road restraint systems - · pdf filebritish standard bs en 1317-2:1998 incorporating...

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BRITISH STANDARD
BS EN1317-2:1998Incorporating Amendment No. 1
Road restraint systems —

Part 2: Performance classes, impact test acceptance criteria and test methods for safety barriers

The European Standard EN 1317-2:1998, with the incorporation of amendment A1:2006, has the status of a British Standard

ICS 13.200; 93.080.30

��

BS EN 1317-2:1998


This British Standard, having been prepared under the direction of the Sector Board for Building and Civil Engineers, was published under the authority of the Standards Board and comes into effect on 15 August 1998

© BSI 2006

ISBN 0 580 30104 4

National foreword

This British Standard is the official English language version of EN 1317-2:1998, including amendment A1:2006, published by the European Committee for Standardization (CEN).

The start and finish of text introduced or altered by amendment is indicated in the text by tags !". Tags indicating changes to CEN text carry the number of the CEN amendment. For example, text altered by CEN amendment A1 is indicated by !".

The UK participation in its preparation was entrusted by Technical Committee B/509, Road equipment, to Subcommittee B/509/1, Road restraint systems, which has the responsibility to:

A list of organizations represented on this subcommittee can be obtained on request to its secretary.

This part of BS EN 1317, together with Parts 1, 3, DD ENV 1317-4 and the proposed Part 5, will eventually supersede BS 6779, which will then be withdrawn. This is expected to take place by the end of 2006.

Cross-references

The British Standards which implement international or European publications referred to in this document may be found in the BSI Catalogue under the section entitled “International Standards Correspondence Index”, or by using the “Search” facility of the BSI Electronic Catalogue or of British Standards Online.

This publication does not purport to include all the necessary provisions of a contract. Users are responsible for its correct application.

Compliance with a British Standard does not of itself confer immunity from legal obligations.

— aid enquirers to understand the text;

— present to the responsible international/European committee any enquiries on the interpretation, or proposals for change, and keep UK interests informed;

— monitor related international and European developments and promulgate them in the UK.

Summary of pages

This document comprises a front cover, an inside front cover, the EN title page, pages 2 to 9 and a back cover.

The BSI copyright notice displayed in this document indicates when the document was last issued.

Amendments issued since publication

Amd. No. Date Comments

15610 31 July 2006 See national foreword

BS EN 1317-2:1998

i

Contents

PageNational foreword Inside front coverForeword 2Text of EN 1317-2 3

© BSI 2006Licensed copy:Arup, 23/09/2009, Uncontrolled Copy, © BSI

ii blankLicensed copy:Arup, 23/09/2009, Uncontrolled Copy, © BSI

EUROPEAN STANDARD

NORME EUROPÉENNE

EUROPÄISCHE NORM

EN 1317-2April 1998

ICS 13.200; 93.080.30

Descriptors: Road safety, pavements: roads, safety devices, crash barriers, classifications, operating requirements, tests, impact tests, shock resistance, acceptability

English version

Road restraint systems — Part 2: Performance classes, impact test acceptance criteria and test

methods for safety barriers

Dispositifs de retenue routiers — Partie 2: Classes de performance, critères d’acceptation des essais de choc et méthodes d’essai pour les barrières de sécurité

Rückhaltesysteme an Straßen — Teil 2: Leistungsklassen, Abnahmekriterien für Anprallprüfungen und Prüfverfahren für Schutzeinrichtungen

This European Standard was approved by CEN on 5 March 1998.CEN members are bound to comply with the CEN/CENELEC InternalRegulations which stipulate the conditions for giving this European Standardthe status of a national standard without any alteration. Up-to-date lists andbibliographical references concerning such national standards may be obtainedon application to the Central Secretariat or to any CEN member.This European Standard exists in three official versions (English, French,German). A version in any other language made by translation under theresponsibility of a CEN member into its own language and notified to theCentral Secretariat has the same status as the official versions.CEN members are the national standards bodies of Austria, Belgium,Czech Republic, Denmark, Finland, France, Germany, Greece, Iceland,Ireland, Italy, Luxembourg, Netherlands, Norway, Portugal, Spain, Sweden,Switzerland and United Kingdom.

CEN

European Committee for StandardizationComité Européen de NormalisationEuropäisches Komitee für Normung

Central Secretariat: rue de Stassart 36, B-1050 Brussels

© 1998 CEN All rights of exploitation in any form and by any means reserved worldwide for CEN national Members.

Ref. No. EN 1317-2:1998 E

+A1June 2006


EN 1317-2:1998

2

Foreword

This European Standard has been prepared by Technical Committee CEN/TC 226, Road equipment, the secretariat of which is held by AFNOR.This European Standard consists of the following parts under the general title: Road restraint systems.

— Part 1: Terminology and general criteria for test methods;— Part 2: Performance classes, impact test acceptance criteria and test methods for safety barriers;— Part 3: Crash cushions — Performance classes, impact test acceptance criteria and test methods for crash cushions;

The following parts are not yet available but in course of preparation:

— Part 4: Impact tests acceptance criteria and test methods for terminals and transitions of safety barriers;— Part 5: Durability criteria and evaluation of conformity;— Part 6: Pedestrian road restraint system.

This European Standard shall be given the status of a national standard, either by publication of an identical text or by endorsement, at the latest by October 1998, and conflicting national standards shall be withdrawn at the latest by October 1998.According to the CEN/CENELEC Internal Regulations, the national standards organizations of the following countries are bound to implement this European Standard: Austria, Belgium, Czech Republic, Denmark, Finland, France, Germany, Greece, Iceland, Ireland, Italy, Luxembourg, Netherlands, Norway, Portugal, Spain, Sweden, Switzerland and the United Kingdom.

ContentsPage

Foreword 2Introduction 31 Scope 32 Normative references 33 Performance classes 33.1 General 33.2 Containment levels 33.3 Impact severity 43.4 Deformation of the restraint system 44 Impact test acceptance criteria 64.1 General 64.2 Safety barrier behaviour 64.3 Test vehicle behaviour 64.4 Severity index 74.5 Test vehicle deformation 74.6 Safety barrier deformation 75 Test methods 75.1 Test site 75.2 Test vehicles 75.3 Safety barrier 75.4 Procedure for recording test data 85.5 Accuracies and limit deviations of

impact speeds and approach angle 85.6 Vehicle instrumentation 95.7 Photographic coverage 95.8 Test report 9Figure 1 — Dynamic deflection (D) and working width (W) 5Figure 2 — Envelope of combined tolerances 8Figure 3 — Layout of cameras for recording tests 9Table 1 — Vehicle impact test criteria 3Table 2 — Containment levels 4Table 3 — Impact severity levels 4Table 4 — Levels of working width 6Table 5 — Safety barrier test parameters 6Table 6 — Distance for exit box criterion 7

Foreword to amendment A1 This document (EN 1317-2:1998/A1:2006) has been prepared by Technical Committee CEN/TC 226 “Road equipment”, the secretariat of which is held by AFNOR.

This Amendment to the European Standard EN 1317:1998 shall be given the status of a national standard, either by publication of an identical text or by endorsement, at the latest by December 2006, and conflicting national standards shall be withdrawn at the latest by December 2006.

According to the CEN/CENELEC Internal Regulations, the national standards organizations of the following countries are bound to implement this European Standard: Austria, Belgium, Cyprus, Czech Republic , Denmark, Estonia, Finland, France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania, Luxembourg, Malta, Netherlands, Norway, Poland, Portugal, Romania, Slovakia, Slovenia, Spain, Sweden, Switzerland and United Kingdom.


EN 1317-2:1998

3

IntroductionIn order to improve safety the design of roads may require the installation of safety barriers which are intended to contain and redirect errant vehicles safely for the benefit of the occupants and other road users on certain sections of road and at particular locations.In this standard, several levels of performance are given for the three main criteria relating to the restraint of a road vehicle:

— the containment level, i.e. T1, T2, etc.;— the impact severity levels, i.e. A and B;— the deformation as expressed by the working width, i.e. W1, W2, etc.

The different performance levels of safety barriers will enable national and Local Authorities to specify the performance class of a safety barrier to be deployed. Factors to be taken into consideration include the class or type of road, its location, geometrical layout, the existence of a vulnerable structure, potentially hazardous area or object adjacent to the road.The description of a safety barrier system conforming to this standard incorporates the relevant classes and performance levels of the product.To ensure satisfactory product design it is imperative to consider the requirements of this standard and the references in clause 2, together with the requirements of EN 1317-1. Quality of manufacture, installation and durability all contribute to this fulfilment of the important safety criteria that have to be considered in the application of these systems.This standard provides a common basis for vehicle impact test data collection and the collation of relevant European studies and research with a view to improving future specifications and reviewing of the measurement of impact severity.

1 ScopeThis European Standard specifies requirements for the impact performance of safety barriers including vehicle parapets. It defines performance classes for different containment levels, acceptance criteria for impact tests and test methods.The provisions of this standard apply to systems of which the containment function is the unique purpose of the system. These provisions apply also to systems of which the containment function is an additional purpose of such systems, for example noise barriers and signalling equipment.

2 Normative referencesThis European Standard incorporates by dated or undated reference, provisions from other publications. These normative references are cited at the appropriate places in the text and the publications are listed hereafter. For dated references, subsequent amendments to or revisions of any of these publications apply to this European Standard only when incorporated in it by amendment or revision. For undated references the latest edition of the publication referred to applies.EN 1317-1, Road restraint systems — Part 1: Terminology and general criteria for test methods.ISO 6487, Road vehicles — Measurement techniques in impact tests — Instrumentation.ISO 10392, Road vehicles with two axles — Determination of centre of gravity.

3 Performance classes3.1 General

Safety barriers shall conform to the requirements of 3.2, 3.3 and 3.4 when tested in accordance with impact test criteria defined in Table 1.NOTE These requirements include several levels of performance that permit selection of a containment system adapted to suit the traffic conditions and the geometrical characteristics of the road under consideration.

Vehicle specifications and deviations shall conform to EN 1317-1.

Table 1 — Vehicle impact test criteria

3.2 Containment levels

The containment levels of safety barriers shall conform to the requirements of Table 2 when tested in accordance with the vehicle impact test criteria, defined in Table 1.

Test Impactspeedkm/h

Impactangle

degrees

Totalvehicle

masskg

Type of vehicle

TB 11TB 21TB 22TB 31TB 32

100808080

110

208

152020

9001 3001 3001 5001 500

CarCarCarCarCar

TB 41TB 42TB 51TB 61TB 71TB 81

707070806565

81520202020

10 00010 00013 00016 00030 00038 000

Rigid HGVRigid HGVBusRigid HGVRigid HGVArticulated HGV


EN 1317-2:1998

4

Table 2 — Containment levels

The evaluation of a vehicle restraint system within the range of containment levels T3, N2, H1, H2, H3, H4a and H4b, will require the carrying out of two different tests:

— a test according to the maximum level of containment for that particular system; and— a test using a light vehicle (900 kg), in order to verify that satisfactory attainment of the maximum level is also compatible with safety for a light vehicle.

3.3 Impact severity

3.4 Deformation of the restraint system

The deformation of safety barriers during impact tests is characterized by the dynamic deflection and by the working width (see Figure 1). It is important that the deformation should be compatible with the available space or distance behind the system.The working width (W) is the distance between the side facing the traffic before the impact of the road restraint system and the maximum dynamic lateral position of any major part of the system.If the vehicle body deforms around the road vehicle restraint system, so that the latter cannot be used for the purpose of measuring the working width, the maximum lateral position of any part of the vehicle shall be taken as an alternative.During impact tests using buses and HGV, the extreme lateral position of the system and the extreme lateral position of the test vehicle shall be recorded separately in the test report.The dynamic deflection (D) is the maximum lateral dynamic displacement of the side facing the traffic of the restraint system. For narrow restraint systems, the dynamic deflection can be difficult to measure and if such is the case, the dynamic deflection may be taken as the working width.The deformation of the restraint system shall conform to the requirements of Table 4.The actual values of dynamic deflection and working width shall be measured and recorded in the test report.

Containment levels Acceptance test

Low angle containmentT1T2T3

TB 21TB 22TB 41 and TB 21

Normal containmentN1N2

TB 31TB 32 and TB 11

Higher containmentH1H2H3

TB 42 and TB 11TB 51 and TB 11TB 61 and TB 11

Very high containmentH4aH4b

TB 71 and TB 11TB 81 and TB 11

NOTE 1 Low angle containment levels are intended to be used only for temporary safety barriers. Temporary safety barriers can also be tested for higher levels of containment.NOTE 2 A successfully tested installation at a given containment level shall be considered as having met the test condition of a lower level, except that N1 and N2 do not include T3.NOTE 3 Because testing and development for very high containment safety barriers in different countries has taken place using significantly different types of heavy vehicles, both tests TB 71 and TB 81 are included in the standard at present. The two containment levels H4a and H4b should not be regarded as equivalent and no hierarchy is given between them.

!The vehicle occupant impact severity assessment indices ASI, THIV and PHD, shall conform to the requirements of Table 3. The three indices have to be evaluated.

These indices are defined in EN 1317-1.

Technical classes A, B and C are defined from the 3 indices in the Table 3.

Impact severity level A affords a greater level of safety for the occupant of an errant vehicle than level B, and level B than level C.

Test measures are to be directly compared to the values of Table 3.

Table 3 — Impact severity levels

Impact severity

level

Index values

A ASI ≤ 1,0

B 1,0 < ASI ≤ 1,4

C 1,4 < ASI ≤ 1,9

and THIV ≤ 33 km/h

PHD ≤ 20 g

"


EN 1317-2:1998

5

Figure 1 — Dynamic deflection (D) and working width (W)


EN 1317-2:1998

6

Table 4 — Levels of working width

4 Impact test acceptance criteria4.1 General

After testing in accordance with the vehicle impact test criteria defined in Table 1, the safety barriers shall conform to the requirements of 4.2 and 4.6;and the test vehicle shall conform to the requirements of 4.3, 4.4 and 4.5.The test parameters on which acceptance criteria shall be assessed, are listed in Table 5 as a function of the containment level.

When during a test, after the end of the impact subsequent collisions of the vehicle with the safety barrier may occur, these subsequent collisions shall not be considered for performance or acceptance.

4.2 Safety barrier behaviour

The safety barrier shall contain and redirect the vehicle without complete breakage of the principal longitudinal elements of the system.No major part of the safety barrier shall become totally detached or present an undue hazard to other traffic, pedestrians or personnel in a work zone.Elements of the safety barrier shall not penetrate the passenger compartment of the vehicle. Deformations of, or intrusions into the passenger compartment that can cause serious injuries are not permitted.Ground anchorages and fixings shall perform according to the design of the safety barrier system.

4.3 Test vehicle behaviour

The centre of gravity of the vehicle shall not cross the centreline of the deformed system.The vehicle shall remain upright during and after impact, although moderate rolling, pitching and yawing are acceptable.The vehicle shall leave the safety barrier after impact, so that the wheel track does not cross a line parallel to the initial traffic face of the safety barrier, at a distance A plus the width of the vehicle plus 16 % of the length of the vehicle within a distance B from the final intersection (break) of wheel track with the initial traffic face of the safety barrier.

Table 5 — Safety barrier test parameters

Classes of working width levels

Levels of working widthm

W1W2W3W4W5W6W7W8

W 0,6W 0,8W 1,0W 1,3W 1,7W 2,1W 2,5W 3,5

NOTE 1 A class of working width level less than W1 may be specified.NOTE 2 The dynamic deflection and the working width allow determination of the conditions for installation of each safety barrier and also to define the distances to be provided in front of obstacles to permit the system to perform satisfactorily.NOTE 3 The deformation will depend on both the type of system and the impact test characteristics.

Containmentlevel

Parameters

Safety barrier and vehicle behaviour

Impact severity level ASI-THIV

(PHD)

Vehicle deformation(VCDI)

Safety barrier deformation

T1T2T3N1N2H1H2H3H4aH4b

TB 21TB 22TB 41 + TB 21TB 31TB 32 + TB 11TB 42 + TB 11TB 51 + TB 11TB 61 + TB 11TB 71 + TB 11TB 81 + TB 11

TB 21TB 22TB 21TB 31TB 32 + TB 11a

TB 11TB 11TB 11TB 11TB 11

TB 21TB 22TB 21TB 31TB 32 + TB 11TB 11TB 11TB 11TB 11TB 11

TB 21TB 22TB 41TB 31TB 32TB 42TB 51TB 61TB 71TB 81

a The severity level is determined by the greater result of the two tests, both results to be included in the report detailed in EN 1317-1.

kkkkkkkk


EN 1317-2:1998

7

For cars and the other vehicles specified in Table 1, the distances A and B are specified in Table 6.

Table 6 — Distance for exit box criterion

4.4 Severity index

Both ASI and THIV (PHD) shall be computed using the vehicle instrumentation, as specified in 5.6.These values shall be quoted in the test report.

4.5 Test vehicle deformation

The deformation of the interior of the vehicle shall be evaluated and recorded, in the form of VCDI, in all tests with passenger cars as described in EN 1317-1.

4.6 Safety barrier deformation

The dynamic deflection and the working width shall be determined and the levels quoted in the test report detailed in EN 1317-1.

5 Test methods5.1 Test site

The test area shall be generally flat, with a gradient not exceeding 2,5 %. It shall have a level, hardened paved surface and shall be clear of standing water, ice or snow at the time of the test. It shall be of sufficient size to enable the test vehicle to be accelerated up to the required speed and controlled so that its approach to the safety barrier is stable.To enable the vehicle exit characteristics to be evaluated, the paved area shall exceed 40 m in length beyond the expected break point and 15 m in front of the safety barrier line of vehicle contact with the safety barrier.Appropriate measures shall be taken in order to minimize dust generation from the test area and the test vehicle during the impact test so that photographic records will not be obscured.Appropriate measures shall be taken to ensure that in the exit area the test vehicle does not collide with any independent obstruction which could cause additional deformation of the test vehicle thereby precluding the accurate measurement of the vehicle cockpit deformation index (VCDI) (see EN 1317-1).

5.2 Test vehicles

5.2.1 General

The vehicles to be used in the tests shall be production models representative of current traffic in Europe, having characteristics and dimensions within the vehicle specifications defined in EN 1317-1.The tyres shall be inflated to the manufacturer’s recommended pressures. The condition of the vehicle shall satisfy the requirements for the issue of a certificate of road worthiness with respect to tyres, suspension, wheel alignment and bodywork. No repairs or modifications shall be made that would alter the general characteristics of the vehicle or invalidate such a certification. The vehicle shall be clean and mud or deposits which may cause dust on impact shall be removed prior to testing. Marker points shall be placed on external surfaces of the test vehicle to aid analysis.The vehicle shall not be restrained by the control of the steering or any other means during impact and whilst the vehicle is in the exit area, as defined in 4.3 (e.g. braking, anti-lock brakes, blocking or fixing).

5.2.2 Loading conditions

All fluids are included in the total inertial test mass.All ballast weights shall be securely fixed to the vehicle in such a way as not to exceed the manufacturer’s specifications for distribution of weight in the horizontal and vertical planes.

5.3 Safety barrier

5.3.1 General

Detailed descriptions and design specifications of the safety barrier shall be included in the test report (see EN 1317-1), to enable verification of conformity of the installed system to be tested.

5.3.2 Installation

The length of the safety barrier shall be sufficient to demonstrate the full performance characteristic of the system.If the safety barrier has to develop tension, end anchorages shall be provided in accordance with the safety barrier specification.Post foundations shall meet the design specification.

5.3.3 Position of the impact point

Impact shall be generally at a point about one third along the length of the safety barrier from the approach end. The impact point shall be chosen to demonstrate the worst testing conditions of the safety barrier, and shall include any sensitive feature of the design.

Vehicle type Am

Bm

Car 2,2 10,0

Others vehicles 4,4 20,0


EN 1317-2:1998

8

5.4 Procedure for recording test data

The following test characteristics shall be recorded.a) Pre-test data:

— mass of the vehicle and location of the centre of gravity of the vehicle in the test condition, including added ballast in accordance with ISO 10392;— interior and exterior photographs of the vehicle;— photographs of the position and construction of the safety barrier.NOTE It is recommended that the vehicle moments of inertia should be reported if these are known.

b) Test data: — vehicle speed at impact;— vehicle approach angle;— linear accelerations and angular velocities;— dynamic deflection and working width of the safety barrier system to the nearest first decimal;— photographic records from high speed cine film cameras and/or high speed video cameras deployed in such a way to give a complete record of the vehicle response and safety barrier behaviour, including deformation and deflections.

c) Post-test data: — damage and deformation of the test vehicle;— damage to the test barrier;— still photographs to aid reporting.

5.5 Accuracies and limit deviations of impact speeds and approach angle

5.5.1 Vehicle impact speed

Vehicle impact speed shall be measured along the vehicle approach path no further than 6 m before the impact point. The overall accuracy of speed measurement shall be within ± 1 %.The impact speed limit deviation shall be: %.

5.5.2 Vehicle approach angle

Vehicle approach angle shall be measured along the vehicle approach path no further than 6 m before the impact point by a suitable method. The overall accuracy shall be within ± 0,5°.

The impact angle limit deviation shall be .

5.5.3 Combined limit deviation of speed and angle

To avoid large differences of impact energy, the maximum limit deviation for speed and angle shall not be combined. At the upper angle tolerance of + 1,5° the upper speed limit deviation is reduced to + 5 %, and at the angle limit deviation of – 1,0°the lower speed limit deviation is increased to + 2 %.The complete combined tolerance envelope is shown in Figure 2.The given limit deviations only serve to take account of different test installations or test procedures and are not intended to provide a spectrum from which the energy of the test may be chosen. In any case, the nominal values of Table 1 shall serve as a basis.

+70

–1,0°+1.5

Figure 2 — Envelope of combined tolerances


EN 1317-2:1998

9

5.6 Vehicle instrumentation

The minimum vehicle instrumentation for recording linear accelerations and angular velocities, consists of a set of three linear acceleration transducers, mutually orthogonal, aligned with the vehicle axis (longitudinal, transverse and vertical), optimally plus one angular rate transducer to record yaw rate.In accordance with EN 1317-1 the three accelerometers and the yaw rate sensor shall be mounted on a common block and placed as close to the vehicle centre of gravity as practical.Acceleration and angular velocity transducers and the relevant recording channels shall conform with ISO 6487, the frequency class being CFC 180.CFC 60 may be used for plotting graphical results.

5.7 Photographic coverage

Photographic coverage shall be sufficient to clearly describe barrier behaviour and vehicle motion during and after impact.High speed cameras shall be operated at a minimum of 200 frames per second.NOTE The minimum camera layout as shown in Figure 3 should be adopted for safety barrier testing.

The need for additional cameras should be considered to cover areas of special interest.

a) One panned camera at normal speed sited at right angles to the path of the vehicle.b) One or two overhead high-speed cameras, located in a way to cover the vehicle motion from at least 6 m before the impact point to a distance to record the performance of the safety barrier.c) One high speed camera looking over the safety barrier from a point behind impact in order to record the vehicle roll, vertical lift, penetration and sequence of action as the safety barrier is struck.d) One high speed camera looking along the barrier from the opposite end to the camera in item c).

NOTE For safety barriers and vehicle parapets to be mounted on bridges, retaining walls, or on other structures, the following quantities should be recorded with suitable instrumentation and included in the test report to provide useful information:

a) the time history of the highest forces and moments on the fixing points during the impact;b) the maximum lateral penetration of the wheels measured from the side facing the traffic after impact of the safety barrier.

5.8 Test report

The test report shall comply with the format given in EN 1317-1.

m is the distance between the camera and the impact point

Figure 3 — Layout of cameras for recording tests



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