Int. J. xxxxxxxxx xxxxxxxxxxxxxms, Vol. X, No.

Y, xxxx 1

Development of a roadside impact attenuator using

sustainable materials: a preliminary assessment

Abstract: In case of impact with guardrail pillars, motorcyclists

can suffer severe injuries, being one of the main causes for
motorcycle fatality in European roads. This study aims to develop of
roadside impact attenuator to enhance motorcyclist safety in case of
collision with guardrail pillars by use of alternative minimizing
decelerations and consequently the risk of injury. Several
geometries are proposed, and their crashworthiness performance
are assessed. Additionally, the use of sustainable materials, namely
ground tyre rubber (GTR), is introduced in the development of the
attenuator to lower the environmental impact of end-of-life tyres. As
a result, this present study consists of a preliminary assessment of
different attenuator geometries and compound formulation for both
motorcyclist safety and environment enhancement.

Keywords: Crashworthiness, sustainable materials, road safety

1 Introduction

Roadside restraints systems, such as guardrails, were originally developed

to enhance road safety by containing and guiding vehicles after a crash
event, reducing the severity of run-off-road collisions (Molan et al., 2019).
However, in cases of an impacting motorcyclist, traditional restraint
systems may not be enough to reduce mortality and can even introduce
additional hazard. Motorcyclist impacts against a roadside barrier are 15
times more likely to be fatal than other vehicle impact, mainly because of
impacts with the guardrail pillar (Margiotta et al., 2015)
In 2015, it was considered that scrap tire recycling is a global issue, and
how it will be used is both a challenge and an opportunity (Scott, 2015).
The great opportunity is the use of these tires recycled rubber that can fit in
many sectors such as construction, urban furniture, traffic accessories and
others. (Sienkiewicz et al., 2012) reported that the yearly number of used
tires rounds 17 million tonnes matching the annual production of 1.4 billion.

Copyright © 201x Inderscience Enterprises Ltd.

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Every year, almost one billion tyres reach their end of life worldwide,
leading to an extreme demand to manage and mitigate the resultant
environmental impact of landfilling and burning (Rowhani and Rainey,
2016). Recover and reuse end-of-life tyres represents a huge reduction of
waste and provides new raw material for alternative and more sustainable
solutions. As a result, the combination of a newly developed geometry for
impact attenuators with new compounds resulting from tyre recycling can
represent a two-in-one problem solver for both road sinistrality and
environment impact. This projects hence pretends to respond to several UN
Sustainable Development Goals for the year 2030, for instance: Increase
industry, innovation and infrastructure (goal nº9); Influence responsible
consumption and production (goal nº12) and organize climate action (goal
nº13).

2 Road Safety Requirements

A motorcyclist involved in an accident or fall, will slide with an initial

velocity equal to the motorcycle’s velocity at fall. There is then a risk of
impact with any kind of objects in the sliding trajectory of the motorcyclist,
which represent the main cause of death or injury of motorcyclist.
Considering the risks associated with a fall or sliding of the motorcyclist
and the possible impact with roadside rails, different systems of
protection/retention can be developed. These can be classified as continuous
and discontinuous protection devices.
With the objective of developing the discontinuous protector and to provide
an objective function for its development, an identification of the legal
requirements for homologating the use of protectors on public highways
was made.
Protection systems for motorcyclists are present in the portuguese Law
33/2004 of 28 July 2004 “Colocação de protecções nas guardas de
segurança das vias de comunicação públicas, integradas ou não na rede
rodoviária nacional, contemplando a perspectiva da segurança dos veículos
de duas rodas.” (Placing protections on security guards on public roads,
integrated or not in the national road network, contemplating the
perspective of vehicle safety for two wheels). This law establishes the
obligation for security guards on public roads, whether integrated into the
national road network, to consider the safety of two-wheeled vehicles,
especially in black spots on highways.
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For approval of this type of protectors, they must be subjected to real-scale

impact tests. The testing standards may differ between member states in the
European Union. Some examples of standards used by member states
include: LIER test protocol (France); UNE 135900 (Italy) and BASt
protocol (Germany). However, most of them have great similarities with
each other. In addition to Law 33/2004, the regulatory law D.R. No. 3/2005
of 10 May is established as the national testing standard in Portugal.

Regulatory Law D.R. No. 3/2005 of 10 May: Testing

According to the Appendix IV “Test of a protective device for motorcyclists
applied to a semi-flexible security guard”, the impact test must be carried
out with a HYBRID III 50th Male instrumented anthropomorphic
mannequin with a mass of 80.5 kg ± 0.5 k, as shown in Figure 1.

Figure 1 - HYBRID III 50th Male anthropomorphic dummy

The anthropomorphic mannequin is projected against the protection

device at a speed of 60 km/h ± 6% in a trajectory parallel to the ground. The
theoretical angle of the incidence trajectory is 30°± 2° centred in the centre
of the protector (point O). Two different mannequin positions are tested, as
shown in Figure 2.

Figure 2 – Test procedure according to the Portuguese regulation standard with different
dummy positions
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In test (A), the mannequin must be lying on his back with his head in
front and the longitudinal axis of the body coinciding with the direction
established for the trajectory (that is, on impact the longitudinal axis of the
mannequin will make an angle of 30°± 2° with the safety guard equipped
with the attenuator device);
In test (B), the mannequin must be lying on his back with his body
parallel to the security guard (that is, on impact the longitudinal axis of the
manikin will make an angle of 0 ±2 ° with the security guard equipped with
the device) . In both impact tests, the safety rail used must be at least 16m
long with 2m spacing between pillars.
To be approved, a discontinuous protection device for motorcyclists
tested according to the test standard must present a value of the HIC (Head
Injury Criteria) index not higher than 1000. The HIC index is a measure of
the likelihood of trauma or head injury arising from an impact often related
to road accidents. This index derives from biomechanical studies of impact
and can be seen as a Time-averaged weighted integral of the resultant head
acceleration evaluated at a given period t_0 to t_1 which maximizes the HIC
value. The HIC index is obtained from the history of the resulting
acceleration/time curve recorded at the centre of mass of the head when
subjected to forces resulting from an impact and calculated by mean of the
following formulae:

𝑡1 2.5 (1)
1
𝐻𝐼𝐶 = {[ ∫ 𝑎̅ 𝑑𝑡] (𝑡1 − 𝑡2 )} , 𝑠. 𝑡. max 𝐻𝐼𝐶
𝑡0 − 𝑡1 (𝑡0 ,𝑡1 )
𝑡0

(2)
𝑎̅ = √𝑎𝑥2 + 𝑎𝑦2 + 𝑎𝑧2

The HIC index includes the effects of both acceleration value resulting
from the head and impact duration value. Thus, large-scale accelerations
can be tolerated for extremely short periods. A HIC value of 1000
represents, according to the Expanded Prasad-Mertz Curves, a 18%
probability of a severe head injury, a 55% probability of a serious injury
and a 90% probability of a moderate head injury.
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3 Impact Attenuator Design

To conceive an impact attenuator solution to protect motorcyclists in
case of direct impact against roadside safety barriers, it is necessary to firstly
identify the main requirements for its development. Based on that,
requirements such as impact attenuation capacity; installation method, and
overall costs must be considered in the impact attenuator design
development, (Vieira et al., 2008). Regarding manufacturing requirements,
the impact attenuator is to be produced through extrusion manufacturing,
which leads to a height-wise constant cross section constraint.
Mainly, the developed solution must guarantee a high level of kinetic
energy absorption, which will be achieved by a proper crashworthy
geometry together with an appropriate formulation of material composition.
These two parameters must be chosen with the objective of minimizing the
total volume of the attenuator (reducing production cost), by choosing an
adequate geometry and maximizing the use of GTR percentage without
compromising the safety of the motorcyclist.

3.1 Design Constraints

Most European countries use roadside barriers with a W-beam guardrail
that is supported by standardized pillars and a damping element (spacer)
that links these two components together. In Portuguese roads, the upper
band consists of steel beams with a double waved profile (W-beam), fixed
to the spacer, which in turn is fixed to the buried pillars. The W-beam
profiles are kept at a height of 550mm, as show in Figure 3.

Figure 3 – Typical structure of a railguard

Typical pillar section profiles used in Portuguese roads are UPN120 and
C125. The standardized dimensions of these profiles are presented in
Figure 4.
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Figure 4 – UPN120 (left) and C125 (right) pillar profiles and respective standardized
dimensions

The initial design of the impact attenuator was based on the previous
work of (Vieira et al., 2008) and already existing patented solutions for
discontinuous protection devices as shown in Figure 5.

Figure 5 – Previous concepts of roadrail impact discontiunes impact attenuators applied

in Spain and Germany

The main geometry of the impact attenuator presents a double arched

structure with interior scaffolding to the pillar housing, with the latest being
designed to accommodate both C125 and UPN120 pillar profiles. The main
geometry presents an area for different infill geometries which will be
assessed in terms of crashworthiness performance. The general dimensions
of the impact attenuator’s cross-section are 400x285mm.
The different infill geometries applied in this study were based on
geometries applied in commercial or research solutions of airless tyre
technology. These geometries present the advantage of having good
damping properties obtained through structure deformation, combined with
the similarity of materials used in this study (polymers and tyre rubber). As
a result, four different geometries were selected to include in the impact
attenuator design. The use of “cellular” infill geometries as well as a
scaffolding structure in the inner arch led to a mean volume fraction
reduction of 45% when compared to a solid/full design. The
resultant CAD models of the impact attenuators are presented in Figure 6.
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Figure 1 – (a) Honeycomb attenuator 𝑽⁄𝑽

𝒇𝒖𝒍𝒍 = 𝟎. 𝟓𝟒
(b) Alternative_Honeycomb attenuator 𝑽⁄𝑽
𝒇𝒖𝒍𝒍 = 𝟎. 𝟔𝟏
(c) Spring attenuator 𝑽⁄𝑽
𝒇𝒖𝒍𝒍 = 𝟎. 𝟓𝟐
(d) Leaf attenuator 𝑽⁄𝑽
𝒇𝒖𝒍𝒍 = 𝟎. 𝟓𝟑

4 Numerical Analysis

4.1 Simulation Scenario

To assess the crashworthiness performance of the developed impact
attenuators as well as the motorcyclist dynamics and injury criteria,
numerical simulations were performed using the explicit non-linear finite
element software LS-Dyna. This software allows non-linear and dynamic
analysis of problems where large deformations and rotations are involved
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and is particularly used by several entities in impact and crashworthiness

studies.
The main comparison parameter used to evaluate the performance of each
protector will be the HIC criterion, which is also the criterion used for the
approval of the protector according to Portuguese and European standards.
However, it should be noted that this value will be used, in this early stage
of development, only as a comparison factor and not as a validation of the
absolute efficiency of the protector. The simulations were performed using
a laptop computer with Intel CORE I7 vPro 8th generation processor and
16 GB of RAM memory.
To keep simulation running times within acceptable values in this early
stage, several simplifications were made that will greatly affect the real
value of HIC. Simplification include the reduction of the attenuator height
from 390 to 150mm. A UPN120 pillar section was used and its numerical
model has been simplified as all its degrees of freedom have been
constrained, and its interaction with the soil has not been modelled. This
simplification reduces the energy absorption effect resulting from the
deformation of the pillar itself.
To numerically reproduce the test procedure described by Portuguese and
European standards, a numerical biomechanical model of the motorcyclist
must be used. However, to reduce the computational effort in the early stage
of numerical analysis, the computational mannequin model was replaced by
a head impactor used in pedestrian head protection performance tests,
presented in Figure 7. The head form model has a weight of 4.5kg and
consists of a rigid sphere coated with a rubber hull to mimic the behaviour
of skull and skin, respectively. A triaxial accelerometer is fitted in the
centre of gravity at a dedicated inertial node sensor.

Figure 7 – Head impactor subparts

In the present simulation, the head impactor is projected with 30º angle
with respect to the longitudinal axis of the rail guard with an impact velocity
of 60km/h, according to the Portuguese test standard, as depicted in
Figure 8.
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The simulation end-time was 10ms with variable timestep obtained

through the stability condition of Friederichs-Courant-Levy. The sampling
time for graphical results was defined as 0.0001ms.
The contact between surfaces of different bodies is modelled using the
*AUTOMATIC_SURFACE_TO_SURFACE algorithm and the modelling
of self-contact phenomena between internal surfaces is modelled using the
*AUTOMATIC_GENERAL_INTERIOR algorithm.

Figure 8 – Simulation scenario according to the Portuguese test standard with head
impactor

4.2 Material Models

The numerical model of the head impactor, with reference
LSTC.PEDESTRIAN_HEADFORM_ADULT, was developed by LSTC
and has been previously calibrated and validated through experimental
studies in line with UNECE standards. This model is composed of several
subcomponents representing one type of anatomical component each, for
example skin and skull. The material models *MAT_RIGID and
*MAT_OGDEN_RUBBER are used in each of these subcomponents,
mimicking the mechanical behaviour of the anatomical materials such as
skull and skin, respectively. The impactor’s endplate is modelled through
the *MAT_RIGID constitutive model.
The roadside guard pillar was modelled as a rigid steel part, being its
mechanical behaviour modelled with the *MAT_RIGID constitutive
materials. The mechanical properties of steel used in this study can be found
in Table 1.
Table 1 - Steel mechanical properties
Mechanical Property Value
Densidade (kg/m3) 7850
Módulo de Young (GPa) 200
Coeficiente de Poisson (-) 0.3
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The impact attenuator material behaviour was modelled using the

*MAT_PIECEWISE_LINEAR_PLASTICITY (MAT24) constitutive
model. This model is the most widespread material model available used
for crash and impact modelling due to its simple elastic-plastic formulation.
The elastic region is modelled as rate independent up to the chosen yield
point, beyond which the stress-strain curve at the lowest strain rate of
interest is decomposed into an elastic-plastic model, (Ramakrishnan, 2009).
This produces a plasticity curve, which represents the effective plastic stress
as function of effective plastic strain. Intermediate values are calculated by
interpolating between two table-defined points. Dynamic effects of strain
rates can be considered by scaling the static yield stress by a factor given by
the Cowper – Symonds model, (Gyliene and Ostasevicius, 2011). For these
simulations, strain rate effects were neglected.
The PP/GTR mechanical properties were based on the work of
(Chaouch, 2017), in which different material compositions were tested,
ranging from 30 to 70% GTR, as well as different GTR particle sizes, 0.25
and 1μm. Figure 9 represents the engineering Stress vs Strain curves,
obtained through tensile tests, for each PP/GTR compound. The different
compounds tested are coded with the following nomenclature:
PP_(%PP)_GTR_(GTR Particle size)_(%GTR).

Figure 2 – Engineering Stress vs Strain for different PP/GTR compounds, adapted from
(Chaouch, 2017)
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5 Results and Discussion

The results of the simulations performed for each of the developed impact
attenuators are presented. Several parameters such as acceleration, HIC and
head speed, as well as the contact forces, deformations and stresses on the
protector resulting from the impact of the head impactor are compared.
Results are grouped in different analyses to allow to conclude about the
effect of the attenuator geometry, GTR percentage as well as GTR particle
size on the crashworthiness performance of the system.
It should be noted that, although a quantitative comparative analysis of the
protectors is carried out, the analysis of the results has to be carried out with
due reservations, taking into account the simplifications made to reduce to
computational effort of the problem. Thus, the obtained results must be
analysed from a behaviour trend perspective and not from an absolute value
one. To facilitate the abstraction from the absolute values resulting from the
simulations, the results are normalized against a reference value.

5.1 Geometry Effect

The results obtained aiming at a comparative analysis of the performance
of the attenuator geometries were obtained using the mechanical properties
of 100% PP (purely PP) material. The Kinematic sequence of the impact for
each geometry is depicted in Figure 10.
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Figure 10 - Kinematic sequence of impact for different infill geometries

Analysing Figure 10, the Spring and Leaf protectors present more
significant deformations during impact when compared to the others. This
deformation can lead to an early rupture of the protector when impacted
with a motorcyclist. It appears then that attenuators with “honeycomb”
geometries can present a more robust behaviour in impact scenarios. At time
t = 4 ms, it is visible that the anchoring flap of the pillar tends to open and
move away from the pillar. This situation, which can in cases of more
aggressive impact, lead to a rotation or uncoupling of the protector with
respect to the pillar, leading to situations of greater danger for the rider. This
decoupling may be due to the upper space of the anchoring area dedicated
to the UPN120 geometry pillar which, when not filled with it, results in an
area of greater fragility resulting in the “opening” of that area and
consequent decoupling of the attenuator. This decoupling is more
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significant in “honeycomb” geometries because this geometry distributes

the impact energy more effectively. On the other, the other geometries, by
presenting a greater deformation of the impact zone, and consequently
greater energy absorption, prevent the opening of the anchoring zone.
Figure 11 shows the equivalent Von Mises stresses resulting from the
impact.

Figure 11 – Equivalent Von Misses stress and impact zone for different infill geometries

By analysing Figure 11, it is possible to verify that the “honeycomb”

geometries present a greater stress distribution along the geometry, while
the Spring and Leaf geometries present more concentrated stresses in the
deformation areas near the impact. On the other hand, analysing the stresses
in the impact zone, the non-honeycomb geometries present lower stress
values.

Figure 12 (a) illustrates the normalized acceleration at the accelerometer

node of the head impactor resulting from the impact as well as the
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maximizing time interval of the corresponding HIC parameter. Figure 12

(b) represents the normalized head velocity.

Figure 12 – (a) Normalized head acceleration (b) Normalized head velocity for different
infill geometries

It can be seen that “honeycomb” geometries tend to have higher

deceleration values than other studied geometries. When compared, the
difference between Honeycomb and Alternative_Honeycomb protector is
small. Regarding the other geometries, there is a flattening of the
deceleration curve, reducing the peak value and extending the deceleration
period value suffered by the head. This extension of the deceleration period
is due to the greater absorption of energy resulting from the greater
deformation at the moment of impact. The corresponding HIC values are
shown in Table 2.

Table 2 - Normalized HIC values for different infill geometries

Protector ID Normalized HIC

Honeycomb 1
Alternative Honeycomb 1,035
Spring 0,697
Leaf 0,861

It is visible that the Spring and Leaf protectors have lower HIC values
than the others, indicating that, in this condition, the motorcyclist would be
less likely to have severe trauma.
Comparing the speed values, all the simulations start with the initial
speed of 60km/h imposed as an initial simulation condition. It is visible that
the minimum speed value reached is independent of the attenuator infill
geometry. However, the moment at which this minimum speed is reached
differs between attenuators. Using honeycomb geometries, the instant of
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minimum speed occurs first, thus presenting a greater rate of deceleration,

as seen in Figure 12 (a). In contrast, Spring geometry reaches its minimum
speed later, resulting in lower deceleration. However, the pillar-impact
speed, that is, the speed at which the head is projected after the impact with
the attenuator, is higher with the Leaf attenuator, which can lead to
situations of back-projection of the motorcyclist into the traffic lane, and
may result in a later impact with passing cars.

5.2 Material Composition Effect

To assess the effect of adding recycled tire into the material compound to
be used in the manufacturing of the attenuator, the same analysis carried out
previously were performed, but fixing the geometry variable as
Honeycomb. The material formulations ranged from 0% GTR (purely PP)
to 70%GTR. Figure 13(a) illustrates the normalized head acceleration and
Figure 13(b) represents the normalized head velocity for the different
material compounds.

Figure 13 – (a) Normalized head acceleration (b) Normalized head velocity for different
compounds
As depicted in Figure 13(a), the use of greater contents of GTR percentage
into the material compound lead do a flatter deceleration curve, with lower
peak values, resulting, consequently, in lower HIC value, as presented in
Table 3.
Table 1 - Normalized HIC values for different compounds

Protector ID Normalized HIC

Honeycomb 100PP 1
Honeycomb 70PP30GTR 0,593
Honeycomb 50PP50GTR 0,492
Honeycomb 30PP70GTR 0,243
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As observed earlier, the minimum speed value does not present significant
variation with the variation of the compound formulation. However, greater
GTR percentages delay the instant of minimum speed, as seen in Figure
13(b). Projection speed lowers with the use of GTR in the material
composition when compared with purely PP material. Nonetheless, steady-
state projection speed tends to increase for greater percentages of GTR used
in the compounds.

5.3 GTR Particle Size Effect

Similarly to the previous analyses, to assess the effect of different GRT
particle sizes, the infill geometry of the attenuator was fixed to honeycomb
geometry. Two different GTR particle sizes were tested: 0.25 and 1mm.
Figure 14(a) illustrates the normalized head acceleration and Figure 14(b)
represents the normalized head velocity for the different GTR particle sizes.
Results were normalized against purely PP results. Only 30 and 50% GTR
content are presented for sake of clarity of the plots.

Figure 14 – (a) Normalized head acceleration (b) Normalized head velocity for different
GTR particle size and compound

By observing Figure 14(a), the influence of the GTR particle size is

negligible for lower contents of GTR. This conclusion is valid for both
deceleration and speed values. On the other hand, for a greater content of
GTR (50%), the discrepancies between results with different particle sizes
increase. For instance, projection speed and deceleration values decrease
for bigger particle size, resulting in a lower HIC value as presented in Table
4.
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Table 2 - Normalized HIC values for different GTR particle size and compound

Protector ID Normalized HIC

Honeycomb 100PP 1
Honeycomb 70PP30GTR(.25) 0,593
Honeycomb 70PP30GTR(1) 0,613
Honeycomb 50PP50GTR(.25) 0,492
Honeycomb 50PP50GTR(1) 0,290

5.4 Preliminary assessment on biomechanical dummy

This section presents a preliminary analysis of the kinematics of impact
of the full motorcyclist model into the impact attenuator. As a basic
analysis, this simulation creates the basis for future further analysis to
optimize the crashworthiness performance of both infill geometries and
material compound.
The computational finite element model LSTC Rigid-FE Dummy (50th
Percentile H-III), used to model the dynamic behaviour of the HYBRID III
50th Male anthropomorphic mannequin consists of six main assemblies:
head, neck, torso, pelvis, arm and leg. These subparts of the finite element
model that represent jointed dummy members are connected using a
combination of joint definitions and torsion springs. Several different
materials are used to model the behaviour of the real dummy, which can be
divided into rigid and soft-tissue materials. The parts in which each of these
materials are applied can be observed in
Figure 15.

Figure 3 – (a) Soft-tissue parts (b) Rigid parts (c) Complete FE dummy model
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Test conditions applied to these simulation scenarios are according to

Portuguese and European test standards, being the impact velocity 60 km/h
with a 30º angle trajectory. The velocity boundary condition was applied
only to the rigid parts of the computational dummy and the soft-tissue parts
are then moved due to contact conditions and imposed displacement
relationships. The kinematic sequence of the dummy before and after
impact is depicted in Figure 16.

Figure 4 - Kinematic sequence of dummy impact

6 Conclusions
A preliminary assessment of the crashworthiness performance of several
attenuator geometries and different material compound was made. The use
of alternative geometries allowed to reduce weight from 29kg to ~16kg
(~45%) and the use of compounds with GTR allowed to reduce weight from
up to ~19.6% (70%GTR). In terms of geometries, it was observed that
Honeycomb-like infill geometries tend to present higher HIC but lower
rebound speeds. Additionally, material-wise, the inclusion of higher GTR
percentage decreases head deceleration and lowers HIC values. However,
rebound speed for GTR compounds are lower than PP but increase
monotonically with the increase of its content into the compound. Particle
size effects appear only on higher GTR percentage compounds, presenting
lower HIC and rebound speed for higher granulometries. A base model of
dummy impact was developed and present to be functional for future
optimization studies both for infill geometries and material compound to
satisfy the multicriteria optimization function stated for this problem.
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