A new round of results of the Latin American Child Restraint Systems Evaluation Programme, PESRI, was released today with the safety performance of 11 Child Restraint Systems (CRS) models sold in Latin America region.

PERSI aims to raise awareness amongst consumers on the relevance of CRS use, generate consumer information on safety performance and deliver input for the New Car Assessment Programme for Latin America and the Caribbean, Latin NCAP, reference list. Each CRS is subjected to a series of tests, ranging from performance in frontal and side impact tests, to ease of use, resulting in a star rating score. The testing result allows the consumer to make an informed decision when buying a CRS.

2019 Results

 In total 11 products were selected for testing this year, from Argentina, Brazil, Mexico and Uruguay markets, however the models are also available in other countries in the region. The tests include 2 infant carriers and 9 multi-group seats that can be used in multiple configurations. Multigroup CRS cover more than one mass group and are popular as they are relatively cheap solution to transport children for a long period, but the tests again demonstrated that they never reach good performances over the whole range of application.

The vast majority of child seats on the market and in use in Latin America are belt attached in cars, which is a more slack-sensitive connection meaning that it is highly likely to show poor installations due to slack or losing adjustment after several days after a correct installation.

The majority of the car fleet in the streets is not equipped with ISOFIX connectors however, more and more new car models offer ISOFIX standard. ISOFIX anchorages allow the CRS to be rigidly attached to the car, if the car is equipped with ISOFIX anchorages points. ISOFIX anchorages systems contribute to dramatically reduce the misuse and weak installation scenarios.

Overall results are generally in line with previous years and confirm that multigroup seats are often a compromise when it comes to safety. However, one convertible baby/toddler seat (Joie Spin 360) and two multigroup seats (Kiddo Adapt and Bebesit Supersport) did well with a 4 star overall score. Both models were installed using ISOFIX anchorages.

In dynamic tests high loads on the child, undesirable child dummy movements or collapsing of the CRS were recorded, resulting in high injury risk that leaded into low scores. Several CRS revealed serious failures in frontal impact: the harnesses of the Styll Baby Bebe Conforto, Bb Protect Rodacross, Love 2026, Briccone butaca and Prinsel Matrix broke when tested leading to poor final results. Moreover, the Prinsel Strada received penalty points as the back rest was severely damaged in front impact.

Side impact protection is at the moment not legally required in Latin America. Most CRSs tested offer no or insufficient protection in side- impacts: side wings are not sufficiently dimensioned and/or padding material is absent. The Cosco Bliss and Styll Baby Bebe Conforto baby carriers, as well as the OK baby Safe Trip 1 and Prinsel Strada recorded high loads on the dummy’s head and / or chest because of absence of well dimensioned side-wings and / or insufficiently padding. This lack of side protection in CRS is aggravated if it is considered that the side impact protection on cars is not required by governments either.

User instructions are a point of attention. The correct use of the seat determines the level of protection: incorrect belt routes, slack in harness or car belt, inappropriate seat (e.g. wrong size or orientation) can have disastrous consequences, irrespective of the seats protective qualities when used optimally. In these tests, there were some poor performers, for example the BB Protect offers poor marking of belt and misses the airbag warning label for rear facing seats.

Recommendations

For consumers, to encourage rearward facing transport of children in CRS, for toddlers at least until one year old and when possible until 3 years old. As most of Latin American market cars lack with proper side impact protection, when using boosters, PESRI strongly recommends to use only boosters with backrest including side impact protection. Any human being below 1,35m should use a CRS of some kind.

For governments of the region, to introduce UN R129 in Latin American legislation as alternative alongside R44; speed up introduction of Latch/ISOFIX for CRSs and ISOFIX anchorage points for cars. Moreover, to call for improved frontal and side impact protection; CRSs should be able to cope with a Latin NCAP type of crash-severity, although there are more demanding than UN regulation, they represent the traffic reality of the region. It is relevant to highlight that countries from Europe, the United States and Australia reached good levels of protection in the event of a crash thanks to their vehicles being mostly 5 stars rated, exceeding the requirements of UN standards.

Finally to CRSs and car manufacturers to improve ease of use: installation in car, simple belt route, harness adjustments, preferable one hand operation.

About Regulations

Child restraints can meet the US standard (FMVVS 213, a self-certification system) or one of the UN Regulations 44 or 129, approvals are granted by a Type Approval Authority (TAA). Most common still is UN-R44, not the more demanding UN-R129. Latin American countries often require CRS to meet FMVSS and/or R44. Some countries operate national type approvals, like NBR 14400 in Brazil. These often rely on the technical content of previous and old versions of R44.

In 2019, tests there were a fair number of products with R44 approvals granted by European TAA’s. These products don’t generally represent the state of the art of European seats and are often not available in Europe either. Apart from dynamic tests R44 prescribes other provisions like colour coding of belt routes (blue for RWF, red for FWF), presence of airbag warning label in RWF CRS, positive guidance of non-integral lap belt etc. R44 does not allow ‘belt clips’- which we are regularly seen in Latin American Products. Several seats in test fail to meet these requirements, an indication of poor market surveillance and easily granted approvals.

A special case is the Love 2026, which (like the Love 2021 last year) suggests to meet FMVSS 213. However, it seems to be a hybrid product that claims to meet a mix of R44 and FMVSS requirements. It has a R44-style ‘FMVSS’ approval label which is not under any of the regulations known in a clear intention to mislead consumers, R44 airbag warning label, R44 mass classification, US buckle (allowing to lock the left and right pin independently) and a chest clip to keep the harness straps together (both not allowed under R44).

The importance of Regulation 129

In a few years, the new UN Regulation 129 will replace UN Regulation 44 (CRS). R129 is being introduced in phases whilst the equivalent R44 parts are phased out. R129’s main improvements are the mandatory rearward facing transport of children until 15 months minimally considering that the rearward facing offers the best protection for babies and toddlers in frontal impact. Moreover, it includes the introduction of side impact requirements and specifications in order to avoid misuse such as harnesses must be adjustable without disconnecting from the seat or use of tools.

R129 is currently almost non-existent in Latin America, R44 is dominant. Against the background of the end of R44 as well as the higher level of protection offered by R129, consumers should push for swift introduction of R129, at least as alternative alongside R44 or have its requirements implemented in national legislation.

About PESRI

The Latin American Child Restraint Systems Evaluation Programme (PESRI) is a multi stakeholder partnership working to achieve the United Nations’ road safety Global Goals, by providing parents in Latin America with an independent assessment of some of the most commonly available CRS. Partners in the programme include Global NCAP, International Consumers Research & Testing, Fundación Gonzalo Rodriguez (Uruguay), ProTeste (Brazil), ODECU (Chile), El Poder del Consumidor (Mexico), and FIA Region IV.

Since its inception in 2013 the tests are more realistic and more demanding than required by Regulation. CRS are tested in frontal and side impact is a real car environment. Bottom line is that children should benefit from at least the same level of protection as adults and be able to survive accidents of Latin NCAP severity. Frontal tests were carried out in a VW Golf body on a test sled, using the NCAP pulse for that specific car. Side impact was also in the VW Polo body against a fixed ‘door’ (10º to direction of impact). Not all configurations were dynamically tested, generally only the most demanding ones. Ease of use was assessed by means of a checklist tailored to the Latin American situation.

More information: www.pesri.org