full-scale veidcle crash test on the iowa steel …the unsatisfactory safety performance of the iowa...
TRANSCRIPT
FULL-SCALE VEIDCLE CRASH TEST ON THE
IOWA STEEL TEMPORARY BARRIER RAIL
Dr. Edward R. Post, P.E. Professor of Civil Engineering
Mr. Brian G. Pfeifer, E.I.T. Research Assistant Engineer
by
submitted to
Mr. Ronald K. Faller, E.I.T. Research Associate Engineer
Mr. James C. Holloway Research Assistant Engineer
Mr. William A. Lundquist, P.E. Bridge Engineer
Iowa Department of Transportation
in cooperation with
Federal Highway Administration - Iowa Division
TRANSPORTATION RESEARCH REPORT TRP-03-20-89
Civil Engineering Department W348 Nebraska Hall
University of Nebraska-Lincoln Lincoln, Nebraska 68588-0531
December, 1989
.I
DISCLAIMER STATEMENT
The contents of this report reflect the views of the authors who are responsible for
the facts and the accuracy of the data presented herein. The contents do not necessarily
reflect the official views or policies of the Iowa Department of Transportation or the
Federal Highway Administration. This report does not constitute a standard, specification,
or regulation.
ABSTRACf
One full-scale vehicle crash test was conducted on the Iowa Steel Temporary Barrier
Rail. Test 15-1 was conducted with at 5,500 pound vehicle at 22.5 degrees and 60.6 mph.
The overall test length of the barrier was 200 feet. The barrier was shop fabricated
and transported to the test site in 20 foot length sections. The cross-section of the barrier
consisted of two stacked steel HP 14x73 (A36) shapes with the edges of the flanges placed
back to back and held together by welded steel straps spaced 5 feet on centers. The inside
box section between the HP shapes was filled with concrete. The height of the barrier was
29 inches. The 20 foot length sections were bolted together at the test site.
The location of the vehicle impact was 100 feet from the end of the barrier
installation. This was also the location where two sections were bolted together.
The test was evaluated according to the safety criteria in NCHRP 230 and also in the
AASHTO guide specifications, performance level 2. The safety performance of the Iowa
Steel Temporary Barrier Rail was determined to be satisfactory.
TABLE OF CONTENTS
Page
Abstract ..................................................... .
Table of Contents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ii
Ust of Tables lV
Ust of Figures v
Acknowledgements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . vi
1.
2.
INTRODUCTION ........................................ .
1.1. Problem Statement ................................... .
1.2. Objective of Study ................................... .
TEST CONDITIONS ...................................... .
1
1
2
3
2.1. Test Facility . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
2.1.1. Test Site . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
2.1.2. Vehicle Tow System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
2.1.3. Vehicle Guidance System . . . . . . . . . . . . . . . . . . . . . . . . . . 3
2.2. Barrier Design Details · . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
2.3. Test Vehicle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
2.4. Data Acquisition Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
2.4.1. Accelerometers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
2.4.2. High-Speed Photography . . . . . . . . . . . . . . . . . . . . . . . . . . 14
2.4.3. Speed Trap Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
2.5. Test Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
11
Page
3. PERFORMANCE EVALUATION CRITERIA . . . . . . . . . . . . . . . . . . . . 19
4. TEST RESULTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
4.1. Test No. 15-1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
5. CONCLUSIONS ..... : . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
6. RECOMMENDATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
7. REFERENCES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
8. APPENDICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
Appendix A. Accelerometer Data Analysis . . . . . . . . . . . . . . . . . . . . . . . 37
Appendix B. Relevant Subcontractor Correspondence . . . . . . . . . . . . . . 50
lll
1.
2.
3.
4.
5.
LIST OF TABLES
Criteria to Evaluate Crash Tests on Longitudinal Barriers ........... .
NCHRP 230 Evaluation Criteria .............................. .
AASHTO Evaluation Criteria ................................ .
NCHRP 230 Evaluation Criteria .............................. .
AASHTO Evaluation Criteria ................................ .
IV
Page
20
21
22
32
33
LIST OF FIGURES
Page
1. Full-Scale Crash Test Facility ................................ . 4
2. Sketch of Cable Tow and Guidance Systems ..... ............. ... . 5 \
3. Photographs of Tow Vehicles and Fifth Wheel ................... . 6
4. Detail Drawing of Temporary Barrier Rail ...................... . 8
5. Photographs of Barrier Rail Installation ........................ . 9
6. Photographs of Barrier Rail Before Impact and the
Vehicle Guidance System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
7. Photographs of Test Vehicle Before Impact ...................... . 12
8. Vehicle Measurements ..................................... . 13
9. Flow Chart of Accelerometer Data Acquisition System .... ......... . 15
10. Data Recorder and 386/ AT Computer ......................... . 16
11. Layout of High-Speed Cameras ............................... . 17
12. Summary of Test Results 24
13. Time-Sequential Photographs, Test 15-1 . . . . . . . . . . . . . . . . . . . . . . . . . . 25
14. Photographs of Barrier Rail After Impact . . . . . . . . . . . . . . . . . . . . . . . . 27
15. Sketch of Barrier Rail Displacements . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
16. Photographs of Vehicle Damage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
v
ACKNOWLEDGEMENTS
. The authors wish to express their appreciation and thanks to the following people
who made a contribution to the outcome of this research project.
Iowa Department of Transportation
This evaluation task was administered and directed by William A Lundquis4 Bridge
Engineer for the Iowa Department of Transportation, who was assisted by lOOT engineers
Ron C. Welch and David L Uttle.
Federal Hi&hway Administration
The Iowa Division Office of the Federal Highway Administration was represented
by Bruce L Brakke, Division Bridge Engineer, and John M. Latterell, Division Safety
Engineer, who cooperated and advised during the evaluation.
University of Nebraska-Lincoln
Ron Hoffman (Electrician - Maintenance)
Michael Cacak (Manager- Automobile Support Services)
Patrick Barrett (Assistant Manager- Automobile Support Services)
James Dunlap (Manager- Photographic Productions)
Gerald Fritz (E.E. Technician)
Tom Grady (E.E. Technician)
William Kelly (Professor and Civil Engineering Chair)
Tom Hoffman (Mechanical Technician)
VI
Syed Ataullah (C.E. PhD Student)
Virgil Oligmueller (C.E. Student)
Craig Rockwell (Work Study)
Mary Lou Tomka (C.E. Administrative Assistant)
Wilma Ennenga (C.E. Research Analyst)
Patricia Pedersen (C.E. Secretary)
Private
Larry Storjahnn (Auto Buyer)
Mike Collins (M.E. Collins Construction)
Steve Buchanan (M.E. Collins Construction)
John Magdaleno (Formerly at UNL, now at General Motors)
VII
1. INTRODUCI'ION
1.1. Problem Statement
The Iowa Department of Transportation (lOOT) and the Federal Highway
Administration (FHWA} are concerned with the safety and structural adequacy of highway
and bridge railing systems installed on Iowa highways. The performance of certain Iowa
Railing systems, now in service, cannot be predicted nor verified by conventional analysis.
Current AASHTO Standard Specifications for Highway Bridges permits the
qualification of railing systems by full-scale vehicle crash testing. The Federal Highway
Administration has directed that bridge railing systems be successfully crash tested before
their use on Federal Aid Projects is approved.
Space limitations for work, such as repair and rehabilitation on bridge decks,
sometimes prevents the use of a full-section New Jersey barrier between the work area and
the traveled roadway. Thus, full-scale vehicle crash testing was performed to evaluate the
half-scale New Jersey barrier for the possibility of overturning, deflection, and the strength
of the connections (1). The safety performance of the Iowa Temporary Concrete Barrier
Rail Half-Section was determined to be unsatisfactory.
The unsatisfactory safety performance of the Iowa Temporary Concrete Barrier Rail
provoked the need for an alternative temporary barrier rail (1). Thus, a safety performance
evaluation was conducted for the Iowa Steel Temporary Barrier Rail.
The results of this study will be used to help guide the IDOT in the use of temporary
barriers in the work zone.
1
1.2. Objective of Study
The objective of the research study was to evaluate the safety performance of the
Iowa Steel Temporary Barrier Rail by conducting a full-scale vehicle crash test in
accordance with the "Recommended Procedures for the Safety Performance Evaluation of
Highway Appurtenances," NCHRP 230 (2) and also in the "Guide Specifications for Bridge
Railings, 11 AASHTO (l).
2
2. TEST CONDITIONS
2.1. Test Facility
2.1.1. Test Site
The test site facility was located at Lincoln Air-Park on the NW end of the west
apron of the lincoln Municipal Airport. The test facility, shown in Figure 1, is
approximately 5 mi. NW of the University of Nebraska-Lincoln.
An 8ft. high chain-linked security fence surrounds the test site facility to ensure that
no vandalism would occur to the test articles or test vehicles which could possibly disrupt
the results of the tests.
2.1.2. Vehicle Tow System
A reverse cable tow, with a 1:2 mechanical advantage, was used to propel the test
vehicle. The distance traveled and speed of the tow vehicle are one-half of that of the test
vehicle. A sketch of the cable tow system is shown in Figure 2. The test vehicle was
released from the tow cable approximately 18 feet before impact with the Steel Temporary
Barrier Rail. Photographs of the tow vehicle and the attached fifth-wheel are shown in
Figure 3. The fifth-wheel, built by the Nucleus Corporation, was used for accurately towing
the test vehicle at the required target speed with the aid of a digital speedometer in the tow
vehicle.
2.1.3. Vehicle Guidance System
A vehicle guidance system, developed by Hinch (~), was used to steer the test vehicle.
Photographs of the guidance s.ystem are shown in Figure 6; a sketch of the guidance system
is shown in Figure 2. The Guide flag, attached to the front left wheel and the guide cable,
3
a FIRE STATION
CRASH· ;!..._;
FACILITY
... ~ qb•"V' JULY 1981
UAl RATE OF CHANGE fftNY 17l-35 0.2° w
S46, T RWY 17R-3
_....... S100, T200, TT..OO RWY 14-32 .l
SlOO, T170, TT280
FiGURE 1 . FULL-SCALE CRASH TEST fACILITY.
4
GENERAL AVIATION
/ PARKING
/
NEBRASKA AffMY NATIONAl GUARD •
'!,'l\. ELEV 1175
GUIDE FLAG SHEARED orr
3/8• DIA GUIDE CABLE
STANCHIONS
PULLEY
CHUTE <TO'w' CABLE RELEASED>
~AD-END ANCHOR
TO'w' VEHICLE
5/16• DIA TO'w' CABLE
1•2 MECHANICAL
CRASH TEST VEHICLE
FIGURE 2
SKETCH OF CABLE TD'w' AND GUIDANCE SYSTEMS
5
ADVANTAGE
NO SCALE
FIGURE 3. PHOTOGRAPHS OF TOW VEHICLE AND FIFTH WHEEL .
6
was sheared off 18 feet before impact with the Steel Temporary Barrier Rail. The 3/8 in.
diameter guide cable was tensioned to 3,000 pounds, and it was supported laterally and
vertically every 100 ft. by hinged stanchions. The hinged stanchions stood upright while
holding up the guide cable. When the vehicle passed, the guide-flag struck each stanchion
and knocked it to the ground. the vehicle guidance system was approximately 1,500 ft. in
length.
2.2. Barrier Desiam Details
The design drawing details of the Iowa steel temporary barrier rail are shown in
Figure 4, and photographs of the barrier being installed on the level concrete apron at the
test site are shown in Figure 5.
The overall test length of the barrier was 200 feet. The barrier was shop fabricated
and transported to the test site in 20 foot length sections. The cross-section of the barrier
consisted of two steel, stacked HP14x73 (A36) shapes with the edges of the flanges placed
back to back and held together by welded steel straps spaced 5 feet on centers.
In order to increase the weight and stiffness of the barrier, the inside box section
between the HP shapes was filled with concrete. The height of the barrier was 29 inches.
The 20 foot length sections were bolted together with splice plates at the test site. The fill
concrete stopped one foot short of each end of a section.
Photographs of the barrier prior to conducting the test are shown in Figure 6. The
barrier was "free-standing" with no attachments to the level concrete apron.
7
.WI4 x 73
t'·S! ...('8) 1: 2 l 2 ': 2 2 2 1: 1
~· II I 11 -·1 riii'IC • u
.., 11 t .J ==========="' ~" ==f::==r== ~=~~=~:~~7====1 1------.' ":1- ---4~--
N ~ II
====~==============
II
=========== =========== = -- ==~~=== ===============
111'14 " 13
~ -~ SECTION C-C
ELEVATION VIEW - TRAFFIC SIDE ELEVATION V lEW - WORK AREA SIDE ISHCI'IINC CONNECT ION AT JOINTl
TRAFFIC L AN( I' SID(
~ L6x,xhci'·IO~
CAIN() L£..6 TO FIT COANER RADiuS Of HP1c • n.
HPic " n
ISHOWING COIH:CTION AT JOIHTI
PART PLAN ViEW A-A
NOTES FOR STEEL T(YPOAART BARR(R RA~: HP14x73 SECTIONS ARE TO BE JOIN(D 8(FO~( P.C. CONCRETE FILL IS PLACED. HP SECTIONS
WAY BE JOINED BY TIE PLATES AS DETAILED OR BY OTN(R loi(ANS APPROVED BY THE EHCINEER. HP SECTIONS SHALL BE FREE FROiol EXCESSIVE SWE(P AH() CAII8£Ra STRAIGHT[NINC WAY 8£ REOUIR(O BY THE ENG INEER IN ORDER TO PRODUCE A STABLE BARRIER.
CO<ICRETE WIX FOR !H( P.C. FILL UAY 8( ANY IOWA 0. 0. T. HIGHWAY DIVISION SPECifiCATION UIX OR WAY 8E A COUW(RCIAL READY - UIX WITH A UINIUUU F'C • ~00 P.S.I. THE P.C. FILL WAY 8£ DEPOSITED BY A UETHOO ACCEPTABLE TO THE ENCIN([R. JOINTS ARE TO BE REASONABLY WORT AR TICHY. AHO WORTAR EXTRUSIONS SH4LL BE CL[AH(O FLUSH WITH THE OUTSIDE Clf THE BARRIER. L loiiTS Of FILL SHOWN ARE APPROXIWATE AN() WAY 8£ ROUCH OR SI.I.Jioll'£0 DEPEHOINC 0H THE loi(THOO Of BUll HEAOINC.
lACl WELD ALL NUTS TO INSIDE BOlT. 6 x I I. 6 • l PlATES AN() TACK WELD INSIDE 80TT. 6 x I& 6 x l PlATES TO INSIDE Of TH£ FLANGE Of !H[ HP14x13 PilE. OH ON£ (NO Of THE PilE SECTION OHL J. TACl W£LO NUTS TO THE INSIDE W£8 Of THE TOP PILE FOR THE 6xl ANGLE CONNECTION.
~- • HOLES IN Tri( 2 INSIDE 6 x l PLAl£S. I INSIDE (, • I PLAT£, Th[ FlAHCES AN() W£8 Of TH£ PILE. ANO :· • HCII.E.S IN TH[ 17! < l OUTSIDE PLAT£. AND THE ' x I AHClE. USE j• • • 0'·2!
SECT ION B-B H. T. S. BCII.TS. PROVIDE ON£ WASHER PLACED UIIOEII THE HEAO. BOLTS SHAll BE TIGHTENED SO THAT All PlATE F4CES 8(AR AGAINST EACH OTHER.
' • ...... EICl Of P.C. CONCRETE Flll--t-1.,-,_-:-
0--1c:-•• -::
0-ot
o/" IWAX.I CWAX,I
{: ~: ~~+-~-:~-:~-:~-:~-::-:-:-:-:...;:-:-:--~:-: ~...;~ ::--::-: ~-~~-:-:-~-.1-=-r-~-1;: F :::::::::::: =: =1-" ":.i:!-:·:-~"'=~ -~="": -:P~ -:z: -ix·~:-::· //// / //,'//// ,,,,,,///////// ///////////////r/ /////;
lJP. BOTH SIO(S II SPACE o WAX. 5'·0 CTR. TO CTR. TIE !1.'S i x ll x 1'•3 II
20' WIN. LEHCTH
ELEVATION VIEW - STEEL T. B. R.
FIGURE 4. DETAIL DRAWING OF TEMPORARY BARRIER RAIL.
CRASH TEST PROJECT 8Rf·OOOSi21··38-00
TASK NO.5 APPENDIX A PROJECT SHEET I or 1
STEEL TEMPORARY BARRIER RAIL IOWA OEPA~T ioi[N T Of TRANSPORTATION - HICHW&Y 04VISION
Ot:SICoo 5><£ I HO. Ill 'llE HO. ot:SICoo HO.
I Sfaf( I ••• ,.... ·.~ _I ---=::.· I .~ • ..,_ :o..,,..
FIGURE 5. PHOTOGRAPHS OF BARRIER RAIL INSTALLATION .
9
UNN£R~TY OF NEBRASKA TESTIS· I DATE 2 5AUG 89
IOWA 'DEPt OF TRAM VEHIClt 54005 SPEED 60 MPH ANGUZO•
FIGURE 6. PHOTOGRAPHS OF BARRIER RAIL BEFORE IMPACT AND THE VEHICLE GUIDANCE SYSTEM.
10
2.3. Test Vehicle
The test vehicle was a 1983 3/4-ton Chevrolet (Scottsdale} pickup truck weighing
5,500 pounds. Photographs of the test vehicle are shown in Figure 7, and the physical
measurements of the test vehicle are shown in Figure 8.
Steel plates, bolted to the rear box, were used in order for the test vehicle to conform
to the weight and the center-of-mass location specifications in AASHTO (~).
Three 8-in. square, black and white checkered targets were placed on the top of the
test vehicle. The middle target was placed over the center of mass. Additional roof targets
were placed ahead of and behind the center of mass. The targets were used in the analysis
of the high speed film. In addition to the roof targets, side and rear targets were placed at
known positions to aid in the evaluation process.
Two 5B flash-bulbs were mounted on the roof of the test vehicle to record the time
of impact with the bridge rail on the high-speed film. The flash bulbs were fired by a
pressure tape switch mounted on the front face of the bumper.
The front wheels of the test vehicle were aligned to a toe-in value of zero-zero so
that the vehicle would track properly· along the guide cable.
2.4. Data Acguisition Systems
2.4.1. Accelerometers
Six Endevco triaxial piezoresistive accelerometers (Model 7264) with a range of ±
200 g's were used to measure the accelerations in the longitudinal, lateral, and vertical
directions of the test vehicle. Two accelerometers were mounted in each of the three
directions so that there would be two readings to compare. The accelerometers were rigidly
11
--- . -~ ------ .......
FIGURE 7. PHOTOGRAPHS OF TEST VEHICLE BEFORE IMPACT .
12
8/25/89 T t No. IS-1 es • ----------------
DdoMt.r't -~-
78 . 7 0. ------ b _!2:.~---
p 132
j_ c._._ ___ _
e _ _21_ __ f _112~--
g __ ]2._ __ _ h _.§~ .. d ___ _
I-~~-- J 44.2 __
k --!3~--- l ---li~--27 " ------- n ___ _] __
18 0 ------
p _2.§.:.1 ___ _
29 r ------
16 . ------£ngm• Typtrt _ _y~_£~~l, __ _
EnQtn• saz.- __ §.:...Ll;.i_t~!...--
4 - wtwel ••IQh'b lF ___ rl___ lr ___ rr __ _ TrQns"'tsslon Typ••
1 Auto"'Q 'tk: f or Mo.nuo.t
FWD or [RVDJ or 4VD V~t- pounds Clri:t T •.-t lMMIAt Groa s-.11c
Vt -.2.0.f2rJ __ --267,0.--__ .2i;,;liJ_ __
\12 2890 2830 2830 ------- --------- -------Vtoto.l 4950 5500 5500 ------- --------- ------------
Note Qny dn"'QQ• p~or to ~--~ -------li2~------------------------------------
F'IGURE 8. VEHICLE MEASUREMENTS
13
attached to a metal block mounted at the center-of-mass. The signals from the
accelerometers were received and conditioned by an onboard vehicle Metraplex Unit. The
multiplexed signal was then radio transmitted to the Honeywell 101 Analog Tape Recorder
in the central control van. A flow chart of the accelerometer data acquisition system is
shown in Figure 9, and photographs of the system located in the test vehicle and the
centrally controlled step van are shown in Figures 7 and 10. The latest state-of-the-art
computer software, "Computerscope and DSP'', was used to analyze and plot the
accelerometer data on a Cyclone 386/ AT, which uses a very high-speed data acquisition
board.
2.4.2. Hi2h-Speed Photo2faphy
Three high-speed 16 mm cameras were used to film the crash tests. The cameras
operated at approximately 500 frames/sec. The overhead camera was a Red Lake Locam
with a wide angle 12.5 mm lens. It was placed approximately 60 ft. above the concrete
apron. The parallel camera was a Photec IV with an 80 mm lens. It was placed 250 ft.
downstream and offset 3 ft. from a line parallel to the barrier rail. The perpendicular
camera was a Photec IV with a 55 mri1 lens. It was placed 165 ft. from the vehicle point of
impact. A schematic of the camera locations is shown in Figure 11.
A 20 ft. wide by 100 ft. long grid layout, shown in Figure 6, was painted on the
concrete slab surface parallel and perpendicular to the barrier. The white-colored grid was
incremented with 5 ft. divisions in both directions to give a visible reference system which
could be used in the analysis of the overhead high-speed film.
14
EncMvco E.-vco Pl.zoreS1S"taw Ps.zoresas'tlv• lcc:elft'OIW'tiH' """ 7264-eoa
Acc•lft"'OW't•r Moa.t 7264-201
' •trilpln 300 S.rtn ~~ CouattD.-.e SKiaon Cup 'to 28 lcc•lH'CMWWrS)
CoiiCil'bcM..rr Cards 340Q.34CI!\340d - ·· - · ·- ·· - ·· - ·· -··-
F'M Mut••XIIIO S.ctlon C7 lcalerotWwrs P•r ~ 4 Chun&tls Mu.>
Souitwrn Call' ami& Micron v• 4-ChonMl TNMW't'tH'
CO"'P6'tti• •tth C.Uulv PhOM Antnnas
SOU'thH'ft Callf'OI"'fttll Mlc:ro .. v. 4-thannel Recetwr
C.,...,.ttie With Cellular Phone Antnnu
t HoMyftU ...,., 101 14 Ch&Mel .... tic
To.pe hear.,.
I Me'tro.pln 1110 s..,....
rM ~ .. tor ustna ~~ 120 F'M D...acts
a GAin a# lD •
SIQMl FUH'Ing (SA£ JZUb)
Cho.~~ c~s tao t
Cyber hMU"Ch Cyctone 386/ AT CoPiputer
With Cybtrh .. o.rd\ VH'y High s.,_.c:t AID lo&rd
<12 brt r•solU'tion> CUp to 1 MHz Se.ftple Ro.t.>
Do.to. ... 1. stored 2. Derlvftt 3. Int.gro. ted 4. P\ottftt
' TEST RESUL. TS L V.Nc:te Cho.nQe-~S.,.eCII
12. Dc:cupo.nt Dlspl&c.Mnt 13. Oc:cupQnt ~ct V•t~ f4. Dccupo.nt Rldfttown
lcalerot1on
FIGURE 9 F'LD\1 CHART OF ACCELEROMETER
DATA ACQUJSlTJDN SYSTEM
15
Test V.Nc:te
Celrtrel COfttrol
Van
FIGURE 10. DATA RECORDER AND 386/AT COMPUTER.
16
OVERHEAD LOCAM
7
~AM£RA 60' /
1_3.3_ T- l_?O'J
I 250' r--1 ~~ - - -=-=-=---- - ---+t
I PARALLEL DOWNSTREAM
L---- PHOTEC N CAMERA
NO SCALE
PERPENDICULAR ""---- PHOTEC lY
CAMERA
5400 LB. PICKUP
FIGURE II. LAYOUT OF HIGH - SPEED CAMERAS
The film was analyzed using the Vanguard Motion Analyzer. The camera divergence
correction factors were also taken into consideration in the analysis of the high-speed film.
2.4.3. Speed Trap Switches
Eight tape pressure switches spaced at 5 ft. intervals were used to determine the
speed of the vehicle before and after impact. Each tape switch fired a blue 5B flash-bulb
located near each switch on the concrete slab as the left front tire of the test vehicle passed
over it. The average speed of the test vehicle between the tape switches was determined
by knowing the distance between pressure switches, the calibrated camera speed, and the
number of frames from the high-speed film between flashes. In addition, the average speed
was determined from electronic timing mark data recorded on the oscilloscope software
used with the 386/AT computer as the test vehicle passed over each tape switch.
2.5. Test Parameters
Test 15-1 was conducted at a target impact speed of 60 mph with a target impact
angle of 20 degrees. A 1983 Chevrolet Scottsdale 3/ 4-ton pickup weighing 5,500 pounds was
used as the crash test vehicle. The location of impact was 100 ft. downstream from the
north end of the barrier rail, at a fieid assembly joint.
18
3. PERFORMANCE EVALUATION CRITERIA
At the present time, there is no specific criteria for evaluating the safety performance
of temporary barrier railings to protect (a) workmen in a bridge construction zone, and (b)
the occupants in a run-off-the-road vehicle. However, there are currently two sources of
criteria for longitudinal barriers which are similar in many details to temporary barrier
railings. The two sources are:
1. NCHRP 230 (2) ... Recommended Procedures for the Safety Performance Evaluation of Highway Appurtenances (1981)
2. AASHTO (~) ...... Guide Specifications for Bridge Railings (1989)
The criteria in AASHTO has been officially adopted by the Federal Highway
Administration (FHWA), and the criteria in NCHRP 230 is currently being updated by Ross
(5.) of the Texas Transportation Institute for use in the year 1992.
The two sources of criteria to evaluate the safety performance of longitudinal barriers
are presented in Tables 1, 2, and 3. The selected vehicle impact conditions are most
representative of the actual highway conditions in which the Iowa Steel Temporary Barrier
Rail will be used. The decision to use the 5,400 pound pickup truck impacting the barrier
at 60 mph and 20 degrees was made by the Iowa DOT with approval by the FHWA.
After the test the vehicle damage was assessed by the traffic accident data scale
(TAD) (n) and the vehicle damage index (VDI) (1).
It is reasonable to assume that the update of NCHRP 230 will contain specific
criteria for construction zone barriers. The specific criteria will mostly include most of the
existing criteria with perhaps modifications on (a) the impact speed and angle, and (b) the
maximum amount of controlled lateral barrier deflection in item "A" of NCHRP 230 and
item "a" of AASHTO.
19
N 0
Test Agency
NCHRP
230
AASHTO
(1989)
Notes:
2
TABLE 1.
CRITERIA TO EVALUATE CRASH TESTS ON LONGITUDINAL BARRIERS
Test Service Type Test Impact Conditions Criteria1
No. Level Barrier Vehicle Speed Angle Railing (lbs) (mph) (deg) Location Required Desirable
Guardrail2 4,500 Near A,D,E,
10 (Length of Need) (Sedan) 60 25 Splice H, I
5,400 Near Splice 3, a, b, 3, e, f,
PL-2 Bridge2 (Pickup) 60 20 (NCHRP 230) c,d g,h
Description of criteria in Tables 2 and 3.
Since there are no specific criteria for construction barriers, the criteria for these systems were used to evaluate this test.
TABLE 2. NCHRP 230 EVALUATION CRITERIA
Structural A: Test article shall smoothly redirect the vehicle; the vehicle shall Adequacy not penetrate or go over the installation although controlled
lateral deflection of the test article is acceptable.
D. Detached elements, fragments or other debris from the test article shall not penetrate or show potential for penetrating the passenger compartment or present undue hazard to other traffic.
Occupant E. The vehicle shall remain upright during and after collision Risk although moderate roll, pitching, and yawing are acceptable.
Integrity of the passenger compartment must be maintained with essentially no deformation or intrusion.
Vehicle H. After collision, vehicle trajectory and final stopping position shall Trajectory intrude a minimum distance, if at all, into adjacent traffic lanes.
I. In test where the vehicle is judged to be redirected into or stopped while in adjacent traffic lanes, vehicle speed change during test article collision should be less than 15 mph and the exit angle from the test article should be less than 60 percent of test impact angle, both measured at time of vehicle loss of contact with test device.
21
TABLE 3. AASHTO EVALUATION CRITERIA
a. The test article shall contain the vehicle; neither the vehicle nor its cargo shall penetrate or go over the installation. Controlled lateral deflection of the test article is acceptable.
b. Detached elements, fragments, or other debris from the test article shall not penetrate or show potential for penetrating the passenger compartment or present undue hazard to other traffic.
c. Integrity of the passenger compartment must be maintained with no intrusion and essentially no deformation.
d. The vehicle shall remain upright during and after collision.
e. The test article shall smoothly redirect the vehicle. A redirection is deemed smooth if the rear of the vehicle does not yaw more than 5 degrees away from the railing from time of impact until the vehicle separates from the railing.
f. The smoothness of the vehicle-railing interaction is further assessed by the effective coefficient of friction #J., where #J. = (cose - VP/V)/sine.
u Assessment 0.0 - 0.25 Good 0.26- 0.35 Fair
>0.35 Marginal
g. The impact velocity of a hypothetical front-seat passenger against the vehicle interior, calculated from vehicle accelerations and 2.0 ft. longitudinal and 1.0 ft. lateral displacements, shall be less than:
Occupant Impact Velocity- fps Lon~itudinal Lateral
30 25
and for the vehicle highest 10-ms average accelerations subsequent to the instant of hypothetical passenger impact should be less than:
Occupant Ridedown Accelerations - &'s Lon~itudinal Lateral
15 15
h. Vehicle exit angle from the barrier shall not be more than 12 degrees. Within 100 ft. plus the length of the test vehicle from the point of initial impact with the railing, the railing side of the vehicle shall move no more than 20 ft. from the line of the traffic face of the railing.
22
4. TEST RESULTS
4.1. Test No. 15-1
A summary of the test results are shown in Figure 12. The test vehicle impacted the
barrier at the midspan bolted connection (Joint #5) at a speed of 60.6 mph and an angle
of 22.5 degrees. The sequential photographs are shown in Figure 13.
The barrier began to deflect and slide on the concrete apron at a time of 44 msec
after impact. At a time of 223 msec., the test vehicle speed decreased to 50.2 mph as it
became parallel to the undeformed centerline of the barrier. The test vehicle exited the
barrier at a speed of 49.4 mph and at a flat angle of 1.5 degrees.
At a distance of 65 feet from the point of impact, the impact side of the test vehicle
reached a maximum rebound distance of 2.0 feet from the traffic face of the barrier. The
test vehicle then began to turn rapidly back toward the barrier and crossed over the
extended centerline of the barrier at a distance of approximately 122 feet from the point of
impact and 22 feet beyond the end of the barrier.
Photographs of the barrier after impact are shown in Figure 14 and a sketch of the
displacements of the barrier bolted connections is shown in Figure 15. The maximum
displacement of 17 9/16-inches occurred at the point of vehicle impact and connection Joint
No. 5. Member 5-6, the first member downstream from the point of impact, was the only
member to experience a permanent deformation. This deformation is 1 /8-inch.
23
~
IMpo.ct 45 Msec 161 Msec 223 Msec 314 Msec
9 8 7 6 5 4 3 2 1 1'-1 5/8 -I r-
• • p~$· IMpo.ct
• • J- 20' -1 • zol1:ed1
1 1/2 -II-- -II-- 1/2
~~~ "' 1£ "' 2'- 5
200'
Test No . .. . . . .... !5-1 Do.te . . . . . . . . •• • 8/25/89
Test Vehicle Model ... . . ... 1983 Chev. Prckup 'w'erght
Test Inertia. . 51500 llos. Gross Sto. tic . 51500 Uos.
IMpo.ct Conolltlons Speed . . . . . . . 60.6 Mph Angle . . • • 22.5 deg .
Exrt Conditions Speed . . .. . 49.4 Mph Angle . . . . . . 1.5 deg. Reloound (Mo.x ). . . 2.0 ft @ 65 ft
Connec Ions ~....-.... u "'
Bo.rrrer Do.Mo.ge (deflections) Connection <no. 5). . . . . . . . 17 9/16 rn. PerMo.nent Set <MeMioer 5-6). 1/8 ln.
Vehicle Do.Mo.ge TAD .. .... . .... . VDI ...... . . . . . . . ..
Occupo.nt !Mpo.ct Velocity Longltudlno.l . . .... . Lo.tero.l .. .. .... . .....
Occupo.nt Rldedown Decelero. tlons
1-RFQ-4 01RYEN2
13.5 fps 19.6 f'ps
1-4 X 73
Longltudlno.l . . . . . . . . . . . . +4.7 g's/ -6.7 g's La. tero.l . . . . . . . . . . . . . . 12.8 g' s
FIGURE 12. SUMMARY OF TEST RESULTS
-100 msec -102 msec
Impact -53 msec
24 msec Impact
138 msec 44 msec
225 msec 100 msec
316 msec 161 msec
FIGURE 13 . TIME-SEQUENTIAL PHOTOGRAPHS, TEST IS-1.
25
440 msec 223 msec.
586 msec 314 msec
855 msec
1083 msec
1389 msec
1739 msec
FIGURE 13. TIME-SEQUENTIAL PHOTOGRAPHS, TEST I5-1 (cont'd).
26
FIGURE 14. PHOTOGRAPHS OF BARRIER RAIL AFTER IMPACT.
27
BARRIER LENGTH (ft)
FIGURE 15. SKETCH OF BARRIER RAIL DISPLACEMENTS.
Photographs of the damage to the test vehicle are shown in Figure 16. It is estimated
that the test vehicle was traveling at a speed of less than 5 mph when it impacted head-on
the previously tested retrofitted concrete barrier that was 200 feet downstream and 24 feet
to the right of the steel temporary barrier rail. The inside occupant compartment cab area
was intact with no barrier intrusions and essentially no deformation. It appears that the
right rear tire and rim were badly damaged due to snagging on several of the 3 /8-inch thick
welded tie plate straps.
29
FIGURE 16. PHOTOGRAPHS OF VEHICLE DAMAGE.
30
S. CONCLUSIONS
One full-scale vehicle crash test was conducted to evaluate the safety performance
of the Iowa Steel Temporary Barrier Rail.
Test 15-1 was evaluated according to the safety performance criteria given in NCHRP
230 (2) and AASHTO (l). The safety evaluation summaries using both sets of criteria are
presented in Tables 4 and 5.
The analysis of the crash test revealed the following:
1. The temporary barrier smoothly redirected the test vehicle.
2. The test vehicle did not penetrate or ride over the installation.
3. The controlled lateral deflection of the test article was acceptable.
4. There were no detached elements or fragments from the test article which
showed potential for undue hazard to other traffic.
5. The integrity of the passenger compartment was maintained.
6. The test vehicle remained upright during and after the collision.
7. The occupant risk values for impact velocity and ridedown decelerations were
acceptable during impact.
8. The test vehicle's change in speed was satisfactory (11.20 mph < 15 mph).
9. The test vehicle's trajectory was satisfactory.
Based upon the above listed items, the results of Test 15-1 are acceptable according
to the NCHRP 230 (2) and AASHTO (J) guidelines.
31
TABLE 4. NCHRP 230 EVALUATION CRITERIA
Structural Adequacy
Occupant Risk
Vehicle Trajectory
S - Satisfactory M- Marginal
A:
D.
E.
H.
I.
U - Unsatisfactory
Test article shall smoothly redirect the vehicle; the vehicle shall not penetrate or go over the installation although controlled lateral deflection of the test article is acceptable.
Detached elements, fragments or other debris from the test article shall not penetrate or show potential for penetrating the passenger compartment or present undue hazard to other traffic.
The vehicle shall remain upright during and after collision although moderate roll, pitching, and yawing are acceptable. Integrity of the passenger compartment must be maintained with essentially no deformation or intrusion.
After collision, vehicle trajectory and final stopping position shall intrude a minimum distance, if at all, into adjacent traffic lanes. .
In test where the vehicle is judged to be redirected into or stopped while in adjacent traffic lanes, vehicle speed change during test article collision should be less than 15 mph and the exit angle from the test article should be less than 60 percent of test impact angle, both measured at time of vehicle loss of contact with test device.
32
s
s
s
s
s
TABLE 5. AASHTO EVALUATION CRITERIA
AREA
a. The test article shall contain the vehicle; neither the vehicle nor its cargo shall penetrate or go over the installation. Controlled lateral deflection of the test article is acceptable.
b. Detached elements, fragments, or other debris from the test article shall not penetrate or show potential for penetrating the passenger compartment or present undue hazard to other traffic.
c. Integrity of the passenger compartment must be maintained with no intrusion and essentially no deformation.
d. The vehicle shall remain upright during and after collision.
c. The test article shall smoothly redirect the vehicle. A redirection is deemed smooth if the rear of the vehicle does not yaw more than 5 degrees away from the railing from time of impact until the vehicle separates from the railing.
f. The smoothness of the vehicle-railing interaction is further assessed by the effective coefficient of friction ll, where ll = (cos9 - Vp/V)/sin9.
u Assessment 0.0- 0.25 Good
0.26- 0.35 Fair > 035 Marginal
g. The impact velocity of a hypothetical front-seat passenger against the vehicle interior, calculated from vehicle accelerations and 2.0 ft. longitudinal and 1.0 ft. lateral displacements, shall be less than:
Occupant Impact Velocity- fps Lon~tudinal l&1llil
30 25
and for the vehicle highest 10-ms average accelerations subsequent to the instant of hypothetical passenger impact should be less than:
Q~UPilnt Ri!.J~!.JQwn A!;;~l~rlltiQn:i - ~·:i Lon~tudinal !&1sa:ill
15 15
h. Vehicle exit angle from the barrier shall not be more than 12 degrees. Within 100 ft. plus the length of the test vehicle from the point of initial impact with the railing, the railing side of the vehicle shall move no more than 20 ft. from the line of the traffic face of the railing.
S - Satisfactory M - Marginal U - Unsatisfactory
33
Required
s
s
s
s
Desirable
s
Good (0.25)
s
s
s
6. RECOMMENDATIONS
Currently, there is no specific vehicle crash test matrix that addresses temporary
construction zone barriers. The 5,400 pound vehicle within the PL-2 performance level of
AASHTO (J.) has been inherently chosen to be an adequate indicator for safety
performance evaluation. This is comparable to the 4,500 pound vehicle within test
designation No. 10 of NCHRP 230 (2).
The Iowa steel temporary barrier rail has met the required performance evaluation
criteria set forth by NCHRP 230 (!) and AASHTO (2). Thus, it is our recommendation
that the Federal Highway Administration approve this installation for use on Federal Aid
Projects.
The Iowa Steel Temporary Barrier Rail performed very well. The amount of work
required to assemble and disassemble the barrier rail was found to be very time consuming,
as stated in Appendix B. This does not promote the design concept of being portable or
temporary. When the connection holes were match drilled and oversize drilled (varying
between 1/16" and 3/16"), the barrier rail was still time consuming to install on the level
concrete apron surface.
After the vehicle had impacted and displaced the barrier rail, removal of the
connection bolts was found to be both time consuming and difficult. The time required to
assemble and disassemble the barrier rail installation could be reduced if the bolted
connections were redetailed.
34
7. REFERENCES
1. Faller, R.K., Magdaleno, J.A, and Post, E.R. "Full-Scale Vehicle Crash Test on the Iowa Temporary Concrete Barrier Rail Half-Section," Final Report to Iowa Department of Transportation, Report No. TRP-03-014-88, Civil Engineering Department, University of Nebraska-lincoln, December, 1988.
2. "Recommended Procedures for the Safety Performance Evaluation of Highway Appurtenances," National Cooperative Highway Research Program Report 230, Transportation Research Board, Washington, D.C., March, 1981.
3. "Guide Specifications for Bridge Railings," American Association of State Highways and Transportation Officials, Washington, D.C., 1989.
4. Hinch, J., Yang, T-~ and Owings, R., "Guidance Systems for Vehicle Testing," ENSCO, Inc., Springfield, VA, 1986.
5. Ross, H.E., Jr., "Update of Recommended Procedures for the Safety Performance Evaluation of Highway Appurtenances," National Cooperative Highway Research Program Project No. 22-7, Texas Transportation Institute, Texas A&M University, Proposed 1991.
6. "Vehicle Damage Scale for Traffic Accident Investigators," Traffic Accident Data Project Technical Bulletin No. 1, National Safety Council, Chicago, II..., 1971.
7. "Collision Deformation Classification, Recommended Practice J224 Mar 80, "SAE Handbook Vol. 4, Society of Automotive Engineers, Warrendale, Penn., 1985.
35
8. APPENDICES
36
A-1
A-2
A-3
A-4
A-5
A-6
A-7
A-8
A-9
APPENDIX A.
ACCELEROMETER DATA ANALYSIS
Graph of Longitudinal Deceleration, Test 15-1
Graph of Longitudinal Deceleration, Test 15-1
Graph of Vehicle Change in Speed, Test 15-1
Graph of Vehicle Change in Speed, Test 15-1
Graph of Longitudinal Occupant Displacement, Test 15-1
Graph of Longitudinal Occupant Displacement, Test 15-1 ........... .
Graph of Lateral Deceleration, Test 15-1 ....................... .
Graph of Lateral Deceleration, Test 15-1 ....................... .
Graph of Lateral Occupant Impact Velocity, Test 15-1 .............. .
A-10 Graph of Lateral Occupant Impact Velocity, Test 15-1
A-11 Graph of Lateral Occupant Displacement, Test 15-1
A-12 Graph of Lateral Occupant Displacement, Test 15-1
37
Page
38
39
40
41
42
43
44
45
46
47
48
49
,......, (I)
! I, I • J"t
__ .,. ______ ... ---- ··-------·------... ---....· ...... --...... __ .. -f- -I
Tl- ·1 l'··-l
--~- - -r- -:-..:- -~ . - -- -r- ~ --: -=--- -=,- :--_ -===-r--
1 I I ! -----~ -r-------·----- -·-- --- ---- - ----- -- ---- -· ·----· ·-- --·-- --· ---·-·-----··----· ----------
1 li
' Jt el .§I LJ C1l ~ Qj ~ Qj 0 Qj
Q
~ C1l c:: ~ ~ ;:) LJ ~ 00 c: 0 o-l
I lfoll'lo~;,..w.-Hfo--HIH+.fllo-------i------,.... .. ..... ... ... .. ...... . ..................................................... , .. .... ' ..... .
I ; ~- :I:, 1111 II I r' 1111 , '~ . ~~ I . I ~··I ~~
11 11 1. J, I' ~ 11 , t ~ 1 \ 11 1 , A . .,,_, '" r \,v'\A
.. .. .... ... ... .. ............... .. ......... . . ..... .. . ... . . .. . . ........... i I I II
I , li
• ,_ (t II ~ I
~ t"t I •· ...... - ...... . ...... • ... • ".j. • ' " , ....... - ....................... -·· •· ······•- --- ·"' - ... • .... ...... •-··· __ . ., ......... .............. ......... ~ ........ .......... , . . .. ..... .... . .. .. •' ·- ... .. .. . . . . 0. 2 20 5 C ... .. . ...... .. .. j .. .. 1 ...... . j
' 1,1 0 1.,1 1,1 1 1 I) , o 1·,1 1 (1 1 1.1 (! 1 ! • 1,1 1 I f I , ,-• I . .,..,,,,,,,,.,,.,I•I,. .. IOIII"''Ifl IUtllolftfi .. HI'I--If-MIOII .. _..IfiOIIItllf .. ltltiMt.lO!OIIIIMUio-Mo .. lfltlllll .. ol.lfM ..... tltlflolll1•1 .. 111ot.tltlfloltolf• .. lfl·ltllltlltlollltil<tlli l•lliltltll'lllflt+ .. MitloMjtOO+IIIItOIIIItollt!•t oo ,,.,.ll•otl•llolti"OIIOII'Itlllti•IIII"I4'"11 ... 1"1""Mt.oM••OIO,.IIIIItllftii••I•OIUiflllttlll •ttlttloiii ... IMtllflllfi11Mt"!Of.lolltN"Mit .. loiiii11111!!1!MIIIII ·l•llltlti_I .. IM .. IIIO ___ It l tiO! .... I!--........ -~IIIIIIIt ... _<l•lttll+l-ol•lolllol•l•"• .. •••tloltl• • ltlf
Ti me (Sec)
~IGURE A-1 . GRAPH OF LONGITUDINAL DECELERATION , TEST IS-1.
.IU>O.I•IOoloiU<r!I!!,OO"I"·'IOI\In .. ouot ... I•O · .. I •IIojllhi>IO!OIIf .. JI-III.Itl .. lfiOi ltlj .. O ... IIIoii•OIHOI .. IItll<lol" lllttllljjiO .... IliO!Iol lfllf .... llllll' l<-llollOiol. tllllllf'll,jj11-IIIO•I ·IOIII.HIIIOI ..... IIIII llllltlllloiiO .. Iti."I<HI.,tiiiO ....... ll>l•lll>!lltiii!O .... t ... lll"ll ·loll lfltlll-!fOIOIIIolll-jllfl•il•rtll•l loltlll.lll111!t'f0'-'11•tt>llltll IIU!IIflllollfr"l'l•l '""lrlt .. ll'tt'•l·lloi!Oit!l"ltiJl!MM"-.... ~.J,..QI,.,Z...., jf001r1 .. IIIUI••Ioi1+<14-.. 0itllil
I 1.. :. 'I ·, ~ :: ... I
.. ..... . .. .. -· .... . .. ........... ................... .. .... .... 1.............. ...... ....... ... . .. . .. , ........... ·· -· ... .......... r· ..... ... .. . . . . I" ... . .... . ...... - ..... .................... -- ........................... -......... ....... ..... .. .................. ..
I 1_' , ('1 ..... . .. - . . .............. . .. .. . ... ..... ....... ... .. . . ........ .. .. ...... .. .. . ..... ·I
,....._ rtJ -(.!)
........
~ 0 ~ +-1 CIS
'"' <I) M <I) w ()
'C <I) Q
]I. ] II ·~ II oo l
t) ' ( 1 ..
l'i ~ ('""\jt\ f" II ~~ l 'l /"'t .. ~J'·· ''I 111 .. 1 I I~ I I l
Jr)l~ ..... '•.:: .... ........ J.~I' ~ ..... ~ ..................................... :~ ... ' ~~~~\ /~·· .. ··~~Lr/\ ...... , ...... r ·.t · ..................................... - .. ....... ,. . . ..... ..,..£. ......... .
~ 0 ...l
I
Il
l .. .... _ ... -·- J ......... J .. Q.22Q. SE,C. . . ...... ...... . ...... ·-······ ... ............ . . . ........ . . . , ... .... . tiii'MIOI IoloO!O<o I·IOIIilltltltltll::.: ..... : .... ::;~tiUOIIO ..... OI-I'IIII .. jltjt~OitiUit .... IOI ... I: ::: ..... : .... 1 .... l .. OIO!I UOiti"'01001011·101jOMUO!IfiUIIIflll:::: ..... :,,.~~:t011tl•ltiOI"oOO ... IOI<O<OIII'I t,ttOito,. .. Oiti .. I+~:~IIO .. : .... :;~ ... IOMiiiOIOIII """'""'ltltlll <"l•""lllti~:: ••••• ~ ... :.:~OIOI0111''1'101ti""'"'"''10I'-OWfl01Mitlti•UII:t~l...:11l~:: .......... lllllt11110110011oHIIIIU"·O IOIIIIIOI•IOI:~~~nt•~•oo~;~lotlfOOIIIOitlti-illti ... IOitiM!'IO .. IOj"tlti .. ~I:UI.,~.iii~IOIII, .. >.o .. I.OI•I•Iti.Ott..l
Time (Sec)
FIGURE A-2. GRAPH OF LONGITUDINAL DECELERATION, TEST IS-1.
~
, II 1 1.•
"'""
-----------,-,-r::-,-~-r-. -t_ f..~~~~~-·;---._:-·,-[-~ ~--1-. t--~ - =--,-J E-::--r:--1:-, ---_-_-r-_r-:..::-::_-,--I ~--:-:-__ _ ~l._ .. _l -- ---- -T-- ---T ---- --- ----~----~-~---~------- ---~-- ~~-- _ ~-~}-___ -_____ ·
, ... l ....... ,., ,. ...
"'- ......-·--·-··- -··-,..-..- ~-,,1,4_. ......
! II /\ ..... -··· I
ll.!.l~~,J,....,.J......~--.....,._.,._.,..,..,_..,........,..1141j...'o •• , ""'t ,,.,.,/ .,l'\1 ,,,·.•.·.·. '.·.·. ·.·-"''."'''.·.· .• ··.·.·.-.• "'''l ' • .. , ·-· .. ... ·.·• .. ·,• .. --.•."_,· __ .. ,_ .' .• '. 0 ',"I'· ·•.·····' '"....... . ,. -··, -····•,,, •fr I ~t:;:·i I" -··' ~-·· ~ . . .... II .. •"fit::;:·-;: --- " ... ........ ........................ .. .................................... H .. --.~ ..... .
I
I!" . ,·, ..•.... /'• .. •''",·•' , ..
"0 Qj Qj 0.
Cl)
c:: H
Qj 00 c:: cu .t: u Qj
M u ~ .t: Qj
>
'! / •'
. )~-:~ ---I
J I
I ,·, I , ·, •• , .. _ ................ ..
I. I "
1 ·-- -}- --- -- -- ---
,1 (
/ ....../-/
,,./ - _.-.;.._ ________ _ It , (I
-- r --· -... ------- -
-1--
._ .. ____ --· ---------+-----
II I II . (• .'·;:;" .. ................. ~:; .... Li .................. ~; ...... ::: .. Q. 2.?0 ... ~. f ........ .. ..... :.··· .! .. +·"' ........ . ,:;·: !::·· ... ... (1 ';.,,.. .. ... ... ·· ::::·:·1 :;;~ ....... . ·j'
' looo!OIIM!II-IMM!olt•IIO<!•'•II '!IIItl•llol•tfOII!II!!tltltl-... tlol.l.>ll ............. _ .. lt+tolfoOMO ...... ~,............_... ••• __ ... t .... I ....... MiolloljlltolltfllijOO.IIItii+NifMitl•l •l•lltltltltii .. I•Mifjt;loO ... tltlt'"' ........ _ ... , ..... , .... _ ... _____ .. _ _ .... -, ............................... , ____ MII-•tlt!IOOI ... Motototlll_l_.............,. .. t~M·..-.-
- IS:2.. (,O.si~ zoo) • = IS:2.(0.8lff9) (,0.~3th 22.5 )
= 13.1-S +ps FIGURE A-3. GRAPH OF VEHICLE CHANGE IN SPEED, TEST IS-1.
Time (Sec)
• -
.-... • ::: t l '·.· Ill p. ~ '-" . ····· ...... . 't:l ' ~ ~ p.
C/)
c:: H
~ 00 c::
I . -, I ... , .. . --· - · · - --- - -- -·--7 ___ .,., __ ··--- ....... _ ... ....... -
" til .c (.) / ~ ( I
.-j II I
u J I ~ I 0
> ,/".)
... •' I • ~• '' "" ' I' .......
, .... r-'•·•···--·'" ..... .r-··--·--·.t"-
~~ -···· · ............. -,,._, .... . ,, ..... r"'r
···" ····· . , •.• ·:;·;·1'1 tt l -··· ••.. , ... , .................. , .............. . . ..................................................... .. . . ......... _______ ... ..
~ I ""_0,.-- t. II , (t ~~,.- ----· .. ·------.. - ..... - ...... - ....... ,_ ... ,. ____ ,_ .. --··-- .,. ... _., ..... , ..... --.. - --- ·-··----------................... ·-----·--··-·--···--·· _______ ,.. _, .. ,.. .......... ... - - ··-- - ---·----------
~ ' ' 0
II I I I ! ~1 •1° ... • .. .. .... • • .................. .J..... .. ............. .. ......................... oi .......... o. z.2 o.. .... . s~ c..... .... . . ... ..... . o .............. i.. . ... .. . ............. .................. .... .......... ... ....... . . . ... . . ........... .. ................................................................................ j
I I 0
1' I (1 1
t (.1 1 ;::: 0 1 ::: 1) 1 t,~, (I 1 !::· ~ - I f 1;:. 0 I ·;:•
l! +00oot!tl0ti!O! .... II .. I·IIII+ !IIIOI!I!UI •I IItlt !ll~l I "IIOIOIIIII!IIIOOOIIII+IItlltiiOOIItltlollllllfii•OO••"Itllt-IIOi oiOI<II!! III>Oto .. roo.IIIIUitljjt+I OIOOtlto ·OlOti .. OOt.>IIIOIIIIIII I!OiliMIIIIIIIO.O .. •to+• oll ololoi .. IOIIOiti!HIOitl01116illltltiiiWI ,., llll•ltlll .. oiiiiiiiiMMIIhlllt .. llllllltllllltl•l liiiUMUitltiOIM .. N!I 'IIIIIIII>I<IOIIOIIM>IItlti iiOitltlti ~I+IIOtO.IIIII +IOI~tlot•fi~!OOOIMIIIII OI'+ II~Oitlll tiNI""''IMoiiOIII •IITO•ot•otllltii-·M-MotlllltiOIIII'I····--.. IIIIOirltltltiOjtlfltltiiiOIOOIIotltiOI4IOI. IIII'
Time (Sec)
FIGURE A-4. GRAPH OF VEHICLE CHANGE IN SPEED, TEST IS-1.
........ r:: H -4.J r:: Ql a Ql C)
co ~
~ Q. Cl) ~ c::l
4.J r:: CIS Q. ::l C) C)
0
r 1 [ :"' ,·I , , I
"
'
1)
L •-:-• N 0:· I T U I• 1 ' t ~ Fi L.
-.. --~------ r·------ -. ---t- -·- -- -·- -- 't" - - - -
I I I
I ............ ......................................................... ................................. .j.. ... . " .. .. .................... ..
l
t-=2:....:.~--~ _-· -_-· _· .. _ .. _· .. ~- --_--_·--_ ..... _ .... _ .. -_ .. --_· -·-+-r _---.-.. --·· .-·
r 0 i'
..... -•'
TF · ... 1 IS -· 1
. --------1--------l·--·----. --- . ------- -r--·--·- ----. ---------·
I
X51LOKL ·- --_· l ,.,.. ....... /
,., .. ~· ,., ,.,., ............. ,..
,.,. ... . . ········-·· ............. " ................... , ...... _.. ~ ... ,,~•r': .............. -...... ~-"··~ ... . ~ ... ··~· ···--··· ......... _ .. .
'····· ......... -········ ···· •·· , ...
I ·-···· , ....... ~····· ..
J , .... .. ...
................. ~ ... ,.,....., .............
. .~ ......... · ·~.:;:,·r., . ..a .. .
,......-~
..... ..,.,...
----+·- +----·---+-----t---i ------==+__- "~ -t-llll . . - . . J - I . 9. 2 2Q s L - . . ; - . ... . . L -··· -- -· ... . . ]':
f) 1 (1 0 1 j , 1) , '• 1, 1 0 , : 1,1 1 l,~ (1 1 1,~ t'l 1 I (t 1 ~·•
tmOOotlfll ... tltoiii0Miol-lll!""'liltMMoiM10tolll1111011ti'IMII",.. .... ,..._, .. .,_,_.., ......... , ........ , .. _Mito .. jl~-~~~toii- ... I-· .. , .IMI!.It ltiiiO .. IIII ... I ... IItlltlj!O I IIIM!Itlloi .. O IOIIt .. tlllltii'I~I ... MIII .. Iol.ttto!tltlfiMtllollti-IM .. Mitlt·--tlllt .. l .. ltltt"IO .. tltiOIMIIIIIOI"IIt!_ ..... Mit .. I ....... I" ... 'UitjO!fl-lfMit-INittltll-otlll_l ... llltOIIoiiOI,. .. Oitl,.llltltl>l ... __ ltM .. IIIOIOIMI!I .. - ... - .. _JIItl·--oioi'IMMI1 .. N_II_U
Time (Sec)
FIGURE A-5. GRAPH OF LONGITUDINAL OCCUPANT DISPLACEMENT, TEST IS-1.
-t:::: H -4-1 t:::: QJ
e m (J
co ..... Q. (I)
..-4 0
4-1 t:::: I'll Q.
=' (J (J
0
L ·=· t·~ ·=- :r T LJ ro :r. t·~ R l. '····: 0: up R NT fo :r .:;. p L t-~ I I" 1·1 F t·ll n,·:::r 1.s -1
-------,----- ------1 I
J !:'": t I , II - ---- .... - - • -· ... ---· --- 4--- .. ---· ·-----.. ·----·-··--.. ....,._ ... - ... --.... ---·-.-- ·-·---··-·~--- --·- •
.... , ... ..
...... ,...,.. ,....,.---~
" ....... ................ .
,. .......
.......... - ....... . --······ ... - .... _ ·--·- ·········· •••••• .......... .. _,,, .... ' . .......... ···--····· .. + .............. _ ....... ...... ....................... ._ ......... _ ........... - ..... ............ - .... - ....... ,, ____ ,." ..... " ........... ............ ~ ... , ., . ........................ _ .. -~~-·;~ ......................................... •·•·• ,_,....,, • •• _________ ,,,, •••• , .... ... ,._,,, __ _ ___ _
....... , ... ,.'' , ............. .
, ..... ••'"""" ~ .....
,........--r' .... . .... /",. .. -
!:;: ,·, ·~· • --. -------!-------- --+----------+ --...;;:"' ,....r.....--
,,..,..r 24'' .~ ........... ... ~~-----------+---------------~~
~~~/~·l~------t---·---·----+--1
1) --· ---r-------------- ----·------------~------~
- ....... . ................ j .. .
I -·- ........................ .......... ). .............. ... ...... .. .. 1. 0 .. 220 S£C
I I I ( 1 (I ; ., (I I ~- ( 1 I ~-: (1 I I. I (i I ~:; ' t •.• I ,.I I ;:-1 ................................ _, ........... ,_,_ ... _,,,_,,,.,_., ..... , .......... - ............. ~ ............ _ .................. u ......... _ .......... ,_ .......... ....... - .. -~~ ....... --·--··tl--ltl ........................ __ ,_, .... ___ .... _ .. ____ .. __ ,. ____ .................... ........._ ........ _ ............................................... _.._...._...... ......... ,....._._ .. .
Time (Sec)
FIGURE A-6. GRAPH OF LONGITUDINAL OCCUPANT DISPLACEMENT, TEST I5-1 .
r--......... -- i .~ 1 r- .. ,.. , t1l ! "• F- .- F I I .. :• I • T , ' I I ! T r ··:: • , '
~ L I l I I o' ,, '"' '" "' ' ' " ' ' "" '""" .. I ,.. .. '""' .......... ,.,. """'""''''""'' " . ., ,. '""' .,.,.,. "' "'" "' "' '""""" "'"" " '" ,.,, • """'' '" .,, .... , .... ,.." .. ..... ., ........ , .......................... ""-""'"" ""'" """" '"""""'"' • '""""""""' ............. ,.,.. _,,. ........ , .............. -... -................................... ..
~ I II . II ·, 111 . i
. C!) -
'!I
--- ---; ------ - ~ ----- - - - ---- --~- -----·---- ~ -------- - - ---- - -.
.. ---r- ---- I -- --------- ------1
c: 0 ~ ., tO
.. . . . __ __t_ _ _ -~ --)· I_~~~- _,__ _\. __ r·' _ . '"'Y'\, "',-t't .. ,c/\ _,./\ -""'""'\- ~" -"·"'·"'· 1.... -t 'I, I w., . ,J I ..... I .• \ '1, ~ .. ..!' •.
1~ I ., I I I • .. I
~
t Ql r-l Ql u Ql j:l
- !.:" • (• . - - ·--- ,_ .. ·---·- -·
II. . ...................... .. ... ................ .. OJ21. ...... S.C): ........ ... .. _ ..... .... . .. , - ... .... -· .. 1. .. .................... 1... ..... ... . - .... i. .. . ..... ... ! . ................ ~
(t 1 ( I 1) 1 1 (I 1 ~:;: 1) 0 ~ 1) 1 I .f. 1,1 1 ~: :. I 1 I• • ( I 1 ·;·•
1•110 "IIIOitllt!f!O•'"'"' t+"MIOO•IIItot+o .. t!tltotot .. t•!tlt .. l .. llltUtltOOOifi"OIItU ......... , .... _II!IOI41tlltOOI-IIoOOII!OIIoOI OOjltllll110.141•11t ...... l tMI41ll MMI" j oOtlfllllltll"tloll!l·l'ltlllllot•ltlt'fiii .. IOoti"INOII'IIIO"III .... IIIOiti •I•I .. I IIOMtllolfo•t .. oOtOMtlt! .... tiiiO+OI.I1I'IOIOIIO!IW .. O ... IOIUMOO"tOIII. Ifiii-Mit0101 .. •1tll•lltlfi.MIIIIIII-IIII!IItiJI"III!t OIIIIIOII .. MIIIt-ltlti-Oitll01-ti-Mto+4 ... 011t'-1 ·1 ........ I .. UOIMOIOOt!O•NIO .. I_I ... IIItiOlOI"IOIIO-MIOIOIIO-.. M .. _
Time (Sec)
FIGURE A-7. GRAPH OF LATERAL DECELERATION, TEST IS-1.
-en ~
0 .._,
c:: 0 ~ 4-J 111 ....
• Q)
I.A ~ Q) (.) Q)
Q
~ 111 .... Q) ~
j
r
I I
I
I I"
.I
li I I
! , ·, ' ••
I
!... , I I •··• ·-- - •·-----..-·--·- -·--
II , t
I ' ' ·'
I t" I 1: •:• 1
,- - .. I
I !-
~~,
- -- ---·--l-- - -
I
1----- --r I I
fl '\ -- --- --- ------ -- -,·r I I i 1
t· ~~ ~"r ~}Vi---- \ J~~------- ---------- -------1 V··, 1 I \ L 1, ~J • t'" 1
Lr'1 1 .• ~ • 1 I - - ~ l. I ~ t ~ - • . i .
i ,~ lJ' \/'1 l
I v· I - - . -- -- -- - -·· -·-·- . - --- --. - -- -- r-- -- ---~
,""·•"•"\ /\ A "•' ~' •I .......,,.fl,(''l
,o•' I ~··,. to r • L " • f- - 'V"' 'II' --• ' •, t' ..
\~
.. /\_ ......... '·;w -"!' "l ... .. ~ .. '
I I
II - .. . - .. . . - . . ,: .... .. . . .. Q./4/ .. S~C - .. . ... . -· - --· . ....... . . -·- .. i- ... . I .. .• . . . 1 , •.
l .. ,.,,,,u, '''''""''"'"'., .. , ,,,,:,~.,, .: .... ~;;,..,, ...... _ .... _._..,,,.,.,,,, .. ,~, ;: •• , .. ~ ,,.~;,.,,_'"'"~~~'-""'"_,.,,,.,,. .. ,. .. ....:::: .... : .. ~~.,, .. ,, ••• ,, .. ,,,.. .. ., oo.lfo-...t+ott"'"': .• ~ . .. ~ .. ~: ...... _,. __ , • ._,_ ,, _ _ ,~:~ .. ,~, .. :~~ .. .,.,, • .,,,.,,.,, .. ,_,., .... ,..,.,., ... ~,.,.:.. ~::..u ... ,.,._ .. ,.,., .... _ •• ,..,.,-~~ ... :;~HtiMt-·---'-) _', ~---J
Time (Sec)
FIGURE A-8. GRAPH OF LATERAL DECELERATION, TEST IS-1.
....... (I)
0.. ~ '-'
>. 4-J ·~ u 0
...... <11 >
t 4-J u tU 0.. a H
4-J c:: ~ 0.. ;:) u u 0
OIUr .. IOt .. lloJOM .. o.i-Otlt<-OIO!IIO•IIOOOIOI..,O·Oio .. _ lliii-INOO-···--·I-Moii'I-OI..__ ..... __ ...... _, ........... ,......._.. .... _t __ f_OMI-... II-"III ___ ,..,.II_II-tlo'"_' ___ foi_I"I"'HOI--If--IIII!I!OIIIfl.....,.___,lll--lt.Otllt ... ol ..... _ lti .. M....___..~5..l,J,.,A.£5:: __ ,,_., ....... -IIIIo
1·.·'E:I . ..-:o .-··· ·.I·T.··~·· '1 F ::; '"~" :It;;: .... 1.
.. ..... ... ... .... ..... . ............ . ... ..... .. ....... .............. ......... - ...... , .. 1" ____ ............. - .... --.-..................... . - .................................................................... _, ..................................... .. .............................................. '"""""'"l""" ..... .......... ______ ,., _______ -· .... .
'·+ '·' . ...... . ................ -..................... ~ ......................... -...................................... _ .................. ____ ................. . ......... ___ , __ ,,"-·-, ......................... _.................... ••••• ''"···t...r-·~oo··,.-···-·.,---···· ,, ... ,,..._ ,.., .... ,_..,.. ..... --.-...._,_.,._,.,,._
( ,, ................... ····-. .................................. , ........... . 1) ... ~ ............ .
l II
..1 .. ·- , ........... : ~ , .... ~ .... ~~~:~: ..... ____ ,.,. ................... ............. ··-· ·-···--~·· ······ .... ..
"'"' , .. (1 ....
,· .. 1'1 ' 1)
II
l I
II
l 1'1
II ·=· ~ ............... ······-······· ·--····-·· ·---;r····· -·-- ······-····· ·--·-··-··----···--·--··· .. ········-.......................................................... -· .......................................... ··--··· ....................... ... .............................. ....... -········ .. ·-· ······-·
II ,I I
t"l
! 'I 11 .......................................... , •... ...... 0 • ../2.1. .. SE + '" I
( 1 • (.1 I :• o :L I) 1 ,:;· (I ' .~: I) 1 I) 1 ·;:• I .... ,_, .. _ ... , ... , .... ,.,.,., .... ,.,, ,,,,,,.,, .. , .. ,...,,,ll,, .. ,.,..,. .. ,.,,, ... , .... ,. .. -, .. -, ..... _ ........ ,.,,., ....... ,.,_,_ .. ,,._,.,,,,._ .. ,.,._ .. ,,.,..,.,,..,., ...... ,.,.,_ ... ,.,. .. ,., .. ,.,,,,.,_ ... _,_,,.,. ______ "'_ ••••- ""''""".,.,_,. ___ ,._"* ... .....,_._.. ___ .,.._...._..._,., ___ 11._._.,_""'"'"''~............., .. ,......11, ....... _ _ ________ _ _.
.............................. .. .) I ... , .. I+ I
.. I 1:: I
.. I t::· .. . '
(AV)*= 22.2 (0.8841) = 19.44 +ps Time (Sec)
FI GURE A-9. GRAPH OF LATERAL OCCUPANT I MPACT VELOCITY, TEST I S- 1.
,...., Cl) 0. ~ ........
>. ~ ~ (.)
0 .-l Gl > ~ (.) ... t1l
-..I ~ H
4-1 c: t1l 0. ::l (.) (.)
0
t ...... _, __ ., ........ ,,. ............... ___ ,_.. __ , ........ - .:· .. -----····-.... ·-·-· -· -·-·-·---.... - ...... __ ........,_,.,_, __ ,. .. __ _....._ ___ ,_,.._._,......,...._, ...... _ .. " _______ ~J,A,J,..fD,, .......... ............. ., ..... . l 1. .. •"i r r:: r ~ t1L ·r r: :=; T ::r !=.: -· 1 I ......... .................................... ..
Jl""' ---- ---r ----- -- f :_- ----~ T -- ··r ' I· (1 , ,.'1 -- - ---- -- -------- --- ----- ------------ - :;t=~'-"~::::_:_::::_-::::.::: :c-:::-.:::::::~::: :::::= -::::::::~:::::::=:::-~t--= =::
. • fl
,. ~ I
I , ......... .;'···· I
.... . . .. .. ................................ > .•. -::::::.::::. .. ....... ~ .. ... . . . . ... ..... ...... .. .. ... ...... .. . . . . .. .. ...... . ...... .. ............... -.. .. . ................... -................ ... ...... ·--+·-.. .. .. ...... ......................... I ........ . .; ./ I I
( . .. .. ~· ........... . ................. ....... ,, ... ·-··
0 .... ~~-.. •. "t.:"'"ll:.' .. L .... llll .... t:... ... -.... -.... "' .•. "' ... -.... """ ..... '"' .. -... + ... -..... -.. -.... -..... ~.~,(-~::_]~·- - --- ------- ------------------------- -- --- --- I---- ~---------- ------,1
•' ,• ,. l ·'
:1. 0 . (l .... ·-···-....... ,.. I .. ....................... ·, ....................... " ..... ".. ..................................... . ..... ... ... ......... ... . .. .......... .... .... .. ..... ............. ..... .. . . ..... ............... ... . . .... .. .. .............. ............. .. ................. '""i" ... .
/ !, ,. •' '
--•:::;·:~:::~~::::~~~=~.:::·:~~::·~....... .. ................. _ ..... - ................. ····· ................................................................... -.......... . ...... ............. .. ... . ........ " -·------.. -· .,_ ... _ ................................. ___ , . .. .... ..... .............. .. ....... --........... -----·--.... -
(Av)*= 22.0 (o. 8849)T: /9.47 .fps Time (Sec)
Fir.URE A-10. GRAPH OF LATERAL OCCUPANT IMPACT VELOCITY, TEST IS-1.
-!: H .._,.
~ !: Cl.l
~ u co
~ .-l p. tO ~ Q
~ !: co p.
=' u
[~~~~·~ ............... - ............................ - .. - ..... ~~ ................ 1 ___ ................... - .................... 01 .. , .... ___ ................... ~~ ... - .............................................. ...,._ ................... "' ........... _ .... _ ........... ~ ..................... ., ........................... ....... - ...... ..___ .. _ .. _ ... _ ....... SJ.L.ar.s::_ .... ___
1 1 ,·1 F·:·,~,.-,,. ·:., :: •: I..IPt':l.l 1 t• r .. ~.r•1 :··,, 1·: •tl·.-1; 1 .. ·1 t • r 1 I • • ' • '•• • ' • ' " ' " .. ' ' ' ' a • • " ' ' • o " ' ' ' ~ •• ' ' ',., '' ''''" '' '' ' ''' ' "' •• •• • • • •• • •• • ' ' • •• - •• •• • '""' ' - '' ••' '• - -
., -.. ·~ -.............. ·- .. I.. . .. . ..... . .. . . ... T ...... ........... -· . -- .. ........................ -.. r- .... .... .. . . ..... . .... , .. .. .. . ... .... . f ......... ................................. -····· I 1 --- --- -·t -r ------- --- -- -------~r~
1 I I .... ~·· ./~.~··/ .... ' ' ' ' ' ' - ········- .. ---- --. - - -I - ..... -- ' - - -- - - - - - --- j .. .. --- - .. - - ~ -. --_:.-. --- -" :·1. ': ....
...
I ........ •'
,,.·· ,. ........ A
I _.,_... . . v ..... / I
. ' ......... 1 ~ ------- ------------· ·-·-r·----------~:~.~~.~~~=;;---":..-~--- ---- -,·- --- --------... I I
............. •' ,. I I .. ......
· .. ,........ !
-· ·-·-... -··-----+----i 1 0 0 I (1
u 0 ........................ +'
! -------·--- __ .. ...._ __ .. ____ --··--· .. --........... ·---·---.... ·---- ·-· - ...... . _ ..... ____ .,._....,.._ ·---.. ---
ll __ _____ L o./21.$£! . __ _____ _ ____ J ___ . 1 _ I ___ . __ __ -J •.• ,.., (1 I j, II I .-:- ' · ' I :;: I I I '-1 ,., t I' , .•• ,·. I I ... ,
"tllolllfi>!_I ... IM! ... I-IIIroOIO!Io..,OIWI<IIt .. lt".J! __ .._.,.., ............... __ IOII!OOOIIIIO--Itooo•-·oOjoniMifllitNIOIN!OiiflliMitlii!iliMIOifl-llltlli""''lol-ll'l<IOitiOIIIIoOI.eto-lllol---···ltiMIMfitlfO .. ,._ .... Itlllfi .... tltlfillllf•-+..-.illl-ltltlt--•t•IIIOO .... _I;illloiM!OiolMIIII•I;•I~Iollfi•IMOI .. titllloWiolltii ........ Oiot .. OOOIIIIOMI-IM-1--tiii-IMMM•IMoloit.lloi ...................... IIMti_,.._
(I • 0 ...
Time (Sec)
FIGURE A-ll. GRAPH OF LATERAL OCCUPANT DISPLACEMENT, TEST IS-1.
-s:: H -4.1 s:: Q,l
m (J
CIS ~
~ p. (t)
""' ~
I . - .. . -·· ..... I ' .................. L . . ... ,_ . ........ , ••••
· .•.. ('t ................................................................................................ ................... ......................................... t........... ............ .................... ...... ............................ ........................... -·-·-.. --.. ------.. --....... - ·-------
I ·I·· ............... ............. . '(t
0 (1 1) ...
( 1 1 1)
' ........ ........................ .................. ~ .....
1
................. ..................... ...... ..! ....
...
···· ···1···· ..
,_,/~·
........ ,./' ,...
, .•.. ... ··' , ..
,o~ •'
.. ...... .... · .... ,·:·' ,.0 1
····· ·····
·--·---------·-r· ~::-::t.~·~-·: ~~~ ... ---------· ---•. r···"A ....
,,,.,.. , . ....
I
i ...... .Q .. I '!1.1. .. ~£C........ .. ...... ......... .... ........ .... ...... . . ............. ........... .. ...... i .... .
I I I" . . ...................................... .. ..
~ ............ .. , .. ,....,....,
,,..,.--r• ... , ....
.............. 1 .............................. .
(1 1 1) (I 1 :1. I) o ,; : ( 1 1 ::: (1 t 1·+ 0 1 •.; I I 1 ~:. ('I 1 '? lfoOIOI · I •o•o•o ... IWIOoo•<IOI•oM•IIIIOO•o• o•l•l .. ll" ..... ''"''lfiMtlolfiOIIIHit11lltlolltloi ... I-IOIIHIIIOOtii ii ... IOIOII1010itiiiHIOifiii+I"IOOflloi"IO-Itloiltlfi-... I·OO!II'IOI---·O! ....... , ........ _.,_ .. _OIOI .... OIIIII ____ ,. ___ \1101fi-·I-IOitltii--IO--I•---....__.........,.._, .............. , ... ,~o ---·-------·
Time (Sec)
FIGURE A-12. GRAPH OF LATERAL OCCUPANT DISPLACEMENT, TEST 15-1.
APPENDIX B.
RELEVANT SUBCONTRACI'OR CORRESPONDENCE
50
M. E. Collins Contracting Co. , Inc.
To: Dr. Ed Post Civil Engr. Dept. Univ. of Nebraska
P.O. Box 83 Wahoo, NE 68066
(402) 443-3663 Dec. 18, 1989
W 348 Nebraska Hall Lincoln, NE 68588-0531
Re: Steel Temporary Barrier Rail Crash Test for Iowa D.O.T.
Deur D.r. Pos L,
As per your request. I have addressed in this letter the difficulties which M. E. Collins Contracting Co., lnc. encountered while dismantling the railing on the above mentioned project.
Dismantling of the rail began at the Joint at which impact occurred. The bolts were initially attempLcd to bo removed by the use of a breaker bar and socket. This proved to be unsuccessful. A one inch air impact drill was then used and it did remove all of the bolts except for one. The bolts which the air impact drill did remove, dam~gcd the threads beyond reuse. The remaining bolt required the use of a torch to cut off the bolt head.
The remainder of the steel rail was dismantled at every other joint. The one inch air impact drill was used on all of these bolts with four. or five bolts requiring the use of a torch. The maJority of the bolts removed where not rf"!usa b le because of damage to the threads.
In my opinion, the work required to assemble and disassemble this rail system does not lend itself well to a multiple use barrier rail system. Mobilizing and sBtting the rails in place was not difficult, but assembling the rail was very time consuming even though the holes in the plates and rails were match drilled. The force required to remove the bolts also stripped the maJority of the bolts. I also believe that any attempt to assemble this rail system on an unlevel surface would be vory difficult.
1 hope t,hat this let.ter has answered your questions adequately, and if I can be of any further help please let me know.
Respectfully,
foa~~~ Stave A. Buchanan
51