1 Internal | CR/AEV1-Georgi | 11/17/2008 | © Robert Bosch GmbH reserves all rights even in the event of industrial property rights. We reserve all rights of disposal such as copying and passing on to third parties.

Results of Accident Analysis

Accident Research CR/AEV

ABS for Powered Two-Wheelers

*picture taken from GIDAS #3020050171

2

Fatalities in road traffic 2006 – share of vulnerable road users

Motorcycle Accident Study

Internal | CR/AEV1-Mö/Wi | 11/17/2008 | © Robert Bosch GmbH reserves all rights even in the event of industrial property rights. We reserve all rights of disposal such as copying and passing on to third parties.

31 681 fatalities5)

CR/AEV1Accident Research

sources:1) IRTAD (D; J; CAN; AUS), FARS (USA)2) National Crime Records Bureau, India Ministry of Home Affairs3) Ministério das Cidades, Departamento Nacional de Trânsito Brasilia4) Traffic Accident Analysis Center, Road Traffic Safety Authority Korea5) IRTAD (Luxembourg, Italy, Bulgaria, Estonia, Ireland, Latvia, Lithuania, Malta, Rumania, Slovakia, Cyprus are not included, data is not available so far)6) Traffic Accidents China, Official yearbook 2005, data statistically blurred)7) Royal Thai Police, *Traffic Accident National Highways 2005, data statistically blurred by estimation

6%

16%

killed pedestrianskilled bicyclistskilled motorcyclists

19 755 fatalities3)

17% 4%

26%

98 254 fatalities2)

7%89 455

fatalities6)

26%

9%

28%

12871fatalities7)

34%

6%4%

2 892 fatalities1)

3%

7%

13%

42 642 fatalities1)

2%11%

11%

18%

17%

7 272 fatalities1)

14%18%

32%

1 598 fatalities1)

14%2%

15%

22%

Notations: data of Thailand and India as of 2005known numbers 2006: fatalities 12 691 (Thailand); 105 749 (India), beneath 17 105 cyclists

10%

18%

5 091 fatalities1)

14%

6 327 fatalities4)

5%19%

39%

3

17%

Motorcycle Accident Study

Internal | CR/AEV1-Wi | 11/17/2008 | © Robert Bosch GmbH reserves all rights even in the event of industrial property rights. We reserve all rights of disposal such as copying and passing on to third parties.

source: International Road Traffic and Accident Database IRTAD

Share of vulnerable road users in main countries of the EU in 2006

31 681 fatalities1)

7%

18%

1) IRTAD (Luxembourg, Italy, Bulgaria, Estonia, Ireland, Latvia, Lithuania, Malta, Rumania, Slovakia, Cyprus are not included, data is not available so far)

4

Fatalities per 100 Mio. covered person kilometers in the EU (source: ETSC Report 2002*):

Motorcycle Accident Study

Internal | CR/AEV1-Zimmermann | 11/17/2008 | © Robert Bosch GmbH reserves all rights even in the event of industrial property rights. We reserve all rights of disposal such as copying and passing on to third parties.

General accident occurrencesPart of deadly injured motorcyclists with respect to all traffic fatalities in Germany from 1990-2007 (source: Federal Statistical Office ):

* European Transport Safety Council

0,04 0,08 0,08 0,8

16

0

2

4

6

8

10

12

14

16

train plane motorcycle

Riding a motorcycle is 20 times more dangerous than driving a car considering the same distance!Number of deadly injured motorcyclists is constant since 15 years by contrast to all road accidents!

carbus

0

2 000

4 000

6 000

8 000

10 000

12 000

1990 1992 1994 1996 1998 2000 2002 2004 2006

Total fatalities Fatalities on motorcycles

948

4958

5

Motorcycle Accident Analysis

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GIDAS accidents with injuries2)

Used Data in the Bosch study

Germany1)

n=354 534

1) Destatis, official accident statistics annual report 2004 “Reihe 7, Fachserie 8” – www.destatis.de2) GIDAS database (German In-Depth Accident Study) 2001-2004, weighted for Germany – www. gidas.org

2004

Bn=4913

2)

Rep

rese

ntat

ive

weighting factorweighting factor

100 %354 534 4 913

100 %

228737

Source: GIDAS 2001-2004(weighted for Germany)

According to the official statistics 52 574 accidents w/injuries where a PTW was involved occurred in Germany in 2004. This is a share of 15% to all accidents w/injuries in Germany for 2004.

The GIDAS database (2001-2004) includes 737 accidents w/injuries where a PTW was involved. This is a share of 15% to all accidents w/injuries within the GIDAS database.

For the two-wheeler study a representative sample of 228 accidents from 737 accidents was taken because single case analyses are very time consuming.

2004

52 57415 %

Involved powered two-wheeler

Single case analysisSingle case analysis15 %

6

Motorcycle Accident Analysis

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Motorcycle accident analysis - Germany*

The collision with another road user in a crossing area is the most common accident situation.

* Basis: 737 weighted motorcycle accident of GIDAS (years 2001-2004)

Type of accident in [%]

45% of all motorcycle accidents take place in a crossing or turning area 20% of all motorcycle accidents are caused by driver’s losing control of the vehicle

Stationary vehicles

20

19

26

23

21

9

Loss of control accident

Turning off accident

Turning into a road/ crossing it

Crossing the road (pedestrian)

Vehicles moving along in carriageway

Other accident

Collision opponent in [%]

In 63% of all motorcycle accidents the opponent is another road user25% of all motorcyclists contact the road before the first collision

3

Other vehicles

Carriageway (downfall)Other

Object impact on the sidePedestrian

25

18

63

during the primary collision

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A third of the motorcyclists show no reaction before the first collision and 47% braked in a wrong way.

actual driverreaction

Response of driver possibilities – reactions and advice*

proportion of allaccidents

11% more attention required

noreaction

33% 38% full brake power (ABS) 25% evasion

8% no recommendation

18% others

downfallcaused by

wrong braking27% 67% full brake power (ABS)

14% more banking (in case of curve ride)

19%others

not enoughbrake power

20% 50% full brake power (ABS) 25% evasion 25% others

evasive maneuver

11% 54% full brake power

33% others

13% other direction

abandon thecurve ride

4% in most cases: more banking

otherreactions

5% e.g.: intentional downfall with motorbike

optimal main reaction of driver based on accident situation (retrospectively determined)

*Based on a single case analysis of 228 representative cases of GIDAS (years 2001-2004)

8

Motorcycle Accident Analysis – benefit of ABS

Internal | CR/AEV1-Zimmermann | 11/17/2008 | © Robert Bosch GmbH reserves all rights even in the event of industrial property rights. We reserve all rights of disposal such as copying and passing on to third parties.

40% non-relevant 60% ABS-relevant

Field of effect: Accidents in which ABS could reduce accident severity or improve the position relative to the opponent. Brake intervention is provided.Relevant Scenarios:

No maximum deceleration of the motorcycleBlocked rear wheelDownfall due to over braking the front or rear wheel

Procedure to evaluate the efficiency of motorcycle ABS:Comparison of real accident sequence with ideal full retarded and directional stabile ABS motorcycle (base of evaluation is the real existing tire trace).

In 60% of all accidents motorcycle ABS could influence the accident in a positive way!

Field of effect of motorcycle ABS*

*Based on a single case analyses of 228 representative cases of GIDAS (years 2001-2004)

9

Motorcycle Accident Analysis - ABS

Internal | CR/AEV1-Zimmermann | 11/17/2008 | © Robert Bosch GmbH reserves all rights even in the event of industrial property rights. We reserve all rights of disposal such as copying and passing on to third parties.

Function efficiency of ABS*Evaluation results show that 26% of all motorcycle accidents could be prevented by motorcycle ABS

1/5th of them are small two-wheelers (scooters/mopeds)Cases where downfall on street occurs due to over-braking one of the two wheels are included

80%

18%2%

slightlyheavyfatal

In maximum 14000 two-wheeler accidents per year could be prevented in Germany by the standard fitment of ABS. Among them there are 200 fatalities.

60% of all motorcycleaccidents: field of

effect ABS

26% of all accidents:prevention of collision

or downfall

Effective customer benefit:No insecurity while brakingNo downfall due to emergency brakeUtilization of the maximal possible braking distance

analyses of severity in prevented cases:

*Based on a single case analysis of 228 representative cases of GIDAS (years 2001-2004)

10

Motorcycle Accident Analysis - ABS

Internal | CR/AEV1-Zimmermann | 11/17/2008 | © Robert Bosch GmbH reserves all rights even in the event of industrial property rights. We reserve all rights of disposal such as copying and passing on to third parties.

Function efficiency of ABS*66% average reduction of impact speed in all cases - clear decrease of injury severity is expected

31% Reduction of Vcollision

Reduction Vcollision

1620

11

28

05

1015202530

80-9960-7940-5920-390-19Reduction of collision speed [%]

Num

ber o

f cas

es

Additional customer benefit:Reduction of impact speedUpright sitting position at the start of impact –hence efficiency of passive safety functions (e.g. airbag) increased.

Reduction of collision speed increases efficiency of passive safety systems.

26% of all accidentscollision/downfall avoidance

1% no change 2% unknown

*Based on a single case analyses of 228 representative cases of GIDAS (years 2001-2004)

60% of all motorcycleaccidents: field of

effect ABS

11

Motorcycle Accident Analysis – benefit of ABS

Internal | CR/AEV1-Georgi | 11/17/2008 | © Robert Bosch GmbH reserves all rights even in the event of industrial property rights. We reserve all rights of disposal such as copying and passing on to third parties.

Summary

The number of fatally injured motorcyclists has remained constant over the last 15 years whereas the number of fatally injured car occupants decreases (Germany). Existing safety technologies - both active and passive - can enhance motorcycle safety, provided market penetration is increased.

In 60% of all motorcycle accidents ABS could influence the accident in a positive way.

The evaluation results show that 26% of all powered two-wheeler accidents with injuries could be prevented by motorcycle ABS. An additional increased deceleration by an ABS was taken into account.

A strong decrease in the average collision speed was determined in 31% of all power two wheeler accidents. As a consequence, an significant reduction in the injury severity is expected.

12

Motorcycle Accident Analysis – benefit of ABS

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Motorcycle ABS: Effect and Benefit Studies

Bosch, 2007 - ABS field of effect (GER): 60%

of all powered two-wheeler accidentsinvolving injuries and fatalities

- Reduction of accidents with injuriesand fatalities -26%(14.000 p.a., incl. < 250cc, base GER 2004)

- Reduction in collision speed -31%

Allianz (AZT), 2005 - ABS field of effect (GER): 50%

of severe accidents involving all powered two-wheeler (>250cc)

- Reduction of severe accidents with injuries and fatalities between -8% to -17%

- ABS effectiveness for fatalities -10%

BASt (Federal Highway Research Institute), 2008 - ABS effectiveness2) (incl. < 250cc): Accidents -2.4%Fatalities -12.1%Serious injuries -11.7%

NHTSA (National Highway Traffic Safety Administration), 2006

Stopping distance reduction- Avg. (dry+wet surface) -5%- Loaded bike (dry) -7%- Rear foot pedal (dry) -17%- Both brakes (wet) -11%- Loaded, both br. (wet) -16%

HLDI (Highway Loss Data Institute), 2008 - Fatal crashes1): -38% - Insurance loss -21%- Claim frequency -19%for motorcycles equipped with ABS

IIHS (Insurance Inst. for Highway Safety), 2008 - ABS effectiveness1) (>250 cc): -38% of fatal crash involvement of ABSequipped motorcycles compared tonon equipped ABS motorcycles

1) Statistical data given from HLDI, effectiveness supported by IIHS2) Study doesn’t consider potentials in reduced injury severity by ABS

Police department Saarland, 2005 - Reduction of powered two wheeler (>125cc) accidents

with injuries and fatalities (GER) -20%