by Wanda L. Menges and C. Eugene Buth · TEX ASTRA NSPOR TA TION INS TITU TE NCHRP REPORT 350 TESTS...

TEX ASTRA NSPOR TA TION INS TITU TE

NCHRP REPORT 350 TESTS 3-36 AND 3-30 OF THE WIDE REACT

by

Wanda L. Menges Associate Research Specialist

and

C. Eugene Buth Research Engineer

Contract No. 400001-WDR9-11

Sponsored by Roadway Safety Services, Inc.

June 1998

TEXAS TRANSPORTATION INSTITUTE THE TEXAS A & M UNIVERSITY SYSTEM

COLLEGE STATION. TEXAS

DISCLAIMER

The contents of this report reflect the views of the authors who are solely responsible for the facts and accuracy of the data, and the opinions, findings and conclusions presented herein. The contents do not necessarily reflect the official views or policies of the Roadway Safety Services, Inc., Safety Quest, Inc., The Texas A&M University System or Texas Transportation Institute. This report does not constitute a standard, specification, or regulation. In addition, the above listed agencies assume no liability for its contents or use thereof. The names of specific products or manufacturers listed herein does not imply endorsement of those products or manufacturers.

TECHNICAL REPORT DOCUMENTATION PAGE

\. Report No. 2. On~A<><~<ric<>&.. ~. ){.cipier.t'I c.!..ok>~ No:>.

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NCHRP REPORT 350 TESTS 3-36 AND 3-30 OF THE WIDE REACT June 1998 6. P.n~ Q-p . .rllzAti,.'tI C.,.Je

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Wanda L. Menges and C. Eugene Buth 400001-WDR9-11 9. r""f<>nnin;l Orpriu!;"'", No.-_ oM A;lJr ... 10. \\'",\:. lli! No.

Texas Transportation Institute The Texas A&M University System 11. C«Ua<!<'CGnnlN"

College Station, Texas 77843-3135 Contact No. 400001-WDR9-11 12. Sp..~ Atro:)' Nlme .",1 AM-e .. 13. Tn .. <>fR<port '-1>1 Pffi~J C.".-«oJ

Roadway Safety Service, Inc. Draft Final Report 80 Remington Boulevard March - May 1998 Ronkonkoma, NY 11779-6910 14. s,..~'li"O! ~y Code

IS. S.W.=.ttJ.lI)'N>!",

Name of contacting representative of Roadway Safety Service, Inc.: Rigg Warton General Manager

16. Abrtrnct

The purpose of the testing reported herein was to evaluate the Wide Reusable Energy Absorbing Crash Terminal (REACT) system using High-Molecular-WeightiHigh-Density-Polyethylene (HMWIHDPE) cylinders. The Wide REACT is a redirective, non-gating 100 km/h crash cushion that can be used to shield rigid structures up to 2.75 m wide.

During a previous study, the Wide REACT met all required criteria for NCHRP RepOit 350 test designations 3-30,3-31,3-33, and 3-38. The tests repOited herein were performed at the request of Federal Highway Administration. Per the request of FHWA, a modified version of NCHRP Report 350 test designation 3-36 was performed to evaluate occupant risk and vehicle trajectory criteria. NCHRP Report 350 test designation 3-30 was performed again under this study to assure the stability of the vehicle after impact. The Wide REACT performed satisfactorily for all required criteria specified for NCHRP Report 350 test designations 3-36 and 3-30.

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Crash cushions, median barriers, gores, end Copyrighted. treatments, terminals, crash testing, roadside safety

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Unclassified Unclassified 86

Form DOT F 1700.7 (8-69)

APPROXIMATE CONVERSIONS TO SI UNITS APPROXIMATE CONVERSIONS FROM SI UNITS

Symbol When You

Multiply by To Find Symbol Symbol When You Know Multiply by To Find Symbol Know

LENGTH LENGTH

In inches 25.4 millimeters mm mm millimeters 0.039 inches In ft feet 0.305 meters m m meters 3.28 feet ft yd yards 0.914 meters m m meters 1.09 yards yd

ml miles 1.61 kilometers km km kilometers 0.621 miles ml

AREA AREA

in2. square inches 645.2 square millimeters mm' mm' square millimeters 0.0016 square inches in2.

ft' square feet 0.093 square meters m' m' square meters 10.764 square feet ft' yd' square yards 0.836 square meters m' m' square meters , .195 square yards yd' ae acres 0.405 hectares ha ha hectares 2.47 acres ae mi2 square miles 2.59 square kilometers km' km' square kilometers 0.386 square miles mi2

VOLUME VOLUME

floz fluid ounces 29.57 milliliters mL mL milliliters 0.034 fluid ounces floz gal gallons 3.785 liters L L liters 0.264 gallons gal ft' cubic feet 0.028 cubic meters m' m' cubic meters 35.71 cubic feet ft' yd' cubic yards 0.765 cubic meters m' m' cubic meters 1.307 cubic yards yd'

-. III NOTE: Volumes greater than 1000 I shall be shown in m'. -. MASS MASS

0' ounces 28.35 grams g g grams 0.035 ounces 0' Ib pounds 0.454 kilograms kg kg kilograms 2.202 pounds Ib T short tons 0.907 megagrams Mg Mg megagrams 1.103 short tons T

(20001bl (or "'metric ton") (or Nt") (or "t") (or "metric ton"') (20001bl

TEMPERATURE TEMPERATURE

'F Fahrenheit 5(F-32)/9 or Celcius 'c 'C Celcius 1.8C+32 Fahrenheit 'F temperature (F·321!1.8 temperature temperature temperature

ILLUMINATION ILLUMINATION

fe foot-candles 10.76 lux Ix Ix lux 0.0929 foot-candles te II foot-Lamberts 3.426 candela/ml cd/m~ cd/m~ candela/ml 0.2919 foot-Lamberts II

FORCE and PRESSURE or STRESS FORCE and PRESSURE or STRESS

Ibt poundforce 4.45 newtons N N newtons 0.225 poundforce Ibf lbf/inl poundforce per 6.89 kilopascals kPa kPa kilopascals 0.145 poundforce per Ibflin2

square inch square inch

he symbol for the InternatJonal System of Units. Appropri rounding should be made to comply with Section 4 of ASTM E3S0.

TABLE OF CONTENTS

I. INTRODUCTION ............................................... 1

II. STUDY APPROACH ............................................ 3 TEST ARTICLE ............................................... 3 CRASH TEST MATRIX AND EVALUATION CRITERIA ................ 4

Test Conditions ............................................. 4 Evaluation Criteria . . . . . . . . . . . . . . . . . . . . . . . . . . . . ... . . . . . . . . . . . . . 8

III. CRASH TEST RESULTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 11 TEST 400001-WDRIO (NCHRP Report 350 test no. 3-36) ................ 11

Test Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 11 Damage to Test Installation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 14 Vehicle Damage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 14 Occupant Risk Values ......................................... 14

TEST 400001-WDRll (NCHRP Report 350 test no. 3-30) ................ 20 Test Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 Damage to Test Installation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 Vehicle Damage ........ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 Occupant Risk Values ........................................ 24

IV. SUMMARY OF FINDINGS AND CONCLUSIONS ..................... 31 SUMMARY OF FINDINGS . . . . . . . . . . . . . . . . . . . . . . . . ... . . . . . . . . . . . . 31 CONCLUSIONS ... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31

APPENDIX A. INSTALLATION DETAILS AND MATERIAL PROPERTIES .... 35

APPENDIX B. CRASH TEST AND DATA ANALYSIS PROCEDURES ......... 49 Electronic Instrumentation and Data Processing . . . . . . . . . . . . . . . . . . . . . 49 Anthropomorphic Dummy Instrumentation ......................... 50 Photographic Instrumentation and Data Processing .................. 50 Test Vehicle PropUlsion and Guidance ............................ 50

APPENDIX C. VEHICLE PROPERTIES ............................... 51

APPENDIX D. SEQUENTIAL PHOTOGRAPHS . . . . . . . . . . . . . . . . . . . . . . . . . . 59

APPENDIX E. VEHICLE ANGULAR DISPLACEMENTS .................... 67

APPENDIX F. VEHICLE ACCELEROMETER TRACES ................... 71

REFERENCES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79

iii

LIST OF FIGURES

Figure No. Page

1 Details of the Wide REACT installation ............................ 5 2 Wide REACT installation before test 400001-WDRI0 and WDR11 ......... 6 3 Anchorage before test 400001-WDRI0 and WDR11 .................... 7 4 Vehicle/installation geometrics for test 400001-WDRI0 ................ 12 5 Vehicle before test 400001-WDRI0 .............................. 13 6 After impact trajectory for test 400001-WDRI0 ...................... 15 7 Installation after test 400001-WDRI0 ............................. 16 8 Vehicle after test 400001-WDRI0 ............................... 17 9 Interior of vehicle for test 400001-WDRlO ......................... 18

10 Summary of results for test 400001-WDRlO, NCHRP Report 350 test 3-36 ... 19 11 Wide REACT installation before test 400001-WDRll ................. 21 12 Vehicle/installation geometrics for test 400001-WDRll ................ 22 13 Vehicle before test 400001-WDRll .............................. 23 14 After impact trajectory for test 400001-WDRll ...................... 25 15 Installation after test 400001-WDRll ............................. 26 16 Vehicle after test 400001-WDRll ............................... 27 17 Interior ofvehic1e for test 400001-WDRll ......................... 28 18 Summary of results for test 400001-WDRll, NCHRP Report 350 test 3-30 ... 29 19 Vehicle properties for test 400001-WDRlO ......................... 52 20 Vehicle properties for test 400001-WDRll .......................... 55 21 Sequential photographs for test 400001-WDRI0

(overhead and frontal views) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60 22 Sequential photographs for test 400001-WDRI0

(right oblique view) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62 23 Sequential photographs for test 400001-WDRll

(overhead and frontal views) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63 24 Sequential photographs for test 400001-WDRll

(rear view) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65 25 Vehicle angular displacements for test 400001-WDRIO . . . . . . . . . . . . . . . . . 68 26 Vehicle angular displacements for test 400001-WDRII ................. 69 27 Vehicle longitudinal accelerometer trace for test 400001-WDRI0 .......... 72 28 Vehicle lateral accelerometer trace for test 400001-WDRI 0 . . . . . . . . . . . . . . 73 29 Vehicle vertical accelerometer trace for test 400001-WDRI0 ............. 74 30 Vehicle longitudinal accelerometer trace for test 400001-WDRll .. . . . . . . . . 75 31 Vehicle lateral accelerometer trace for test 400001-WDRll .' ............. 76 32 Vehicle vertical accelerometer trace for test 400001-WDRll ............. 77

iv

LIST OF TABLES

Table No. Page

1 Performance evaluation summary for test 400001-WDRIO, NCHRP Report 350 Test 3-36 .................................. 32

2 Performance evaluation summary for test 400001-WDRll, NCHRP Report 350 Test 3-30 .................................. 33

3 Exterior crush measurements for test 400001-WDRIO .................. 53 4 Occupant compartment measurements for test 400001-WDRIO ............ 54 5 Exterior crush measurements for test 400001-WDRll .................. 56 6 Occupant compartment measurements for test 400001-WDRll ............ 57

v

I. INTRODUCTION

The REACT (Reusable Energy Absorbing Crash Terminal) 350 family of crash cushions uses High-Molecular-WeightlHigh-Density-Polyethylene (HMWIHDPE) as the energy absorbing component of the installation. This polymer possesses the following favorable material characteristics:

• High stiffness, • High abrasion resistance, • High chemical corrosion and ultraviolet radiation resistance, • High moisture resistance, • High ductility, • High toughness, • High tensile strength, and • High impact resistance over a wide temperature range.

As a result, an HMWIHDPE cylinder can dissipate large amounts of kinetic energy, undergo significant deformations and strains without fracturing, and then essentially regain its original shape and energy dissipation potential on removal of the load.

Cylinders are cut from production-run HDPE developed for use as pipe. Valying wall thicknesses provided different energy dissipation capabilities, providing different resistance to collapse when laterally loaded. Previous narrow systems tested and approved for use on Federal-Aid projects include units for test speeds of 70 kmlh (45 mi/h), 88 kmJh (55mi/h), and 100 kmJh (62 mi/h).

In order for any device to be used on Federal-Aid projects, the device should meet recommendations of National Cooperative Highway Research Program (NCHRP) Report 350.(1) The purpose of the testing reported herein was to evaluate a new Wide REACT system using the HMWIHDPE cylinders. The Wide REACT is designed to shield rigid structures up to 2.75 m wide.

Under a previous study, the Wide REACT performed acceptably for criteria specified for NCHRP Report 350 test designations 3-31, 3-33, 3-30 and 3-38.(2) Two additional tests were performed under this contact, NCHRP Report 350 test designations 3-36 (modified per Federal Highway Administration (FHWA)) and a repeat of test designation 3-30. The Wide REACT performed satisfactorily according to all required criteria specified in NCHRP Report 350 for test designations 3-36 and 3-30.

1

II. STUDY APPROACH

TEST ARTICLE

The Wide REACT system contains three basic components: HMWIHDPE cylinders, support anchor tracks, and redirective cables with rear anchors. Beginning with the nose of the device as row 1, the wall thickness schedule for the system is as follows:

Row No. O.D. Thickness

1 915 mm (36 in) 25 mm (1.0 in)

2 915 mm (36 in) 15 mm (0.6 in)

3 915 mm (36 in) 15 mm (0.6 in)

4 915 mm (36 in) 15 mm (0.6 in).

5 915 mm (36 in) 15 mm (0.6 in)

6 915 mm (36 in) 25 mm (1.0 in)

7 915 mm (36 in) 30 mm (1.2 in)

8 915 mm (36 in) 37 mm (1.5 in)

The steel undercarriage mirrors the previously tested narrow anchorage. Both 75 mm x 75 mm (3 in x 3 in) and 75 mm x 150 mm (3 in x 6 in) angles are secured to the surface by 19 mm (0.75 in) diameter x 203 mm (8 in) long mechanical wedge type anchors. Additional redirective effort is provided by the 38 mm (1.5 in) diameter steel rod and chain anchors under the last four rows of the device.

Two continuous 19 mm (0.75 in) cables with swaged threaded anchors on one end and wedge type anchors on the other end provide significant redirective capabilities for each side. Cable one, the lowest cable, begins at the rear of the device 406 mm (16 in) above ground, passes through cable straps on cylinders in rows 3, 5, and 7, passes around the front 50 mm (2 in) anchor pin and returns to the rear of the device 711 mm (28 in) above ground level. In similar fashion, cable two begins 559 mm (22 in) above ground and returns 864 mm (34 in) above ground level. The rear cable anchor consists of 50 mm (2 in) Schedule 40 pipes welded to 13 mm (0.5 in) plate and anchored with 19 mm (0.75 in) bolts. A rigid strut manufactured from 50 x 50 x 5 mm (2 x 2 x 0.1875 in) square tubing spans between the cables on both sides of the system. The strut transfers load to opposite side cables when the Wide REACT is impacted in a redirective fashion.

3

Details of the installation used in tests WDRI0 and WDRII are shown in figure 1. Photographs of the installation as tested are shown in figures 2 and 3. All bolts used throughout all systems are grade 2. Material properties for the cylinders -and the steel parts are shown in appendix A.

CRASH TEST MATRIX AND EVALUATION CRITERIA

Test Conditions

In accordance with requirements set forth in NCHRP Report 350, the following eight crash tests are required to evaluate the impact performance of a non-gating crash cushion at test level 3:

NCHRP Report 350 test designation 3-30: An 820-kg passenger car impacting the crash cushion end on at a nominal speed of 100 kmIh. The centerline of the crash cushion is aligned with the front quarter point of the vehicle. The test is intended primarily to evaluate occupant risk and vehicle trajectory criteria:

NCHRP Report 350 test designation 3-31: A 2000-kg pickup truck impacting the crash cushion end on at a nominal speed of 100 kmIh. The centerline of the crash cushion is aligned with the centerline of the vehicle. The primary objective of this test is to evaluate the capacity of the crash cushion to absorb the kinetic energy of the 2000P vehicle (structural adequacy criteria) in a safe manner (occupant risk criteria).

NCHRP Report 350 test designation 3-32: An 820-kg passenger car impacting the crash cushion end on at a nominal speed and angle of 100 kmIh and 15 degrees. The centerline of the nose of the crash cushion is aligned with the centerline of the vehicle. The test is intended primarily to evaluate occupant risk and vehicle trajectory.

NCHRP Report 350 test designation 3-33: A 2000-kg pickup truck impacting the crash cushion end on at a nominal speed and angle of 100 kmIh and 15 degrees. The centerline of the nose is aligned with the centerline of the vehicle. The test is intended primarily to evaluate occupant risk and vehicle trajectory.

NCHRP Report 350 test designation 3-36: An 820-kg passenger car impacting the crash cushion at the beginning of length of need at a nominal speed and angle of 100 kmIh and 15 degrees. The test is intended primarily to evaluate occupant risk and vehicle trajectory.

NCHRP Report 350 test designation 3-37: A 2000-kg pickup truck impacting the crash cushion at the beginning of length of need at a nominal speed and angle of 100 kmIh and 15 degrees. The test is intended primarily to evaluate structural

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Figure 1. Details of the Wide REACT installation.

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Figure 2. Wide REACT installation before test 400001-WDRlO and WDRl1.

6

Figure 3. Anchorage before test 40000!-WDRlO and WDR!1.

7

adequacy and vehicle trajectory, as well as redirectional capability of the device for impacts at or near the nose.

NCHRP Report 350 test designation 3-38: A 2000-kg pickup truck impacting the crash cushion at the critical impact point (CIP) at a nominal speed and angle of 100 km/h and 20 degrees. The test is intended to evaluate the redirectional capability of the crash cushion (structural adequacy, potential for snagging) and vehicle trajectory.

NCHRP Report 350 test designation 3-39: A 2000-kg pickup truck impacting the crash cushion at the midpoint at a nominal speed and angle of 100 km/h and 20 degrees. The test is intended primarily to evaluate structural adequacy and vehicle trajectory for a reverse hit.

Four of these NCHRP Report 350 tests were performed under a previous contract and are as follows: NCHRP Report 350 test designation 3-30,3-31,3-33, and 3-38. In all these tests the Wide REACT performed acceptably. NCHRP Report 350 test designation 3-36 (test 400001-WDRI0) and a repeat of test designation 3-30 (test 400001-WDRll) were performed under this contract and are reported herein. It should be noted that the impact point for NCHRP report 350 test designation 3-36 was chosen by FHWA.

Evaluation Criteria

The crash tests performed were evaluated in accordance with the criteria presented in NCHRP Report 350. As stated in NCHRP Report 350, "Safety performance of a highway appurtenance cannot be measured directly but can be judged on the basis of three factors: structural adequacy, occupant risk, and vehicle trajectory after collision." Accordingly, the following safety evaluation criteria from table 5.1 of NCHRP Report 350 were used to evaluate the crash tests reported herein:

• Structural Adequacy

A. For test 3-36: Test article should contain and redirect the vehicle; the vehicle should not penetrate, underride, or override the installation although controlled lateral deflection of the test article is acceptable.

C. For test 3-30: Acceptable test article performance may be by redirection, controlled penetration, or controlled stopping of the vehicle.

8

• Occupant Risk

D. Detached elements, fragments 01' other debris from the test article should not penetrate 01' show potential for penetrating the occupant compaliment, or present an undue hazard to other traffic, pedestrians, or personnel in a work zone. Deformation of, or intrusions into, the occupant compartment that could cause serious injuries should not be permitted.

F. The vehicle should remain upright during and after collision although moderate roll, pitching and yawing are acceptable.

H. Occupant impact velocities should satisfy the following:

Longitudinal and Lateral Occupant Impact Velocity - mls Preferred Maximum

9 12

1. Occupant ridedown accelerations should satisfy the following:

Longitudinal and Lateral Occupant Ridedown Accelerations - g's Preferred Maximum

15 20

• Vehicle Trajectory

K. After collision it is preferable that the vehicle's trajectory not intrude into adjacent traffic lanes.

M. For test 3-36: The exit angle from the test article preferably should be less than 60 percent of the test impact angle, measured at time of vehicle loss of contact with the test device.

N. For test 3-30: Vehicle trajectory behind the test article is acceptable.

The crash test and data analysis procedures were in accordance with guidelines presented in NCHRP Report 350. Brief descriptions of these procedures are presented in appendix B.

9

III. CRASH TEST RESULTS

TEST 400001-WDRIO (NCHRP Report 350 test no. 3-36)

A 1993 Geo Metro, shown in figures 4 and 5, was used for the crash test. Test inertia weight of the vehicle was 820 kg, and its gross static weight was 896 kg. The height to the lower edge of the vehicle bumper was 370 mm and it was 510 mm to the upper edge of the bumper. Additional dimensions and information on the vehicle are given in appendix C, figure 19. The vehicle was directed into the installation using the cable reverse tow and guidance system, and was released to be free-wheeling and unrestrained just prior to impact.

The test was performed the morning of April 22, 1998. A total of 15 mm of rain had fallen the night before but would not affect the test as the Wide REACT was installed on concrete. No other rain was recorded for the previous ten days. Weather conditions at the time of testing were as follows: Wind Speed: 6 kmlh; Wind Direction: 10 degrees with respect to the vehicle (vehicle traveling nOlihinorthwesterly); Temperature: 18°C; Relative Humidity: 42 percent.

Test Description

The referenc.e for I wind direcllon Is 90' vehicle li~ed 05

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Contact with the cables of the system occurred 0.010 s before the vehicle contacted the cylinders. The vehicle, traveling at 97.8 kmlh, impacted the Wide REACT cylinders at 14.7 degrees with contact of the front corner of the bumper at the interface of cylinders 1 and 2. Movement of cylinders in rows 2 and 3 on the right side began shortly after impact. By 0.022 s the nose cylinder moved, followed by the cylinder in row 2 on the opposite side of impact. The cylinder in row 4 on impact side moved at 0.035 s and the cylinder in the third row on the side opposite impact moved at 0.037 s. The cylinders began to shift to the side opposite impact and at 0.065 s the cylinder in row 4 on the opposite side and row 5 on the impact side moved. At 0.079 s, the structural frame between rows 4 and 5 moved forward followed by the cylinder in row 6 on the impact side and the cylinder in row 5 on the opposite side. The upper pali of the cylinder in row 2 on the impact side contacted the vehicle near the upper left corner of the windshield at 0.113 s. At 0.122 s the cylinder in row 4 on the impact side was crushed completely. As the vehicle continued forward, the remaining cylinders moved. At 0.161 s, the cylinder in row 5 on the impact side was crushed completely and at 0.293 s, the cylinder in row 5 on the opposite side was crushed. The vehicle then began to rebound out of the system and lost contact at 1.023 s after impact. As it traveled back, the speed of the vehicle was 19.6 kmIh and it was at a 46.2 degree angle to the system. Brakes on the vehicle were not applied, and the vehicle rolled back and subsequently came to rest 0.9 m forward of impact and 1.8 m to the right side. Sequential photographs of the collision period are shown in appendix C, figures 21 and 22.

11

Figure 4. Vehicle/installation geometries for test 400001-WDRIO.

12

Figure 5. Vehicle before test 400001-WDRIO.

13

Damage to Test Installation

The Wide REACT sustained minor damage as shown in figures 6 and 7. The first three rows of cylinders on the right side were scuffed and the row 2 cylinder on the right side was cut near the ground frame. The structural frame between rows 4 and 5 and the interior straps in the row 2 cylinders were slightly deformed. Maximum dynamic deflection of the cushion was 3.39 m and maximum permanent residual deformation was 0.43 m. The front of the system was also shifted 0.44 m to the left. Both cylinders in row 3 were replaced for the next test and the structural frame was straightened. All other parts were reused.

Vehicle Damage

Damage to the vehicle is shown in figure 8. Structural damage consisted of deformation in the roof and driver side door frame caused by contact with cylinder 2. This contact also caused the windshield to shatter near the A-pillar. The hood and front quarter panels were pushed down. Other damage included the front bumper, grill, left door and glass, left front tire, and left rear tire and wheel rim. Maximum crush to the exterior of the vehicle was 165 mm at the left front corner at bumper height. Maximum deformation of the occupant compartment was 44 mrn (4% reduction of space) in the driver door area. The interior of the vehicle is shown in figure 9. Exterior crush and occupant compartment measurements are reported in appendix B, tables 3 and 4.

Occupant Risk Values

Data from the accelerometer located at the vehicle center of gravity were digitized for evaluation of occupant risk and were computed as follows. In the longitudinal direction, the occupant impact velocity (mV) was 12.0 mls at 0.120 s, the highest O.OlO-s occupant ridedown acceleration was -9.7 g's from 0.120 to 0.130 s, and the maximum 0.050-s average acceleration -13.2 g's between 0.077 and 0.127 s. Data from the rear accelerometers were also analyzed as a check on the longitudinal mv. The longitudinal OIV on the rear accelerometer was 11.7 mls at 0.124 sand ridedown acceleration was -9.1 g's from 0.180 to 0.190 s. In the lateral direction (at the center of gravity), the mv was 3.8 mls at 0.153s, the highest 0.010-s occupant ridedown acceleration was 2.8 g's from 0.148 to 0.158 s, and the maximum 0.050-s average was 4.4 g's between 0.017 and 0.067 s. These data and other pertinent information from the test are summarized in figure 10. Vehicle angular displacements are displayed in appendix E, figure 25. Vehicular accelerations versus time traces are presented in appendix F, figures 27 through 29.

14

Figure 6. After impact trajectory for test 400001-WDRIO.

15

Figure 7. Installation after test 400001-WDRI0.

16

Figure 8. Vehicle after test 400001-WDRlO.

17

After test

Figure 9. Interior of vehicle for test 400001-WDRI O.

18

0.000 s

General Information

14.7 de ~.8 m

I

0.124 s

to Test Agency . ........ " Texas Transportation Institute Test No ............ '" 400001-WDR10 Date ................ 04/22/98

Test Article Type ......... "...... Crash Cushion Name or Manufacturer . . .. Wide REACT Installation Length (m) .... 7.1 m Material or Key Elements " Fifteen polyethylene cylinders

of various densities Soil Type and Condition ..... 76 rnm deep concrete pad, dry Test Vehir;:le

Type ................ Production Designation . ...... " .. " 820C Model ............... 1993 Geo Metro Mass (kg) Curb . ...... " 744

Test Inertial "'" 820 Dummy... .... 76 Gross Static . . " 896

0.447 s 0.993 s

,."-'1'''>: I

lS Itt' 'f 'f ;::. Jr\ /\ /\

15''''1 \::.....-1 "\

'( flv" Y V . !¥'- L1.. 11-\ ;\.. ;\..

Impact Conditions Speed (km/h) ........... 97.8 Angle (deg) . . . . . . . .. . . .. 14.7

Exit Conditions Speed (km/h) ........... 19.6 Angle (deg) ........... " 46.2

Occupant Risk Values Impact Velocity (m/s)

x-direction. . . . . . . . . . . .. 12.0 y-direction ............ 3.8

THIV (km/h) ............ 44.8 Ridedown Acceletations (9'S)

x-direction ... ........ .. -9.7 v-direction ............ .

PHD (g's) ............. . ASI ................. . Max. 0.050-s Average (g's)

x-direction ............ . v-direction . ........... . z-direction ............ .

2.8 9.3 1.2

-13.2 4.4

-2.4

~

Test Article Deflections (m) Dynamic. . . . . . . . . . . . .. 3.39 Permanent ............ 0.43

Vehicle Damage Exterior

VDS . . . . . . . . . . . . . .. 12FD3 CDC . . . . . . . . . . . . . .. 12FDEW3

Maximum Exterior Vehicle Crush (mm) .... 165

Interior OCDI .............. FS0000100

Max. Dcc. Compart. Deformation (mm) ..... 44

Post-Impact Behavior (during 1.0 s after impact) Max. Vaw Angle (deg) .... -31 Max. Pitch Angle (deg) . . .. -28 Max. Roll Angle (deg) .... -30

Figure 10. Summary of results for test 40000l-WDRlO, NCHRP Report 350 test 3-36.

~

TEST 400001-WDRll (NCHRP Report 350 test no. 3-30)

The Wide REACT installation was repaired as shown in figure 11 and used for the second test. The row 3 cylinders were replaced and the structural frame between rows 4 and 5 was straightened. A 1994 Geo Metro, shown in figures 12 and 13, was used for this crash test. Test inertia weight of the vehicle was 820 kg, and its gross static weight was 895 kg. The height to the lower edge of the vehicle bumper was 230 mm and it was 530 mm to the upper edge of the bumper. Additional dimensions and information on the vehicle are given in appendix C, figure 20. The vehicle was directed into the installation using the cable reverse tow and guidance system, and was released to be free-wheeling and umestrained just prior to impact.

The test was performed the morning of May 15, 1998. No rain was recorded for the ten days prior to the test. Weather conditions at the time of testing were as follows: Wind Speed: 13 km/h; Wind Direction: 160 degrees with respect to the vehicle (vehicle traveling north/northwesterly); Temperature: 28°C; Relative Humidity: 68 percent.

Test Description

The reference for I wind direction Is 90' vehicle f1xed as

'~:':E02JjJ"7s0-1270 ' '

The vehicle, traveling at 98.2 km/h, impacted the nose of the Wide REACT at 0 degree with the right quarter point of the vehicle aligned with the centerline of the Wide REACT system. Shortly after impact cylinder 1 moved and at 0.015 s the second row of cylinders moved. The cylinders in row 3 moved at 0.027 s, and the cylinders in row 4 moved at 0.042 s (right side) and 0.051 s (left side). The structural frame between rows 4 and 5 moved forward at 0.061 s. At 0.066 s the cylinder on the left side of row 5 moved and the cylinder in row 2 on the right side contacted the cables connecting the two rows. At 0.068 s the cylinder on the right side of row 5 moved. By 0.071 the cylinder on the left side of row 2 was complete crushed on the lower portion and at 0.73 s the cylinder contacted the cross cables. The cylinder on the right side of row 2 completely crushed on the lower portion at 0.090 s and the cylinder on the left side of row 3 was crushed on the lower portion at 0.093 s. Cylinders in row 6 moved at 0.096 s, in row 7 at 0.115 s and the last row at 0.125 s. At 0.129 s the cylinder on the left side of row 3 completely crushed at the top portion and at 0.139 s the cylinder on the left side of row 2 completely crushed at the top portion. The cylinder on the left side of row 5 crushed at 0.203 s and the one on the right side of row 5 at 0.234 s. At 0.349 s the cylinder on the right side of row 4 crushed completely. Forward motion of the vehicle ceased at 0.381 s and the vehicle began to rebound. The vehicle lost contact with the Wide REACT at 1.637 s and was traveling backwards at a speed of 13.4 km/h and was 22.4 degrees to the centerline. Brakes on the vehicle were not applied, and the vehicle subsequently rolled back and came to rest 5.7 m forward of impact and 6.4 m to the left side (distance from centerline of Wide REACT to center of gravity of the vehicle). The distance from the front of the vehicle to the edge of the Wide REACT was 3.3 m. Sequential photographs of the collision period are shown in appendix D, figures 23 and 24.

20

--0:::

~ , -0 0 0 0 '1"

~ <!) .., <!) ....

<B <!)

.0 ~ 0 o~

1\1 ~

,r

] oS f-<

~ (' ~

<!)

'0 o~

~ ~

~

o~ ~

21

Figure 12. Vehicle/installation geometries for test 400001-WDRll.

22

Figure 13. Vehicle before test 400001-WDRl1.

23

Damage to Test Installation

Damage to the Wide REACT system was minor as shown in figures 14 and 15. The first three cylinders at the nose were scuffed and the cylinders in row 5 were deformed. The threaded ground rod on the left side was pulled inward 32 mm. Maximum dynamic deflection during the test was 3.81 m and maximum residual deformation was 0.65 m. All cylinders were reusable. .

Vehicle Damage

The vehicle received damage across the front of the vehicle as shown in figure 16. Structural damage included the transmission housing, engine SUppOltS, oil pan, roof and the A-pillar on the right side. Also damaged were the bumper, hood, fan, radiator, left and right front quarter panels, left and right doors and the windshield was shattered near the right A-pillar. Maximum exterior crush to the vehicle was 160 mm on each side of the front of the vehicle at bumper height. The maximum deformation into the occupant compaliment was 15 mm (2% reduction of space) in the driver door area. The interior of the vehicle is shown in figure 17. Exterior crush and occupant compartment measurements are shown in appendix B, tables 5 and 6.

Occupant Risk Values

Data from the accelerometer located at the vehicle center-of-gravity were digitized for evaluation of occupant risk and were computed as follows. In the longitudinal direction, the occupant impact velocity was 8.9 mls at 0.129 s, the highest 0.010-s occupant ridedown acceleration was -18.9 g's from 0.245 to 0.255 s, and the maximum 0.050-s average acceleration -11.9 g's between 0.337 and 0.387 s. No occupant contact occurred in the lateral direction. The maximum lateral 0.050-s average was -2.3 g between 0.013 and 0.063 s. These data and other pertinent information from the test are summarized in figure 18. Vehicle angular displacements are displayed in appendix E, figure 26. Vehicular accelerations versus time traces are presented in appendix F, figures 30 through 32.

24

Figure 14. After impact trajectory for test 400001-WDR11.

25

Figure 15. Installation after test 400001-WDRl1.

26

Figure 16. Vehicle after test 400001-WDR11.

27

Before test

After test

Figure 17. Interior of vehicle for test 400001-WDR11.

28

0.000 s 0.124 s

"' •.•• 5.7m t)~ 6,4 m

, -""!.~~., L~I~I~~

General Information ~ Test Agency" ... " . . . . .. Texas Transportation Institute

Test No .••..••...••.•• 400001-WDR11 Date ...•..••......•• 05/15/98

Test Article Type .".............. Crash Cushion Name or Manufacturer . . .. Wide REACT Installation Length (m) .... 7.1 m Material or Key Elements .. Fifteen polyethylene cylinders

of various densities Soil Type and Condition ..... 76 mm deep concrete pad, dry Test Vehicle

Type ..... ".......... Production Designation. . . . . . . . . . .. 820C Model ............... 1994 Geo Metro Mass (kg) Curb . . . . . . . .. 748

Test Inertial .. .. 820 Dummy ..... ". 75 Gross Static. . .. 895

0.447 s

Impact Conditions Speed (km/h) .......... . Angle (deg) ............ .

Exit Conditions Speed (km/h) .......... . Angle (deg) ............ .

Occupant Risk Values Impact Velocity (m/s)

x·direction ............ . v-direction ... " ....... .

THIV (km/h) ........... . Ridedown Acceleration~ (g's)

x-direction ............ . v-direction ............ .

PHD (g's) ..•...•..••.•.

ASI ................. . Max. 0.050-s Average (9'S)

x-direction . . " " ........ . v-direction .. .... " ..... . z-direction .. .... " .. " " ..

r . f(

r:;'-I ./ '<....1

'<.......-

98.2 o

13.4 22.4

8.9

' .. ~.

No contact 32.1

'18.9 No contact 37.4 1.0

-11.9 ·2.3 ·3.6

0.993 s

",-,~""1]

IW J A J)"\. A J\. .

ifl>! V V ,

Test Article Deflections (m) Dynamic .. ..... " . . . . .. 3.81 Permanent ..... "...... 0.65

Vehicle Damage Exterior

VDS . . . . . . . . . . . . . .. 12FD3 CDC . . . . . . . . . . . . . .. 12FDEW3

Maximum Exterior Vehicle Crush (mml .".. 160

Interior OCDI .............. FSOOOOOOO

rv'!ax. Occ. Compart. Deformation (mm) .. "". 15

PosHmpact Behavior (during 1.0 s after impact) Max. Yaw Angle (deg) . . .. 7 Max. Pitch Angle (deg) . . .. -4 Max. Roll Angle (deg) .. ". 5

Figure 18. Summary of results for test 400001-WDRll, NCHRP Report 350 test 3-30.

1 J

IV. SUMMARY OF FINDINGS AND CONCLUSIONS

SUMMARY OF FINDINGS

During NCHRP Report 350 test designation 3-36, the Wide REACT brought the vehicle to a controlled stop. The vehicle did not penetrate, underride, or override the installation. No detached elements, fragments, or other debris were present to penetrate or to show potential for penetrating the occupant compartment, or to present undue hazard to others in the area. Maximum deformation of the occupant compartment was 44 mm (4% reduction) at the driver side door. The vehicle remained upright during and after the collision period. The longitudinal occupant impact velocity was at the limit specified in NCHRP Report 350, and the remaining occupant risk factors were well below the limits. The vehicle did not intrude into adjacent traffic lanes. Exit angle at loss of contact was 46.2 degrees, however the vehicle was rebounding and came to rest adjacent to the nose of the Wide REACT system.

The Wide REACT brought the vehicle to a controlled stop during NCHRP RepOlt 350 test designation 3-30. No detached elements, fragments, or other debris were present to penetrate or to show potential for penetrating the occupant compartment; or to present undue hazard to others in the area. Maximum deformation of the occupant compartment was 15 mm (2% reduction) at the right firewall area. The vehicle remained upright during and after the collision period. Occupant risk factors were within the limits specified in NCHRP Report 350. Minimal intrusion into adjacent traffic lanes occurred as the vehicle came to rest 6.4 m to the side of the installation (or 3.3 m from the edge of the Wide REACT to the front of the vehicle).

CONCLUSIONS

The Wide REACT performed satisfactorily according to all required criteria specified in NCHRP Report 350 for test designations 3-36 and 3-30.

31

Vol tv

Table 1. Perfonnance evaluation sununary for test 400001-WDRIO, NCHRP Report 350 Test 3-36.

Test Agency: Texas Transportation Institute Test No.: 400001-WDRlO Test Date: 04/22/98

NCHRP Report 350 Evaluation Criteria Test Results Assessment

Structural Adeguacy

A. Test article should contain and redirect the vehicle; the vehicle The Wide REACT brought the vehicle to a controlled stop. should not penetrate, underride, or override the installation The vehicle did not penetrate, underride, or override the

Pass although controlled lateral deflection of the test article is installation. acceptable.

Occupant Risk

D. Detached elements, fragments or other debris from the test No detached elements, fragments, or other debris were article should not penetrate or show potential for penetrating the present to penetrate or to show potential for penetrating the occupant compartment, or present an undue hazard to other occupant compartment, or to present undue hazard to others

Pass traffic, pedestrians, or personnel in a work zone. Deformations in the area. Maximum deformation of the occupant of, or intrusions into, the occupant compartment that could cause compartment was 44 mm (4% reduction) at the driver side serious injuries should not be permitted. door.

F. The vehicle should remain upright during and after collision The vehicle remained upright during and after the collision Pass

although moderate roll, pitching and yawing are acceptable. period.

H. Occupant impact velocities should satisfy the following:

Occupant Velocity Limits (mls) Longitudinal occupant impact velocity = 12.0 mls Pass

Component Preferred Maximum Lateral occupant impact velocity = 3.8 mls

Longitudinal and lateral 9 12

1. Occupant ridedown accelerations should satisfy the following:

Occupant Ridedown Acceleration Limits (g's) Longitudinal ridedown acceleration = -9.7 g's Pass

Component Prefe>Ted Maximum . Lateral ridedown acceleration = 2.8 g's


Vehicle TrajectolY

K. After collision it is preferable that the vehicle's trajectory not The vehicle did not intrude into adjacent traffic lanes. Pass*

intrude into adjacent traffic lanes.

M. The exit angle from the test article preferably should be less Exit angle at loss of contact was 46.2 degrees; however, the than 60 percent of test impact angle, measured at time of vehicle vehicle was rebounding, not redirecting, and came to rest N/A* loss of contact with test device. adjacent to the nose of the Wide REACT system.

Criterion K and M are preferable, not required.

'-'-' '-'-'

Table 2. Performance evaluation summary for test 400001-WDRll, NCHRP Report 350 Test 3-30.

Test Agency: Texas Transportation Institute Test No.: 400001-WDRll Test Date: 05/15/98

NCHRP Report 350 Evaluation Criteria Test Results Assessment

Structural Adeguac)::

C. Acceptable test article performance may be by redirection, The Wide REACT brought the vehicle to a controlled stop. Pass

controlled penetration, or controlled stopping of the vehicle.

Occupant Risk

D. Detached elements, fragments or other debris from the test article No detached elements, fragments, or other debris were should not penetrate or show potential for penetrating the present to penetrate or to show potential for penetrating the occupant compartment, or present an undue hazard to other occupant compartment, or to present undue hazard to others

Pass traffic, pedestrians, or personnel in a work zone. Deformations in the area. Maximum deformation of the occupant of, or intrusions into, the occupant compartment that could cause compartment was 15 mm (2% reduction) at the right serious injuries should not be permitted firewall area.

F. The vehicle should remain upright during and after collision The vehicle remained upright during and after the collision Pass although moderate roll, pitching and yawing are acceptable. period.

H. Occupant impact velocities should satisfY the following:

Occupant Velocity Limits (mls) Longitudinal occupant impact velocity ~ 8.9 mls Component Preferred Maximum No contact in the lateral direction. Pass


L Occupant ridedown accelerations should satisfY the following:

Occupant Ridedown Acceleration Limits (g's) Longitudinal ridedown acceleration ~ -18.9 g's Pass

Component Preferred Maximum No contact in the lateral direction.


Vehicle TrajectolY

K. After collision it is preferable that the vehicle's trajectory not Minimal intrusion into adjacent traffic lanes occurred as the intrude into adjacent traffic lanes. vehicle carne to rest 6.4 m to the side of the installation (or

Fail* 3.3 m from the edge of the Wide REACT to the front of the vehicle).

N. Vehicle trajectory behind the test article is acceptable. The vehicle carne to rest to the side and front of the N/A installation.

Criterion K is preferable, not required.

APPENDIX A. INSTALLATION DETAILS AND MATERIAL PROPERTIES

PE 3408 Extra High Molecular Weight (EHMW) High Density Polyethylene Industrial Piping System

.-'\

,-_,'_;c-~, ,'-;,-- ·",,-1.:i-.~~·

PLEXCO is a leading producer of polyethylene pipe systems

and extruded seamless polyethylene coating for underground metal pipe

PLEXCO, Incorporaled was founded in 1931 as Pipe Line Service Company, and brings more Ihan 55 years of experience 10 Ihe many pipe· using induslries in Ihe Unlled Siaies and abroad.

PLEXCO's original line of business was applying bilumlnous prolectlve coatings to sleel pipe, By 1960, this product line was expanded to Include aseamless, high density polyethylene pipe coating system,

In 1970, PLEXCO entered the polyethylene pipe market to serve the pipe and fittings requirements of gas distribution, gas gathering, and production Industries throughout the United States, Today, PLEXCO Is one of the leading suppliers to these users.

PLEXCO has continued to grow in response to tlje demand for high quality piping products, Today, PLEXCO operates nine manufacturing plants for pipe coatings, polyethylene pipe, molded and

fabricated fittings, custom polyethylene fabrications, and custom extruded and molded plastic parts. The PLEXCO polyethylene pipe product line includes pipe and tubing from %" 00 through 54" OD PE 3408 pipe, molded fittings and standard fabricated fittings through 54" DO, and custom pipe fabrications such as manholes. catch basins, headers, and distribution manifolds. All PLEXCO products - pipe, moldings, standard and custom fabrications - are engineered to meet the full performance requirements of the system, and are manufactured In-house under stringent PLEXCO quality standards,

PLEXCO's growth and preeminence in the polyethyiene piping market today reflects the response to a product backed by research, quality, and service. PLEXCO's commitment and objective is to serve the industry's piping needs today -and tomorrow.

This bulletin Is intended to be used as a guide to support the designer of Industrial piping systems. It Is not intended to r be used as Installation instructions. and should not be substituted In place of the advice of a professional design engineer.

35

Some of the industries using high density polyethylene pipe systems and their varied applications are:

Industrlel Agricultural

(Irrigation) Chemical Dredging Fertilizer Gas distribution General industrial Landfill reclamation Metals extraction Mining 011 and gas production Power generation Pulp and paper Sewage Water distillation

special Services Fire protection· Potable water" Hazardous wastes Duct

'Factory Mutual Certification Available

"NSFpw Certlllcatlon Available

Appllcallon. Acid lines Coal bed methane

drainage Condensate lines Corrosive wastes De-watering Drainage lines Fiber optic Innerduct Fly ash disposal Ground source

heat pumps Irrigation lines Landfill (Ieachafe

control and methane recovery)

Natural gas and all lines Process water lines Relining (chemical

lines and sewers) Salt water Intakes Sanitary & force mains

(gravity and pressure) Sludge lines Slurry lines Tailings lines TV cable conduit

Fusing a string of ~'pa tor conilnuous layIng operatlon

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== Plexco® PLEXCO polyethylene pipe has the excellent physical properties that are ideal for many varied Industrial applications. Made from high density. extra high molecular weight materials, PlEXeO EHMW PE 3408 pipe has excellent abrasion resistance, superb impact resistance, and extraordinary toughness afforded by these materials. The smooth, "onwetllng bore offers low resistance to the flow of fluids and slurries, and resists the adherence of scale and deposits. PLEXeO polyethylene pipe Is resistant to a broad range of corrosive chemicals. and does not support biological growth.

Strong, lightweight PLEXCO EHMW PE 3408 pipe does not require the heavy handling and laying equipment common to steel and concrete pipes. Standard laying lengths of 40 feet or longer reduce the number of joints and speed Installation. PLEXCO polyethylene pipe Is flexible, all""ing it to follow the contour of roiling terrain, thus reducing the requirements for fittings. It may be permanently cold bent to a radius of 20 to 25 times the pipe diameter without damage or effect upon physical properties. In sections where a fitting Is present, the bending radius should be 100 times the pipe diameter.

Surge pressures and subfreezing temperatures are well tolerated by the PLEXCO EHMW PE 3408

. pipe system. Operating service temperatures may be -500F and iower, to 1400F for pressiJre service, and up to 1800F for nonpressure service. Water within the pipe may freeze sclld without damage fo the pipe which retains ..,rklng flexibility even in harsh climates, and under extremely adverse conditions. Unstable solis and seasonal freezelthaw condItions have little effect on this flexible, elastic piping system. System pressures' due to surge or water hammer of up to 1112 times the rated system operating pressure are well within the tlmits of the PLEXCO polyethyle~e piping system, which has burst pressures greater than four times the system pressure rating. E'or moderate flow velocity -systems, It is generally unnecessary to Include a surge allowance within the pressure rating of the system. Surface or suspended pipelines will-be subject to expansion and contraction from changIng temperatures. An approxImate allowance is_11r per 100f temperature change per 100 feet of pipe. Thermal effects may be controlled with anchoring or restraints, or snaking the pipeline back and forth.

36

3

4

PLEXCO polyethylene pipe and fittings may be Joined by heat fusion processes which produce homogeneous, sealed, leaktight Joints. A leakage allowance common to gasketed bell Jointed pipes Is unnecessary with the PLEXCO piping system. Flanged stub end connectors and mechanical connectors may also be used to Join the system or to connect to other piping materials.

Opon french laying transmission pipe

37

PLEXCO Extra High Molecular Weight! High Density' PE 3408 Pipe System

PLEXCO's Industrial polyethylene pipe and fittings are made from a high density, extra high molecular weight material with a broad range molecular weight distribution deSignated as a PE 3408 with an ASTM D 3350-83.cell classification number of 345434C. .

Polyethylene pipe resins generally are deSignated by a code which combines denSity, grade and hydrostatic design stress; I.e., PE 2406 or PE 3408. The first digit refers to produci density or Type iI or III (medium or high, respectively) which are the most common used for piping materials. The addition of the second digit, expressed as follows in ASTM D 1248, refers to material grade P24 or P34 which defines tensile strength, elongation, brittleness temperature, and environmental stress crack resistance.

The last two digits of the code, 06 or 08 (630 psi and 800 psi, respectively, at 73.4' F), Indicate the material's hydrostatic design stress which is the estimated maximum hoop stress (tensile stress in the wall of the pipe in the circumferential orientation) due to Internal hydrostatic pressure that can be applied continuously with a high degree of certainty that failure of the pipe will not occur. PLEXCO EHMW PE 3408 has the highest hydrostatic design stress currently attainable by commercially available pipe grade PE resins. PLEXCO EHMW PE 3408 meets all specifications and test values which define it as PE 3408.

To more adequately define a pipe grade polyethylene, ASTM developed Specification D 3350 which describes pipe materials by a cell classification numbering system. This sytem provides for more specific Identification of the PE compound, using cell classilicatlon limits for each of the properties covered. Following Is an analysis of the cell classilic.tion defining PLEXCO EHMW PE 3408 which Is 345434C per ASTM D 3350. .

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=== Plexco®

Cell Cla •• ltIeatlon Ce.erl,pllon.-,

tBase r&Sin. Pipe values mtr{vary. tTestdisconlinusd bocBuse of no lailurs and no indication o/stress Initiation (mokJedspecimen).

PPI listed (PPI-TR4), high performance PE 3408 materials meeting stringent PLEXCO specifications are used for manufacture of PLEXCO polyethylene products. These materials are extruded or molded into pipe or fittings. These critical thermal processes must be properly performed or a substandard product may result. To assure process

Mine tall/ngs

conversion into quality pipe and fittings, PLEXCO has obtained PPI verification that the PE 3408 material rating is retained atter processing into pipe and fittings. This post·conversion PPI listing as "PLEXCO P34CH," PE 3408 material demonstrates the PLEXCO commitment to unsurpassed quality.

38

5

High density for strength, stiffness, chemical resistance

ExIra high molecular weight for toughness, durability, impact resistance, abrasion resistance

Broad molecular weight distribution for fusibility and ease of joining

Outstanding ESCR for durability and resistance to aggressive soils and fluids

User Benefits ~'U<>!1)J

As a material's density increases, its tensile strength, or resistance to being stretched to the failure point, Increases; surface hardness increases,

. providing improved abrasion resistance; stiffness (flexural modulus) increases, giving the pipe increased ability to retain its shape under loading; and higher density Increases resistance to softening and distortion at elevated temperatures, and provides increased" chemical resistance. PLEXCO EHMW PE 3408 high density polyethylene pipe and fittings provide the user -with all these benefils of a Type III polyethylene resin, the highest density -classification of any pipe grade compound commercially available.

Sand dredging

39

~£,,!I llt©~i!

Melt index describes the flow behavior of a polyelhylene resin at a specified lemperature and pressure. It Is a measure of the flow resistanc's of the molten resin when manufacturing pipe or fusing pipe secllons. Although melt Index Is commonly used for classifying polyethylene resins, It is not always a reliable guide to speCific end-product properties. The melt index must be used in conjunction with other yardsticks to properly describe the mechanical properties of a pipe resin. Generally speaking, a polyethylene resin of high molecular weight has a low melt Index, and vice versa.

fl{h";:; J;:;,'i"~l,J:Ki f 'lrl).:;jjjf~;l i;-:~~I;J

\1-:--1 !~'):~ 1'.1 :'''il~' '.:1}& In:i:'J L)~:'3':tr.j}J~ ~'l~">l

In add Ilion to its extra high molecular weight, the molecular weight distribution of PlEXCO EHMW PE 3408 pipe resin has been engineered to make the pipe and fittings readily joinable by bull, socket and saddle fusion techniques.

This combination of extra high molecular weight and broad molecular weight distribution gives PLEXCO EHMW PE 3408 Induslrial Pipe and Fittings exceptional strength and toughness, combined with ease of joining by bull, socket and saddle fusion.

Schematic representation of molecular weight dlBlrlbufion

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=== -Plexco@ --------- -~. -~---,~.--.---,------.. ..-.. ---- ..... ..,..~---,-----, .. ~ . ____ , __ '--'---_--'--..~ ____ _'__ __ "c •• -. __ -'- _'-____ - ___ • _~_-_, _ ,. __ ,-__ ' -,-__ ' ____ .. ___________ _

By industry practice, the molecular weight of polyethylenes is broken into four distinct classifications. They are:

Medium Molecular Weight ...... less than 100,000 High Molecular Weight .......... 110,000·250,000 Extra High Molecular Weight .... 250,000-1,500,000 Ultra High Molecular Weight ... 1,500,000 & greater

The molecular weights of the higher molecular weight polyethylene resins are usually determined by Gel Permeation Chromatography (GPC), Scanning Electron Chromatography (SEC), or Relative Specific Viscosity (RSV) measurements. Reasonably accurate measurements of the Extra High and Ultra High Molecular Weight resins usually are obtainable by SEC or GPC.

PLEXCO EHMW PE 3408 Industrial Pipe is manufactured using a High Density, Extra High Molecular Weight potyethylene resin.

GPC and SEC measurements of the molecular weight of PLEXCO EHMW PE 3408 Industrial Pipe have classified the resin as an Extra High Molecular Weight Polyethylene with a value of approximately 330,000.

GPC AND RSV measurements made on finished pipe and fittings products Indicate that PLEXCO EHMW products' molecular weight is as high or higher than any PE industrial pipe and fitting system commercially available.

Every polyethylene resin consists of a mixture of large and small molecules, that Is, molecules of high and low weight. The average of these molecular weights can be measured by any of several different methods. The molecular weight distribution gives a general picture of the ratio of the large, medium and small molecules In a resin. The distribution is called narrow If the resin is of molecules close to the average weight; it Is called broad If the resin Is of molecules with a wide variety of weights. The accompanying figure shows this In graph form.

iErn1h'©filIfUli@iY~~~ ~~V®§.§ ~Gm~~ ~@~~$Y:.1{F]e;®

The highest cell classification for environmental stress crack resistance requires that 80% of the samples tested in accordance with ASTM D 1693, Condition C, exceed 192 hours of testing without failures (as determined by statistical analysis). The PLEXCO EHMW PE 3408 pipe resin has exceeded 5000 hours under these test conditions without failure. This outstanding resistance to environmental stress cracking means that PLEXCO EHMW PE 3408 industrial pipe can carry aggressive materials in hostile environments where other pipe materials cannot.

PLEXCO EHMW PE 3408 Industrial Pipe is stabilized with both UV stabllzers and a minimum of 2% carbon black to protect against degradation due to ultraviolet light. This stabilizer system permits above ground use without fear of loss of pressure rating and other important properties due to ultraviolet light degradation.

Sewer slip lining

40

8

Some of the more demanding applications where PE 340S polyethylene pipe system have been successfully used are:

Slurry Transport with PLEXCO PE 3408 Pipe PLEXCO EHMW PE 340S High Oensity Polyethylene (HOPE) Pipe has been shown to be superior to many other types of piping where corrosion and erosion problems exist. In slurry plpellnirig where moderate pressure exists and where large, heavy particles and high water velocities are encountered, PLEXCO EHMW PE 340S Pipe shows exceptional wear characteristics. It has been laboratory tested and field proven to outiast steel by 3 to 1 and, In many cases, even 5 to 1.

In addition to Its excellent abrasion reSistance, PLEXCO EHMW PE 340S HOPE Pipe offers other major advantages over other piping systems: • lightweight and exceptional flexibility provide

ease of Installation, even over difficult terrain • excellent resistance to aggressive media and solis • low wall friction losses • joining either by simple heat fusion process or by

mechanical connectors

This combination of properties makes PLEXCO PE 3408 Industrial Pipe the preferred choice for slurry piping applications.

Transportation of Quartz Sand/Water· Slurries PLEXCO EHMW PE 340S HOPE pipe Is used in a sand works for the transportation of a quartz sandlwater slurry extracted from a flooded gravel pit. The slurry is 30% sand by volume, with an average grain diameter of approximately 300 microns. The slurry is conveyed through the lO-ln. nominal outside diameter pipe at flow velocities of 7.5 to 13 fps at S5to.90 psi. At an annual production rate of 400,000 tons of sand, the EHMW HOPE pipe has lasted more than five years without evidence of appreciable wear.

41

Polyethylene Pipe for Coal and Pyrite Slurries For more than 4'h years, the slurry obtained during coal preparation at a lignite mine has been transport~d in a 9S00-11 abOve ground PLEXCO EHMW PE 340S HOPE pipeline. The lO·ln. nominal 00, SOR 11 line carries a coal, pyrite and water slurry with a 10% by volume solids content and a

. grain size of 500 microns; The operating temperature Is around 70'F, with a delivery pressure of nearly 60 psi and a flow velocity onO.5 fps. Abrasion in the pipe and pipe bends under these conditions has been about .001 In. or less. In the steel bends inserted for comparison purposes, the reduction in wall thickness at an initial thickness of 0.256 in. averaged 40-50%.

Mine dewatering

Product Information Sizes lh" IPS through 54" IPS are available in standard pressure ratings from 255 psi to 50 psi (SDR 7.3 to SDR 32.5). Special diameters and wall thicknesses are available, for example 10" IPS DR 4.3 (485 psi at 73°F) for a high pressure coal slurry, or 13.375'1 ODxO.200 wall for insulation jacketing.

Sizes 3" IPS through 5411 IPS are manufactured to ASTM specification F·714; v." IPS through 6" IPS are manufactured to ASTM specilication 0·3035. PLEXCO EHMW PE 3408 pipe Is rated for pressure service from -50°F and lower, to 140°F. Nonpressure service to 180°F Is permissible. Standard pressure ratings Bre for service to 73°F. Higher temperatures and some chemicals can significanUy change pressure ratings. The Hydrostatic Design Basis granted by the PlasUes Pipe Institute for PLEXCO EHMW PE 3408 polyethylene pipe Is 1600 psi at 73.4°F. and 800 psi at 140°F, the highest ratings available for PE 3408 pipe.

PLEXCO FITTINGS ARE DESIGNED FOR THE FULL PRESSURE REQUIREMENTS OF THE SYSTEM, AND ARE MANUFACTURED FROM THE SAME EHMW PE 3408 MATERIAL USED FOR PIPE.

Fittings a" IPS and smaller are molded. Larger fittings, elbows and tees, are fabricated from heavy waH pipe - the oullet ends are machined to match the system piping. Miter fusion fitlings fabricated from the same thickness pipe as the system pipe must be rated at lower pressures, and, therefore, reduce the overall operating pressure of the system. These lower pressure rated fittings are available on special order. ALL STANDARD FITIINGS ARE FULLY PRESSURE RATED THE SAME AS THE SYSTEM PIPING. Elbows, straight and reducing tees, and reducers are available for lh" IPS to 54" IPS pipe sizes. Flange adapters are· available for 2"-IPS to 54" IPS pipe sizes.

Molded butt fittings are manufactured to ASTM specifications D-3261.

Factory fabricated pressure manifolds and header assemblies manufactured to customer dimensions and specifications are available along with special fabrications such as catch basins, waterstops, manholes, and manhole liners; PLEXCO fabrication engineers can assist you with_ your specific needs.

Chevron

=== Plexco®

Fabricated Tee

PLEXCO standa'rd FULL PRESSURE RATED ELBOWS AND TEES

Catch basIn

PLEXCO special fabrications, catch basins and water stops - for pressure and nonpressure applications. ALL FACTORY FABRICATED.

42

9

Special Fabrications

PLEXCO . Spirolite manhole

10

43

Qualily Controll Tacllllicili As:;;hiiWilCIll PLEXCO recognizes the need for total service and quality products produced to industry standards. A technical service department provides installation training, technical advice, and assistance; and on·slte support aids customers In fusion procedures that achieve the high quality, long-life piping systems. PLEXCO PRODUCTS SHOULD BE HEAT FUSION JOINED USING PLEXCO FUSION PROCEDURES. PLEXCO maintains a substantial testing program to assure the manufacture of quality products produced to industry standards and specifications. Assurance testing of pipe and fittings is an ongoing program. PLEXCO's'technlcal ' personnel also actively participate in industry associations, professional organizations, and technical committees 'involved in development, specification and design of plastic piping systems. When you buy PLEXCO polyethylene piping systems, you reap the benefits of industry leadership.

Chevron

=== Plexco®

Tensile yletd test at break point and recording instrument

44

DUCOMMUN METALS CO.

HOT ROLLED STRUCTURALS: .0 ANGLES, BEAMS, AND CHANNELS

A ~y!lem of nomencl&lUre 101 StruotllrtJ Shapos hlt6 been estsl)IiShed that c:ompnsos oesiQneflOos or crosa-$ecllolW dimensJons and. l<»trances. wOig/'\t8 P9< unit ISf'lgth am material a~lOatiOl'Is IMt impoSe litnila on mecl\allical CfOl)eroe$ and c::Mrnical c~tiOO&. lhese stan60fds 8/6 It-.& ,esllt of joirlt efforts by the .Ameriean \ron & SteellnMiMe IAlSIl. 1M American Society for 'resting aM MateOa1& (AS'rM). Th4) AmeriCan N:l1i~81 StandatdS instiMe tANSI), UM the Nntti~n II'Ultnule of Sl~el COf'Islroction (AISC). Addirionally. the AISC pubUahn stanQard phy4k$1 cons!:4nls for tech $tK:tlon tkal permits cKUlAtion 01 Ine maximllffl o/fowllblo loading 10( sPOcif;c limits of diRectiOn. .

ASTM-A38 '$ urrivetuCy aCCepted as a m.ateMi :specification for construction of br\dges, OUilQlnga 81'1(1 othlH' general sln,relural a~lions.. Tlle Gerwcal ReQl.li/vments SoeeHlcati()l'l, ASTM·A 6, which Is a pttt Of A36, makes PfOViSJof\S TOt Ih9 t'NI.mAactvring nlell\o(l$, tolerances. lAS.tiog ..".tl'lo4s an<:J otl'ler le$lric:ttve praeticts (0 ensure Ihal the minmum quality SI3ndarde; of t1l.0 ploduo! are maintaineo. It also elusmos tM Stru¢tvJel Shapes !nlo 6V Size Shepes at\d s(''Ven ~oss..,ecrional o8ltgolles; W, HP. S. M. C, MC and L. tBar Size $hape& may De found in Section A, Hot ROiled Carbof'l Steel Bar. WrI. -!..$ttip.1

STAUCTUFlAVSl%1i SI-lAPES .. e roled Ranged SectiOM tJRVH'lg at IAast ~ dimenSkon of the oross seotlon 3in. (75rnmlotgteoter.

eAR SIZE SHAPeS Ire (oHed lIangl4 \SectiOns l\.3"'ing a maximum oimcn.3lOn 01 lhe oroS! sectiorlless than 3 il\. (15mrnl.

"W" SHAPES ate 4ouOly'symmotric w\at.t'l3nQG:G shape, \RiN AS beams Of cO(urnM whoSe Inside Ilat'lg9 sutiaeu are $UO;tlt\l~ p:u-aUeI. A. WJ)C navii\!1 est()rltiaUy the $arM nominll weiChl and d(nensions At a "\V" Shane listed Inlhe laoulatlOtl. bUI whose insi(J& 1I31'1Q9 surfaces are nor p3fall&l may 81.$0 be eotISi<:Iered l 'W" sMpe havinQ: Ihe ~al1'\Q nomenelatut. IS lhe labtAah)(1 Shape. prOVided ila ;:!,v91age llange 1I'Ii.ckne$s IS essanliaAy 1M Si!fI\& at;, 1M fllI.llQ& II'L.1cknA$$ of rho "1/(' .sh309.

"HP" SHAPES ar" .....,:d.·fI~ al\3.oea nene(llly IJ'Qd :)$ bearlll!) piles ..... f\Os. nangn fltId .... Elbs ato ~r lhe :same nomlntJflhICknC.n AM whOse depth and width are oSSMlliaHy ,,... $8tn<t.

"S" SHAPES ar" dOVblY'Symmfltric ~nape8 Ofoduecd in aCCO(ClanCe wit'" Oimen!liOn81 SIIi\(fa.rdS adopted irI , 896 Oy the -'!ssociatiOo 01 AmetICon Steel Manl,lfactl.l('i)ls lot Ameriean StanG8~ beam 311apes. The tsut\t]aI p&J1 of IheU siandat& ~ tl\8IIM insidc f1at'19O slJl'l~ca8 01 Am,rlcan Slaooard be&mshape$ have t1PPfo:timalely 16%% :iloPG, .

"M" SHAPES ale dOIJOIy·,ymmetric Shaoes tl'lat CQMot 00 daasilied M "W." "S," Of "HP" ,hapn.

"C" SHAPES at. enannels ptoducOd in IKCOldftnoe ..... Wh dimen&lonal $Ianeards ado~ul4 in 1896 by the Assoc:i.ation 01 Alnefictn S1ul M-3t1vfaclurefs. rot MI&riCan Slaoaud cl"IannYla. Thu 8$Sertlltl pari Of thue slaMai'd' il Ih.a! It'k) insitJe IIaIIg6 sorfa<:va 01 AmeflC..3n Standard cI'Iv'I"&ls nav. aODto.xitMI~1y a 1 e%~ $klS)e.

"Me" SHAPES 81.chtMela !hal cannot be Classified as "C" St\3pes.

"L" SHAPe.S ilIe ewai-Jeg ~ UM'QvaHeg anglU.

SPECIFICATIONS: AI StruehJral Shapes conform 10 the ((!:Quirernanl& 01 ASTM·A36 and 00'$·741,

CHeMICA.L COMPOSitiON LIMITS

O"oon O.26max.

Phosphorus. O.04malf,

Sulfur O.05tn3:t.

MECHANICAl. PROPERTY liMITS

Ultimate tlnlne, pil

58,000180,000

WELDING

Yield Elongation %. point. pal in a- I" a-

38.000mln, 20 min. 21 mi~.

TI1e st3I'\dMO e'-crne·Atc tIId oas IMll'lOcla 01 wel4lJlg may b. use4 for A3d StlUClutai Shapes, ~igrI j)8I'8tnclers may a!feet me chOice~ of welG,eleclrQde8 and lhertnlll tleattn8f'liS if reQUir~.

Sec.B Pllgel

45

DUCOMMUN METALS CO.

SHEETS, LOW~ARBON & EXPANDED METALS

lDw-caitW)l'\ steel: Sheet ana ,flip prodUCI8 Ife Ide6Iy suited fO( high voIOOle Pl"oductlon of conaumer products lINd In )Ow'8t1"N8 ~.Uons. Thty readily ,osgond to $t$~. spiMitIg, dt&v.ing, rem~ spot ~Q en<I &U(faC4 1t~tmel\1t lOCh H pUll'lng and IMCI'OP'a.tlng. 09tinum P«fotfNl\Gt is ae,...,..,oo by sele<:UOO of me ptoper material of the several options. The range of prOdOcta aMlbeirdeacrlptlon and apecfflcaUoM 818;

. ASTt.u~66. Cole ....... C-cleJ QuaI/ty IC~<101 ASTl.H$69. HONOOIed. ConvnercleJ ~ily IHR<lOI ASTl.u6aO. CoId«,II",. ""'''"''9 QuoIlty. Soeoitl KlIed ICR.OQ.SKI ASTM·A.528 .. Ho1<1ip Ga/vaoized. Corr.m$l'claf Ovalty ASTM.A627, liOto(fU) Gatvinlze(J. LOC)(·fdnning QvaHfy ao-S· U' •• T""IW No.2. AI$I 1 0 1 0 Cold ""'ed Sirip. Ha/f·Hard

CHEMICAL COMPOSITlON LIMITS

Cut>on Mlnganes. PlmpMrous Commercial OJaIiry O.lSmu. 0.60 max. O.035max. Crowing QuaI/ty O:lO'nwI:. O,50rnax:. Q,02GtMx. AlSI1Ol0 0.08 max. a,30/0.eO O.O.40max.

TYPICAL hIIECHAJr(ICAL PRQPliRTlliS

Ultfm,te YlaCd EJongatJon tenaU •• p,l au-ength. PII %ln2#

CommO(eitaI OuAity ¢olO.()IJ&(I 50.000 30.000 37t'. HoHOIed 53.000 37.000 34"

C'ta\Wlg QuaJity Cok,.,o/lt4 045,000 ?o7,OOO 42%

1010 StriO. COld' tOfad; Half-hWd BO.OOO

SUlfur 0.04011'\&1(, 0.036 mix. O.OSO f'\AX.

Hard", .. Rock.,11

852 955

B4S

8aO

COMME~lAI. QUAl..rTY Sheet prOQUCIS 81!' tolled from steet ingots 1la-.1/lg low levot:s 01 irnpuri1lM 1/'1 INt ,l.I1acea ,.sl.llfng in a PlodUCllllith the capacity IOf ITlO<IfII'MC eel" fetmno. SloICh as btOding and shallow <Jtawiog yrithoul ltilC\\lI'ing. Th6Y '(JIlt plodue6<l f/om hOHo3eCI COil anat removino t~ tlCeI. by acid ~kinO. Alltt final annealing. aOO!d.o('OIled "sian OMS"ta made to tWsh the sMtrs. COId1'OI*lCOila 81eUI8<J for IMZinccoaW<fPl'04lJC;tsOt$C~ below.

ORAWING QUAUTY I1H1t are 31um1nWTI kihd Pf)Ot to C&aDng Ibe production ingot. The c(IIati-we r()(~, comc>Wed 10 Commercial QualIty • .,e enhaoeed by the bwer reskjual eJernen\:t. and 8 11ne{ grain atruc::lure mal are affected by the .~ .. opeUIiOOfl. The 3Uaceptitlifty Of tna /NteN! to age-McdenioQ la euentialy eradated and D9frMS ~tOtOQ!. 0'0\W long penodS I)®f to fOfrrOOQ. This Pt'OdUCl ia rt~l'\decl Jot the most aeWillle ,plnmg tnd. deep ar8mo al>S)tlc.adons.

HOT·QtP (W.VAII!IZED &heelall' produced i(I two ;teO&S It om cold.,.oDed Commer¢l;8.1 OUaIity coil: LJ;.cto:.fom\il'la {O,0G35- anc! undefJ: and COmmefclal Quality (o'ter 0.0835"', The Designated COatiflO tot 311 hOl-diP QllvaN7.e<! pt'odtJC1, IS Ggo as pennlned in ASTM·A525. The 811m Of tn. w&IQht 01 zinc 011 both tldN Is l\Ofrioaly 1.25 ounct. pee Squat. root. It wi) r.ol Cl&Ck 01 "aka ...nm bent flat 011 itsett. v.t.tn tt'lt"" with Cl'It'Omat • .phOspl\ate pntnars, me matenala ate I&sa suSGtotibl.IO cort'oSiO(! eM can be tnQ(e eealy painted.

AISl 1010 $TF\IP t\U bttn cOId-<OIIfO 10 e. helfo;'\81d {NO.2} lemper 8fld IS auitab/e for 8DOl'h:lI.tion, teQVA'ino mooetate tej\flle propertlea WI&! limited fonn8bllty.

$ee.C Page 1

46

DUCOMMUN METALS CO.

STRUCTURAL QUALITY

0rIJy ~ tow 01 the 21 $lrucMal o.,..,ijty Ot..'1'@$ ve ~DeClried for A$ME C"..oCIf consUV<:li6n. Md tfltte are u1iwlty in lea.. .. ctitl<:31 ,WJcationt wMrt t~ mlflimvrn 09$iqt\ SIUl4<IrClS af~ lea.s demanQing. For m. moal parr, (!'IllY Me uud in 1M gentfll construclion .. ' find .(\dusmal applicatiOns.

A381SA'6 _. Th<&. klw'\!lL1bon sfe"" IS !lniv'r",'~ a.ccepled as the sUmdafCl conslwclioMI plau~ rJ'IIlethll, tt is lin."Orain, sdiCon·j(,Ued ovPJ 1 Y: ~ and 9r.~s excClanl s\..'Nlce in welal:d 01 boiled apP\ie-.\lio~.

CHeMICAL AEOULA&MENT$ fMckn.u In. (mm)

C3i~.rJ'I,l)l(.~

MangUl\ue. ~

PhooPhQrus. M.'lx. " Svlphur, Mit)[. ~ ~!con. %

TENSilE! ReOUIREMENTS Pt.'!.It:&

To y. (Ig). Incl.

o.a5

0.04 o.ca

rlr.:.;,!t Slre(l()ll'I, es. IMP.)}

YijJJd 1)011'\1. IlIOn PSI{MPll Plalos

Over V. 101 Vz (1910 38). incl.

0.2"5 O.tlO 1.20 0.04 O.O~

1!J.)/'\I)'U>Ol'l1t'l 8m. or 200mm. tTHI't, &-.)

EIOnt.)UUOfl In 2 m. Of 50 rnm ~ ...

0.,., l'hlO

21; (38 IQ6t). incl.

0.20 0.80 1.20 0.04 O.O~ 0.15 040

58,000'80,000 ,"'00·550)

36.000f2~Cl

~o

O.,er 2~IO 4(64

10102}. Incl.

0.27 0,95 1.20 0.04-005 a,l!) 0.40

0." .4 (120)

0.29 o.e~ 1.20 0.04 O.O~

0.'5 0·0

A:242 Type 2 - I l'I.gn·slf!"!lItl. !Ow'ado)' manQ!ncse· ... MMiurn ~I .. I 'S :IU'13o.~ iOi ;"j ..... I(J.

rar"lqe ()f apPliCafion!\. It'! me us·mlled COO(filion Il\at reqtJlfJ) !fly 1;000DinoitOfl ell modell,lltly l\;gh If.\')!Ie PfOOe'~S. cOld 1000~O:c:tV .. 00 wel<SlIt)iity,

CHEMICAL REQUIREMENTS C .. ,tIon

lola<. 0.20

Mlngane .. ¥,IlI:.

, 1,35

Sulphur loin. O.O~

CoPP" Min.

0.20'

'1/ chfomiurn and sUicon CQl\tenrs.,. ea~t'I O,~O J1'1<n. tl'len tflQ~ O.20mn. (eQU'l'e(l)~flI CloeA notuDPIy·

TENSILe ~'QUIREMeNT~

:o.c.o

TenSile $tftoalh, mill. p~ (MP3J yJGokt PO«II. rr~n, PSi IMPa) BonoaUonlne in. ")( 200mm.rnEn. % I;/ongat/Ol'l In 2 in. Of 50 mm. mjj'\, 44

For Tnlc:kneuol For TtlIQMtUe5 '14 , ... (10.1 mm) ower Va to 1 "h

andl.lnder 11"1.(19.11031.1 .••. ~, __ .. __ •. _.~~.Incl. .. "_

70.000 ("eo)

50.0001345)

47

67.000 (480)

46.000(315)

'8

2'

P3ge3

ci 0 (/) ....I

;! w ::;: Z => ::0', ::;; 0 0 => <>

~ ~ (i)

W

!l: .. w .. ~ .... w

~

48

• • 1

APPENDIX B. CRASH TEST AND DATA ANALYSIS PROCEDURES

The crash test and data analysis procedures were in accordance with guidelines presented in NCHRP Report 350. Brief descriptions of these procedures are presented as follows.

Electronic Instrumentation and Data Processing

The test vehicles were instrumented with three solid-state angular rate transducers to measure roll, pitch and yaw rates; a triaxial accelerometer near the vehicle center-of-gravity to measure longitudinal, lateral, and vertical acceleration levels, and a back -up biaxial accelerometer in the rear of the vehicle to measure longitudinal and lateral acceleration levels. The accelerometers were strain-gauge type with a linear millivolt output proportional to acceleration.

The electronic signals from the accelerometers and transducers were transmitted to a base station by means of constant bandwidth FMlFM telemetry link for recording on magnetic tape and for display on a real-time strip chart. Calibration signals were i'ecorded before and after the test, and an accurate time reference signal was simultaneously recorded with the data. Pressure sensitive switches on the bumper of the impacting vehicle were actuated just prior to impact by wooden dowels to indicate the elapsed time over a known distance to provide a measurement of impact velocity. The initial contact also produced an "event" mark on the data record to establish the exact instant of contact with the installation.

The multiplex of data channels, transmitted on one radio frequency, were received at the data acquisition station, and demultiplexed into separate tracks of Inter-Range Instrumentation Group (I.R.I.G.) tape recorders. After the test, the data were played back from the tape machines, filtered with an SAE J211 filter, and digitized using a microcomputer, for analysis and evaluation of impact performance.

The digitized data were then processed using two computer programs: DIGITIZE and PLOT ANGLE. Brief descriptions on the functions of these two computer programs are provided as follows.

The DIGITIZE program uses digitized data from vehicle-mounted linear accelerometers to compute occupant/compartment impact velocities, time of occupant/compartment impact after vehicle impact, and the highest lO-ms average ridedown acceleration. The DIGITIZE program also calculates a vehicle impact velocity and the change in vehicle velocity at the end of a given impulse period. In addition, maximum average accelerations over 0.050-s intervals in each of the three directions are computed. For reporting purposes, the data from the vehicle-mounted accelerometers were then filtered with a 60-Hz digital filter and acceleration versus time curves for the longitudinal, lateral, and vertical directions were plotted using a commercially available software package (Excel 7).

49

The PLOTANGLE program used the digitized data from the yaw, pitch, and roll rate transducers to compute angular displacement in degrees at 0.00067-s intervals and then instructs a plotter to draw a reproducible plot: yaw, pitch, and roll versus time. These displacements are in reference to the vehicle-fixed coordinate system with the initial position and orientation of the vehicle-fixed coordinate system being that which existed at initial impact.

Anthropomorphic Dummy Instrumentation

An Alderson Research Laboratories Hybrid II, 50th-percentile male anthropomorphic dummy, restrained with lap and shoulder belts, was placed in the driver's position of the 820C vehicle. The dummy was un-instrumented.

Photographic Instrumentation and Data Processing

Photographic coverage of the test included three high-speed cameras: one overhead with a field of view perpendicular to the ground and directly over the impact point; one placed behind the installation at an angle; and a third placed to have a field of view parallel to and aligned with the installation at the downstream end. A flash bulb activated by pressure sensitive tape switches was positioned on the impacting vehicle to indicate the instant of contact with the installation and was visible from each camera. The films from these highspeed cameras were analyzed on a computer-linked Motion Analyzer to observe phenomena occurring during the collision and to obtain time-event, displacement and angular data. A 16-mm movie cine, a Betacam and a 'I.-inch video camera and recorder, and still cameras were used to record and document conditions of the test vehicle and installation before and after the test.

Test Vehicle Propulsion and Guidance

The test vehicle was towed into the test installation using a steel .cable guidance and reverse tow system. A steel cable for guiding the test vehicle was tensioned along the path, anchored at each end, and threaded through an attachment to the front wheel of the test vehicle. An additional steel cable was counected to the test vehicle, passed around a pulley near the impact point, through a pulley on the tow vehicle, and then anchored to the ground such that the tow vehicle moved away from the test site. A 2 to I speed ratio between the test and tow vehicle existed with this system. Just prior to impact with the installation, the test vehicle was released to be free-wheeling and unrestrained. The vehicle remained freewheeling, i.e., no steering or braking inputs, until the vehicle cleared the immediate area of the test site, at which time brakes on the vehicle were activated to bring it to a safe and controlled stop.

50

APPENDIX C. VEHICLE PROPERTIES

This section provides additional dimensions and information on vehicles used for the crash tests performed under this study.

51

DATE: 4-22-9_8 lEST ,m..400001WDR.=.lO "N No.2.C1MR2462P6715832'--_____ _ YfAR, __ 19"'9,,3'--__ _ f.'AKE: G E 0 MODEL: ~M""-"Ec!T-"R,,O,--__ _ TIRE INFLATION PRESSURE· __ _ ODOMETER: ___ 1 2 Q 0,,-,-7,,8 __ _ TIRE SIZE: 155R 12

1st Use:L 2nd or f.~ore Use:_ Minor Damoge Chorged 10 Project: __

I.'ASS OISJRIBUTlm. (kg) ,, __ 2_37 __ 239

DESCRIBE ANY OAVAGE TO VEHICLE PRIOR TO TEST:

/\ACC£LEROVElfRS

__ fiOlo: R-l_~_Q_~O LT

I L 'r- ''', V/('_ I ..... -~\ --I1p i' ~iJf)- -I

C ~ ~( l~

"-

TlR( DA-_e_ )---- ITST 1';ERl'AL c_v.

IIl-I£H OA-- 1--0-

, d n ~~ ~

LR __ IL7L'6"---_ RR, ___ 1'-'6,,8'----_

.,~m L - J' l-lEEL

R~C<;

ENGII~E TYPE· 3 CYL ENGII~E elD: -,1" . .-O,-,L~ __ TRANSMISSION TYPE:

_ AUTO

X. f.'ANUAL

OPTIONAL EQUIPf.IENT:

lr ~ b:~ a J ·· rr'-'i

" [ ;-. .=-!~

li~ \\ \ DUMMY DATA:

~

" ; .L L TYPE: . ;'Olh percentile male

-, .. ~ ~'ASS: ~g_ . ____ _

G-- SEAT POSITlmJ:.DriY""'L' ___ _ -,. c---- E-·'--

~M\. 0-· M.\

,- .-GEOMETRY - (mm)

A 1420 E 730 660 N. 1370 R-----±D_O._ B 730 K 510 o. 1355

.--- S 530

c 2260 G 948.1 95 p ~l.L 910

0 1330 H M. 370 0 __ 330_ u 2460

TEST GROSS

MASS.-=--f..k9l CURB INERTIAL STATIC

M, 455 476 512

M, 289 344 384

M, 744 820 896

Figure 19. Vehicle properties for test 400001-WDRlO.

52

Table 3. Exterior crush measurements for test 400001-WDRIO.

VEHICLE CRUSH MEASUREMENT SHEET'

Complete When Applicable

End Damage Side Damage

Undeformed end width Bowing: BI -- XI

Comer shift: Al B2 X2 --A2

End shift at frame (CDC) Bowing constant (check one) Xl +X2

< 4 inches = 2 --

> 4 inches

Note: Measure C I to C6 from Driver to Passenger side in Front or Rear impactsRear to Front in Side impacts.

Direct Damage Specific C, C, C, C, Impact Plane* of Width .. Max"· Field Number C-Measurements (CDC) Crush L"

I Top front bumper 750 165 1240 -165 -100 ·80 ·75

'Table taken from National Accident Sampling System (NASS).

--

--

C,

-25

C, ±D

+70 0

'Identify the plane at which the C-measurements are taken (e.g., at bumper, above bumper, at sill, above sill, at beltline, etc.) or label adjustments (e.g., free space).

Free space value is defined as the distance between the baseline and the original body contour taken at the individual C locations. This may include the following: bumper lead, bumper taper, side protrusion, side taper, etc. Record the value for each C-measurement and maximum cmsh.

"Measure and document on the vehicle diagram the beginning or end of the direct damage width and field L (e.g., side damage with respect to undamaged axle).

-"Measure and document on the vehicle diagram the location of the maximum crush:

Note: Use as many lines/columns as necessary to describe each damage profile.

53

Table 4. Occupant compartment measurements for test 400001-WDRIO.

Occupant Compartment Deformation

o .... ________________ ~

(W------~~ H. ~J 1\1 'HI I ~ III

F III II: III II I G III

c±J G I tI II L----- ~I---- ..... JJf v --- _.". -- - - - -- ----- ---------'\:::::..-

B1. B2. B3 B4. B5. B6 B7. B8. B9

A1

A2

A3

B1

B2

B3

B4

B5

B6

B7

B8

B9

C1

C2

C3

01

02

03

E1

E2

F

G

H

BEFORE

1520

2075

1527

982

820

986

849

856

1855

N/A

N/A

N/A

705

700

570

285

275

295

1237

1230

1215

1215

800

AFTER

1512

2060

1518

997

810

979

859

860

1850

N/A

N/A

N/A

690

684

560

305

270

295

1210

1186

1210

1195

800

800 790 ---

54

DATE' 5~ 15~98

YEAR _---'-1 ,,9,,94"---_ Tm N0..40000 1 WDR-1~1 "N No.,2C; H,tR2~I'L~R§ZL8Jl~QJ_

,jAKE:.. .G.~.O MOOEL:_M=Ec!T"'R"O'---___ _

TIRE INf LATION PRESSURE: _____ _ ODDfiETER: __ -,1-,1-,2,,4,,0-c2~ __ TIRE SIZE' 155R12

1st Use:~ 2nd or ).~ore Use:. f.linor Damage Charged to Project: ____ _

),1ASS DISTRIBUTION (kg) 233 RF_----'20:4,,4'---_

DESCRIBE ANY DA\'AGE TO VEHICLE PRIOR TO TEST:

CRACK IN WINDSHI[lDWARKEO)

ACCEt£ROV[ITRS

/\ c_ole R-120 10 LT

H =:J

( ~ /\\ ~-p(

~~ ~~~ '(,\ I~ --< f-r=:J . ~=\jC y,,-

- ~ ~~ c--

TIR( O'A· ~ ,- )-- TEST I~(ERT'.AL C.~'.

\l;l1EH O},- \-0-

c- d 'll. ~~ r- -

~ ,I ~ +r ,y; (r

i r;;- -(tC -~ .. v

r-- T-

.------ ~- r:; -----

-0 '7 M,

GEOMETRY - (mm) ---------

A 1410

0 740

c 2270

0 1370

1.1ASS - (kg).

M, M, M,

0

0

F

E 630

F 3640

G 949.5

H

CURB

466 282 748

K

...

F-M,

710 N

530 0

85 , 230 Q

TEST INERTIAL

477 343 820

lR __ "-1,-7'e0 __ RR __ -,1-,7~3,---_

~ .. ~

Ci<. VEH Cl£ IIl'-HEEl

1="

: t ~." :1 , I I

1365 1345

545 330

0

R

s

ENGINE TYPE: 3 CYL ENGINE CID 1.0 L

_AUTO

x.. '.WWAL

DPTIOlIAL EQUIPMENT:

DUI.1UY DATk

TYPE: 50th percent;le mole

','ASS: .L5 . .kg _____ _

Sf AT POSITION:QOmr;y~oc~ __ _

370 650 930

u 2380

GROSS STATIC

512 383 895

~- .. -------~--~-

Figure 20. Vehicle pl'Opelties for test 400001-WDR11.

55

Table.5. Exterior crush measurements for test 400001-WDRll.

VEHICLE CRUSH MEASUREMENT SHEET'

Complete When Applicable

End Damage Side Damage

Undeformed end width Bowing: BI -- Xl

Corner shift: Al B2 X2 --A2

End shift at frame (CDC) Bowing constant (check one)

Xl + X2 < 4 inches = --> 4 inches 2

Note: Measure CI to C6 ftom Driver to Passenger side in Front or Rear impactsRear to Front in Side impacts.

Direct Damage Specific C, C, C, C, Impact Plane· of Width ** Max·" Field Number C-Measurements (CDC) Crush L'*

, Above front bumper 1040 '60 1440 140 160 140 130

'Table taken from National Accident Sampling System (NASS).

--

--

C,

160

C, ±D

130 0

'Identify the plane at which the C-measurements are taken (e.g., at bumper, above bumper, at sill, above sill, at beltline, etc.) or label adjustments (e.g., ftee space).

Free space value is defined as the distance between the baseline and the original body contour taken at the individual C locations. This may include the following: bumper lead, bumper taper, side protrusion, side taper, etc. Record the value for each C-measurement and maximum crush.

>'Measure and document on the vehicle diagram the beginning or end of the direct damage width and field L (e.g., side damage with respect to undamaged axle).

'**Measure and document on the vehicle diagram the location of the maximum crush.

Note: Use as many lines/columns as necessary to describe each damage profile.

56

Table 6. Occupant compartment measurements for test 400001-WDRI1.

Occupant Compartment Deformation

r0 ------------------~ r r=------ H I)) ~O I~ II I III

II: III II I G III

dJ G III

tL---------- ---~ --------_---Iff

81. 82. 83 84. 85. 86 87. 88. 89

LJ LJ

A1

A2

A3

B1

B2

B3

B4

B5

B6

B7

B8

B9

C1

C2

C3

01

02

03

E1

E2

F

G

H

BEFORE

1472

2065

1475

977

874

975

955

855

960

N/A

N/A

N/A

700

712

705

260

270

280

1230

1235

1210

1210

1000

AFTER

1467

2056

1460

977

874

975

955

855

960

N/A

N/A

N/A

696

700

690

N/A

265

276

1239

1242

1205

1200

985

1000 995 ---...:.~

57

APPENDIX D. SEQUENTIAL PHOTOGRAPHS

This section contains photographs taken from high speed film during the test sequence of the crash tests performed under this study.

59

0.000 s

0.050 s

0.124 s

0.248 s

Figure 21. Sequential photographs for test 400001-WDRI0 (overhead and frontal views).

60

0.447 s

0.695 s

0.993 s

1.863 s

Figure 21. Sequential photographs for test 400001-WDRIO (overhead and frontal views) (continued).

61

0.000 s 0.447 s

0.050 s 0.695 s

0.124 s 0.993 s

0.248 s 1.863 s

Figure 22. Sequential photographs for test 400001-WDRIO (right oblique view).

62

0.000 s

0.049 s

0.147 s

0.244 s

Figure 23. Sequential photographs for test 40000l-WDRll (overhead and frontal views).

63

0.391 s

0.855 s

1.343 s

2.076 s

Figure 23. Sequential photographs for test 400001-WDRII (overhead and frontal views) (continued).

64

,'--, , ~."

0.000 s 0:391 s

0.049 s 0.855 s

0.147 s 1.343 s

0.244 s 2.076 s

Figure 24. Sequential photographs for test 400001-WDRII (rear view).

65

APPENDIX E. VEHICLE ANGULAR DISPLACEMENTS

This section contains plots of the vehicular angular displacements exhibited by the vehicle in the crash tests performed under this study.

67

c; '" :2--c: '" E

'" " <II C. a, In

00 C

15

10

5

0

-5

·10

·15

·20

·25

·30

'-7' :/ -_···t:-···_-, ,

Crash Test 400001·WDR10 Vehicle Mounted Rate Transducers

, ' , ------ ---------------_ .. _--.-

._ ••• L""- __ • ___ •••••• L __ •• _________ •• :' ___________ •• ___ , ••• __ _

- I €X:¢.-\.

------~~, 'I ., .. t l.,.tAV'

/.'~ - , *-" '> ' , ' I Axes are vehicle·flXed. < , I .... I Sequence for

.\---.. i ",: ~: ,

-- -------":\-------- "·"r-----· ..

.~~\--.- ----, ..... __ ..... --

\ '.

..... _--_._---_:

determining orientation is:

1. Yaw 2. Pitch 3. Roll

Roll

Pitch

Yaw

·35L-----~----~~--~----~~--~----~--~~----~----~-----J

0.0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1.0

TIme after impact (s)

Figure 25. Vehicle angular displacements for test 400001·WDRlO.

Ci .. ... -.... c .. E .. " .. C.

'" OJ 'D 0

Crash Test 400001-WDR11 Vehicle Mounted Rate Transducers

30.-----~----~----~----~----~----~----~----~----~----_;

20

10

0

-10

I .' ~J?<:fJi--c

____ ~~~Ii

V " .. % 1 .. 'f~W

Axes are vehicle-fixed. Sequence for detennining orientation

J--~~-T;-: - I is: ..-----; Yaw J-. ::::;>-- 1. Yaw

~' :~ J~ Roll 2. Pitch 3. Roll

Pitch

~OL-____ ~~~~ ____ ~ __ ~~ ____ ~ ____ ~ ____ -L ____ -L~ __ ~ ____ ~

0.0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1.0

Time after impact (s)

Figure 26. Vehicle angular displacements for test 400001-WDRll.

APPENDIX F. VEHICLE ACCELEROMETER TRACES

This section contains graphs of the vehicle accelerations experienced by the vehicles during the crash tests performed under this study.

71

--'II S C 0 ;l

f! .. a; ... ... .,

--l -;

IV .5 '0

a CI c 0

....I

160Hz Filte/] Crash Test 400001-WDR10

Accelerometer at center of gravity

20ri----,-----r---~----~----_r----r_--r===============~

15 -1- - - - - - - - -+ - - - - - - - - - ~ - - - - - - - -+ --------~ ---------f _________ ~ _ _ _ _ _ _ ~:: ~:~~~~: ~~:t:,c~etro 10 4 ---------

Test Inertial Weight: 820 kg Gross Static Weight: 896 kg Impact Speed: 37.8 kmIh Impact Angle: 14.7 deg at beginning of LON

5 .---------~---------~---------~---------~---------~---------~----------- -----------T

0r.-~r-r-~~~~~~ -5 - - - - -""- ....N

-10 --

-15 i----- -------~---------,

---------r---------

~I OS 0.0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 1.0

Time after impact (5)

Figure 27. Vehicle longitudinal accelerometer trace for test 400001-WDRIO.

~

!A C') -C 0

:;:; f ..! GI U U ...., 1\1 ..., iii .. .e j

r 60 Hz Filter] Crash Test 400001-WDR10


20] .... l ......... [ ........ [ ........ .1. ......... ' ......... 1 ...... 1 'I 15

Test Article: Wide REACT Test Vehicle: 1993 Geo Metro Test Inertial Weight 820 kg Gross Static Weight: 896 kg

10 - - -r - - - Impact Speed: 37.8 kmlh

:~ ~., Impact Angle: 14.7 deg at beginning of LON

l I

". ....

-5

-10 - - - - _!_ - - - - - - - - - - - - - - - - - - - 1- ___ _

-15 ! ....... .

I a ~ Q6 V 0.0 0.1 0.2 0.3 0.4 0.8 1.0 0.9

Time after impact (5)

Figure 28. Vehicle lateral accelerometer trace for test 400001-WDRIO.

r Cl -C 0

:0::= ~ ..

Gi .., .., as

-..l iii ..,. .., :e ~

[ 60 HZFiitefJ Crash Test 400001-WDR10


20 I '1 REA II Test Artlc e: Wide CT

15

10 - ____ , ______ ,'. ______ J_

Test Vehicle: 1993 Geo Metro Test Inertial Weight: 820 kg Gross Static Weight: 896 kg Impact Speed: 37.8 kmlh Impact Angle: 14.7 deg at beginning of LON

-1------ ---1-- -----1--

:~~~~ 'V"\ I ~J\ A. ~_iA.A

-5 - ~ ----~-- -----r- -------0----------1------ -.----- --1----- ------, .

-10 __ ~ ____ -- __ L_ -- ____ 1_ - ______ 1 _______ , _____ _ - - - - 1- - - - - - - - - -

-15 --!----- ----,'-- ------,- -,------ ---,----

-20 -l-I __ """--_-"--_--'-__ '---_"'"'""-_--.1.. __ .1..-_--'--_--'-_----'

0.0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1.0


Figure 29. Vehicle vertical accelerometer trace for test 400001-WDRIO.

30

25

- 20 en -C)

15 -c 10 0

~ to 5 ... G> a; 0 .. ..

-5 to iii

-10 ...., .5 V\ 'C

-15 :: -'0, -20 c

0 ..J -25

-30

-35

0.0

Iso Hz Filter I

0.1 0.2 0.3

Crash Test 400001-WDR11 Accelerometer at center of gravity

0.4 0.5 0.6


-------------------,

~---------i----------

Test Article: Wide REACT Test Vehicle: 1994 Geo Metro Test Inertial Weight: 820 kg Gross Static Weight: 895 kg Impact Speed: 98.2 kmlh Impact Angle: 0 deg on nose at quarter point

0.7 0.8 0.9 1.0

Figure 30. Vehicle longitudinal accelerometer trace for test 400001-WDRll.

I u SIl Hz Filter I 30

25

20 ~ 15 -'II Cl

10 -c 0 5 :;::: CIS ... 0 G>

Gi -5 .. .. -..l CIS -10 0\

l:!! G> -15 -CIS -20 ....I

-25

-30 .... , .... !

-35

0.0 0.1 0.2

I


./ ........ . ,

- - ~ - - - - - I. _______ 1_ _ _ _ _ _ _;_ _ _ _ _ _ _____ _

_____ ._1 ______ --1---- ---i-- -------1- ---1------ ___ 1 __________ 1 _______ _

. . . . .. . ...... ·l· ............. .

................ , ................... 1 ......... , ........ .

- - - - - - -:- - - - - - - . ..... ·1······· ·1··········1 ...... . I

- - - - ~ - - - - - - - - - 1- _____ _ Test Article: Wide REACT Test Vehicle: 1994 Geo Metro Test Inertial Weight: 820 kg Gross Static Weight: 895 kg Impact Speed: 98.2 kmlh ·l····· ... Impact Angle: 0 deg on nose at quarter point

0.3 0.4 0.5 0.6 0.7 0.8 0.9 1.0


Figure 31. Vehicle lateral accelerometer trace for test 400001-WDRI1.

r 60 HZRlter I 30

25

20 ~ 15 CI - 10 c :8 5 f .. 0 'ii .. -5 .. '" ~ -.u -10

~ .. '2 -15 .. > -20

-25

-30

-35

0.0 0.1 0.2 0.3


- - - - - - -,.- ----- -- - -1- - - --- - - -1- - - - --

- - - - - - - ,. - - - - - - - -i- - - - - ~ - - -1- - - - -

0.4 0.5 0.6


Test Artide: Wide REACT Test Vehide: 1994 Geo Metro Test Inertial Weight: 820 kg Gross Static Weight: 895 kg Impact Speed: 98.2 kmlh Impact Angle: 0 deg on nose at quarter point

0.7 0.8 0.9

Figure 32. Vehicle vertical accelerometer trace for test 400001-WDRll.

1.0

REFERENCES

1. H. E. Ross, Jr., D. L. Sicking, R. A. Zimmer, and J. D. Michie, "Recommended Procedures for the Safety Performance Evaluation of Highway Features," NCHRP Report 350, Transportation Research Board, Washington, D. C., 1993.

2. W. L. Menges, C. E. Buth, and B. G. Butler, "Full-Scale Crash Testing and Evaluation of the Wide REACT System," Research Report 400001-WDR1-8, Texas Transportation Institute, The Texas A&M University System, College Station, Texas, March 1998.

79

by Wanda L. Menges and C. Eugene Buth · TEX ASTRA NSPOR TA TION INS TITU TE NCHRP REPORT 350 TESTS...

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Transcript of by Wanda L. Menges and C. Eugene Buth · TEX ASTRA NSPOR TA TION INS TITU TE NCHRP REPORT 350 TESTS...