SIST-TS CEN/TS 17342:2019

SLOVENSKI STANDARD
kSIST-TS FprCEN/TS 17342:2019
01-februar-2019
Oprema cest - Oprema cest za ublažitev udarcev motoristov pri trkih z varnostno
ograjo
Road restraint systems - Motorcycle road restraint systems which reduce the impact
severity of motorcyclist collisions with safety barriers
Rückhaltesysteme an Straßen - Teil 8: Rückhaltesysteme für Motorräder, die die
Anprallheftigkeit an Schutzplanken für Motorradfahrer reduzieren
Dispositifs de retenue routiers - Dispositifs de retenue routiers pour motos réduisant la
sévérité de choc en cas de collision de motocyclistes avec les barrières de sécurité
Ta slovenski standard je istoveten z: FprCEN/TS 17342
ICS:
13.200 3UHSUHþHYDQMHQHVUHþLQ Accident and disaster control
NDWDVWURI
93.080.30 Cestna oprema in pomožne Road equipment and
naprave installations
kSIST-TS FprCEN/TS 17342:2019 en,fr,de
2003-01.Slovenski inštitut za standardizacijo. Razmnoževanje celote ali delov tega standarda ni dovoljeno.

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kSIST-TS FprCEN/TS 17342:2019


FINAL DRAFT
TECHNICAL SPECIFICATION
FprCEN/TS 17342
SPÉCIFICATION TECHNIQUE

TECHNISCHE SPEZIFIKATION

December 2018
ICS 13.200; 93.080.30 Will supersede CEN/TS 1317-8:2012
English Version

Road restraint systems - Motorcycle road restraint
systems which reduce the impact severity of motorcyclist
collisions with safety barriers
Dispositifs de retenue routiers - Dispositifs de retenue Rückhaltesysteme an Straßen - Teil 8:
routiers pour motos réduisant la sévérité de choc en Rückhaltesysteme für Motorräder, die die
cas de collision de motocyclistes avec les barrières de Anprallheftigkeit an Schutzplanken für Motorradfahrer
sécurité reduzieren


This draft Technical Specification is submitted to CEN members for Vote. It has been drawn up by the Technical Committee
CEN/TC 226.

CEN members are the national standards bodies of Austria, Belgium, Bulgaria, Croatia, Cyprus, Czech Republic, Denmark, Estonia,
Finland, Former Yugoslav Republic of Macedonia, France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania,
Luxembourg, Malta, Netherlands, Norway, Poland, Portugal, Romania, Serbia, Slovakia, Slovenia, Spain, Sweden, Switzerland,
Turkey and United Kingdom.

Recipients of this draft are invited to submit, with their comments, notification of any relevant patent rights of which they are
aware and to provide supporting documentation.

Warning : This document is not a Technical Specification. It is distributed for review and comments. It is subject to change
without notice and shall not be referred to as a Technical Specification.


EUROPEAN COMMITTEE FOR STANDARDIZATION
COMITÉ EUROPÉEN DE NORMALISATION

EUROPÄISCHES KOMITEE FÜR NORMUNG

CEN-CENELEC Management Centre: Rue de la Science 23, B-1040 Brussels
© 2018 CEN All rights of exploitation in any form and by any means reserved Ref. No. FprCEN/TS 17342:2018 E
worldwide for CEN national Members.

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Contents Page
European foreword . 4
Introduction . 5
1 Scope . 6
2 Normative references . 6
3 Terms and definitions . 6
4 Symbols and abbreviations . 7
5 Biomechanical indices for assessing the impact severity of a PTW rider against an
MPS . 8
5.1 General . 8
5.2 Index representing the head injury risk: Head injury criterion (HIC36) . 8
5.3 Indices representing neck injury risk . 8
6 Test methods . 9
6.1 General . 9
6.2 Test site . 9
6.3 Propulsion system . 10
6.4 ATD and instrumentation . 10
6.5 ATD clothing and equipment . 11
6.5.1 Helmet . 11
6.5.2 Clothing . 11
6.6 ATD mass including equipment . 11
6.7 Installation . 11
6.8 Impact conditions . 12
6.9 Launch configurations . 12
6.9.1 General . 12
6.9.2 Launch configuration 1: post-centred impact. 13
6.9.3 Launch configuration 2: post offset impact . 13
6.9.4 Launch configuration 3: mid-span impact . 14
6.10 Accuracies and deviation of impact speeds and angles . 15
6.10.1 ATD impact speed . 15
6.10.2 ATD approach angle . 15
6.10.3 ATD orientation . 16
6.10.4 ATD impact point . 16
6.11 Photographic coverage . 16
7 Performance classes . 17
7.1 General . 17
7.2 Speed classes. 18
7.3 Severity levels. 18
7.4 Deformation of the CMPS . 22
8 Acceptance criteria of the impact test . 23
8.1 MPS behaviour . 23
8.2 ATD behaviour . 23
8.3 Severity indices . 25
8.4 Vehicle impact performance . 25
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9 Test report . 25
Annex A (informative) Detailed report template . 26
Annex B (informative) Anthropomorphic test device . 31
Annex C (informative) Helmet alignment tool . 33
Annex D (informative) Modification of the anthropomorphic test device shoulder . 35
Annex E (informative) Reference helmet . 43
Annex F (informative) Helmet calibration procedure . 44
F.1 General . 44
F.2 Helmet description. 44
F.3 Procedure description and layout . 44
F.4 Helmet assessment . 45
Bibliography . 47

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European foreword
This document (FprCEN/TS 17342:2018) has been prepared by Technical Committee CEN/TC 226 “Road
equipment”, the secretariat of which is held by AFNOR.
This document is currently submitted to the Vote on TS.
This document will supersede CEN/TS 1317-8:2012.
The significant technical changes incorporated in this revision are updates of the European foreword, the
Scope and Subclause 6.2, Test site.
CEN/TS 1317-8 needed to be brought into line with EN 1317 in development (merging of
EN 1317-1:2010, EN 1317-2:2010, EN 1317-3:2010, prEN 1317-5:2015, prEN 1717-7:2014 and
additional test methods for removable barrier sections).
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Introduction
In order to improve safety, the design of roads may require the installation of road restraint systems,
which are intended to contain and redirect errant vehicles safely for the benefit of the occupants and
other road users, or pedestrian parapets designed to restrain and to guide pedestrians and other road
users not using vehicles, on sections of road and at particular locations defined by the national or local
authorities.
EN 1317-2 contains performance classes, impact test acceptance criteria and test methods for barriers.
Whereas EN 1317-2 covers the performance of these systems with respect to cars and heavy vehicles,
this document addresses the safety of the riders of powered two-wheeled vehicles impacting the barrier
having fallen from their vehicle.
As powered two-wheeler riders may impact a barrier directly (in which case no protection is offered by
the vehicle), special attention is given to these vulnerable road-users. In order to minimize the
consequences to a rider of such an impact, it may be necessary to fit a barrier with a specific PTW rider
protection system. Alternatively, a barrier might specifically incorporate characteristics limiting the
consequences of a PTW rider impact.
Rider protection systems may be continuous (including barriers specifically designed with the safety of
PTW riders in mind) or discontinuous. A discontinuous system is one which offers rider protection in
specific localized areas of a barrier judged to be of higher risk. The most common example of a
discontinuous system is one fitted locally to the posts of a post and rail type guardrail - adding nothing
between the posts.
The purpose of this document is to define the terminology specific to it, to describe procedures for the
initial type-testing of rider protection systems and to provide performance classes and acceptance
criteria for them.
Accident statistics from several European countries have shown that riders are injured when impacting
barriers either whilst still on their vehicles or having fallen and then sliding along the road surface. Whilst
different statistical sources show one or the other of these configurations to be predominant, all known
studies show both to constitute a major proportion of rider to barrier impact accidents. Some studies
showing the sliding configuration to be predominant have led to the development and use of test
procedures in some European countries, evaluating systems with respect to the sliding configuration. At
the time of writing, a number of such protection systems were already on the European market. It is for
this reason that it was decided to address the issue of sliding riders initially, in order to bring about the
adoption of a European Standard in as timely a manner as possible. However, the rider on vehicle
configuration should also be considered as soon as possible as a subsequent addition.
This document will be read in conjunction with EN 1317-1 and EN 1317-2.
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1 Scope
This document specifies requirements for the impact performance of systems designed for the reduction
of impact severity for PTW riders impacting safety barriers whilst sliding along the ground, having fallen
from their PTW vehicle. The protection systems concerned are those fitted to barriers or barriers that
have an inherent PTW rider protection or risk reduction capability. This document excludes the
assessment of the vehicle restraint capabilities of barriers and the risk that they represent to the
occupants of impacting cars. The assessment of barrier performance with respect to impacting vehicles
is covered by EN 1317-1 and EN 1317-2.
This document defines performance classes taking into account rider speed classes, impact severity and
the working width of the system with respect to rider impacts.
For systems designed to be added to a standard barrier, the test results are valid only when the system
is fitted to the model of barrier used in the tests since the performance will not necessarily be the same if
the system is fitted to a different barrier.
2 Normative references
The following documents are referred to in the text in such a way that some or all of their content
constitutes requirements of this document. For dated references, only the edition cited applies. For
undated references, the latest edition of the referenced document (including any amendments) applies.
1
EN 1317-2 , Road restraint systems – Part 2: Performance classes, impact test acceptance criteria and test
methods for safety barriers including vehicle parapets
EN 1621-1, Motorcyclists' protective clothing against mechanical impact – Part 1: Motorcyclists' limb joint
impact protectors – Requirements and test methods
ISO 6487, Road vehicles – Measurement techniques in impact tests – Instrumentation
3 Terms and definitions
For the purposes of this document, the following terms and definitions apply.
ISO and IEC maintain terminological databases for use in standardization at the following addresses:
• IEC Electropedia: available at http://www.electropedia.org/
• ISO Online browsing platform: available at http://www.iso.org/obp
3.1
biomechanical indices
indices obtained from the registers measured in the ATD, which are used to evaluate the severity of the
impact
3.2
clothing
see 6.5.2

1
 Under revision.
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3.3
continuous motorcyclist protection system
MPS placed continuously along a barrier with the purpose of retaining and redirecting an impacting rider,
usually preventing direct impact with aggressive elements of the barrier such as posts, anchorages or
module connections, and that also prevents a sliding rider from passing between the posts of a barrier
and coming into contact with any potential hazard that may be behind the barrier
3.4
discontinuous motorcyclist protection system
MPS placed locally around a potentially aggressive element of a barrier, such as a post, anchorage or
module connection, with the purpose of reducing the severity of a direct impact of the rider against it
Note 1 to entry: This type of system is not intended to contain fallen PTW riders since the system is not present
continuously along the length of the barrier.
3.5
dummy working width
W
d
distance between the foremost part of the un-deformed system and the maximum dynamic lateral
position of any part of the system or ATD
Note 1 to entry: See 7.4.
3.6
impact severity
risk level of physical injury to a rider resulting from an impact
3.7
integrated motorcyclist protection system
motorcyclist protection system, either continuous or discontinuous, which forms an integral part of a
barrier design rather than being a separate add-on fitted to an existing barrier
3.8
helmet
see 6.5.1
3.9
motorcyclist
rider of any powered two-wheeler
3.10
motorcyclist protection system
device installed on a barrier or in its immediate surroundings, the purpose of which is to reduce the
severity of a PTW rider impact against the barrier
4 Symbols and abbreviations
For the purposes of this document, the following abbreviations apply.
CMPS Continuous Motorcyclist Protection System
DMPS Discontinuous Motorcyclist Protection System
MPS Motorcyclist Protection System
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PTW Powered Two-Wheeler
W Dummy working width
d
5 Biomechanical indices for assessing the impact severity of a PTW rider against
an MPS
5.1 General
In order to assess the severity and define the acceptance criteria, the following biomechanical indices
shall be used.
2
The sign convention shown in Figure 1 shall be adopted.
5.2 Index representing the head injury risk: Head injury criterion (HIC36)
The Head Injury Criterion (HIC36) is an acceleration-based criterion defined by Formula (1):
2,5
t2
 
 
1
 
 
HIC  max  a  dt  t  t (1)
2 1

 
 t  t 
2 1
 
 t1 
where
a is the resultant acceleration at the centre of gravity of the head expressed as units of gravity
2
(1 g = 9,81 m/s )
2 2 2
a  a  a  a (2)
x y z
a is the acceleration X-axis;
x
ay is the acceleration Y-axis;
a is the acceleration Z-axis.
z
The (HIC36) values for calculation intervals (t2 – t1) greater than 36 are not taken into account for the
calculation of maximum values, i.e. (t2 – t1) ≤ 36 ms.
5.3 Indices representing neck injury risk
The indices representing neck injury risk are:
— anterior-posterior shear force (F ),
x
— lateral shear force (F ),
y
— tension-compression force (F ),
z
— lateral bending moment calculated about the occipital condyle (M ),
ocx
— flexion/extension moment calculated about the occipital condyle (M ),
ocy
— torsion moment (M ).
z

2
 According to SAE J1733.
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The above indices shall be determined using the “upper neck load cell”.
The moments about the occipital condyles M and M are calculated from the moments M and M
ocx ocy x y
expressed in Nm and the forces F and F expressed in N according to the expressions:
x y
Moc = M + F × D (3)
x x y
Moc = M - F × D (4)
y y x
where
M is the lateral bending moment on the neck;
x
M is the flexion/extension moment on the neck;
y
D is the distance for the transfer to the occipital condyle of the moments of bending measured.
It shall adopt the specific value mentioned in 6.4.
The types of movement resulting in positive values of neck forces and moments are:
— +F : head backwards, chest forward (forward-backward shear),
X
— +F : head upwards, chest downward (traction),
Z
— +M : left ear towards left shoulder (lateral bending),
X
— +M : chin towards sternum (flexion).
Y

Figure 1 — Sign convention for accelerations, forces and moments in the ATD
6 Test methods
6.1 General
The full-scale impact test consists of launching an ATD at a given speed against a barrier with MPS (or
integrated system), in a suitable test area. At the moment of impact, the ATD is sliding with its back and
legs stably in contact with the ground.
6.2 Test site
The test area, including all areas over which the ATD is displaced during the test and the ground under
any part of the test installation, shall be generally flat with a gradient not exceeding 2,5 %. The test area
shall be clear of dust, debris, standing water, ice and snow at the time of the test in the entire area over
which the ATD is displaced during the test. No part of the test item shall be in contact with any ice or
snow that could modify the deformation or performance of the test item during the test.
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The test zone shall have a level hardened paved surface in the area on which the ATD is launched and
along the traffic side of the test installation over an area sufficient to incorporate the entire ATD trajectory
of the test. The test zone shall incorporate a smooth area along the approach path of the ATD to facilitate
sliding of the ATD before impact.
A dimensioned sketch plan(s) of the test area shall be included in the test report which shall show the
testing area including the test installation (including barrier), position of all cameras, path of the ATD,
impact point and the dimensioned locations for all test item parts exceeding 2,0 kg that broke away
during the test.
The dimensions of the edge detail shall be sufficient to demonstrate the actual performance of the vehicle
and the tested system on the edge of a bridge, or structure.
The test shall demonstrate the minimum width of structure behind the traffic face of the vehicle parapet
that is required to safely contain a PTW rider.
Appropriate measures shall be taken in order to minimize dust generation from the test area and the test
vehicle during the impact test so that photographic records will not be obscured.
Appropriate measures shall be taken to ensure that in the exit area, and during the impact, the ATD does
not make contact with any independent obstruction which could have an effect on the ATD interaction
with the test item or the ATD trajectory.
6.3 Propulsion system
The ATD shall not be restrained, other than by the friction of the paved surface, guided or propelled by
any force external to it at the point of impact.
6.4 ATD and instrumentation
The ATD used for the tests shall be a modified Hybrid III 50th percentile male ATD as described and
according to the conditions of use given in Annex B.
All necessary measurements to evaluate the biomechanical indices shall be carried out with
measurement systems compliant with ISO 6487.
The resultant acceleration measured at the centre of gravity of the ATD’s head shall be calculated from
the tri-axial components of the acceleration recorded with Channel Frequency Class 1 000 (CFC 1 000)
and a Channel Amplitude Class of 500 g (CAC 500 g).
The neck forces and moments shall be measured by a six-channel upper neck load cell specifically
designed to be fitted to the Hybrid III ATD. These forces and moments shall be recorded as follows:
— F and F with a CAC of 8 kN and a CFC of 1 000,
x y
— F with a CAC of 13 kN and a CFC of 1 000;
z
— M , M and M with a CAC of 280 N m and a CFC of 600.
x y z
For the transfer of moments measured by the neck load cell to the occipital condyle, both the forces and
moments shall have a CFC of 600.
For the distance D, the value of 0,017 78 m shall be adopted for those load cells installed in the existing
space at the base of the skull and 0,008 763 m for those load cells mounted on the lower surface of the
base of the skull.
An event indicator shall be used to signal the moment of first ATD contact with the test item. However,
the method used shall not modify the ATD to test item contact (e.g. the use of a tape switch on the helmet
is not acceptable).
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6.5 ATD clothing and equipment
6.5.1 Helmet
The ATD shall be equipped with an integral type, production motorcycle helmet weighing
1,300 kg ± 0,050 kg and with a polycarbonate shell. A reference helmet model is given in Annex E. The
helmet shall meet the specifications given in Annex F. Annex E gives alternative helmet models that have
been found to meet the requirements in Annex F.
NOTE In all cases, the helmet used will comply with the requirements set out in Regulation 22 of
ECE/TRANS/505.
The surface of the helmet in contact with the test item shall be smooth, and free from protruding parts,
vents, roughness or any other kind of unevenness, so that the contact conditions between the helmet and
the test item are not influenced by any such feature.
The helmet shall be new for each test. No alteration of the original production helmet shall be undertaken.
No stickers, paint or any other item or substance shall be applied to the helmet in any area of its surface
which will be in contact with the test item.
The helmet shall be fitted onto the head of the ATD in accordance with Annex C. If helmet models other
than those given in Annex E are used, the size shall be chosen in order to ensure that the fit of the helmet
on the ATD head is as snug as possible, with the helmet held firmly onto the head.
Care should be taken to choose a helmet that will leave visible traces on the test item during contact,
i.e. helmet with paint of a colour which contrasts with the test item colour.
6.5.2 Clothing
The ATD shall be dressed in a long-sleeved cotton t-shirt to be worn under a leather, one-piece motorcycle
suit (or two-piece suit if the two pieces are joined together) conforming to EN 1621-1, leather gloves, and
leather boots. The leather suit shall not be fitted with any additional protection devices (e.g. back
supports or neck restraints) or features that influence the behaviour of the ATD or restrict the movement
of its limbs any more than would be the case with a simple leather suit.
The sizes of all items of clothing shall be appropriate so as to fit the ATD correctly.
The upper and lower extremities shall be clearly visually identified by painting the clothing, boots and
gloves using a paint colour contrasting with the test zones surroundings. Each lower extremity shall be
identified by painting the trouser leg and boot from the knee down. Each upper extremity shall be
identified by painting the sleeve, and if necessary part of the glove, from the centre of the elbow joint to
the centre of the wrist joint.
There shall be a clear, visible distinction between the hand (
...