Mr Abraham summarized OICA’s PSI GTR scope (PSI-07-07) and preamble text (PSI-07-09) proposals. Mr Abraham referred to van and passenger car dimensions (PSI-07-08) OICA members had provided, showing the types of vehicles which would be captured by OICA’s proposed exemption criteria.

Ms Versailles was not convinced that the exemptions OICA were proposing were justified for all countries. Ms Versailles agreed that appropriate text could be included in the preamble describing the types of vehicles Contracting Parties may exclude in domestic regulation, but the GTR should not require all countries to exclude these vehicles.

Ms Tylko and Ms Versailles both suggested that it would be technically feasible to conduct pole side tests on vans. Ms Versailles also noted that the FMVSS 214 pole test requirements are currently applied to vans.

Mr Damm suggested the OICA proposal could be enhanced by including data and further safety need related justification of why a Contracting Party may consider exclusion of these vehicles. Mr Damm supported inclusion of appropriate text in the preamble, but agreed the scope of the GTR would need to remain as drafted.

Mr Belcher indicated that the alpha criterion (in particular) that OICA had proposed had merit, as it would allow vans and light trucks to be differentiated from pickups. This would enable Contracting Parties to exclude vans/light trucks when implementing the PSI GTR in domestic regulation without exempting all Category 2 vehicles (i.e. without exempting pickups), if this was warranted by safety need data. The alpha criterion would identify vehicle types where the driver is typically seated in a high position over the front axle. These vehicles, typically vans and light trucks, were not commonly involved in pole side impact crashes in Australia (for example), and high seating positions would make occupant head to striking vehicle contact less likely in vehicle-to-vehicle side impact crashes.

Increasing fitment rates of ESC for Category 2 vehicles were also discussed. Most Category 2 vehicles in Europe will soon be required to be fitted with ESC. These vehicles will therefore go from very low ESC fitment rates to almost complete ESC fitment in a relatively short period of time. However, it was also noted that Contracting Parties applying the PSI GTR are not necessarily all going to require ESC for Category 2 vehicles and the PSI GTR would provide benefits for other side impact crashes not significantly influenced by ESC.

Mr Hogan suggested the preamble would deal with safety need, including the likely impact of ESC for all vehicle types based on data from presentations made by BAST, NHTSA and Australia. The preamble would also cover the need for longer lead times for certain vehicle categories. Australia would work with OICA to ensure appropriate text is included in the preamble.

ACTION: OICA in consultation with Australia to revise text proposed for the preamble of the PSI GTR (PSI-07-09) to include a more detailed explanation including supporting statistics and detailed side impact safety related arguments explaining why contracting parties may specifically consider exempting vans and light trucks when implementing the pole side impact GTR in domestic regulations.