Bsi bs en 12767 2007 (2009)

The different occupant safety levels and the energy absorption categories will enable national and local road authorities to specify the performance level of an item of road equipment su

corrigenda February 2008,

A list of organizations represented on this committee can be obtained on request to its secretary.

Additional information

BS EN 12767:2007 is a supporting standard to standards prepared under the requirements of the European Commission Mandate M/111, Circulation fixtures, given under the EU Construction Products Directive (89/106/EEC)

BS EN 12767:2007 gives a test method and a classification system for determining the performance of road equipment support structures, such as lighting columns and traffic sign supports, in terms of the potential risk of injury to vehicle occupants when in collision with such support structures

BS EN 12767:2007 is a standard which sets down performance values rather than a method of manufacture It has, in most cases, several performance classes for each property Some of these classes have a range of values A manufacturer can supply a product that has the lowest value and still meets that class Purchasers need to be aware of this when specifying requirements.Recommended classes for different situations considered most suitable for

UK practice are given in National Annex NA

This publication does not purport to include all the necessary provisions of a contract Users are responsible for its correct application

Compliance with a British Standard cannot confer immunity from legal obligations.

Amendments/corrigenda issued since publication

29 February 2008 Corrections to Tables NA.1, 2, 3, 4 and 5

31 October 2009 Text amended in NA.1, 2.1, 2.2 and 2.3 Tables NA.1,

NA.2 and NA.3 deleted Table NA.4 renumbered as NA.1 and amended

This British Standard was

published under the authority

of the Standards Policy and

EUROPÄISCHE NORM November 2007

English Version

Passive safety of support structures for road equipment Requirements, classification and test methods

-Sécurité passive des structures supports d'équipements de

la route - Prescriptions et méthodes d'essai Straßenausstattung - Anforderungen und PrüfverfahrenPassive Sicherheit von Tragkonstruktionen für die

This European Standard was approved by CEN on 23 September 2007.

CEN members are bound to comply with the CEN/CENELEC Internal Regulations which stipulate the conditions for giving this European Standard the status of a national standard without any alteration Up-to-date lists and bibliographical references concerning such national standards may be obtained on application to the CEN Management Centre or to any CEN member.

This European Standard exists in three official versions (English, French, German) A version in any other language made by translation under the responsibility of a CEN member into its own language and notified to the CEN Management Centre has the same status as the official versions.

CEN members are the national standards bodies of Austria, Belgium, Bulgaria, Cyprus, Czech Republic, Denmark, Estonia, Finland, France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania, Luxembourg, Malta, Netherlands, Norway, Poland, Portugal, Romania, Slovakia, Slovenia, Spain, Sweden, Switzerland and United Kingdom.

EUROPEAN COMMITTEE FOR STANDARDIZATION

C O M I T É E U R O P É E N D E N O R M A L I S A T I O N

E U R O P Ä IS C H E S K O M IT E E FÜ R N O R M U N G

Contents Page

Foreword 3

Introduction 4

1 Scope 5

2 Normative references 5

3 Terms and definitions 5

4 Test parameters 8

4.1 General parameters 8

4.2 Backfill types 9

4.3 Particular test parameters for different roadside objects 10

5 Requirements 11

5.1 General 11

5.2 Basic requirements 12

5.3 Additional requirements for cantilever and gantry sign supports 13

5.4 Deemed to comply 13

5.5 Selection of items for test and product families 13

5.6 Non-harmful support structures 15

6 Impact test method 15

6.1 Test site 15

6.2 Test vehicle 15

6.3 Test item 17

6.4 Installation 17

6.5 Position of the impact point and impact angle 18

6.6 Test data to be recorded 19

6.7 Test vehicle impact and exit speed 19

6.8 Test vehicle approach angle 20

6.9 Test vehicle instrumentation 21

6.10 Photographic coverage 21

6.11 Test report 22

6.12 Test data decimal rounding 22

Annex A (normative) Backfill types 23

Annex B (normative) Compaction of the backfill soil 24

Annex C (normative) Evaluation of the performance of HE and LE lighting columns within a family 25

Annex D (normative) Test report 26

Annex E (normative) Vehicle data and dimensions 29

Annex F (normative) Deemed to comply 31

Annex G (informative) Bogie vehicle 32

Annex H (informative) Roof deformation 33

Bibliography 34

This document supersedes EN 12767:2000

Attention is drawn to the possibility that some of the elements of this document may be the subject of patent rights CEN [and/or CENELEC] shall not be held responsible for identifying any or all such patent rights According to the CEN/CENELEC Internal Regulations, the national standards organizations of the following countries are bound to implement this European Standard: Austria, Belgium, Bulgaria, Cyprus, Czech Republic, Denmark, Estonia, Finland, France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania, Luxembourg, Malta, Netherlands, Norway, Poland, Portugal, Romania, Slovakia, Slovenia, Spain, Sweden, Switzerland and United Kingdom

The severities of accidents for vehicle occupants are affected by the performance of support structures for items of road equipment under impact Based on safety considerations, these can be made in such a way that they detach or yield under vehicle impact

This European Standard provides a common basis for testing of vehicle impacts with items of road equipment support

This European standard considers three categories of passive safety support structures:

 high energy absorbing (HE);

 low energy absorbing (LE);

 non-energy absorbing (NE)

Energy absorbing support structures slow the vehicle considerably and thus the risk of secondary accidents with structures, trees, pedestrians and other road users can be reduced

Non-energy absorbing support structures permit the vehicle to continue after the impact with a limited reduction in speed Non-energy absorbing support structures may provide a lower primary injury risk than energy absorbing support structures

In this European Standard, several levels of performance are given using the two main criteria related to the performance under impact of each of the three energy absorbing categories of support structure

Support structures with no performance requirements for passive safety are class 0

There are four levels of occupant safety

Levels 1, 2 and 3 provide increasing levels of safety in that order by reducing impact severity For these levels two tests are required:

 test at 35 km/h to ensure satisfactory functioning of the support structure at low speed

 test at the class impact speed (50, 70 and 100) as given in Table 1

Level 4 comprises very safe support structures classified by means of a simplified test at the class impact speed

All the tests use a light vehicle to verify that impact severity levels are satisfactorily attained and compatible with safety for occupants of a light vehicle

The different occupant safety levels and the energy absorption categories will enable national and local road authorities to specify the performance level of an item of road equipment support structures in terms of the effect on occupants of a vehicle impacting with the structure Factors to be taken into consideration include:

 perceived injury accident risk and probable cost benefit;

 type of road and its geometrical layout;

 typical vehicle speeds at the location;

 presence of other structures, trees and pedestrians;

 presence of vehicle restraint systems

1 Scope

This European Standard specifies performance requirements and defines levels in passive safety terms intended to reduce the severity of injury to the occupants of vehicles impacting with the permanent road equipment support structures Consideration is also given to other traffic and pedestrians Three energy absorption types are considered and test methods for determining the level of performance under various conditions of impact are given

This European Standard excludes vehicle restraint systems, noise barriers and transilluminated traffic bollards

It also excludes temporary traffic control devices

2 Normative references

The following referenced documents are indispensable for the application of this document For dated references, only the edition cited applies For undated references, the latest edition of the referenced document (including any amendments) applies

EN 40-3-2, Lighting columns - Part 3-2: Design and verification-Verification by testing

EN 40-3-3, Lighting columns - Part 3-3: Design and verification-Verification by calculation

EN 933-1, Tests for geometrical properties of aggregates - Part 1: Determination of particle size distribution - Sieving method

EN 933-2, Tests for geometrical properties of aggregates — Part 2: Determination of particle size distribution

— Test sieves, nominal size of apertures

EN 1317-1, Road restraint systems — Part 1: Terminology and general criteria for test methods

ISO 6487, Road vehicles — Measurement techniques in impact tests — Instrumentation

ISO 10392, Road vehicles with two axles — Determination of centre of gravity

3 Terms and definitions

For the purposes of this European Standard, the following terms and definitions apply

NOTE For further details, see 6.7

system used to support items of road equipment

NOTE Items of equipment may include luminaires, traffic signs, traffic signals, telephones and utility cables The system includes posts, poles, structural elements, foundations, detachable mechanisms, if used, and any other components used to support the particular item of equipment

Acceleration Severity Index

value calculated from the triaxial vehicle accelerations

NOTE The maximum ASI value is considered as an assessment of the accident severity for the occupants of the impacting vehicle ASI is a non-dimensional quantity ASI is calculated in accordance with EN 1317-1

3.14

THIV

Theoretical Head Impact Velocity

velocity, expressed in km/h, where a hypothetical "point mass" occupant impacts the surfaces of a hypothetical occupant compartment

NOTE THIV is calculated in accordance with EN 1317-1

mass of the test vehicle type, with standard equipment, maximum capacity of engine fuel, oil and coolant

NOTE It does not include occupants and cargo

3.18

inertial test mass

mass of the test vehicle including fluids (not necessarily the maximum capacity of fluids), and all items rigidly attached to the vehicle’s structure, including a ballast and instrumentation, but excluding a dummy

3.19

gross static mass

total vehicle static mass

sum of inertial test mass and mass of the dummy

3.20

bending moment resistance of a lighting column

resistance to bending moment Mu at ground level

NOTE bending moment resistance of a lighting column is calculated or tested in accordance with EN 3-2 and 3-3

40-3.21

mass of a lighting column

total mass of the column above ground level including shaft and bracket arm, if fitted

NOTE Luminaires, connection devices and cables are excluded

Table 1 — Impact speeds

Speed class km/h

Impact speeds km/h

50 35 and 50

70 35 and 70

100 35 and 100

4.1.2 Energy absorption categories

Support structures shall be classified according to the energy absorbing category for the selected speed class related to the exit speed in Table 2 The categories are High Energy absorbing (HE), Low Energy absorbing (LE) and Non-Energy absorbing (NE) support structures

Table 2 — Energy absorption categories

V V

4.1.3 Levels of occupant safety

Support structures shall be classified in terms of the occupant safety level by means of the ASI and THIV values, related to the speed class and energy absorbing categories in Table 5 Occupant safety level NE4 is restricted to non-harmful products, as described in 5.6

4.2 Backfill types

The manufacturer shall select the type(s) of backfill and foundation to be used in the tests from those given in Table 3

Table 3 — Backfill type

S Standard soil Clause A.1

R Rigid Clause A.2

X Special By the manufacturer

NOTE Standard soil is recommended when testing new support structures

The backfill types are described in Annex A The control and installation of the backfill is described in Annex B

4.3 Particular test parameters for different roadside objects

4.3.1 Lighting columns

Luminaires and cables to luminaires shall be installed when a lighting column is tested, including typical underground cables and connection boxes and/or fuse units if the lighting column is intended for use with such items

Overhead cables need not be installed for the impact test However, if overhead cables are to be used in actual installations, the effect of the overhead cable and its fixing arrangement shall be known from other tests with similar columns

Underground cables shall be fixed outside the backfill volume in such a way that that the fixing does not allow the cable to move from the fixing point during the test Overhead cables shall to be installed to simulate the fixing on adjacent columns/posts in service

4.3.2 Traffic sign supports

A sign plate shall be installed when a sign support is tested Luminaires or transilluminated signs or other electrical equipment and cables including typical underground cables and connection boxes and/or fuse units, shall be installed if the sign support is intended for use with such items

4.3.3 Traffic signal supports

The maximum intended number of signal heads together with cables including underground cables, connection boxes and/or fuse units shall be installed when a traffic signal support is tested

4.3.4 Utility poles

Overhead cables are needed in the impact test unless the effect of the overhead cable and its fixing type on the performance is known from other tests with a similar utility pole type At least three utility poles shall be installed when overhead cables are used

4.3.5 Mailboxes

Mailboxes shall be tested with the maximum mass of mail for which they are intended, typically 0,5 kg/dm³ of the volume of the mailbox

4.3.6 Pedestrian restraint systems

If pedestrian restraint systems are evaluated according to this standard, they shall at a minimum be tested for the risk of occupant compartment penetration whilst impacting against the terminal, in the direction of the longitudinal axis of the system, and any other location and angle that may be considered dangerous

NOTE A recommendation is to use one of the tests TC 1.1.50, TC 1.1.80 or TC 1.1.100 of EN 1317-3 as a reference

to determine a comparable test situation

The test results are valid for sign plates and fixings that do not restrain the impacted legs significantly more than in the specific tests

4.3.8 Other support structures

Support structures, such as multipurpose supports, camera supports, weather and traffic monitoring device support, advertisement installations or other items not specified above, may also be tested in accordance with this European Standard In this case the test configuration shall be based on the principles described in 4.3.1

 additional requirements for cantilever and gantry sign supports (5.3)

Class 0 has no performance requirements and no test is required

Performance type of each tested support structure is expressed as a combination of speed class, energy absorption category and occupant safety level, determined by the alternatives in Table 4, and noted in the corresponding format, e.g 100HE2, 70LE1

Table 4 — Performance types

Alternatives Clause

Speed class 50, 70 or 100 4.1.1 Energy absorption category HE, LE or NE 4.1.2 Occupant safety level 1, 2, 3 or 4 4.1.3

In order to qualify as a certain type, the support structure shall meet the basic requirements of 5.2 and the additional requirements of 5.3 for both the high speed (50 km/h, 70 km/h or 100 km/h) and the low speed (35 km/h) tests The ASI and THIV values shall be less than the maximum limits in both corresponding tests as given in Table 5

If the test item fails to behave in the manner predicted, a performance class shall not be declared

5.2.2 Road user or vehicle occupant risk

5.2.2.1 Detached elements and penetration

The test item or detached elements, fragments or other major debris from the test item shall not penetrate the occupant compartment The windscreen may be fractured but shall not be penetrated

5.2.2.2 Vehicle behaviour

The vehicle shall remain upright for not less than 12 m beyond the impact point with a roll angle less than 45 º and a pitch angle less than 45 º

NOTE Yawing is accepted

5.2.2.3 Acceleration severity index (ASI)

The maximum ASI value in relation to each speed class, energy absorption category and occupant safety level shall not exceed the value specified in Table 5

5.2.2.4 Theoretical Head Impact Velocity (THIV)

The maximum THIV value in relation to each speed class, energy absorption category and occupant safety level shall not exceed the value specified in Table 5

Table 5 — Occupant safety

Speeds Mandatory low speed impact

5.3 Additional requirements for cantilever and gantry sign supports

Fifteen minutes after the impact the lowest point of the support structure or of any signs mounted on it may not

be lower than 4,0 m This time and height applies only to points located over the intended carriageways Other height limits may be specified by national regulations

A traffic sign support shall be tested with the maximum height selected by the manufacturer, and with the largest area of symmetrically mounted sign plate for which that height of support is designed, in terms of a declared bending moment resistance at ground level

A successful test result shall also be valid for a smaller area of sign plate; for asymmetric mounting of the sign plate; and for the same support structure reduced in height but otherwise of exactly the same detailed construction and dimensions Due to the risk of penetration of the windscreen of an impacting car, the untested reduced minimum height of the lower edge of the sign shall not be lower than 2,0 m Lower installations may be used, but risk of windscreen penetration shall be evaluated

Depending on the results of these tests, further tests shall be carried out as follows:

a) If the tested item complies with the NE category, no further tests are required A product family may be declared for the tested item, and all smaller members of the family for which technical data has been provided, with the same speed class, energy absorption category, and occupant safety level as the tested item Due to risk of penetration of the windscreen of an impacting car, the untested reduced minimum height shall not be lower than 2,0 m Lower installations shall be subject to a specific test

b) If the tested item complies with the HE or LE category, further testing shall be carried out on the smallest member of the proposed product family, at the selected speed class only

1) If the smallest item when tested fulfils the same energy absorption category and occupant safety level, a product family may be declared including the tested items and all intermediate members of the product family for which the technical data has been provided All the product family shall be declared to have the same speed class, energy absorption level, and occupant safety level

2) If the smallest item when tested at the same impact speed fulfils the same energy absorption category and a higher occupant safety level, a product family may be declared for all intermediate members of the proposed product family for which the technical data has been provided All the product family shall be declared to have the same speed class, energy absorption category and occupant safety level as the largest item, except that for the smallest tested item the actual occupant safety level achieved in the test of that item shall be declared

3) If the smallest item when tested provides a different energy absorption category (HE or LE) and/or a lower occupant safety level to that achieved by the largest item, a product family shall not be declared

Except that, in the particular case of lighting columns, interpolation, as described in Annex C, may be used to determine the energy absorption level and occupant safety level of intermediate members of the product family for which the technical data has been provided

In the particular case of lighting columns, the NE, LE or HE product family may include columns larger than the largest tested item, if the bending moment capacity at ground level is no greater than that of the largest tested column, and neither the mass or length of the larger columns are more than 1,1 times the mass and length of the largest tested column

5.5.3 Multipurpose support structures

When a support type is designed to be used in more than one configuration, such as lighting columns, sign supports, traffic signal supports etc the result of the low speed test in one configuration may substitute the low speed test of another configuration The result is valid for systems with a lesser mass and the same number of supports but only for supports with smaller bending moment resistance

5.6 Non-harmful support structures

Small support structures that are assumed by the approved certification body to cause only minor damage and a small change of speed may be tested with a simplified method (e.g with a driver) without any acceleration measurements and only with the high speed (50 km/h, 70 km/h or 100 km/h) impact test for an approval in occupant safety level 4 (see Table 5) The difference between impact speed and exit speed shall not be more than 3 km/h

6 Impact test method

6.1 Test site

The test site shall be generally flat with a gradient not exceeding 2,5 % It shall be of sufficient size to enable the test vehicle to be accelerated up to the required speed and controlled so that its approach to the test object is stable The area around the test item shall have a level, hardened surface and shall be clear of standing water, ice or snow at the time of the test The backfill volume shall not be frozen

To enable the test vehicle exit characteristics to be evaluated, the hardened surface shall extend not less than

15 m beyond the impact point

Appropriate measures shall be taken to minimize dust generation from the test area and the test vehicle during the impact test so that photographic records will not be obscured

6.2 Test vehicle

6.2.1 General specification

The test vehicle shall be a standard passenger car with the following specifications (see Annex E):

 test inertial mass: 825 kg ± 40 kg Of this, the maximum allowed ballast is 100 kg Measurement and recording equipment is included in the ballast;

 one dummy shall be included, with a mass of 78 kg ± 5 kg;

 gross static mass shall be 900 kg ± 40 kg;

 front and rear wheel track: 1,35 m ± 0,20 m;

 longitudinal centre of gravity location in distance from front axle (CGx) 0,90 m ± 0,09 m No dummy shall

be in the car when the centre of gravity is determined

 lateral centre of gravity location (CGy) in the distance from vehicle centreline ± 0,07 m;

 centre of gravity height in distance from ground (CGz) 0,49 m ± 0,05 m;

 vehicles to be used in the tests shall be production models representative of current traffic in Europe;

 additional equipment on the car, which might be important for the test, such as a sunroof, shall be a type normally delivered by the manufacturer or otherwise approved for use on the specific car type;

The tyres shall be inflated to the manufacturer’s recommended pressures The condition of the vehicle shall satisfy the requirements for a road worthiness certificate with respect to tyres, suspension, wheel alignment and bodywork No repairs or modifications shall be made that would alter the general characteristics of the vehicle or invalidate such a certification The vehicle shall be clean and mud deposits which may cause dust

on impact shall be removed prior to testing

The vehicle shall not be restrained by control of the steering or any other means during impact and whilst the vehicle is within a distance of 12 m after the impact point

All fluids are included in the inertial test mass It is not required that all tanks are full

All ballast masses shall be securely fixed to the vehicle in such a way as not to exceed the manufacturer’s specifications for distribution of mass in the horizontal and vertical planes

The dummy shall be placed in any of the front seats, if possible the driver’s seat, and shall be restrained by a seat belt

6.2.2 Calibration test

To ensure that the front characteristics of the test vehicle are within a specified range a calibration test shall

be conducted This calibration test shall be considered valid for cars of the same model and type produced within ± 3 years from the production year of the tested vehicle

A calibration test shall be carried out on a sample test vehicle, without a dummy, to confirm that the deformation characteristics of the vehicle front lie within the unshaded area of the time-velocity curve in Figure

1 and are in accordance with Table 6

The calibration test shall be performed with a test vehicle impacting a vertical, rigid cylinder at 35 km/h, and the rigid cylinder shall not displace statically more than 10 mm during the test, measured at the contact surface The cylinder shall have a diameter of 290 mm ± 20 mm and a height greater than the contact surface

of the deformed car front, typically greater than 1 m

Table 6 — Time/velocity requirements Time

ms Minimum velocity km/h Maximum velocity km/h

If the actual impact velocity during the calibration test differs by less than 10 % from 35 km/h, the input velocity

at time 0 shall be adjusted to 35 km/h before integration of the velocity curve is performed The acceleration of the car, used for this integration, shall be measured at the centre of gravity, in accordance with ISO 6487, with

a channel frequency class (CFC) equal to 180 Hz If the actual impact velocity differs by more than 10 % from

35 km/h the calibration test is not valid It is permitted to shift the velocity/time curve in time to obtain the best fit

6.3 Test item

Before the test, the item to be tested shall be checked against drawings and full technical specifications to be supplied by the manufacturer Any differences shall be recorded The mass and centre of gravity, without foundation, shall be recorded

Full technical specification is material and drawings to the extent necessary to uniquely identify the tested product and the properties of all relevant parts It also includes installation and maintenance instructions necessary to ensure the initial and continuing functioning of the device on impact to the determined safety level

be the foundation As any items of road equipment support structure can be used in an unpaved area, the backfill shall not be paved for any test, unless the support structure is designed to be used only in paved areas The compaction of the backfill shall comply with Annex B The surface of the backfill shall be level

Key

1 Impact direction

Figure 2 — Backfill dimensions for S and X backfill type

6.5 Position of the impact point and impact angle

The impact point on the test vehicle shall be centered to within ± 0,1 m The impact angle shall simulate a vehicle leaving the road at 20 ° ± 2 °

For direction sensitive support structures additional tests with other impact angles may be decided by the approved certification body If it is possible to impact the support structure from the side or even from behind, corresponding impact angles may be requested

For multi-legged test items where:

 projected clear openings between the support structure legs are not less than 1,5 m, the tests shall be carried out simulating a 20 ° ± 2 ° impact against one leg with the test vehicle impact point aligned central

to that leg

 projected clear openings between legs are less than 1,5 m, the tests shall be carried out against two legs simulating a 20 ° ± 2 ° impact with the test vehicle impact point aligned midway between two supports

NOTE For projected clear openings, see also 4.3.7

If the lower part of a vertical sign is located in such a way that it may hit the windscreen of the test vehicle, an additional high speed test at 20 ° ± 2 ° shall be made at the point regarded as the most critical by the approved certification body This also applies to any other test items where there is a risk that the windscreen may sustain a direct hit from the test item

6.6 Test data to be recorded

The following data shall be recorded

Pre-test data:

 mass and location of the centre of gravity of the test vehicle in the test condition including adding the ballast (see ISO 10392);

 vehicle dimensions (see Annex E);

 interior and exterior photographs of the test vehicle

Test data:

 test vehicle speed at impact and exit;

 test vehicle approach angle and impact point;

 linear accelerations and angular rates;

 photographic records from high speed cine film cameras and/or high speed video cameras deployed in such a way as to give a complete record of the test vehicle response and test object behaviour, including deformation and deflections

Post-test data:

 damage to the test item and test vehicle;

 still photographs to aid reporting;

 location and mass of significant debris;

NOTE 1 Significant debris is debris with a mass of more than 2 kg

 interior and exterior photographs of the test vehicle;

The roof profile shall be recorded before and after the impact, and the roof deformation shall be calculated and reported

 roof profile of the test vehicle before and after test

NOTE 2 A method is given in informative Annex H

6.7 Test vehicle impact and exit speed

6.7.1 General

The test vehicle impact speed shall be measured along the test vehicle approach path, no further away from the support structure than 6 m before the impact point The average speed should be measured over a length

of 2 m ahead of the impact

The exit speed shall be measured perpendicular to the extended approach path 12 m beyond the impact point

The overall accuracy of the impact speed measurement shall be within ± 2 % at the expected impact speed For the exit speed the overall measurement accuracy shall be within ± 5 %, except for the exit speed in the simplified method where the accuracy shall be within ± 2 %

The actual impact speeds in the tests shall be 35 km/h ± 3 km/h, 50 km/h ± 3 km/h, 70 km/h ± 5 km/h and

100 km/h ± 5 km/h

6.7.2 High impact point

The tests in this standard are carried out with the test item installed in ground at the same level as the carriageway

NOTE The operation of some support structures may be sensitive to differences in ground level between the position

of the support structure and the carriageway if the designated mechanism is at a specific height

6.8 Test vehicle approach angle

The test vehicle approach angle shall be measured along the test vehicle approach path no further than 6 m before the impact point by a suitable method The overall accuracy shall be within ± 1,0 °

NOTE For transversal mechanically guided test vehicles, this might be a static measurement made in advance of the actual test For other types of steering, such as remotely operated, radio controlled etc., the method should be a dynamic recording of the actual impact path and angle