Accident analyses Renault |
Wednesday, January 30th 2019
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Accident analyses Renault

News from Moditech Rescue Solutions BV

Two Moditech instructors were recently onsite at the Renault Techno Center in Guyancourt (France). There, during a convention, Renault’s Accident Analysis department, and its way of working were in the spotlight. The related QUO VADIS study also came to the fore. In this newsletter, we are eager to share our experiences!

In addition, users of our App for iOS have to renew their software as their Apple profile is due for renewal. It is important that you download the new software version of our App from our website.

Read more about these topics in our newsletter of this month!



Last month a new version of the CRS was released. This version contains a number of improvements compared to the old version. This version is also needed for the Apple platform because the current 'provisioning profile' from Apple ends on 22-Feb-2019. The new profile ends on 30-Oct-2019.

To use the new application, you must first unsubscribe the license code from the current application. In the current Crash Recovery System, go to Settings > License management and note the license code associated with the device in question. Then click on 'Remove license'. You can now delete the entire application from the device.

Then you install the new application of the Crash Recovery System using this link. Choose the operating system of your device and download the CRS. When the download is complete, you can enter the written license code in the new application via the option 'Activate CRS license'. The new app is ready! For users of a 'site license' we advise you to contact your IT department.

CAUTION FOR USERS OF iOS: If you do not install this update, your CRS installation for iOS devices will no longer work after February 22, 2019!


The Accident Analysis department at Renault has more than 500 employees. This section receives a weekly spreadsheet from the judiciary containing all reported traffic accidents in the whole of France. The more severe accidents (with serious injuries/fatalities), in which a Renault is involved, are chosen from this list. Subsequently, a team sets out to analyse the accident and accident data is collected.

The first step is to put back all loosened components. Then, photos of the vehicle are taken from 8 different angles (the front and rear end - both sides - from every corner).

Images: Putting back the parts after an accident

Then, over 200 points of the vehicle involved are then compared with an undamaged vehicle of the same type. All obtained information is stored in a database. Another one of the team’s tasks is taking inventory of the injuries of those involved. For this, additional photos are also taken of particularities such as lipstick on an airbag, impact marks and damage to seat belts. From the traces of the lipstick and the injuries of the victim, it was apparent that the airbag was activated at the right moment and height (see below).

Images: Activated airbag with a lipstick print

Other particularities: impact marks. Renault Mégane hit from the rear. The driver died from his wounds.

Image 1: Considerable damage to the rear end of the vehicle

Image 2: The backrest has broken off due to the blow

Image 3 and 4: The victim suffered, among others, severe head and neck trauma from when the victim came in contact with the roof 

Image 5: Indentations of the roof from the head of the victim

Partly due to the body length of the victim (1.95 meters) and the impact, the victim had severe head and neck trauma with fatal consequences. Had the victim been smaller, he/she would likely have survived the accident.

Through these analyses, Renault now possesses a database in which more than 18,000 vehicle types and 32,000 victims have been recorded. This is how Renault has a good picture of which accidents happen most often and which damage leads to which trauma. But it also knows that there are differences in traumas because of the age, weight and length of the victim. The position of the victim in the vehicle also leads to differences. These days at the Accident Analysis department, a lot of extra attention is paid to accidents in which an electric vehicle was involved. Electric vehicles are reinforced in different areas than ‘normal’ vehicles and are much heavier. What is noticeable is that a different accident mechanism has been created by this.

Analysts have concluded the following:

  • Electric vehicles don’t become powered-down with accidents that happen at lower speeds

  • These vehicles are not secured due to the absence of the fire brigade at such incidents

IMPORTANT! It was also apparent that the service/emergency deactivation switch in electric vehicles is almost never loosened. In a number of the investigated Renault Zoes, this was mainly because this emergency switch is in front of the passenger seat and that is the very place where the first responders tend to sit during a rescue scenario. People don’t want to remove the first responders to be able to reach the emergency switch.

Image: CRS image Renault Zoe. Service/emergency deactivation switch in front of the passenger seat

ATTENTION! Another conclusion reached by the analysts is that the airbags aren’t always activated. Even if there was sufficient impact to activate an airbag. Besides that, airbags were virtually never activated in a collision from the rear.

Images: Frontal collisions with a lot of damage, no airbags activated

The vehicle did not recognize the accident, or else the airbags would have been activated. There is a chance that the drive is still activated in this situation.

Image: Support pages CRS deactivation Renault Zoe


In this study, the correlation between the current accident analysis and the application of the correct triage with traffic victims was scrutinised. All emergency services involved (even salvage and roadside services) cooperated in the 2015-2017 period.

The correlation between the current Accident Analysis and the performance of the correct triage for traffic victims has become a lot clearer. The gathered data from this study has been added to the data of the Renault accident analysts in a meta-analysis. This has shown that there is a major difference between the expected traumas and the actual detected traumas. This causes the traumas to be regularly underestimated which eventually leads to under-triage.

  • Under-triage: implementing a too low level of care, for example transporting a victim with severe traumas to a clinic where the right care cannot be provided
  • Over-triage: implementing a level of care that is too high and giving the victim too much treatment

The practice has shown that incorrect triage has repetitively taken place. Another observation is that in many instances the assistance was taking too much time.

IMPORTANT! Renault and other vehicle manufacturers shall always strive for a vehicle to be as safe as possible, but they cannot rule out accidents. That’s why they offer an important piece of advice to the emergency services. Ensure that the rescue and extrication techniques develop along with the developments of modern vehicles and ensure up-to-date vehicle information that contributes to a better emergency service. The same goes for medical services.


In the next newsletter, we will share more news about this convention. We will then also pay attention to the developments in the realms of crash tests and crash-dummies.

Curious? Keep following us!