Vertaling van "collision-tested vehicle " (Engels → Nederlands) :

1. Upon assessment by the Commission vehicles equipped with collision avoidance systems may not have to fulfil the test requirements laid down in Sections 2 and 3 of Annex I in order to be granted an EC type-approval or a national type-approval for a type of a vehicle with regard to pedestrian protection, or to be sold, registered or to enter into service.

1. Vehicles equipped with collision avoidance systems shall not have to fulfil the test requirements laid down in Sections 2 and 3 of Annex I in order to be granted an EC type-approval or a national type-approval for a type of a vehicle with regard to pedestrian protection, or to be sold, registered or to enter into service.

19. Is worried about the safety of those vulnerable road users; including young people, for whom the death rate is particularly high; notes that the risk of death in motorcycle or moped travel is 17 times higher than in car travel and that walking or cycling is up to nine times riskier; stresses that safety needs to be significantly improved not only for car occupants but also for vulnerable road users, such as pedestrians, cyclists and motorcyclists; highlights the need to focus on road safety education, legislation and control measures on higher-risk groups through a more holistic approach; calls on the Commission to propose effective measures to ensure that all vulnerable road users benefit from maximum protection - such as hazard w ...[+++]arning lights for the safety of two-wheeled vehicles; maintains that all road users should be made aware of the risks and of ways to reduce them; welcomes the EU-funded New Programme for the Assessment of Child Seats (NPACS) that establishes harmonised test and rating protocols; calls on the Commission to investigate whether child safety could be given higher priority in the Community road safety policy, whether extra attention to pedestrian safety could be brought to bear in European New Car Assessment Programme (EuroNCAP) crash tests and in the introduction of the second phase of Directive 2003/102/EC of the European Parliament and of the Council of 17 November 2003 relating to the protection of pedestrians and other vulnerable road users before and in the event of a collision with a motor vehicle and amending Council Directive 70/156/EEC ;

The agreement reflected the evolving technology in both passive (more resilient vehicle fronts) and active (collision avoidance and mitigation) technologies. It also reflected the need to develop new test standards to provide car designers with clear performance benchmarks co-relating with injury reduction.

When the vehicle, in running order, without a manikin, is collision-tested against a barrier at a speed of 48,3 km/h the top of the steering column and its shaft shall not move backwards, horizontally and parallel to the longitudinal axis of the vehicle, by more than 12,7 cm in relation to a point of the vehicle not affected by the impact and 12,7 cm vertically.

When the unladen car without a dummy is collision-tested against a barrier at a speed of 48 73 km/h, the top of the steering column and its shaft shall not move backwards, horizontally and parallel to the longitudinal axis of the vehicle, by more than 12.7 cm in relation to a point of the vehicle not affected by the impact, the distance being determined by dynamic measurement.