Oslo, September 13 th to 17 th 2010

1. Smart RRSInnovativeconceptsforsmart Road RestraintSystemstoprovidegreater safety for vulnerable roadusers Oslo, September 13th to 17th 2010

2. OBJECTIVE • In general terms, this research will contribute to a general objetive: to reduce the number of injuries and deaths caused by road traffic accidents to vulnerable road users • This general objective can be achieved through the development of research activities in three diferent fields • Reduce the number of accidents (Primary Safety) • Protect during the accident itself (Secondary Safety) • Improve motorcyclist protection after accidents happen (Tertiary Safety) SMART RSS

3. Consortium PARTNERS Co-financed by the European Commission SMART RSS

4. DEPARTURE POINT(I) • Infrastructure should never be the cause of an accident SMART RSS

5. DEPARTURE POINT(II) • And Infrastructure should never increase the serverity of an accident SMART RSS

6. FEATURES • The new road restraint system shall have the following features • Cost effective in terms of materials, installation and running costs • Minimizes additional demands on the infrastructure such as power and communications buses • Will not provide additional risks to those colliding with the road restraint systems, particularly vulnerable road users such as motorcyclists • Robust against the environment and system degradation (e.g. the loss of a sensing node will still allow the system as a whole to function) • Robust against false triggering (so that, for example, emergency services are not called unnecessarily) • Each sensing node should know its location • Sensing nodes should be modular (additional functionality to be easily integrated depending on the location) • Capable of being integrated with other roadside infrastructure and traffic management SMART RSS

7. WORK PLAN • Phase 1: Analysis of current RRS and gaps that need to be filled • WP 1: Characteristics of severe road traffic accidents concerning vulnerable road users such as motorcyclists • WP 2: Review of Standards and Current Science and Technology • Phase 2: Development of the Smart RRS components • WP 3: Development of RRS materials and barrier profile • WP 4: Development of Primary Smart RRS sensors • WP 5: Development of Tertiary Smart RRS sensors • Phase 3: Integration, demonstration and validation of the new Intelligent RRS • WP 6: Integration and demonstration of the new IRRS • Two work packages run in parallel for the duration of the project • WP 7: Dissemination and exploitation plan • WP 8: Management SMART RSS

8. WP 1. CHARACTERISTICS OF SEVERE ROAD TRAFFIC ACCIDENTS • 1.- OBJETIVE • To know the characteristics of PTWs accidents where injures due to contact with fixed objects, or the RRS. • Characterize the main parameters of these accidents: • Speeds at the POI • Angles of impact • Frequency of injuries by body region, etc. • Define the basis for assessing the effectiveness of new protection devices. SMART RSS

9. WP 1. CHARACTERISTICS OF SEVERE ROAD TRAFFIC ACCIDENTS • 2.- CONTENTS • Characteristics of severe road traffic accidents concerning vulnerable road users such as motorcyclists • Literature Review on Motorcycle Accidents • In depth Motorcycle Accident Investigation • Three “In-depthaccidentsdatabases” (239 accidents): • MAIDS (by ACEM) • CENTRO ZARAGOZA (Spain) • APPLUS IDIADA (Spain) SMART RSS

10. WP 1. CHARACTERISTICS OF SEVERE ROAD TRAFFIC ACCIDENTS • The review of accidentology studies offers the opportunity to draw some conclusions • 1.- The risk of injury due to hitting a fixed object appears to be related to the impact area and the rigidity of the object. Hence small rigid objects such as posts are most likely to cause injury as they concentrate the forces of impact on a small area of the human body • 2.- The most dangerous aspect of guardrails with respect to motorcyclists is the exposed guardrail posts • 3.- An impact on a post can, depending on the part of the body involved, cause fatal injuries at an impact velocity of as low as 20km/h • 4.- Most motorcycle collisions with crash barriers occurred at shallow angles (typically between 10 and 45°) with the rider typically sliding into the barrier at a bend high risk for a rider to directly hit one of the barrier posts while approaching a guardrail. For a distance of 2.5m between the posts, the probability >35% for an angle of impact of 30 degrees, increasing to more than 70% for a 15-degree angle SMART RSS

11. WP 1. CHARACTERISTICS OF SEVERE ROAD TRAFFIC ACCIDENTS • 5.- Impact attenuators have a significant protective effect for motorcyclists • 6.- The performance of concrete barriers seems to be superior compared to that of conventional metal guardrail systems but only for shallow angles • 7.- Wire Rope Safety Barrier viewed by motorcyclists as the most aggressive form of RRS. This view is supported by computer simulations and tests which indicate that injuries will be severe if a rider hits the cables or the supporting • 8.- Some studies state that an additional lower rail on a roadside barrier could reduce the consequences of impact to the human body by a percentage varying between 30 and 60% of the cases For sliding motorcyclist, it seems clear that discontinuous systems are worse than continuous • 9.- The best solution seems to be the addition of a lower rail • 10.- For the future, it must also be considered that the impact scenario in an upright riding position seems to be equally important, with the associated risks of being thrown on or over the barrier, and this scenario has not be investigated in depth up tonow. SMART RSS

12. WP 1. CHARACTERISTICS OF SEVERE ROAD TRAFFIC ACCIDENTS • Outcomes from in-depth accident analysis • Fatal accidents & PTW impact against a Guardrail barrier/Posts fencing • 1.- In the majority of accidents the PTW's speed is over 70km/h, the roll angle is different from zero, the sideslip angle is little and the first part of PTW involved in the accidents is the front or the centre • 2.- Regarding the surround and environmental conditions in the majority of accidents the road is curve left, the road do not present defects, the accident occurred with traffic, there are not visibility limitation (mobile or stationary or general), the roadside is not contaminate and in the end the weather is clear SMART RSS

13. WP 1. CHARACTERISTICS OF SEVERE ROAD TRAFFIC ACCIDENTS Fatal accidents & PTW impact against Buildings structures/ embankment/ tree/ ditch or low lying depression 1.- In the majority of accidents the PTW’s speed is over 50km/h, the roll angle = 0, the sideslip angle is little and the first part of PTW involved in the accidents is the front or the centre 2.- Regarding the surround and environmental condition, the 45% of the accidents occurred in a straight road; moreover for the majority of accidents the road do not present defects, the accident occurred in a light or absent traffic conditions, there aren’t visibility limitation (mobile or stationary or general), the roadside is not contaminate and in the end the weather is clear SMART RSS

14. WP 2. REVIEW OF STANDARDS & CURRENT SCIENCE AND TECHNOLOGIES • 1.- OBJETIVE • Evaluation of actual normative relative to motorist protection systems. • Evaluation of European Regulation UNE 135900 (evaluation for motorist protection systems in safety fences and railings) • Evaluation of French Regulation EQUS9910208C for motorist protection rail systems. • Evaluate and validate internal protocols for the design, certification and homologation for motorist protection systems available from research institutes, universities and safety system manufacturers. • Study of the state of the art for actual motorist and road protection systems. • Definition of necessities and requirements for future roadside motorist protectionsystems. SMART RSS

15. WP 2. REVIEW OF STANDARDS & CURRENT SCIENCE AND TECHNOLOGIES • 2.1a Revision of regulation UNE135900 • Impact of a modified Hybrid III dummy leaning on its back against the system to be assessed at a speed of 60 kph and with an impact angle of 30º. This procedure is repeated with 3 differenttrajectories. SMART RRS

16. WP 2. REVIEW OF STANDARDS & CURRENT SCIENCE AND TECHNOLOGIES • Test Validation of the UNE 135900 Analysis • A comparison between an ordinary UNE 135900 test and a modified test was made. The basic difference was the impact angle, set to 45º on the new test. • Results and Analysis • - Influence of the impact angle on the severity of the crash and the injuries to the victim. • - Values used as references for the protection of the motorcyclist, and then used as base for the comparison of the system under the two different configurations. • - The system fulfils the requirements for the norm but it is not protecting a motorcyclist impacting with an angle of 45º at the same speed. • - The testing procedure defined by the UNE 135900 is representing the specific case in which the motorcyclist impacts both its head and shoulder at the same time. SMART RRS

17. WP 2. REVIEW OF STANDARDS & CURRENT SCIENCE AND TECHNOLOGIES • 2.1b Revision of regulation EQUS9910208C • LBSU performed accident analysis in order to choose the test configuration, as well as different biomechanical criteria needed for assessing the impact severity of a chosen dummy, taking into account the potential risk of injury. Two test configurations were developed, both at 60 kph with a tolerance of 5%. SMART RRS

18. WP 2. REVIEW OF STANDARDS & CURRENT SCIENCE AND TECHNOLOGIES • 2.1c Revision of any other available evaluation protocol for RRS • University of Milan (MADYMO software) . • Several papers and thesis on motorcyclist protection systems were analyzed, so as were some protocols from other countries, which include similar characteristics to those previously found in UNE 135900 and EQUS9910208C. • Several approaches are given to the systems, according to the country and their needs. Systems developed include punctual and continuous protective devices, generated and tested through simulation. Physical tests have been done, obtaining a real-life correlation between the dummy behavior and the simulation dynamics. SMART RRS

19. WP 2. REVIEW OF STANDARDS & CURRENT SCIENCE AND TECHNOLOGIES • 2.3 Definition for necessities and requirements for future roadside motorist protection systems. First proposal. • The strengths and weaknesses of the UNE 135900-1 and related testing procedures are evaluated in this document. After the evaluation, the most adequate testing systems are selected to develop the new testing protocol for motorcyclist protective devices, giving a more integral and dedicated evaluation system. The purpose is to select the strengths of each available part and cover the weaknesses with features fromothertestingprocedures. • The strengths and weaknesses of the following were evaluated: • • Norm UNE 135900 • • Full scale dummy testing under UNE 135900 • • Simulation of subsystems. • • Evaluation of subsystems. SMART RRS

20. WP 3 DEVELOPMENT OF RRS MATERIALS AND BARRIER PROFILE • 1.- OBJETIVE • Development of new RRS concepts with higher energy absorption levels and better global performance in case of motorcyclist collision. • 2.- CONTENTS • Modelling, analysis and validation of classical RRS • Modelling, analysis and validation of energy absorbers • Modelling, analysis and validation of additional protective devices • Modelling, analysis and validation of new RRS concepts • Optimization of new proposals SMART RSS

21. WP 3 DEVELOPMENT OF RRS MATERIALS AND BARRIER PROFILE • 3.- DESCRIPTION OF WORK • Modelling, analysis and validation of classical RRS • - Goal: To describe, by means of the FEM, the mechanical behavior –against impact loads- of classical RRS. • Modelling, analysis and validation of energy absorbers • - Goal: To describe, by means of the FEM, the mechanical behavior of different concepts of energy absorbers, according to geometrical restraints and energy absorption requirements for motorcyclists protection. SMART RRS

22. WP 3 DEVELOPMENT OF RRS MATERIALS AND BARRIER PROFILE • Modelling, analysis and validation of additional protective devices • - Goal: To describe, by means of the FEM, the mechanical behavior of some additional devices for motorcyclists protection (second continuous barrier, protective net, other devices). • - Materials characterization. Evaluation of mechanical properties required to carry out numerical simulations by means of the finite element technique. • - Modelling and analysis. Development of finite element models for additional devices, such as metallic barriers or textile nets. Numerical analysis and post-processing of results. • - Validation. Testing of protective devices for numerical analysis validation. SMART RRS

23. SECONDARY SAFETY WP 3 DEVELOPMENT OF RRS MATERIALS AND BARRIER PROFILE SMART RSS

24. WP 4 DEVELOPMENT OF PRIMARY SMART RRS SENSORS • 1.- OBJETIVE • To design and develop a system to improve primary road safety for road users: monitoring traffic, environment conditions and carriageway obstructions. It also focuses on the communications systems for transferring this information to road users, infrastructure operators and emergency services. • Potential sensed parameters shall consider: • - traffic data • - road conditions, particularly weather related • - Individual vehicle information: classification (e.g. motorbike, car), speed, trajectory • - road obstructions: animals, fallen trees, shed loads etc SMART RSS

25. WP 4 DEVELOPMENT OF PRIMARY SMART RRS SENSORS • 2.- CONTENTS • Identify requirements • Identify the biggest risks, what is already in the market, agree demonstrator formats and locations,… • Design system architecture • Develop mechanical interface specifications: barrier to sensor, sensor location to the road, sensor spatial frequency in the environment. • Environmental sensing sub-system • Identify candidate sensors (e.g. VOC, T, %RH, sunlight, IR…) and select technical approach, Data gathering from candidate roads, Algorithm development, Software development, Hardware design, build and Bench test. • Traffic sensing sub-system • Identify candidate sensors (radar, magnetic, optical, acoustic) and select technical approach, Initial tests and algorithm development, Software development, System design, build and test. • Obstacle sensing sub-system • Identify candidate sensors (radar, video) and select technical approach, Initial tests and algorithm development, Software development, System design, build and tests. SMART RSS

26. WP 5 DEVELOPMENT OF TERTIARY SMART RRS SENSORS • 1.- OBJETIVE • The fundamental requirement is to alert the emergency services of an accident, as soon as it occurs. The developments will contemplate crash energy, estimating the number of vehicles involved, video and location data, smart rrs state of repair, fire and chemical presence • Potential sensed parameters shall consider: • - Energy of crash • - Estimate of number of vehicles involved • - Video data • - Location data • - Fire • - Chemical sensing • - Detection of electromagnetic signatures from mobile phones, car ignition to detect presence (or lack) of activity. SMART RSS

27. WP 4 DEVELOPMENT OF PRIMARY SMART RRS SENSORS • 2.- CONTENTS • Packaging design • Procure packaging, connectors as needed, Modify packaging. • Power management sub-system • Lock for suitable commercial solutions, as the design of new systems is not realistic and presents a degree of difficulty that goes far beyond the range of the project. • Communications Sub-system • Identify candidate communications protocols, Identify candidate communications modules, Communications software development (message structures, timing, synchronization), Hardware design, build and test. • Crash sensing sub-system design / build / test • Sensor selection (accelerometer or other…), Understanding crash signatures (from either modelling or experimental data), Eventclassificationi.eBike, Car, Lorry, Developcrashalgorithms, Software implementation& test, Hardware design, build test, Compile summary of concepts, architecture, design and prototype system • System integration SMART RSS

28. WP 4 - 5 • Primary and Tertiary system overview SMART RRS

29. WP 6 INTEGRATION AND VALIDATION OF THE NEW IRRS • 1.- OBJETIVES • Definition of a new evaluation protocol for motorist protection systems. • Definition of primary safety system requirements. • Definition of secondary safety system requirements. • Definition of tertiary safety system requirements • Validation of smart rrs developments under real traffic conditions SMART RRS

30. Thankforyourattention! Juan Luis de Miguel Deputy General Manager of Centro Zaragoza jl.demiguel@centro-zaragoza.com SMART RRS