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Motorcyclists Hemets and Visors Test Methods and New Technologies

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Motorcyclists Hemets and Visors Test Methods and New Technologies This report has been produced by TRL Limited, under/as part of a Contract placed by the Department for Transport. Any views expressed are not necessarily those of the Department for Transport. TRL is committed to optimising energy efficiency, reducing waste and promoting recycling and re-use. In support of these environmental goals, this report has been printed on recycled paper, comprising 100% post- consumer waste, manufactured using a TCF (totally chlorine free) process. CONTENTS Abstract 1 Executive Summary 2 1 Introduction 5 2 Background 6 2.1 COST 327 6 2.2 Protective helmets: motorcycle, pedal cycle and human head tolerance (S100L/VF) 6 2.3 Project objectives 7 3 Strategic meetings, Inception Workshop and Conferences 8 3.1 Inception workshop 8 3.2 Break-point meeting 9 3.3 Meeting with Auto Cycle Union 9 3.4 ESV 2005 – Washington 6th to 9th June 2005 9 4 European collaboration through Framework Programme 6 11 5 Review of current test methods 12 5.1 COST 327 Proposals 12 5.2 Helmet retention 14 5.3 Method A and Method B alignment 28 5.4 Guided headform versus free-motion headform 44 5.5 Centre of gravity alignment for free-motion headforms 47 5.6 Extent of protection and points of impact 53 6 Bimass headform 62 6.1 General 62 6.2 Helmet optimisation 62 6.3 Results and conclusions 62 7 Helmet visors 64 7.1 General 64 7.2 Visor technology and draft performance requirements 64 7.3 Ambient light levels – verification of values from literature 65 8 Advanced helmets 66 9 Consumer Information Scheme (CIS) 67 9.1 Introduction 67 9.2 Accident Analysis 68 9.3 Test protocols 72 9.4 Assessment protocols 75 9.5 CIS pilot study 79 TRL Limited PPR 186 10 Discussion 84 10.1 Improved test methods 84 10.2 Mechanisms for delivering safer helmets 86 11 Conclusions 88 References 90 Appendix A. Workshop reports Appendix B. Test methods Appendix C. Helmet optimisation using Bimass model Appendix D. Light reactive visors - draft performance requirements Appendix E. Light reactive visors - validation of ambient LUX levels Appendix F. Advanced helmet concepts Appendix G. Consumer Information Scheme Appendix H. ESV 2005 Conference, Washington TRL Limited PPR 186 Abstract As the number of motorcycle accidents increase in the UK, an impact to the head continues to be the most significant cause of fatal and serious injuries. Some 80% of all fatalities during motorcycle accidents are caused by head injuries. The European COST 327 research Action concluded that if helmets could be improved to provide 24% more protection, some 20% of AIS 5-6 casualties could be reduced to AIS 3-4. New test methodologies and limit values were proposed, including performing linear impact tests at an increased speed of 8.5m/s compared with 7.5m/s for the European Regulation ECE 22-05 - an increase in energy of 30%. A concurrent UK Department for Transport (DfT) funded project, S100L/VF, developed a helmet prototype which was aligned with the COST 327 objectives and achieved more than 60% improved protection during both linear and oblique impacts. It was concluded that if all riders wore helmets with equivalent safety performance, up to 100 lives a year could be saved in the UK. In response to the findings of COST 327 and S100L/VF, the DfT has funded a research programme with TRL which has overall objectives to improve helmet and visor test methods, evaluate new helmet concepts and devise a consumer information scheme so as to facilitate worthwhile improvements in helmet and visor design to reduce fatal head injuries and mitigate environmental factors. Given the potential for reducing the number of motorcycle fatalities, the project has considered various mechanisms to delivery safer helmets to the market place. A regulatory impact assessment reviewed three options: 1. Do nothing; 2. Introduce legislation for safer helmets to COST 327 recommendations; and 3. Introduce a Consumer Information Scheme to encourage safer helmets to COST 327 recommendations It was concluded that a consumer information scheme would provide the most rapid delivery to the market of helmets offering improved head protection and that this could be the first step towards improved regulations in the future. TRL Limited 1 PPR 1861 Executive Summary From 1995 to 2004 motorcycle fatalities in Great Britain rose from 416 per annum to 585 (40% increase) and serious injuries rose from 5,672 to 6,063 (7%). Consequently motorcycle casualties are an increasingly large proportion of road casualties. Typically 70% of the serious injuries are from head impacts increasing to 80% of the fatality injured motorcyclists. There has also been a 40% increase in motorcycle traffic from 1995 to 2004 compared with a 16% increase in overall traffic for all modes over the same period. TRL has been contracted by the Department for Transport (DfT) to investigate ways of improving helmet performance. This is the final report of the project S0232VF Motorcyclists’ Helmets and Visors - Test Methods and New Technologies. Previous to this research there had been an EC research Action, COST 327 ‘Motorcycle Safety Helmets’, to investigate motorcyclists' head and neck injuries. The results were used as the basis for this project. A detailed investigation of some 253 motorcycle casualties from the UK, Germany and Finland as part of COST 327 determined that: • 67% of casualties had head injuries, 73% leg injuries, 57% thorax injuries, and 27% neck injuries. • Helmet damage was found to be fairly evenly distributed around the helmet with 53.2% being lateral impacts, 23.6% frontal and 21.0% rear. The crown received only 2.2% of the impacts. • Rotational motion was found to be the cause of 60% of AIS 2 and above injuries and linear motion the cause of 30%. • An increase in energy absorption of some 24% would reduce 20% of AIS 5 - 6 casualties to AIS 2 - 4. These findings were used to develop a COST 327 test specification for improved helmet performance. The DfT objective for the S0232VF project was: "To improve helmet and visor test methods, evaluate new helmet concepts and devise a possible consumer information scheme, so as to facilitate worthwhile improvements in helmet and visor design to reduce fatal head injuries and mitigate environmental factors." An International Workshop, hosted by the DfT, was held in London to discuss the most effective ways of improving helmet designs and delivering safer helmets to the market place. A consensus was reached on short, medium and long term principal objectives as follows: Short (2yr): • Linear impact to include high and low speed tests • More stringent requirements for the oblique impact test • Evaluate helmet retention • Devise a specification for light reactive visor materials • Implement COST 327 recommendations for an improved Standard Medium (5yr): • Accident simulation • Investigate advanced test tools and headforms including the Bimass • FE simulation • Ventilation and noise research. TRL Limited 2 PPR 1862 Long (10yr): • Research advanced "smart" materials • Standards to require include ventilation and noise assessment. On 1st July 2000, helmets conforming to UN ECE Regulation 22.05 became legal for sale in the UK in addition to those meeting BS 6658-1985. Part of this project involved examining the effectiveness of current test methods and in particular those within Reg22.05. Methods prescribed to assess friction and projection (method A vs B), impact site sensitivity, the difference between guided and free- motion headforms and the chin-guard test were examined. All relate to the test methods currently prescribed by Reg22.05 and the enhanced test methods proposed by COST 327. Test method A is an oblique impact test (based upon BS6658) and B is a new method developed for Reg22.05 that uses a carriage accelerated by a drop weight. The test work showed that Methods A and B do not give equivalent results. Method A is currently the more stringent, particularly for the abrasion test and is representative of accident mechanisms. Method B does not represent the real world since the force normal to the helmet is only 400N when in reality the load is typically 4kN. Of concern is the fact that helmets with an advanced, low friction, outer membrane that slides relative to the shell to reduce rotational motion gave values typically less than 30% of the permitted maximum for method A, yet failed method B. Reg22.05 specifies impacts at specific sites. Tests away from those sites showed that the permitted value of HIC (Head Injury Criterion) could be exceeded by over 20%. It was concluded that impacts should be specified by test area rather than specific location, which could be achieved by introducing an additional number of impact tests with the test sites chosen by the test house. The prescription for helmet orientation and alignment during the Reg22.05 impact tests has encouraged helmets with sculptured shell geometries, particularly at the rear. Tests showed that this can create a misalignment between the headform centre of gravity and the impact anvil thereby generating falsely reduced linear accelerations during the test, but potentially high rotational head accelerations during accidents. For relatively low linear impact accelerations of 100g the rotational accelerations may exceed 12,500rad/s² at which there is a greater than 35% risk of serious or fatal (AIS 3-6) head injury. Test sites specified by area, with addition prescriptions of head centre of gravity relative to the anvil geometric centre would help. In addition, carefully specified design restrictions may also be needed to solve the problem. It is specified (within Reg22.05) that during the freefall drop test onto the chinguard, the chinstrap may be fully tightened. In many current helmets there is a large gap between the chin and the inner surface of the chinguard and the load may be transmitted to the headform via the neck through the strap rather than through the chin as intended by the regulation.
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