Scientific Study

ETAC

European Truck Accident Causation

Volume 3 - Manuel

European Commission IRU Directorat General For Energy and 3, rue de Varembé / B.P. 44 Transport CH-1211 Genève 20 28, rue de Mot Funded by Switzerland B-1049 BRUSSELS Belgium ETAC – Volume 3 – Data Manuel

TABLE OF CONTENTS

INSTALLATION OF THE SOFTWARE...... 3

1 GENERAL INFORMATION MANUEL...... 7

2 INFRASTRUCTURE INFORMATION MANUEL ...... 20

3 VEHICLE INFORMATION MANUEL ...... 52

3.1 TRUCK INFORMATION MANUEL ...... 52 3.2 PASSENGER CARS OR LIGHT UTILITY INFORMATION MANUEL ...... 80 3.3 BUS AND COACH INFORMATION MANUEL ...... 92 3.4 TWO-WHEELERS INFORMATION MANUEL...... 96 3.5 TRAILER INFORMATION MANUEL...... 99

4 PARTICIPANT INFORMATION MANUEL (INCLUDING THE DRIVER OR THE RIDER AND THE PEDESTRIAN)...... 111

4.1 PARTICIPANT INFORMATION MANUEL ...... 111 4.2 DRIVER OR RIDER INFORMATION MANUEL...... 122 4.3 THE PEDESTRIAN INFORMATION MANUEL...... 139

5 RECONSTRUCTION INFORMATION MANUEL...... 143

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Installation and parametering of the software

Installation of the software

1- Click on ETAC v12d.EXE

2- Select the directory of the installation of the software.

3- Backup of replaced files (the window appears only if it is not the first time you install the software): you can decide to save or not the previous database.

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4- Setup summary: click on next

5- « Confirmation du remplacement du fichier »: click on “oui pour tous”.

6- Setup completed: you can click on « terminer ».

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Parametering of the software

When the software is launched, the login is “guest” and there is no password. Then, the first two windows which appear when the software is launched are:

In the window “menu”, the field “setting” is used to se t the software. The following window appears:

The first field indicates where is located the database. So, you can copy the folder “database” (which is on the CD joined to all the reports) somewhere on your computer and precise it in the first field of the window “Parameters”.

The third field indicates where is located the multimedia database. So, you can copy all the multimedia files without changing the name of the folders (which is on the 5 DVs joined to all the reports) somewhere on your computer, in a folder named “Multimedia” and precise it in the third field of the window “Parameters”.

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1 General information manuel

IDENTIFICATION

ACCNUM Accident Number

The accident number is defined as follows: Country code / team code / ETAC survey accident number. DEKRA DD001 PAVIA IP001 CIDAUT SC001 IDIADA SI001 TNO NT001 IbB HI001 Rekonstrukcija SR001 CEESAR FC001

Example: FC for France / CEESAR / 001 for the accident number This code identifies the accident. This code is used on all the questionnaire forms to link the vehicles, infrastructures, occupants, reconstruction and images to an accident. The name of the Accident Number variable is identical on all forms.

GINPUT Input by: Number to identify the person who coded the accident Please draw up and supply the list of people involved in the codification, having assigned each of them a number: DEKRA DD1 to n PAVIA IP1 to n CIDAUT EC1 to n IDIADA EI1 to n TNO NT1 to n IbB HI1 to n Reconstrukcija SR1 to n CEESAR FC1 to n

Example: FC for France / CEESAR and 1for P Botto, 2 for J Sinnaeve “FC1” if the accident is coded by P Botto

GACCLO Accident location: This variable gives the location of the crash. Number of road or name: “13 ETAC Street” or N13 (national road number 13) or A13 (highway number 13). Town: the town in which the crash occurred or which is responsible for the road concerned. The department: is the state or department where the accident occurred

For example: RN 1 Abbeville Somme (RN1 is the name of the road, Abbeville is the town or its surroundings where the accident occurred, Somme is the department),

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GACCNA Accident narrative (detailed and comprehensive description): English Summary of the Accident Briefly describe the accident in about 10-15 lines. However, it should be long enough to explain the situation and give sufficient information about the infrastructure, the vehicles, the pedestrians and the occupants.

GROADF Number of road Forms: One road form is to be filled in for each vehicle involved. If the vehicles involved in the accident were travelling in the same direction on the same road, two road forms must be filled in even though the information on the two forms is similar. In this case, the software enables you to copy a road infrastructure form and then modify it. No road form is to be filled in for a pedestrian.

GVEHIF Number of vehicle Forms The number of forms is the same as the number of motor vehicles involved in the accident. Parked vehicles with no occupants onboard must not be coded.

GPEDEF Number of Pedestrian forms: The number of forms is the same as the number of pedestrians involved in the accident. A pedestrian pushing a bicycle or a motorbike is considered as a pedestrian.

GPHOTN Number of photos available Total number of photos included in the ETAC database, including photos of the environment, infrastructure and photos of the vehicles whether detailed or general.

Requirements for the identification of the photos:

You must add photos in the multimedia directory. Don’t create a sub folder. Identify your photos with 3 digits :

The 1st digit is : G for General T for truck R for trailer B for bus C for car W for 2 wheelers P for pedestrian I for infrastructure O for other

The second and third digit count the number of photos :

For example : T01 T02 T03 C01

The available format is : PCX, BMP, ICO (ICOns Windows), ICW (ICons of hyper screen Windows), WMF (Windows Meta File), JPEG, TIFF, GIF or ION.

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REQUIREMENTS FOR THE PHOTOS:

On the spot: General situation Rest positions of the vehicles Marks on the road Approach route both directions Obstructions to visibility Visibility from drivers’ position

Vehicles: Photos of each vehicle from at least 4 directions (front, back, left and right) Detailed photos of the vehicle deformations Detailed photos of modification or equipment if pertinent in the accident.

Infrastructure: Photos of the road Photos of the road surface in the case of specific problems or influence

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GSKETN Number of sketches available Total number of sketches (jpeg format) available in the ETAC database.

REQUIREMENTS FOR THE SKETCH: Draw as many sketches as necessary, with a minimum of 2 1. General description of the accident with the vehicles at their rest positions. 2. General view with the vehicles at the point of impact.

Sketches must include: A scale At least one graduation (horizontal; vertical) At least one reference point Rest positions of the vehicles Point of impact All marks on the road (identified by vehicle, type of mark and vehicle part concerned) The approach road description: edges, road, horizontal and vertical signs, road directions, lane attribution, obstructions to visibility.

If the accident occurred on a roundabout: an accurate plan of the roundabout with the entrance and exit roads used by the vehicle and geometrical information such as entrance and exit radii, road slope, number of lanes into, around and out of the roundabout, the diameter of the roundabout (inside and outside).

If the accident occurred at a junction, describe the crossroads in as much detail as much as possible for the roads concerned.

If the accident occurred in a slip road (motorway entrance or exit for example), describe the approach and the signalisation.

The available format is : PCX, BMP, ICO (ICOns Windows), ICW (ICons of hyper screen Windows), WMF (Windows Meta File), JPEG, TIFF, GIF or ION.

GPASCA Number of passenger cars involved in this accident

GLIGTR Number of light trucks involved in this accident

GTRUCK Number of trucks involved in this accident

GBICYC Number of bicycles involved in this accident

GMOPE Number of mopeds (50cc) involved in this accident

GMOTOR Number of motorcycles involved in this accident

GBUSES Number of buses and coaches involved in this accident

GOTHVE Number of other vehicles involved in this accident

GPEDEN Number of pedestrians involved in this accident

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GVEHIN Are there any other vehicles involved (but not damaged) in the accident? Only involved vehicles with an occupant onboard are included in the ETAC database. In some cases a vehicle may be at the origin of the accident without being damaged, but causing other vehicles to collide. This variable covers this possibility. All manoeuvres must be described in the summary of the accident or in the textual field.

GPEDIN Are there any other pedestrians involved (but not injured) in the accident? Only injured pedestrians are included in the ETAC database. In some cases a pedestrian may be at the origin of the accident without being injured, but causing other vehicles to collide. This variable covers this possibility. All manoeuvres must be described in the summary of the accident or in the textual field.

DATE

GDATAC Date of the accident (yyyymmdd) Example: “20040401” is the 1st April 2004 If unknown leave the field empty

GDAYAC Day of the accident in the week (automatically filled)

GTIMAC Time of the accident (hhmm) Example: “1025” is 10h25’ If unknown leave the field empty

LOCATION

GLOCAT Location type This variable is to be coded strictly in accordance with town or city limits. A non built-up area inside an urban area must be coded as an urban area.

GARTY1 Type of Area This variable is used to evaluate the degree of urbanisation

WEATHER CONDITIONS

GTEMAI Air Temperature (in ° Celsius) The first character is a + or – symbol, followed by the temperature (2 characters).

GPRECI Precipitation This variable indicates the weather immediately before the crash

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GPRERA Level of precipitation This variable is subjective but gives an indication as to visibility conditions immediately before the crash

GWINDT Wind This variable indicates the wind conditions which are especially important for trucks

GLIGTH Lighting Conditions This variable indicates day and night lighting conditions with or without public lights.

GLIGSP Special details concerning lighting This variable specifies the presence of blinding lights sources. The absence of blinding lights should be coded as Not Applicable.

GWEAEF Did the weather contribute to the accident? This is a variable which requires the investigator's opinion. The question concerns whether or not the weather had an effect (level of precipitation, temperature, wind) on the accident.

ACCIDENT TYPE

GFIRIM Scene of first impact This variable describes the first impact scene and not the conflict scene which will be described in the infrastructure form.

GCONFT Accident configuration (see list) These pictograms only provide configurations for accidents involving at least one vehicle.

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Vehicle/vehicle (car/truck/2 wheelers…)

101 102 103 104 105 106

107 108 109 110 111 000

LAB PICTOGRAMS

199

vehicles / Vehicles

Other cases

Passing

201 202 203 204 205 206

207 208 209 210 211 212

299 213

Passing

Other cases

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Junctions

301 302 303 304 305 306

307 308 309 310 311 312

b

313 314 315 316 317 318

319 399 320 325 326 327

Intersections

Other cases

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ALL VEHICLE EXCEPT TRUCKS TIP OVER AND ROLLOVER IN A ROUND ABOUT 330 331 332

TRUCKS TIP OVER AND ROLLOVER IN A ROUND ABOUT

333 Exit 334 Exit 335 336 337

Exit Exit

Exit

Entrance Entrance Entrance Entrance Entrance

338

TRUCKS TIP OVER AND ROLLOVER : ENTRANCE OR EXIT OF A SLIPE ROAD

321 322 323 324

EXIT EXIT ENTRANCE ENTRANCE

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Leaving a parking space or crashing parked car

401 402 403 404 405 406

407 408 409 410 499 Leaving a parking space Other cases

Loss of control

501 502 503 504 505 506

507 508 509 510 511 512

599

Vehicle alone

Other cases

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Main crash after a 1st impact

601 602 603 604 605 606

607 608 609

699

Main crash after a 1st impact

Other

cases

Special cases

701 702 703 704 705 706

r × b p p p b

799

Special cases

Other cases

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ACCIDENT SEVERITY

These variables need the investigators to wait for at least 30 days before completion. These are the total numbers of fatalities, injured and uninjured people in the accident.

GFATNU Number of fatalities within 30 days

GINJNU Number of injured occupants or pedestrians (not fatalities)

GUNIJN Number of uninjured occupants and pedestrians

MISCELLANEOUS

GRECTY Reconstruction This variable gives the type of reconstruction carried out.

GMISCE Textual Field (including Z-file)

This is a free field in which relevant (but non coded) information can be added. It can help explain the accident.

This field can also be used to explain a Z-value (other) coded elsewhere on the form. For example: let us suppose that the accident configuration, such as a collision between a car and a pedestrian, can not be coded with the LAB pictogram. The textual field should specify: GCONFT / Z: a car hit a pedestrian walking on the road.

This way of using the textual field, either for textual comments or Z-values, is common to all the forms in this questionnaire.

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2 Infrastructure information manuel

IDENTIFICATION

ACCNUM Accident Number The accident number is defined as follows: Country code / team code / ETAC survey accident number. DEKRA DD001 PAVIA IP001 CIDAUT SC001 IDIADA SI001 TNO NT001 IbB HI001 Rekonstrukcija SR001 CEESAR FC001

Example: FC for France / CEESAR / 001 for the accident number This code identifies the accident. This code is used on all the questionnaire forms to link the vehicles, infrastructures, occupants, reconstruction and images to an accident. The name of the Accident Number variable is identical on all forms.

VEHNUM ETAC vehicle number If only one vehicle is involved: 1 If several vehicles are involved: the 1st is 1, the 2nd is 2 …

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ROAD TYPE

IROATY Road Type (Country specific) A motorway/highway is a public road with dual carriageways, and at least two lanes in each direction, with entrance and exit sign posts. For example, in France these roads are generally signalized by a toll post and the speed limit is 130 km/h. A trunk road is a main road (departmental road), a secondary road outside cities (usually one lane in each direction). An express road is a road with central divider and a specific speed limit (in France this speed limit is generally 110 km/h). A service road is a road reserved for authorised personnel (Highway maintenance, police…) A lane, track or footpath is a longitudinal reserved path for pedestrians or bicycles.

Motorway/highway Express road

Trunk road

IURBRO Specificities concerning urban roads Crossing urban area is a road that crosses the town For transit (bypass) is a ring road around the town or a bypass for specific vehicles. Zone ≤ 40 km/h is a road with a localised speed limit Pedestrian area is a zone where vehicles are prohibited, except buses and delivery vehicles.

IREGRO Road access regulation

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IINST1 Specific installations (Choice #1) A bike lane is a specific lane reserved for bicycle traffic. It forms part of the roadway. A bike path is a specific path for bicycles and is generally separated from the roadway by a divider (grass, sidewalk, shoulder, ..).

Bicycle and pedestrian crossing Bicycle lane

ILOCA1 Location of the crash with respect to specific installations

IINST2 Specific installations (Choice #2)

ILOCA2 Location of the crash with respect to specific installations

IENGIN Specific type of engineering work and location Items have to be chosen whenever one of them is at the site of the accident or played a role in the accident, even though the accident did not really happen on the engineering work (less than 1 km ahead).

ILOENG Location with respect to engineering work

IENGEF Influence of the engineering work on the accident

ICOMME Comments

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ROAD RESTRICTIONS

IAUTHO Road-user authorised to use this road? This is to specify whether the road-user/vehicle combination or pedestrian had the right to use the road

IALLOW Road not allowed for This is a question which applies to all users on the concerned road and not only to the concerned user.

IWERES Weight Restriction (in tons; --.-) The decimal point (.) is part of the coding. For instance, if trucks weighing more than 3.5 tons are prohibited, the value “3.5” should be coded.

IHERES Height Restriction (in meters: -.-) The decimal point (.) is part of the codification. For instance if the road is restricted to vehicles less than 4 m high, the value “4.0” should be coded.

IWIRES Width restriction (in meters: -.-) The decimal point (.) is part of the codification. For instance if the road is restricted to vehicles less than 1.8 m wide, the value “1.8” should be coded.

ISPESC Legal speed limit at accident scene (for this road) This is the speed limit for the road (general regulation) regardless of special conditions. Even at a stop sign on a road limited to 90 km/h, 090 km/h should be coded regardless of the type of driver and vehicle. For German motorways without speed limits, code 000

ISPEAP Legal speed limit for the approach route (km/h) for this vehicle (car, truck, bus, 2 wheelers) and this driver. This variable takes into account the approach conditions. The last speed limit posted on the roadside should be coded unless this speed limit is incoherent with the general speed limit applicable on the approach route. In the case of a reduction in the speed limit (coming up to a junction, or because of road works for example), the general speed limit of the approach route is to be preferred to the reduced speed limit, as the latter does not represent traffic conditions on the approach route.

For example: 1 A vehicle leaves a highway (130 km/h limit in France) using a slip road with a decreasing speed limit (90/70/30 km/h). The accident occurs after the last speed limit road sign. Code 130 for ISPEAP and 030 for ISPESC.

2 The understanding of these variables with respect to speed limitations depends on the 4 elements: Infrastructure-Vehicle-Driver-Environment. For example, in the case of a driver who has just passed his driving test and is subject to a reduced maximum authorised speed, this lower value must be coded.

3 The same is true of reduced speed limits due to atmospheric conditions. The speed limit is sometimes reduced by ten or twenty kilometres per hour in the rain. This lower value must be coded.

4 If the approach route is in an urban area, with a speed limit of 50km/h, and the crash occurred outside the urban limits, where the speed limit is 90 km/h, code 50 for ISPEAP and 90 for ISPESC.

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ISPESP Legal speed limit at accident scene for trucks and buses (km/h) This is the speed limit with reference to the road, the type of trucks, the weight of the truck, and the load of the truck. The limited speeds are indicated on stickers applied to the rear of the truck. In France for example the stickers 60/80/90 means 90 for motorway /80 for national road and express road and 60 for other roads. You must code 90 an not 090.

FOR EXAMPLE : MAXIMUM SPEED AUTHORISED (French regulation)

Motorway Highway Other roads urban All vehicle PTAC disc disc disc or PTRA >3.5 tons 110 80 80 50 ≤12 tons 100 a > 12 tons 90 80 80 (truck solo) 50 60 (+trailer and semi trailer) Dangerous material Transport >3.5 tons 110 80 80 50 ≤12 tons 100 a >12 tons 80 60 without ABS to 60 50 70 with ABS

a: if central divider or main roads with European sign (square blue and white)

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ROAD GEOMETRY

Vertical signalization

Plots

Horizontal Signalization

Shoulders marks STOP

Central marks

Left shoulders Right shoulders

Roadway

IAPPRO What is the approach route like? This question must be answered, whatever the infrastructure type in the conflict zone. It specifies the general state of the approach route driven by the vehicle involved and gives information about the infrastructure before the accident zone

IGEOM1 Type of geometry at accident scene The infrastructure may include a curve and a junction at the same time or a straight road and a junction. In that case, the variable should be coded 31 (41). Item 5. “Near a junction” has to be chosen whenever a junction played a role in the accident, even though the accident did not happen at the junction. A small path joining a main road is not considered as a junction.

IGEOM2 Type of geometry during pre collision phases The infrastructure may include a curve and a junction at the same time or a straight road and a junction. In that case, the variable should be coded 31 (41). Item 5. “Near a junction” has to be chosen whenever a junction played a role in the accident, even though the accident did not happen at the junction. A small path joining a main road is not considered as a junction.

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ROAD DESCRIPTION

These items refer to the approach road. If the accident occurred at a junction, code the road before the junction. If the accident occurred before the junction, code the road before the crash zone.

The coded vehicle always travels on road 1 (including approach road for junctions)

If the vehicle is travelling along a straight road: code the approach roads 1 and 2 If the vehicle is at a junction or approaching a junction code the approach roads 1/2/3/4/5/6/7/8.

A roadway (see the diagram above) is the surfaced part of the road infrastructure on which a vehicle can travel or stop.

The following are considered as one way roads: (code direction 1 only) A road with a central divider (wall, barrier, wire rope…) A two-way road with a central divider more than 5 m wide (grass, gravel, plantations…) An urban one-way road (one or several lanes in the same direction) without oncoming traffic

Two-way roads include: (code directions 1 and 2) All roads with two directions and no central separator. All roads with two directions and a central divider less than 5 m wide (grass, gravel, plantations…)

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ITURL ITURR ILADI1 ILADI2 ILADI3 ILADI4 ILADI5 ILADI6 ILADI7 ILADI8 1 1 1 1 1 1 1 1 1 1 1 1

ITURL1 Turn left lane

ITURR1 Turn right lane

ILADI Total number of lanes in direction 1 (straight, turn left, turn right)

ILADI2 Number of lanes in direction 2

ILADI3 Number of lanes in direction 3

ILADI4 Number of lanes in direction 4

ILADI5 Number of lanes in direction 5

ILADI6 Number of lanes in direction 6

ILADI7 Number of lanes in direction 7

ILADI8 Number of lanes in direction 8

ISEPAR Directions separated by This variable deals with the direction divider and not with the roadways divider (in case of motorway for example). 0-Not Applicable should be used for a roadway with only one direction

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JUNCTIONS

The junction itself must not be coded. The codification concerns the roads leading up to the junctions (approach) on which the vehicles are travelling.

This part describes information about the junction which is common to all vehicles involved in the accident:

COMMON INFRASTRUCTURE

IJUNTY Type of Junction A railway crossing is considered as a junction between a road and a railway.

IJUNEF Did the Junction have an effect on the accident? Code 2. Yes, if it is presumed that the accident would probably not have happened if there was no junction.

This part describes the junction specificities as regards the coded vehicle:

SPECIFIC INFRASTRUCTURE

IJUNRI Right of way allocation at junction 1 Main: the vehicle is travelling on a main road (with priority signalisation or priority to the right) 2 Secondary: the vehicle is travelling on a road of secondary with a stop or give-way sign. 3 Right of way dependent on vehicle approach configuration: For example, the following case has to be coded 3. Vehicle B must give way to C but has right of way over A. Right of way depends on where the opponent vehicle is coming from.

A C

B

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JUNCTION REGULATION

IJUNRE Type of traffic exchange control at the junction for this vehicle This variable gives the specific regulation linked to the junction type and to the right of way signs.

ITRALI Function of traffic lights

IDIVCE Traffic island on user’s road Was there a traffic island on the coded vehicle’s road? This variable gives the type of road equipment.

CURVES

ROAD ALIGNMENT FOR A NORMAL CURVE OUTSIDE URBAN AREAS

A normal curve is not long, i.e. less than 1 000 meter radius on roads and less than 2 000 meter radius on motorways

ICURLO Location of the curve This variable indicates the degree of difficulty of the approach

ISTRLE Length of straight stretch or of easy stretch preceding the curve

CURVE DIMENSIONS

If ICURLO is coded 1 or 2, code 0-Inapplicable for preceding curve

A

B

Code the following items if ICURLO is coded 3

ICULEA/ICULEP Length The length of the curve is the distance developed between 2 points (A and B) considered to be the starting and the ending point of the curve. These points must mark a break in the radius of the curve.

ICURDA/ICURDP Mean Radius The reference is the radius along the curve AB.

ICUDIA / ICUDIP Curve Direction This is the direction of the curve for the coded vehicle.

IRDVAR Increase or decrease of the radius of the accident curve This variable indicates a change in the curve. If there is a decrease of the minimum radius on the second part of the curve (that is sometimes the case of small secondary roads, the road curve closes up), there is a difficulty.

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IBANCE Banking at centre of curve (in % with a + or -)

IBANOU Banking coming out of curve (in % with a + or -)

Road Centre line edge

+ - Centre line

For example, if the The banking is negative banking is 15 % code +15. when there is a slope going The banking is positive up from the edge of the when, in a cross section of road to the centre line of the road, there is a slope going down from the centre line of the road to the edge

ILOACC Location of the accident on curve (See pictograms below) Pictograms are coded following these conventions: 1st character: Shape of the curve L L-shaped curve C C-shaped curve (with a mid - straight part > 100 meters) S S-shaped curve (or series of curves)

2nd character: turning left L or right R

3rd character: position of the accident in the curve B Beginning of the curve F First curve M Middle S Second curve E End of the curve L Turning left R Turning right F and S only apply to C-shaped or S-shaped curves. In case of C-shaped curves, the first curve is the one before the straight part of the curve (length > 100 meters), and the second curve is the one after the straight part of the curve.

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CLB CLF CLM CLS CLE CRB CRF CRM CRS CRE

Radius > 100 m Radius < 100 m

LLB LLF LLE LRB LRF LRE

SLB SLF SLM SLS SLE SRB SRF SRM SRS SRE

ICUSI1 Road sign indicating the accident curve (choice #1)

Bend to left Bend to Double bend Slippery Speed limit post Blue or red right 1rst to right road arrow

ICUSI2 Road sign indicating the accident curve (choice #2)

ICUSI3 Road sign indicating for the accident curve (choice #3)

ICUSI4 Road sign indicating for the accident curve (choice #4)

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STRAIGHT LINES

For infrastructure configurations other than straight lines, the following variables must be coded 0. Non applicable.

ROAD ALIGNMENT FOR STRAIGHT ROAD OUTSIDE URBAN AREAS

This variable is important in the case of hypo vigilance for example. The road is easy and monotonous. It may also indicate cases where the driver performs non-driving tasks because the road layout is not considered dangerous.

ILENPR Length of straight stretch preceding scene of accident (in meters)

ILENTO Total length of straight stretch before and after the scene of accident (in meters)

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ROAD GEOMETRIC MEASUREMENT

roadway

bank shoulder ditch

roadway

Left edges Right edges

ROAD INCLINE

IPROFI Profile Vertical alignment of road (from the perspective of the vehicle’s original travelling direction)

Diagram B – Cross section of road showing definition of roadside/median sections

Roadway Roadside/median Roadside/median Roadway

A B C D D C B A

Roadway Elevation surface Elevation

Gradient Width Width Gradient Cross section of Roadway Roadway surface roadside/median Roadway edge line edge line

Roadway Roadside/median

A B

Roadway + surface

-

Roadway Gradient edge line

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DL IDESL4 ISURL4 IOBSL4 IWIDL4 IELEL4 IGRAL4 CL IDESL3 ISURL3 IOBSL3 IWIDL3 IELEL3 IGRAL3 BL IDESL2 ISURL2 IOBSL2 IWIDL2 IELEL2 IGRAL2 AL IDESL1 ISURL1 IOBSL1 IWIDL1 IELEL1 IGRAL1 Road way ISURO2 IOBRO2 IWIRO2 IELRO2 IGRRO2 Central IDESD1 ISURD1 IOBSD1 IWIDD1 IELED1 IGRAD1 divider Road way ISURO1 IOBRO1 IWIRO1 IELRO1 IGRRO1 AR IDESR1 ISURR1 IOBSR1 IWIDR1 IELER1 IGRAR1 BR IDESR2 ISURR2 IOBSR2 IWIDR2 IELER2 IGRAR2 CR IDESR3 ISURR3 IOBSR3 IWIDR3 IELER3 IGRAR3 DR IDESR4 ISURR4 IOBSR4 IWIDR4 IELER4 IGRAR4

IDESL1 TO IDESL4 IDESR1 TO IDESR4 • Use this table to describe the road and the layout of the roadside before the crash • The 1st character is for the section (A, B, C, D…); the second character is the side of the road for the considered vehicle (L for Left and R for Right). • The section closest to the roadway should always be entered as Section A. For example, Section A could be the recovery area, section B could be a concrete strip, C could be a grass embankment and D could be a ditch at the bottom of the embankment. AL for section A and Left side of the road; AR for section A and Right side of the road. • If the roadside has only 2 or even 1 section (e.g. a recovery area and/or grass embankment), only the text fields for sections A and B need to be completed.

ISURL1 TO ISURL4 ISURR1 TO ISURR4 ISURO1 TO ISUR02 ISURD1 Description – Use this text box to name the section of road (e.g. recovery area, embankment, footpath, and ditch).

IOBSL1 TO IOBSL4 IOBSR1 TO IOBSR4 IOBRO1 TO IOBRO2 IOBSD1 Surface material – The type of surface material for this section (e.g. grass, asphalt, gravel, concrete, paving etc...)

IWIDL1 TO IWIDL4 IWIDR1 TO IWIDR4 IWIRO1 TO IWIRO2 ISURD1

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Road side obstacle: the type of obstacle on the edges or on the road.

IELEL1 TO IELEL4 IELER1 TO IELER4 IELRO1 TO IELRO2 IELED1 Width – Horizontal width of the section in metres.

• Elevation – Vertical elevation of the section in metres. The measurement should be taken between the roadway edge line and the far edge of the section (i.e. the edge of the section furthest away from the roadway). If height of section is lower than roadway edge, it is a negative value (e.g. -4m).

IGRAL1 TO IGRAL4 IGRAR1 TO IGRAR4 IGRRO1 TO IGRRO2 IGRAD1 Gradient – Measured gradient of the section (in degrees). State whether negative or positive.

Roadway Grade (in % with a + or - before the figure)

For example, if the roadway grade is 7 % code +7. A positive grade is given for an uphill slope and a negative grade is given for a downhill slope.

Uphill Vehicle

Downhill o - Cross section

This following variable indicates the danger if the driver decides to escape an obstacle. The escaping area could be the left or right edges.

IDANGL Possible danger when using the escape area on the left side 1 No obstruction: the driver could use the escape area 2 Mobile obstruction same direction: for instance there is a 3 lanes road, 2 lanes in your direction and a car is overtaking you on your left side. You can’t use the second lane as an escape area. 3 Mobile obstruction other direction: for instance there is a 2 lanes road and a vehicle is coming from the opposite direction. You can’t use the other lane as an escape area. 4 Mobile obstruction multiple direction: There are vehicles in all directions. You have no escape area.

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5 Stationary obstruction: for instance you are overtaking a vehicle and an other vehicle is parked on the left roadside. You can’t use the edges of the road as an escape area.

IDANGR Possible danger when using the escape area on the right side 1 No obstruction: the driver could use the escape area 2 Mobile obstruction same direction: for instance there is a 3-lane road, 2 lanes in your direction and a car is overtaking you on your left side. You can’t use the second lane as an escape area. 3 Mobile obstruction other direction: for instance there is a 2-lane road and a vehicle is coming from the opposite direction. You can’t use the other lane as an escape area. 4 Mobile obstruction multiple direction: There are vehicles in all directions. You have no escape area. 5 Stationary obstruction: for instance you are overtaking a vehicle and an other vehicle is parked on the left roadside. You can’t use the edges of the road as an escape area.

ROAD SURFACE

IROAST Road state 1. Flat - normal road surface without defects 2. Lane grooves – longitudinal deformation caused by the passage of vehicles 3. Milled grooves – road surface is grooved 4. Washboard – transversal undulations 5. Pot-hole – damaged road surface with holes appearing. 6. Cross grooves is when vehicles compact the surface and the surface is no longer even.

IROACO Road Condition

ISURCO Condition of surface - Moist (not splashing) corresponds to water height between 0.1 mm to 1 mm - Wet (splashing) corresponds to water height between 1 mm to 10 mm - Submerged corresponds to water height between10 mm to 100 mm - Flooded corresponds to water height higher than 100 mm

These following variables must be specified by countries which have a lot of snow and ice: Thick ice Whirling or loose drifting snow over ice, ice barely visible Regular loose snow over ice Wet ice Mirror ice, thin ice membrane, black ice

IMAINT Latest maintenance activity These following variables must be specified by countries which have a lot of snow and ice maintenance: 1. Initial ploughing of thick snow and 2. Snow planning refers to the road maintenance activity of snowploughs.

IPOLLU Surface pollution

IWATER Drainage or water accumulation problems

IRSTCO Comments

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ROAD EQUIPMENT

HORIZONTAL ROAD MARKINGS

IMARKC Central markings Lane divider – white dotted lines separating lanes on dual carriageway. Centre line (unbroken or continuous) – Unbroken white lines separating lanes of traffic travelling in the opposite direction on single carriageway roads and used where overtaking is not allowed. Centre line (broken) – Broken white lines separating lanes of traffic travelling in opposite directions on single carriageway roads. Cats’ eyes – Reflective studs, visible at night, used to define traffic lane edges. Various types of cat's eye exist. In Britain white cat's eyes are used for the centre of a road, lane markings, or soft traffic islands. Red cat's eyes are placed along the hard shoulder of a motorway, and orange cat's eyes are placed along the edge of the central reservation. Green cat's eyes denote joining or leaving slip roads at junctions, and blue cat's eyes are used for police slip roads

IMARKS Were the shoulders marked? Rumble strip – “Tactile” painted line mainly used as carriageway edge line. Studs – Non reflective “tactile” markings used to define traffic lane edges. Cats’ eyes – Reflective “tactile” markings, visible at night, used to define traffic lane edges.

IMARKV Visibility of the road markings This refers to the general visibility of all the road markings of the zone and not only the central markings.

OTHER EQUIPMENT

IEQUI1 Was there any specific equipment on the road (Choice #1) Experts are asked to propose new modalities for this variable when necessary.

Raised pedestrian Chicane is a width Rumble strips are an edge border with crossing is a reduction of the lane or a bend of the road rugged surface in pedestrian crossing on (deviation of the order to warn the a raised surface in original direction) in driver of the deviation order to reduce the order to reduce speed of lane speed of the vehicle.

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IVERT1 List of vertical road signs (Annex II)

IEQUI2 Was there any specific equipment on the road (Choice #2)

IVERT2 List of vertical road signs

IEQUI3 Was there any specific equipment on the road (Choice #3)

IVERT3 List of the vertical road signs

IWORKS Were there road works or a road construction site?

IWORSI Road signs before road works

Works Bollards Red arrow Lane closer Lane closer left right

IWOSIT List of other temporary vertical sign

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TRAFFIC

ITRATO Average daily traffic volume This is the average number of motorised vehicles which go through the stretch of road per day.

ITRATR % of Truck traffic Given by national or local road equipment institutes. It is the truck traffic on this road near the crash site and in the same direction as the vehicle concerned. This percentage comes from vehicle count surveys, automatic counting systems or annual statistical methods.

ITRAPE Specific reasons for pedestrian or vehicle traffic This variable indicates the specific causes of increased pedestrian or vehicle traffic flow and relates to the difficulty of the driving task.

ITRADE Was there a traffic detour? This variable indicates whether the traffic was re-routed because of a special event. It does not mean that the driver, the rider or the pedestrian chose this route deliberately. It may indicate whether the driver knows the route or not.

ITRAHI Was there a hindrance to traffic flow? Road work, detour, road narrowed… This indicates the difficulty and the unusual character of the driving task

ITRAVA Most significant variation in the traffic density (at the time of the accident)

ISUACC Did the accident follow another accident?

ILEACC Did the accident lead to another accident?

ITRACO Comments/traffic

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CHANGES IN THE INFRASTRUCTURE

The following variables deal with changes in the infrastructure.

If there is no change, code 1. No change.

Furthermore, these variables do not describe the infrastructure itself (described above in the questionnaire) but only changes between the approach route and the pre collision area.

For example if the accident approach was a downhill slope but the conflict occurred on a flat profile, Variable IPROFI-Profile should be coded 3 (downhill), and variable IPROBK -Change in road profile should be coded 5.

IINFCH Was there an abrupt change in infrastructure or environmental conditions between the approach zone and the accident zone?

This is to specify whether there was a change in the infrastructure. For example the approach route is a motorway while the conflict zone is on an exit slip road. Another example is an approach route in rural areas while the zone of conflict is at the beginning of a built-up area. If there is no change in the infrastructure, code 1

CHANGES WITHIN THE ACCIDENT ZONE

This is to specify whether there was a change in the infrastructure within the accident zone (for example a narrowing of the road).

IPROBK Change in the road incline profile (see pictograms)

1. No Change 2 3 4 5 6 7

IWIDBK Change in the Carriageway width Width reduction or increase

IDIRBK Change in the number of directions Reduction or increase in the number of the lanes

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ILANBK Change in the number of lanes in the direction of the vehicle

2 3 4 5 6 7 8 9 10 11 12 13

ILADBK Change in lane directions (see pictograms)

2 3 4 5

IHORBK Change in the road central markings (see pictograms)

2 3 4 5 6 7 8 9 10 11

IEDRBK Change in the nature of the right shoulder: refers to question IDESR1 TO IDESR4

IEDLBK Change in the nature of the left shoulder: refers to question IDESL1 TO IDESL4

IWIRBK Change in the width of the right shoulder: refers to question IWIDR1 TO IWIDR4

IWILBK Change in the width of the left shoulder: refers to question IWIDL1 TO IWIDL4

ILERBK Change in the level between road and right shoulder: refers to question IELER1 TO IELER4

ILELBK Change in the level between road and left shoulder: refers to question IELEL1 TO IELEL4

ISHRBK Change in the road edges of the right shoulder: refers to question IDESR1 TO IDESR4

ISHLBK Change in the road edges of the left shoulder: refers to question IDESL1 TO IDESL4

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ISURBK Change in the road surfacing quality

ISUTBK Change in the type of surfacing: refers to question ISURO1 ISURO2

IDIVBK Change in the directions separator

ISTABK Change in the road state: refers to question IROAST

ILIGBK Change in road lighting

IBANBK Change in the banking of the curve: refers to question IBANCE / IBANOU

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GEOMETRICAL FIELD OF VISION

To be considered in optimum lighting conditions. It does mean that it is not necessarily connected with the visibility that the driver had while driving.

PERMANENT LATERAL VISIBILITY AT JUNCTION

ILAVID Length on opposing vehicle side (in meters) (if >300 code 998)

ILAVVIO Length on other side (in meters) (if >300 code 998) This geometrical distance must be filled in even though, at a junction, the vehicles were not coming from different branches or even though there was a pedestrian involved. It is a question of geometrical visibility. For a car driver: The distance to be completed is the direct diagonal distance for a subject's eye placed 4 meters behind the stop line or from the junction, and about 1 meter height from the ground (2.5m for a truck driver). This distance ILAVVIO depends on the configuration of the corner.

What is the maximum possible distance at which the driver can see the opposing vehicle?

C B A 4 meters

ILAVID = AC if the opposite vehicle was coming from the right. ILAVVIO = AB if the opposite vehicle was coming from the right. (B and C are situated in the middle of the opposing vehicle’s lane)

For a truck or a bus driver: you have to consider the average height above ground of the driver’s eyes.

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ILOVIS Minimum length of longitudinal visibility (in meters) (if >300, code 998)

The minimum length of longitudinal visibility should be considered for a subject’s eyes positioned 1 meter from the ground for a car driver and 2.5 m for a truck driver, 2 meters from the outer edge of the roadway. The target is 0.35 meters high.

On a straight line, this is the visibility distance straight ahead, without considering mobile obstructions such as other users. The visibility is here related to the road, not to what was visible for the driver at the time of accident.

At a junction, this is the distance between the junction and the point before the junction from where the junction can be detected.

In a curve, for a single vehicle accident, distance between the entry of the curve and the point before the curve from where the curve can be detected as a curve.

ILIMVI Limited visibility

IOBJVI Type of object (possible combination))

ILIMCO Comments / longitudinal visibility

LIMITATION TO VISIBILITY

ITEMVI Temporary limitation to visibility

IWEAVI Weather conditions / atmospheric conditions Visibility limitations in the line of sight (weather conditions)

ITEMCO Comments / temporary visibility

MISCELLANEOUS

IMISCE Textual Field (including Z-file)

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ANNEXE II : SIGNS (www.highwaycode.gov.uk)

WARNING SIGNS

MOSTLY TRIANGULAR

Distance to 'STOP' Crossroads Junction on bend T-junction Staggered junction line ahead ahead 1 2 3 4 5

THE PRIORITY THROUGH ROUTE IS INDICATED BY THE BROADER LINE.

Distance to 'Give Sharp deviation of Double bend first to Bend to right (or left Roundabout Way' line ahead route to left (or right left (symbol may be if symbol reversed) if chevrons reversed) reversed) 6 7 8 9 10

Uneven road Plate below some Dual carriage-way Road narrows on Road narrows on signs ends right (left if symbol both sides reversed) 11 12 13 14 15

Two-way traffic Two-way traffic Traffic signals Traffic signals not in Slippery road crosses one-way road straight ahead use 16 17 18 19 20

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Steep hill Steep hill School crossing Frail elderly people Pedestrians in road downwards upwards patrol ahead (some (or blind or disabled ahead Gradients may be shown as a ratio signs have amber as shown) i.e. 20% = 1:5 lights which flash when children are crossing) 21/22 23 24 25

Pedestrian crossing Traffic queues likely Cycle route ahead Side winds Hump bridge ahead 26 27 28 29 30

Worded warning Risk of ice Light signals ahead Level crossing with Level crossing sign at level crossing, barrier or gate ahead without barrier or airfield or bridge gate ahead 31 32 33 34 35

Level crossing Trams crossing Cattle Wild animals Wild horses or without barrier ahead ponies 36 37 38 39 40

Accompanied horses Quayside or river Opening or swing Low-flying aircraft Falling or fallen or ponies bank bridge ahead or sudden aircraft rocks noise 41 42 43 44 45

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Available width of headroom indicated Overhead electric Tunnel ahead Distance over cable; plate indicates which road humps maximum height of extend vehicles which can pass safely 46 47 48 49

Other danger; plate Soft verges Risk of grounding indicates nature of danger 50 51 52

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SIGNS GIVEN ORDERS

SIGNS WITH RED CIRCLES ARE MOSTLY PROHIBITIVE. PLATES BELOW SIGNS QUALIFY

THEIR MESSAGE.

Entry to 20 mph End of 20 mph zone School crossing Maximum speed limit National speed zone patrol 56 limit applies 53 54 55 57

Stop and give way Give way to traffic No vehicles except No entry for No right turn on major road bicycles being pushed vehicular traffic 60 58 59 61 62

No left turn No U-turns Give priority to No overtaking No motor vehicles vehicles from opposite direction 63 64 65 66 67

Manuelly operated temporary STOP and No buses (over 8 No cycling No towed caravans GO signs passenger seats) 68 69 70 71

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No vehicles carrying No vehicle or No vehicles over No vehicles over No vehicles over explosives combination of height shown width shown maximum gross vehicles over length weight shown (in shown tonnes) 72 73 74 75 76

No goods vehicles No waiting No stopping No stopping during Parking restricted over maximum gross (Clearway) times shown except to permit holders weight shown (in for as long as tonnes) except for necessary to set down loading and or pick up passengers unloading 80 77 78 79 81

Note: Although The Highway Code shows many of the signs commonly in use, a comprehensive explanation of our signing system is given in the Department's booklet Know Your Traffic Signs, which is on sale at booksellers. The booklet also illustrates and explains the vast majority of signs the road user is likely to encounter. The signs illustrated in The Highway Code are not all drawn to the same scale. In Wales, No stopping during bilingual versions of some signs are used including Welsh and English versions of period indicated place names. Some older designs of signs may still be seen on the roads. except for buses

SIGNS WITH BLUE CIRCLES BUT NO RED BORDER MOSTLY GIVE POSITIVE INSTRUCTION.

One-way traffic Ahead only Turn left ahead Turn left (right if Keep left (right if (note: compare (right if symbol symbol reversed) symbol reversed) circular 'Ahead only' reversed) sign) 82 83 84 85 86

Route to be used by Segregated pedal Minimum speed End of minimum Mini-roundabout pedal cycles only cycle and pedestrian speed (roundabout route circulation - give way to vehicles from the immediate right) 87 88 89 90 91

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Vehicles may pass Buses and cycles only Trams only Pedestrian crossing With-flow bus and either side to reach point over tramway cycle lane same destination 92 93 94 95 96

Contra-flow bus lane With-flow pedal cycle lane 97 98

VEHICLE MARKINGS

HAZARD WARNING PLATES

Certain tank vehicles carrying dangerous goods must display hazard information panels

The above panel will be displayed by The panel illustrated is vehicles carrying certain dangerous goods for flammable liquid. in packages Diamond symbols indicating other risks include:

Toxic substance Oxidising Non- flammable Radioactive Spontaneously combustible Corrosive substance compressed gas substance substance substance

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51 / 161 ETAC – Volume 3 – Data Manuel

3 Vehicle information manuel

3.1 Truck information manuel

IDENTIFICATION

ACCNUM Accident Number

The accident number is defined as follows: Country code / team code / ETAC survey accident number. DEKRA DD001 PAVIA IP001 CIDAUT SC001 IDIADA SI001 TNO NT001 IbB HI001 Rekonstrukcija SR001 CEESAR FC001

Example: FC for France / CEESAR / 001 for the accident number This code identifies the accident. This code is used on all the questionnaire forms to link the vehicles, infrastructures, occupants, reconstruction and images to an accident. The name of the Accident Number variable is identical on all forms.

VEHNUM ETAC vehicle Number If several vehicle of this type are involved, the 1st is the truck code 1, the second is 2 …

SEVERITY OF THE ACCIDENT FOR THIS VEHICLE

TFATNU Number of fatalities within 30 days

TINJNU Number of injured occupants within 30 days

TUNINU Number of uninjured occupants

These variables indicate the number of casualties or people involved in the coded vehicle and not in the accident.

GENERAL TECHNICAL INFORMATION

TMANUF Truck manufacturer

TMODEL Truck model type Commercial reference of the truck (found on the truck)

T1REGM Truck first registration: Month

T1REGY Truck first registration: Year

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TVINNU Vehicle Identification Number (V.I.N). The first twelve characters only are to be taken into account. You may find this number on the administrative papers of the vehicle or on a metal plate usually fitted on the driver’s side of the vehicle

TEURNU European Vehicle Codification Number. This codification is new. It came into practise in 1996 and applies only to new vehicles.

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TBODYT Body type

For instance:

Box Van Body Tilt jack Thermal-insulated van

Platform Tipper Tanker

Refuse collector Tautliner

Refuse collector

TCOLOR Predominating Colour of the trailer If there are several colours, only the main one is to be coded. The different colours can be specified in the textual field.

TSEADR Driver's seat side

TTRAIL Number of trailers or semi trailers coupled to the vehicle

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DESIGN SPECIFICATIONS

BRAKES OF THE VEHICLE

TBRASY Braking system medium

MANDATORY TECHNICAL CONTROL

TMANIN Was the mandatory inspection done?

TMANMO Number of months since the last inspection

INSPECTION CARRIED OUT BY THE CRASH INVESTIGATOR Do not confuse mandatory vehicle inspection and inspection carried out by the crash investigator

TINSTY Type of inspection

APPARENT CONDITION BEFORE THE ACCIDENT

TDEFOR Were there any important deformations from previous impacts? An important deformation is not necessarily a deformation, due to previous impacts, that could have played a role in the accident. This variable is supposed to simply give indication about the general state of the vehicle before the crash.

TMODI1 1st most important modification added to the vehicle (all modifications other than manufacturer’s specifications) If there are no modifications, the code is 1. No modifications (and not others combinations)

TMODI2 2nd most important modification added to the vehicle (Idem TMODI1)

TMODCO Comments for TMODI1 /TMODI2

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VEHICLE PARAMETERS

All design specifications must be given in millimetres (for distance) or in kg (for weight). Data must be provided for at most four axles: the first front axle and the last three rear axles

GENERAL INFORMATION

The following information is found printed on a small metal plate on the side of the truck.

TLENTO Vehicle length (mm) see the diagram below.

TTLONG Vehicle combined length (truck and trailer) (mm)

TWIDTH Vehicle width (mm) see the diagram below

TKERTO Empty weight of the vehicle (kg) The Empty weight is the complete vehicle dry weight plus the weight of the following elements:

- coolant; - fuel (tank filled to at least 90 % of the capacity specified by the manufacturer); - spare wheel(s); - fire extinguisher(s); - standard spare parts; - chocks; - standard tool kit.

The complete vehicle dry weight is the weight of vehicle with body, fitted with all electrical equipment and auxiliary equipment necessary for normal operation of the vehicle.

TLEGWV Gross Vehicle Weight Rating (GVWR) (kg) The maximum total vehicle weight (when loaded) that the vehicle is rated to safely carry.

TLEGWT Gross Combined Weight Rating (GCWR) (kg) GCWR is the entire weight of the vehicle with trailer including driver equipment fuel and payload.

Metallic plate: PV is the Empty weight; L is the length of the vehicle;

l is the width of the vehicle; S is the surface area of the vehicle

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THEIGHT Centre of gravity height for empty vehicle (from the ground) (mm)

TPOSCG Distance form the Centre of gravity to the 1st axle (mm)

For example:

d1.F1 = d2.F2 d1+d2 = w

F1 is the empty weight on the axle 1 F2 is the average empty weight on axles 2 and 3 CG is the evaluated position of the centre of gravity st d1 is the distance from the 1 axle to the CG nd d2 is the distance from the CG to the 2 axle. w is the wheelbase

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AXLE DESCRIPTION

VNAXLE Total number of axles

VOVHAN Front overhang (mm) See the diagram below

VAXLEN VTRACK TTWINT TAXLTY VLEAXLE VKWEIG TSUSPE VCOMMS 1 3 1 1 5 5 1 Text

One line is required per wheel

The track is the distance between the middle of the outer tyres of the axle concerned. The front overhang is the distance between the first axle and the front of the vehicle. There are twin tyres when tyres are very close to each other on a same axle.

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VAXLEN Axle number

VTRACK Track (mm) See the diagram above

TTWINT Twin tyres

TAXLTY Type of axle

VLEAXLE Wheelbase from previous axle (mm) See the diagram above VKWEIG Empty weight on this axle (kg)

TSUSPE Type of suspension

VCOMMS Comments

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TYRES AND WHEELS: DEFECTS

Only defects are coded. If there is no defect, don’t use the table. If there are defects, use one line per wheel. Identify the wheel with the axle number and the side of the wheel, interior or exterior.

VAXLEN VWHEES VWDIMC VWDEFE VWDEFI VWDEF1 VWDEF2 VWDEFC 1 1 Text 1 1 1 1 Text

VAXLEN Axle number The axle 1 is the front axle. The second axle from the front is 2…

VWHEEN Wheel side

VWDIMC Comments

VWDEFE Are there any defects or problems on the wheel (before impact)?

VWDEFI Influence of the defect or problem on the accident These questions are typically questions demanding an expertise or an analysis from the expert. Care should be taken when responding to this question. An explanation should also be given in the textual field to understand the way the retreaded tyres, loss of pressure or blow out had an effect on the accident.

VWDEF1 Influence of the defects or problem on stability?

VWDEF2 Influence of the defect or problem on the braking (friction)?

VWDEFC Comments on variable VWDEFE/I/1/2

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BRAKES AND SUSPENSION: DEFECTS Two rows per axle

Only defects are coded. If there are no defects, don’t use the table. If there are defects, use one line per wheel. Identify the wheel with the axle number and the side of the wheel, interior or exterior.

VAXLEN VWHEEN VSUSDE VSUSDT VBRADE VBRADT VCOMMS 1 1 1 1 1 1 Text

VAXLEN Axle number

VWHEES Wheel side

VSUSDE Suspension defects

VSUSDT Effect of suspension and shock absorption defects

VBRADE Brake defects

VBRADT Influence of the brake defect on the accident

VCOMMS Comments

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BUMPERS AND UNDERRUN PROTECTION

TBUMIN Is it believed that bumper had (or could have) an influence on the accident issue

TFUNIN Is it believed that front underrun protection had (or could have) an influence on the accident issue

TRUNIN Is it believed that rear underrun protection had (or could have) an influence on the accident issue

TSUNIN Is it believed that side underrun protection had (or could have) an influence on the accident issue

FRONT BUMPER

The front bumper is the beam behind the plastic cover. Usually it doesn’t cover the whole width of the truck but only between the 2 longitudinal beams.

Length Width

Height

Height from the ground

TBUFRW Front bumper: width (mm)

TBUFHE Front bumper: height (mm)

TBUFRL Front bumper: length (mm) This variable gives us the overlap of the bumper (generally between the 2 longitudinal beams of the truck) on the width of the front of the truck

TBUFRH Front bumper: Height from the ground There is the height from the bottom of the bumper to the ground.

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FRONT UNDERRUN PROTECTION FUP

The FUP is a new system fitted on some new trucks (Renault, DAF, Scania ) Two systems are already fitted: A flat beam used by Renault A cylindrical beam used by DAF

Length Width

Height

Height from the ground

Flat beam

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TFUPIN Front Underrun Protection: equipment and influence

TFUPDI Front Underrun Protection: Distance to the 1st axle (mm)

TFUPMA Front Underrun Protection: material

TFUPSH Front Underrun Protection: shape

TFUPCO Comments /FUP shape

TFUPWI Front Underrun Protection: width (mm)

TFUPHE Front Underrun Protection: height (mm)

TFUPLE Front Underrun Protection: length (mm)

TFUPHE Front Underrun Protection: height from the ground (mm) It is the height from the bottom of the FUP to the ground

TFUPCO Comments /FUP

REAR END PROTECTION

Rear bumpers are generally fitted on trucks except tippers, refuse collectors. You may find different systems. The most common rear bumpers are a square or cylindrical beam.

TREABU Rear end protection: equipment and influence

TBURET Rear end protection: Type

TBURED Rear end protection: Distance to the last axle (mm)

TBURES Rear end protection: shape

TBUREW Rear end protection: width (mm)

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TBURHE Rear end protection: height (mm)

TBUREL Rear end protection: length (mm)

TBUREH Rear end protection: Height from the ground

TBURCO Comments / rear end protection text

SIDE UNDERRUN PROTECTION

Flat beams

TSUNTY Side underrun protection type

TSUPIN Side underrun protection: presence and influence

TSUPHE Side protection: Height from the ground (mm)

TSUNCO Comments

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CAB DESIGN

TCABTY Type of Cab

Cab over engine Bonneted cab (regular)

TCABSY Cab size

Short cab Long cab

You may find medium cab in Mercedes manufacturer.

TCABMA Cab Material

SEAT

TSEATF Type of front driver and passenger seat

TSEATR Type of rear seat

Fixed seat Rotational seat

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STEERING

TSTEPO Power steering

TSTEDE Steering equipment defect

TSTEEF Effect on steering

INTERNAL EQUIPMENT

TINECD Radio / cassette / CD player

TINETE Telephone

TINECB CB

TINETV Television

TINEAC Air conditioning

TINEOT Other equipment: comments

TWHECO Specific controls at the wheel (possible combination) Specific controls at the wheel prevent the driver from releasing the wheel when searching for his driving controls. They are comfort controls and are also supposed to keep the driver's attention on the road.

ENGINE & TRANSMISSION

TGEARB Kind of gearbox

TTANKM Tank material

TPOWER Power source in use at time of the accident

TOILLE Fuel leak

TLEAKS Precrash leaks on vehicle

TLEAEF Effect of the leak on the accident

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WINDOWS AND VISION

TWINDS Type of windscreen

TWINPO Position of windscreen after crash

TWINCL Cleanliness of windscreen before the crash

TWINEF Effect of the cleanliness of windscreen on vision

TSUNLE Position of left sun visor

TSUNRI Position of right sun visor

MIRRORS AND DETECTION

Blind spots The blind spots are the areas around the truck which the driver cannot see.

TMIRES TMISI TMIEQU TMIRST TMICOM 1 1 1 1 1

TMIRES Side mirror type

TMISI Side 1. Driver 2. Passenger

TMIEQU Mirror system driver and passenger side (combination)

TMIRST State of the mirrors before the crash driver side and co-driver side:

TMICOM Comments

TOTHER Other Equipment

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LIGHTS

Example of type of headlights

Cleanliness of the rear lights

Dirty rear lights

THEADL Type of headlights

HALOGEN HEADLIGHTS: A type of headlight that produces more light than an ordinary headlight. A halogen bulb burns brighter because it has a thinner filament. To keep the filament from melting, however, the gas mixture inside the bulb is altered slightly by adding a small amount of halogen gas (bromine, chlorine, fluorine, iodine or astatine) and sometimes krypton. The gas reduces the gradual evaporation of the tungsten filament and increases its life.

THEAAD Headlight height adjustable

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VLIGUS VLIGCO VLICLL VLIGEF VVISEF VVICOM 2 1 1 1 1 text

Head light or headlamp is the main light in the front of the vehicle that illuminates the road in front of the vehicle at night.

Hazard lights: flashing lights activated to warn other drivers that the vehicle is stopped or moving slowly.

Fog lights: Auxiliary lights that provide a wider beam pattern than standard headlights. Fog lights are usually mounted lower than headlights to illuminate below fog and reduce reflected glare.

Driving lights: Auxiliary lights that extend the range of standard headlights. Driving lights have a narrower beam than headlights.

VLIGUS Use of lights at the beginning of the danger situation

VLIGCO Condition of lights before the crash

VLICLL Cleanliness of the lamps

VLIGEF Effect of lamps cleanliness or state for the driver

VVISEF Effect of lamps cleanliness or state for the opposite driver

VVICOM Comments

TVISCO Visibility of the vehicle. Was there a noticeable contrast between the vehicle and the environment? (for the other driver) The purpose of this question is to know whether the vehicle was conspicuous enough and could easily be seen in its environment. During day-time, vehicles with lights on will be coded 2. Yes. This variable must be coded 0. Non applicable for a single vehicle accident

TLICOM Comments lights

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LOAD

TYPE OF LOAD AND LOSS OF LOAD

Hanging Meat Loss of load (partially) Rolls of paper

In bulk load (potatoes) Wrapped boxes Other type of load Complete loss of load

OCNUM Number of occupants

TLOAOC Total weight of occupants (kg)

TLOATO Gross Vehicle Weight (GVW) (kg)

TLOAVE Total cargo weight (for this vehicle) (kg)

TLOAHE Load height (from the platform to the top of the load) (cm)

TLOACG Height of the centre of gravity of the load from the platform (cm)

TLOADA Hazardous load (Annex III)

TLOADI Load distribution

TLOATY Cargo type

TLPACK Cargo packaging

TLOAFI Cargo securing

TLOALO Loss of load during the crash (no loss: 0)

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TLOALO Cargo spillage

TLHAZS Cargo spillage hazards (safety and environment)

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TACHOGRAPH INFORMATION

Km/h

Reference line

Time

Tachographe (needle) Disc

There are two directives on working time that will affect drivers in the road transport sector.

The first is the Horizontal Amending Directive (2000/34/EC). This directive amends the main Working Time Directive and affects nearly everyone in the transport sector. Non-mobile workers in the road transport sector will be affected by all the provisions under this directive. However, only some of its provisions affect mobile workers.

The second directive (2002/15/EC), usually referred to as the "Road Transport Directive" (RTD) is specific to the road transport sector. It only affects mobile workers who participate in road transport activities covered by EU drivers' hours rules (Regulation (EEC) 3820/85). The European Member States have until 23 March 2005 to implement this directive into their national legislation.

Horizontal Amending Directive (HAD):

Four provisions will affect drivers who fall outside the scope of the sector specific directive - i.e. drivers of smaller vehicles and drivers of other vehicles that are exempt from the EU drivers' hours rules. These provisions are;

• the 48 hour average working week, • the requirement to have four weeks paid annual leave, • regular health checks for night workers, and • the need for "adequate rest".

Under this amending directive workers are allowed to opt-out of the 48 hour average working week. Mobile workers subject to the Road Transport Directive are only entitled to annual leave and health checks under the HAD.

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The Road Transport Directive (RTD):

In addition to the annual leave and health checks requirement the RTD introduces additional protection for mobile workers. Employees who fall within scope of the RTD will be covered by 23 March 2005 and self-employed drivers should be covered by 23 March 2009.

The main features of this directive are:

• Weekly "working time" is restricted to an average 48 hour week (normally calculated over 4 months) and a maximum 60 hours in any single week. • There is no "opt-out" for individuals wishing to work longer than an average 48 hour week, but break periods and 'periods of availability' do not count as working time. • Periods of availability include accompanying a vehicle on a ferry crossing and waiting for a vehicle to be loaded / unloaded. However, drivers need to be notified in advance about these periods (i.e. just before the start of the period in question), and their approximate duration. For mobile workers driving in a team, it includes time spent sitting next to the driver while the vehicle is in motion. • Night workers are limited to 10 hours work in each 24 hour period. • Night- time is defined as a period of at least 4 hours, between 00.00 and 07.00. Any work performed in this period triggers the 10 hour limit. • Derogations are available for Member States under the Road Transport Directive. Under certain circumstances, derogations can be permitted from the 10 hour daily limit for night work, and the reference period for the 48 hour average week can also be increased from 4 to 6 months. There is no derogation from the 60 hour maximum week. • Breaks Workers must have a break after 6 hours. A break of 30 minutes is required for 6-9 hours work; 45 minutes for over 9 hours. Breaks can be divided into 15 minute slots. Where mixed driving and other work is carried out, the break provisions under EU drivers' hours rules (EC/3820/85) take precedence. • Rest: Same as drivers' hours rules (EC/3820/85) or failing that, the AETR Agreement - but also applies to trainees. • Self-employed drivers who do not satisfy the criteria under the definition of the "self- employed driver" will be covered from 2009. Under this definition, self-employed drivers should have a "community licence or any other professional authorisation to carry out aforementioned transport.., are not tied to an employer by employment contract or by any other type of hierarchical relationship.., whose income depends directly on the profits made..., [and] has commercial relations with several customers". • Member States are required to introduce penalties that are "effective, proportional and dissuasive". • A consultation document on the RTD was published on 21 October 2003, along with a Regulatory Impact Assessment. Copies of these documents can be found under the heading of "consultation papers" on the DfT web site. The outcome of the consultation exercise will be published very shortly.

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The ESR (European Social Regulation 3820/85) is applicable to all truck drivers of vehicles with a gross weight over 3.5 tons when driven in an EU country. The regulation essentially concerns driving and rest times. The regulation obliges the driver to stop regularly in order to keep a good level of vigilance during driving periods.

o Total driving time cannot exceed 9 hours per day (TTACTD) with a maximum continuous driving period of 4h30 (TTACTC). o For each 4h30 period: 45 minutes of rest are required or 3x15-minute periods. o A minimum of 11 hours of daily rest are required.

o Weekly this represents max 45 hours of driving time (calculated over 2 weeks) and never more than 6 days consecutively without a rest of 45 hours.

All vehicles are equipped with a tachograph. This system measures driving time, stops and truck speed which are represented by a diagram on a disc. Each graduation corresponds to 5 minutes. Be careful to avoid inaccuracies when reading the disc.. Most current systems use a needle. The position of the needle is important for the accuracy of the reading. If the needle is above the reference line, the speed is over estimated. As of August 2004 all new vehicles over 3.5 tons will be fitted with an electronic tachograph.

TTACTY Type of tachograph

TTACMI Kilometrage written on the disc at the start of the trip (km)

TTACAM Kilometrage of the truck (odometer) at time of accident (km)

TTACLS Duration of last stop (last stop> 10 min) before the accident (minutes)

TTACET Time elapsed between last stop (last stop> 10 min) and the accident (minutes)

TTACDD Total driving time (minutes)

TTACAS Chart speed for last trip: average speed since the last stop (km/h)

TTACMS Chart speed for last trip: maximum speed since the last trip (km/h)

TTACTC Exceeding of driving time: Continuous (by default < 270 min ( min)

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ITS SAFETY SYSTEMS

The following variables specify whether the truck was equipped with such equipment. It is unlikely that many equipped vehicles will be included in this database as very few are currently equipped. If a vehicle is equipped, analysts should fill in or use these variables to analyse whether the system was fitted and working correctly.

TSSABS Anti lock braking system

TSSBRA Brake Assistance

TCSESP Stability control system (ESP…)

Electronic Stability Program (ESP), also known as Vehicle Dynamics Control (VDC), Electronic Skid Protection (ESP) and many other names, are electro-hydraulic systems that help control vehicles as they approach the limits of stability.

The system consists of an ECU (electronic control unit), an HCU (hydraulic control unit), an electrically driven hydraulic pump and a set of sensors. These sensors typically are: a steering wheel angle sensor, a wheel speed sensor for each wheel, a yaw rate sensor and a lateral acceleration sensor. These sensors provide information about the driving state of the vehicle so that the ESP system can activate the brake

In a typical event in which ESP comes into play, the driver decides that the vehicle is slightly too fast and wide in a corner, and so applies more steering lock. The front tyres, which are already heavily loaded laterally, supply a little more lateral force, but not enough for the driver, so he adds more steering lock. The ESP monitors the steering wheel angle and the vehicle's yaw velocity, and when the error between the two exceeds pre-programmed limits, it intervenes, and brakes the inner rear wheel (typically). This tends to cause the rear axle to slide outwards, hence pointing the nose of the vehicle tighter into the corner, which is what the driver wanted to do.

TSSASS Traction and stability control system

Traction Control is designed to prevent a vehicle's wheels from spinning on slippery surfaces. It shares many of the mechanical and electronic elements of anti-lock brakes. Each wheel "searches" for optimum traction several times a second and adjustments are made accordingly. All-speed traction control is designed to prevent wheel spin by reducing engine output in conjunction with electronic brake application. Traction Control is intended as a driver aid which allows a vehicle to make better use of available traction on slippery surfaces. Another system, traction assist, works below 25 mph. it is used primarily to avoid wheel spin while accelerating from a stop on slippery surfaces. This system does not reduce engine output, but relies on electronic brake application for spin control. How it works: A computer detects wheel spin by reading relative wheel speed difference between driven and nondriven wheels. Wheel spin is controlled by one or a combination of the following: · Brake application at one or more wheels · Closing the throttle · Retarding the spark · Fuel cutout · Leaner air/fuel ratio.These actions reduce the torque of any spinning wheel to improve traction

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TSSCRC Cruise control

TSSSPL Speed Limiter

TSSANC Headway detection

A Frontal Collision Warning or headway detection system warns the driver when it detects objects in the path of the vehicle; e.g., a vehicle slowing ahead. Some systems also apply braking to help avoid a collision. The collision warning system has several advantages over human performance in helping to avoid collisions. These include constant attention (e.g., to the vehicle ahead), and reacting more quickly to situations. How it works: The vehicle is fitted with a forward-looking sensor (such as radar or laser), similar to one used for Adaptive Cruise Control. A camera may also be used for additional input. The combined information provides a reliable picture of the road ahead, and may be used to support other functions such as vision enhancement.

TSSANC Inter-vehicle distance regulation or ACC

Adaptive cruise control (ACC) improves on traditional cruise control by allowing a vehicle to automatically follow another vehicle at a set distance. With ACC, the driver sets the system when his or her vehicle is at the desired interval from the lead vehicle. ACC maintains that spacing up to a maximum vehicle speed, also set by the driver. The driver must remain alert to override the system if necessary. When the distance to the lead vehicle and/or relative speed indicates a need for braking, some ACC concepts merely disengage the throttle (and enable a downshift) and give a warning to apply the brakes. Other concepts actually tap the brakes to warn the driver. When the lead vehicle changes lanes or exits and the road is clear, the ACC will accelerate to the set speed. How it works: When actuated by the driver, a microwave radar unit or laser transceiver on the front of the vehicle determines the distance to the vehicle ahead and relative speed. The computer continually adjusts the throttle (and brake tap system if so equipped). Braking can override the system at any time.

TSSNAV Navigation (GPS)

This kind of computer is a specific aid helping the driver in choosing his route by specifying the convenient street or road while driving by means of sketches and/or spoken advice.

In-vehicle navigation provides directions to a destination. Instructions can be delivered by voice, graphic icons such as arrows, a scrolling video map or a combination. To begin, the driver inputs a desired destination. The computer accesses a database and plans the route. Instructions are fed to the driver as the vehicle approaches pertinent intersections. if the driver deviates from the intended route, the computer selects an alternate route and delivers new instructions. How it works: For a navigation system to deliver timely instructions, the computer must know the location of the vehicle. Usually, a Global Positioning System (GPS) receiver in the vehicle is used for this. in some systems, dead reckoning is used, either on its own or in conjunction with GPS. Dead reckoning uses wheel speed sensors and/or accelerometers to infer vehicle movement and track the location of the vehicle. Dead reckoning, when used with GPS, improves accuracy and provides more precise route instructions than GPS alone. Once the current, or starting, point and destination are known, the computer accesses a street-map database to plan the route. The data can be stored on-board the vehicle in a CD-ROM or off-board 'in a remote computer. A potential advanced feature option is when up-to-the-minute traffic information is accessed from a central location to plan the best route.

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TSSROL Rollover warning

TSSROL Hypovigilance system

TSSACR Data recorder

TPREME Pressure measurement

MISCELLANEOUS

TMISCE Textual Field (including Z-file)

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ANNEX III

DIFFERENT SIGNS OF DANGER

Explosion risk

Compressed gas or liquid

Inflammable gas or liquid

Inflammable solid

Instantaneous inflammation of liquid or solid

Inflammable emanation of a solid or a liquid with water contact

Combustible or Organic Peroxide

Toxic material or gas

Polluted or putrescible material Radioactive material

Corrosive material or gas Diverse dangers

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3.2 Passenger cars or light utility information manuel

IDENTIFICATION

ACCNUM Accident Number

The accident number is defined as follows: Country code / team code / ETAC survey accident number. DEKRA DD001 PAVIA IP001 CIDAUT SC001 IDIADA SI001 TNO NT001 IbB HI001 Rekonstrukcija SR001 CEESAR FC001

Example: FC for France / CEESAR / 001 for the accident number This code identifies the accident. This code is used on all the questionnaire forms to link the vehicles, infrastructures, occupants, reconstruction and images to an accident. The name of the Accident Number variable is identical on all forms.

VEHNUM ETAC Vehicle Number If several vehicle of this type are involved, the 1st is the truck code 1, the second is 2 …

SEVERITY OF THE ACCIDENT FOR THIS VEHICLE

CFATNU Number of fatalities within 30 days

CINJNU Number of injured occupants (non fatalities)

CUNINU Number of uninjured occupants

These variables indicate the number of casualties or people involved in the coded vehicle and not in the accident.

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GENERAL TECHNICAL INFORMATION

CMANUF Manufacturer

CMODEL Car model type

C1REGM Car first registration: Month

C1REGY Car first registration: Year

CVINNU Vehicle Identification Number (V.I.N) The first twelve characters only are to be taken into account. You may find this number on the administrative papers of the vehicle or on a metal plate under the bonnet or on the door frame.

CEURNU European Vehicle Codification Number This codification is new. It came into practise in 1996 and applies only to new vehicles.

CBODYT Body type

CCOLOR Predominating Colour of the car If there are several colours, only the main one is to be coded. The different colours can be specified in the textual field.

CSEADR Driver's seat side

CTRAIL Trailer or semi trailer coupled to the vehicle

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DESIGN SPECIFICATIONS

MANDATORY TECHNICAL CONTROL Do not confuse mandatory vehicle inspection and inspection carried by the crash investigator

CMANIN Was the mandatory inspection done?

CMANMO Number of months since last inspection

INSPECTION CARRIED OUT BY THE CRASH INVESTIGATOR

CINSTY Type of inspection

APPARENT CONDITION BEFORE THE ACCIDENT

CDEFOR Were there any important deformations from previous impact? An important deformation is not necessarily a deformation, due to previous impacts, that could have played a role in the accident. This variable is supposed to simply give indication about the general state of the vehicle before the crash.

CMODI1 1st most important modification added to the vehicle (all modifications other than manufacturer’s specifications) If there are no modifications, the code is 1. No modifications (and not others combinations)

CMODI2 2nd most important modification added to the vehicle (Idem CMODI1)

CMODI3 Comments to CMODI1/2/3

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VEHICLE PARAMETERS

GENERAL INFORMATION

CLENTO Vehicle length (mm)

CWIDTH Vehicle width (mm)

CHEIGH Vehicle height (mm)

CTLONG Vehicle combined length (vehicle and trailer) (mm)

CKERTO Empty weight of the vehicle (kg)

The empty weight is the total vehicle dry weight plus the weight of the following elements:

- coolant; - fuel (tank filled to at least 90 % of the capacity specified by the manufacturer); - spare wheel(s); - fire extinguisher(s); - standard spare parts; - chocks; - standard tool kit. The total vehicle dry weight (empty weight) is the weight of vehicle with body, fitted with all electrical equipment and auxiliary equipment necessary for normal operation of the vehicle

CLEGWV Gross Vehicle Weight Rating (GVWR) (kg) The maximum total vehicle weight (when loaded) that the vehicle is rated to carry.

CLEGWT Gross Combined Weight Rating (GCWR) (kg) GCWR is the entire weight of the vehicle with trailer including driver, equipment, fuel and payload.

CHEIGHT Centre of gravity height for empty vehicle (from the ground) (mm)

CPOSCG Distance from the Centre of gravity to the 1st axle (mm) (d1) d1.F1 = d2.F2 d1+d2 = w

F1 and F2 are the empty weight on the axle 1 and 2 CG is the evaluated position of the centre of gravity d1 is the distance from the 1st axle to the CG d2 is the distance from the CG to the 2nd axle. w is the wheelbase

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AXLE DESCRIPTION

CNAXLE Number of axles

COVHAN Front overhang (mm)

VAXLNU CTRACK CLEAXLE CKWEIG CCOMMS 1 3 5 5 Text

The track is the distance between the middle of the outer tyres of the axle concerned. The front overhang is the distance between the first axle and the front of the vehicle. There are twin tyres when tyres are very close to each other on a same axle.

Front

COVHAN

CTRACK

TPOSC CLEAXLE G CTRACK

CG CLEAXLE

CTRACK

CTRACK CLEAXLE

Rear

CWIDT H

VAXLNU Axle number

CTRACK Track (mm)

CLEAXLE Wheelbase to next axle (mm)

CKWEIG Empty weight on this axle (kg)

CCOMMS Comments

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TYRES AND WHEELS: CHARACTERISTICS AND DEFECTS ONE LINE PER WHEEL

Only defects are coded. If there is no defect, don’t use the table. If there are defects, use one line per wheel. Identify the wheel with the axle number and the side of the wheel, interior or exterior. One line is required per wheel.

VAXLE VWHEE VWMAN VWTYP VWDIM VWDIM VWDEF N N U E E C T 1 1 Text Text 11 Text 1

VWDEF VWDEF VWDEF VWDEF I 1 2 C 1 1 1 Text

VAXLEN Axle number The axle 1 is the 1st axle. The second axle from the front is2…

VWHEEN Wheel number

VWDIMC Comments

VWDEFE Were there any defects or problems on the wheel/tyre before impact? These questions are typically questions demanding an expertise or an analysis from the expert. Care should be taken when responding to this question. An explanation should also be given in the textual field to understand the way the retreaded tyres, the loss of pressure, blow out had an effect on the accident.

VWDEFI Influence of the defect or problem on the accident

VWDEF1 Influence of the defect or problem on stability?

VWDEF2 Influence of the defect or problem on the braking (friction)?

VWDEFC Comments

BRAKES AND SUSPENSION: DEFECTS 2 LINES/AXLE

Only defects are coded. If there is no defect, don’t use the table. If there are defects, use one line per wheel. Identify the wheel with the axle number and the side of the wheel, interior or exterior.

VAXLEN VWHEES VSUSDE VSUSDT VBRADE VBRADT VCOMMS 1 1 1 1 1 1 Text

VAXLEN Axle number

VWHEES Wheel side

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VSUSDE Suspension defects

VSUSDT Effect of suspension and shock absorption defects

VBRADE Brake defects

VBRADT Influence of the brake defect on the accident

VCOMMS Comments

INTERNAL EQUIPMENT

CINECD Radio / cassette / CD player

CINETE Telephone

CINECB CB

CINEAC Air conditioning

CINEOT Other equipment: comments

CWHECO Specific controls at the wheel (possible combination)

MOTORISATION

CMOLOC Engine location

CMOTRA Type of transmission (in use at time of the accident)

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WINDOWS AND LIGHTS VISION / VISIBILITY

WINDOWS AND VISIBILITY

CWINDS Type of windscreen

CWINPO Position of windscreen after crash

CWINCL Cleanliness of windscreen before the crash

CWINEF Effect of the cleanliness of windscreen on vision

CSUNLE Position of left sun visor

CSUNRI Position of right sun visor

LIGHTS

CHEADL Type of headlights

HALOGEN HEADLIGHTS: A type of headlight that produces more light than an ordinary headlight. A halogen bulb burns brighter because it has a thinner filament. To keep the filament from melting, however, the gas mixture inside the bulb is altered slightly by adding a small amount of halogen gas (bromine, chlorine, fluorine, iodine or astatine) and sometimes krypton. The gas reduces the gradual evaporation of the tungsten filament and increases its life.

CHEAAD Headlight in height adjustable

VLIGUS VLIGCO VLICLL VLIGEF 2 1 1 1 2 1 1 1 2 1 1 1

Head light or headlamp is the main light in the front of the vehicle that illuminates the road in front of the vehicle during the night.

Hazard lights: flashing lights activated to warn other drivers that the vehicle is stopped or moving slowly.

Fog lights: Auxiliary lights that provide a wider beam pattern than standard headlights. Fog lights are usually mounted lower than headlights to illuminate below fog and reduce reflected glare.

Driving lights: Auxiliary lights that extend the range of standard headlights. Driving lights have a narrower beam than headlights.

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VLIGUS Use of lights at the beginning of the danger situation

VLIGCO Condition of lights before the crash

VLICLL Cleanliness of the lamps

VLIGEF Effect of lamps cleanliness or state for the driver

VLIGEF Effect of lamps cleanliness or state for opposite driver

CVISCO Visibility of the vehicle. Was there a noticeable contrast between the vehicle and the environment? (for the other driver) The purpose of this question is to know whether the vehicle was conspicuous enough and could easily be seen in its environment. During day-time, vehicles with lights on will be coded 2. Yes. This variable must be coded X. Non applicable for a single vehicle accident

CLICOM Comments / lights

SEATS

CCAPAC Authorized capacity

CSEARO Total number of rows

CSEAFR Type of front seats

CSEAR1 Type of 1st row of rear seats

CSEAR2 Type of 2nd row of rear seats

LOAD

CLOAPA Number of occupants

CLOAFR Total weight in front (cargo and occupant) (Kg)

CLOARE Total weight in rear (cargo and occupant) (Kg)

CLOARO Roof cargo (Kg)

CLOABA Trunk cargo (Kg)

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ITS SAFETY SYSTEMS

The following variables specify whether the car was equipped with such equipment. If a vehicle is equipped, analysts should fill in or use these variables to analyse whether the system was fitted and worked well.

CSSABS Anti lock braking system

CSSBRA Brake Assistance

CCSESP Stability control system (ESP…)

Electronic Stability Program (ESP), also known as Vehicle Dynamics Control (VDC), Electronic Skid Protection (ESP) and many other names, are electro-hydraulic systems that help control vehicles as they approach the limits of stability.

The system consists of an ECU (electronic control unit), an HCU (hydraulic control unit), an electrically driven hydraulic pump and a set of sensors. These sensors typically are: a steering wheel angle sensor, a wheel speed sensor for each wheel, a yaw rate sensor and a lateral acceleration sensor. These sensors provide information about the driving state of the vehicle so that the ESP system can activate the brake

In a typical event in which ESP comes into play, the driver decides that the vehicle is slightly too fast and wide in a corner, and so applies more steering lock. The front tyres, which are already heavily loaded laterally, supply a little more lateral force, but not enough for the driver, so he adds more steering lock. The ESP monitors the steering wheel angle and the vehicle's yaw velocity, and when the error between the two exceeds pre-programmed limits, it intervenes, and brakes the inner rear wheel (typically). This tends to cause the rear axle to slide outwards, hence pointing the nose of the car tighter into the corner, which is what the driver wanted to do.

CSSASS Traction and stability control system

Anti slide system or Traction Control is designed to prevent a vehicle's wheels from spinning on slippery surfaces. It shares many of the mechanical and electronic elements of anti-lock brakes. Each wheel "searches" for optimum traction several times a second and adjustments are made accordingly. All-speed traction control is designed to prevent wheel spin by reducing engine output in conjunction with electronic brake application. Traction Control is intended as a driver aid which allows a vehicle to make better use of available traction on slippery surfaces. Another system, traction assist, works below 25 mph. it is used primarily to avoid wheel spin while accelerating from a stop on slippery surfaces. This system does not reduce engine output, but relies on electronic brake application for spin control. How it works: A computer detects wheel spin by reading relative wheel speed difference between driven and nondriven wheels. Wheel spin is controlled by one or a combination of the following: · Brake application at one or more wheels · Closing the throttle · Retarding the spark · Fuel cutout · Leaner air/fuel ratio .These actions reduce the torque of any spinning wheel to improve traction.

CSSCRC Cruise control

CSSSPL Speed Limiter

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CSSANC Headway detection

Headway detection or Frontal Collision Warning system warns the driver when it detects objects in the path of the vehicle; e.g., a vehicle slowing ahead. Some systems also apply braking to help avoid a collision. The collision warning system has several advantages over human performance in helping to avoid collisions. These include constant attention (e.g., to the vehicle ahead), and reacting more quickly to situations. How it works: The vehicle is fitted with a forward-looking sensor (such as radar or laser), similar to one used for Adaptive Cruise Control. A camera may also be used for additional input. The combined information provides a reliable picture of the road ahead, and may be used to support other functions such as vision enhancement.

CSSANC Inter-vehicle distance regulation or ACC

Adaptive cruise control (ACC) improves on traditional cruise control by allowing a vehicle to automatically follow another vehicle at a set distance. With ACC, the driver sets the system when his or her vehicle is at the desired interval from the lead vehicle. ACC maintains that spacing up to a maximum vehicle speed, also set by the driver. The driver must remain alert to override the system if necessary. When the distance to the lead vehicle and/or relative speed indicates a need for braking, some ACC concepts merely disengage the throttle (and enable a downshift) and give a warning to apply the brakes. other concepts actually tap the brakes to warn the driver. When the lead vehicle changes lanes or exits and the road is clear, the ACC will accelerate to the set speed. How it works: When actuated by the driver, a microwave radar unit or laser transceiver on the front of the vehicle determines the distance to the vehicle ahead and relative speed. The computer continually adjusts the throttle (and braketap system if so equipped). Braking can override the system at any time.

CSSNAV Navigation (GPS)

This kind of computer is a specific aid helping the driver in choosing his route by specifying the convenient street or road while driving by means of sketches or spoken advices.

In-vehicle navigation provides directions to a destination. Instructions can be delivered by voice, graphic icons such as arrows, a scrolling video map or a combination. To begin, the driver inputs a desired destination. The computer accesses a database and plans the route. Instructions are fed to the driver as the vehicle approaches pertinent intersections. if the driver deviates from the intended route, the computer selects an alternate route and delivers new instructions. How it works: For a navigation system to deliver timely instructions, the computer must know the location of the vehicle. Usually, a Global Positioning System (GPS) receiver in the vehicle is used for this. in some systems, dead reckoning is used, either on its own or in conjunction with GPS. Dead reckoning uses wheel speed sensors and/or accelerometers to infer vehicle movement and track the location of the vehicle. Dead reckoning, when used with GPS, improves accuracy and provides more precise route instructions than GPS alone. Once the current, or starting, point and destination are known, the computer accesses a street-map database to plan the route. The data can be stored on-board the vehicle in a CD-ROM or off-board 'in a remote computer. A potential advanced feature option is when up-to-the-minute traffic information is accessed from a central location to plan the best route.

CSSROL Hypovigilance system

CSSACR Data recorder

CPREME Pressure measurement

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MISCELLANEOUS

CMISCE Textual Field (including Z-file)

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3.3 Bus and coach information manuel

IDENTIFICATION

ACCNUM Accident Number

The accident number is defined as follows: Country code / team code / ETAC survey accident number. DEKRA DD001 PAVIA IP001 CIDAUT SC001 IDIADA SI001 TNO NT001 IbB HI001 Rekonstrukcija SR001 CEESAR FC001

Example: FC for France / CEESAR / 001 for the accident number This code identifies the accident. This code is used on all the questionnaire forms to link the vehicles, infrastructures, occupants, reconstruction and images to an accident. The name of the Accident Number variable is identical on all forms.

VEHNUM ETAC vehicle number of this type If several vehicle of this type are involved, the 1st is the truck code 1, the second is 2 …

SEVERITY OF THE ACCIDENT FOR THIS VEHICLE

BFATNU Number of fatalities within 30 days

BINJNU Number of injured occupants (non fatalities)

BUNINU Number of uninjured occupants

GENERAL ADMINISTRATIVE & TECHNICAL INFORMATION

BMANUF Manufacturer

BMODEL Model type (commercial name)

BVEIDN Vehicle Identification Number (V.I.N)

BEUVIN European Vehicle Codification Number

BREGMO Month of first registration of the vehicle

BREGYE Year of first registration of vehicle

BNBLEV Type of coach

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BDRISE Driver's seat side

BCOLOR Predominating Colour of the motor vehicle

BPOWSO Power source in use at time of the accident

GEOMETRY

GENERAL INFORMATION

BLENTO Vehicle length (mm)

BWIDTH Vehicle width (mm)

BHEIGH Vehicle height (mm)

BTLONG Vehicle combined length (bus and trailer) (mm)

BKERTO Empty weight of the vehicle (kg)

BLEGWV Gross Vehicle Weight Rating (GVWR) (kg)

BLEGWT Gross Combined Weight Rating (GCWR) (kg)

BHEICG Centre of gravity height for empty vehicle (from the ground) (mm)

BPOSCG Distance from centre of gravity to 1st axle (mm) (see truck manuel form)

VEHICLE PARAMETERS AXLE DESCRIPTION

BNAXLE Total number of axles

BOVHAN Front Overhang (mm)

VAXLEN BTRACK BLEAXLE BKWEIG BCOMMS 1 3 5 5 Text

VAXLEN Axle number

BTRACK Track (mm)

BLEAXLE Wheelbase from previous axle (mm)

BKWEIG Empty weight on this axle (kg)

BCOMMS Comments

VEHICLE GENERAL TECHNICAL STATE

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MANDATORY TECHNICAL INSPECTION

BTECIN Was the mandatory inspection done?

BMANMO Number of months since last inspection

INSPECTION CARRIED OUT BY THE CRASH INVESTIGATOR

BTINTY Type of inspection

APPARENT CONDITION BEFORE THE ACCIDENT

BDEFPI Were there any important deformations from previous impacts?

BDEFP1 1st most important modification added to the vehicle (all modifications other than manufacturer’s specifications) If there are no modifications, the code is 1. No modifications (and not others combinations)

BDEFP2 2nd most important modifications added to the vehicle

BMODCO Comments BMODI1 and 2

LOAD DURING TRIP

AUTHORIZED CAPACITY

BCAPAC Authorized capacity

BCAPST Authorized stand up occupant capacity

REAL CAPACITY

BCAPL1L Number of seats 1st floor

BCAPL2L Number of seats 2nd floor

BNBOC1 Number of occupants 1st floor

BNBOC2 Number of occupants 2nd floor

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LOAD

BOCWEI Total weight of occupants (kg)

BLOAVE Total cargo weight (for this vehicle) (kg)

BLOATO Gross Vehicle Weight (GVW) (kg)

TACHOGRAPH INFORMATION (see truck manuel form)

BTACTY Type of tachograph

BTACMI Kilometrage written on the disc at the start of the trip (km)

BTACAM Kilometrage of the truck (odometer) at time of accident (km)

BTACLS Duration of last stop (last stop> 10 min) before the accident (minutes)

BTACET Time elapsed between last stop (last stop> 10 min) and the accident (minutes)

BTACDD Total driving time (minutes)

BTACAS Average speed since the last stop (km/h)

BTACMS Maximum speed since the last stop (km/h)

BTACTC Exceeding of driving time: Continuous (by default < 270 min ( min)

MISCELLANEOUS

BMISCE Textual Field (including Z-file)

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3.4 Two-wheelers information manuel

IDENTIFICATION

ACCNUM Accident Number

The accident number is defined as follows: Country code / team code / ETAC survey accident number. DEKRA DD001 PAVIA IP001 CIDAUT SC001 IDIADA SI001 TNO NT001 IbB HI001 Rekonstrukcija SR001 CEESAR FC001

Example: FC for France / CEESAR / 001 for the accident number This code identifies the accident. This code is used on all the questionnaire forms to link the vehicles, infrastructures, occupants, reconstruction and images to an accident. The name of the Accident Number variable is identical on all forms.

VEHNUM ETAC vehicle number

SEVERITY OF THE ACCIDENT FOR THIS VEHICLE

WFATNU Number of fatalities within 30 days

WINJNU Number of injured occupants (non fatalities)

WUNINU Number of uninjured occupants

GENERAL INFORMATION

WGITYP Type of two-wheeler

WGICOL Predominating colour

WGILIG Lighting

WGINBA Total Number of adults on the two-wheeler

WGINBC Total Number of children on the two-wheeler

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BICYCLES ONLY

WBYTYP Type of Bicycle

WBYBRA Condition of the brakes

WBYLIG Lights

WBYPED Pedal reflectors

WBYFRE Front reflector

WBYRRE Rear reflector

WBYSAP Safety pennant

MOTORCYCLES ONLY

WMCMAN Manufacturer

WMCMOD Model type (commercial name)

WMCSTY Motorcycle Style

WMCCAP Capacity (cc)

WMCKIL Kilometrage recorded or estimated from odometer (km)

WMC1RM Date of first registration: Month

WMC1RY Date of first registration: Year

WMCBRA Kind of braking system

WMCTYD Influence of tyres defects

WMPSYM Mechanical problems: Symptom of problem

WMPSOU Source of problem

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GENERAL CARACTERISTICS

WGCOCW Occupant total weight (kg)

WGCCRW Total crash weight (kg)

WGCWHB Wheelbase (mm)

WGCLEN Length (mm)

WGCHEI Height (distance between ground and saddle) (mm)

DEFORMATIONS CLASSIFICATION

WDEFCL Motorcycle main collision contact code

MISCELLANEOUS

WCOMME Textual Field (including Z-file)

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3.5 Trailer information manuel

IDENTIFICATION

ACCNUM Accident Number

The accident number is defined as follows: Country code / team code / ETAC survey accident number. DEKRA DD001 PAVIA IP001 CIDAUT SC001 IDIADA SI001 TNO NT001 IbB HI001 Rekonstrukcija SR001 CEESAR FC001

Example: FC for France / CEESAR / 001 for the accident number This code identifies the accident. This code is used on all the questionnaire forms to link the vehicles, infrastructures, occupants, reconstruction and images to an accident. The name of the Accident Number variable is identical on all forms.

VEHNUM Trailer Number If several vehicle of this type are involved, the 1st is the truck code 1, the second is 2 …

ATTNUM Attached to ETAC vehicle Number

GENERAL TECHNICAL INFORMATION

TRMANU Trailer manufacturer

TRMODE Trailer model type

TRREMO Trailer first registration: Month

TRREYE Trailer first registration: Year

TRCOLO Predominating Colour of the trailer

TRTYPE Trailer type

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TRBODY Body of the trailer

For example:

Tipper Thermal-insulated van Tautliner

Tilt jack Box Van Body Refuse collector

Tank Platform

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DESIGN SPECIFICATIONS

TRBRAK Trailer brake

TRBRRE Trailer brake pressure regulation

MANDATORY TECHNICAL CONTROL

TRMANI Was the mandatory inspection done?

TRMANM Number of month since last inspection

INSPECTION CARRIED OUT BY THE CRASH INVESTIGATOR

TRINST Type of inspection

TRAILER PARAMETERS

The following information is found printed on a small metal plate on the right side of the trailer.

VEHICLE PARAMETERS

TRLENT Trailer length (mm)

TRWIDT Trailer width (mm)

TRHEIG Trailer height (mm)

TRKERT Empty weight of the trailer (Kg) The Empty weight is the complete vehicle dry weight plus the weight of the following elements:

- spare wheel(s); - fire extinguisher(s); - standard spare parts; - chocks; - standard tool kit.

The complete vehicle dry weight is the weight of vehicle with body, fitted with all electrical equipment and auxiliary equipment necessary for normal operation of the vehicle.

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Metal plate: PV is the Kerb weight; L is the length of the vehicle; l is the width of the vehicle; S is the surface area of the vehicle

TRPLFR Height under platform at front (mm)

TRPLRE Height under platform at rear (mm)

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AXLE DESCRIPTION

VNNAXL Total number of axles

VOVHAN Front Overhang (mm)

VAXLEN VTRACK TTWINT VLEAXL VKWEIG TSUSPE VCOMMS 1 3 1 5 5 1 Text

VAXLEN Axle number

VTRACK Track (mm)

TTWINT Twin tyres

VLEAXL Wheelbase to next axle (mm)

VKWEIG Empty weight of this axle (kg)

TSUSPE Type of suspension

VCOMMS Comments

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COUPLING DEVICE

TRHIDE Coupling device / Hitching system

The distance is to be measured from the trailer to the truck. Therefore, in case 1, A is positive and B negative. In case 2, A is still positive but B is positive.

A A B (-)

B (+)

Case 1 : tractor + semi trailer Case 2 : truck + trailer

TRDRAL Draw bar length (mm)

TRDRAO Hitch overhang (mm) / Distance from hitch to 1st axle A

TRHIRT Distance from hitch to rear of the truck B (mm)

TRHIHE Hitch height from the ground (mm)

TRHIFR Separation of hitch coupling system

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TYRES AND WHEELS: DEFECTS

Only defects are coded. If there is no defect, don’t use the table. If there are defects, use one line per wheel. Identify the wheel with the axle number and the side of the wheel, interior or exterior. One line is required per wheel.

VAXLEN VWHEEN VWDIMC VWDEFE VWDEFI VWDEF1 VWDEF2 VWDEFC 1 1 Text 1 1 1 1 Text

Front

TRVHO TRTRAC

TRLEAX TRTRAC

TRLEAX TRLENT TRTRAC

TRTRAC TRLEAX

TRWIDT

Rear

VAXLEN Axle number

VWHEEN Wheel side

VWDEFE Are there any defects or problems on the wheel (before impact)?

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VWDEFI Influence of the defect or problem on the accident These questions are typically questions demanding an expertise or an analysis from the expert. Care should be taken when replying to this question. An explanation should also be given in the textual field to understand the way the retreaded tyres, the loss of pressure and blow out had an effect on the accident

VWDEF1 Influence of the defects or problem on stability?

VWDEF2 Influence of the defect or problem on the braking (friction)?

BRAKES AND SUSPENSION: DEFECTS

Only defects are coded. If there are no defects, don’t use the table. If there are defects, use one line per wheel. Identify the wheel with the axle number and the side of the wheel, interior or exterior.

VAXLEN VWHEEN VSUSDE VSUSDT VBRADE VBRADT 1 1 1 1 1 1

VAXLEN Axle number

VWHEEN Wheel side

VSUSDE Suspension defects

VSUSDT Effect of suspension and shock absorption defects

VBRADE Brake defects

VBRADT Influence of the brake defect on the accident

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UNDERRUN PROTECTION

TRRUNI Is it believed that rear underrun protection had (or could have) an influence on the accident outcome?

TRSUNI Is it believed that side underrun protection had (or could have) an influence on the accident outcome?

REAR END PROTECTION

Rear bumpers are generally fitted on trucks except tippers and refuse collectors. You may find different systems. The most common rear bumpers are square or cylindrical beams.

Length Width

Height

Height from the ground

TREABU Rear end protection: presence and influence

TRBURE Rear end protection: Distance to the last axle (mm)

TRBURE Rear end protection shape

TRBURE Rear end protection: shape

TRBURE Rear end protection: width (mm)

TRBURH Rear end protection: height (mm)

TRBULE Rear end protection: length (mm)

TRBUHG Rear end protection: Height from the ground

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SIDE UNDERRUN PROTECTION

beams

TRSUPI Side Underrun Protection : presence and influence

TRSUNT Side underrun protection type

TRSUPI Side underrun Protection: presence and influence

TSUPHE Side protection: Height from the ground (mm)

TRSUNCs Comments

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LOAD CARGO

Type of load and losses

Hanging Meat Loss of load (partially) Rolls of paper

In bulk load (potatoes) Wrapped boxes Other type of load Complete loss of load

TRLOAV Total cargo weight for this vehicle (kg)

TRLOAH Load height (from the platform to the top of the load) (cm)

TRLOAC Height of the centre of gravity of the load from the platform (cm)

TRLOAD Hazardous load

TRLOAD Load distribution

TRLOAT Cargo type

TRPACK Cargo packaging

TRLOAF Cargo securing

TRLOAL Cargo spillage

TRLHAZ Cargo spillage hazards (safety and environment)

MISCELLANEOUS

VCOMMS Textual Field (including Z-file)

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4 Participant information manuel (including the driver or the rider and the pedestrian)

4.1 Participant information manuel

IDENTIFICATION

ACCNUM Accident Number

The accident number is defined as follows: Country code / team code / ETAC survey accident number. DEKRA DD001 PAVIA IP001 CIDAUT SC001 IDIADA SI001 TNO NT001 IbB HI001 Rekonstrukcija SR001 CEESAR FC001

Example: FC for France / CEESAR / 001 for the accident number This code identifies the accident. This code is used on all the questionnaire forms to link the vehicles, infrastructures, occupants, reconstruction and images to an accident. The name of the Accident Number variable is identical on all forms.

VEHNUM ETAC vehicle number

OCCNUM Participant number

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LOCATION

OLOOCT Type of road user

OLOOCP Participant position for motorcycle, rider = 1, 1st passenger=2 for pedestrian OLOOCP=0 for car and truck see the diagram below: for example, the left passenger of the row 1 is OLOOCP = 1 for standard buses see the diagram below: for example, the passenger seated on the left seat of the row 1 is coded OLOOCP =1.

For car and truck passengers:

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For bus passengers:

STANDARD BUS (ONE LEVEL OR MINIBUS)

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DOUBLE DECKER BUS

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OLOOCS Side seated

OLODIR Direction of the seat

PERSONAL STATUS

OPSSEX Sex / Pregnancy

OPSAGY Age: Number of years

OPSAGM Age: Number of months This is this age of the occupant and not his (her) date of birth

OPSTAL Height of participant [cm]

OPSWEI Weight of participant [kg]

FOUR-WHEELER + VEHICLE OCCUPANT REPORT (SECONDARY SAFETY)

OREEJE Ejected / Trapped

OREEJT Ejection zone

OREFAD Frontal Airbag deployment

ORELAD Lateral Airbag deployment

OREWAD Inflatable curtain deployment

ORESBT Seat belt type

ORESBF Special features regarding seat belt

ORESUO Use of seat belt as stated by the vehicle occupant

ORESUE Use of seat belt in the expert's opinion

ORETRU Additional occupant loading by the rear occupant or the load

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CHILD RESTRAINT DATA COMPLEMENT (SECONDARY SAFETY)

To be completed only if the occupant is a child. See the guidelines and especially the illustrations for a comprehensive understanding of child restraint systems.

OCRMOD Child restraint model

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OCRORI Restraint orientation

OCRATT Child restraint system attachment to the vehicle

OCRCHI Restraint of the child

TWO-WHEELER OCCUPANT

OTWCOL Colour of the clothes

OTWSP_1 OTWSP_2 OTWSP_3 OTWSP_4 Special clothes

OTWHEO Use of helmet as stated by the person concerned

OTWHET Type of Helmet

OTWHEE Use of helmet in the expert's opinion

OTWWNC Incorrect wearing: explanation

PEDESTRIAN

PCOLOR Visibility of clothes in darkness

PDIREC Pedestrian direction relative to vehicle

The direction is stated according to the clock hand system. The pedestrian is at the centre of the clock. If the pedestrian travels in the same direction as vehicle, he/she is struck by the rear, code 06; if the pedestrian is hit by the left, code 08 or 09 or 10…

PTHRDI Pedestrian projection distance (in meters)

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INJURY REPORT FOR PARTICIPANTS

OIRSTA Trauma status

OIRHOS Number of days in hospital

OIRIN_1 OIRIN_2 OIRIN_3 Injury information source

AIS 98 CODIFICATION

In the AIS dictionary, each injury description is assigned a unique 6-digit numerical code, followed by the AIS code indicating the severity of the injury.

N° R T S N AIS Aspect CONT_1 CONT_2 Comments (-) (-) (-) (--) (--) (-) (----) (--) (--) 1 2 … … … … … … … … … …

R Body Region

T Type of Anatomic structure

S Specific Anatomic Structure Vessels, Nerves, Organs, Bones, Joints (are assigned consecutive 2 digit numbers beginning with 02)

N Level Specific injuries are assigned consecutive two-digit numbers beginning with 02.To the extend possible, within the organizational framework of the AIS, 00 is assigned to an injury NFS as to severity or where only one injury is given in the dictionary for that anatomic structure.99 is assigned to an injury NFS as to lesion or severity.

AIS AIS Code

Abbreviated Injury Scale (AIS) 1990 - Update 98

The AIS was developed to provide researchers with a simple numerical method for ranking and comparing injuries by severity, and to standardize the terminology used to describe injuries. The AIS is universally accepted as the foundation of injury severity scaling systems. AAAM's Committee on Injury Scaling is the parent organization of the AIS.

The following improvements have been incorporated:

Extensive rules and specific instructions throughout the dictionary which adhere to standardized coding principles

• Clarification of the rules for calculating the Injury Severity Score when external injuries occur • Inclusion of the Organ Injury Scale (OIS) grading system developed by the American Association for the Surgery of Trauma where these scores have appropriate matches

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to existing injury descriptions in the dictionary to facilitate wider application in clinical research

Each team must buy the AIS 98 version (paper form) with AAAM.

CONT_1 Impact zones (see Annex IV)

CONT_2

OCOMME comments

MISCELLANEOUS

OMIIMS Which impact number (in the chronological order) produced the most severe injuries?

OMICOM Textual Field (including Z file)

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ANNEX IV: IMPACT ZONES

+ Cockpit forward part A1: Front pillar A2: Windscreen upper header A3: Windscreen lower header A4: Sun visor A5: Interior rearview mirror + Windscreen upper bay console A6 Upper console frame A7: Upper console element (radio, ledge...) + Instrument panel - dashboard A8: Aeration grille A9: Dashboard (upper face) A10: Dashboard (vertical face) A11: Dashboard (lower face) A12: Glove box A13: Ash-tray A14: Electrical switch A15: Onboard radio and CB radio A16: Gear change lever + Under instrument panel A17: Handbrake A18: Heating ducts A19: Gear change lever + Steering wheel - steering column A20: Steering wheel rim A21: Steering wheel arm A22: Steering wheel hub A23: Horn A24: Gear change lever A25: Steering anti-theft lock A26: Ignition key A27: Steering column trim A28: Airbag + Floor A29: Central console (including incorporated elements) A30: Pedal gear A31: Gear lever A32: Parking brake lever A33: Foot-rest bar (passenger’s side) + Cockpit side A34: Middle pillar A35: Door handle A36: Window winder handle A37: Arm-rest A38: Window upper frame A39: Window lower frame A40: Window vertical frame A41: Door panel

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+ Windows A42: Windscreen A43: Front side window + Cockpit rear A44: Cab rear panel A45: Top bunk A46: Bottom bunk + Roof A47: Duplex opening frame A48: Roof + Cockpit interior A49: Seat back A50: Head-rest A51: Transported object not retained A52: Other occupant A53: Rigid seat belt component A54: Seat belt strap + Others A55: External object A56: External surface of vehicle (ejection)

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4.2 Driver or rider information manuel

IDENTIFICATION

ACCNUM Accident Number

The accident number is defined as follows: Country code / team code / ETAC survey accident number. DEKRA DD001 PAVIA IP001 CIDAUT SC001 IDIADA SI001 TNO NT001 IbB HI001 Rekonstrukcija SR001 CEESAR FC001

Example: FC for France / CEESAR / 001 for the accident number This code identifies the accident. This code is used on all the questionnaire forms to link the vehicles, infrastructures, occupants, reconstruction and images to an accident. The name of the Accident Number variable is identical on all forms.

VEHNUM ETAC vehicle number

OCCNUM Occupant number

DRESPO Responsibility in the accident

PERSONAL STATUS

DPSNAT Nationality (See Annex I)

DPSFAM Current family status

DPSPRO Profession

DPSPRF Is the driver or the rider a professional driver? A professional driver is a driver who drives a vehicle for his job (taxi driver, truck driver, ambulance driver, state trooper...) and not a driver who often uses his vehicle for his (her) occupation such as a salesman.

DPSCPS Current Professional status Item 1. Working does not mean that the driver was working at the time of accident. It means that the driver or the rider was employed (N.B. vacation periods are coded differently)

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LONG TERM AND SHORT TERM ILLNESS

It must be pointed out that the following variables deal with long term illness and not with short term illness that are to be reviewed later on the questionnaire. For instance, Variables DLTIL_1 DLTIL_2 DLTIL_3 Insomnia Headache means that the driver or the rider suffers insomnia or headache as a long term illness and not temporarily at the moment of the accident.

These variables indicate the state of health of the driver or the rider.

DLTIL_1 DLTIL_2 DLTIL_3 Long term illnesses, injuries or inadequacies

DLTEFF Did long term illness play any role in the accident occurrence? This variable is stated by the investigator. If an interesting explanation of the role of the long term illness exists, the investigator can specify this explanation in the textual field.

SHORT TERM ILLNESSES, INJURIES OR INADEQUACIES

DSTILL Short Term illness Deals with the health of the driver or the rider at the moment of the accident

DSTEFF Did short term illness play any role in the accident occurrence? This variable is stated by the investigator. If an interesting explanation of the role of the short term illness exists, the investigator can specify this explanation in the textual field.

DSTMED Had the driver or the rider been taking medication within the last three days?

DSTME_1 DSTME_2 What was the effect of this medication on the driver or rider? These items concern well-known effects for the type of medication taken. They are not effects stated by the driver or stated by the investigator.

DSTOPH Did the driver or the rider have special sight problems related to driving?

DSTSPN Spectacles needed This variable shows whether the driver or the rider usually needs glasses to see regardless of whether he was wearing them at the time of the accident. Short sighted glasses: to be able to see at close range Long sighted glasses: to be able to see at a long distance

DSTSPU Use of spectacles during the accident

DSTOPP Is it believed that a sight problem played a role in the accident?

DSTHEP Is it believed that a hearing problem played a role in the accident? These variables are stated by the investigator. If an interesting explanation of the role of the long term illness exists, the investigator can specify this explanation in the textual field.

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STATE OF THE DRIVER OR RIDER

DSTACT Activity of the driver or the rider on the day of accident

DSTSTA State of the driver or the rider just before the impact Stated by the driver or the rider himself (herself)

DRIVING LICENCE

DLISTA Driver's licence status For the category of vehicle involved.

DDLLI_1 DDLLI_2 DDLLI_3 DDLLI_4 Driver’s licence qualification

DDLLD_1 DDLLD_2 DDLLD_3 DDLLD_4 Driver’s licence date of issue (dd/mm/yyyy)

DDLCOD Complementary driver training during the last two years Driving training is different from the initial driving training that can precede the driving licence exam. It is for example special driving courses proposed to experienced drivers.

DDLCOC If yes, describe

DDLINJ Special conditions for driving licence

DRIVING EXPERIENCE

DDEKIL Number of kilometres driven for the last year with this category of vehicle (in thousand km)

DDECAT How often is this category of vehicle used?

DDECON Ownership of the vehicle involved

DDEPUY Number of years since purchase

DDEPUM Complementary number of months since purchase

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NUMBER OF PREVIOUS ACCIDENTS (ALL VEHICLE CATEGORIES) WITHIN THE LAST FIVE YEARS

DDENGI Not at fault, personal injury accidents

DDEGUI At fault, personal injury accidents

DDENGD Not at fault, property-damage accidents

DDEGUD At fault, property-damage accidents

DDELAY Years since last accident

DDELAM Complementary months since last accident

DDEDAM Was the driver or the rider aware of any known defect/damage to the vehicle?

TRUCK OR BUS DRIVER ONLY

DTDNYA Number of years since beginning of truck driving activity

DTDNYS Number of years since beginning of truck driving activity in this company

DTDPST Professional status of the driver

DTDTAD Vehicle driving experience

DTDHAB Is it the usual truck?

DTDACT Activity the day before the accident (truck drivers only)

DTDACC Convoy trip This variable provides information about constraints linked to a convoy trip such as following a vehicle, focusing attention on another vehicle.

DTDACD Description

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RIVER OR RIDER: INTOXICATION LEVEL

DALCOH Intoxication (alcohol) all test types

DALCRE Blood alcohol concentration (mg/l of blood) (#.##)

A Breath Alcohol Concentration (BrAC) test is as accurate as a blood test or a Blood Alcohol Concentration (BAC) test. A breath alcohol analysis expresses alcohol concentration by indicating a weight by volume relationship. Specifically, the instrument found a weight of alcohol expressed in grams per 210 litres of breath from the person who was tested.

The blood breath ratio of 2100:1 has been widely accepted for use in computing blood alcohol concentration from breath. This means that 2100 millilitres of deep lung air will contain the same amount of alcohol as one millilitre of blood.

For instance: 0,50 g/l blood test has the quantity of alcohol than 0,25 mg alcohol in 1 l of breath 0,80 g/l blood test has the quantity of alcohol than 0,40 mg alcohol in 1 l of breath The blood test result is around (breath result)*2000

DADRUG Intoxication (drugs or medication) all test types

DILDRE If use of drugs or medication: describe (products and results if available)

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TRIP IN PROGRESS

DTPPUR Purpose of trip in progress

The following two variables provide quite good information about where the driver was coming from and where he was going. These variables do not concern the purpose of trip which is provided in the question DTPPUR DTPORI Origin of trip

DTPDES Destination of trip

DTPOFT How often is the site of the accident passed in the same direction?

DTPDIP Trip planned by the driver or the rider: Distance (km) This is the distance planned by driver or the rider before he started from his starting point.

The starting point corresponds to the trip in question and not to other possible trips preceding the trip in question.

DTPTIP Trip planned by the driver or the rider: Time (##.##: hours and minutes) This is the time planned by driver or the rider before he started from his starting point. Leave the field empty if unknown.

DTPREA Main reason for choosing this route

DTPATM Atmosphere in the vehicle

DTPTIR Did the driver or the rider feel tired at the time of the accident?

DTPTCO Comments

DTPITC Was there an imposed time constraint on the driver or the rider?

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ACCIDENT & EMERGENCY SITUATIONS

The following variables deal with the accident situation. Care must be taken in choosing the right item for each variable in order to correctly explain the manoeuvres undertaken by the driver or the rider.

DESAC_1 DESAC_2 What was the driver or the rider doing immediately before the precipitating event?

DESATT Where was the driver or the rider’s attention focused just before the precipitating event? 1. On the other participant means that the driver or the rider was concentrating on the user who he was about to collide with. 2. On others moving on the road means that the attention was focused on other users. 6. On the participant's own movement or activity means that the driver or rider was concentrating on himself (herself)

DESMAN Individual manoeuvre after precipitating event

DES1CO Driver or rider involved in first collision with:

DESSPE Stated speed in situation prior to accident (in the driver's or rider's opinion) (km/h)

DESDAN Was the danger perceived before the first impact as stated by the driver or the rider?

DESWA_1 DESWA_2 Use of vehicle warning signals before the first impact as stated by the driver or the rider (Possible combination)

DES1EV Most important evasive action as stated by the driver or the rider

DES2EV Second most important evasive action as stated by the driver or the rider same values as DES1EV The rank is not in chronological order but according to importance

DES1CA First cause of accident as stated by the driver or the rider

DES2CA Second cause of accident as stated by the driver or the rider same values as DES1CA

DES3CA Third cause of accident as stated by the driver or the rider same values as DES1CA

MISCELLANEOUS

DMICOM Textual Field (including Z-file)

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ANNEX I

English country names and code elements

This list gives the country names (official short names in English) in alphabetical order as given in ISO 3166-1 and the corresponding ISO 3166-1-alpha-2 code elements.

This list is updated whenever a change to the official code list in ISO 3166-1 is effected by the ISO 3166/MA.

It lists 240 official short names and code elements.

AFGHANISTAN AF

ÅLAND ISLANDS AX

ALBANIA AL

ALGERIA DZ

AMERICAN SAMOA AS

ANDORRA AD

ANGOLA AO

ANGUILLA AI

ANTARCTICA AQ

ANTIGUA AND BARBUDA AG

ARGENTINA AR

ARMENIA AM

ARUBA AW

AUSTRALIA AU

AUSTRIA AT

AZERBAIJAN AZ

BAHAMAS BS

BAHRAIN BH

BANGLADESH BD

BARBADOS BB

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BELARUS BY

BELGIUM BE

BELIZE BZ

BENIN BJ

BERMUDA BM

BHUTAN BT

BOLIVIA BO

BOSNIA AND HERZEGOVINA BA

BOTSWANA BW

BOUVET ISLAND BV

BRAZIL BR

BRITISH INDIAN OCEAN TERRITORY IO

BRUNEI DARUSSALAM BN

BULGARIA BG

BURKINA FASO BF

BURUNDI BI

CAMBODIA KH

CAMEROON CM

CANADA CA

CAPE VERDE CV

CAYMAN ISLANDS KY

CENTRAL AFRICAN REPUBLIC CF

CHAD TD

CHILE CL

CHINA CN

CHRISTMAS ISLAND CX

COCOS (KEELING) ISLANDS CC

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COLOMBIA CO

COMOROS KM

CONGO CG

CONGO, THE DEMOCRATIC REPUBLIC OF THE CD

COOK ISLANDS CK

COSTA RICA CR

CÔTE D'IVOIRE CI

CROATIA HR

CUBA CU

CYPRUS CY

CZECH REPUBLIC CZ

DENMARK DK

DJIBOUTI DJ

DOMINICA DM

DOMINICAN REPUBLIC DO

ECUADOR EC

EGYPT EG

EL SALVADOR SV

EQUATORIAL GUINEA GQ

ERITREA ER

ESTONIA EE

ETHIOPIA ET

FALKLAND ISLANDS (MALVINAS) FK

FAROE ISLANDS FO

FIJI FJ

FINLAND FI

FRANCE FR

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FRENCH GUIANA GF

FRENCH POLYNESIA PF

FRENCH SOUTHERN TERRITORIES TF

GABON GA

GAMBIA GM

GEORGIA GE

GERMANY DE

GHANA GH

GIBRALTAR GI

GREECE GR

GREENLAND GL

GRENADA GD

GUADELOUPE GP

GUAM GU

GUATEMALA GT

GUINEA GN

GUINEA-BISSAU GW

GUYANA GY

HAITI HT

HEARD ISLAND AND MCDONALD ISLANDS HM

HOLY SEE (VATICAN CITY STATE) VA

HONDURAS HN

HONG KONG HK

HUNGARY HU

ICELAND IS

INDIA IN

INDONESIA ID

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IRAN, ISLAMIC REPUBLIC OF IR

IRAQ IQ

IRELAND IE

ISRAEL IL

ITALY IT

JAMAICA JM

JAPAN JP

JORDAN JO

KAZAKHSTAN KZ

KENYA KE

KIRIBATI KI

KOREA, DEMOCRATIC PEOPLE'S REPUBLIC OF KP

KOREA, REPUBLIC OF KR

KUWAIT KW

KYRGYZSTAN KG

LAO PEOPLE'S DEMOCRATIC REPUBLIC LA

LATVIA LV

LEBANON LB

LESOTHO LS

LIBERIA LR

LIBYAN ARAB JAMAHIRIYA LY

LIECHTENSTEIN LI

LITHUANIA LT

LUXEMBOURG LU

MACAO MO

MACEDONIA, THE FORMER YUGOSLAV REPUBLIC OF MK

MADAGASCAR MG

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MALAWI MW

MALAYSIA MY

MALDIVES MV

MALI ML

MALTA MT

MARSHALL ISLANDS MH

MARTINIQUE MQ

MAURITANIA MR

MAURITIUS MU

MAYOTTE YT

MEXICO MX

MICRONESIA, FEDERATED STATES OF FM

MOLDOVA, REPUBLIC OF MD

MONACO MC

MONGOLIA MN

MONTSERRAT MS

MOROCCO MA

MOZAMBIQUE MZ

MYANMAR MM

NAMIBIA NA

NAURU NR

NEPAL NP

NETHERLANDS NL

NETHERLANDS ANTILLES AN

NEW CALEDONIA NC

NEW ZEALAND NZ

NICARAGUA NI

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NIGER NE

NIGERIA NG

NIUE NU

NORFOLK ISLAND NF

NORTHERN MARIANA ISLANDS MP

NORWAY NO

OMAN OM

PAKISTAN PK

PALAU PW

PALESTINIAN TERRITORY, OCCUPIED PS

PANAMA PA

PAPUA NEW GUINEA PG

PARAGUAY PY

PERU PE

PHILIPPINES PH

PITCAIRN PN

POLAND PL

PORTUGAL PT

PUERTO RICO PR

QATAR QA

RÉUNION RE

ROMANIA RO

RUSSIAN FEDERATION RU

RWANDA RW

SAINT HELENA SH

SAINT KITTS AND NEVIS KN

SAINT LUCIA LC

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SAINT PIERRE AND MIQUELON PM

SAINT VINCENT AND THE GRENADINES VC

SAMOA WS

SAN MARINO SM

SAO TOME AND PRINCIPE ST

SAUDI ARABIA SA

SENEGAL SN

SERBIA AND MONTENEGRO CS

SEYCHELLES SC

SIERRA LEONE SL

SINGAPORE SG

SLOVAKIA SK

SLOVENIA SI

SOLOMON ISLANDS SB

SOMALIA SO

SOUTH AFRICA ZA

SOUTH GEORGIA AND THE SOUTH SANDWICH ISLANDS GS

SPAIN ES

SRI LANKA LK

SUDAN SD

SURINAME SR

SVALBARD AND JAN MAYEN SJ

SWAZILAND SZ

SWEDEN SE

SWITZERLAND CH

SYRIAN ARAB REPUBLIC SY

TAIWAN, PROVINCE OF CHINA TW

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TAJIKISTAN TJ

TANZANIA, UNITED REPUBLIC OF TZ

THAILAND TH

TIMOR-LESTE TL

TOGO TG

TOKELAU TK

TONGA TO

TRINIDAD AND TOBAGO TT

TUNISIA TN

TURKEY TR

TURKMENISTAN TM

TURKS AND CAICOS ISLANDS TC

TUVALU TV

UGANDA UG

UKRAINE UA

UNITED ARAB EMIRATES AE

UNITED KINGDOM GB

UNITED STATES US

UNITED STATES MINOR OUTLYING ISLANDS UM

URUGUAY UY

UZBEKISTAN UZ

VANUATU VU

Vatican City State see HOLY SEE

VENEZUELA VE

VIET NAM VN

VIRGIN ISLANDS, BRITISH VG

VIRGIN ISLANDS, U.S. VI

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WALLIS AND FUTUNA WF

WESTERN SAHARA EH

YEMEN YE

Zaire see CONGO, THE DEMOCRATIC REPUBLIC OF THE

ZAMBIA ZM

ZIMBABWE ZW

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4.3 The pedestrian information manuel

IDENTIFICATION

ACCNUM Accident Number

The accident number is defined as follows: Country code / team code / ETAC survey accident number. DEKRA DD001 PAVIA IP001 CIDAUT SC001 IDIADA SI001 TNO NT001 IbB HI001 Rekonstrukcija SR001 CEESAR FC001

Example: FC for France / CEESAR / 001 for the accident number This code identifies the accident. This code is used on all the questionnaire forms to link the vehicles, infrastructures, occupants, reconstruction and images to an accident. The name of the Accident Number variable is identical on all forms.

PEDNUM Pedestrian Number

PCOLNU Collided with ETAC vehicle Number

PRESPO Responsibility in the accident

PRESCO Trust in responsibility level

HEALTH, LONG TERM AND SHORT TERM ILLNESS

LONG TERM ILLNESSES, INJURIES OR INADEQUACIES

PSENIM Sensory impairment stated to be disabling by the involved person

PPHYDI Physical disability or infirmity stated to be disabling by the concerned person

PHANDI Handicap requiring the concerned person to be accompanied

PLTIL_1 PLTIL_2 PLTIL_3 Long term illnesses, injuries or inadequacies

PLONRO Did the long term illness play a role in the accident occurrence? This variable is stated by the investigator. If an interesting explanation of the role of the long term illness exists, the investigator can specify this explanation in the textual field.

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SHORT TERM ILLNESSES, INJURIES OR INADEQUACIES (see the driver questionnaire)

PACCPR Had the pedestrian previously been involved in a pedestrian accident? The accident could have been an injury accident or a property-damage-only accident

PACCYE Date of the last accident: Year

PACCMO Date of the last accident: Month

PEDESTRIAN INTOXICATION LEVEL

PALCOH Intoxication (alcohol) all test types

PALCRE Blood alcohol concentration (mg/l of blood) (#.##).

A Breath Alcohol Concentration (BrAC) test is as accurate as a blood test or a Blood Alcohol Concentration (BAC) test. A breath alcohol analysis expresses alcohol concentration by indicating a weight by volume relationship. Specifically, the instrument found a weight of alcohol expressed in grams per 210 litres of breath from the person who was tested.

The blood breath ratio of 2100:1 has been widely accepted for use in computing blood alcohol concentration from breath. This means that 2100 millilitres of deep lung air will contain the same amount of alcohol as one millilitre of blood.

For instance: 0,50 g/l blood test has the quantity of alcohol than 0,25 mg alcohol in 1 l of breath 0,80 g/l blood test has the quantity of alcohol than 0,40 mg alcohol in 1 l of breath The blood test result is around (breath result)*2000

PADRUG Intoxication (drugs or medication) all test types

PILDRE If use of drug or medication : describe (products and results if available)

TRIP IN PROGRESS

PACCOM Accompanied

PTRIPP Purpose of trip in progress

PTRIOR Origin of trip

PTRIDE Destination of trip

PTRIUS How often is the site of the accident passed in the same way?

PCONST Was there an imposed time constraint on the person involved?

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PMUSIC Walkman / Radio / ...

PPHONE Use of a mobile phone as stated by the investigator ACCIDENT & EMERGENCY SITUATIONS

PMANOE General manoeuvre in progress

PSTATE Pace at the time of the accident

PDANGE Was the danger perceived before the crash?

PDANPE How was the danger perceived?

PHINDR Was there any environmental hindrance to movement?

PHINPE Personal hindrance to movement

PPOSIT Position at critical point The critical point is the pedestrian’s location just before impact in the pre-conflict phase

PCONFR Concerned Person confronted with

PEVASI Evasive manoeuvre in the emergency situation

PLOCUP Location upon impact

PCROSS Type of pedestrian crossing or nearest crossing

PCROLO Location of pedestrian crossing used

PTRRUL Traffic rules governing crossing

INJURY REPORT (see participant questionnaire)

SECONDARY SAFETY (see participant questionnaire)

MISCELLANEOUS

PMISCE Textual Field (including Z-file)

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5 Reconstruction information manuel

IDENTIFICATION

ACCNUM Accident Number

The accident number is defined as follows: Country code / team code / ETAC survey accident number. DEKRA DD001 PAVIA IP001 CIDAUT SC001 IDIADA SI001 TNO NT001 IbB HI001 Reconstrukcija SR001 CEESAR FC001

Example: FC for France / CEESAR / 001 for the accident number This code identifies the accident. This code is used on all the questionnaire forms to link the vehicles, infrastructures, occupants, reconstruction and images to an accident. The name of the Accident Number variable is identical on all forms.

VEHNUM ETAC vehicle Number

The accident can be divided into 3 phases: the pre-collision, the collision and the post collision. Each of these phases can also be divided into sub-phases. The number of sub-phases is not a priori fixed and depends on the cinematic of the vehicle and on the behaviour of the driver / rider / pedestrian.

This reconstruction form focuses on the pre-collision and should thus provide information on: 1. Contributing factors, 2. Pre-collision sub-phases, 3. Impact (s).

Contributing factor variables provide information about the pre-collision phase as a whole. The pre- crash table gives in-depth cinematic and behavioural information about the genesis of the crash, sub- phase after sub-phase. The pre-collision can be divided in as many sub-phases as needed to understand the crash process. Finally, the impact variables give information about the violence of the crash.

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PRE-COLLISION PHASES

RDPPEV Precipitating event This is the 1st event that starts the precollision phases. There is a list of precipitating events. If the event is “other” please use the comments box in order to complete your answer.

PRE-CRASH MOTION, JUST PRIOR TO PRECIPITATING EVENT

RDPPRE Description This variable describes the motion of the vehicle before the precipitating event.

RDPTSP Travelling speed (km/h) This is the speed calculated at the start of the reconstruction.

RDPTSC Travelling speed confidence interval This variable gives an indication as to the accuracy of the speed calculated.

RDPLSI Line of sight to other vehicle This variable defines, for the vehicle coded, the direction (clock reference) from which the opposite vehicle came.

opposite vehicle vehicle coded

If the opposite vehicle was travelling on the same road but in the opposite direction, code 12.

opposite vehicle vehicle coded

If the opposite vehicle came from behind (same road and same direction) code 06

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PRE-CRASH MOTION, AFTER PRECIPITATING EVENT

RDPPRE Description This variable describes the motion of the vehicle after the precipitating event.

RDPACN RDPCAV RDPMAR RDPBRO RDPBRD RDPBRS

This table must be filled from the 1st collision avoidance action after the precipitating event to the last avoidance action before the 1st impact.

RDPCAN Collision avoidance number 1 to n from the precipitating event to the 1st impact

RDPCAV Collision avoidance action This is the action taken to try to avoid the crash.

For example:

If you drive through a curve If you swerve left and If you drive through a towards the shoulders, you drive towards the other curve you are cornering to swerve to come back onto side of the road, you negotiate the curve. the road counter-steer to come back to your side of road

RDPMAR Presence of pre-collision marks made by the coded vehicle These are the marks that the vehicle made during this collision avoidance manoeuvre.

RDPBRO Did the vehicle slide broadside before the first impact?

RDPBRD Direction of broadside slide before the first impact?

RDPBRS Broadside slide location before the first impact?

RDPDIS Real developed distance from the first mark to first impact chronologically

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COLLISION PHASES

RCOTIM Time calculated from precipitating event to 1st impact

RCOTIP Calculated time confidence interval in seconds If the calculated time is 2.2 s and the expert estimated that the incertitude is about 0.2 s due to the reaction time for example, code 0.2

RCONBI Total number of impacts

RCOMIN Main impact number The main impact according to passive safety is the impact that is responsible for the most serious injuries. For instance if the second impact (chronologically) is responsible for the most serious injuries of the occupant, code 2

CRASH TABLE FOR EACH IMPACT + COLLISION DEFORMATION CLASSIFICATION CDC OR TDC

RCONUM RCOSPE RCOTIV RCOTIO RCOOPN RCOOVE RCOTOB RCOEES RCOEEC RCOANG RCOFIR 1 3 1 1 1 3 2 3 2 3 1

RCODIF RCODEL RCOLLO RCOVLO RCODDI RCODEX 2 1 1 1 1 2

RCONUM Impact number Code 1 for the 1st impact and 2 for the second impact…

RCOSPE Running-in impact speed (km/h) This is the speed of this vehicle at the beginning of the impact.

RCOTIV Type of impact for the vehicle under study

RCOTIO Type of impact for the opposite vehicle

RCOOPN ETAC Opposite vehicle Number

RCOOVE Grade of overlapping (%) 100% is the whole of the front of the vehicle.

RCOEES Equivalent Energy Speed (EES or EBS) (km/h) Equivalent Barrier Speed (EBS) is defined as the speed of a given vehicle against a rigid barrier to produce the same deformation as in the real impact . For car and truck you must use your expertise and the crash test information available on the internet.

In order to confirm your estimation you could send a file to the partners including photos and deformation of the vehicle. We must all exchange our own expertise.

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RCOEEC EES confidence interval If the EES is estimated with a confidence interval of +/- 10 km/h code 10

For instance the EES is estimated between 30 and 36 km/h Code 33 for RCOEES and 03 for RCOEEC Code 99 if unknown

RCOANG Angle of impact between the vehicles (trigonometric direction) [°]

This is the angle between the longitudinal axes of the 2 vehicles in the trigonometric direction.

Code d

Code d

If the impact involves a vehicle and a fixed obstacle, the TDC gives the impact direction.

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RCOTOB Corresponding Obstacle

RCOFIR Fire?

COLLISION DEFORMATION CODE CDC OR TRUCK DEFORMATION CODE TDC

RCODIF Direction of Force

RCODEL Deformation Location

RCOLLO Lateral Location

RCOVLO Vertical Location

RCODDI Type of damage distribution

RCODEX Deformation extent

TRUCK DEFORMATION CLASSIFICATION (TDC) Ref SAE J224 MAR 84

The CDC codes contain seven characters.

DIRECTION OF FORCES

RCODIF Direction of Force The first two digits describe the principal direction of force of the impact (PDoF) (according to the time movement of the occupant, resultant direction of speed vectors of the 2 vehicles) and this is determined by the super-imposition of a clock-face onto the vehicle (according to the NATO code). The PDoF is thus split into twelve 30 degree sectors as on the clock-face so that a PDoF of 12 o’clock implies that the impact was applied longitudinally to the front of the vehicle i.e. head-on, while a PDoF of 6 o’clock implies that the impact was applied longitudinally to the rear of the vehicle.

00 = impact not horizontal (for rollover, tipover and unclassifiable crashes) 99 = unknown 01 = 1 o’clock 02 = 2 o’oclock…

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DEFORMATION LOCATION

RCODEL Deformation Location The third digit describes the side of the vehicle most damaged by the direction force of the impact.

F. front B. back (rear) L. left side or tip over on left R. right side or tip over on right T. roof (tip over or rollover) U. underside V: trailer corner X. unclassifiable

V T L

B

U R V

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LATERAL LOCATION

RCOLLO Lateral Location

Horizontal Location

The fourth digit describes the horizontal location of the direct contact damage. The vehicle width is split into 3 bands and the vehicle length is also split into 3 bands. This digit identifies whether the damage is to the front, middle or back of the vehicle in the case of a side impact (or any combination of these e.g. front and middle, middle and back or fully distributed across the length of the vehicle), or to the left, centre or right in the case of a frontal or rear impact (or any combination of these e.g. right plus centre, left plus centre or fully distributed across the width).

S

K

B6 B5 B4 B3 B2 B1 L0 L1 Y1 Y0

B P F R0 R1 Z1 Z0 D0

T W Y

Z

D

Frontal or rear impact R0. ¼ left width (beam excluded) L0. ¼ right width (beam excluded) R1. 1/3 left width (beam included) L1. 1/3 right width (beam included) C0. Centre Y1. ½ left width Z1. ½ right width Y0. 2/3 left width Z0. 2/3 right width X0. unclassifiable impact D0. all width

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Lateral impact B all the semi trailer B1 parts of the semi trailer B2 parts of the semi trailer B3 parts of the semi trailer B4 parts of the semi trailer B5 parts of the semi trailer B6 parts of the semi trailer D the whole side of the train (bonneted cab) F front part of the bonneted cab K the whole side of the truck (cab over engine) P all side of the cab S the whole side of the truck (bonneted cab) P the whole side of the cab (cab over engine) T the part of the triler behind the truck W overlap between the trailer and the truck Y the whole side of the cab (bonneted cab) Z the whole side of the train (cab over engine)

VERTICAL LOCATION

RCOVLO Vertical Location

The fifth digit describes the vertical distribution and location of the direct contact damage. The height of the vehicle is split into three bands or combinations

A G H A M L E

W A. All E. Everything below glass / under the lower window frame G. Glass and above / above the lower window frame H. Top of frame to top / above the chassis L. Chassis M. Middle (chassis to lower window frame or hood) / W. Wheel

TYPE OF DAMAGE DISTRIBUTION

RCODDI Type of damage distribution

The sixth digit describes the nature of the impact type once its location has been described

W Wide impact area N Narrow impact area S Sideswipe O Rollover (including side) E corner K Conversion in impact type U No residual deformation

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DEFORMATION EXTENT

RCODEX Deformation extent

The seventh digit describes the extent of the direct damage in relation to the side of the vehicle damaged (i.e. 'crush'). This code can be between 1 and 9. A zonal system is used for this damage profile: suppose the width of the car is split into 9 zones of equal width, then a zone 9 impact suggests that the 'crush' impact was extensive enough to penetrate into the 9th zone If the impact is to the front of the vehicle and the bumper is only slightly dented without extensive rearward crush, then the zone damage is usually 1.

1 one 2 two 3 three 4 four 5 five 6 six 7 seven 8 eight 9 nine

For example:

12FDEW02 means

12 = principal direction of force: 12 o’clock refined to -10° F = location of deformation: frontal D = location of damage: distributed across the front E = vertical location: everything below the belt line W = type of damage distribution: wide 02 = maximum extent of penetration: 2 on a scale of 1-9 from front to main bulkhead.

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COLLISION DEFORMATION CLASSIFICATION (CDC) Ref SAE J224 MAR 84

The CDC codes contain seven characters.

DIRECTION OF FORCE

RCODIF Direction of Force

The first two digits describe the principal direction of force of the impact (PDoF) (according to the time movement of the occupant, resultant direction of speed vectors of the 2 vehicles) and this is determined by the super-imposition of a clock-face onto the vehicle (according to the code NATO). The PDoF is thus split into twelve 30 degree sectors as on the clock-face so that a PDoF of 12 o’clock implies that the impact was applied longitudinally to the front of the vehicle i.e. head-on, while a PDoF of 6 o’clock implies that the impact was applied longitudinally to the rear of the vehicle.

00 = impact not horizontal (for rollover, tipover and unclassifiable crash) 99 = unknown 01 = 1 o’clock 02 = 2 o’oclock…

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DEFORMATION LOCATION

RCODEL Deformation Location The third digit describes the side of the vehicle most damaged by the direction force of the impact.

F. Front R. Right Side B. Back (Rear) L. Left Side T. Top U. Undercarriage 9 unknown V. Unclassifiable

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LATERAL LOCATION

The fourth digit describes the horizontal location of the direct contact damage. The vehicle width is split into 3 bands and the vehicle length is also split into 3 bands. This digit identifies whether the damage is to the front, middle or back of the vehicle in the case of a side impact (or any combination of these e.g. front and middle, middle and back or fully distributed across the length of the vehicle), or to the left, centre or right in the case of a frontal or rear impact (or any combination of these e.g. right plus centre, left plus centre or fully distributed across the width).

RCOLLO Lateral Location

Horizontal Location

D. Distributed (F+P+B) side or end L. Left, front or rear C. Centre, front or rear R. Right, front or rear F. Side front, left or right P. Side-centre section, left or right B. Side rear, left or right 'Y'. Side or end: F+P or L+C 'Z'. Side or end: B+P or R+C

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VERTICAL LOCATION

The fifth digit describes the vertical distribution and location of the direct contact damage. The height of the vehicle is split into three bands or combinations

RCOVLO Vertical Location

A. All (distributed H. Top of frame to top E. Everything below glass G. Glass and above M. Middle (frame to glass or hood) L. Frame W. Wheels and tires only

TYPE OF DAMAGE DISTRIBUTION

The sixth digit describes the nature of the impact type once its location has been described.

RCODDI Type of damage distribution

W Wide impact area N Narrow impact area S Sideswipe O Rollover (including side) E corner K Conversion in impact type U No residual deformation 9 unknown

DEFORMATION EXTENT

The seventh digit describes the extent of the direct damage in relation to the side of the vehicle damage (i.e. the 'crush'). This code can be between 1 and 9. A zonal system is used for this damage profile: suppose the width of the car is split into 9 zones of equal width, then a zone 9 impact suggests that the impact 'crush' was extensive enough to penetrate into the 9th zone If the impact is to the front of the vehicle and the bumper is only slightly dented without extensive rearward crush, then the zone damage is usually 1.

RCODEX Deformation extent

1 one 2 two 3 three 4 four 5 five 6 six 7 seven 8 eight 9 nine

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For example:

12FDEW04 means

12 = principal direction of force: 12 o’clock refined to -10° F = location of deformation: frontal D = location of damage: distributed across the front E = vertical location: everything below the belt line W = type of damage distribution: wide 04 = maximum extent of penetration: 4 on a scale of 1-5 from front to main bulkhead.

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CAB DEFORMATION

INSIDE DEFORMATION CAB

TINTRU Intrusion of external object into cab

TCABSU Status of Cab suspension after the crash

TCABFI Status of Cab fixation after crash

TPEACA Amount of penetration of the rear panel into cab interior (mm)

TRECCA Amount of Recoil of cab during head-on impact: (mm)

UNDERRUN PENETRATION OF ADVERSE VEHICLE

TUNDER Under towing vehicle

TUNDER Under towed vehicle

TUNDEM Max. amount of penetration under commercial vehicle (mm)

POST-COLLISION PHASE

RPOMA_1 RPOMA_2 Presence of post-collision marks

RPODIS Real distance from the first impact point to the vehicle’s rest position. ( ##.#. Meters)

RPOFPV Final position for the vehicle

RPOFPT Final position of the towed vehicle

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ANALYSE

RCANCAN RANCAV RANNAD RANEAG RANEAP RANEAF

RANCAN Collision avoidance number 1 to n chronologically from the precipitating event to the 1st impact

RANCAV Collision avoidance, evasive manoeuvre taken or attempted by the driver

RANNAD Reason for no evasive action

RANEAG Was the evasive action the proper choice for the situation?

RANEAP Was the action properly performed?

RANEAF Failed avoidance collision due to

RANPCF RANCFA

RANPCF Primary accident contributing factor (see next list)

RANCFA Accident contributing factors

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RECONSTRUCTION PHASES

Sub phases have to be described in reverse time order from the rest position to the position of the vehicle at the precipitating event or at the earliest estimated position that can be calculated for the reconstruction (for both vehicles).

RRTNU RRTPH RANCA RRTDE RRTRE RRTAC RRTEE RRTDE P A N S L C S V 1 1 1 Text 1 4 3 3 +/- X.X

RRTTI RRTDI RRTSP RRTSP RRTTIT RRTDIT D D I F 3 4 4 4 5 6 X.X XX.X XX.X XX.X +/- XX.X +/- XXX.X

RRTNUP Sub-phase number 1 to n

For instance, if there is an accident involving a truck and a car with the following sub-phases (for the truck):

- The truck driver brakes to avoid the collision (pre-crash), - The truck driver swerves to avoid the collision (pre-crash), - Collision (crash), - The truck slides on the road (post-crash), - Rollover (post-crash).

Sub phases have to be described in reverse time, it means:

- Rollover (post-crash), sub phase 1 - The truck slides on the road (post-crash), sub phase 2 - Collision (crash), sub phase 3 - The truck driver swerves to avoid the collision (pre-crash), sub phase 4 - The truck driver brakes to avoid the collision (pre-crash), sub phase 5

PRECIPITATI Braking Swerving Collision Slide on the road, Rollover REST Sub Phase 5 Sub Phase 4 Sub Phase 3 Sub Phase 2 Sub Phase 1 NG POSITIO

RRTPHA Phase of the accident

RANCAN Collision avoidance number

RRTDES Description of the phase

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RRTREL Physics equations used to estimate the speed at the beginning of this sub-phase

RRTACC Average acceleration (+) or deceleration (-) value used for this sub phase [m/s²] (only if RRTREL = 2 or 3) (example - 4,5: the vehicle braked with an average deceleration –4.5 m/s²)

RRTEES Energy Equivalent Speed [km/h] (only if RRTREL=4, 5 or 6)

RRTDEV Delta V [km/h] (only if RRTREL=4, 5 or 6)

RRTTID Time duration of the sub phase ( #.# ) [s] (by convention the time duration of the crash is given as zero)

RRTDID Distance covered during of the sub phase ( ##.# ) [m] (by convention the distance coved during the crash is given as zero)

RRTSPI Calculated speed at the beginning of the sub phase ( ##.# ) [m/s] (speed calculated regarding the physics equations and associated parameters)

RRTSPF Calculated speed at the end of the sub phase ( ##.# ) [m/s] (must be the same as the calculated speed at the beginning of the previous sub phase (no deceleration) or equal to zero if the vehicle is located at the point of rest)

RRTTTI Time of the sub phase ( +/- ##.# ) [s] (the starting point time is the main impact t=0, all pre-crash subphases have negative time, all post- crash sub phases have a positive time) For post-crash sub phases n°k RRTTTI(k)= RRTTI(k-1) - RRTTID For the crash phase RRTTTI = 0 For pre-crash sub phases n°i RRTTTI(i) = RRTTI(i+1)+RRTTID

RRTDI Distance to the point of the main impact ( +/- ###.# ) [m] (the starting point is the main impact d=0, all pre-crash subphases have negative distances, all post- crash subphases have a positive distance) For post-crash subphases n°k RRTTDI(k)= RRTDI(k-1) - RRTDID For the crash phase RRTTDI = 0 For pre-crash subphases n°i RRTTDI(i) = RRTDI(i+1)+RRTDID

MISCELLANEOUS

RMIFRC Friction coefficient on the road used or estimated for the reconstruction (--.-)

RMICOM Textual Field (including Z-file)

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