>> Vince Amodeo: Hi, I'm Vince Amodeo, mechanical engineer
at Consumer Product Safety Commission.
Today I'm going to go over the CPSC bicycle regulation and compare that to the U.S.
and International Bicycle Standards.
This is an overview of what we're going to be discussing today.
Again that's CPSC bicycle regulations, bicycle voluntary standards, and I'm going to go
over bicycle usage conditions and a comparison of test requirements
in CPSC bicycle regulation compared to the voluntary standards.
We're going to then go over a selected bicycle recalls.
The CPSC bicycle regulation is found at 16 CFR part 1512.
This is the mandatory standard for bicycles sold in the United States
and it was originally codified in 1978.
The purpose of the CPSC bicycle regulation is to reduce the risk of injury from bicycles sold
to consumers in the United States.
All bicycles that are sold in the United States must be certified to CPSC bicycle regulation.
Certification of all bicycles designed or intended primarily for children of 12 years
of age or younger must be based on testing conducted
by a third party conformity assessment body whose accreditation has been accepted
by the CPSC.
Since 1978 when the CPSC bicycle regulation was first established,
there has only been minor changes.
The CPSC bicycle regulation does not address bicycle usage conditions.
Bicycle usage conditions are usage based on intended terrain and type of riding.
It does also not address technical improvement in bicycle design since 1978.
This includes disk brakes, electric motor assist, integrated shift brake levers.
It also does not address use of modern materials such as composite fiber.
The CPSC bicycle regulation set basic requirements for mechanical
and safety systems found on all bicycles regardless of intended use.
It does include specific requirements for sidewalk bicycles which are bicycles
with a maximum saddle height of less than 635 millimeters.
It also includes requirements for two or three wheeled bicycles with electric assist motors
that are less than 750 watts, 1 horsepower, with functioning pedals and a maximum speed
of 20 miles per hour when operated solely on electric power.
Here's an overview of the requirements that are in the CPSC bicycle regulation part 1512.
It includes all the major systems for bicycles.
There are other organizations that have bicycle standards.
These are U.S. organizations and international organizations such as ISO and CEN.
ASTM is the major U.S. standards organization body that has bicycle standards.
ASTM F2043-13 is the standard classification for bicycle usage.
This defines usage conditions for design of bicycles.
It includes graphical icons for placement on bicycles, aftermarket components,
and instructional material to provide retailers and consumers with an indication
of the intended usage condition of bicycles or after market components.
ASTM F2043-13 defines six usage conditions that I will be going over.
There are other usage conditions as BMX, young adult, and electrically powered assisted cycles.
There are quite a few of ASTM bicycle standards.
There are several general standards such as the one I had just mentioned.
Standard classification for bicycle usage.
There's also standards for manually operated front wheel retention systems for bicycles.
Standard bicycle serial numbers.
Standard specification for bicycle grips.
There are several standards for bicycle forks.
There is a test method and there are also test specifications.
The difference is the test method goes over the procedure for the test.
The test specifications going over the requirements for that specific use condition.
F2273 sets the test methods for bicycle forks.
Similarly with frames for bicycles, there's a test method, F2711-08,
and there are several standard specifications for various conditions for bicycle frames.
The European Bicycle Community has a few bicycle standards established under CEN.
These are EN 15194 for electric powered assisted cycles and EN 16054 for BMX bicycles.
ISO is the major International Standards Organization
for bicycles sold in Europe and across the world.
ISO 8098 covers cycles for young children which are saddle heights less than 635 millimeters
which is similar to ASTM Condition 0.
ISO 4210 is a rather new and expanded bicycle standard which goes
into a lot more depth than the old 4210.
I'm not going to cover what ASTM 2043 talks about sets up for usage conditions for bicycles.
Condition 0 is similar to sidewalk bicycles which are intended for children age 3
and up under 80 pounds that are intended to be used with parental supervision.
This slide shows the icon that ASTM F2043 established for use on Condition 0 bicycles.
Generally, this icon will be shown on user's manuals for children's bicycles.
It can also be included as a sticker that is placed on the bicycle
so that you know the intended usage.
Condition 1 is generally for road bikes, also considered as racing bicycles.
And this is the icon that ASTM 2043 has setup.
Condition 1 bicycles are generally used on paved surfaces and are intended
to maintain contact with the ground.
Condition 2 is for hybrid or gravel type bicycles where it may lose contact
with the ground on some occasion but it is not intended for very high jumps.
Condition 3 is generally for mountain bicycles that can do jumps and drops of about 24 inches.
Condition 4 is for downhill bicycles and bicycles intended to be used on rough trails
where you may encounter jumps of up to four feet.
Condition 5 is for very extreme mountain bicycles and downhill grades
of over 40 kilometers per hour with extreme jumping.
EN 16054 also has a standard for BMX type bicycles
but there's no icons associated with this.
And they also have 4210 for young adult bicycles.
EN 15194 has requirements for electric power assisted bicycles.
I'm going to now talk about a little bit of a comparison
between bicycle standard requirements.
Again, the CPSC bicycle regulation 16 CFR 1512 is mandatory requirements for bicycles,
sidewalk bicycles, and electric bicycles but it does not set requirements
for various use conditions for bicycles.
Again these are the minimum test requirements
that all bicycles sold in the United States must meet.
ASTM, CEN, and ISO has a voluntary bicycle standards.
And these are generally set on -- based on bicycle components.
And they also established the requirements based on intended usage for the bicycle.
These requirements established in in ASTM and the CEN and the ISO may be more appropriate
than CPSC general test requirements to ensure that the bicycles
and bicycle components meet the demands of the user.
I'm going to go -- cover a couple of examples of the differences between CPSC's regulation
and the International or voluntary regulations.
Here's an example of CPSC's test requirement for handlebar strength.
The CPSC test requirement is 2,000 Newtons or 450 pounds for bicycles and 1,000 Newtons
and 225 pounds for sidewalk bicycles.
In comparison, EN and ISO establish requirements based on usage conditions
that may be different than what CPSC requirements are.
For example, for use Condition 1, CPSC requirement is 2000 Newtons
and 450 pounds regardless of use condition whereas ISO establishes different test
requirements for different usage conditions which can range from 500 Newtons
for use condition 0 to 1600 Newtons or higher based on the usage condition.
Example two is a test requirement for fork bending fatigue.
We can see that CPSC does not have a requirement
for fork bending fatigue whereas International Voluntary Standards do have a fork bending
fatigue test.
This table shows that CPSC does not have a requirement for fork bending fatigue while ASTM,
EN, and ISO have various test requirements for fork bending fatigue.
So as you can see if you're designing a fork, it may be appropriate to use an ASTM
or ISO test requirement to make sure that your bicycle meets the intended usage condition.
Example three is fork and frame assembly test requirements.
CPSC's test requires that the fork and frame assembly be tested for strength by application
of a load of 890 Newtons or at least 39.5 joules of energy whichever results
in the greater force, in accordance with the frame test.
The fork and frame assembly static load test is only done for CPSC requirements.
ASTM, CEN, and ISO have fork and frame assembly horizontal loading fatigue test and fork
and frame assembly falling mass impact test requirements
that CPSC's testing does not require.
This table shows the fork and frame assembly horizontal fatigue test requirements.
Again you can see here that CPSC does not have this test but if you're designing a bicycle
for sale in the U.S. or anywhere in the world, you should considered using ASTM, EN,
or ISO test requirements to design your bicycle, forks, and frames.
The following table has a list of bicycle recalls conducted by CPSC
and manufacturers from 2012 to 2017.
Again, you can see some of the components that have shown up as -- in CPSC bicycle recalls.
For example, CPSC recall 17-140 in April of 2017 was a stem
that had been recalled for clamp bolts breaking.
Various other recalls are for disk brakes, forks, shocks, wheels, seat posts.
We've also seen frames fail.
Typically these are carbon fiber frames that may not have been designed adequately.
Bicycle recalls are one of the most common CPSC recalls.
There has been some bicycle recalls for battery issues such as 15-124 in April of 2015.
In this case, a battery was recalled for overheating.
Again, CPSC does not have any requirements itself.
You should consider using an international standard for bicycle batteries.
We're looking at various recalls.
Again going back to 2012.
And as you can see, there has been quite a few.
Pedals are one of the components that we've seen a lot of issues with recalls.
Just to wrap up what we've been talking about.
We've covered the CPSC bicycle test requirements and International
and U.S. Voluntary Standard requirements.
And as you can see, there's several differences in how --
what CPSC requires for sale and what voluntary standards
and international standards require for testing.
In many cases, those differences may mean that a bicycle may fail
under its intended use condition if it's not designed appropriately.
So you should seriously look at whether just designing your bike
to meet CPSC requirements will be enough.
Perhaps you can consider using an ASTM or ISO test requirement to design your bicycle
to make sure that it meets the intended usage condition.
Thank you and now I'd like to present Caroleen Paul who will give a talk
on CPSC bicycle instant data and case studies.
>> Caroleen Paul: Thank you.
As Vince mentioned, my name is Caroleen Paul and I am a mechanical engineer here at the CPSC.
This presentation will talk about how CPSC gathers data on bicycle accidents
and give examples of a few of case studies of actual incidence.
CPSC gathers information on bicycle accidents by two main methods.
The first is the National Electronic Injury Surveillance System also known as NEISS.
And the second are in-depth investigations conducted by our own investigators.
NEISS collects injury data from emergency departments across the United States.
About 100 hospitals participate and they code actual incidents that come
into the emergency department with a specific product code.
For example, the product code for bicycles and accessories is 5040.
And the product code for mountain bicycles is 5033.
Now from this information, these hospitals are specifically chosen
to be a national probability sample.
So that this data when it comes to us we can then use it to calculate national estimates
for how many instances occurred across the United States.
We also get information of bicycle accidents that are reported to us and then we send
out our investigators to ask the victims questions.
The investigator then writes up a detailed report called an in-depth investigation
incident report.
Now IDIs provide very good specific information on the incident that occurred
but they cannot be used to make national estimates.
So between these two, we get ideas of what's happening nationally
and then we also get specific information on what actually occurred.
We also have a report from our epidemology --
epi department on bicycle injury seen in hospital emergency departments in 2013.
Now this report goes over how many injuries there were.
For instance, in 2013, there were 531,000 injuries associated with bicycles
and accessories seen in emergency departments.
Over 90% of these resulted from the person riding the bicycle and more
than half were described as falls from the bike.
In terms of in-depth investigations, they provide, like I said, detailed information
on incidents and there were 302 IDIs from January 2007 to January 2017.
There are many components to a bicycle and any one
of these can fail to cause a bicycle incident.
For example, the top component failures based on the IDIs that we've investigated include pedals,
wheels, the frame of the bicycle, forks, brakes and that includes everything
in the brake system, stems, crank arms, and handlebars.
As I mentioned before the IDIs provide specific information on the bicycle incidents and many
of the same descriptions come up in the investigations
with the likely failure type of the bicycle.
These type descriptions include words like something detached or loosened.
And the likely failure type associated with that is usually something related to the assembly
of the bicycle or the maintenance of the bicycle.
Now others include descriptions such as something cracked,
came apart, deformed, or fractured.
And the likely failure type there is structural.
And this is very important to us
because a structural failure is usually related to the design of the bicycle.
And this is important because that's usually something
that can be addressed through voluntary standards.
And then an overall malfunctioned.
That comes up quite often and that's an unknown failure type.
So in terms of bicycle, you know, incidents that involve pedal failures,
here are some actual IDIs that were conducted.
And one IDI 050211CCC1472, this is a number that allows us to reference the actual investigation.
We can go back and look at what the investigator found.
In this case, it was a 25-year-old female who flipped
over the handlebars because her left pedal detached.
And you know these -- this was serious enough for her
to be taken to the hospital via ambulance.
Another IDI 090521CNE4429 involved a 19-year-old male where the right clipless pedal
of his bicycle -- now this was a race bike.
So he was actually in a competition.
And the pedal axle fractured.
Again, this caused -- you know this bit of a catastrophic failure and the victim fell
to the pavement with lacerations and contusions to his right knee.
We also have wheel related incidents.
Here are two typical IDIs.
One -- both involve the front wheel that separated from the suspension fork.
One was a 16-year-old male.
He was just riding his bike.
I believe this one was first time use.
He had just bought it from the store.
And for reasons unknown, the wheel just detached from the fork
and the victim flew over the handlebars.
The other one, same thing was 11-year-old male.
He had been riding this bike for a while.
He was riding over a speed bump and the front wheel detached and wedged in the bike.
And that caused the bike to stop suddenly and the victim to flip over the handlebars.
Next we have some frame related incidents.
Now in these, these are two sample IDIs.
I'm not going to repeat the numbers because you can look them up but in both cases.
In the first one, the aluminum frame literally broke in half.
An 8-year-old male was riding this bicycle and he was thrown
over the handlebar and onto a gravel driveway.
And this other incident, it was a 20-year-old male on a bicycle and this frame right
at the head tube actually fractured in half and again,
thrown over the handlebar and multiple lacerations.
That particular IDI, the one that ends in 2105, the bicycle actually was one that was recalled.
Recall number 00-030.
So sometimes, like I said before, when you have a structural problem,
it ends up usually being part of the design and in this case, it can lead to recalls.
These next IDIs have to do with fork related incidents.
In the first IDI, the fork came apart.
As you could see in the picture, it came apart pretty catastrophically.
Twenty year old male was riding the bicycle at the time.
He was thrown over the handlebars.
Hit the pavement.
Had some serious injuries there.
On the second IDI, the fork on the bike broke.
And it was a 14-year-old male, and actually, you know,
his head and face struck the pavement when this happened.
And resulted in a broken jaw.
These next IDIs relate to the brakes on the bicycle.
In the first one, the front wheel locked up when applying the brakes.
A 17-year-old female was riding the bike at the time and --
anything that locks up the wheel of a bicycle, the bicycle stops suddenly.
And in this case, she was thrown off the bike onto a concrete picnic table
and fractured both her arms and was hospitalized for three days.
And second IDI, a 25-year-old male was riding the bicycle
and he lost control attempting to apply the brakes.
And he ended up falling onto the pavement with head lacerations and road rash.
These next IDIs are related to the stem of the bike.
This is where the handlebars attach and in the first IDI,
a 13-year-old male was riding the bicycle and the stem fractured.
As you can see in the picture, that's again a pretty bad failure there.
A material failure.
And you know, you lose control of the bicycle and this victim fell to the ground.
Minor abrasions to the hands and arms.
The second IDI -- actually there are three here.
The second one, the victim, a 52-year-old male, was turning the handlebars
and the wheel did not turn and if the bike doesn't respond, crashes can happen.
And she severely fractured her leg.
And the last one it was an 18-year-old male riding a bicycle and the stem cracked.
And fell to the pavement and with the wrist and elbow fracture.
Next we have a crankarm.
These are the parts that pedals attach to on your bicycle.
So this is where you're transferring torque and power to the bicycle.
And in this first IDI, 15-year-old male was riding the bicycle and the crankarm fractured.
Again, this is some type of material failure and that caused the victim to fall
and had head injury and a broken arm.
The other IDI was a left crankarm fractured.
Again some type of material failure and a 35-year-old victim fell to the pavement
and had abrasions and a laceration.
And then we also now we have handlebar related incidents.
Now these are, again, actual investigations of actual incidents.
The first one was a 57-year-old female was riding a handlebar
and her handlebar just sudden collapsed.
So you lose control of your bicycle since you control your bicycle with the handlebars.
And so that caused her to fall and she needed surgery to treat a broken ankle.
Another incident, an 11-year-old male was riding a bicycle
and again, his handlebars became loose.
And lost control of the bicycle.
Fell over and had injuries to the face.
So those were all, you know, just examples of actual IDIs.
As I said earlier, we have, you know, hundreds of them and next, we're going to look
at specific case studies of failures of -- specific failures and examples of, I think,
what the manufacturers can do to correct that.
Our first case here is we have a fork failure.
And this particular product was a road bike with a carbon fork.
Again as Vince mentioned, this is a material that's not even covered in the CPSC regulations.
This is all through voluntary standards but you know,
innovations in bicycle design are areas where, you know, a lot of problems can arise.
And in this case, it was a road bike with a carbon fork and the issue was
that the disk brake mount was fracturing.
Now the corrective action to rectify the material failure,
the manufacturer redesigned the aluminum disk brake as well as the carbon fibers lay ups
in the fork that where the dismount is attached.
And all of this was done to reduce the stress in that area.
And to validate the design, the manufacturer had --
the redesign fork was tested to the fork test requirements in EN 14764.
That's 14764 which is for city and trekking bikes.
And again this is, you know, a case
where the voluntary standards can really help in manufacturing.
Making sure that they design a bicycle safely.
Our second case is a frame failure and needless to say, it's very bad if a frame fails.
In this case, this was a folding bicycle.
And the aluminum frame could fracture at the frame hinge.
And as you can see in these photos, that's a catastrophic failure there in the material.
Now in this case, to rectify the material failure,
the manufacturer modified the welding process at the subject area essentially
to increase the thickness, increase the strength where the fractures occurred.
In addition, the manufacturer improve the quality control process
to ensure the frames meet specifications before the bike is assembled and put together.
And lastly to validate that the design change addressed the problem,
the manufacturer tested the frame to the frame fatigue
and impact test requirements in EN 14764.
And lastly, seat post failure.
I've ridden mountain and road bicycles.
And I can tell you that it's very, very bad if your seat post fails.
This particular product is a mountain bicycle.
It's called a 29er because the wheels are 29 inches in diameter.
And the issue, in this case, was a carbon seat post that can fracture.
Now the manufacturer to rectify, again, a material failure,
was to modify the carbon fiber layering to cover the transition area that was failing.
Essentially this is to strength that area.
And to validate that the design change addressed the problem, the redesigned seat post was tested
to the seat post fatigue test requirements in EN 14766.
In addition, the manufacturer conducted in-house static load testing
to ensure the strength of the product.
So here you have a manufacturer that recognizes a failure
and then not only do they find the requirement in the voluntary standard
that actually addresses this problem, they did their own in-house testing.
So these are all just good practices to make sure
that you're manufacturing a bike to be as safe as possible.
So in conclusion, I mean these are just examples of the many components
that can -- and have failed on bicycles.
And we at the CPSC, we encourage all manufacturers to learn
from the recalls and the corrective actions.
And to really look at all the different standards out there,
mandatory and voluntary standards, and apply all of them
and best practices to prevent future incidence.
Thank you.
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