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Dipl.-Ing. Christoph Menzel; Glockenstraße 23; 67655 Kaiserslautern; Tel/Fax.(0631) 3115619

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Dipl.-Ing. Christoph Menzel; Glockenstraße 23; 67655 Kaiserslautern; Tel/Fax.(0631) 3115619 Dipl.-Ing. Christoph Menzel; Glockenstraße 23; 67655 Kaiserslautern; Tel/Fax. (0631)3115619 Lebenslauf: Name: Christoph Johannes Menzel Geb. Dt: 28.01.1975 Geb. Ort : Braunschweig Staatsang, : Deutsch z.Zt. wohnhaft: obige Adresse Familienst.: Ledig Abschlüsse: Abitur 1994 Diplom Planung und Betrieb im Verkehrswesen 1999 Preise: Anerkennungspreis des AIV Berlin im Rahmen des Schinkelwettbewerbs 2001/2002 in der Fachsparte Straßenbau/Verkehrswesen Anerkennungspreis des AIV Berlin im Rahmen des Schinkelwettbewerbs 2002/2003 in der Fachsparte Eisenbahnbau Lebenslauf: 1980 – 1985 Grundschule Melverode (Braunschweig) 1985 – 1987 Orientierungsstufe Schulz. Heidberg (Braunschweig) 1987 – 1991 Gymnasium Raabeschule Sek. l (Braunschweig) 1991 – 1994 Gymnasium Raabeschule Sek. II (Braunschweig) 1994 – 1999 Technische Universität Berlin (Studium Verkehrswesen) 2000 – ? Tätigkeit als wiss. Angestellter an der Universität Kaiserslautern weitere Tätigkeiten: 2004 – ? stellv. Bezirksvorsitzender des VDEI-Bezirks Saarbrücken (Ehrenamt) 1999 – ? Vereinzelte nebenberufliche Tätigkeiten als Verkehrsingenieur auf Honorarbasis Projekte: Prognose und Simulation von Verkehrsströmen im Rahmen des Ressourcenmanagements (progressive) – Auftraggeber: Deutsche Bahn AG 2000-2001 Die Rolle der Geschwindigkeit bei spektakulären Unfällen im Straßenverkehr – Eigenforschung 2001- 2002 Project for Research On Speed adaptation Policies on European Roads – Auftraggeber: Europäische Kommission 2002-2004 Weitere Aufgabengebiete: Fachgebietsbeauftragter für Haushaltsfragen (Fachgebiet Mobilität&Verkehr TU KL) Fachgebietsbeauftragter für Publikationen (Fachgebiet Mobilität&Verkehr TU KL) Mitgliedschaft im Forum Verkehrssicherheit Rheinland-Pfalz (Fachgebiet Mobilität&Verkehr TU KL) Betreuer der Lehrveranstaltungen „Straßenbau I-III“ und „Eisenbahnbau- und Betrieb“ Mitgliedschaften in Fachverbänden: Deutsche Verkehrswissenschaftliche Gesellschaft (DVWG) Verein Deutscher Eisenbahningenieure (VDEI) Fremdsprachenkenntnisse und Fortbildung Englisch und Französisch (Schulausbildung und Sprachkurse) Private Fortbildung (Existenzgründerseminar) Basic conditions for the implementation of speed adaptation technologies in Germany Dissertation Dipl.-Ing. Christoph Menzel Abstract Abstract Inappropriate speed is the most common cause of road traffic accidents world wide. Thus, a ne- cessity for speed management exists. The so-called SUNflower states (Sweden, the United King- dom and the Netherlands) especially have spent significant effort on traffic safety policies – ex- tremely successful in reducing mean speeds and speed variances using speed management tech- niques. However, the effect is still not sufficient for the achievement of real traffic safety, and as a result, there is currently a debate about the adoption of technical in-vehicle devices, one of which – called Intelligent Speed Adaptation (ISA) – reduces vehicle speeds. The speed reduction is achieved either by warning the driver that he is speeding, by activating the accelerator pedal with a counterforce, or by reducing the fuel supply to the engine. The three methods of speed reduction are called version 1-3 respectively. There is an EC research project on speed adaptation policies on European roads (PROSPER), which deals with strategic proposals for the implementation of ISA. Selected results from PROSPER are included in this thesis. Two empirical surveys were un- dertaken in order to provide an overview of the basic conditions (e.g. social, economic and techni- cal aspects) required for an ISA-implementation in Germany. Firstly, a stakeholder analysis and questionnaire using the Delphi-method was undertaken in two rounds. Secondly, a questionnaire- based survey with speed offenders was carried out, also in two rounds. In addition, the author cre- ated an expert pool consisting of 23 experts representing the most important fields of science and practice in ISA. The author interviewed most of the experts, either in person or by telephone. 12 experts also produced a detailed publication on their professional point of view of ISA. The two surveys and the professional comments on ISA led to four possible implementation scenarios for ISA in Germany. However, due to the strong political opposition, it is also conceivable that ISA will never be implemented, or that the implementation process will not commence until after 2015 (i.e. outside the aimed period of time). The scenarios are as follows: A) Implementation of version 1 by market forces with governmental monetary promotion. B) Implementation of version 2 by market forces supported by traffic safety institutions and image-making processes. C) Implementation of a modified version 3 by law for speed offenders only, in place of the cur- rent practice of withdrawing the driving licence. D) Implementation of various versions in Germany as a result of broad implementation of ISA in the SUNflower states. X) Non-implementation of ISA, leading to the necessity for alternative speed management measures. The author prefers scenario B because – ceteris paribus – it seems to be the most likely way to implement the technology. As soon as ISA reaches technical maturity, the implementation process must be accomplished by means of a three step approach. Marketing and image making -> Margin introduction -> Market penetration This implementation process for ISA by market forces could effect a percentage of at least 15% of all vehicles equipped with ISA until the year 2015. I Rahmenbedingungen für die Einführung von Technologien automatischer Geschwindigkeitsbeeinflussung in Deutschland Dissertation Dipl.-Ing. Christoph Menzel Zusammenfassung Zusammenfassung Unangepasste Geschwindigkeit ist weltweit die Unfallursache Nummer 1. Geschwindigkeitsmana- gement ist daher unabdingbar. Die sogenannten SUNflower Staaten (S,GB,NL) haben sehr wirk- same Verkehrssicherheitsprogramme. Erste Erfolge des Geschwindigkeitsmanagements zeichnen sich in diesen Staaten bereits ab. Es konnten Durchschnittsgeschwindigkeiten und Streuungen reduziert werden. Echte Verkehrssicherheit wurde jedoch auch hier noch nicht erreicht. Daher wer- den andere – teils technische – Maßnahmen diskutiert. Eine Technologie, welche in diesem Zu- sammenhang oft genannt wird, ist die automatische (intelligente) Geschwindigkeitsbeeinflussung (Abk. ISA). Es gibt drei Arten der Beeinflussung: Version 1 warnt den Fahrer vor einem Tempover- stoß mittels optischer oder akustischer Hinweise, Version 2 gibt einen Gegendruck auf das Gaspe- dal, Version 3 regelt die Benzinzufuhr zum Motor ab. Das EC-Forschungsprojekt PROSPER hat zum Ziel, strategische Vorgaben für die Einführung der ISA-Technologie zu erarbeiten. Diese Dis- sertation verarbeitet einige ausgewählte Ergebnisse aus PROSPER. Zwei empirische Untersu- chungen wurden im Rahmen dieser Arbeit durchgeführt. Zum einen wurden nach der Delphi- Methode in zwei Runden Interessenvertreter befragt, zum zweiten gab es eine Befragung unter Temposündern, ebenfalls in zwei Runden. Ziel war es, Grundvoraussetzungen (z.B. sozialer, wirt- schaftlicher oder technischer Natur) für die Einführung von ISA in Deutschland zu eruieren. Zusätz- lich wurde ein „Expertenpool“ eingerichtet, bei dem 23 Experten aus unterschiedlichen Institutionen und Fachdisziplinen zu Ihrer fachlichen Einschätzung bezüglich ISA teils telefonisch teils persön- lich interviewt wurden. 12 jener Experten fertigten einen schriftlichen Fachbeitrag zu ISA an. Die Resultate aus Befragungen und Expertenpool mündeten in vier unterschiedliche Szenarios, die eine flächendeckende Einführung von ISA in Deutschland beschreiben. Eine starke politische Lob- by seitens der Automobilindustrie könnte jedoch dafür sorgen, dass ISA nicht – wie angestrebt – in den nächsten zehn Jahren eingeführt wird. Die Szenarios sehen also folgendermaßen aus: A) Einführung von Version 1 über den Markt unter Zuhilfenahme staatlicher Fördermittel. B) Einführung von Version 2 über den Markt mit Unterstützung von Verkehrssicherheitskam- pagnen und intensiver Produktwerbung. C) Einführung einer modifizierten Version 3 per Gesetz statt Führerscheinenzug. D) Einführung unterschiedliche Versionen in Deutschland aufgrund der flächendeckenden Einführung von ISA in den SUNFlower-Staaten. X) Nicht-Einführung – Stattdessen Alternativ- und Flankenmaßnahmen. Der Autor favorisiert Szenario B, da es unter heutigen Umständen am wahrscheinlichsten umzu- setzen ist. Sobald ISA die technische Reife erreicht hat, sollte der Einführungsprozess in drei Schritten durchgeführt werden: Produktwerbung und –information -> Margeneinführung -> Einführung am Gesamtmarkt Dieser Einführungsprozess über den Markt könnte dazu führen, dass bis 2015 wenigstens 15% aller Fahrzeuge mit ISA ausgestattet sind. II Basic conditions for the implementation of speed adaptation technologies in Germany Dissertation Dipl.-Ing. Christoph Menzel Table of Contents 0 Research on Intelligent Speed Adaptation (ISA)..................................................................... 2 1 Problem: Speed, accidents and attitude.................................................................................. 8 1.1 Speed limits on German roads .............................................................................................. 10 1.2 Speed behaviour.................................................................................................................... 12 1.3 Psychological aspects of speeding, ......................................................................................
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