Les questions posees par la cohabitation de vehicules de plus en plus automatises avec des vehicules conventionnels et des usagers vulnerables, cyclistes, pietons, deux-roues motorises, sont au coeur des preoccupations des decideurs publics, constructeurs, ou specialistes de l'infrastructure routiere et de la securite routiere. Tous ont l'espoir que ces nouvelles technologies contribuent a ameliorer la securite routiere. L'objectif global du projet « Securite des Usagers de la Route et Conduite Automatisees, SURCA » est de contribuer a une meilleure integration de la Conduite Automatisee dans la circulation actuelle. Les partenaires du projet (Ifsttar, DSR, Ceesar, Cerema, Vedecom, Lab), ont ainsi comme objectif d'identifier quelles interactions existent et quelles strategies pertinentes sont mises en place par les conducteurs pour proposer des recommandations aux concepteurs de vehicules autonomes sur les besoins en termes d'interactions et en termes de comportement du vehicule autonome. Pour cela, il est prevu d'analyser des bases de donnees existantes sur la conduite des vehicules conventionnels et d'identifier les facteurs qui peuvent expliquer des comportements differents. Les connaissances issues de ces bases seront utilisables pour simuler l'introduction de la conduite automatisee de niveaux 3, 4 et 5, avec des taux de penetration faibles. La gestion des interactions avec les autres usagers doit etre realisee des que le vehicule peut evoluer en autonomie sans supervision du conducteur, quelles que soient la duree et les sections sur lesquelles cette automatisation sera possible. En cas de taux de penetration tres important, d'autres types d'interactions risquent de se mettre en place et devront alors etre etudies. Ce travail a permis d'identifier les scenarios d'interaction critiques entre un futur Vehicule Automatise (VA) et un deux-roues motorise. A partir des scenarios d'accidents VL/2RM connus dans les bases de donnees VOIESUR et FLAM, une premiere analyse « macro » a permis d'identifier les scenarios a enjeu. Cette analyse repose sur l'evaluation de la criticite des interactions avec un potentiel vehicule automatise a l'aide de quatre criteres : Est-ce que le scenario est challengeant pour le VA, est-il frequemment rencontre lors de la conduite « normale », genere-t-il souvent une situation d'incident et necessite-t-il une intervention humaine decisive pour eviter l'accident. Les grandes familles d'interaction retenues pour le 2RM sont : Les situations en intersection et plus particulierement lorsque le VL souhaite effectuer une manoeuvre de tourne a gauche. Les situations dans les giratoires mais plus particulierement les situations d'insertion (du VL et du 2RM) et de sortie. Les changements de voie du VL alors qu'un 2RM circule deja sur cette voie ou qu'il est en train d'effectuer une remontee de file. Les situations ou le 2RM est en phase de depassement du VL car il peut venir perturber son comportement. Les situations ou le VL execute une insertion sur une voie principale alors qu'un 2RM circule sur cette derniere. Puis une deuxieme analyse « micro » a permis de mieux cerner les parametres a prendre en compte dans ces scenarios. Les partenaires du projet devaient preciser les types d'analyses qu'ils souhaitaient realiser a partir du tableau des scenarios retenus, en utilisant une fiche d'analyse comportementale elaboree par le WP3 pour decrire, au mieux, les situations qu'ils souhaitaient rechercher dans les bases de donnees et les parametres a disposer pour mener ces analyses. Parmi les analyses qui seront realisees, on trouve notamment des problematiques portant sur le comportement du 2RM et la reaction du VA face a ces comportements, la difficulte pour le VA de choisir une manoeuvre a realiser, l'anticipation d'une manoeuvre d'un 2RM, les normes comportementales des usagers de VL vis-a-vis des 2RM, la dynamique du 2RM, etc. De nombreuses questions de recherches concernent notamment les situations lorsque le 2RM effectue une manoeuvre de depassement, une remontee de file ou en intersection.

The powered two-wheelers (PTWs; moped, motorcycles and scooters) have long been considered as a marginal population, but they developed significantly these last decades in most parts of the world, necessitating a new view concerning them.This is particularly the case in urban areas where their use has increased, notably linked to the possibility they offer to escape the problems of traffic congestion, which attracts an increasingly vast and varied population.In addition, PTWs can also be a good compromise to face in inner-city parking problems.As such, the motorized two wheelers are considered by certain authors as an essential contribution to the urban traffic of tomorrow.However, this view is currently contradicted by the poor level of safety linked to the integration of such vehicles within traffic.As a matter of fact, most epidemiological studies show the overall excess risk to which PTWs are confronted in the traffic system, this risk coming notably from the extreme vulnerability of PTW riders in case of a crash, and relying on some specific accident patterns.This negative effect must be neutralized for PTW to become a true urban mobility tool.The purpose of the present paper is to identify the causes and mechanisms of PTW traffic crashes occurred in town, notably comparing them with those produced in countryside areas.The data rely on a detailed analysis of a sample of 1308 accident police records.The results put emphasis on the difficulties met by PTW users on the road or in the street, and also the difficulties met by car drivers confronted to them.A better knowledge of the specificities and the mechanisms of PTW involvement in injury accidents is viewed as offering a potential improvement of their safety through an adapted urban infrastructure development.

The DaCoTa project Deliverable D5.5 is devoted to the evaluation of the capacity of safety functions to compensate for drivers' needs as they can be diagnosed through in-depth accident analysis. Two main criteria are used in this purpose: 1) the ability of each function to meet the needs of the drivers (e.g. if the driver shows a need in detection or diagnosis, is the system considered devoted to giving the information or diagnosis needed?); 2) their capacity to cope with the parameters of the situations in which these needs were found (e.g. time/space constraints, trigger threshold of the system, physiological state of the driver, behavioural considerations, etc.). The study is conducted on a sample of 445 road traffic in-depth accident studies involving passenger cars, two-wheelers and pedestrians. It is applied to the e-safety functions addressed in detail within the technical DaCoTa Deliverable D5.2 (Catalogue of the current safety systems) plus some e-safety functions dedicated to powered-two wheelers (PTW) and also infrastructure-based functions. The results present in detail for each accident configuration (car versus car, car versus PTW, car versus pedestrian, single vehicle accidents), and for each phase of the accident (approaching phase, rupture phase, emergency phase), the potential capacity of the safety functions to meet driver's needs. They also give a precise indication on all the parameters that could act as a potential limitation to the effectiveness of the systems. It is impossible to sum up all these results in a general figure. Everything must at least be analyzed relatively to 1) The accident configuration and 2) The moment of the accident process concerned. On the one hand, the context of the accident production and the failures of the drivers involved are different depending on the whether the accident scenario concerns passenger cars, PTWs, pedestrian or involve single vehicle accidents. Reflecting this difference, the drivers' needs to fulfill by the systems and the situational constraints to cope with are different depending on the configuration considered. On the other hand, depending on that fact that the aid system is able to intervene at the approach / rupture / emergency phase, the required functionalities are necessarily different. That is why it is necessary, not only to evaluate the capacities and weakness of the system as a whole, but as a function of their moment of intervention. The interest of the detailed results presented in the report are first to allow estimating the more or less appropriateness of the current and on study safety systems, but also their weaknesses when considering real accident situation constraints. They also give some clues on the needs which are still not covered by the present devices. As such, these results can be considered as a contribution to the prospective ergonomics of safety systems, allowing their improvement for a better answer to the needs shown by drivers in accident situations and to the contextual constraints found in these situations.

An important growth in motorcycle traffic has occurred during the last decades in most parts of the world, the result of which being that powered two-wheelers (PTWs) have gradually become a true mobility tool that attract an increasingly vast and varied population.But a side effect of such an evolution refers to road safety.As a matter of fact, most epidemiological studies show the overall excess risk facing PTW in the traffic system, this risk coming notably from the extreme vulnerability of PTW riders in case of a crash and relying on some specific accident patterns.Faced with this negative aspect of riding a motorcycle or a scooter, it is essential to thoroughly understand the risks that riders meet when moving in traffic and more specifically in the urban environment where they particularly develop.The present paper has the purpose of identifying the production processes that characterise PTW traffic crashes occurring in town in comparison with those produced in the countryside.The data relies on a detailed analysis of a sample of 1000 accident police records.The results put emphasis on the difficulties confronting PTW users when on the road or in the street and to analyse the repercussions of these difficulties in terms of critical situations that are met by riders.A better knowledge of the specificities and the mechanisms of PTW involvement in injury traffic accidents is viewed as offering a potential improvement in their safety through adapted urban road development.

Si la part de trafic que prennent les deux-roues motorises (2RM) dans la circulation reste, dans l'ensemble, assez modeste -estimee a moins de 2 % sur l'ensemble du territoire francais- la place qu'ils occupent aujourd'hui dans certaines grandes agglomerations prend des proportions beaucoup plus importantes. Cet essor de la mobilite urbaine en 2RM n'est pas sans contrepartie en termes de securite routiere, ce qui necessite de conduire des analyses approfondies d'accidentalite. La presente etude a pour but d'identifier les processus de production qui caracterisent les accidents de la circulation des 2RM survenus en ville en regardant notamment si des differences caracterisent differents types de vehicules : scooters / motos classique, de cylindree inferieure / superieure a 125 cm3 (MTT). Les donnees reposent sur une analyse detaillee d'un echantillon de 626 procedures d'accidents corporels extrait du fichier 1/50eme de l'Ifsttar impliquant au moins un 2RM.

In-depth accident investigation programs generally involve a kinematic reconstruction of each crash, which makes it possible to estimate the speed of the vehicles involved at the time preceding the accident. In some cases, however, such a reconstruction is not possible due to the lack of sufficient material clues. Another possibility is to ask drivers involved in the crash an estimate of their driving speed just before the accident. To what extent can these self-reports be used as reasonable substitutes for estimates obtained from reconstruction? This paper presents a comparison of self-reported driving speeds with reconstructed driving speed, using a sample of cases where a robust reconstruction is possible. This sample comprises 73 cases from the in-depth accident study carried out by the French Institute of Science and Technology for Transport, Development and Networks at Salon de Provence (France). The self-reported speeds were drawn from the thorough drivers' interviews carried out by psychologists just after the accident. The comparison between self-reported speed (VSR) and speed estimated from kinematic reconstruction (VKR) shows a good linear correlation, with a coefficient of determination R² of 0.79. The average of the differences (VSRi -- VKRi) is --0.53 km/h. However, the absolute differences ΙVSRi -- VKRiΙ are larger than 5 km/h in 55% of the cases studied. Further analyses on the conditions that influence the difference between reported and reconstructed speed suggest that male drivers tend to overstate their speed (as compared to the speed estimated from reconstruction). A tendency toward understating is found when the actual speed, as estimated from reconstruction, exceeds the legal speed limit. Overall, although the correlation obtained is clearly better than correlations between reported and observed speeds mentioned by other authors, self-reported speeds do not seem to be very reliable substitutes for speed data based on material clues.

Ce projet a pour ambition d'identifier les differentes facettes de l'insecurite des DRM : du point de vue de l'usager DRM, du point de vue des autres usagers et du point de vue de l'infrastructure routiere. Il s'appuie sur trois approches complementaires : L'analyse des accidents de deux-roues a partir de donnees EDA (Etudes Detaillees d'Accidents) et d'exploitations de procedures (Proces-Verbaux) ; L'analyse comportementale des situations de conduite en deux-roues en interaction avec les autres usagers ; L'analyse des representations reciproques des usagers de deux-roues et des autres usagers.ANR / Predit / Projet 2RM 2006-2008 : Accidentologie, Usage et Representation des Deux-Roues Motorises. Partenariat : INRETS-MA, LAB-GIE PSA/Renault