Traffic Safety Education and
Activities in Germany

ReportAnne Timmermann

University of Wuppertal, Germany

1

Introduction
Since the 1960s and 1970s, when the number of fatal road traffic accidents peaked, roadsafety has been an important issue in Germany. Meanwhile, a continuous rise in the levelof motorization (2013: 656 cars per 1,000 inhabitants), technological improvements,

improved traffic infrastructure, traffic safety education, and a multitude of other traffic

safety measures have led to a decreasing number of road traffic injuries and fatalities (cf.
Figure 1).

Figure 1. Road traffic accidents – number fatalities by modes of transport
Source: Bundesanstalt für Straßenwesen BASt 2014 #53, modified

The second peak in road traffic accident fatalities in the 1990s was largely due to theincrease of motorization in the eastern states of Germany (former German Democratic
Republic) after the reunification in 1989 and 1990.

When comparing the numbers of fatal injuries with heavy and slight injuries (cf. Figure 2,
Figure 3), one can see that the number of non-fatal injuries is not decreasing as sharply
as the number of fatalities is. It is also apparent that most people die in accidents onrural roads, whereas the highest number of injuries occurs in accidents on urban roads.

Motorways account for the lowest number of accidents, making them the safest type ofroads in Germany. Although they represent only 1.8% of the total German road network,
they account for 35% of all driven kilometers.

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number	  of	
  persons	
  20,000	
  18,000	
  16,000	
  14,000	
  12,000	
  10,000	
  8,000	
  6,000	
  4,000	
  2,000	
  0	
  fatali.es	
  -­‐	
  total	
  urban	
  roads	
  -­‐	
  fatali.es	
  rural	
  roads	
  (without	
  motorways)	
  -­‐	
  fatali.es	
  motorways	
  -­‐	
  fatali.es	
  Figure 2. Fatal injuries in road traffic by road group
Source: Statistisches Bundesamt 2014 #54

number	  of	
  persons	
  600000	
  500000	
  400000	
  300000	
  200000	
  100000	  0	
  injured	  persons	  -­‐	
  total	
  urban	
  roads	
  -­‐	
  injured	  rural	
  roads	
  (without	
  motorways)	
  -­‐	
  injured	  motorways	
  -­‐	
  injured	
  Figure 3: Injuries in road traffic by road group
Source:Statistisches Bundesamt 2014 #54

The issue of traffic safety is a focal point for the Federal Ministry of Traffic and Digital

Infrastructure (formerly the Federal Ministry of Traffic, Building and Urban Development),
which is also responsible for advances in traffic safety. In tackling these points, the organization divides traffic safety activities into three fields:
human field;• thethe field of infrastructure; and• the field of vehicle based technology.
•
In 2011, the ministry published its latest plan of action for traffic safety to form the basis
for most nationwide, traffic safety-related activities and the development of traffic

education. The aim of the ministry is to reduce fatalities in road traffic by 40% by 2020.
{Bundesministerium für Verkehr, Bau und Stadtentwicklung 2011 #43}

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2

Driving Educational Regulations and Legal Regulations

2.1

Driving Licenses
Driving training and license regulations are based on different traffic laws. These laws

state how a license can be obtained and withdrawn and in what ways traffic offenders

can be punished. The regulations have evolved considerably over the time on the basis ofchanging technology, experience, and research.

The Road Traffic Act (§2 StVG) establishes the necessity of a driving license in order todrive a car and the desired driving behavior. The curriculum is laid out in the Driving Training Regulations (FahrschAusbO 2012).

The training program for driving aims to train good, safe, and economic drivers, as well as
prepare learners for the driving test. The training has to communicate a driving behavior
that includes:

ability to control the vehicle in difficult traffic situations;• theknowledge, comprehension, and application of traffic regulations;• thethe ability to perceive and control dangerous situations, including preventing them;• the knowledge of the effects of driving errors and the ability to make realistic selfassess• ments;
willingness and ability to behave considerately and cooperatively and the awareness• theof the impact of emotions while driving; and• the responsibility for life and health, environment, and property. (§1 FahrschAusbO 2012)
Everyone of minimum age (depending on the allowed vehicle type of the driving license) who

to drive a car,• ishasqualified
attended a driving educational course,• has taken the driving license tests, and• has attended a first aid course•

is allowed to get a driving license. (§2 StVG)
The education and test for a driving license are divided into a theoretical part and a prac-

tical part. Both parts of the education are carried out by licensed private driving schools,
while the tests are carried out by the driving license authority.

The theoretical education consists of 12 90-minute-classroom lessons and finishes with atheoretical test (cf Figure 4). The practical part consists of basic driving education, which
is defined in terms of content but not in terms of length, and special driving lessons onrural roads, motorways, and at night, for which minimum amounts are defined. For a

driving license for standard car, for example, the program consists of basic driving education and 5 lessons (each 45 minutes) on rural roads, 4 on motorways, and 3 at night. The
practical part finishes with a practical test. The driving teacher has to give the learner

the permission to take the individual test when they are considered to be prepared for it.
(FahrschAusbO 2012)

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Figure 4. Example questions from the theoretical driving test
Source: Online Driving License Test 24.01.2014 #36, modified

2.2

Driving Licenses on Probation
Driving licenses on probation were introduced in 1986 to decrease the number of ac-

cidents among young drivers. The regulations are stipulated in the §2a of the Road Traffic
Act. (§2a StVG)

The first driving license is only given under the condition of probation, which implies

stricter rules on allowed alcohol limits and punishments for traffic offenses. The probation period lasts 2 years.

Since 2007, Germany has applied a zero-alcohol-tolerance policy for the duration of theprobation period, a policy that also covers all those under the age of 21. (See also “No
Alcohol Policy for Young drivers.”)

The period can be prolonged for two additional years if the person has been ordered toparticipate in an additional training course, possible for one time only (see also “Ad-ditional Driving Seminar”). The period can also be shortened if the person voluntarily
attends an additional training course for young drivers. (cf. §2a StVG)

A compulsory additional training course can be ordered by the Driving License Authority

because of alcohol or drug abuse. The following measures are taken in response to traffic
violations during probation.

Table 1. Punishments for offenses during probation

Source: Bundesministerium für Verkehr und digitale Infrastruktur #37

2.3

Accompanied Driving
In 2004, an “accompanied driving” pilot project was introduced as a new approach todriving education in Germany. The trial ran for six years and generated studies about the5effects. These studies showed such positive effects that the accompanied driving was

fully introduced into driving education nationwide in 2011 based on the Driving License
Regulations {Bundesministerium für Verkehr, Bau und Stadtentwicklung #8}

The approach of accompanied driving is grounded in the need to prolong learning time.
Through this approach, a young driver does not begin driving autonomously after three

to six months of training but can benefit from the knowledge of the accompanying person
and has an overall learning time of up to 18 months before driving on his or her own.

Based on the Driving License Regulations, the accompanying person is, before and during
the trip, supposed to be exclusively a contact to assure the accompanied driver wherever
the circumstances permit.

The training concept is designed so that drivers can take the training at driving schoolfrom 16½ years onward (1 year earlier than under the old system, cf. Figure 5), take thedriving test at the minimum age of 17, and obtain a preliminary driving license, which isthen converted into a full driving license when the driver turns 18 {Bundesministerium fürVerkehr, Bau und Stadtentwicklung #8}; {Funk 2010 #38}.

With a preliminary driving license come the following additional requirements, based onthe §48a FeV:

driver has to be accompanied by at least one registered person (the possible number• The
of registered persons is not regulated);
the accompanying person must be at least 30 years old, in the possession of a valid driv• ing
license for at least 5 years, and must not have more than 3 points registered at theCentral Register of Traffic Offenders at the time of application; andaccompanying person is not allowed to accompany the driver when having a higher• theblood alcohol content than 0.50 0/00, having a breath alcohol concentration higher than
0.25 mg/l, or being under the influence of intoxicants.

Figure 5. Prolonged learning
Source: Funk 2010 #38, modified

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2.4

The Central Card-Index for Traffic Offenses and Registry of Driving Aptitude(Point Systems)

From 1957 until March 2014, the Central Card-Index for Traffic Offenses has recorded andcontinues to record administrative offenses and felonies in road traffic as well as information on driving licenses (refusal, withdrawal, issuance, and other measures provided by

the points system) under §4 of the Road Traffic Act (StVG) and Appendix 13 of the Driving
License Regulation (FeV). The registry is administered by the Federal Motor Transport
Authority.

A new law was introduced in 2013 to reorder the recording system into a more transparent and fairer one and to increase road safety.

The new recording system will be called the Registry for Driving Aptitude and record only
severe administrative offenses, particularly severe administrative offenses, and felonies

that affect road safety under Appendix 13 FeV. To comply with this change, the point system was modified to monitor personal driving aptitude. Every traffic offense is recordedby points (1-3) depending on the severity of the offense (cf. Figure 6).

Figure 6. Point values and expiration periods
		Source: Bundesministerium für Verkehr und digitale Infrastruktur #39, modified

The accumulated points are assigned to four levels (cf. Figure 7).

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Figure 7. Rating system of the Central Card-Index for Traffic Offences / Registry for Driving Aptitude

Source: Bundesministerium für Verkehr und digitale Infrastruktur #39, modified

1 (up to 3 points): “Recording”• LevelPoints are recorded, but no measures are taken. The concerned person can voluntarily
attend a Driving Aptitude Seminar to receive a 1-point deduction.

2 (4 to 5 points): “Admonishment”• LevelA multiple traffic offender receives an admonishment and information about the driving
aptitude assessment system, as well as a referral to a driving aptitude seminar as a way

to better his or her personal driving aptitude. Attendance is voluntary, and the concerned

person receives a 1-point deduction for taking the seminar. However, a person can receive
this type of deduction only once every five years.

3 (6 to 7 points): “Warning”• LevelA continuous traffic offender receives a fiercer warning with a notice about the impending
withdrawal of the driving license after further traffic offenses, as well as a referral to adriving aptitude seminar without any point deductions.

• Level 4 (8 points): “License Withdrawal”

In the new system, the Driving License Authority has to withdraw the driving license ofanyone who has proven himself or herself to be incapable of driving. The Driving Apti-

tude Registry stipulates withdrawal when the driver reaches the 4th level (from 8 points
onward).

The expiration period for points can be 2.5 years, 5 years, or 10 years depending on theseverity of the offense(s) in question. The record will be deleted one year after the expiration period to avoid measures not being taken if an offense is not directly recorded (cf.
Figure 8).

8

Figure 8: Expirations period under the old and new systems
Source: Bundesministerium für Verkehr und digitale Infrastruktur #39, modified

2.5

Traffic-Psychological Counseling
Traffic-Psychological Counseling is personal counseling that aims to lead counseled drivers torecognize deficits in their attitude toward road traffic and come to the point to change their

behavior. The counselor is supposed to identify the cause of the deficits and to show the driverways to eliminate them.

The Driver’s License Authority can order a driver with 14 to 17 points in the Central-Card Index
to attend an Additional Driving Seminar. The Authority must also point out the possibility toattend Traffic-Psychological Counseling. Attending this counseling brings 2 points off thedriver’s total score, but this deduction is only permitted once every five years. If a driver’s

license is withdrawn, the driver can use the blocking period of six months to attend counselingin preparation of a Medical-Psychological Examination.

The counselor can also help with the following questions:

goes into a Medical-Psychological Examination?
• Whatis required at the examination considering my personal situation?
• WhatIs the current change enough? What else do I need to do to prepare?
• When should I apply for an examination?
• Which medical certificates are necessary for a positive examination?
•
The Additional Driving Seminar and Traffic-Psychological Counseling only remain within thescope of the driving licenses on probation period; otherwise, they are replaced by the Driving
Aptitude Seminar.

{Bundesanstalt für Straßenwesen #45} {Straßenverkehrsgesetz 7.8.2013 #10}

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2.6

Medical-Psychological Examination and Report
The Medical-Psychological Examination is an important tool for the assessment of driving
aptitude.

To ensure that the examination follows uniform, objective, and authentic criteria, thelaw stipulates the basis for ordering a Medical-Psychological Report. Examinations are

specially ordered in cases of alcohol or drug abuse and if a driver’s license has been with-drawn repeatedly. The report has to be provided in a comprehensible and reviewable way.
{Bundesministerium für Verkehr und digitale Infrastruktur 24.01.2014 #7}
Based on §4 StVG, the Driving License Authority generally has to order a Medical-Psychological Report as a requirement for applying for a new driving license.
2.7

Additional Driving Seminar and Driving Aptitude Seminar
The Road Traffic Authority can order a multiple traffic offender to participate in an Ad-

ditional Driving Seminar when the driver reaches 14 - 17 points. These seminars can also

be attended voluntarily by a traffic offender to reduce their points (by 2 – 4 points) at theCentral Card-Index for Traffic Offenses if his or her score is below 13, based on §4 StVG.
This seminar is conducted by driving schools and aims at improving driving behavior.

The Additional Driving Seminar only remains within the scope of the driving licenses on

probation period; otherwise, the seminar will be replaced by the Driving Aptitude Seminaron May 1, 2014. The new seminar also aims at improving driving behavior but with a new

approach. It is projected as a pilot for five years, in which time it will be tested and scien-tifically accompanied by the Federal Road Research Institute. It can be attended voluntarily, and traffic offenders can reduce their points by one if their score at the Registry for

Driving Aptitude is below six; however, this type of deduction is only allowed once every
five years.

The new Driving Aptitude Seminar is a new combination of a traffic-educational part anda traffic-psychological part that aims to prevent an absolute “marking of time.”

The traffic-educational part is conducted by specially trained driving instructors. It con-sists of two 90-minute sessions that can be carried out in a group of up to six participants
or in one-to-one sessions. The content of the sessions is tailored to the traffic offenses of
the individual participants (e.g., traffic regulations and their purposes).

The traffic-psychological part is conducted by specially trained traffic psychologists. It

focuses on finding individual ways to change risky driving behavior. These strategies aresupposed to be tried out, and the practical experiences are then to be discussed with thepsychologist. This measure comprises two 75-minute private sessions.

{Bundesministerium für Verkehr und digitale Infrastruktur 24.01.2014 #6}
2.8

Driver Safety Training
The German Road Safety Board and its members developed the concept for Driver Safety
Training. Open to drivers of cars, motorcycles, heavy goods vehicles, and coaches, thistype of training is financially supported by employers’ mutual insurance associations and,for novice drivers, by automobile clubs. About 265,000 drivers take part in the training
every year.

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The one-day training program consists of a theoretical part and a practical part. The theoretical part is about driving physics, risk prevention, and risk identification. The practical part is about correct seat positioning and steering and also involves exercises suchas braking, emergency braking and swerving on different road surfaces, which involves
things like aqua-planing and skidding.

The participants use their own cars for the training exercises.
It is difficult to verify the effects that this training program has on accident occurrence,but a study conducted by the German Road Safety Board in 2000 questions the presenceof positive effects. The conclusions of the study are that only a small percentage of all
car drivers participate in this training and that drivers’ willingness to take risks might
increase when their driving abilities improve.

{Deutscher Verkehrssicherheitsrat e.V. 2004 #15}
2.9

Allowed Blood Alcohol Level and the Zero-Alcohol Policy for Novice Drivers
Since 1998, the general permitted blood alcohol limit has been 0.50 0/00. A blood alcohol
level of over 0.50 0/00 is punishable as an administrative offense under §24 of the Road
Traffic Act (StVG). A blood alcohol of 1.1 0/00 is considered indicative of absolute unfitness to drive and is punishable as a felony under the penal code (§315c / §316 StGB).

Young drivers are particularly susceptible to the problem of the combination of drinking
while partying and driving; a high rate of young drivers have accidents caused by drinking and driving. Young drivers with a low alcohol level already have a highly increased

accident risk. Because of this, a zero-alcohol policy for novice drivers was introduced in2007. Based on the Road Traffic Act, the policy states that young drivers (under 21 years
old) and novice drivers in their probation periods are not allowed to drink any alcohol
when driving.

A research study about the effects of this new law accompanied its introduction, looking
into accident occurrence and traffic offenses caused by the influence of alcohol.

The study showed that the zero-alcohol policy had a considerable effect on the roadsafety of young drivers. Data on accidents and traffic offenders showed considerable

decreases in not only accidents caused by drunken novice drivers but also the number ofalcohol offenses by novice drivers in the year following the introduction of the new law.

The study also found a high acceptance of the zero-alcohol policy among young drivers.
{Holte 2010 #44}
2.10

Obligations to Use a Seat Belt and Wear a Helmet
Since 1976, Germany has required all car passengers to wear a seat belt and children

under the age of 12 to sit in the back of the car. This law was introduced to minimize theimpact on drivers in accidents. The effectiveness of these regulations is evident in thedecrease of fatalities.

The introduction of the regulation was accompanied by extensive awareness and advertising campaigns. A high percentage of car drivers considered the seat belt to be a kindof chain; many felt that they might burn in the car because of their seat belt or not to beable to unbuckle fast enough in the event of an emergency, even though such cases are

extremely rare. The campaigns tried to raise awareness and change the image of the seatbelt into a positive one (cf. Figure 9, Figure 10).

11Figure 9. Magazine „Der Spiegel” with the

Figure 10. First Campaign for using seat

Source: Deutscher Verkehrssicherheitsrat e.V. 2011 #16

Source: Deutscher Verkehrssicherheitsrat e.V. 2011 #16

cover story “Chained to the Car”, 1982

belts “Experts wear belts“ (1973-1975)

Despite the campaigns, the proportion of passengers wearing seat belts increased only

from 39% to 58% (overall in all road categories) in March 1984. The low acceptance rate
arose mainly from stronger fears about seat belts. In August 1984, a fine for not wear-

ing a seat belt in the front seat was introduced, and the percentage of belted front-seatpassengers increased to 92% in September 1984 (cf. Figure 11). The government also

introduced a fine in 1986 for not wearing a seat belt in the back seat, which led to anincrease of usage of back-seat seat belts, as well. Furthermore, in 1993, a new law

stipulated that children under 12 and shorter than 150 cm had to be belted with certified

restraint systems for children. Since the fine was raised in 1998, non-belted children havebeen considered a traffic offense to be registered at the Central Card-Index for Traffic Offenses. In 2010, the percentage of belted passengers was 98%. Still, there are still many
children not adequately secured with certified restraint systems.

Figure 11. Seat belt usage
Source: Siegener 2014 #1, modified

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Because every car passenger has to fasten his or her seat belt, there are limits on thenumber of passengers who can be transported in a vehicle. The §21 StVO states further-more that drivers are not allowed to carry passengers on truck beds or in stowage areas.
The §21a Road Traffic Regulations (StVO) regulates exceptions for the usage of seat belts,
such as exempting taxi drivers from fastening their seat belts while carrying passengers.

This paragraph also states that drivers of motorcycles and other motor vehicles with threeor more wheels must wear a helmet if no safety belts are provided. The sanction for not

wearing a helmet is only a 15-Euro fine, but the driver is held partially at fault in the caseof an accident with head injuries.

The proportion of motorcyclists wearing helmets is about 100% over the last 20 years (cf.

Figure 12) in contrast to the proportion of bicyclists wearing helmets (cf. Figure 19), whichis 13% overall {Below 2013 #52}.

Figure 12. Rate of helmet and protective clothing usage among motorcyclists in town settings (1992–1995: western states only; since 1997: all states)
Source: Siegener 2014 #1, modified

3

Traffic Safety Programs and Campaigns

3.1

National Traffic Safety Program
The National Traffic Safety Program, a framework for national awareness campaigns, re-search programs, and the implementation of measures for road safety, unites the German
Road Safety Council (DVR) and the Federal Ministry of Transport (BMVI) in a collaborative
effort aimed at traffic safety.

The latest Program from 2011 defines the aim to reduce fatalities in road traffic accidents
by 40% by 2020. It also names the main fields of action where improvements are needed
and points out possibilities for doing so.

The program emphasizes the protection of vulnerable road users as well as the decreaseof accidents on rural roads. It also needs to account for demographic change and the possibilities of new automotive engineering, such as driver assistant systems.

The program distinguishes between the three fields of action—humans, infrastructure,
and automotive engineering—and defines aims and measures for each field.

13
In the “humans” field, the emphasis is on the protection of vulnerable road users, especially children, cyclists, novice drivers, and elderly persons. The ministry pays particularattention to appropriate child safety devices in cars and voluntary health checks for eld-

erly people. As the percentage of cyclists wearing helmets and the safety of novice drivers
both need to improve, the Traffic Safety Program has established practical measures forthese specific target groups.

The safety of rural roads is a central concern in the field of infrastructure because, at

60%, rural roads account for the highest share of traffic accidents with fatalities. Ad-

ditional passing lanes and protection measures are designed to prevent accidents. Other
planned measures include the implementations of rumble strips on motorways to keep
drivers securely on the road and a pilot project for warning signs on ramps to prevent
wrong-way driving. Safety management for the road infrastructure is also playing animportant role in the Safety Program, covering Road Safety Audits for planning, safetyclassification, detailed reviews on traffic situations in blackspots, and the Accident Commissions.

The focus in automotive engineering lies on using and enhancing existing potential aswell as eliminating risks. This concerns the active and passive safety. Therefore, different

measures are being outlined for passenger cars, electric and hybrid vehicles, motorcycles,
bicycles and other two-wheel vehicles, and heavy goods vehicles.

{Bundesministerium für Verkehr, Bau und Stadtentwicklung 2011 #43}
3.2

“Step off the Gas” Campaign
Through 2008, speeding had been the leading cause of accidents with personal damage
for several years. The German Road Safety Council (DVR) and the Ministry of Transport,

Building and Urban Development (BMVBS) thus designed a campaign to raise awarenessof the consequences of speeding.

The campaign went deliberately for shocking pictures; the first campaign year featured

different death notices, always with the prompt to step off the gas (original: “Runter vom

Gas!”). The images were chosen not only to shock but also to show what can be lost when
speeding puts lives in danger. (cf. Figure 13)

Figure 13. Selection of campaign images 2008-2011
Source: Deutscher Verkehrssicherheitsrat e. V. #40}, modified

14
The campaign changed slightly in 2011, retaining the aim of reducing traffic deaths andinjuries but shifting the campaign theme to “Life is beautiful.” The scope also expanded
to include other accident causes and risks like distraction, usage of seat belts, passing,usage of bicycle helmets, drinking and driving, etc., while the sender “step off the gas”
remained. (cf. Figure 14)

Figure 14. Selection of campaign images 2012-2014
Source: Deutscher Verkehrssicherheitsrat e. V. #40, modified

3.3

Nationwide Speed Control Day
This awareness campaign strives to control excessive speed at specific spots for 24 hours
in hopes of opening eyes to the dangers of speeding. The first nationwide speed control

day was in 2013. It consists of an intensive information campaign about the fatal consequences of excessive speed and the announcement of control points via the Internet or
local media.

Before the Nationwide Speed Control Day came into being, several states had their own
separate speed control days. As the State Minister for the Interior in Mecklenburg-Vor-

pommern has said, it is important to make the control effort nationwide because speeders do not stop at state borders.

One more important component of the campaign is the involvement of the general

populace, who can report points where they think speed should be controlled. This input

lead to many new monitoring points in the State of North Rhine-Westphalia since the fifth
Speed Control Day.

Evaluations conducted by the police show that the campaign has demonstrable effects;

for example the percentage of all speeding cases accounted for by highly excessive speeding decreased from 57% in 2010 to 30% in 2012, and the average speeding margin in thecity of Dortmund decreased form 14 km/h in 2011 to 10 km/h in 2013.
{Ministerium für Inneres und Kommunales NRW 02.10.2013 #19}

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3.4

“Consideration in Road Traffic” Campaign
The “Consideration in Road Traffic” campaign started as a pilot in 2012 to raise aware-ness of considerate behavior, reduce dangerous and conflict situations, and improve thetraffic atmosphere, especially in cities with a high share of cyclists.

After the successful implementation of the pilot in two cities in 2012 and 2013, all other

cities can now also benefit from the campaign. The campaign is designed to be conductedby the city councils.

Bicycles are used for more than 10% of all journeys in Germany; in some cities and dis-

tricts, the share is as high as 20%. Overall bike use is increasing nationwide. This trend isgenerally seen as a positive one, but it also has negative effects: increasing numbers ofconflicts and accidents involving cyclists, as well as the perception of an increasingly aggressive traffic atmosphere, are two examples. The growing cyclist population currently
has to struggle with an infrastructure and regulations that originate from a caroriented
time.

Studies show that traffic regulations and infrastructural measures cannot reduce all traffic
accidents. After all, the chief causes of accidents are often deliberate breaches of rules ordeliberately erratic behavior. The prevention of such accidents thus requires changes inroad traffic behavior.

From this perspective, the initiators expressed the following specifications for a communicational campaign:

the considerate behavior of all road users;• promoting
contributing to an improved traffic atmosphere with fewer conflicts; and• raising risk awareness of users’ own behavior and the knowledge of dangerous road traf• fic situations.
The campaign was not designed to be instructive but rather based on the assumption thatpeople like to move around in a considerate environment and that every road user in fact

knows the applicable traffic rules. Therefore, the campaign uses the means of advertising
to promote the “wicked” product “consideration in road traffic” as a beverage can.

Six themes show different road users: a cyclist, a car driver, a pedestrian, a truck driver, abike, and a motorized courier with the catch copy: “costs nothing”, “brings about peace”,
and “saves one’s nerves” (cf. Figure 15). The campaign addresses all road users, but the
primary focus is on bicycle safety.

16

Figure 15. Campaign image: Car driver promoting saved nerves
Source: Bundesministerium für Verkehr, Bau und Stadtentwicklung #41

The main person of the campaign is St. Christopher, the patron saint of travelers. The

campaign uses all kinds of media (cf. Figure 16) to promote consideration and gives tips

in brochures and on websites (e.g., Facebook, cf. Figure 17) about dangerous traffic situations in which consideration is particularly crucial.

Figure 16. Media packSource: Bundesministerium für Verkehr, Bau und Stadtentwicklung #41

Figure 17. Facebook profile of St. Christopher
Source: Facebook Profil St #42

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3.5

“Slow Down! School is Starting!”
The school starting campaign called “Slow down! School is starting!” prompts drivers

to be considerate toward schoolchildren, conveying its message in a package of colorful
media such as banners across roads and colorful baseball caps.

Local Road Safety Organizations organize support teams, with municipalities and regional
companies putting up the campaign locally in many cases. The campaign endeavors tomake school routes safer, which is why the posters go up when school resumes after summer break and are mostly visible on streets along main school routes to primary schools.
{Verkehrswacht Medien Service #46}
3.6

“I’m Wearing a Helmet”
Based on the traffic safety program, the Federal Minister for Transport initiated the “I’mwearing a helmet” campaign in 2011 through the German Road Safety Organization. (cf.
Figure 18)

Figure 18. Campaign images from “I’m wearing a helmet”
Source: Deutsche Verkehrswacht e.V. #31}, modified

This particular campaign is a module of the German Road Safety Organization’s broader“ByCyle … but safe” campaign, which aims to inform people about safe cycling by highlighting accident risks and giving practical help.

As pleasant as the trend toward more widespread bicycle use is, there is still only a minority wearing helmets. Although a helmet can prevent head injuries and reduce accident

severity, only 15% of cyclists (over all age groups) wear helmets {Siegener 2014 #1} (cf.
Figure 19).

18

Figure 19. Helmet use by age group
Source: Siegener 2014 #1, modified

The campaign focuses on the advantages of the voluntary bicycle helmet use. To reach as
many sections of the population as possible, the theme changes every year to illuminate
different aspects of cycling and wearing helmets. The campaign is also supported bycelebrities like Andrea Sawatzki, a famous actress. {Deutsche Verkehrswacht e.V. #31}
3.7

German Road Safety Council (DVR)
The German Road Safety Council (DVR), founded in 1969 as a registered association, is anindependent pioneer and key force in all matters of road safety.

The central task of the association is to support measures for improving the safety of allroad users.

The matters of human behavior, automotive engineering, infrastructure, traffic surveil-

lance, and traffic medicine outline the focus points. The DVR coordinates the activities of
its members, develops programs, and adapts them continuously to new standards. One
of its main tasks is coordinating all acting groups to work together and effectively. The

association advocates positions that support safe lives in politics, social groups, and the
media, as well as in national, state, European, and other institutions.

Since 2007, the DVR has used the “Vision Zero” strategy, which operates on the following
assumptions:

make mistakes.
• People
Physical human resilience is limited.
• Life is not negotiable.
• People have a right to a safe traffic system and a safe working environment.
•
These assumptions must be considered in the design of traffic systems. Every system de-signer, be it a politician, vehicle manufacturer, or administration, has that responsibility.
The DVR hast over 200 members from traffic ministries on the state and national levels, aswell as accident insurers, the German Road Safety Organization, automobile clubs, vehicle

manufacturers, insurers, public transport companies, trade associations, trade unions, churches, other German associations and organizations, and some members from foreign countries.
{Deutscher Verkehrssicherheitsrat e. V. #17}

19
3.8

Accident Commissions
The task of the Accident Commissions is to identify and analyze blackspots and to decidemeasures to eliminate them. Above all, the commission has to ensure that passed measures are taken (enabling control) and that impact is controlled.

As it currently stands, the work of the Accident Commissions is an important part of themaster plan to improve road safety across Germany. The federation, states, and municipalities bear responsibility for road safety. Permanent members of the commission are

representatives of the police, the road traffic authority, and the road authority, whose

task it is to combat road traffic accidents in the scope of the local accident analyses basedon the Administrative Directive -Road Traffic Regulations for §44.

The measures include constructional measures, traffic regulating measures, measures bylaw, and traffic police measures. Thereby, it is the duty of the police to ensure the compliance of traffic regulations with the help of traffic surveillance. The road traffic authority
gives orders for appointed traffic signs. The road authority then performs these orders
and takes responsibility for civil works where necessary.

Targeting blackspots can make significant improvements in road safety. This is because

large numbers of accidents in a single spot can often be attributed to a correctable roaddefect.

The methodology of the Accident Commissions’ work is laid out in the code of practice for
local accident analyses in accident commissions (M Uko).

{Forschungsgesellschaft für Straßen- und Verkehrswesen 2012 #47}

4

Traffic Education Activities

4.1

Traffic Education for Children
Traffic education starts at an early age. One module of the National Traffic Safety Pro-

gram is traffic education for children of nursery age (three to six years old) and children in
primary schools.

Mobility is a centerpiece in the development of a child. According to a study by Prof. Dr.

Renate Zimmer, children can only protect themselves if they learn to observe the environ-ment, sharpen their senses, orient themselves, react quickly, and be able to act according
to the situation. These abilities are the best guarantees for children to orient themselves
and survive in their moving environment. {Zimmer 2009 #20}

Therefore, nurseries play an important role in advancing mobility-relevant competencies.
Traffic or mobility education takes place in nurseries in manifold ways by:physical activities playfully;• encouraging
children ride training bikes or scooters;• lettinggiving children practical experiences on excursion by going to bus or train stops and using• public transportation;preschool children for their way to school; and• preparing• practicing how to cross roads at traffic lights, etc., with policemen.
{Verkehrswacht Medien Service #49}
Nurses can access a wide range of media and programs to support traffic education, in-cluding the media provided by the German Road Safety Organization or programs like the20German Road Safety Council’s “Child and Traffic” program, in which parents learn about

exercises on shared routes and how to secure children in cars. {Neumann-Opitz 2011 #50}
The traffic education in primary schools is often paired with cycling training and experiences while on excursions.
4.2

School Route Maps
A guideline for the development of school route maps based on a research project on

the “Development, spread, and usage of school route maps” is placed at the disposal ofstates and municipalities as part of the national traffic safety program.”

School route maps are an important support tool for parents and children in finding andwalking the safest ways to school. An example is shown below (cf. Figure 20).

Figure 20. Example of school route map for pedestrians
Source: Gerlach 2012 #34

School route maps for primary schools mainly target parents of first-year students, al-though a newly developed school route map can also support parents of children in otherage groups.

As the map emphasizes walking distance, the map area extends about one kilometer inradius around the school, correlating generally with the school district.

School route maps can also address parental drop-off/pick-up traffic, cycling, or school
bus usage depending on the children’s mode of transport.

A school route map consists usually of the following parts:

cover letter to the parents;• ageneraladvice for going to school;• a schoolsafety
route map with the following information:• - location of school- problematic spots along the way to school- explanatory pictures and a legend

21- guidance for handling problematic spots- concrete recommendations for ways to school (where applicable)- spots for crossing- spots for crossing guards (where applicable)- scale;publisher;• thethe contact person; and• the year of issue•{Leven 2012 #21}
4.3

Parent Taxi Stops
Insufficient experience is weighing heavily on road traffic. Children ages 10 to 15 cannot

recognize and evaluate dangerous situations correctly. This explains the growing numberof efforts aiming to shift the mobility behavior of children toward autonomous participa-tion. {Allgemeinder Deutscher Automobil-Club e.V. , Resort Verkehr 2013 #24}

Therefore, the national traffic safety program of 2009 mentioned the problem of “parental taxi traffic” at schools.

“Parental taxi traffic” is an underestimated danger around schools. Parents often violate
parking rules in front of schools and thereby interfere with other road users.

The German Road Safety Organization advises against giving children a lift to school forthe following reasons:and police state that a large part of the traffic problems around primary schools• teachers
originates from parental traffic;
is better for children to walk because the exercise is good for health and fitness;• itwalking
improves concentration in class;• children togainschool
important experiences as road users (cf. Figure 21);• sharing a common way to school stimulates social behavior; and• walking to school is more eco-friendly.
•{Verkehrswacht Medien Service #48}

Figure 21. Children’s drawings of their ways to school
Source: Verkehrsclub Deutschland 2004 #28, modified

22
The “Parental taxis at primary schools: A code of practice,” published by the automobile
club ADAC in 2013, helps to estimate the scope of the problem area and suggests meas-ures to reduce the traffic or find a more compatible arrangement such as deconcentration
via Parent Taxi Stops (cf. Figure 22).

Figure 22. Examples of Parent Taxi Stops
Source: Allgemeinder Deutscher Automobil-Club e.V. , Resort Verkehr 2013 #24}, modified

Recommendations from the guide:
For the taxi stop:

implementation should be agreed upon by the local authorities• The
Nurseries should be taken into consideration, as they create overlapping traffic• The measures should be accompanied by publicity efforts to encourage acceptance• among parents and residents
The taxi stop should be combined with other mobility projects like “Walking Buses” (chil• dren
walking together in a bigger group) or days of action
For the way from the taxi stop to school:

distance from the taxi stop to the school should be at least 250 meters to ensure that• The
the children get exercise and learn competence in road trafficroute should be safe and interesting to ensure a high acceptance among children and• The
parents
The route should not feature difficult crossings; if such crossings are unavoidable, they
• should be secured by traffic lights, “zebra” crossings, or crossing guards
route should be in a zone with slow car traffic• Theroute should be adequately illuminated and cleared of snow in the winter• The• The route should feature good lines of sight, especially at the driveways of private properties{Leven 2012 #21}

23
4.4

Cycling Training
Cycling training is an important part of traffic education in Germany, with 95% of all

students taking part every year. It has a permanent place in the schedules of primaryschools: first- and second-year students are gradually introduced to cycling (cf. Figure23), and third- and fourth-year students are given theoretical and practical assessmentsof training success.

Figure 23. Pre-training in the first and second year of primary school
Source: Verkehrswacht Medien Service #22

Although children can often cycle when starting primary school, they are rarely able tocontrol their vehicles if they have to meet different demands at once. That is why children
are al-lowed to cycle only on sidewalks until they complete their cycling training.

Exercises need to lead systematically from easy tasks for handling the vehicle to complex

ones where mental, movement-related, and social demands have to be tackled simultaneously, including staying in the lane, driving one-handed, looking around, recognizing signals from other cyclists, and reacting appropriately. They learn the necessary competen-cies bit by bit; driving a scooter is a perfect pre-training for children to train their balance.
The cycling training in the third and fourth years is divided into a theoretical part

conducted by schoolteachers and a practical part normally conducted by police. Basic

exercises are still trained within a protected area like a schoolyard or specially designed

training ground. Because of the complexity of real traffic situations, it is also important to
do training sessions in real traffic. It is not until that point that children can recognize thereal diversity of traffic situations.

Rules help children only if the children learn how to apply them in road traffic. Intersections where the right cyclist receives priority are particularly dangerous because otherriders tend to ignore that priority. Children are especially easy to overlook if they drive

across the road straight or use cycling lanes on the left-hand side. Flexible behavior with
sufficient foresight is more important than being in the right because of the necessity to
pay attention to others’ behavior and anticipate other’s mistakes.
{Verkehrswacht Medien Service #22}

24

5

Infrastructure

5.1

Road Safety Audits
The issues of road safety within the phases of planning, construction, and maintenanceare included in technical guidelines, but there are still road construction measures being

planned and executed that do not exploit the possible potential of safe road design given
the state of technology. Although this may be due to the process of considering different

needs, it might also be due to delays in scientific findings being included in the guidelines.
The “Guidelines for Road Safety Audits” supplement the existing guidelines for designing,building, and maintaining roads. The Road Safety Audit is a tool for quality management
and part of a comprehensive quality management system. The systematic application ofaudits in the planning process is supposed to ensure a safe road environment for all road
users.

Road Safety Audits identify safety deficits systematically and impartially. The aim of aRoad Safety Audit is to design new or revamped roads as safely as possible to minimize

the risk of accidents. In the post-audit planning process, the safety issues addressed by

the audit have to be dealt with like all the other issues. So far, audits are required only forrural roads and motorways and optional for urban roads.

Only certified auditors are allowed to conduct these audit reports. They are trained basedon the “Guidelines for the Training and Certification of Road Safety Auditors.”
5.2

Design for All
Everyone should be able to distinguish and use road infrastructure at high levels of con-venience. Therefore, infrastructure design should allow those with visual impairments tofind their way, the disabled are able to move smoothly, the elderly can navigate to theirdestinations, and the rest of the population can use facilities easily (cf. Figure 24).

Figure 24. Design for all		Source: Design for All Foundation #55

25
Guided by these aims, the “Design for All” concept plays a role in every project concern-

ing road infrastructure to help improve road safety and enhance the usability of the urban
road network.

This is a continuous process, supported by different research projects, aimed at finding
solutions and compromises that suit everyone.

References
1.

Laws and Provisions

1.1.		

StVO (3/6/2013): Straßenverkehrs-Ordnung (StVO). Source: www.juris.de, #11.

1.2.		

StVG (8/7/2013): Straßenverkehrsgesetz, #10.

1.3.		

Bundesministerium für Verkehr, Bau und Stadtentwicklung: Verordnung über die Zulassung von Personen

1.4.		

Bundesministerium für Verkehr, Bau und Stadtentwicklung (7/17/2009): Allgemeine Verwaltungsvorschrift

zum Straßenverkehr (Fahrerlaubnis-Verordnung - FeV). FeV, revised 5/3/2013. Source: www.juris.de, #8.
zur Straßenverkehrs-Ordnung (VwV-StVO). VwV-StVO. Available online at http://www.verwaltungsvorschriften-im-internet.de/bsvwvbund_26012001_S3236420014.htm, #51.

1.5.		

Bundesministerium für Verkehr, Bau und Stadtentwicklung (1/10/2013): Fahrschüler-Ausbildungsordnung.

2.

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Bundesanstalt für Straßenwesen BASt (Ed.) (2014): Getötete im Straßenverkehr. in der Bundesrepublik

FahrschAusbO 2012. Source: www.juris.de, #9.

Deutschland nach Ortslage und Art der Verkehrsbeteiligung. Available online at http://www.bast.de/DE/

Statistik/Unfaelle-Downloads/getoetete-grafik.pdf?__blob=publicationFile&v=3, checked on 9/26/2014.
#53
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Bundesanstalt für Straßenwesen (Ed.): Medizinisch Psychologische Beratung. Available online at http://
www.bast.de/cln_030/nn_42254/DE/Qualitaetsbewertung/MPU/beratungsperrfrist.html, checked on
1/31/2014, #45.

2.3.		

Bundesministerium für Verkehr und digitale Infrastruktur (BMVI): Die Medizinisch-psychologische Untersuchung (MPU) wird überarbeitet. Available online at http://www.bmvi.de/SharedDocs/DE/Artikel/LA/
medizinisch-psychologische-untersuchung-mpu.html?linkToOverview=js, checked on 1/24/2014, #7.

2.4.		

Bundesministerium für Verkehr und digitale Infrastruktur (BMVI): Fahreignungsseminar. Available online

at http://www.bmvi.de/SharedDocs/DE/Artikel/LA/fahreignungsseminar.html?linkToOverview=js, checkedon 1/24/2014, #6.

2.5.		

Bundesministerium für Verkehr und digitale Infrastruktur (BMVI) (Ed.): Geplantes Fahreignungsregis-

terNeues Fahreignungs-Bewertungssystem. Available online at http://www.bmvi.de//DE/VerkehrUndMo-

bilitaet/Verkehrsteilnehmer/Fahreignungsregister/fahreignungsregister_node.html, checked on 1/31/2014,#39.
2.6.		

Bundesministerium für Verkehr und digitale Infrastruktur (BMVI): Glossar: Fahreignungsregister. Available
online at http://www.bmvi.de/SharedDocs/DE/Artikel/LA/glossar-fahreignungsregister.html?nn=84752,
checked on 1/24/2014, #2.

2.7.		

Bundesministerium für Verkehr und digitale Infrastruktur (BMVI): Neues Fahreignungs-Bewertungssystem. Das neue Fahreignungsregister (FAER) steht für mehr Verkehrssicherheit! Available online at

http://www.bmvi.de/SharedDocs/DE/Artikel/LA/neues-fahreignungs-bewertungssystem-ueberblick.
html?linkToOverview=js, checked on 1/24/2014, #5.
2.8.		

Bundesministerium für Verkehr und digitale Infrastruktur (BMVI) (Ed.): Regelungen des Fahreignungs-

Bewertungssystems. Available online at http://www.bmvi.de/SharedDocs/DE/Artikel/LA/regelungen-desfahreignungs-bewertungssystems.html?nn=84752, checked on 1/24/2014, #4.

2.9.		

Bundesministerium für Verkehr und digitale Infrastruktur (BMVI) (Ed.): Regelungen über die Erfassung imFahreignungsregister (FAER). Available online at http://www.bmvi.de/SharedDocs/DE/Artikel/LA/regelungenueber-die-erfassung-im-fahreignungsregister.html?nn=84752, checked on 1/24/2014, #3.

26
2.10.

Bundesministerium für Verkehr und digitale Infrastruktur (BMVI) (Ed.): Verkehr und Mobilität-Fahran-fänger/innen und “Begleitetes Fahren ab 17”. Available online at http://www.bmvi.de/SharedDocs/DE/
Artikel/LA/fahranfaenger-innen-und-begleitetes-fahren-ab-17.html?linkToOverview=js, checked on
1/31/2014, #37.

2.11.

Design for All Foundation (Ed.): Design for All. Available online at http://designforall.org/design.php,

2.12.

Deutsche Verkehrswacht e.V. (DVW) (Ed.): FahrRad … aber sicher. Available online at http://www.

checked on 9/26/2014. #55

deutsche-verkehrswacht.de/home/angebote/radfahrer/fahrradaber-sicher.html, checked on 1/31/2014,
#33.

2.13.

Deutsche Verkehrswacht e.V. (DVW) (Ed.): Über die Aktion: Ich trag Helm. Available online at http://www.

2.14.

Deutscher Verkehrssicherheitsrat e. V. (DVR) (Ed.): DVR - Kurzdarstellung. Available online at http://www.

2.15.

Deutscher Verkehrssicherheitsrat e. V. (DVR) (Ed.): “Runter vom Gas!”. Verkehrssicherheitskampagne des2.16.

Facebook Profil St. Christopherus. Available online at https://www.facebook.com/christophorus.schutpa-

2.17.

Ministerium für Bauen, Wohnen, Stadtenwicklung und Verkehr NRW (2/22/2013): MBWSV NRW - Zahl

ich-trag-helm.de/ueber-die-aktion/, checked on 1/30/2014, #31.
dvr.de/dvr/titel.htm, checked on 1/27/2014, #17.

BMVBS und DVR. Available online at https://www.dvr.de/aktionen/runter-vom-gas_2011.htm, #40.
tron.der.reisenden?fref=ts, checked on 1/29/2014, #42.

der Unfalltoten sinkt in NRW stärker als im Bund. Available online at http://www.mbwsv.nrw.de/presse/pressemitteilungen/Archiv_2013/2013_02_22_Zahl_der_Unfalltoten_in_NRW_sinkt/index.php, #18.

2.18.

Ministerium für Inneres und Kommunales NRW (10/2/2013): MIK NRW: Erfolgsmodell Blitz-Marathon jetzt

bundesweit - Innenminister Jäger: Polizei bremst am 10. Oktober in ganz Deutschland. Available online at
http://www.mik.nrw.de/presse-mediathek/aktuelle-meldungen/aktuelles-im-detail/news/erfolgsmodellblitz-marathon-jetzt-bundesweit-innenminister-jaeger-polizei-bremst-am-10-oktober.html, #19.

2.19.

Online Driving Licence Test. Available online at http://www.fuehrerscheintestonline.de/auto/fuehr-

2.20.

Verkehrswacht Medien Service (Ed.): “BREMS DICH! - Schule hat begonnen.” - Schulanfangsaktion. Avail-erscheintest, checked on 1/24/2014, #36.

able online at http://www.verkehrswacht-medien-service.de/brems_dich.html, checked on 1/31/2014,
#46.

2.21.

Verkehrswacht Medien Service (Ed.): Mit dem “Elterntaxi” zur Schule? Available online at http://www.

2.22.

Verkehrswacht Medien Service (Ed.): Radfahrausbildung. Kernstück schulischer Verkehrserziehung. Avail-verkehrswacht-medien-service.de/szs_elterntaxi.html, checked on 1/31/2014, #48.

able online at http://www.verkehrswacht-medien-service.de/radfahrausbildung_kern.html, checked on
1/29/2014, #22.

2.23.

Verkehrswacht Medien Service (Ed.): Verkehrserziehung im Kindergarten. Available online at http://www.

3.

Printed Documents

3.1.		

Allgemeinder Deutscher Automobil-Club e.V., Resort Verkehr (Ed.) (2013): Das “Elterntaxi” an Grundschu-

3.2.		

Below, Ariane von (2013): Gurte, Kindersitze, Helme und Schutzkleidung - 2012. Kontinuierliche Erhebung

verkehrswacht-medien-service.de/szs_einleitung.html, checked on 1/31/2014, #49.

len. Ein Leitfaden für die Praxis, #24.

zum Schutzverhalten von Verkehrsteilnehmern 2012. Edited by Bundesanstalt für Straßenwesen (Forschung kompakt, 06/13), #52.

3.3.		

Bormann, Carla (2013): Nationale Verkehrssicherheitskampagne des Bundesverkehrsministeriums (BMVBS)
und des Deutschen Verkehrssicherheitsrates (DVR) 2008 - 2013. Runter vom Gas. Deutscher Verkehrssicherheitsrat e.V. (DVR). Wuppertal, 10/31/2013, #14.

3.4.		

Bundesminister für Verkehr, Bau und Stadtentwicklung (Ed.) (2013): Rücksicht im Straßenverkehr. Das

3.5.		

Bundesministerium für Verkehr, Bau und Stadtentwicklung (Ed.): Rücksicht im Straßenverkehr. Das Hand-

3.6.		

Bundesministerium für Verkehr, Bau und Stadtentwicklung (Ed.) (2011): Verkehrssicherheitsprogramm

Handbuch zur Kampagne, #23.
buch zur Kampagne, #41.
2011, #27.

27
3.7.		

Bundesministerium für Verkehr, Bau und Stadtentwicklung (Ed.) (2011): Verkehrssicherheitsprogramm

3.8.		

Deutsche Verkehrswacht e.V. (DVW) (Ed.): Ich trag Helm, #32.

3.9.		

Deutscher Verkehrssicherheitsrat e. V. (DVR); Deutsche Verkehrswacht e.V. (DVW) (Eds.): Verkehrssicher-

3.10.

Deutscher Verkehrssicherheitsrat e.V. (DVR) (Ed.): Jahresbericht 2012, #13.

3.11.

Deutscher Verkehrssicherheitsrat e.V. (DVR) (Ed.) (2004): Auf den Punkt 2. Studien zum Pkw-Sicherheit-

3.12.

Deutscher Verkehrssicherheitsrat e.V. (DVR) (Ed.) (2011): Der Sicherheitsgurt - Lebensretter Nr. 1. Bonn

3.13.

Deutsches Institut für Wirtschaftsforschung (DIW) (2012): Verkehr in Zahlen. 2012/2013. 41. Jg. Hamburg:

3.14.

Forschungsgesellschaft für Straßen- und Verkehrswesen (2002): Empfehlungen für das Sicherheitsaudit

3.15.

Forschungsgesellschaft für Straßen- und Verkehrswesen (2009): Merkblatt für die Ausbildung und Zerti-

2011, #43.

heitsprogramm 2009, #26.

straining (SHT). Bonn, #15.

(Schriftenreihe Verkehrssicherheit, 15), #16.
Dt. Verkehrs-Verlag, #35.

von Straßen (ESAS): FGSV Verlag (298), #29.

fizierung der Sicherheitsauditoren von Strassen. MAZS. Ausg. 2009, [Stand] Juli 2009. Köln: FGSV (FGSV,
298 : R2), #30.

3.16.

Forschungsgesellschaft für Straßen- und Verkehrswesen (2012): Merkblatt zur Örtlichen Unfalluntersuc-

3.17.

Funk, Walter (2013): Verkehrserziehung in Kindergärten und Grundschulen. Bremen: Fachverl. NW in derhung in Unfallkomkmissionen (M Uko): FGSV Verlag (316/1), #47.

Carl Schünemann Verl. GmbH (Berichte der Bundesanstalt für Straßenwesen: M, Mensch und Sicherheit,
238), #25.

3.18.

Funk, Walter; Dittrich, Laura (2010): Begleitetes Fahren ab 17 - Prozessevaluation des bundesweiten Mod-ellversuchs. Bremerhaven: Wirtschaftverl. NW, Verl. für neue Wissenschaft (Berichte der Bundesanstalt fürStraßenwesen : M, Mensch und Sicherheit, 213), #38.

3.19.

Gerlach, Jürgen (2012): Entwicklung, Verbreitung und Anwendung von Schulwegplänen. Bremerhaven:
Wirtschaftsverlag NW, Verl. für neue Wissenschaft (Berichte der Bundesanstalt für Straßenwesen: M,
Mensch und Sicherheit, 230), #34.

3.20.

Holte, Hardy; Assing, Kai; Pöppel-Decker, Martin; Schönebeck, Susanne (2010): Alkoholverbot für Fahranfänger. Evaluation der Wirksamkeit. Bremerhaven: Wirtschaftsverl. NW, Verl. für Neue Wiss (Berichte derBundesanstalt für Straßenwesen : M, Mensch und Sicherheit, H. 211), #44.

3.21.

Leven, Tanja; Leven, Jens; Gerlach, Jürgen (2012): Schulwegpläne leichtgemacht. Der Leitfaden. Edited by

3.22.

Neumann-Opitz, N.; Bartz, R. (2011): Verkehrserziehungsprogramme in der Lehreraus-/Fortbildung und

Bundesanstalt für Straßenwesen, #21.

deren Umsetzung im Schulalltag. Am Beispiel der Moderatorenkurse “EVA”, “XpertTalks”, “sicherfahren”

und “RiSk” ; [Bericht zum Forschungsprojekt F1100.4403001]. Bremerhaven: Wirtschaftsverl. NW Verl. fürneue Wiss (Berichte der Bundesanstalt für Straßenwesen M, Mensch und Sicherheit, 216), #50.
3.23.

Siegener, Winfried; Rödelstab, Thomas (2014): Sicherung durch Gurte, Helme und andere Schutzsysteme
2013. Kontinuierliche Erhebung zum Schutzverhalten von Verkehrsteilnehmern 2013. Bericht zum Forschungsprojekt 83.023, Bundesanstalt für Straßenwesen (unveröffentlicht). Edited by Bundesanstalt fürStraßenwesen BASt (Forschung kompakt, 11/14). #1

3.24.

Statistisches Bundesamt (Ed.) (2014): Verkehrsunfälle. Zeitreihen. 2013. #54

3.25.

Verkehrsclub Deutschland (VCD) (Ed.) (2004): Schulweg ohne Auto. Tipps und Informationen für Grunds-

3.26.

Zimmer, R. (2009): Beiträge der Verkehrserziehung und Mobilitätsbildung zur frühkindlichen Bildung.

chulen, #28.

Edited by Deutscher Verkehrswacht, Gesamtverband der Deutschen Versicherungswirtschaft. Bonn, #20.

28

Author Profile
Anne Timmermann
Research Assistant, Department of Civil Engineering, Institute for Road
Traffic Planning & Engineering, University of Wuppertal

Anne Timmermann was born in Wuppertal, Germany, in 1985. Tim-

mermann obtained a Diploma Degree in 2012 from the Universiy ofWuppertal, where she has been a researcher and co-lecturer since thebeginning of 2013. Her research interests include traffic safety and thesafety and security of event traffic.