Driver assistance systems

Source: insta_photos - stock.adobe.com

Advanced driver assistance systems (ADASs) are additional equipment in road and rail vehicles that support drivers in certain driving situations. More widely, these systems may extend beyond driving tasks in the narrow sense. The focus lies on safety aspects, but ADASs can also enhance driver comfort and make driving more environmentally friendly. In Germany the statutory basis for occupational safety and health during use and operation of these systems is set out in the German Ordinance on Industrial Safety and Health (BetrSichV) and the TRBS Technical Rules for industrial safety and health concerning mobile work equipment (TRBS 2111 Part 1) [1].

Modern ADASs can detect critical traffic situations quickly, warn of dangers and actively intervene if required. They assist with driving tasks, can compensate for driving errors and significantly reduce the risk of accidents resulting in injury, by ensuring that critical situations do not arise in the first place, or by helping drivers to cope with them. A study conducted by the German Social Accident Insurance Institution for the transport industry, postal logistics and telecommunications demonstrated that in vehicles equipped with ADASs, the frequency of accidents was reduced by a third [2]. These systems thus have the potential to contribute to achieving "Vision Zero", a world without commuting accidents and accidents at work, as it is assumed that almost 90% of traffic accidents in Europe as a whole are due to human error [3].

Owing to the size and mass of trucks and buses and the potential hazard they present, ADASs in these vehicles deliver a particularly significant safety benefit for all road users (e.g. by avoiding turning accidents involving pedestrians and rear-end collisions on motorways). Added to this is the enormous and growing significance of commercial vehicles [4]. as Already in 2012, Germany’s Federal Association of Road Haulage, Logistics and Disposal (BGL), together with the German Social Accident Insurance Institution for the transport, storage and distribution industry and the insurer KRAVAG demonstrated that ADASs fitted to trucks reduced the probability of accidents by 34% [5].

The General Safety Regulation (GSR) adopted by the European Commission in March 2019 makes provision for a range of safety-enhancing ADASs for new vehicles, to be introduced in several phases. The European Commission estimates that by 2038, mandatory introduction of advanced driver assistance systems will have prevented over 25,000 fatalities and at least 140,000 serious injuries in Europe due to accidents [6]. Since July 2024, all new vehicles registered in the EU have had to comply with most of the provisions of the GSR, and binding regulations apply throughout the EU for equipping new passenger cars with the following advanced driver assistance systems: collision avoidance system, lane departure warning system, intelligent speed adaptation, adaptive cruise control (ACC), adaptive brake lights, driver drowsiness detection, reversing assistant, tyre-pressure monitoring system, interface for alcohol-sensitive immobilisers, and black boxes (accident data recorders) [7]. For new vehicles for special purposes, such as motorhomes, the new requirements will not apply to new vehicle registrations until 7 July 2026 [8].

Further advanced driver assistance systems exist, such as the anti-lock braking system (ABS), which has been mandatory for newly registered cars and commercial vehicles since 2004, and the RTA turning assistant, which has been mandatory for new truck and bus models throughout Europe since 2022. These types of ADASs fall into the category of active systems. Passive systems intervene only in the event of a collision with an obstacle or other road users. These include systems that have generally been mandatory and well established for some time now, such as airbags, seat belts, seat belt pre-tensioners, head restraints and energy-absorbing elements [9; 10].

Advanced driver assistance systems will become even more diverse, widespread and important in the future. With automation levels ranging through "assisted, semi-automated, highly automated and fully automated", they are precursors to the introduction of self-driving vehicles [8]. A requirement for this are systems for precise recognition of the surroundings in the traffic infrastructure and a powerful mobile communication standard (5G/6G) with a high data transmission rate [11].


  • What is accelerating the trend, and what is slowing it down?

    Technological advances in digitalisation, automation, data processing and software development are important factors driving this trend [11]. Artificial intelligence (AI) and machine learning in conjunction with big data permit precise object recognition and real-time decision-making. Faster processors and better connectivity ensure efficient processing of large volumes of data. Advances in sensor technology such as lidar (light detection and ranging), radar (radio detection and ranging), ultrasound and camera systems are improving recognition of the environment.

    The number of vehicles on German roads continues to rise [12], and urbanisation is making traffic more complex. Urban traffic in particular demands considerable attentiveness. The high density of mixed forms of traffic with a wide variety of road users, including pedestrians and cyclists, places high demands on traffic safety solutions. In business and company site traffic, performance pressure is high, owing to strict specifications and tight schedules. The need for assistance systems can therefore be expected to grow. Individual preferences are also a factor: drivers favour intelligent and personalised systems and functions. Together with partner bodies in industry and research, Fraunhofer IAO has developed AI applications that are designed to make automated driving more individual, safer and more user-friendly [13].

    Assistance systems can be an important aid particularly for older people and people with impairments, enabling them to remain mobile. It is therefore probable that demographic change will also contribute to the spread of ADASs [14].

    Efforts to attain greater sustainability and energy efficiency are further drivers of the use of ADASs. Assistance systems (such as the Eco Assistant) help to reduce fuel consumption and can make traffic more efficient and flow more smoothly [11]; ADASs of this kind can significantly extend the range of electric vehicles [15]. In the European euroFOT field trial, a reduction in fuel consumption of almost 2% was achieved on MAN commercial vehicles. In rail transport, the potential energy savings appear to be substantially higher still [16].

    Statutory provisions in EU Member States and other countries increasingly require vehicles to be fitted with certain driver assistance systems as standard. In addition, government-backed funding schemes (such as for research), subsidies and initiatives for reducing traffic accidents leading to injury also support the development and introduction of ADASs [17]. Finally, car manufacturers are relying on innovative assistance systems to remain competitive, and more and more insurance companies are offering lower insurance premiums for vehicles equipped with ADASs [18].

    However, ADASs still suffer from problems of acceptance in some cases and are a cause of uncertainty. According to the 2024 TÜV Mobility Study, 43% of those surveyed have little or no confidence in the reliability of assistance systems in all traffic situations. Almost half need a long time to familiarise themselves with all the functions or are unsettled by the system’s autonomous reactions. 39% find use of these systems excessively complicated [19].

    Despite financial support being available for companies in the road freight transport sector [20], financial reasons may limit both the use of ADASs and research into and development of highly complex systems of this kind. The additional purchase costs of ADASs may deter many potential users, as may the additional costs for repair or replacement.

    The technological challenges associated with ADASs are considerable. The sensor technology – such as lidar, radar and cameras – must function reliably, each component must fulfil its required function and be easy to operate, and the processing of large volumes of data in real time requires powerful hardware, algorithms and data interfaces.

    Manufacturers often develop proprietary systems. The underlying components, algorithms, data formats and interfaces differ considerably, presenting obstacles to universal use, comparability and certification. Poor international harmonisation is a further problem: different statutory requirements and standards apply in Europe, the USA and Asia. Systems approved in one country may require adaptation for use in another. In the ADASIS (Advanced Driver Assistance Systems Interface Specifications) forum, the automotive industry is working on development of future standards for access to predictive route data. The aim is to simplify the development and use of map-based, predictive ADASs [21].

    Patchy mobile phone network coverage and poor connectivity (between vehicles, between vehicles and other road users and between vehicles and infrastructure) are further obstacles. This is particularly the case for assistance systems that use connectivity to provide functions that have already been automated, as well as assistance functions [11].

    Cybercrime can significantly impair ADASs, as modern vehicles are increasingly connected and equipped with complex software solutions. Cars or trucks that are permanently online may become the target of cyber-attacks just as easily as other mobile terminal devices. According to experts, manufacturers still tend to neglect digital security (cyber security) for economic reasons [22]. Malfunctions, technical defects and incorrect sensor data are further potential causes of dangerous situations.

    These last problems are not insignificant, but they are not expected be a fundamental hindrance to the further spread of ADASs. A major obstacle, however, could be the shortage of skilled workers and other personnel, particularly qualified engineers (notably software engineers) in the research and development of new and secure systems.

  • Who is affected?

    In principle, all workers who drive to work or use company vehicles are affected. However, sectors in which advanced driver assistance systems are used for long periods are especially affected: logistics, courier, express and parcel services, freight transport (road), passenger transport (road), rail transport, construction depots, road maintenance depots, road repair and construction, renovation and building maintenance, the raw materials and construction materials industry, civil engineering, waste management, etc.

    Advanced driver assistance systems are also used in company site transport, for example in industrial trucks or construction machinery. This applies to numerous sectors: site logistics, printing and paper processing, food production, glassware and ceramics, animal slaughter and meat processing, waste disposal and landfills, metalworking, metal structure construction, general construction work, open-cast mining, the chemical industry and the electrical engineering industry.

  • Examples (in German only)
  • What do these developments mean for workers’ safety and health?

    Active ADASs provide significant help to drivers in avoiding mistakes and shortening reaction times, for example in the event of imminent collisions. They help to prevent accidents and mitigate their consequences in the event that they do occur [23; 24]. The reduction in speeds and speed limit violations brought about by use of semi-automated driving functions is a further contribution to road safety [25]. The most common causes of accidents are violations during turning, U-turns, reversing, driving off and joining traffic, and failure to give way. According to estimates by the German Road Safety Council (DVR), many of these errors could be prevented by the blanket use of ADASs [26]. ADASs can reduce stress levels, shorten required rest periods, and increase motivation and job satisfaction.

    The nature of ADASs makes the support they provide particularly relevant for drivers in goods transport, whose tasks are becoming more diverse and complex, and who are exposed to high workloads. Besides driving, these tasks include loading and unloading vehicles and securing loads, for example [27]. The greater sense of safety experienced by drivers when ADASs are used results in a subjective reduction in stress. Camera systems, for example, are rated generally positive, as they make driving more relaxed [28].

    ADASs may enable older professional drivers to remain fit for work longer despite high workloads. ADASs may take account of age-related changes in awareness, reaction time and mobility, thereby also enhancing safety and comfort in road traffic for older employees. Examples of relevant ADASs in this context are parking assist systems, automotive night vision, reversing cameras, acoustic warning systems alerting drivers to potential hazards, user-friendly controls, and enhanced driver monitoring systems that trigger warnings in response to signs of fatigue or inattention [14].

    ADASs are not error-free: depending on their design and stage of development, they differ widely in their performance, and false warnings can occur [29; 30]. This is particularly the case in difficult operating environments with numerous surrounding objects, overlapping markings in roadworks, complex infrastructure, difficult terrain, changing road surfaces and adverse weather conditions. If the systems are confronted with new objects that are unknown to them, there’s a risk of their response not being appropriate [31], thus increasing the danger of accidents. A risk also exists of ADASs not being reactivated after (intentional) deactivation [2] or of a deactivated state not being recognised.

    ADASs aren’t always intuitive or user-friendly. Low acceptance by users due to poor ergonomic design of the human-machine interface is a significant factor in the performance of the systems [32] and can lead to dangerous distractions. ADASs from different manufacturers with poor mutual compatibility may also pose a risk when used incorrectly or, for reasons of practicability, not at all. ADASs that are overly complex or fail to meet users’ expectations may even present a risk of not being used or being switched off, where this is possible [33].

    The provision of instruction on ADASs to professional drivers is important, to encourage them to use the systems correctly and at all times [27]. Informing users on how the systems operate and the limitation of their functionality engenders trust and acceptance and prevents misconceptions (a false sense of security) and misuse. Test results suggest that knowledge transfer is possible in the first instance when appropriate introduction and instruction are provided. At the same time, users must be provided not only with technical knowledge concerning the systems’ safety potential and functionality, but also with instruction on their limitations and a possible need for users to adjust their behaviour [24]. Unrealistic expectations of ADASs can lead to blind trust in the systems and uncritical driving behaviour.

    On the one hand, ADASs relieve users of some tasks; on the other, however, some monitoring (e.g. of camera systems) is necessary and places a high cognitive load on the users. Monitoring activities are highly error-prone: the underload created by supportive ADASs can lead to insufficient attentiveness, resulting in the driver no longer being able to take back control or react appropriately and sufficiently quickly in a critical situation [34]. The problem to which ADASs give rise is, however, not only the routine effect, but also mental pressure. In a study involving the real-case use of lane departure warning systems, test subjects complained of stress. System failures, opaque system limits, high monitoring effort and poor lane guidance quality led to the systems being rated poorly for safety and comfort [35].

    ADASs must be maintained and inspected throughout the entire service life of the vehicle, otherwise theythemselves can become a risk factor. According to projections by experts, by 2029, an average of around 790,000 risk events per year in the EU could be caused by reduced performance of lane departure warning systems alone, and malfunctions of all systems could lead to as many as 2.3 million dangerous incidents. At present, little is known of how accidents, improper repairs or wear affect the long-term functionality of ADASs [36].

    Maintenance, repair and restoration to service of ADASs is complex and already extends far beyond purely mechanical tasks [37]. This can result in overload and stress for the employees tasked with this work, particularly against the background of personnel shortages.

    Cyber-attacks pose a significant risk to the safety of ADASs. Hackers are able to detect vulnerabilities and potential data leaks in vehicle software and take control of safety-related systems. For around a decade now, a growing threat of cyber-attacks on vehicles has been observed. Whereas in the past, a hacker was able to influence only a single vehicle by physical manipulation, it is now possible to target entire vehicle fleets or all vehicles of a specific model, worldwide and acting from a single computer. Ransomware attacks on vehicles are also conceivable. The threats used in such attacks range from violations of data protection – the forced disclosure of personal data, such as the destinations travelled to in the previous months – to deactivation of the vehicle and even assumption of complete control over it by attackers [38].

    Efforts are required to improve cyber security, not only to ensure physical safety, but also to avert stressful situations and anxiety. These efforts include, for example, the principle of "security and privacy by design". This requires security and privacy to be considered during the design phase and to be guaranteed over the device’s entire life cycle. In addition, professional drivers are to be specifically advised of what data is collected by their vehicle, and are to be able to adapt it to their specific needs as far as possible [38].

  • What observations have been made for occupational safety and health, and what is the outlook?
    • ADASs can significantly improve safety and comfort during driving and make an important contribution to reaching the goals of Vision Zero. For professional drivers, in particular, their use is ubiquitous; their performance must therefore meet high standards.
    • For new hazards to be averted, the use of ADASs should be intuitive and their design ergonomic. Drivers must not be distracted, confused or overwhelmed by ADASs, and should be aware of their activation status.
    • Companies whose vehicle fleets are not equipped with ADASs are advised to acquire new vehicles. Workers should be involved in the decision-making process, and their wishes taken into account. Comprehensive information on the benefits of ADASs can increase companies’ willingness to accept higher investment costs.
    • When new vehicles are purchased, risk assessments can help to determine which assistance systems actually increase safety for drivers.
    • Professional drivers must receive instruction in the use of the ADASs. Their use should also be made a part of driver safety training courses [39].
    • The development of smart, connective systems which include new data-based ADAS technologies should be monitored from an occupational safety and health perspective and observed from a preventive perspective if necessary.
    • Harmonised European and international standards and requirements to be met by ADASs assure quality and simplify the systems’ use. Appropriate involvement of the German Social Accident Insurance in standardisation activity is advisable.
    • At national level, the DGUV Working Group on assistance systems coordinates all important aspects of the topic and is working on a position paper and a web portal.
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Contact

Dipl.-Psych. Angelika Hauke

Work Systems of the Future

Tel: +49 30 13001-3633


Dipl.-Übers. Ina Neitzner

Work Systems of the Future

Tel: +49 30 13001-3630
Fax: +49 30 13001-38001