bp5: ptw design and protective equipment motorcycle airbag systems ref: european … ·...

BP5: PTW Design and Protective Equipment

Reference: BP5 001

Title of Project:

Motorcycle Airbag Systems Ref: European Road Safety Observatory

Version: 2

Website: http://ec.europa.eu/transport/road_safety/specialist/knowledge/vehicle/safety_design_needs/motorcycles.htm

Brief Description of Project:

Chest Air Bags In head on collisions, the rider continues to move forward in a seated position and hits the opposing object at close to pre-impact velocity. These crashes often result in fatal or serious injury to the head and upper body of the motorcyclist. This type of collision is more typical of junction collisions in urban environments. In some collisions, however, the rider loses control of the vehicle during the braking phase and falls from the vehicle prior to impact. While the provision of air bags on motorcycles is more complex than installation in cars, because the dynamics of a motorcycle crash are more difficult to predict, early crash tests with airbags on motorcycles (1973) indicated that an airbag system could be beneficial in frontal impacts. In the early 1990s tests were completed in the UK in which three different types of motorcycle were fitted with an airbag [1]. The results showed that full restraint was not possible above a speed of 30 mile/h, though reducing speed and controlling rider trajectory could still be beneficial. Further work was carried out by the Transport Research Laboratory and Honda during the 1990s.

In 2004, Honda announced that it had developed the world’s first production motorcycle airbag system to be made available in 2006 on new Gold Wing motorcycles. See Honda Motorcycle Airbag System. The airbag module, containing the airbag and inflator, is positioned in

front of the rider. A unit in the airbag positioned to the right of the module

analyses signals from the crash sensors to determine whether or not to inflate the airbag. Four crash sensors attached on both sides of the front fork detect changes in acceleration caused by frontal impacts. Although motorcycle airbag systems are improving in design, current research appears divided on the overall cost benefits. Crucial to effectiveness appears to be rider trajectory following impact. Any ‘best practice’ system would need to show that the rider’s exit path is not affected in such a way as to increase the risk of injury. [1] Happian-Smith, J. and Chinn, B. P. (1990) Simulation of airbag restraint systems in forward impacts of motorcycles, International Congress and Exposition, Detroit (SAE 9000752)

Monitoring Data:

No specific casualty data available at present.

Results: Computer modelling and simulated crashes show reduced impacts on the rider in the majority of collision configurations.

Key Effective Conclusions:

Research into motorcycle airbags appears to demonstrate reduced rider impacts in the majority of collision situations but those collisions where the rider and motorcycle are separated before impact would not be affected. There is an unresolved issue with altered rider exit path in a collision due to airbag deployment. The research (Honda and TRL) suggests that the cost benefit of the airbag in the majority of collisions is still very positive. Honda has committed to further research and the standard fitment of airbags to Honda models will allow monitoring of casualty reduction performance to be undertaken.

Projects for Comparison:

Leg protection systems. Rider airbags.

Justification: There appears to be sufficient evidence that motorcycle airbags will reduce the impact/injury to riders in the majority of collision configurations and particularly in those common at urban junctions. * Ongoing research and the evaluation of the performance of the Honda system now in production should be monitored. The measure appears to meet the eSUM objective for WP3, BP5 in offering the potential for reduction in risk of injury in a collision through technological improvement in PTW design.


Reference: BP5 002

Title of Project:

Airbag Jackets

Version: 1

Website: http://www.monash.edu.au/muarc/reports/muarc260.pdf www.munimadrid.es


Motorcycle Police in Madrid are now equipped with protective clothing that meets EN-1621 and has ‘airbags’ built into the jacket which protect the rider if they fall from their machine. An extract from a research paper published in Australia by Monash gives an overview:

The Hit Air system. takes approximately 0.5 seconds to fully deploy but offers some protection from about 0.2 s. For comparison a car based system, using an explosive inflation process, fully deploys in around 0.175 seconds. The system will not deploy until the rider separates from the vehicle, which may result in reduced protection for some rapid impacts.

There is a 30kgf trigger which should mean that stepping off a parked motorcycle without disconnecting the system will not result in an unnecessary deployment. The Dainesse system, used by some motorcycle racers and due to go on public sale in 2010, utilises an ECU fixed to the motorcycle. The ECU inflates the air bag prior to the rider separating from the motorcycle providing full deployment at an earlier stage in the collision. This system focuses on protecting the rider’s neck and upper spine.

Some systems can be recharged by the owner following deployment. Current designs of jackets including the airbag technology are virtually indistinguishable from similar garments providing standard CE rated protection. It is, however, recognised that there would be resistance to use of the technology from some riders and groups.

Monitoring Data:

There are no independent monitoring data available. There are claims on the manufacturers’ websites that indicate positive results from simulated collision testing and ‘testimonial’ type case studies of impacts.

Results: Manufacturers claim reduced impact injury in simulated and actual collisions.


Independent research is required to validate manufacturers’ claims however, notwithstanding the issue of deployment speed, the technology would appear to offer improved levels of protection in many urban collision configurations. Data from the MAIDS study indicates that rider injuries to the spine and thorax are over-represented in the database. These are areas protected by the airbag jacket. Police in Madrid are trialling airbag jackets for their motorcycle officers.


Honda Motorcycle Airbag System (BP5 001). Yamaha ASV. Leg Protection systems.

Justification: Although detailed independent research is required, current technology appears to offer the potential for improved rider protection in conjunction with conventional CE rated protection. The measure appears to offer the potential for reduction in risk of injury in a collision in line with eSUM objectives.


Reference: BP5 003

Title of Project:

Antilock Braking Systems

Version: 2

Website: http://monash.edu.au/muarc/reports/muarc260.pdf


Motorcycle ABS is designed to provide effective braking whilst avoiding loss of control arising from wheel-lock. Early systems were essentially mechanical and whilst they provided reduced risk of loss of control, the ‘cadence’ effect was unlike normal braking ‘feel’. Current systems use a censor on each wheel to assess motion. Under braking if the wheel stops the brake pressure is momentarily released to prevent skidding and loss of control.

BMW have introduced ABS on most of its production motorcycles and refined the system over the last 2 decades. (Photo © by Jeff Dean.) Other manufacturers have introduced their own ABS but it is still largely confined to ‘high-end’, large capacity tourers.

Research into ABS has stretched over 5 decades or more and there is sufficient evidence to accept that, in a panic braking situation, ABS will provide more effective and controlled stopping. There is some resistance to ABS from sports riders who correctly claim that a practiced and experienced rider on a good dry surface can stop marginally more quickly without ABS. However, research consistently shows that, in crisis braking, ABS stops the motorcycle more quickly, especially on wet or poor surfaces.

ABS also prevents ‘stoppies’ and intentional skids and this is viewed as a negative by some risk taking riders. Cost is regarded as a key drawback but several manufacturers are developing cheaper ABS which could feature on mass produced PTWs in the near future. The EU are considering the introduction of regulations which would make ABS mandatory on all new motorcycle over 125cc.

Monitoring Data:

Braking simulation tests show consistently improved stopping performance in crisis situations. Structured monitoring using collision data is lacking but research from a variety of sources (Maids, DfT In-depth Motorcycle Accident Study) shows loss of control under braking is a significant factor in urban PTW collisions.

Results: Performance based research conclusively shows improved ‘panic’ braking performance from ABS with reductions of between 1.5 and 5m in stopping distance. Anecdotal evidence suggests much improved collision avoidance; for example the California Highway Patrol experienced no rider fatalities in 5 years after switching to BMW motorcycles with ABS. Research by Sporner and Kramlich (2001) indicates that ABS would reduce collision occurrence in PTWs by 10%. They estimate that around 54% of collisions would be either avoided or reduced in severity.


ABS is proven to reduce braking distance and therefore improve collision avoidance in crisis situations. The current restraining factor is predominantly cost although sports motorcycle riders and extreme risk takers perceive a lack of feedback from ABS. Given the preponderance of junction collisions in urban areas where other drivers fail to give way to the PTW, ABS has the potential to reduce the frequency of collisions and the severity in those which do occur. In the summary of their research into motorcycle braking systems BAST gave the following, succinct recommendation: ABS should be used on all two-wheeled vehicles wherever possible.


Advanced Braking Systems (BP5 004).

Justification: If the cost constraints could be overcome, ABS installation could be extended to small capacity urban/commuter PTWs providing potential for reducing collisions and casualties. The measure appears to meet the eSUM objective for WP3, BP5 in contributing to the reduction in risk of collision through technological improvement in PTW design.


Reference: BP5 004

Title of Project:

Advanced Braking Systems

Version: 1



In the 1970s a number of manufacturers developed linked braking systems in an attempt to improve stopping performance. These were essentially mechanical systems and insufficiently responsive for most riders. Advanced Braking Systems such as Honda’s Electronic ABS, Yamaha’s Brake Assist System and BMW’s Integral ABS combine features of conventional ABS, linked brakes and traction control. The systems use an ECU linked to censors and telematics to control and enhance braking to produce optimum performance. Honda’s EABS is at the production stage and should be installed on CB900 and CB600 models from 2009. The Yamaha BAS is under development on their ASV test vehicle. The system supplements the braking force in emergency situations and works in combination with an ABS system. A sensor that detects changes in brake fluid pressure is used to sense the characteristics of the braking force being applied by the rider. The assist requirement is determined separately for the front and rear brakes and even if the rider is applying force to only one of the brakes, if the braking characteristics indicate to the ECU that it is an emergency braking situation, the system functions to automatically apply braking force to both the front and rear brakes in a way that makes full use of the machine's braking potential.

BMW’s Integral ABS maintains the semi-integral function, which is automatic activation of the rear brake when operating the front brake. Pressing the rear brake alone, however, the rider, as in the case of a conventional system, activates only the brake at the rear.

Monitoring

Data: The 3 systems described have undergone significant testing to monitor performance.

Results: Braking distance/ collision avoidance tests independently undertaken (motorcycle magazines) indicate much improved emergency braking with retention of control. With good tyres on a dry surface with an expected incident, an experienced rider could, with practice, marginally outperform the Honda system. However, in emergency or wet conditions the Honda EABS consistently outperformed the unassisted motorcycle.


Testing has consistently shown that ABS and especially advanced braking systems provide much improved braking and collision avoidance performance in emergency situations. In the most common types of urban motorcycle collisions (MAIDS), these systems would reduce the risk of impact and injury.


Standard ABS (BP5 003).

Justification: Although there is no collision/casualty based evaluation available, the empirical performance data clearly shows improved braking and collision avoidance performance. The measure appears to meet the eSUM objective for WP3, BP5 in offering the potential for reduction in risk of collision through technological improvement in PTW design.


Reference: BP5 005

Title of Project:

Tyre Pressure Monitors

Version: 1



Incorrect tyre pressures significantly affect the braking and steering of PTWs and compromise collision avoidance. There are a number of active tyre pressure monitors on the market which provide a visual warning of falling tyre pressures. Electronic remote monitoring systems with in-vision display are also available. Air Alert electronic valve cap pressure monitor. • A simple device that monitors the tyre pressure

and activates a flashing LED if the tyre pressure falls 4psi below the calibrated correct pressure - it is an active bright warning that alerts the driver as they approach the vehicle.

• Self Calibrating - Simply fill the tyre to the correct pressure (as per vehicle log book or manufacturers specifications) remove the safety sticker on the base of the valve cap and screw it onto the properly inflated tyre valve - the valve cap then memorises the pressure in the tyre and starts monitoring the tyre pressure.

• Universal fitment - the valve cap will suit any standard Schrader type valve (Car / Motorcycle / Truck / Bicycle etc) - and can monitor any pressure between 10 and 150 psi.

• 100% self contained - with onboard batteries. The batteries are good for 2 years of standby use or 3+ weeks of active use.

• Designed to last and can withstand the toughest of conditions, the valve cap body is made from Chrome plated Brass with a polycarbonate lens. it is approximately 3cm long and weighs less than 5g.

Tyre Alert pressure valve cap monitors. • Lightweight yet tough plastic construction. • Suitable for any Schrader valve (typical automotive

valve). • Self calibrating pressure range 20-42psi (1.4 - 2.8

Bar). • Simple and effective visual indication of your tyre

pressures. • Easy to use and re-calibrates each time the valve cap is used. Tyre Pressure Monitor valve cap monitors. The tyre pressure monitors work on a simple "Traffic Light" system. When the tyre pressure monitor is firmly screwed onto the valve stem of a cold tyre at the correct tyre pressure, the see through dome at the top of the monitor turns GREEN. . When the tyre pressure drops 3 to 6psi, the AMBER indicator starts to become visible, and it is now recommended that you top up this tyre with air. When the tyre pressure drops more than 5 psi the RED indicator starts to become visible. At 6 to 10 psi drop in pressure, the red is very visible, and this indicates a seriously under-inflated tyre which should be re-inflated immediately. Remote tyre pressure sensing.

Systems involving the constant monitoring of tyres pressures with output displayed in-vision for the rider.

Monitoring Data:

It is difficult to identify collision/casualty based evaluation of tyre pressure monitoring. Performance testing indicates that deviations of around 4psi or more can significantly affect PTW handling and braking. The European-wide MAIDS(Motorcycle Accidents In Depth Study) project found that a tyre or wheel problem (usually a puncture) was a cause in 3.7% of all the motorcycle accidents they studied (MAIDS: Table 4.26). An estimate based on replacement of punctured tyres suggests that 11% of all tyres sold are to replace punctures. http://www.maids-study.eu/

Results: None available.


Collision/casualty based results are difficult to identify but the negative effect on braking and steering from incorrectly inflated tyres indicates that maintaining correct tyre pressures will prevent some loss of control collisions and avoid a reduction in collision avoidance performance. Theft of the indicating device may be an issue.


Vehicle diagnostic systems.

Justification: There is sufficient empirical research to establish the importance of maintaining correct tyre pressures. There are several low-cost options for providing active monitoring of tyre pressures. There do not appear to be any concerns over accuracy or operational difficulties. The measure appears to meet the eSUM objective for WP3, BP5 in contributing to the reduction in risk of injury in a collision through technological improvement in PTW design.


Reference: BP5 006

Title of Project:

Intelligent Transport Systems and Motorcycle Safety

Version: 1

Website: http://www.globaldegrees.com/muarc/reports/muarc260.pdf


This review by Monash University (Intelligent Transport Systems and Motorcycle safety, Megan Bayly, Michael Regan, Simon Hosking. July 2006) undertook a critical analysis of existing and emerging ITS technologies. The key output was a list of ITS measures prioritised based on relevance to.PTW collision causation. Some of the ITS with a high ranking are more applicable to rural crashes (speed related loss of control on bends, riding on unlit roads after dark etc.). Several do address the primary causes of urban PTW collisions as identified by the MAIDS study and the DfT In-depth Analysis of PTW Collisions.

The prioritised list identifies the following counter measures as addressing frontal collision/urban conflicts, in priority order: Linked Brakes. Reviewed as BP5 004 Anti-lock Braking Systems. Reviewed as BP5 003 Brake Assist Systems. Included in BP5 004 Intelligent Speed Adaptation. Reviewed as BP5 008 Inter Vehicle Communication. Reviewed as BP5 009 Road Surface Monitoring. Reviewed as BP5 010 Daytime Running Lights. Reviewed as BP5 007 Automatic Crash Notification. Electronic Licensing/Smart Card. Reviewed as BP5 011 Alcohol Detection and Interlock. Airbag Jackets. Reviewed as BP5 002 Airbags. Reviewed as BP5 001 Forward Collision Warning. Object/Pedestrian Detection Systems.

Monitoring Data:

Monitoring data tends to be research based performance testing, rather than casualty/collision based. DRL is the exception.

Results: The report offers an indication of potential results for each system. See individual reviews for more information.


Each of the measures is reviewed individually in this BP theme. This report provides guidance on existing and emerging ITS which offer potential for casualty/severity/collision reduction.


Justification: This research report provides advice and guidance on the contribution that ITS can make to reducing PTW casualties. As an overview for use by road safety practitioners, this report appears to meet eSUM objectives for WP3, BP5 by providing advice/guidance which contributes to reducing urban PTW casualties/collisions.


Reference: BP5 007

Title of Project:

Daytime Running Lights (DRLs)

Version: 1

Website: DfT DLR Report: http://www.dft.gov.uk/pgr/roads/vehicles/vssafety/drls/daytimerunninglampsexecutive1702)


The use of headlamps in daylight by PTWs (DRLs) is one of the suggested countermeasures to the most common type of urban PTW collision, where a car driver fails to perceive the position, path or speed of the smaller vehicle. Since 2002, all motorcycles sold in Europe have their lights hard wired to illuminate on start up (Automatic Headlamps On, AHO). Increasing the conspicuity of the PTW and rider in principle has obvious benefits and does appear to increase the chance of perception by the driver of the ‘other’ vehicle, although it is not a guarantee. There is a clear need to improve driver awareness of vulnerable road users such as PTW riders. Although there has been much positive research, there have been counter claims that, in some circumstances, DRLs make the correct assessment of PTW speed more difficult. In one study this appeared to lead to decreased gap acceptance by other drivers. There have also been suggestions that in a bright, busy, urban environment DRLs can reduce the conspicuity of PTWs due to dazzle-camouflage effects.

FEMA suggest that the proposed introduction of DRLs for all vehicles in the EU would create a masking effect for PTWs using lights. PTWs could be hidden by the lights of following vehicles and any conspicuity gains eroded by the proliferation of DRLs. The use of DRLs by PTWs is a mature safety measure with many casualty based case studies. As several nations have

introduced DRL legislation there is considerable data available. Although contested by some rider’s groups, there appears to be substantial evidence that AHO/DRL reduces the frequency of collisions involving PTWs.

Monitoring Data:

Research in Malaysia, where DRL’s were made compulsory for PTWs in 1992, showed that following the legislation collisions where conspicuity was given as a factor reduced by 29% (Umar, Mackay and Hills 1996). Research in Singapore (Yuan 2000) and the US (Zador 1985) also showed reductions in ‘failure to see’ collisions following the introduction of compulsory DRLs. A review of PTW DRLs in 16 countries by Elfvik and Olsen in 2003 concluded that laws and campaigns advocating their use had lead to an average reduction of 7% in multi-vehicle PTW collisions. However the mandatory use of DRLs in Australia introduced in 1992 was revoked in 1997 due to a lack of evidence of their effectiveness. In the Netherlands SWOV in their Research Report (R-97-48) on the subject concluded; The daytime visibility of motorcycles can be improved by the use of lighting, but there is still a small group of motorcyclists who are not yet doing this. Other possibilities for making motorcycles more conspicuous are limited. Recognising a motorcycle as being a motorcycle from a short distance away is no problem during the daytime. Recognising them at night can be improved if the motorcycle is equipped with retroflecting material that emphasises the contour of the motorcycle. In the UK the Department for Transport funded a review of research into DRLs http://www.dft.gov.uk/pgr/roads/vehicles/vssafety/drls/daytimerunninglampsexecutive1702 http://www.dft.gov.uk/pgr/roads/vehicles/vssafety/drls/daytimerunninglampsfinalreport The report suggests that it is possible to develop DRLs for wider use that does not reduce motorcycle conspicuity. However, the technical details of the implementation must be considered very carefully to ensure there is no adverse effect. Based on the report and revised EC proposals, “the UK is now fully prepared to accept and implement the amended proposals, which are expected to reduce fatalities and other injury accidents by up to 6% each year, once dedicated DRL are fitted to all vehicles.”

Results: The balance of research appears to indicate that use of DRLs by PTWs does produce a reduction in failure of perception collisions.


The fact that, where use of DRLs is voluntary, up to 90% (UK) of PTW riders choose to use them indicates that many riders have confidence in DRLs as an effective countermeasure. Some of the concerns expressed by FEMA and other groups, expecially relating to the loss of conspicuity resulting from all-vehicle DRLs, appear legitimate and founded on casualty based research, albeit circumstantial. The primary causation of the majority of urban multi-vehicle PTW collisions is a behavioural/perceptive failing on the part of the other driver (MAIDS, DfT). Whilst the principal responsibility for correction should lie with the other driver, PTW riders can influence the risk of collision.

The evidence from countries with high use of DRLs or AHO by PTWs does seem to show a reduction in the frequency of collisions where conspicuity is a factor.


High visibility protective clothing (BP5 012).

Justification: Whilst there are conflicting opinions on DRLs, the balance of casualty based research appears to indicate a reduction in risk of collision. DRL/AHO would therefore contribute to eSUM objectives for WP3, BP5 by providing the potential for a reduction in casualties through PTW design.


Reference: BP5 008

Title of Project:

Intelligent Speed Adaptation (ISA)

Version: 1

Website: DfT ISA Report: http://www.dft.gov.uk/pgr/roads/vehicles/intelligentspeedadaptation/fullreport.pdf


These systems function in one of two ways: 1. Warning systems alert the rider that they are exceeding the speed limit

or travelling too fast. These alerts can be aural or visual with increasing intensity if ignored by the rider.

2. Speed limiting systems actively reduce the vehicle speed if it becomes ‘excessive’ and/or illegal.

Trials of ISA on a motorcycle have been undertaken in the UK by the University of Leeds (ISA. The results of a motorcycle trial. Simpkin, Lai, Chorlton and Fowkes 2007) The PTW selected for the trial was a Suzuki Bandit 650S. The system used roadside ‘virtual beacons’ to provide the on-vehicle system with speed limit information and GPS location to provide geographic positioning. The illustration below, taken from the report, illustrates ISA in operation.

The ISA system could operate in several modes, providing first a warning of excess speed then an active intervention to reduce the speed. An opt-out facility allowed the rider to disable the system.

The warning was provided by visual display, flashing warning lights on the upper edge of the screen and by an audible warning through headphones worn by the rider. Active intervention was through a electro-mechanical linkage to the carburettors providing gradual deceleration. This could be over-ridden using the emergency disable switch. The vdu could also provide navigation information and junction warnings. The trails were undertaken on a test track and vehicle speed and compliance with posted speed limits in each mode of ISA operation were monitored.

Monitoring Data:

The trails showed that the active ‘assisted’ ISA when operating did effectively reduce speed limit violation. The advisory ISA did not appear to significantly alter rider behaviour.

Results: It would appear that the ISA system as trialled would not control violation or reduce risk significantly due to the ‘opt-out’ facility and high resistance amongst riders.


A paragraph from the concluding section of the report is reproduced below.

Whilst the assisted ISA, which controls speed limit violation, is clearly technologically feasible and would reduce collisions caused principally by excess PTW speed, the report found considerable resistance to its installation and use. Many riders in the trial gave negative comments relating to their feelings when riding the trial PTW. It appears that this technology, however effective, currently has a high level of resistance from riders.


None.

Justification: Due to the nature of the emerging technology and lack of operational ISA systems on PTWs, there is no casualty based monitoring data available. The trail undertaken by the University of Leeds demonstrates both the technical feasibility of ISA on motorcycles and the potential for controlling excessive speed. However it is this ‘speed limiting’ function which appears to provoke most resistance amongst riders. At this stage of development and with apparent disabling rider resistance this project would not appear to meet eSUM WP3, BP5 objectives.


Reference: BP5 009

Title of Project:

Inter Vehicle Communication (V2V) Systems

Version: 1

Website: http://www.saferider-eu.org/benchmark/ http://www.watchover-eu.org/


Inter-Vehicle Communication allows automatic communication between vehicles exchanging details of type, speed, location and path. Inter-Vehicle Communication Systems vary in complexity from simple audible ‘warning of approach’ to sophisticated head up display and audio systems giving position, speed, stopping distance and navigation information. IVCS requires each vehicle to carry a receiver/processor/display unit and transponder, sending information to other vehicles. IVCS systems have been trialled by Honda and Yamaha on their ASVs. In principle IVCS could be an effective counter measure to urban junction collisions. The approaching PTW would be sending a signal giving its location and speed, providing a warning alert in other vehicles approaching the junction. The Saferider, ‘Watch Over’ and ‘Safespot’ projects are currently examining the potential of V2V communication systems. The effectiveness of IVCS depends on market saturation.

Monitoring Data:

IVCS has been tested to assess technical feasibility and operation but has not been evaluated in live traffic situations.

Results: The IVCS systems trialled by Honda and Yamaha appear to function satisfactorily in tests.


ICVS could provide an effective counter-measure to ‘failure to see’ junction collisions. If there were sufficient market penetration, with virtually all vehicles equipped with ICVS, drivers of vehicles approaching a junction would receive an alert of the presence of PTWs, increasing the chance of perception and recognition. Once in general operation, over-reliance may become an issue.


None.

Justification: Although IVCS has great potential, this is emerging technology which will require considerable market saturation before becoming effective. In the medium term IVCS will not contribute towards the eSUM WP3 BP5 objectives but in the long term this could be a very effective counter-measure.


Reference: BP5 010

Title of Project:

Road Surface Monitoring Systems

Version: 1



At the edge of emerging technology, road surface condition monitors alert the PTW rider of defects in the road surface ahead. The technology uses video or laser scanning technology and could be linked to ISA systems to reduce speed accordingly.

Monitoring Data:

None available.

Results:


Only a small percentage of PTW collisions in urban areas is principally linked to road surface defects. At present the technology is in its infancy. Linking the system to ISA to take control of the PTW’s speed is likely to be unacceptable to most riders.


None.

Justification: The technology appears insufficiently developed to provide a contribution to eSUM WP3 BP5 objectives.


Reference: BP5 011

Title of Project:

Electronic Licensing / Smart Card Control

Version: 1



Use of PTWs by unlicensed or suspended riders is a serious issue in some countries. Unlicensed riders are usually untrained and are at a much greater risk of collision and injury. This technology uses a validated ‘smart’ card to activate the ignition system on the vehicle. The card can be enabled for a specific vehicle and individual. If a rider’s licence is suspended or revoked they are unable to start the vehicle. The technology has applications in enforcing bans for drink driving or dangerous driving offences. There are also vehicle security benefits. Honda has developed a Smart Card system, primarily for security purposes, which may be developed to provide additional benefits. The newly developed smart card key system consists of the steering lock module, LF antenna, UHF receiver, and the smart card key that the user carries, etc. By integrating the smart ECU and the mechanical parts such as the main switch knob, steering lock, etc. into the steering lock module, the simple system construction suitable for a motorcycle has been realized. The system is also linked with the seat actuator, console box, fuel injection ECU, meter, and the turn signals.

Smart card key system layout

When the rider presses either one of the main switch knob, the seat switch or the console box switch, the smart ECU starts functioning. It sends ID signals in LF (low frequency) waves from the vehicle to the smart card key via the LF antenna. As the smart card key receives and identifies the LF signals, it sends the ID to the vehicle in UHF waves. The UHF receiver in the vehicle receives and identifies the UHF signals, allowing the item corresponding to the pressed switch to be unlocked.

Main switch/seat

switch/box switch

It is possible to unlock the main switch knob, open the seat, or open the console box just by pressing the switch while having the smart card key on their person. When the main switch knob is turned to ON, the fuel injection ECU exercises cross-referencing based on the ID from the smart card key system. The smart card key system has made vehicles become more user -friendly than ever. The system completely eliminates key operation when starting or adding/removing an object to/from a compartment. Taking into account rider operations, while wearing winter gloves, further considerations have been given to the application of a smart card key system into a motorcycle such as, the main switch knob shape, the incorporated torque limiter in the main switch knob, the communication ON/OFF switch attached to the smart card key, etc. When locking the main switch knob, the locking can be confirmed by answer back. When unlocked, the SMART indicator lamp in the speedometer and the blue illumination around the main switch.

Monitoring Data:

None available.

Results: The Honda Smart Card system appears to work well but has not been developed to provide rider/vehicle specific control.


A system of electronic licensing would have potential benefits in reducing unlicensed/untrained riding. There are major logistical problems with introducing such a system. It would require significant investment from governments and manufacturers and a standardised licence/ignition activation system.


None.

Justification: The technology is available but the infrastructure changes required are substantial. This project is a long term aspiration and currently has no potential to contribute to eSUM WP3, BP5 objectives.

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1. A full lining with the lining not attached to the outer shell in zones 1 and 2. Linings are generally produced from either nylon or cotton. Cotton is a natural fabric which absorbs moisture whereas nylon is often stronger but can melt. 2. A double thickness outer shell material in high risk areas such as zones 1 and 2. 3. Impact protection tested to EN 1621-1 in zone areas. 4. Several rows of stitching in all structural seams with protected/covered rows. By covering some

rows of stitches they are protected from sunlight and general abrasion that can seriously weaken the seams prior to an accident. 5. Adequate adjusters at the ankle and wrist cuffs to ensure that the garment remains in place during an accident and does not expose your flesh to the road surface. Hot weather riding, especially in southern Europe, is often cited as a reason for riders not using protective clothing to EN1621 and EN13595. There is concern that the effects of rider over-heating and discomfort may offset any safety gain from wearing protective garments.

Modern breathable fabrics, such as Cordura, can provide some improvement to hot weather performance but in a southern European summer this may not be sufficient for some riders. As an alternative, there are body armour garments using ‘airflow’ mesh which can be worn over a t-shirt.

It is likely that reluctance to wear protective equipment, even helmets, is a ‘cultural’ issue for PTW riders in some countries. This needs to be overcome to realise the full benefits of CE equipment. This hypothesis is borne out by the much greater willingness to wear appropriate protective clothing in Australia (de Rome et al (2002)), where average summer temperatures in some areas are higher than those in southern Europe.

Monitoring Data:

There is the EN standard testing data which assess performance and effectiveness. In addition there has been research into the mitigating effects of ‘protection’ in collisions. Hurt, Ouellet & Thom (1981) in California, undertook the first, large scale comprehensive study of motorcycle crashes in 1979. They collected detailed injury data for 900 motorcycle crashes using on-scene, in-depth investigations by specialist teams. They documented the type of clothing worn and classified it as either protective or non-protective. The study found that 74% of riders who suffered hand injuries were not wearing gloves and 68% of those suffering feet/ankle injuries were not wearing protective boots. In a similar study in Munich, Schuller et al. (1986) interviewed 264 injured motorcyclists immediately after their crash and then some two years later. He subsequently found a reduction in hospitalisation by an average of 7 days for those who had worn leather protective clothing compared to those who had not. The protected motorcyclists were also able to return to work or school on average 20 days sooner and were 40% less likely to suffer a permanent physical defect than their unprotected counterparts. He concluded that motorcycle clothing is significantly effective in preventing or reducing at least 43% of injuries to the skin and soft tissue with a 63% reduction in deep and extensive injuries. More recently Otte et al (2002), has found that riders wearing protective clothing had significantly fewer leg injuries in crashes at the same relative speed (eg 40% vs 29% injury free at speeds between 31-50 km/ph). He also identified a significant benefit in reduction of foot injuries for riders wearing high boots. Overall he also reported that riders without protective clothing sustained injuries in collisions at lower speeds (80% at < 50 km/h compared to 80% <60 km/h for riders with protective clothing). There are a number of other studies which confirm these benefits.

The limitations for injury prevention and reduction are summed up in the report on motorcycle safety by the European Experimental Vehicles Committee in 1993 (EEVC, 1993). They noted that protective clothing cannot, so far as is known, significantly mitigate: 1. Severe bending, crushing and torsional forces to the lower limbs; 2. Massive penetrating injuries to any part of the body; 3. High energy impacts on the chest or abdomen causing injuries through

shock waves, and severe bending forces such as when the torso strikes an upright post.

Results: Effective protective clothing appears to provide a measurable reduction in severity of some common types of injury, for example an observed reduction of 63% in deep and extensive injury to skin and soft tissue, Schuller et al. (1986).


Research into the ‘theoretical’ protection provided by CE equipment during standards testing and the studies of the effects on casualties clearly confirms the value of protective clothing of appropriate quality in reducing the severity of collision injury.


Standards Australia Guidelines. Helmet standards (BP5 013). ‘SHARP’ UK helmet standard (BP5 014).

Justification: The research, both performance and collision based, appears to confirm the mitigating effects of appropriate protective clothing on many common types of PTW collision injury. The promotion and use of CE approved protective clothing appears to meet the objectives of eSUM WP3, BP5 by providing a reduction in the severity of PTW injury.


Reference: BP5 013

Title of Project:

Motorcycle Helmets, Standards

Version: 1

Website: http://www.dft.gov.uk/rmd/project.asp?intProjectID=7962


The use of a suitable motorcycle helmet is a legal requirement for at least some riders in all EU countries. The standard specified in European regulations is ECE 22.05. In the UK approved helmets carry the BSI ‘Kitemark’. Helmet types include ‘full face’, open face’, ‘flip-up’ and ‘half’ or ‘shorty’ helmets.

Performance tests identify full face helmets as providing the greatest protection from the largest range of common impact events. Some riders prefer open face or half helmets for other reasons such as fashion or greater comfort in hot weather. Helmet construction includes 2 key elements. The shell is constructed of fibreglass, poly-carbonate or other extruded plastic sometimes with Kevlar or similar material incorporated. The function of the shell is to protect the energy absorbing liner from external intrusion and resist abrasion in a slide following a collision.

The liner provides almost all the energy absorbing protection for the head and brain.

Performance testing for the various standards simulates common impacts. The test for ECE 22.05 requires slightly higher impact speeds than the current US DOT and the private SNELL test has additional impact configurations. In the UK the recently introduced SHARP rating purports to provide additional information on protection through a 5 star rating system.

One of the reasons sometimes advanced for not wearing a helmet is that they will not provide life-saving protection at high speeds, however research in Australia appears to show that 90% of PTW collisions occur at speeds where an approved helmet would provide protection and this is certainly true of almost all urban PTW impacts. Eye protection is a crucial safety factor to prevent impact from external objects and reduce long term damage. For full-face and modular helmets this is achieved via a flip up visor. For open face helmets goggles or protective glasses are usually used. In Europe there is regulation covering protective eye-wear, visors and goggles ensuring that they are ‘anti-scratch’ as far as possible. Regulations prohibiting the use of heavily tinted visors are in place and enforced in some countries. These regulations are based on the amount of light allowed to pass through the visor. An additional safety issue is visor ‘fogging’ due to condensation from the rider’s breath, especially in colder climates. Helmet venting systems are not tested as part of ECE 22.05. There are ‘anti-fogging’ treatments available and new ‘double-visor’ technology appears to provide an effective remedy.

Monitoring Data:

There has been considerable research into the effects of helmet wearing and mandatory helmet use. Due to the number of states in the USA that have introduced and then repealed helmet laws there is a wealth of data providing conclusive evidence of the effects. Research in Italy into the introduction and subsequent enforcement of mandatory helmet use confirms this research.

Results: Muller (Muller 2004) used Florida crash data from 1994 to 2001 to conduct an interrupted time series analysis. His study concludes that the repeal of the motorcycle helmet-use law resulted in a 48.6% increase in motorcyclist deaths. Even after adjustments for concurrent increases in motorcycle registrations and/or in miles travelled were used, the increase was 21.3% and 38.2%, respectively. Hotz et al. (Hotz, Cohn et al. 2002) also studied the effect of the repealed motorcycle Helmet Law in Florida. Their study used data from the University of Miami/Jackson Memorial Medical Center. They reported that the number of brain injuries of motorcycle riders in this hospital almost doubled (from 18 to 35) after the repeal of the helmet law and the number of fatalities quadrupled from 2 to 8 for comparable time periods. Following a review of PTW casualties in Louisiana from 1999 to 2005, Schneider (Schneider (2006) concluded that there was an increase in risk of fatality of 77.3% when not wearing a helmet.

Research into the effects of a helmet law supported by enforcement in the Romagna region in Italy (Servadei et al..2003) showed that helmet use increased from an average of less than 20% to over 96%. A comparison of traumatic brain injury (TBI) incidence in the Romagna region shows that there was no significant variation before and after introduction of the revised helmet law, except for TBI admissions for motorcycle-moped crashes where a 66% decrease was observed. In the same area TBI admissions by age group showed that PTW riders aged 14–60 years sustained significantly fewer TBIs. The rate of TBI admissions to neurosurgery decreased by over 31% and epidural hematomas almost completely disappeared in crash injured moped riders. There has been some research linking the weight of a helmet to increases risk of neck and upper spine injuries but the alternative trauma to the head and brain appears to be potentially more severe.


The use of an approved motorcycle helmet, correctly adjusted and fastened, significantly reduces the risk of head injury in PTW collisions at normal urban speeds. The counter argument rests on issues of comfort and/or fashion. Some research does link helmet weight with neck and upper spine injuries. Research supporting the use of helmets tested to an acceptable standard appears overwhelmingly conclusive.


Motorcycle protective clothing (BP5 012).

Justification: The promotion and mandatory use of an approved motorcycle helmet appears to provide one of the most effective counter measures to life-threatening injury in a PTW collision and therefore supports the objectives of eSUM WP3.


Reference: BP5 014

Title of Project:

UK SHARP Helmet Rating System

Version: 1

Website: http://sharp.direct.gov.uk/


Areas for improvement identified in the testing procedures for current helmet standards (ECE 22.05) lead to the introduction of the SHARP (Safety Helmet Assessment and Rating Programme).

On its launch in November 2007 the official press statement stated:

“All helmets on sale in the UK must offer the wearer a minimum level of protection, but tests show there are real differences in safety performance. SHARP’s objective advice, based on rigorous testing, will help riders choose a safer helmet by measuring the extent to which a helmet exceeds the minimum standards. Jim Fitzpatrick said: ”Our research indicates that even though all helmets have to reach a minimum legal standard, safety performance can vary by as much as 30%”.

The UK Minister, Jim Fitzpatrick went on to say, “We estimate that if all riders wore helmets that scored well in our rating system, the SHARP scheme could save up to 50 lives a year.” The SHARP tests place greater emphasis on side impacts in addition to the tests simulating frontal impact. This reflects the observed frequency of

impact configurations from collisions data.

Additional higher and lower speed tests are also undertaken. The result is a 5 star rating system, with the best performing helmets awarded 5 stars and the worst 1 star. The rating system has become controversial as some cheaper helmets have been awarded 5 starts whilst some expensive helmets from well known manufacturers has performed less well in the tests. In the UK, having campaigned for such an enhanced testing procedure, Motorcycle News criticised the SHARP scheme, calling into question the data behind the additional tests. They asserted that the data indicating a greater emphasis on side impacts was incorrectly interpreted and that the SHARP tests did not adequately model frontal impacts as a result. The newspaper subsequently published a retraction, correcting their assertion that SHARP tests did not include adequate testing of frontal impact but the resistance to the scheme from some major manufacturers remains.

Monitoring Data:

The scheme is based on performance test data linked to observed common collision impacts. The tests are intended to measure the energy transferred to the rider’s brain in common collision impacts and therefore assess the helmet’s protective qualities.

Results: The SHARP scheme claims that if all PTW riders used a 5 star helmet, 50 lives would be saved in the UK each year. Across Europe this could represent a saving of several hundred lives.


The testing organisation is supported by the UK government as part of their ‘Think’ campaign to reduce road casualties. It is independent from any manufacturer or lobby group. Although there has been some resistance to the additional tests and rating protocol, at present the balance between conflicting opinion appears to be in favour of the SHARP system.


Motorcycle protective clothing (BP5 012). Motorcycle Helmet Standards (BP5 013).

Justification: Notwithstanding the concerns expressed by some manufacturers, the SHARP rating system appears to offer the potential to contribute to eSUM WP3, BP5 objectives by reducing PTW fatalities due to head injuries.


Reference: BP5 015

Title of Project:

Piaggio MP3

Version: 1

Website: http://www.mp3.piaggio.com/index_eng.html


The MP3 is a 3-wheeled scooter from Piaggio. Steering is through 2 front wheels with power delivery from the single rear wheel. Due to a third more contact area with the road, the MP3 appears to offer increased

grip and reduced stopping distances. A figure of 24% reduction in wet surface braking is claimed. Steering is achieved through a tilting mechanism which allows up to 40 degrees of lean. The MP3 is now produced in 3 engine sizes (125, 250 and 500) with a prototype hybrid powered version due to go on sale.

Monitoring Data:

No collision based monitoring data is available. Performance testing indicates improved stability, especially on variable surfaces, reduced braking distances (especially in the wet) and more secure steering over known highway hazards. Piaggio claim significant improvements over two wheeled reference vehicles, especially over uneven surfaces and obstacles such as tram-lines. Performance in collision tests and in particular any influence on rider exit path and impact location would be useful for a definitive assessment.

Results: Manufacturer’s claims supported by road-tests indicate improved braking, steering and stability in many urban situations. Piaggio claim an 18% reduction in stopping distance on a paved surface and a 38% improvement on cobbled surface. Piaggios’ tests show much less sensitivity to worn and uneven surfaces and obstacles such as train/tram-lines.


The MP3 offers a counter measure to PTW collisions involving loss of control, especially on poor surfaces and in wet or icy conditions. There would appear to be improved collision avoidance in the common types of multi-vehicle PTW collisions such as other vehicles failing to give way at junctions. The cost of the MP3 when compared to conventional scooters may be a significant disincentive for riders seeking low cost travel.


BMW C1 (this motorcycle is currently out of production).

Justification: The improved braking and stability over poor surfaces provide potential for the MP3 to contribute to the eSUM WP3, BP5 objective of reducing the number and severity of urban PTW collisions.


Reference: BP5 016

Title of Project:

SAFERIDER Project

Version: 2

Website: http://www.saferider-eu.org/


SAFERIDER aims to study the potential of Advanced Driver Assistance Systems (ADAS) and In-Vehicle Information Systems (IVIS) integration on motorcycles for the most crucial functionalities and develop efficient and rider-friendly interfaces and interaction elements for riders comfort and safety.

Specifically, SAFERIDER targets the following objectives: 1. To develop priority Use Cases for ADAS/IVIS implementation on PTWs. 2. To define the functionalities of the prioritised ADAS/IVIS for PTWs of

different levels, based on accident analysis data and naturalistic driving studies.

3. To design and develop ADAS/IVIS prototypes for the selected functionalities.

4. To design an optimal HMI concept and develop warning/ information provision elements for the prototypes, as well as for potential combinations of their output.

5. To technically verify the developed ADAS/IVIS and integrate them to different motorcycles and motorcycle simulators.

6. To estimate the safety impact and user acceptance of the prototypes in a series of pilot applications.

7. To develop a Design Guidelines handbook for ADAS/IVIS integration and HMI design for motorcycles.

8. To develop rider training tools for optimal ADAS/IVIS usage. SAFERIDER is mostly looking at emerging technologies but one of the project’s deliverables has been the creation of a benchmarking website http://www.saferider-eu.org/benchmark/ which examines the developing ADAS/IVIS options for PTWs.

The systems benchmarked by SAFERIDER with a potential to contribute to a reduction in urban PTW collisions have been separately assessed as part of eSUM WP3, BP5. SAFERIDER aims to design and develop four ADAS applications for motorcycles with road safety potential: �Speed Alerts �Curve Speed Warning �Frontal Collision Warning �Intersection Support The project intends to integrate ADAS & IVIS applications in 3 simulators and 9 PTW demonstrators and then to use these to develop practical, rider friendly systems. The Saferider consortium developed a survey to ask for riders’ personal opinions regarding new safety technologies on motorcycles. The results of a user forum were presented at a meeting in June 2008: There was diverse opinion on which systems were ‘wanted’ or ‘needed’ by the rider.

Monitoring Data:

The systems benchmarked by SAFERIDER have generally not been monitored using collision/casualty data, although the project objectives include the identification of collision situations where ADAS/IVIS could be effective as counter-measures. In some cases the systems considered are currently operative for research purposes only.

Results: The SAFERIDER project has produced a useful website including benchmarking of some of the current and developing ADAS and IVIS systems available.


Several of the benchmarked systems, for example advanced braking systems, have a clear potential as counter-measures to the most common PTW collision types as identified by collision studies (MAIDS, DfT In-depth Study). Others are emerging technologies which may have long term potential but currently require considerable development.


ISA (BP5 008).

Justification: The SAFERIDER project is currently progressing with the final report due at the end of 2010. Some of the ADAS/IVIS systems benchmarked already have the potential to contribute to eSUM objectives and others may develop that potential over the coming years.


Reference: BP5 017

Title of Project:

Automatic Stability Control / Traction Control

Version: 3

Websites: http://www.saferider-eu.org/benchmark/stability-control-bmw.html http://www.hindawi.com/journals/es/2009/161373.html


Automatic Stability Control (traction control) prevents the rear wheel from spinning uncontrollably when accelerating hard and thus avoids any loss of side forces and stability which otherwise would make the rear wheel swerve out of control.

Honda introduced a basic Traction Control System on Pan European models in the 1990s but recently manufacturers have developed advanced road bike systems based on race technology. BMW has refined their system, introducing Dynamic Traction Control on the S1000RR model in 2010. This system has lift-off

detection which can prevent the front wheel from breaking contact with the ground (wheelie) when accelerating under full power. Wheel speed monitoring using the ABS sensors also helps to identify loss of traction at the rear wheel. The BMW system has 4 settings; Rain, Sport, Race and Slick, each providing intervention at a different stage when loss of traction is detected. Acting together, these two functions enhance riding stability and thus help to reduce the risk of a rider losing control on the road. With each manufacturer’s system, the rider is able to deactivate traction control at any time.

Although the latest BMW system has a gyroscopic sensor to assess angle of lean, TC systems are not able to override the physical limits to the stability of a motorcycle under cornering. Wheel sensors determine the speed at which the wheels are turning, registering any sudden change in the difference in speed front-to-rear. The electronic control unit is able to detect any risk of spinning. The system responds immediately by retarding the ignition to take reduce engine power. With the BMW system, should this not be sufficient, fuel injection is cancelled out to further reduce power. Ducati has a system in production which also uses fuel injection control. Ducati’s system is developed from their Moto GP racing bikes with the focus on managing acceleration to optimize performance rather than to improve safety. This system has selectable ‘sensitivity’. Kawasaki has developed a traction control system which is in production on their 1400GTR 2010 model. This is similar to the BMW system but does not have gyroscopic monitoring to identify angle of lean in a bend. In the past there has been resistance from some riders to Traction Control, arguing that it removes some of the feel and control from riding. However, the latest systems have been more favourably received by the motorcycle media.

Monitoring Data:

There is no casualty based monitoring available. Performance testing does show successful prevention of loss of control in certain circumstances.

Results: In-depth collision studies (MAIDS) show that loss of control of the motorcycle is a factor in 20.8% of urban PTW crashes. The systems developed so far do appear to increase machine control under hard acceleration and in reduced traction conditions.


ASC/Traction Control is an effective counter-measure to collisions caused by loss of control under acceleration.


ABS (BP5 003). Advanced braking systems (BP5 004). ISA (BP5 008).

Justification: As TC systems appear to provide reduced risk of loss of control, especially in slippery conditions, there is a potential contribution to eSUM objectives.


Reference: BP5 018

Title of Project:

APROSYS; Integrated Project on Advanced Protection Systems

Version: 2

Website: http://www.aprosys.com/


The APROSYS Integrated Project (6th Framework Programme) on Advanced Protective Systems will focus on scientific and technological development in the field of

passive safety. The field of passive safety concerns in particular human biomechanics (injury mechanisms and criteria), vehicle and infrastructure crashworthiness and occupant and road user protection systems. In particular, the subproject SP4 “Motorcycle accidents” has the following research objectives: • Identification of the main accident scenarios for motorcyclists • Injury characterization for motorcyclists in the selected accident

scenarios • Proposal of a new test procedure for rider-infrastructure interaction • Guidelines to design motorcyclist friendly roadside infrastructure • Design concepts for innovative motorcyclist protective equipment APROSYS outcomes are: • New injury criteria and injury tolerance • New mathematical models of the human body • New world-wide harmonized crash dummy • New knowledge and tools for intelligent safety systems • Enhancement of virtual testing technology • New test methods and advanced protection systems for injury reduction

in most relevant accident types

Dissemination of the project findings is managed in the following ways: • External newslletter on website • Flyers on website • Deliverables on website. The project started in 2005 and was completed in April 2009.

Monitoring Data:

The APROSYS methodology uses both casualty data and performance testing.

Results: The APROSYS Final Event took place on the 17th and 18th of February 2009 in Amsterdam. The results of the project are presented on the website.


Whilst the APROSYS project is not restricted to PTW safety, the SP4 element could provide valuable guidance and standards for those seeking to reduce motorcycle casualties.


Saferider (BP5 016). Watchover.

Justification: The results of the APROSYS project may provide valuable information on PTW safety for policy makers and practitioners.


Reference: BP5 019

Title of Project:

SIM, Safety in Motion

Version: 1

Website: http://www.sim-eu.org/mos.html


The objectives of SIM are: • to identify a suitable safety strategy for PTWs • to enhance preventive and active safety acting on electronic vehicle

management and improving Human-Machine-Interaction (HMI) • to focus on integral passive safety devices • to integrate all aspects in a prototype (prototypes of devices fitted on

concept vehicle) “The main objective of the SAFETY IN MOTION (SIM) project is to develop an innovative vehicle with new active, preventive and passive safety devices that will result in the decreasing of the number of powered two-wheelers (PTWs) accidents and related consequences for PTW riders (injuries and deaths).” SIM Work Package structure

The three main factors or pillars for PTW safety are motorbike, motorcyclist and infrastructure. SIM focuses on the vehicle safety aspects, including the human-machine-interaction covering preventive, active and passive elements.

To help identify key casualty causation issues, analysis of a number of National statistic databases on motorcycle accidents was undertaken and integrated with the analyses performed on three in-depth motorcycle accident databases available to the consortium: DEKRA, GIDAS 2002-2003 and MAIDS.

Monitoring Data:

The project has used data from a number of in-depth PTW casualty studies to target research.

Results: The SIM web-site is active and provides information on the project. The reports published to date indicate progress.


SIM appears to making progress towards the development and performance testing of advanced safety systems for PTWs. There is much in common with APPROSYS, PISa and SAFERIDER projects.


Saferider (BP5 016). PISa (BP5 020). APROSYS (BP5 018).

Justification: The SIM project is ongoing and addresses emerging technologies. There appears to be potential to contribute to eSUM objectives in the medium term.


Reference: BP5 020

Title of Project:

PISa PTW Integrated Safety Project

Version: 2

Website: http://www.pisa-project.eu/


PISa is closely linked to the SIM project. The aim of the PISa project was to develop and implement "reliable and fail-safe" integrated safety systems for a range of Powered Two Wheelers (PTWs), which will greatly improve the performance and primary safety (handling and stability) and can link to secondary safety devices.

The project used a Malaguti Spidermax as a test vehicle. Within the project PTWs were fitted with integrated safety systems to demonstrate the potential of such systems to reduce the incidence and severity of up to 50%of PTW accidents. The specification of components of such safety systems are defined from

relevant accident mechanisms and rider assistance functions identified and from identification of existing technologies and safety systems in cars. The systems take human reaction to information, warning and support systems in to account. Specific sensors and actuators were developed and integrated into an operational safety system for PTWs to allow for driver warning and assistance and to improve handling and stability, to be innovative and beyond current state-of-the-art.

The developed systems were implemented on PTWs and evaluated by executing road and track tests and performing simulations. The cost savings in terms of reduction in accidents and injuries will be related to the costs of fitting the integrated safety systems to PTWs.

Monitoring Data:

The project is focused on developing solutions to common PTW collision types. New systems will be modelled and then subjected to performance testing.

Results: PISa was completed in Spring 2010. A web-site is operational providing information and downloads.


PISa appears to offer potential for the development of advanced safety systems to improve braking and stability.


Saferider (BP5 016). SIM (BP5 019). APROSYS (BP5 018).

Justification: The project is focused on developing emerging technologies to improve the braking and stability of PTWs. This appears to be a crucial factor in avoiding a significant proportion of urban PTW collisions (MAIDS, DfT In-depth Study). There does appear to be potential, in the medium term, to contribute to eSUM WP3 objectives.


Reference: BP5 021

Title of Project:

SAFESPOT

Version: 1

Website: http://www.safespot-eu.org


SAFESPOT is an integrated research project co-funded by the European Commission Information Society Technologies among the initiatives of the 6th Framework Program. The objective is to

understand how intelligent vehicles and intelligent roads can cooperate to produce a breakthrough for road safety. Developing sensor technologies provide the potential to have real time information on the vehicle environment, thus providing advanced warning of potentially hazardous situations. Telematic technologies are becoming more common on vehicles as information and support systems supported by the growing consumer market become widely available. The aim of the project is to prevent road accidents by developing a Safety Margin Assistant that provides advanced warning of potentially dangerous situations and that extends the drivers´ awareness of the surrounding environment. The Safety Margin Assistant will be an Intelligent Cooperative System based on Vehicle to Vehicle (V2V) and Vehicle to Infrastructure (V2I) communication systems. There are 8 sub-projects within SAFESPOT including the development of sensor systems both in-vehicle and as part of the highway infrastructure.

There appear to be several interlinked projects in this ITS area (SAFERIDER, WATCHOVER, SIM), all seeking to utilise and develop emerging technology to improve PTW safety. Concerns have been expressed about user dependence on similar ITS systems and the potential danger of a partially equipped vehicle fleet.

Monitoring Data:

None.

Results: There has been progress in the sub-project areas but the project is continuing.


Enhanced inter-vehicle communication (V2V) and vehicle/infrastructure systems may, in the future, provide an effective countermeasure to junction collisions involving PTWs and other urban collision types. The impact will depend on the development of cost effective, reliable technology and market penetration. The investment required for infrastructure development would be considerable and it is noted that specific adaptation of the technology to PTWs would be required.


Saferider (BP5 016). SIM (BP5 019). APROSYS (BP5 018). Watchover.

Justification: The systems under development as part of the SAFESPOT project may have long term potential to contribute to eSUM objectives but this could be a decade or more into the future.


Reference: BP5 022

Title of Project:

ConnectedRide BMW (Germany)

Version: 1

Websites: www.bmw.com/com/en/insights/technology/connecteddrive/overview.html www.fasterandfaster.net/2009/04/bmw-connectedride-motorcycle-rider.html


BMW Motorrad are working on improving motorcycle rider safety with their ‘ConnectedRide’ research project, which aims to utilise vehicle-to-vehicle (V2V) communication technology to lessen the possibility of collisions, especially at traffic junctions in urban areas. The system is a development of the ConnectDrive system developed as a concept for

BMW cars. The ConnectedRide system essentially works via a WiFi connection in each vehicle. The equipment process inputs from a GPS navigation system and from other similarly equipped cars and motorcycles. Then, it matches vehicle speed with traffic intersections on the route and constantly computes the probability of a collision with other vehicles in the vicinity. When the ConnectedRide system foresees a collision happening, it issues audio-visual warnings to the motorcyclist and/or driver (with ConnectDrive equipped cars). The system also automatically increases headlamp intensity, activates additional LED warning lights and even activates the horn. The ConnectRide system is currently a research project and installation on production vehicles is some years ahead.

Monitoring Data:

None available.

Results: The ConnectRide system is in development and no results are presently available.


The ConnectRide and other V2V systems are designed to mitigate the major causation factor for urban PTW injuries as identified by the MAIDS and other in-depth studies. Whilst these systems appear to have the potential to address this collision causation factor, implementation on a sufficient proportion of the vehicle fleet to render the system effective is many years away.


Review of ITS and Motorcycle Safety (BP5 006). Inter-vehicle Communication (BP5 009). Safespot (BP5 021).

Justification: In-depth studies to show that ‘failure to see’ type collisions are a major contributor to urban PTW injuries. ConnectRide appears to have the long term potential to address this type of collision.

bp5: ptw design and protective equipment motorcycle airbag systems ref: european … ·...

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