Sport Utility Vehicles (SUVs) stehen unter dem Verdacht, ein erhoehtes Risiko fuer Unfallgegner darzustellen. Mit der vorliegenden Arbeit soll ein Beitrag zur Versachlichung der Diskussion geleistet und ein Standpunkt der Schweizerischen Beratungsstelle fuer Unfallverhuetung bfu erarbeitet werden. Unter dem Aspekt der Verkehrssicherheit wird beantwortet, wie der Fahrzeugtyp SUV definiert werden kann, wie viele SUVs in der Schweiz verkehren, wie sicher SUVs fuer Insassen und Kollisionsgegner sind und welche Massnahmen zur Erhoehung der Verkehrssicherheit zu treffen sind. Da keine Daten aus der amtlichen Statistik vorliegen, musste fuer die Beurteilung der Verkehrssicherheit auf auslaendische Statistiken zurueckgegriffen werden. SUVs sind in den geltenden schweizerischen Vorschriften nicht definiert und international werden verschiedene Definitionen verwendet. In der vorliegenden Arbeit werden fuer die Definition vor allem sicherheitsrelevante Eigenschaften herangezogen. Demnach unterscheiden sie sich von "gewoehnlichen" Pkw dadurch, dass sie ueber eine erhoehte Bodenfreiheit, eine groessere Fahrzeugmasse, zum Teil eine staerkere Motorisierung und eine hoehere, steile Frontpartie verfuegen. Das Antriebssystem und die Gelaendetauglichkeit sind dabei nicht von Bedeutung. Die bfu schaetzt, dass der Anteil der SUVs am gesamten Pkw-Bestand der Schweiz mindestens 4 Prozent beziehungsweise mehr als 150.000 betraegt. Insassen von SUVs sind gut geschuetzt, jedoch nicht so gut, wie es die Erscheinung der Fahrzeuge suggeriert. SUVs weisen eine rund doppelt so hohe Fahrzeugaggressivitaet (Anzahl der in den anderen Fahrzeugen getoeteten Lenker pro 1.000 Kollisionen) auf wie "gewoehnliche" Pkw. Im Vergleich zu "gewoehnlichen" Pkw fuehrt die unguenstige Frontstellung von SUVs, Vans und Minivans bei schwachen Kollisionsgegnern, vor allem bei Fussgaengern, zu schweren Verletzungen. Trotz der beschraenkten Einflussmoeglichkeiten muss die Schweiz auf europaeischer Ebene eine aktive Rolle bei der Umsetzung von technischen Massnahmen an den SUVs und generellen technischen Massnahmen an den Motorwagen spielen. Zudem sollten potenzielle Autokaeufer mit massenmedialen Informationsmitteln ueber die Sicherheitsaspekte von SUVs ins Bild gesetzt und somit das Kaufverhalten beeinflusst werden. Der Band enthaelt umfangreiche Zusammenfassungen in deutscher, italienischer, franzoesischer und englischer Sprache. (KfV/A) Abstract in English: Sport Utility Vehicles (SUVs): Analysis of road safety aspects and measures to be drived. Politicians in several European countries intend to curb the trend for sporty off-road vehicles by increasing taxation and imposing prohibitions. The environmental and safety issues of sport utility vehicles (SUVs) are also a topic of interest in Switzerland. Several parliamentary motions tabled in the National Assembly took up this issue in 2003 and 2004. To get a more objective picture in the SUV discussion, the bfu has put together a few basic aspects. These are summarized below in the form of four questions and answers: Can an SUV (Sport Utility Vehicle) be defined as a vehicle type? SUVs are not defined in the valid Swiss regulations and various definitions are used at international level. This work pays particular attention to the features that are relevant for safety. SUVs differ from “standard” cars in that they have greater ground clearance, larger vehicle dimensions, to some extent more powerful engines and a higher, steep (in some cases, almost vertical) front end. In this connection, the type of engine in the vehicle and whether it is suitable for off-road use are irrelevant. How many SUVs are on the road in Switzerland? Based on the development of the proportion of SUVs among new vehicles, the bfu estimates that the percentage of SUVs amounts to at least 4 percent of all cars (old and new vehicles), which means more than 150,000 vehicles in this category were on Swiss roads in 2004. How safe are SUVs for passengers and those involved in collisions? Although there are no accident figures for Switzerland, the safety of SUVs can be assessed on the basis of investigations conducted at home and abroad. The following applies to the three sectors "SUV passengers", "passengers in collision vehicles (cars)" and "vulnerable collision victims (pedestrians, cyclists, motorbike riders)": .. SUV passengers are well protected but not as well as might be assumed from the external appearance of these vehicles. .. SUVs have almost twice the level of vehicle aggression (number of drivers in other vehicles killed per 1,000 collisions) than in “standard” cars. .. In comparison to cars, the unfavourable design of the front of SUVs – as well as vans and minivans – leads to severe injuries to vulnerable collision victims (particularly pedestrians). Examples show, however, that the problem can at least be diminished in the meantime. What measures should be taken to increase road safety? Switzerland must play an active role at European level in implementing current proposals by experts even if its influence remains modest. It is all the more important to promote other road safety measures and influence buying behaviour. Technical measures for SUVs .. Lowering the vehicles’ centre of gravity .. Dispensing with equipping new vehicles with all-season tyres as standard. General technical measures for vehicles .. Improving compatibility with other vehicles (structure, geometry, dimensions) .. Improving pedestrian protection Examples of specific possibilities: Extending the EU directive on the protection of pedestrians adopted into Swiss law by the Federal Council (effective from 1.10.2005) to cars and vans with an overall weight of 2,500 to 3,500 kg (not just up to a weight of 2,500 kg)/rounded bodywork curves (no corners or edges)/low, rounded, soft bonnet/avoidance of high and vertical front surfaces/no rigid front grille guards (energy-absorbing guards can be an advantage, however) in line with the European Parliament decision of 26.05.05, according to which the use of front grille guards is only permitted if they demonstrably improve safety on the relevant vehicle/softer construction (less rigid vehicle construction with a distinct crumple zone)/maintaining a gap between bonnet and engine (e.g. pop-up bonnet)/external airbags, etc. Influencing buying behaviour .. Communicate information on vehicle-specific passenger and pedestrian protection (e.g. EuroNCAP crash-test results) .. Consideration given to the declaration of the results of crash tests carried out on vehicles (as with energy labels). General measures .. Enforcement of existing regulations (speed, alcohol, seat belts) and consistent implementation of the revision of the SVG (road safety law) (0.5 promille blood-alcohol level, random breath testing, 2-phase driver training, etc.) .. Consistent enforcement of the 50/30 speed limit in built-up areas .. Speed limit of 70 kph on dangerous rural roads .. Implementation of the (new) Federal road safety policy (Via sicura) (Author/publisher)
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