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CRASH-ZONE CONCEPT

15th August 2002, Page 12
15th August 2002
Page 12
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Page 12, 15th August 2002 — CRASH-ZONE CONCEPT
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Which of the following most accurately describes the problem?

Scania is also floating a more radic solution to reducing the number of poopi killed when a car and a truck meet hea on. Its Crash-Zone Concept takes th concept of front under-run protectio (FUP) two steps further.

Under current EU legis lation most new vehicle over 7.5-tonnes mus have FUP fitted an Icording to Dahlberg FUP alone already saves up 1900 lives per year.

However, what Scania is proposing is a major (tension to the front of a truck that effectively irns a cahover into a semi-forward control rsigo. The crash-zone extension would increase le length of the cab by some 600mm and add 50kg to its kerbweight. But the benefit, accordg to Scania, would be the chance to save up to BOO rives annually.

Sharp-eyed CM readers will already have rciuced that such a move on an artic will take it eer the current 16.5m EU maximum length limit. zhiberg's response is that the EU could offer an remption or allowance against any length limit ised on safety grounds—as certain member :ates have previously done on gross vehicle eights for those operators who fitted secondary rtarders, for example.

A longer nose would also reduce a vehicle's vept turning circle and manoeuvrability in tight *ban areas—but Scania sees this as a price worth lying in order to save lives, not least because an ctra 600mm at the front would also provide more Kim for a deforming "crumple" zone that could Ater absorb the frontal impact between a car and an HGV in the event of an accident. The lower bumper area would still he a "hard" zone in-line with existing FUP requirements, although the area immediately above it (created by the extended bonnet) would have a softer honeycombe struc

fives every year anal roads,

ture, explains Dahlberg. And while operators might not be keen to take on the extra 350kg of kerbweight involved with a mini bonnet there could be a small payback through the vehicle's improved aerodynamics.

Clearly Scania's CZC would need strong support from other EU manufacturers—let alone operators and legislators—if it were to ever take off.

But add it to the growing demands for more interior cab space for HGV drivers and it could be another reason for Brussels to look again at overall HGV length laws.

Tags

Organisations: European Union
Locations: Brussels

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