Australian Technology Pty Ltd A.C.N. 008 126 350...Author: W.D.R. Potts CPEng Engineering Supplement 50 Review of the political, quasi political and quasi legislative environment of

Australian Technology Pty Ltd A.C.N. 008 126 350

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Wayville Design for pedestrian impact

South Australia 5034 © Date: 20/01/2016

Author: W.D.R. Potts CPEng

Engineering Supplement 50

Review of the political, quasi political and quasi legislative environment of vehicle modification.

There are many approaches that can be taken to the issue of road safety. The one that is being adopted currently in

South Australia is a "system of systems" approach. Alternative approaches such as risk management or all of life

risk balance are available as models but the system of systems approach is the one being adopted at the level of

legislative and executive government in South Australia in 2015.

This approach has its cognitive base in Sweden and the Netherlands and is goes under the slogan "towards zero".

By this is meant a system to bring about zero road accident related deaths per year -- a reduction from say 5 to zero

deaths per 100,000 population per year. The feasiblity, probability of success, and reality of such a program are not

negotiable. The towards zero strategy targets:

1) the design of and access to roads,

2) setting of speed limits and control of speeds,

3) design of vehicles to absorb the energy of crashes and protect occupants

4) training, assessment and cultural milieu of drivers and control of access to licences.

The management of these targets relies upon perfect knowledge existing for road design, speed limit setting,

vehicle design and skill assessment and towards those parameters standards and assessment guides exist in all

facets of the targets.

For the vehicle modification process to continue to have the support of members of parliament and the executive

arm of government, it is necessary to be able to demonstrate that each modification results in improvement in all

aspects of safety. The formal definition of safety has been expanded to include primary safety relating to driver

control and vehicle response, secondary safety of occupant protection in a crash, envirnonmental safety with

respect to noise and emissions and safety from theft.

The architects of "Towards Zero" accept that crashes are inevitable but aim to contain the forces of human body

impact to within survivable limits.

There is a pervasive belief among some that only vehicles with the latest and future electronic control devices and

approaches to design can be compatible with Towards Zero vision and that a revised culture of vehicle ownership

needs to be indoctrinated within the community.

This author disputes implications that older vehicles cannot be made compatible with the Towards Zero ambition.

At the same time the author considers Towards Zero to be a fiction but recogises it as a political imposition. This

annexure records the process of the arrival at recommendations.




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Annexure 2

2011

2012

2013

2014

2015

Please note: Every design engineer seeks to reduce risk. The

issue is "how?" In 2012, Dr Robert Anderson of the South

Australian Centre for Automotive Safety Research wrote,

"the general lack of under-representation of specific safety

features in the crashed vehicle sample is intriguing, as the

results do tend to suggest that many vehicle safety systems

have not been associated with wholesale changes to the rate

of serious injury crashes (broadly defined)."

Post 2010 added by WDRP




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Annexure 3

Please note: The fatality rate has risen since 2012. (WDRP)




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Annexure 4




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Abreviated injury scale AIS 3: 8-10% risk of death

Annexure 5

Please note: 50% of

pedestrians striking a

bonnetted vehicle at 40 km/h

are likely to die.




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Annexure 6




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Annexure 7




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Annexure 8




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Annexure 9

Wrap around distance 2105 mm Conclusion: Without the external

gauges, the vehicle is

unambigously safer in every

respect than it was in 1974 at first

manufacture. Although the risk of

the hobby vehicle producing actual

pedestrian harm is extremely low,

it is the author's recommendation

that the principles of Towards Zero

be adopted and the gauges

removed. By so doing, the

modified vehicle can be

championed as being consistent

with Towards Zero.

Conclusion: Without the gauges, the bonnet and cowl panel offer no protrusion. The wrap around distance is

measured from the ground to the POINT of head impact. Although the instrument are ahead of the wrap around

distance, they still cause head impact and in relative motion between head and impact point would magnify injury.




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Annexure 10




Wayville

South Australia 5034 A remedy the preserves the head up © Date: 20/01/2016

view of the gauges Author: W.D.R. Potts CPEng

Annexure 11

The concept of "heads up" instrument placing is valid and enables drivers to less often divert attention from the

road ahead. The zone in front of the steering wheel is not considered as being within the head impact area.. In the

author's opinion the gauges should be moved inboard of the windscreen.

Conclusion: The steering wheel protects the gauges that are in the heads up region when they are relocated to

the inside of the cabin.




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Annexure 12

In order to retain the exterior

gauge nascelles, it is possible to

fit a reverse bonnet scoop that

protects a pedestrian from head

contact with irregular shaped

protrusions. In this arrangement

the aggregated deformation of the

scoop, the nascelle, the bonnet

and the cowl panel give the

pedestrian greater than original

protection.

Documents

Australian Technology Pty Ltd A.C.N. 008 126 350...Author: W.D.R. Potts CPEng Engineering Supplement 50 Review of the political, quasi political and quasi legislative environment of