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CSA EXP 05-15 (2018): Pedestrian Impact Protection — Test Method for Headform and Legform Impactors
Technical Guide to the Canadian Interim Standard for Pedestrian Safety Evaluation
Scope
CSA EXP 05-15 (2018), titled Pedestrian impact protection — Test method for pedestrian headform and legform impactors, is an interim standard developed by the Canadian Standards Association (CSA Group) under the Expression (EXP) category. It defines standardized laboratory test procedures for evaluating the protection offered by passenger vehicles to pedestrians in the event of a collision.
The standard addresses two primary impactor configurations: a child/adult headform impactor and an adult legform impactor. It specifies the design, instrumentation, and certification of these impactors, as well as the test setup, impact conditions, and data acquisition requirements. The test methods are aligned with Global Technical Regulation No. 9 (GTR 9) and European enhanced pedestrian safety directives, but tailored for Canadian regulatory context.
The scope includes vehicles of categories M1 and N1 (passenger cars and light commercial vehicles) with a maximum permissible mass up to 3,500 kg. It covers impacts to the bonnet top, bumper leading edge, and bonnet leading edge, with separate test zones for headforms and legforms. The standard does not cover active pedestrian protection systems (e.g., pop-up bonnets) but provides baseline passive impacts.
Note: CSA EXP 05-15 is a voluntary interim standard intended to guide manufacturers until a full Canadian Motor Vehicle Safety Standard (CMVSS) for pedestrian impact is established.
Technical Requirements
Headform Impactor Specifications
The standard defines two headform impactor masses: a child headform (2.5 ± 0.1 kg) and an adult headform (4.5 ± 0.1 kg). Both are spherical in shape with a diameter of 165 mm ± 1 mm. The outer skin must be made of a homogeneous polyurethane material with a Shore A hardness of 65 ± 5. Instrumentation includes a single triaxial accelerometer mounted at the center of gravity, with a measurement range ± 500 g and frequency response up to 3.5 kHz.
Legform Impactor Specifications
The legform impactor represents an adult lower limb and consists of two segments (femur and tibia) connected by a deformable knee joint. The total mass is 13.4 ± 0.2 kg, with the femur mass 8.6 kg and tibia+tibia 4.8 kg. The overall length is 926 ± 5 mm. Four bending moment gauges (each range 1 kN·m) and a shear force transducer (range 5 kN) are required. Calibration must be performed before each test series.
| Parameter | Child Headform | Adult Headform | Legform Impactor |
|---|---|---|---|
| Mass (kg) | 2.5 ± 0.1 | 4.5 ± 0.1 | 13.4 ± 0.2 |
| Diameter (mm) | 165 ± 1 | 165 ± 1 | – |
| Skin Shore A hardness | 65 ± 5 | 65 ± 5 | – |
| Length (mm) | – | – | 926 ± 5 |
| Accelerometers | 1 triaxial (500 g) | 1 triaxial (500 g) | – |
| Moment gauges | – | – | 4 (1 kN·m) |
| Shear gauge | – | – | 1 (5 kN) |
Impact Conditions and Measurement
For headform testing, the impactor is propelled horizontally at the vehicle surface at a speed of 40 ± 0.2 km/h. The impact angle relative to the bonnet surface is measured: 50° for child headform and 65° for adult headform. For legform testing, the impactor is launched at the same speed with a vertical alignment (0° yaw) and covers the bumper and bonnet leading edge zones. Injury criteria are based on Head Injury Criterion (HIC15) for headforms, and bending moment and shear force for legforms, with reference values: HIC15 ≤ 1000, femur bending moment ≤ 380 N·m, tibia bending moment ≤ 340 N·m, shear force ≤ 6 kN.
Engineering Tip: When adapting vehicle front-end geometry, focus on avoiding hard points beneath the bonnet (e.g., engine cover, battery, strut towers) to achieve HIC values below threshold. Use a deformable bonnet outer skin with dedicated crush space of at least 50 mm.
Implementation Highlights
Implementing CSA EXP 05-15 requires a dedicated test facility with a propulsion system capable of repeatable 40 km/h launches with minimal yaw and roll rotation. The vehicle must be secured in a stationary position (parking brake engaged, gear in neutral, tires at recommended pressure). Temperature conditioning of both vehicle and impactor (20 ± 2 °C) is essential for material properties stability.
The standard identifies six test zones on the vehicle front: three for child headform (bonnet center, bonnet side, windshield lower) and three for adult headform (bonnet leading edge, bonnet upper, windshield center). Each zone contains multiple impact points, typically 10–15 per vehicle. The legform tests are applied at three positions along the bumper width: center, 25% offset left, and 25% offset right.
Data acquisition must comply with SAE J211 (Channel Class 1000 or 180) for filtering. Each test is valid only if the impactor velocity is within ±0.2 km/h of target and the impact point deviation ≤ 10 mm. Environmental wind speed must be ≤ 2 m/s during testing.
Caution: Impactors are precision instruments subject to wear. Skin replacements are required after 50 impacts on metallic surfaces and after each test on aggressive edge geometries. Calibrate moment and shear gauges every 6 months or after any mechanical shock.
Compliance Notes
CSA EXP 05-15 (2018) remains a voluntary interim standard, but Transport Canada considers it as the basis for future mandatory CMVSS 215 (Pedestrian Protection). Currently, vehicles sold in Canada that exceed the injury thresholds (Table 1 of the standard) may be subject to defect investigations under the Canada Motor Vehicle Safety Act. Manufacturers exporting vehicles to Canada are advised to comply proactively to meet OEM internal targets.
The standard does not require certification of third-party test houses, but CSA recommends that testing be conducted by ISO/IEC 17025 accredited laboratories. Deviations from the standard must be documented in a test report and justified.
Recent developments (as of 2023–2025) indicate that a Canadian rulemaking is expected to align with U.S. FMVSS 226 extension and GTR 9 Level 2. Thus CSA EXP 05-15 may be superseded by a more rigorous regulation. Meanwhile, manufacturers should treat the interim document as a mandatory internal test protocol for all new vehicle platforms sold in the Canadian market.
Important: Failure to meet the injury criteria under CSA EXP 05-15 (2018) may expose manufacturers to class action liability in Canada, even though the standard is voluntary. Document all test results, design modifications, and FEA validations.
Frequently Asked Questions
Q: Is CSA EXP 05-15 (2018) the official Canadian standard for pedestrian impact?
A: No, it is an interim voluntary standard (Expression) developed by CSA Group. It provides the test methods and injury thresholds that are likely to become the basis for a future mandatory Canadian Motor Vehicle Safety Standard (CMVSS).
A: No, it is an interim voluntary standard (Expression) developed by CSA Group. It provides the test methods and injury thresholds that are likely to become the basis for a future mandatory Canadian Motor Vehicle Safety Standard (CMVSS).
Q: How does CSA EXP 05-15 differ from ISO 15828 (Pedestrian protection – impact test methods)?
A: While both standards share similar impactor definitions and test speeds, CSA EXP 05-15 incorporates specific vehicle zone divisions and injury criteria adapted for Canadian vehicle fleet and road use conditions (e.g., higher speed limits). It also requires a triaxial accelerometer with extended frequency range.
A: While both standards share similar impactor definitions and test speeds, CSA EXP 05-15 incorporates specific vehicle zone divisions and injury criteria adapted for Canadian vehicle fleet and road use conditions (e.g., higher speed limits). It also requires a triaxial accelerometer with extended frequency range.
Q: What is the maximum allowable HIC value under this standard?
A: The standard specifies a Head Injury Criterion (HIC15) of ≤ 1000 for both child and adult headform impacts. This is consistent with GTR 9 and Euro NCAP protocols.
A: The standard specifies a Head Injury Criterion (HIC15) of ≤ 1000 for both child and adult headform impacts. This is consistent with GTR 9 and Euro NCAP protocols.
Q: Can the standard be used for heavy SUVs or pickup trucks?
A: Yes, but the standard limits applicability to M1 and N1 vehicles up to 3,500 kg. Heavier vehicles (e.g., Class 2b trucks) are currently excluded. For SUVs and pickups, the bumper height and bonnet leading edge geometry often require modified legform alignment angles; the standard provides guidance for that.
A: Yes, but the standard limits applicability to M1 and N1 vehicles up to 3,500 kg. Heavier vehicles (e.g., Class 2b trucks) are currently excluded. For SUVs and pickups, the bumper height and bonnet leading edge geometry often require modified legform alignment angles; the standard provides guidance for that.
© 2026 – This article is provided for informational purposes and does not substitute the official CSA EXP 05-15 (2018) document. Always refer to the latest version of the standard for certification activities.