Brussels, 18th June 2008

Move to improved pedestrian safety by 2009

Brussels, 18th June 2008

The European Commission welcomes today’s support of the European Parliament for its proposal to fit passenger cars with Brake Assist Systems (BAS) as early as 2009. As many as 8000 vulnerable road users, pedestrians and cyclists, are killed every year in the EU. The use of BAS can considerably reduce the stopping distance of a vehicle in an emergency situation and will safe lifes. It will provide more safety with less legislation. The proposal will now be discussed by the Council of Ministers.

Commission Vice-President Günter Verheugen, responsible for enterprise and industry, said: “The agreement in the European Parliament is a big step forward in insuring and increasing the safety of all road users, especially vulnerable groups like pedestrians and cyclists. Now the EU-Member Sates will have the final say and I hope for their support." The approved proposal is part of a larger package of measures to improve car safety proposed by the Commission at the end of May. All new cars should be fitted with Electronic Stability Control (ESC) systems by 2012 and lorries and other heavy vehicles with Advanced Emergency Braking Systems (AEBS) and Lane Departure Warning (LDW) Systems as of 2013 (IP/08/786). A Commission study shows that the requirements for pedestrian protection can be significantly improved by use of a combination of active and passive safety measures. Passive measures help to reduce injury levels on impact by provision of softer surfaces. Active measures alleviate the conditions under which impact may take place, e.g., by reduction of impact speed. Such a combination of measures will afford an 80 % higher level of protection than the previously existing provisions, in particular, as a result of the use of active safety systems: New vehicles are required to pass a number of performance tests in two phases: phase I (which is based on recommendations from the Joint Research Centre) started in October 2005 as required by Directive 2003/102/EC and a revised phase II (which was based on European Enhanced Vehicle-safety Committee recommendations) which is the main subject of the present proposal. Within six years from the start of phase II, all new vehicle types will have to comply with amended test requirements and, even as early as nine months after entry into force of the Regulation, be fitted with BAS. At the same time the adopted regulation will repeal two directives and related national legislation in all Member States. Background Directive 2003/102/EC introduced the first legislation designed to provide a level of protection for pedestrians and other vulnerable road users when in collision with a passenger car. This legislation introduced test requirements for vehicles in two phases, in 2005 and 2010 respectively, but recognised the need to re-examine the requirements of the second phase. In parallel to this Directive, the Commission also proposed measures for the control of frontal protection systems (bull bars) which was published as Directive 2005/66/EC. The Commission now proposes to up-date the requirements of the pedestrian protection Directive (2003/102/EC) combining it with the requirements for frontal protection systems and, at the same time, introduce the requirement for Brake Assist Systems. More information http://ec.europa.eu/enterprise/automotive/pagesbackground/pedestrianprotection/index.htm

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Stand: 10.06.2008

Nationale Umsetzung ( Deutschland ) der RL 2005/66/EG

Stand: 10.06.2008

Seit dem 1. Juni 2008 benötigen alle neu in Verkehr gebrachten Frontschutzbügel für Pkw, Lkw, Zug- und Sattelzugmaschinen sowie SoKfz und selbstfahrende Arbeitsmaschinen mit zu einem zulässigen Gesamtgewicht bis 3,5 t eine Bauartgenehmigung. Bezüglich der technischen An-forderung gelten die technischen Vorschriften des Anhangs l der RL 2005/66/EG. ABE und Teilegutachten für Frontschutzbügel sind seit dem 1. Juni 2008 ungültig.

Gemäß RL 2005/66/EG (Frontschutzsysteme) benötigen neue Frontschutzbügeltypen (Frontschutzsystemtypen) für M1Fahrzeuge (also z.B. auch für Wohnmobile) mit einem zulässigen Gesamtgewicht bis 3,5 t und N1Fahrzeuge sowie Frontschutzbügel an neuen Fahrzeugtypen bereits seit dem 25. November 2006 eine EG-Typgenehmigung. Mit der 31. ÄVO StVZO wurde für Einzel-Frontschutzbügel (Einzel-Frontschutzsysteme) eine Bauartgenehmigungspflicht gemäß § 22a (1) Nr. 4 eingeführt und § 30c (4) neu in die StVZO eingefügt. Die Genehmigungspflicht auch für Einzel-Frontschutzbügel gilt für die in § 30c (4) genannten Fahrzeuge. Technische Anforderungen an Frontschutzbügel wurden in die TA nicht eingearbeitet, es gelten die Anforderungen gemäß § 30c (4). Bezüglich der Übergangsvorschrift gilt das in § 72 StVZO zu § 30c (4) StVZO genannte Datum. Laut § 30c (4) StVZO müssen seit dem 1. Juni 2008 alle erstmals in den Verkehr gebrachte Frontschutzbügel an folgenden Kraftfahrzeugen mit einer bauartbedingten Höchstgeschwindigkeit von mehr als 25 km/h und einem zulässigen Gesamtgewicht bis 3,5 t den technischen Vorschriften des Anhangs l der RL 2005/66/EG entsprechen: • Personenkraftwagen • Lastkraftwagen • Zugmaschinen und Sattelzugmaschinen Gleiches gilt auch für sonstige Kraftfahrzeuge (z.B. Wohnmobile) und selbstfahrende Arbeitsmaschinen, die hinsichtlich ihrer Baumerkmale Mr oder Nr Fahrzeugen entsprechen ABE und Teilegutachten für diese Fahrzeuge sind seit dem 1. Juni 2008 ungültig. Für die Erteilung einer Einzelbauartgenehmigung für Frontschutzbügel gilt das Verfahren gemäß § 13FzTV.

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Brussels, 3.10.2007

Proposal for a REGULATION OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL on the protection of pedestrians and other vulnerable road users

Brussels, 3.10.2007

The Commission now proposes to combine the requirements of this Directive with those of the Directive 2003/102/EC relating to pedestrian protection.

Grounds for and objectives of the proposal

The objective of the proposal is to strengthen Community requirements aimed at improving the safety of pedestrians and other vulnerable road users in case of injuries resulting from a collision with a motor vehicle.

These requirements are presently governed by Directive 2003/102/EC( ). As a result of the requirements of Article 5 of that Directive a review was undertaken as to the feasibility of certain requirements under the second phase of the Directive and the possible use of active safety systems. The review resulted in the conclusion that these requirements are not feasible. The Commission therefore proposes a new Regulation which will form the basis for a combination of feasible requirements with active safety systems. This approach has the advantage that the Regulation is directly applicable throughout the EU, does not require transposition into national law and provides enterprises and approval authorities with a single set of rules.

In addition, Directive 2005/66/EC, of 26 October 2005, relating to the use of frontal protection systems provides for control on the use of such systems and the provision of levels of protection to vulnerable road users in the event of collision with vehicles making use of them. The Commission now proposes to combine the requirements of this Directive with those of the Directive 2003/102/EC relating to pedestrian protection.

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Official Journal of the European Union

Antec

Pajero

Permitted again brushguards fulfilling EC defined crashrequirements in order to reduce risks for pedestrians.

Starting from August 2006 it will again be legal for OEM customers to sell brushguards ex factory.

This has been established in an EC regulation issued in October 2005 in order to improve protection for pedestrians.

Correspondingly a main requirement of the regulation is: The brushguards must reduce the stress on potential victims in case of accidents with pedestrians.
In other words: On defined situations, the stress on a victim caused by a vehicle front WITH brushguard must be at least 10% less than the one caused from the same vehicle without brushguard.
The requirements were fulfilled as Klaus Rumpp, Technical Manager of company ANTEC from Inning points out.
ANTEC develops and manufactures this new kind of brushguards. ANTEC´s own measurements were proofed by the Federal Institute for Roads and Traffic. According to Mr. Rumpp, ANTEC will be first supplier for the new models of BMW-X5- und -X3.

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Antec Fahrzeugtechnik GmbH
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Official Journal of the European Union

Official Journal of the European Union

DIRECTIVE 2005/66/EC OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL of 26 October 2005relating to the use of frontal protection systems on motor vehicles and amending Council Directive 70/156/EEC

The purpose of this Directive is to improve pedestrian and vehicle safety through passive measures. It lays down technicalrequirements for the type-approval of motor vehicles as regards frontal protection systems supplied as original equipment fitted to vehicles or as separate technical units.

Type-approval provisions
1. With effect from 25 August 2006, in respect of a new type of vehicle fitted with a frontal protection system which complies with the requirements laid down in Annex I and Annex II, Member States shall not, on grounds relating to frontal protection systems:
(a) refuse to grant EC type-approval or national type-approval;
(b) prohibit registration, sale or entry into service.
2. With effect from 25 August 2006, in respect of a new type of frontal protection system which is made available as a separate technical unit and which complies with the require- ments laid down in Annex I and Annex II, Member States shall not:
(a) refuse to grant EC type-approval or national type-approval;
(b) prohibit sale or entry into service.
3. With effect from 25 November 2006, in respect of a new type of vehicle fitted with a frontal protection system, or a new type of frontal protection system supplied as a separate technical unit, which does not comply with the requirements laid down in Annex I and Annex II, Member States shall refuse to grant EC type-approval or national type-approval.
4. With effect from 25 May 2007, in respect of vehicles which do not comply with the requirements laid down in Annex I and Annex II, Member States shall, on grounds relating to frontal protection systems:
(a) consider certificates of conformity which accompany new vehicles in accordance with Directive 70/156/EEC to be no longer valid for the purposes of Article 7(1) of that Direc- tive;
(b) prohibit the registration, sale or entry into service of new vehicles which are not accompanied by a certificate of conformity in accordance with Directive 70/156/EEC.
5. With effect from 25 May 2007, the requirements under Annex I and Annex II relating to frontal protection systems made available as separate technical units, shall apply for the purposes of Article 7(2) of Directive 70/156/EEC.

Review
Not later than 25 August 2010, in the light of technical progress and experience, the Commission shall review the technical provisions of this Directive and, in particular, the conditions for requiring the Upper Legform to Frontal Protection System test, the inclusion of an Adult Headform to Frontal Protection System test and the specification of a Child Headform to Frontal Protection System test. The results of this review will be the subject of a report from the Commission to the European Parliament and the Council.
If, as a result of this review, it is considered appropriate to adapt the technical provisions of this Directive, such adaptation shall be carried out in accordance with the procedure laid down in Article 13(3) of Directive 70/156/EEC.
Article 8 Separate technical units
This Directive shall not affect the Member States’ competence to prohibit or to restrict the use of frontal protection systems placed on the market as separate technical units before the entry into force of this Directive.
Article 9 - Entry into force
This Directive shall enter into force on the 20th day following

Article 10 - Addressees
This Directive is addressed to the Member States.

Done at Strasbourg, 26 October 2005.

3. TEST PROVISIONS
3.1. In order to be approved, frontal protection systems must pass the following tests:

3.1.1. Lower Legform to Frontal Protection System. The test is performed at an impact speed of 40 km/h. The maximum dynamic knee bending angle shall not exceed 21,0° , the maximum dynamic knee shearing displacement shall not exceed 6,0 mm, and the acceleration measured at the upper end of the tibia shall not exceed 200 g.
3.1.1.1. However, with respect to frontal protection systems approved as separate technical units for use only on specified vehicles of total permissible mass not exceeding 2,5 tonnes which have been type approved before 1 October 2005, or vehicles of total permissible mass exceeding 2,5 tonnes, the provisions of paragraph 3.1.1 may be replaced by the provisions of either paragraph 3.1.1.1.1 or paragraph 3.1.1.1.2.
3.1.1.1.1. The test is performed at an impact speed of 40 km/h. The maximum dynamic knee bending angle shall not exceed 26,0°, the maximum dynamic knee shearing displacement shall not exceed 7,5 mm, and the acceleration measured at the upper end of the tibia shall not exceed 250 g.
3.1.1.1.2. Tests are performed on the vehicle with the frontal protection system fitted and without the frontal protection system fitted at an impact speed of 40 km/h. The two tests shall be performed in equivalent locations as agreed with the relevant test authority. The values for the maximum dynamic knee bending angle, the maximum dynamic knee shearing displacement and the acceleration measured at the upper end of the tibia shall be recorded. In each case the value recorded for the vehicle fitted with the frontal protection system shall not exceed 90 % of the value recorded for the vehicle without the frontal protection system fitted.
3.1.1.2. If the lower frontal protection system height is greater than 500 mm this test must be replaced by the Upper Legform to Frontal Protection System test, as specified in paragraph
3.1.2. Upper Legform to Frontal Protection System. The test is performed at an impact speed of 40 km/h. The instantaneous sum of the impact forces with respect to time shall not exceed 7,5 kN and the bending moment on the test impactor shall not exceed 510 Nm.
The Upper Legform to Frontal Protection System test shall be carried out if the lower frontal protection system height at the test position is more than 500 mm.
3.1.2.1. However, with respect to frontal protection systems approved as separate technical units for use only on specified vehicles of total permissible mass not exceeding 2,5 tonnes which have been type approved before 1 October 2005, or vehicles of total permissible mass exceeding 2,5 tonnes, the provisions of paragraph 3.1.2 may be replaced by the provisions of either paragraph 3.1.2.1.1 or paragraph 3.1.2.1.2.
3.1.2.1.1. The test is performed at an impact speed of 40 km/h. The instantaneous sum of the impact forces with respect to time shall not exceed 9,4 kN and the bending moment on the test impactor shall not exceed 640 Nm.
3.1.2.1.2. Tests are performed on the vehicle with the frontal protection system fitted and without the frontal protection system fitted at an impact speed of 40 km/h. The two tests shall be performed in equivalent locations as agreed with the relevant test authority. The values for the instantaneous sum of the impact forces and the bending moment on the test impactor shall be recorded. In each case the value recorded for the vehicle fitted with the frontal protection system shall not exceed 90 % of the value recorded for the vehicle without the frontal protection system fitted.
3.1.2.2. If the lower frontal protection system height is less than 500 mm this test is not required.
3.1.3. Upper Legform to Frontal Protection System Leading Edge. The test is performed at an impact speed of up to 40 km/h. The instantaneous sum of the impact forces with respect to time, to the top and the bottom of the impactor, should not exceed a possible target of 5,0 kN and the bending moment on the impactor should not exceed a possible target of 300 Nm. Both results shall be recorded for monitoring purposes only.
3.1.4. Child/Small Adult Headform to Frontal Protection System. The test is performed at an impact speed of 35 km/h using a 3,5 kg headform test impactor for the child/small adult. The headform performance criterion (HPC), calculated from the resultant of the accelerometer time histories, in accordance with paragraph 1.15, shall not exceed 1 000 in all cases.

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D-82256 Fürstenfeldbruck
tel: +49 (0) 8141 22735 -0
fax: +49 (0) 8141 22735-149
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