CEN/TS 1317-8:2012

SLOVENSKI STANDARD
01-oktober-2012
Oprema cest - 8. del: Oprema cest za ublažitev udarcev motoristov pri trkih z
varnostno ograjo
Road restraint systems - Part 8: 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 reduzieren
Dispositifs de retenue routiers - Partie 8 : 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: CEN/TS 1317-8:2012
ICS:
13.200 3UHSUHþHYDQMHQHVUHþLQ Accident and disaster control
NDWDVWURI
93.080.30 Cestna oprema in pomožne Road equipment and
naprave installations
2003-01.Slovenski inštitut za standardizacijo. Razmnoževanje celote ali delov tega standarda ni dovoljeno.

TECHNICAL SPECIFICATION
CEN/TS 1317-8
SPÉCIFICATION TECHNIQUE
TECHNISCHE SPEZIFIKATION
April 2012
ICS 13.200; 93.080.30
English Version
Road restraint systems - Part 8: Motorcycle road restraint
systems which reduce the impact severity of motorcyclist
collisions with safety barriers
Dispositifs de retenue routiers - Partie 8 : Dispositifs de Rückhaltesysteme an Straßen - Teil 8: Rückhaltesysteme
retenue routiers pour motos réduisant la sévérité de choc für Motorräder, die die Anprallheftigkeit an Schutzplanken
en cas de collision de motocyclistes avec les barrières de für Motorradfahrer reduzieren
sécurité
This Technical Specification (CEN/TS) was approved by CEN on 7 February 2012 for provisional application.

The period of validity of this CEN/TS is limited initially to three years. After two years the members of CEN will be requested to submit their
comments, particularly on the question whether the CEN/TS can be converted into a European Standard.

CEN members are required to announce the existence of this CEN/TS in the same way as for an EN and to make the CEN/TS available
promptly at national level in an appropriate form. It is permissible to keep conflicting national standards in force (in parallel to the CEN/TS)
until the final decision about the possible conversion of the CEN/TS into an EN is reached.

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

EUROPEAN COMMITTEE FOR STANDARDIZATION
COMITÉ EUROPÉEN DE NORMALISATION

EUROPÄISCHES KOMITEE FÜR NORMUNG

Management Centre: Avenue Marnix 17, B-1000 Brussels
© 2012 CEN All rights of exploitation in any form and by any means reserved Ref. No. CEN/TS 1317-8:2012: E
worldwide for CEN national Members.

Contents Page
Foreword . 3
Introduction . 4
1 Scope . 5
2 Normative references . 5
3 Terms and definitions . 5
4 Abbreviations . 6
5 Biomechanical indices for assessing the impact severity of a PTW rider against an MPS . 7
5.1 General . 7
5.2 Index representing the head injury risk: Head injury criterion (HIC ) . 7
5.3 Indices representing neck injury risk . 7
6 Test methods . 9
6.1 General . 9
6.2 Test site . 9
6.3 Propulsion system. 9
6.4 ATD and instrumentation . 9
6.5 ATD clothing and equipment . 10
6.6 ATD mass including equipment . 10
6.7 Installation . 10
6.8 Impact conditions . 11
6.9 Launch configurations . 11
6.10 Accuracies and deviation of impact speeds and angles . 14
6.11 Photographic coverage . 15
7 Performance classes . 16
7.1 General . 16
7.2 Speed classes . 17
7.3 Severity levels . 17
7.4 Deformation of the CMPS . 21
8 Acceptance criteria of the impact test. 22
8.1 MPS behaviour . 22
8.2 ATD behaviour . 22
8.3 Severity indices . 24
8.4 Vehicle impact performance . 24
9 Test report . 24
Annex A (informative) Detailed test report template . 25
Annex B (informative) Anthropomorphic test device . 30
Annex C (informative) Helmet alignment tool . 32
Annex D (informative) Modification of the anthropomorphic test device shoulder . 34
Annex E (informative) Reference helmet . 40
Annex F (informative) Helmet calibration procedure . 41
F.1 General . 41
F.2 Helmet description . 41
F.3 Procedure description and layout . 41
F.4 Helmet assessment . 42
Bibliography . 44

Foreword
This document (CEN/TS 1317-8:2012) has been prepared by Technical Committee CEN/TC 226 “Road
equipment”, the secretariat of which is held by AFNOR.
Attention is drawn to the possibility that some of the elements of this document may be the subject of patent
rights. CEN [and/or CENELEC] shall not be held responsible for identifying any or all such patent rights.
This document has been prepared under a mandate given to CEN by the European Commission and the
European Free Trade Association.
EN 1317 consists of the following parts:
 EN 1317-1, Road restraint systems — Part 1: Terminology and general criteria for test methods;
 EN 1317-2, Road restraint systems — Part 2: Performance classes, impact test acceptance criteria and
test methods for safety barriers including vehicle parapets;
 EN 1317-3, Road restraint systems — Part 3: Performance classes, impact test acceptance criteria and
test methods for crash cushions;
 ENV 1317-4, Road restraint systems ― Part 4: Performance classes, impact test acceptance criteria
1)
and test methods for terminals and transitions of safety barriers ;
 EN 1317-5, Road restraint systems — Part 5: Product requirements and evaluation of conformity for
vehicle restraint systems;
2)
 CEN/TR 1317-6, Road restraint systems — Part 6: Pedestrian restraint systems — Pedestrian parapets ;
 prEN 1317-7, Road restraint systems — Part 7: Performance classes, impact test acceptance criteria
and test methods for terminals of safety barriers;
 CEN/TS 1317-8, Road restraint systems — Part 8: Motorcycle road restraint systems which reduce the
impact severity of motorcyclist collisions with safety barriers.
According to the CEN/CENELEC Internal Regulations, the national standards organizations of the following
countries are bound to announce this Technical Specification: Austria, Belgium, Bulgaria, Croatia, Cyprus,
Czech Republic, Denmark, Estonia, Finland, France, Germany, Greece, Hungary, Iceland, Ireland, Italy,
Latvia, Lithuania, Luxembourg, Malta, Netherlands, Norway, Poland, Portugal, Romania, Slovakia, Slovenia,
Spain, Sweden, Switzerland, Turkey and the United Kingdom.

1) ENV 1317-4:2001 will be superseded by future EN 1317-4, Road restraint systems — Part 4: Performance classes,
impact test acceptance criteria and test methods for transitions of safety barriers (under preparation).
2) Under preparation.
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
Technical Specification 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 minimise 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
localised 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 Technical Specification 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 Technical Specification shall be read in conjunction with EN 1317-1 and EN 1317-2.
1 Scope
This Technical Specification 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 Technical Specification 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 performance of impacting vehicles is covered by EN 1317-1 and
EN 1317-2.
This Technical Specification 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, in whole or in part, are normatively referenced in this document and are
indispensable for its application. For dated references, only the edition cited applies. For undated references,
the latest edition of the referenced document (including any amendments) applies.
EN 1317-1, Road restraint systems — Part 1: Terminology and general criteria for test methods
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: Requirements and test
methods for impact protectors
EN ISO 4762, Hexagon socket head cap screws (ISO 4762)
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.
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
3.3
continuous motorcyclist protection system
any 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
any 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
any 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 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
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.
The sign convention shown in Figure 1, according to SAE J1733, shall be adopted.
5.2 Index representing the head injury risk: Head injury criterion (HIC )
The Head Injury Criterion (HIC ) is an acceleration-based criterion defined by Formula (1):
2,5
t2
 
 
 
 
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
(1 g = 9,81 m/s )
2 2 2
a = a + a + a (2)
x y z
a is the acceleration X-axis;
x
a is the acceleration Y-axis;
y
a is the acceleration Z-axis.
z
The (HIC ) values for calculation intervals (t – t ) greater than 36 are not taken into account for the
36 2 1
calculation of maximum values, i.e., (t – t ) ≤ 36 ms.
2 1
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 (Moc ),
x
 flexion/extension moment calculated about the occipital condyle (Moc ),
y
 torsion moment (M ).
z
The above indices shall be determined using the “upper neck load cell”.
The moments about the occipital condyles Moc and Moc are calculated from the moments M and M
x y x y
expressed in N m 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 shall comply with requirements of EN 1317-1, with the following exceptions and additions.
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.
The test zone shall incorporate a smooth area along the approach path of the ATD to facilitate sliding of the
ATD before impact.
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).
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. In all cases, the helmet used shall 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.
NOTE 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 (from the wrist joint to the fingertips) and the rest
of the upper extremity.
6.6 ATD mass including equipment
The total test ATD mass, including instrumentation, helmet, shirt, suit, gloves and boots, shall be
87,50 kg ± 2,50 kg.
6.7 Installation
For continuous systems, the length of the test item shall be sufficient to demonstrate the full performance
characteristics of the MPS. After the test, the adequacy of the length of installation shall be checked by
determining whether there is any permanent lateral or longitudinal displacement of the test item at its
extremities.
Any end conditions (for example end anchorages) of the barrier or integrated MPS shall be identical to those
used in the vehicle impact tests performed on the same barrier according to EN 1317-2. Any fixings (for
example fixing of a CMPS to a barrier) of the MPS, or end conditions of a CMPS, shall be provided in
accordance with the design of the MPS.
For DMPS, the minimum installation length of the supporting barrier shall be determined by the test house
and agreed to by the manufacturer before the test. A minimum of two DMPS shall be installed on
consecutive posts (or whichever other element supports the DMPS): one corresponding with the impact point
and the other downstream of the impact.
Foundations for the test item shall meet the design specification.
When testing pretensioned MPSs, for which tension can be adjusted, any measurable applied tension or
torque shall conform to that which is specified in the MPS installation manual and shall be recorded in the
test report.
The height above the ground of the lower edge of the elements designed to restrain the PTW rider shall be
measured in the impact zone and noted in the test report
NOTE This distance can influence the capacity of the system to restrain a rider.
6.8 Impact conditions
The full-scale impact tests are carried out by launching an ATD against the test item (in the case of a CMPS,
against a straight length of test item) in accordance with a determined approach path and test conditions.
At the moment of the initial impact of the ATD against the test item, the surfaces of the helmet and the test
item in the impact area shall be clean, dry, and free of any item or substance that may affect the contact
between both surfaces.
The ATD shall impact the test item at a point approximately at the mid-point along the length of the test item
or, in the case of a DMPS fitted to a barrier, approximately at the mid-point of the barrier. The exact position
of the impact along the length of the test item shall be chosen by the test house in order to demonstrate the
most severe impact conditions and the choice shall take into account any potentially hazardous feature of the
test item.
The test shall be deemed to be completed when, following the impact (or impacts) the ATD has come
completely to rest. Any secondary impacts, including any with the ground or hardened test zone surface,
occurring before the ATD comes to rest shall be considered when determining the test results. If the ATD is
connected to the data acquisition system by an umbilical cable, the ATD may be arrested to avoid damage
occurring to the umbilical cable. Any such arresting of the ATD shall take place once the ATD is no longer in
contact with the test item, after all injury criterion measurements have started to decrease or after any event
resulting in a negative test result for the test item.
6.9 Launch configurations
6.9.1 General
Three theoretical approach paths are defined as below. If the test laboratory judges that the impact point
identified in this Technical Specification for a given test is not representative of the most severe testing
conditions, the laboratory may change the impact point accordingly. In all cases, the impact point shall be
identified in the test report its choice justified.
For each configuration, the ATD shall be launched lying face-up in a “supine decubitus” position, i.e. face up
in a horizontal position and completely stretched out on its back, with its upper limbs parallel and adjacent to
its trunk, with the palms of its hands oriented towards its trunk. The longitudinal centreline of the ATD spine
shall coincide with the direction of the approach path and the head shall be oriented towards the theoretical
impact point.
6.9.2 Launch configuration 1: post-centred impact
The approach path of the ATD is defined by a line, parallel to the ground, passing through the centre (O) of
the post section and forming a 30° angle with respect to the centreline of the un-deformed test item (see
Figure 2). For a CMPS, if the test item is not, or is not fitted to, a post-and-rail type safety barrier, point O
shall be the centre of an anchorage, a connection between elements of the test item or any other point
deemed to result in the highest severity impact. For a DMPS, point O is the centre of the item onto which the
MPS is fitted.
This launch configuration is applicable to all types of MPS and, is generally intended to represent the
configuration resulting in the most severe impact-related injuries.

Key
1 discontinuous system
2 continuous system
Figure 2 — Launch configuration 1: post-centred impact
6.9.3 Launch configuration 2: post offset impact
The approach path of the ATD is defined by a line parallel to the ground and parallel to a line at 30° to the
centreline of the un-deformed test item, passing through the point O (centre of the post section). The
approach path shall be 20 cm upstream of the 30° line passing through point O (see Figure 3).
This configuration is only applicable when the test item is a DMPS. If the test item is not fitted to a post-and-
rail type safety barrier, point O shall be the centre of the item onto which the MPS is fitted.
The purpose of this configuration is to impact the edge of the DMPS which may be potentially aggressive
and/or to achieve maximal deceleration of the ATD.
Key
1 discontinuous system
Figure 3 — Launch configuration 2: post-offset impact
6.9.4 Launch configuration 3: mid-span impact
The approach path of the ATD is defined by a line, parallel to the ground, passing through point I and forming
a 30° angle with respect to the centreline of the un-deformed test item (see Figure 4). Point I is the
intersection of the surface in contact with ATD during the test and the perpendicular bisector of the segment
joining points O and O (see Figure 4). Points O and O are the centres of the sections of two
n n+1 n n+1
consecutive posts of the barrier. If the system is not a post-and-rail type safety barrier, points O and O
n n+1
shall be the centres of two consecutive anchorages or element connections of the test item or any other point
deemed to result in the highest severity impact.
This launch configuration is only applicable to CMPS and is primarily intended to test the robustness of the
test item where it is most flexible and to evaluate the potential for the trapping of limbs in the area where this
is most likely to occur. However, in some cases, the injury criteria values measured on the ATD may be
higher for this configuration than for Configuration 1.
Key
1 contact surface of system 2 continuous system
3 post n 4 post n+1
Figure 4 — Launch configuration 3: mid-span impact
When a complete system comprising CMPS and barrier, or an integrated MPS, is longitudinally
homogeneous, regarding its material, geometry and structure (i.e. it has no potentially aggressive points
such as posts), it shall be sufficient to carry out one ATD impact test, at the centre of the length of the test
item with the ATD at an angle of 30º to the test item.
6.10 Accuracies and deviation of impact speeds and angles
6.10.1 ATD impact speed
Two nominal impact speeds are defined: 60,0 km/h and 70,0 km/h.
ATD impact speed shall be measured along the ATD approach path with the ATD back and legs stably in
contact with the ground and no further than 0,5 m from the theoretical impact point. The overall accuracy of
speed measurement shall be within ± 1 %.
The impact speed limit deviation shall be: + 6 %
– 0 %
6.10.2 ATD approach angle
The approach angle shall be measured at not more than 0,5 m from the theoretical impact point.
The overall accuracy of approach angle measurement shall be within ± 0,5°.
The approach angle limit deviation shall be ± 2°.
6.10.3 ATD orientation
The ATD shall be oriented so that its mid-sagittal plane is aligned with the 30° approach path (see Figure 2,
Figure 3 and Figure 4) with a tolerance of ± 2°. This angle requirement can only be an approximation
because there is no accessible fixed reference on the ATD to determine this angle (the ATD is mostly
covered by clothing which can move relative to the ATD and the ATD flesh can move with respect to the ATD
structural parts). However, the orientation requirement shall be observed in as far as is possible.
It is recommended that the ATD mid-sagittal plane be approximately indicated by affixing self-adhesive
reference markers to the thorax and pelvis areas of the ATD.
6.10.4 ATD impact point
The lateral displacement of the actual ATD impact point, with respect to the theoretical impact point, shall be
measured with an accuracy of ± 15 mm by a suitable method. The permitted deviation of the actual impact
point measured longitudinally along the test item is ± 60 mm (see Figure 5).

Figure 5 — Impact point position tolerance
6.11 Photographic coverage
Photographic coverage shall be sufficient to describe clearly the MPS, barrier and ATD behaviours during
and after the impact.
High-speed cameras shall be operated at a minimum of 200 frames per second.
Normal-speed cameras shall be operated at a minimum of 24 frames per second.
The minimum camera layout below, as shown in Figure 6, shall be adopted:
a) one high-speed camera positioned behind the test item, filming the deflection of the test item and the
penetration of the ATD into the system. This camera shall be positioned in order to achieve the most
informative view of the system and ATD behaviour, but shall generally be positioned obliquely and
upstream of the impact point. If the presence of the barrier precludes any of the deflection from being
visible from this camera position, then the laboratory shall consider any other possible camera positions
that permit suitable alternative views. If no other meaningful views can be identified then camera 4) shall
be used;
b) one overhead high-speed camera located in such as way as to cover the ATD motion from at least 2 m
along the approach path before the impact point until the ATD is no longer in contact with the test item
following the test;
c) one high-speed camera filming along the length of the test item, positioned downstream of the impact
point;
d) one high-speed camera filming along the length of the test item, positioned upstream of the impact point
(optional);
e) one panned camera at normal speed giving a general view showing the whole test (optional).
The need for additional cameras should be considered to cover areas of special interest.

Key
1 rear oblique coverage 4 upstream coverage (optional)
2 overhead coverage 5 panned (optional)
3 downstream coverage
Figure 6 — Camera coverage
7 Performance classes
7.1 General
MPSs shall conform to the requirements of 7.2, 7.3, 7.4 and Clause 8 when tested in accordance with the
relevant impact tests selected from Table 1 with respect to the type of MPS (CMPS or DMPS) and the speed
class required.
The performance of an MPS is determined by two performance classes:
 the speed class, which is determined by the impact speed of the tests performed;
 the severity level, which is determined by the level of the biomechanical indices determined from data
obtained from the ATD instrumentation during the test.
A tested MPS which satisfies the requirements of a given speed class shall be deemed to comply with the
test conditions corresponding to the speed classes of lower speeds, with the same severity levels, unless it
contains some mechanism that does not work acceptably at a lower impact speed.
Table 1 — Tests
MPS type Launch configuration Speed
Test
(see 6.9)
km/h
TM.1.60 CMPS and DMPS Post-Centred (1) 60
TM.2.60 DMPS Post offset (2) 60
TM.3.60 CMPS Mid-span (3) 60
TM.1.70 CMPS and DMPS Post-Centred (1) 70
TM.2.70 DMPS Post offset (2) 70
TM.3.70 CMPS Mid-span (3) 70
NOTE These tests only evaluate the reduction of impact severity for PTW riders; the vehicle restraint capability of
the complete system is assessed as described in 8.4.
7.2 Speed classes
The speed classes for MPSs are defined by the impact speed and are described in Table 2 and Table 3 for
DMPSs and CMPSs respectively.
Table 2 — Speed classes for DMPS
Class Tests required
D60 TM.1.60 TM.2.60
D70 TM.1.70 TM.2.70
Table 3 — Speed classes for CMPS
Class Tests required
C60 TM.1.60 TM.3.60
C70 TM.1.70 TM.3.70
An MPS tested according to the requirements of this Technical Specification shall be identical for each of the
tests performed for a given speed class.
7.3 Severity levels
The severity level of an MPS is determined by the maximum values of the biomechanical indices given in
Table 4. For each impact test, two severity levels are defined (level I and level II), according to the maximum
values indicated in Table 4.
The severity level is achieved only when the values of all the biomechanical indices in Table 4 are equal to or
less than the corresponding maximum limits. Thus, for example, in order to comply with severity level I, all of
the biomechanical indices of an MPS must be less than or equal to the maximum levels corresponding to
level I defined in Table 4.
The severity level that shall be applied to an MPS, for a given speed class, is the highest of the severity
levels obtained from the impact tests performed, according to Table 2 or Table 3. (i.e. if severity level I is
achieved for one test and severity level II achieved for the other, the MPS shall be classed as severity
level II).
If an MPS has been successfully tested for a given speed class and with a certain severity level, it shall be
deemed to comply with lower speed classes with the same severity level, unless it has been successfully
tested according to this Technical Specification for a lower speed class and with a lower severity level. In the
latter case, the MPS will have a certain severity level for the higher speed class, and another – lower –
severity level for the lower speed class.
All severity indices shall be rounded to the nearest whole number using standard mathematical rounding.
The filtering frequency applied to the raw data and those used in graphical representations shall be stated.
Table 4 — Severity levels
Severity Maximum admissible values
level
Head Neck
F F F Moc Moc Moc
x z tension z compression x y extension y flex

N  N  N  N m  N m  N m
HIC
I 650 Figure 7 Figure 8 Figure 9 134 42 190
II 1 000 Figure 10 Figure 11 Figure 12 134 57 190

Figure 7 to Figure 12 show graphs giving maximum permissible load durations for given neck load levels (as
referred to by Table 4).
Key
1 PASS 3 anterior-posterior neck shear force (N)
2 FAIL 4 permitted duration for a given shear force (s)
Figure 7 — Anterior-posterior neck shear force criterion for level I

Key
1 PASS 3 axial neck tension (N)
2 FAIL 4 permitted duration for a given axial neck tension (s)
Figure 8 — Axial neck tension criterion for level I

Key
1 PASS 3 axial neck compression (N)
2 FAIL 4 permitted duration for a given axial compress
...