Proposal from the Bumper Test Area Task Force to revise the procedure for determining the bumper test area under the pedestrian safety regulation. This proposal corrects shortcomings in the current definitions which could lead to a narrower test area than intended (leading to less effective pedestrian protection). This proposal does not take into account potentially harmful hard structures such as bumper beams that may lie behind the outer contour or front fascia extending beyond the defined bumper corners as consensus within the task force could not be reached. Presented as a Supplement, the proposal includes a September 2017 transition date in case GRSP determines that the changes should be put into a new series of amendments rather than as a supplement.

Proposal from the Bumper Test Area Task Force, submitted as an alternative to the proposal in document GRSP/2014/31, to revise the procedure for determining the bumper test area under the pedestrian safety regulation. This proposal corrects shortcomings in the current definitions which could lead to a narrower test area than intended (leading to less effective pedestrian protection). This proposal includes a “bumper beam” determination method. The proposal also includes a September 2017 transition date in the event that the GRSP determines that the proposal should be treated as a new series of amendments rather than as a Supplement.

Request for clarifications on the application of relaxation areas under UN Regulation No. 127.

The scope of the new Global Technical Regulation on Pole Side Impact includes vehicles of category N1 (limited to GVM < 3.5 t) and vehicles of category M1 (without mass limit). However, the vehicle fleet includes a small number of M1 vehicles with a GVW > 3.5t which are based on vehicles of category N2, N3, M2 or M3. Based on the OICA proposal (document GRSP-56-12) and ensuing discussions, Australia proposes to limit the scope of the GTR to both M1 vehicles under 3.5 t maximum vehicle mass and to certain N1 vehicles based on geometric measurements.

Proposal from the Bumper Test Area Task Force, pursuant to discussions within GRSP, to revise the procedure for determining the bumper test area under the pedestrian safety regulation. This proposal corrects shortcomings in the current definitions which could lead to a narrower test area than intended (leading to less effective pedestrian protection). This proposal does not take into account potentially harmful hard structures such as bumper beams that may lie behind the outer contour or front fascia extending beyond the defined bumper corners as consensus within the task force could not be reached. Presented as a Supplement, the proposal includes a September 2017 transition date in case GRSP determines that the changes should be put into a new series of amendments rather than as a supplement.

Proposal from the Bumper Test Area Task Force, pursuant to discussions within GRSP, submitted as an alternative to the proposal in document GRSP/2014/31 as amended by document GRSP-56-40, to revise the procedure for determining the bumper test area under the pedestrian safety regulation. This proposal corrects shortcomings in the current definitions which could lead to a narrower test area than intended (leading to less effective pedestrian protection). This proposal includes a “bumper beam” determination method. The proposal also includes a September 2017 transition date in the event that the GRSP determines that the proposal should be treated as a new series of amendments rather than as a Supplement.

Proposal from the Bumper Test Area Task Force to revise the procedure for determining the bumper test area under the pedestrian safety regulation. This proposal corrects shortcomings in the current definitions which could lead to a narrower test area than intended (leading to less effective pedestrian protection). This proposal does not take into account potentially harmful hard structures such as bumper beams that may lie behind the outer contour or front fascia extending beyond the defined bumper corners as consensus within the task force could not be reached. Presented as a Supplement, the proposal includes a September 2017 transition date in case GRSP determines that the changes should be put into a new series of amendments rather than as a supplement.

Proposal from the Bumper Test Area Task Force, submitted as an alternative to the proposal in document GRSP/2014/31, to revise the procedure for determining the bumper test area under the pedestrian safety regulation. This proposal corrects shortcomings in the current definitions which could lead to a narrower test area than intended (leading to less effective pedestrian protection). This proposal includes a “bumper beam” determination method. The proposal also includes a September 2017 transition date in the event that the GRSP determines that the proposal should be treated as a new series of amendments rather than as a Supplement.

Request for clarifications on the application of relaxation areas under UN Regulation No. 127.

The scope of the new Global Technical Regulation on Pole Side Impact includes vehicles of category N1 (limited to GVM < 3.5 t) and vehicles of category M1 (without mass limit). However, the vehicle fleet includes a small number of M1 vehicles with a GVW > 3.5t which are based on vehicles of category N2, N3, M2 or M3. Based on the OICA proposal (document GRSP-56-12) and ensuing discussions, Australia proposes to limit the scope of the GTR to both M1 vehicles under 3.5 t maximum vehicle mass and to certain N1 vehicles based on geometric measurements.

Proposal from the Bumper Test Area Task Force, pursuant to discussions within GRSP, to revise the procedure for determining the bumper test area under the pedestrian safety regulation. This proposal corrects shortcomings in the current definitions which could lead to a narrower test area than intended (leading to less effective pedestrian protection). This proposal does not take into account potentially harmful hard structures such as bumper beams that may lie behind the outer contour or front fascia extending beyond the defined bumper corners as consensus within the task force could not be reached. Presented as a Supplement, the proposal includes a September 2017 transition date in case GRSP determines that the changes should be put into a new series of amendments rather than as a supplement.

Proposal from the Bumper Test Area Task Force, pursuant to discussions within GRSP, submitted as an alternative to the proposal in document GRSP/2014/31 as amended by document GRSP-56-40, to revise the procedure for determining the bumper test area under the pedestrian safety regulation. This proposal corrects shortcomings in the current definitions which could lead to a narrower test area than intended (leading to less effective pedestrian protection). This proposal includes a “bumper beam” determination method. The proposal also includes a September 2017 transition date in the event that the GRSP determines that the proposal should be treated as a new series of amendments rather than as a Supplement.

Proposal from the Bumper Test Area Task Force to revise the procedure for determining the bumper test area under the pedestrian safety regulation. This proposal corrects shortcomings in the current definitions which could lead to a narrower test area than intended (leading to less effective pedestrian protection). This proposal does not take into account potentially harmful hard structures such as bumper beams that may lie behind the outer contour or front fascia extending beyond the defined bumper corners as consensus within the task force could not be reached. Presented as a Supplement, the proposal includes a September 2017 transition date in case GRSP determines that the changes should be put into a new series of amendments rather than as a supplement.

Proposal from the Bumper Test Area Task Force, submitted as an alternative to the proposal in document GRSP/2014/31, to revise the procedure for determining the bumper test area under the pedestrian safety regulation. This proposal corrects shortcomings in the current definitions which could lead to a narrower test area than intended (leading to less effective pedestrian protection). This proposal includes a “bumper beam” determination method. The proposal also includes a September 2017 transition date in the event that the GRSP determines that the proposal should be treated as a new series of amendments rather than as a Supplement.

Request for clarifications on the application of relaxation areas under UN Regulation No. 127.

The scope of the new Global Technical Regulation on Pole Side Impact includes vehicles of category N1 (limited to GVM < 3.5 t) and vehicles of category M1 (without mass limit). However, the vehicle fleet includes a small number of M1 vehicles with a GVW > 3.5t which are based on vehicles of category N2, N3, M2 or M3. Based on the OICA proposal (document GRSP-56-12) and ensuing discussions, Australia proposes to limit the scope of the GTR to both M1 vehicles under 3.5 t maximum vehicle mass and to certain N1 vehicles based on geometric measurements.

Proposal from the Bumper Test Area Task Force, pursuant to discussions within GRSP, to revise the procedure for determining the bumper test area under the pedestrian safety regulation. This proposal corrects shortcomings in the current definitions which could lead to a narrower test area than intended (leading to less effective pedestrian protection). This proposal does not take into account potentially harmful hard structures such as bumper beams that may lie behind the outer contour or front fascia extending beyond the defined bumper corners as consensus within the task force could not be reached. Presented as a Supplement, the proposal includes a September 2017 transition date in case GRSP determines that the changes should be put into a new series of amendments rather than as a supplement.

Proposal from the Bumper Test Area Task Force, pursuant to discussions within GRSP, submitted as an alternative to the proposal in document GRSP/2014/31 as amended by document GRSP-56-40, to revise the procedure for determining the bumper test area under the pedestrian safety regulation. This proposal corrects shortcomings in the current definitions which could lead to a narrower test area than intended (leading to less effective pedestrian protection). This proposal includes a “bumper beam” determination method. The proposal also includes a September 2017 transition date in the event that the GRSP determines that the proposal should be treated as a new series of amendments rather than as a Supplement.

Proposal from the Bumper Test Area Task Force to revise the procedure for determining the bumper test area under the pedestrian safety regulation. This proposal corrects shortcomings in the current definitions which could lead to a narrower test area than intended (leading to less effective pedestrian protection). This proposal does not take into account potentially harmful hard structures such as bumper beams that may lie behind the outer contour or front fascia extending beyond the defined bumper corners as consensus within the task force could not be reached. Presented as a Supplement, the proposal includes a September 2017 transition date in case GRSP determines that the changes should be put into a new series of amendments rather than as a supplement.

Proposal from the Bumper Test Area Task Force, submitted as an alternative to the proposal in document GRSP/2014/31, to revise the procedure for determining the bumper test area under the pedestrian safety regulation. This proposal corrects shortcomings in the current definitions which could lead to a narrower test area than intended (leading to less effective pedestrian protection). This proposal includes a “bumper beam” determination method. The proposal also includes a September 2017 transition date in the event that the GRSP determines that the proposal should be treated as a new series of amendments rather than as a Supplement.

Request for clarifications on the application of relaxation areas under UN Regulation No. 127.

The scope of the new Global Technical Regulation on Pole Side Impact includes vehicles of category N1 (limited to GVM < 3.5 t) and vehicles of category M1 (without mass limit). However, the vehicle fleet includes a small number of M1 vehicles with a GVW > 3.5t which are based on vehicles of category N2, N3, M2 or M3. Based on the OICA proposal (document GRSP-56-12) and ensuing discussions, Australia proposes to limit the scope of the GTR to both M1 vehicles under 3.5 t maximum vehicle mass and to certain N1 vehicles based on geometric measurements.

Proposal from the Bumper Test Area Task Force, pursuant to discussions within GRSP, to revise the procedure for determining the bumper test area under the pedestrian safety regulation. This proposal corrects shortcomings in the current definitions which could lead to a narrower test area than intended (leading to less effective pedestrian protection). This proposal does not take into account potentially harmful hard structures such as bumper beams that may lie behind the outer contour or front fascia extending beyond the defined bumper corners as consensus within the task force could not be reached. Presented as a Supplement, the proposal includes a September 2017 transition date in case GRSP determines that the changes should be put into a new series of amendments rather than as a supplement.

Proposal from the Bumper Test Area Task Force, pursuant to discussions within GRSP, submitted as an alternative to the proposal in document GRSP/2014/31 as amended by document GRSP-56-40, to revise the procedure for determining the bumper test area under the pedestrian safety regulation. This proposal corrects shortcomings in the current definitions which could lead to a narrower test area than intended (leading to less effective pedestrian protection). This proposal includes a “bumper beam” determination method. The proposal also includes a September 2017 transition date in the event that the GRSP determines that the proposal should be treated as a new series of amendments rather than as a Supplement.

Proposal from the Bumper Test Area Task Force to revise the procedure for determining the bumper test area under the pedestrian safety regulation. This proposal corrects shortcomings in the current definitions which could lead to a narrower test area than intended (leading to less effective pedestrian protection). This proposal does not take into account potentially harmful hard structures such as bumper beams that may lie behind the outer contour or front fascia extending beyond the defined bumper corners as consensus within the task force could not be reached. Presented as a Supplement, the proposal includes a September 2017 transition date in case GRSP determines that the changes should be put into a new series of amendments rather than as a supplement.

Proposal from the Bumper Test Area Task Force, submitted as an alternative to the proposal in document GRSP/2014/31, to revise the procedure for determining the bumper test area under the pedestrian safety regulation. This proposal corrects shortcomings in the current definitions which could lead to a narrower test area than intended (leading to less effective pedestrian protection). This proposal includes a “bumper beam” determination method. The proposal also includes a September 2017 transition date in the event that the GRSP determines that the proposal should be treated as a new series of amendments rather than as a Supplement.

Request for clarifications on the application of relaxation areas under UN Regulation No. 127.

The scope of the new Global Technical Regulation on Pole Side Impact includes vehicles of category N1 (limited to GVM < 3.5 t) and vehicles of category M1 (without mass limit). However, the vehicle fleet includes a small number of M1 vehicles with a GVW > 3.5t which are based on vehicles of category N2, N3, M2 or M3. Based on the OICA proposal (document GRSP-56-12) and ensuing discussions, Australia proposes to limit the scope of the GTR to both M1 vehicles under 3.5 t maximum vehicle mass and to certain N1 vehicles based on geometric measurements.

Proposal from the Bumper Test Area Task Force, pursuant to discussions within GRSP, to revise the procedure for determining the bumper test area under the pedestrian safety regulation. This proposal corrects shortcomings in the current definitions which could lead to a narrower test area than intended (leading to less effective pedestrian protection). This proposal does not take into account potentially harmful hard structures such as bumper beams that may lie behind the outer contour or front fascia extending beyond the defined bumper corners as consensus within the task force could not be reached. Presented as a Supplement, the proposal includes a September 2017 transition date in case GRSP determines that the changes should be put into a new series of amendments rather than as a supplement.

Proposal from the Bumper Test Area Task Force, pursuant to discussions within GRSP, submitted as an alternative to the proposal in document GRSP/2014/31 as amended by document GRSP-56-40, to revise the procedure for determining the bumper test area under the pedestrian safety regulation. This proposal corrects shortcomings in the current definitions which could lead to a narrower test area than intended (leading to less effective pedestrian protection). This proposal includes a “bumper beam” determination method. The proposal also includes a September 2017 transition date in the event that the GRSP determines that the proposal should be treated as a new series of amendments rather than as a Supplement.

Proposal from the Bumper Test Area Task Force to revise the procedure for determining the bumper test area under the pedestrian safety regulation. This proposal corrects shortcomings in the current definitions which could lead to a narrower test area than intended (leading to less effective pedestrian protection). This proposal does not take into account potentially harmful hard structures such as bumper beams that may lie behind the outer contour or front fascia extending beyond the defined bumper corners as consensus within the task force could not be reached. Presented as a Supplement, the proposal includes a September 2017 transition date in case GRSP determines that the changes should be put into a new series of amendments rather than as a supplement.

Proposal from the Bumper Test Area Task Force, submitted as an alternative to the proposal in document GRSP/2014/31, to revise the procedure for determining the bumper test area under the pedestrian safety regulation. This proposal corrects shortcomings in the current definitions which could lead to a narrower test area than intended (leading to less effective pedestrian protection). This proposal includes a “bumper beam” determination method. The proposal also includes a September 2017 transition date in the event that the GRSP determines that the proposal should be treated as a new series of amendments rather than as a Supplement.

Request for clarifications on the application of relaxation areas under UN Regulation No. 127.

The scope of the new Global Technical Regulation on Pole Side Impact includes vehicles of category N1 (limited to GVM < 3.5 t) and vehicles of category M1 (without mass limit). However, the vehicle fleet includes a small number of M1 vehicles with a GVW > 3.5t which are based on vehicles of category N2, N3, M2 or M3. Based on the OICA proposal (document GRSP-56-12) and ensuing discussions, Australia proposes to limit the scope of the GTR to both M1 vehicles under 3.5 t maximum vehicle mass and to certain N1 vehicles based on geometric measurements.

Proposal from the Bumper Test Area Task Force, pursuant to discussions within GRSP, to revise the procedure for determining the bumper test area under the pedestrian safety regulation. This proposal corrects shortcomings in the current definitions which could lead to a narrower test area than intended (leading to less effective pedestrian protection). This proposal does not take into account potentially harmful hard structures such as bumper beams that may lie behind the outer contour or front fascia extending beyond the defined bumper corners as consensus within the task force could not be reached. Presented as a Supplement, the proposal includes a September 2017 transition date in case GRSP determines that the changes should be put into a new series of amendments rather than as a supplement.

Proposal from the Bumper Test Area Task Force, pursuant to discussions within GRSP, submitted as an alternative to the proposal in document GRSP/2014/31 as amended by document GRSP-56-40, to revise the procedure for determining the bumper test area under the pedestrian safety regulation. This proposal corrects shortcomings in the current definitions which could lead to a narrower test area than intended (leading to less effective pedestrian protection). This proposal includes a “bumper beam” determination method. The proposal also includes a September 2017 transition date in the event that the GRSP determines that the proposal should be treated as a new series of amendments rather than as a Supplement.

Proposal from the Bumper Test Area Task Force to revise the procedure for determining the bumper test area under the pedestrian safety regulation. This proposal corrects shortcomings in the current definitions which could lead to a narrower test area than intended (leading to less effective pedestrian protection). This proposal does not take into account potentially harmful hard structures such as bumper beams that may lie behind the outer contour or front fascia extending beyond the defined bumper corners as consensus within the task force could not be reached. Presented as a Supplement, the proposal includes a September 2017 transition date in case GRSP determines that the changes should be put into a new series of amendments rather than as a supplement.

Proposal from the Bumper Test Area Task Force, submitted as an alternative to the proposal in document GRSP/2014/31, to revise the procedure for determining the bumper test area under the pedestrian safety regulation. This proposal corrects shortcomings in the current definitions which could lead to a narrower test area than intended (leading to less effective pedestrian protection). This proposal includes a “bumper beam” determination method. The proposal also includes a September 2017 transition date in the event that the GRSP determines that the proposal should be treated as a new series of amendments rather than as a Supplement.

Request for clarifications on the application of relaxation areas under UN Regulation No. 127.

The scope of the new Global Technical Regulation on Pole Side Impact includes vehicles of category N1 (limited to GVM < 3.5 t) and vehicles of category M1 (without mass limit). However, the vehicle fleet includes a small number of M1 vehicles with a GVW > 3.5t which are based on vehicles of category N2, N3, M2 or M3. Based on the OICA proposal (document GRSP-56-12) and ensuing discussions, Australia proposes to limit the scope of the GTR to both M1 vehicles under 3.5 t maximum vehicle mass and to certain N1 vehicles based on geometric measurements.

Proposal from the Bumper Test Area Task Force, pursuant to discussions within GRSP, to revise the procedure for determining the bumper test area under the pedestrian safety regulation. This proposal corrects shortcomings in the current definitions which could lead to a narrower test area than intended (leading to less effective pedestrian protection). This proposal does not take into account potentially harmful hard structures such as bumper beams that may lie behind the outer contour or front fascia extending beyond the defined bumper corners as consensus within the task force could not be reached. Presented as a Supplement, the proposal includes a September 2017 transition date in case GRSP determines that the changes should be put into a new series of amendments rather than as a supplement.

Proposal from the Bumper Test Area Task Force, pursuant to discussions within GRSP, submitted as an alternative to the proposal in document GRSP/2014/31 as amended by document GRSP-56-40, to revise the procedure for determining the bumper test area under the pedestrian safety regulation. This proposal corrects shortcomings in the current definitions which could lead to a narrower test area than intended (leading to less effective pedestrian protection). This proposal includes a “bumper beam” determination method. The proposal also includes a September 2017 transition date in the event that the GRSP determines that the proposal should be treated as a new series of amendments rather than as a Supplement.

Proposal from the Bumper Test Area Task Force to revise the procedure for determining the bumper test area under the pedestrian safety regulation. This proposal corrects shortcomings in the current definitions which could lead to a narrower test area than intended (leading to less effective pedestrian protection). This proposal does not take into account potentially harmful hard structures such as bumper beams that may lie behind the outer contour or front fascia extending beyond the defined bumper corners as consensus within the task force could not be reached. Presented as a Supplement, the proposal includes a September 2017 transition date in case GRSP determines that the changes should be put into a new series of amendments rather than as a supplement.

Proposal from the Bumper Test Area Task Force, submitted as an alternative to the proposal in document GRSP/2014/31, to revise the procedure for determining the bumper test area under the pedestrian safety regulation. This proposal corrects shortcomings in the current definitions which could lead to a narrower test area than intended (leading to less effective pedestrian protection). This proposal includes a “bumper beam” determination method. The proposal also includes a September 2017 transition date in the event that the GRSP determines that the proposal should be treated as a new series of amendments rather than as a Supplement.

Request for clarifications on the application of relaxation areas under UN Regulation No. 127.

The scope of the new Global Technical Regulation on Pole Side Impact includes vehicles of category N1 (limited to GVM < 3.5 t) and vehicles of category M1 (without mass limit). However, the vehicle fleet includes a small number of M1 vehicles with a GVW > 3.5t which are based on vehicles of category N2, N3, M2 or M3. Based on the OICA proposal (document GRSP-56-12) and ensuing discussions, Australia proposes to limit the scope of the GTR to both M1 vehicles under 3.5 t maximum vehicle mass and to certain N1 vehicles based on geometric measurements.

Proposal from the Bumper Test Area Task Force, pursuant to discussions within GRSP, to revise the procedure for determining the bumper test area under the pedestrian safety regulation. This proposal corrects shortcomings in the current definitions which could lead to a narrower test area than intended (leading to less effective pedestrian protection). This proposal does not take into account potentially harmful hard structures such as bumper beams that may lie behind the outer contour or front fascia extending beyond the defined bumper corners as consensus within the task force could not be reached. Presented as a Supplement, the proposal includes a September 2017 transition date in case GRSP determines that the changes should be put into a new series of amendments rather than as a supplement.

Proposal from the Bumper Test Area Task Force, pursuant to discussions within GRSP, submitted as an alternative to the proposal in document GRSP/2014/31 as amended by document GRSP-56-40, to revise the procedure for determining the bumper test area under the pedestrian safety regulation. This proposal corrects shortcomings in the current definitions which could lead to a narrower test area than intended (leading to less effective pedestrian protection). This proposal includes a “bumper beam” determination method. The proposal also includes a September 2017 transition date in the event that the GRSP determines that the proposal should be treated as a new series of amendments rather than as a Supplement.

Proposal from the Bumper Test Area Task Force to revise the procedure for determining the bumper test area under the pedestrian safety regulation. This proposal corrects shortcomings in the current definitions which could lead to a narrower test area than intended (leading to less effective pedestrian protection). This proposal does not take into account potentially harmful hard structures such as bumper beams that may lie behind the outer contour or front fascia extending beyond the defined bumper corners as consensus within the task force could not be reached. Presented as a Supplement, the proposal includes a September 2017 transition date in case GRSP determines that the changes should be put into a new series of amendments rather than as a supplement.

Proposal from the Bumper Test Area Task Force, submitted as an alternative to the proposal in document GRSP/2014/31, to revise the procedure for determining the bumper test area under the pedestrian safety regulation. This proposal corrects shortcomings in the current definitions which could lead to a narrower test area than intended (leading to less effective pedestrian protection). This proposal includes a “bumper beam” determination method. The proposal also includes a September 2017 transition date in the event that the GRSP determines that the proposal should be treated as a new series of amendments rather than as a Supplement.

Request for clarifications on the application of relaxation areas under UN Regulation No. 127.

The scope of the new Global Technical Regulation on Pole Side Impact includes vehicles of category N1 (limited to GVM < 3.5 t) and vehicles of category M1 (without mass limit). However, the vehicle fleet includes a small number of M1 vehicles with a GVW > 3.5t which are based on vehicles of category N2, N3, M2 or M3. Based on the OICA proposal (document GRSP-56-12) and ensuing discussions, Australia proposes to limit the scope of the GTR to both M1 vehicles under 3.5 t maximum vehicle mass and to certain N1 vehicles based on geometric measurements.

Proposal from the Bumper Test Area Task Force, pursuant to discussions within GRSP, to revise the procedure for determining the bumper test area under the pedestrian safety regulation. This proposal corrects shortcomings in the current definitions which could lead to a narrower test area than intended (leading to less effective pedestrian protection). This proposal does not take into account potentially harmful hard structures such as bumper beams that may lie behind the outer contour or front fascia extending beyond the defined bumper corners as consensus within the task force could not be reached. Presented as a Supplement, the proposal includes a September 2017 transition date in case GRSP determines that the changes should be put into a new series of amendments rather than as a supplement.

Proposal from the Bumper Test Area Task Force, pursuant to discussions within GRSP, submitted as an alternative to the proposal in document GRSP/2014/31 as amended by document GRSP-56-40, to revise the procedure for determining the bumper test area under the pedestrian safety regulation. This proposal corrects shortcomings in the current definitions which could lead to a narrower test area than intended (leading to less effective pedestrian protection). This proposal includes a “bumper beam” determination method. The proposal also includes a September 2017 transition date in the event that the GRSP determines that the proposal should be treated as a new series of amendments rather than as a Supplement.