Proposal from the Bumper Test Area Task Force, submitted as an alternative to the proposal in document GRSP/2014/17 as amended by document GRSP-56-38, 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.

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.

Updated presentation showing relative risks of injuries within and outside the proposed bumper test area and comparing late-model (post-2006) cars against earlier models based upon GIDAS data.

Request for clarification of test procedures for active pedestrian protection devices (such as active hood, pedestrian airbag).

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

Proposal from the Bumper Test Area Task Force, submitted as an alternative to the proposal in document GRSP/2014/17, 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.

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.

Results of NHTSA assessment of the Flex-PLI concluding that the impactor offers a suitable tool for evaluating risks of leg injuries to pedestrians and represents an improvement over the current leg form test tool.

Draft technical report on the development of the draft Amendment 2 to GTR 9 on the introduction of the FlexPLI impactor as presented to the 54th GRSP session.

Draft amendment to introduce the FLexPLI impactor and associated changes to the bumper test area as submitted for GRSP consideration at the end of 2013.

Draft of the amendment to introduce the Flex PLI lower legform impactor and related test procedures into the GTR on pedestrian safety protection, including the new bumper test area specifications.

VDA input concerning lower and upper bumper reference lines, the use of smaller corner gauges, and definition of the test area over the full width of the vehicle in the pedestrian protection test procedures.

JASIC view urging quick adoption of the bumper test area using a 60° threshold in line with the currently available technology (as opposed to delaying initial implementation while researching and validating further refinements).

Presentation showing relative risks of injuries within and outside the proposed bumper test area and comparing late-model (post-2006) cars against earlier models based upon GIDAS data.

Explanation of Japanese concerns over differences in the behaviour of the Flex-PLI lower legform impactor in an angled impact compared with a human being based on THUMS analysis in relation to the bumper beam proposal for determining the impact area of the test.

Presentation to explain Japan’s preference for using a gauge to ensure a 60° angle over the procedure based on the bumper beam to determine the target impact area for the lower legform.

Draft text prepared by the Task Force Bumper Test Area (TF-BTA), a subgroup of the Informal Working Group on gtr No. 9 – Phase 2.

Proposal to amend the draft 01 series of amendments (document WP.29/2014/38 pending for the June 2014 WP.29 session) to bring its “commencement date” and validity-of-approvals provisions into line with the recommendations for the International Whole Vehicle Type Approval system (i.e., to set the effective date to 1 September 2018 and confirm the validity of earlier approvals after the introduction of the 01 series of amendments). This revised document also incorporates the Korean proposal to amend GTR No. 9 (document GRSP-55-24) and OICA proposal on Annex 5 (document GRSP-55-44).

The draft Amendment 2 to GTR No. 9 proposes to establish the new FlexPLI impactor as the single harmonized tool for lower leg impact tests. The amendment also proposes injury assessment reference values (IARV) to go with the FlexPLI. The US, however, has consistently expressed concerns that the proposed injury thresholds and IARV have not been validated as appropriate for the American car fleet. Therefore, the US proposes to have ‘recommended’ IARV included in the preamble to Amendment 2 while allowing governments the freedom to use whatever IARV/performance thresholds they deem appropriate until such criteria can be fully validated.

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Proposal to clarify figure 11 in the draft amendments to GTR No. 9 by substituting the description “Figure 11: Example of marking of HIC 1000 zone and HIC 1700 zone”.

Presentation of an assessment of 2D vs. 3D impactor positioning methods.