accident information is collected by police by filling in a special form. In all countries except Italy the reporting form is unified for the whole country. Depending on the severity of the accident, the accident is registered in the national database and included in the national statistics. The databases are operated by national road research institutes, offices or societies and the operation is financed by the government. The aggregated data are spread to the public by yearly reports. Injury statistics from the different countries are summarised in the CARE database and can be viewed by gender and age of the involved persons, environment, severity and transport mode. However, the type (cause) of the accident is not reported, and there is no unified classification of the accident types. To compensate for this lack of information some countries carry out in-depth studies for most severe accidents. The definitions of “traffic accident" and "injury accident" vary in some countries. As far as the traffic accident definition is concerned the UN/ECE2 gives a basic definition comprising the main criteria applied in the national definitions. The ECE definition makes a distinction between fatal and non-fatal accidents, whereas most countries define injury accidents as both fatal and non-fatal. In IRTAD (International Road Traffic and Accident Database) data are compiled only for accidents involving body injury. However, an international comparability of these data is very limited as they are based on widely differing national injury definitions. A further complicating factor is the different level of under-reporting which varies with accident types and national characteristics. Table 3 provides a summary of definitions of accidents in European countries [9]. Table 3: Definitions of accident in Europe countries Country Response: Traffic Accidents Austria An accident occurring on public roads where at least one moving vehicle is involved and which is reported to the police. Material damage only accidents are not registered by the authorities since 1995. Belgium Accidents that occurred on a public road, which are reported to the police and which lead to casualties. Accidents involving material damage only have not been included in the accident statistics since 1973. Czech Republic The traffic accident is an event in a road traffic (crash, collision etc.), which involves human injury or death and/or which results in material damage and which is in direct connection with vehicle operation. D5-A2100 Summary Report on Safety Standards and Indicators to Improve the Safety on Roads Page 30 of 293 COOPERS COOPERS integrated project integrated project Denmark Finland Accidents which originated on a road or square open to public traffic; which resulted in one or more persons being killed or injured or material damage only, and in which at least one moving vehicle was involved. These accidents therefore include collisions between vehicles and pedestrians and between vehicles and animals or fixed obstacles. Accident which occurred or originated on a way or street open to public traffic; which resulted in one or more persons being killed or injured, in which at least one moving vehicle was involved. These accidents therefore include collisions between vehicles, between vehicles and pedestrians, and between vehicles and animals or fixed obstacles (ECE). France Data on accidents leading to material damage only are not compiled. Therefore, there is no official definition. Germany Accidents occurring on public roads or squares involving at least one moving vehicle and resulting in human injury or death and/or in material damage. Accidents involving material damage only are registered if the cause of accident is an offence such as driving while under the influence of alcohol. Great Britain Accidents on public roads involving at least one vehicle and resulting in human injury or death. Damage-only accidents are not compiled. Greece Table 3: Definitions of accident in Europe countries summarizes the legal responsibilities, safety programmes and the data collection and statistical recording of the six countries. The annual developments in fatalities and accidents show the declining trend of individual countries and overall trend at EU-25 level. Accident which is reported to the police, occurred on a public road or which has its origins on a public road and involves at least one moving vehicle and resulted in one or more persons being killed or injured or material damage only. Portugal Accidents which occurred or originated on a way or street open to public traffic; which resulted in one or more persons being killed or injured and in which at least one moving vehicle was involved. These accidents therefore include collisions between vehicles, between vehicles and pedestrians, and between vehicles and animals or fixed obstacles. Single vehicle accidents, in which one vehicle alone (and no other road user) was involved, are included. Accident on public or private road, street or square open to general traffic, involving at least one moving vehicle and resulting in human injury or death and/or in material damage. Poland UN/ECE Accident on a public road involving at least one moving vehicle and resulting in at least one injured person. Norway Accident occurring on a public road or square causing injury or death to road users or material damage. Collision between one vehicle and one or more other vehicles or between one vehicle and a person or any obstacle (tree, column, etc.). Netherlands Switzerland The traffic accident is an event where at least one circulating vehicle is involved and where the persons involved are injured or killed. Luxembourg Accident occurring on a road in which at least one moving vehicle is involved leading to material damage or personal injury. Collision involving one or more vehicles, on a public road, reported to the police and where personal injury or material damage occurred and where the exact location of the accident can be determined. Italy Sweden Any unexpected, unintentionally caused traffic event which results in fatality or personal injury or some material damage. Ireland Accident on a public road involving at least one moving vehicle and resulting in at least one injured person. Damage-only accidents are not compiled. Accidents occurring on public roads or squares open to public traffic, which resulted in one or more persons being killed or injured and in which at least one moving vehicle was involved. Material damage only accidents are not included. Hungary Spain Any accident that a) occurred on a public road or has its origins on a public road ; b) involves one or more injured or killed road users or material damage and ; c) in which at least one moving vehicle was involved. D5-A2100 Summary Report on Safety Standards and Indicators to Improve the Safety on Roads D5-A2100 Summary Report on Safety Standards and Indicators to Improve the Safety on Roads Page 31 of 293 Page 32 of 293 COOPERS COOPERS integrated project integrated project Table 4: Legal responsibilities,