Bianca Albanese

Further Development of Motorcycle Autonomous Emergency Braking (MAEB), What Can In-Depth Studies Tell Us? A Multinational Study

Objective: In 2006, Motorcycle Autonomous Emergency Braking (MAEB) was developed by a European Consortium (Powered Two Wheeler Integrated Safety, PISa) as a crash severity countermeasure for riders. This system can detect an obstacle through sensors in the front of the motorcycle and brakes automatically to achieve a 0.3 g deceleration if the collision is inevitable and the rider does not react. However, if the rider does brake, full braking force is applied automatically. Previous research into the potential benefits of MAEB has shown encouraging results. However, this was based on MAEB triggering algorithms designed for motorcycle crashes involving impacts with fixed objects and rear-end crashes. To estimate the full potential benefit of MAEB, there is a need to understand the full spectrum of motorcycle crashes and further develop triggering algorithms that apply to a wider spectrum of crash scenarios. Methods: In-depth crash data from 3 different countries were used: 80 hospital admittance cases collected during 2012–2013 within a 3-h driving range of Sydney, Australia, 40 crashes with Injury Severity Score (ISS) > 15 collected in the metropolitan area of Florence, Italy, during 2009–2012, and 92 fatal crashes that occurred in Sweden during 2008–2009. In the first step, the potential applicability of MAEB among the crashes was assessed using a decision tree method. To achieve this, a new triggering algorithm for MAEB was developed to address crossing scenarios as well as crashes involving stationary objects. In the second step, the potential benefit of MAEB across the applicable crashes was examined by using numerical computer simulations. Each crash was reconstructed twice—once with and once without MAEB deployed. Results: The principal finding is that using the new triggering algorithm, MAEB is seen to apply to a broad range of multivehicle motorcycle crashes. Crash mitigation was achieved through reductions in impact speed of up to approximately 10 percent, depending on the crash scenario and the initial vehicle pre-impact speeds. Conclusions: This research is the first attempt to evaluate MAEB with simulations on a broad range of crash scenarios using in-depth data. The results give further insights into the feasibility of MAEB in different speed ranges. It is clear then that MAEB is a promising technology that warrants further attention by researchers, manufacturers, and regulators.

PA 16-5-1933 User-centred instructions reduce misuse of child restraint systems: results from a controlled laboratory trial

Evidence-based solutions are needed for the widespread and longstanding problem of child restraint (CRS) misuse. Following results from previous work that found product information supplied with CRS substantially impacts the way a restraint is used, an intervention targeting product information as a mechanism to increase correct use was developed. This user-centred intervention was developed using best practice instructional design, consumer feedback and iterative consumer testing. To determine whether user-centred instructions are more effective than current product instructions at promoting correct use of CRS in the laboratory, a controlled laboratory study was conducted with 36 experienced and naive CRS users (over 18 years and reimbursed AUD

Energy attenuation performance of impact protection worn by motorcyclists in real-world crashes

25 for travel). Participants installed a convertible CRS in the forward-facing mode. Correct use was assessed through observed installation of the CRS and securing of a mannequin in the restraint using a 20-item pro-forma. One-way Analysis of Variance (ANOVA) was used to compare differences between groups on overall correct use and percentage correct use. No participant in the control group used the CRS without error however 100 per cent correct use was achieved by 28% of participants in the intervention group (between groups difference in correct use, Welch’s F, p<0.001.) The intervention group (M=89.08, SE=2.93) achieved on average 11.7% higher percent correct than the controls (M=77.38, SE=3.72, p=0.048). Importantly a reduction in the severity of errors was also observed in the intervention group compared to errors in the control group. By using a novel performance-based user-testing method, CRS product information can be designed to increase the correct use of CRS. This method may provide a template for designing future product information to be supplied for child restraints going forward as well as other safety products.

The Austroads in-depth case control study of motorcycle crashes in NSW : causal relationship findings

ABSTRACT Objective: Laboratory studies have demonstrated that impact protectors (IP) used in motorcycle clothing can reduce fracture severities. While crash studies have reported IP are associated with reduced likelihood of soft tissue injury, there is little evidence of their effectiveness in reducing fracture likelihood. This discrepancy might be related to IP quality. There are mandatory requirements for IP supplied with protective clothing in Europe, but not elsewhere. This study examines the energy attenuation performance of IP used by Australian riders. Methods: IP were harvested from clothing worn by crashed riders admitted to hospital. The IP were examined and energy attenuation properties were determined using EN 1621-1 test procedures. Impact injury was identified from medical records and defined as fractures, dislocations, and avulsions that occurred following impact to the riders shoulders, elbows, hips, and/or knees. Fishers exact test was used to examine the relationship between meeting the EN 1621-1 energy attenuation requirements and impact injury. The association between the average and maximum transmitted force, and impact injury was examined using generalized estimating equations. Motorcycle riders were recruited as part of an in-depth crash study through three hospitals in New South Wales, Australia, between 2012 and 2014. Riders were interviewed, and engineers conducted site, vehicle, and clothing inspections. Clothing was collected, or identical garments were purchased. Results: Clothing was inspected for 62 riders. Of these, 19 wore clothing incorporating 76 IP. Twenty-six of these were impacted in the crash event. Almost all impacted IP (96%) were CE marked, and most (83%) met Level 1 energy attenuation requirements of EN 1621-1 when tested. Of the 26 impacted IP, four were associated with impact injuries, including midshaft and distal clavicle fractures and a scapula and olecranon fracture. No associations between meeting EN 1621-1 requirements and impact injury were found (p = 0.5). There was no association between average force transmitted and impact injury (95% CI: 0.91–1.24); however, as maximum force transmitted increased, the odds of impact injury increased (95% CI: 1.01–1.2). These results indicate a high probability of impact injury at 50 kN, the limit of maximum transmitted force specified in EN 1621-1. Conclusion: The allowable transmitted force of EN 1621-1 may be too high to effectively reduce the probability of impact injury. This is not surprising, given human tolerance levels that are reported in literature. Reducing the force limit below the reported fracture tolerance limits might be difficult with current technology. However, there is scope to reduce the EN 1621-1 maximum limit of 50 kN transmitted force. A reduction in the maximum force limit would improve rider protection and appears feasible, as 77% of tested IP recorded a maximum force <35 kN. This level of transmitted force is estimated to be associated with <20% probability of impact injury. While the performance of IP available to Australian riders is not regulated, most IP was CE marked. The results indicate a significant association between maximum transmitted force, tested according to EN 1621-1 procedures, and impact injury. Further investigation of the EN 1621-1 requirements may be warranted. This work will interest those targeting protective equipment for motorcyclists as a mechanism for reducing injury to these vulnerable road users.