TEXAS TRANSPORTATION INSTITUTE THE TEXAS A & M UNIVERSITY SYSTEM COLLEGE STATION, TEXAS

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1 TEXAS TRANSPORTATION INSTITUTE Test Level 2 Evaluation of the RENCO Ren-Gard 815 Truck Mounted Attenuator by C. Eugene Buth Senior Research Engineer and Wanda L. Menges Associate Research Specialist Contract No REN1&2 Sponsored by RENCO,Inc. July 1998 TEXAS TRANSPORTATION INSTITUTE THE TEXAS A & M UNIVERSITY SYSTEM COLLEGE STATION, TEXAS

2 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 RENCO, 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.

3 1. Report No. 2. Government Accession No. 3. Recipient's Catalog No. T echni c a! R eport Documentation Paa;e 4. Title and Subtitle 5. Report Date July 1998 Test Level 2 Evaluation of the RENCO Ren-Gard 815 Truck Mounted Attenuator 6. Performing Organization Code 7. Author( s) 8. Performing Organization Report No. C. Eugene Buth and Wanda L. Menges REN1&2 9. Performing Organization Name and Address 10. Work Unit No. (TRAIS) Texas Transportation Institute The Texas A&M University System 11. Con'tract or Grant No. College Station, Texas Contract REN1&2 12. Sponsoring Agency Name and Address 13. Type of Report and Period Covered RENCO,Inc. P.O.Box730 Pflugerville, TX Draft Final Report 14. Sponsoring Agency Code 15. Supplementary Notes Contacting representative for RENCO, Inc.; Mr. Ron Beyer 16. Abstract RENCO, Inc. contracted with Texas Transportation Institute (TTl) to evaluate the RENCO Ren-Gard 815 truck mounted attenuator (TMA) to test level2 (TL-2) of National Cooperative Highway Research Program (NCHRP) Report 350. The Ren-Gard 815 TMA was designed to protect the support vehicle (usually a dump truck) from errant vehicles weighing up to 2000 kg impacting the TMA from the rear at 70 kmlh. Structural adequacy of the TMA, risks to occupants of both the impacting and the support vehicle, and the roll-ahead distance of the support vehicle are the relevant factors in evaluating the safety performance of thetma. Two full-scale crash tests were performed on the Ren-Gard 815 TMA: 0 NCHRP Report 350 test designation 2-50: An 820-kg passenger car impacting the TMA at a nominal speed and angle of 70 kmlh and 0 degree with the centerline of the impacting vehicle aligned with the centerline of the TMA and the support vehicle parked against a rigid wall. 8 NCHRP Report 350 test designation 2-51: A 2000-kg pickup truck impacting the TMA at a nominal speed and angle of 70 kmlh and 0 degree with the centerline of the impacting vehicle aligned with the centerline of the TMA and the support vehicle freestanding, parked in secona gear with the brake on. This report presents the details and results of these tests on the RENCO Ren-Gard 815 TMA. The RENCO Ren-Gard 815 TMA met all criteria specified in NCHRP Report 350 for test level two truck mounted attenuators. 17. KeyWords 18. Distribution Statement Truck Mounted Attenuators, TMA, Work Zones, Work Zone Barricades, Crash Testing, Roadside Safety Copyrighted. 19. Security Classif.(ofthis report) 20. Security Classif.(ofthis page) 21. No. of Pages 22. Price Unclassified Unclassified 92 Form DOT F (8-72) Reproduction of completed page authorized

4 APPROXIMATE CONVERSIONS TO Sl UNITS Symbol When You Know Multiply by To Find Symbol - LENGTH APPROXIMATE CONVERSIONS FROM Sl UNITS I Symbol When You Know Multiply by To Find Symbol In inches 25.4 millimeters mm mm millimeters inches In ft feet meters m m meters 3.28 feet ft yd yards meters m m meters 1.09 yards yd ml miles 1.61 kilometers km km kilometers miles ml LENGTH AREA AREA in 2 square inches square millimeters mm' mm' square millimeters square inches in 2 ft' square feet square meters m' m' square meters square feet ft' yd' square yards square meters m' m' square meters square yards yd' ac acres hectares ha ha hectares 2.47 acres ac mi 2 square miles 2.59 square kilometers km' km' square kilometers square miles mi 2 VOLUME VOLUME fl oz fluid ounces milliliters ml ml milliliters fluid ounces fl oz gal gallons liters L L liters gallons gal ft' cubic feet cubic meters m' m' cubic meters cubic feet ft' yd' cubic yards cubic meters m' m' cubic meters cubic yards yd' ~=:: Ill NOTE: Volumes greater than shall be shown in m 3 MASS MASS oz ounces grams g g grams ounces oz lb pounds kilograms kg kg kilograms pounds lb T short tons megagrams Mg Mg megagrams short tons T (2000 lb) (or "metric ton") (or "t") (Oi' "t") (or "metric ton") (2000 lb) TEMPERATURE TEMPERATURE OF Fahrenheit 5(F-32)/9 or Celcius oc oc Celcius 1.8C+32 Fahrenheit Of temperature IF-32)/1.8 temperature temperature temperature ILLUMINATION ILLUMINATION fc foot-candles lux lx lx lux foot -candles fc fl foot-lamberts candela/m 2 cd/m 2 cd/m 2 candela/m foot-lamberts fl FORCE and PRESSURE or STRESS FORCE and PRESSURE or STRESS lbf poundforce 4.45 newtons N N newtons poundforce lbf lbf/in 2 poundforce per 6.89 kilopascals kpa kpa kilopascals poundforce per lbf/in 2 square inch square inch 1bol tor the International System of Units. Appropriate E380.

5 TABLE OF CONTENTS I. INTRODUCTION... 1 II. STUDY APPROACH... 3 TEST ARTICLE... 3 CRASH TEST CONDITIONS... 3 EVALUATION CRITERIA... 7 CRASH TEST AND DATA ANALYSIS PROCEDURES... 8 Electronic Instrumentation and Data Processing... 8 Anthropomorphic Dummy Instrumentation... 9 Photographic Instrumentation and Data Processing Test Vehicle Propulsion and Gnidance ill. CRASH TEST RESULTS TEST REN1 (NCHRP Report 350 Test No. 2-51) Test Description Damage to Test Installation Vehicle Damage Occupant Risk Values TEST REN2 (NCHRP Report 350 test no. 2-50) Test Description Damage to Test Installation Vehicle Damage Occupant Risk V aloes IV. SUMMARY OF FINDINGS AND CONCLUSIONS SUMMARY OF FINDINGS NCHRP Report 350 Test Designation NCHRP Report 350 Test Designation CONCLUSIONS APPENDIX A. DETAILS AND INSTALLATION OF THE RENCO Ren-Gard 815 TMA APPENDIX B. VEIDCLE PROPERTIES APPENDIX C. SEQUENTIAL PHOTOGRAPHS APPENDIX D. VEIDCLE ANGULAR DISPLACEMENTS APPENDIX E. VEIDCLE ACCELEROMETER TRACES REFERENCES iii

6 LIST OF FIGURES Figure No. Page 1 Details of the RENCO Ren-Gard 815 TMA RENCO Ren-Gard 815 TMA before test ren VehicletrMA geometries for test ren Vehiclebeforetest REN Afterimpacttrajectoryfortest REN Ren-Gard815TMAaftertest REN Vehicleaftertest REN Interior of vehicle for test REN Summary of results for test REN1, NCHRP Report 350 test RENCO Ren-Gard 815 TMA before test REN VehicletrMA geometries for test REN Vehicle before test ren After impact trajectory for test REN Ren-Gard 815 TMA after test ren Vehicle after test ren Interior of vehicle for test REN Summary of results for test REN2, NCHRP Report 350 test Vehiclepropertiesfortest40000l-RENl Vehicle properties for test REN Sequential photographs for test REN1 (overhead and frontal views) Sequential photographs for test REN1 (perpendicular view) Sequential photographs for test REN2 (overhead and frontal views) Sequential photographs for test REN2 (perpendicular view) Vehicle angular displacements for test REN Vehicle angular displacements for test REN Vehicle longitudinal accelerometer trace for the impacting vehicle for test REN Vehicle lateral accelerometer trace for the impacting vehicle for test REN Vehicle vertical accelerometer trace for the impacting vehicle for test REN Vehicle longitudinal accelerometer trace for the support vehicle for test REN Vehicle longitudinal accelerometer trace for the impacting vehicle for test REN iv

7 LIST OF FIGURES (continued) Figure No. Page 31 Vehicle lateral accelerometer trace for the impacting vehicle for test REN Vehicle vertical accelerometer trace for the impacting vehicle for test REN LIST OF TABLES Table No. Page 1 Performance evaluation summary for impacting vehicle during test REN1, NCHRP Report 350 Test Performance evaluation summary for support vehicle during test REN1, NCHRP Report 350 Test Performance evaluation summary for impacting vehicle during test REN1, NCHRP Report 350 Test Performance evaluation summary for support vehicle during test REN1, NCHRP Report 350 Test Exterior vehicle crush measurements for test RENl Occupant compartment deformation for test RENl Exterior vehicle crush measurements for test REN Occupant compartment deformation for test REN v

8

9 I. INTRODUCTION Construction and maintenance operations on the nation's highways pose hazards to both workers and motorists. Various measures are employed to route traffic around work zones, including channelizing devices (cones, barrels, etc.), signs, flaggers, and flashing arrow boards. However, these measures alone do not adequately protect the workers from errant vehicles. Inattentive drivers may not follow the detour, or for some reason may be forced into the work zone. A measure commonly used to protect maintenance workers from errant vehicles is to place a shadow truck behind the construction or maintenance operation. Shadow trucks, or barrier vehicles, are also used in slow moving operations. Shadow vehicles are used to protect workers performing striping, patching, sanding, snow plowing, pavement resurfacing, bridge deck repair, guardrail and attenuator repair, and other operations. While the shadow truck is effective in protecting work crews, it does not always protect riders in vehicles which strike the shadow truck. Because of this problem, several impact attenuation devices have been developed to decrease the severity of collisions. Several truck mounted attenuators (TMAs) have been developed and tested, and are being used by various states. A TMA is a compact crash cushion which is attached to the rear of a shadow truck and is intended to reduce the accelerations felt by occupants in a vehicle striking a shadow truck. The history of the development of the TMA in the United States can be traced to the early 1970's when Texas Transportation Institute (TTl) designed and tested a "crash cushion trailer. u(i) This TTl crash cushion trailer was 6.9 m long and 1.8 m wide creating maneuverability problems. In late 1975, the Connecticut Department of Transportation contracted with the University of Connecticut to develop a TMA which could be suspended or cantilevered off the rear of a dump truck, rather than trailerect.< 2 l Since the 1975 many cantilevered TMAs have been developed. Federal Highway Administration (FHW A) has recently adopted National Cooperative Highway Research Program (NCHRP) Report 350 as the official guidelines for safety performance of evaluation of roadside features (including TMAs ).<'l FHW A has further required that all roadside features to be used on the National Highway System (NHS) be crash tested in accordance with thenchrp Report 350 guidelines by Therefore, it is necessary for all new roadside features to be evaluated to NCHRP Report 350. RENCO, Inc. contracted with TTl to evaluate the RENCO Ren-Gard 815 TMA to test level2 (TL-2) ofnchrp Report 350. The Ren-Gard 815 TMA was designed to protect the support vehicle (usually a dump truck) from errant vehicles weighing up to 2000 kg impacting the TMA from the rear at 70 km!h. Structural adequacy of the TMA, risks to occupants of both the impacting and the support vehicle, and the roll-ahead distance of the support vehicle are the relevant factors in evaluating the safety performance of the TMA. Two full-scale crash tests were performed on the Ren-Gard 815 TMA: 1

10 0 NCHRP Report 350 test designation 2-50: An 820-kg passenger car impacting the TMA at a nominal speed and angle of 70 kmlh and 0 degree with the centerline of the impacting vehicle aligned with the centerline of the TMA and the support vehicle parked against a rigid wall. NCHRP Report 350 test designation 2-51: A 2000-kg pickup truck impacting the TMA at a nominal speed and angle of 70 kmlh and 0 degree with the centerline of the impacting vehicle aligned with the centerline of the TMA and the support vehicle freestanding, parked in second gear with the brake on. This report presents the details and results of these tests on the Ren-Gard 815 TMA. The RENCO Ren-Gard 815 TMA met all criteria specified in NCHRP Report 350 for test level two truck mounted attenuators. 2

11 IT. STUDY APPROACH TEST ARTICLE RENCO's Ren-Gard 815 TMA absorbs energy by the nse of cardboard honeycomb sections. Two Ren-Gard RAM 815 TMA units were supplied by RENCO Highway Control Products for testing at TTl. The dimensions of both TMAs were 2095 mm long by 2300 mm wide by 580 mm high. After attachment of the support frame, lights/harness, and rear jack, the TMA weighed 1020 kg. Both TMAs were assembled, wired, and painted before delivery to TTl. General details of the TMA are shown in figure 1. Detail drawings (including details of the backup structure and mounting plate) and installation instructions are presented in appendix A. Each Ren-Gard RAM 815 was then attached to a 1981 Ford F600 11,000 kg (GVWR) dump truck which had been ballasted to kg, which brought the total weight for the dump truck and TMA to kg. For the test with the pickup truck (NCHRP Report 350 test designation 2-51), the support truck was parked on dry, Portland cement concrete with the truck in second gear and the emergency brake engaged. In the second test with the 820-kg vehicle, the support truck was parked against a rigid wall. Photographs of the completed TMA as tested is shown in figure 2. CRASH TEST CONDITIONS According to NCHRP Report 350, two crash tests are required for evaluation of truck mounted attenuators to test level two: NCHRP Report 350 test designation 2-50: An 820-kg vehicle impacting the truck mounted attenuator at 70 kmlh and 0 degree with the centerline of the vehicle aligned with the centerline of the TMA. The support vehicle is to be parked against a rigid wall. The test is intended to evaluate the risks to occupants of a small car when impacting the TMA REN2 corresponds to this NCHRP Report 350 test. NCHRP Report 350 test designation 2-51: A 2000-kg pickup truck impacting the truck mounted attenuator at 70 km/h and 0 degree with the centerline of the vehicle aligned with the centerline of the TMA. The support vehicle is to be free-standing, parked in second gear with the park brake on. The test is intended to evaluate structural adequacy of the TMA, risks to occupants, and the roll-ahead distance of the supporting truck for impacts with a heavy passenger vehicle REN1 corresponds to this NCHRP Report 350 test 3

12 NOTE 1. HYDRAULIC CYLINDER, PUMP, CONTROLS AND ADJUSTMENT TURN SCREWS ARE NOT SHOWN. PAD RAISES 90 FOR WHEN NOT IN USE... ADDITIONAL TAIL LIGHTS ARE ON THE UNDERSIDE FOR WHEN CUSHION IS IN RAISED POSITION. RENCO locnlc - ' u HIGHWAY CONTROL PRODUCTS A2 OF 5 Figure 1. Details of the RENCO Ren-Gard 815 TMA.

13 ITEM: QTY: 5 re DESCRIPTION: HYDRAULIC CYLINDER CONTROL UNIT TRUCK MOUNT 11/l( PLATE w/br~cketsl SUPPORT BRACKET B~TTERY ~HYDRAULIC PUMP HYDRAULIC CYLINDER ADJUSTMENT TURN SCREW TELSPAR JACKSTAND REPLACEABLE CRASH PAD TAIL LIGHTS I:::loTF~_ ~1 TRI K FRAME IS -HtGH CARBON STEEL. TO AVOID CRACKING DO NOT WELD OR APPLY EXCESSIVE HEAT 10 BOTTOM FLANGE. 00 NOT CUT FRA&.c CROSS UEt.t.nER WBIGH TIES INTO OUTBOAD LEAF SPRI~ HANGERS. DNENSIONS {XX.XXl ARE CENTIMETER:>. PIVOJ POINTS (3 PO lntsl TO RAISE P~D 90 TO VERTICAL POSITION FOR TRANSPORTING. RAISED BY HYDRAULIC CYLINDER. HOLE FOR LOCI<PtNS ~ ,2s~~:.~~~~g,r j VI i-t 13±1 FULL LENGTH OF PAD C33.021(, (;RQIJII) Ll!!"5"@R::: ' lhl" TWO ADJUS-TABLE.STANQS FRONT CORNERS (NOT SHOWN) Figure 1. Details of the RENCO Ren-Gard 815 TMA (continued).

14 Figure 2. RENCO Ren-Gard 815 TMA before test RENI. 6

15 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 ofnchrp Report 350 were used to evaluate the crash tests reported herein. The following evaluation criteria apply to the impacting vehicle: Occupant Risk D. Detached elements, fragments or other debris from the test article should not penetrate or show potential for penetrating the occupant compartment, 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 - rnfs Preferred Maximum 9 12 I. Occupant ridedown accelerations should satisfy the following: Vehicle Trajectory Longitudinal and Lateral Occupant Ridedown Accelerations - g's Preferred Maximum 5 20 K After collision it is preferable that the vehicle's trajectory not intrude into adjacent traffic lanes. 7

16 The following evaluation criteria apply to the support vehicle: Structural Adequacy C. Acceptable test article performance may be by redirection, controlled penetration, or controlled stopping of the vehicle. Occupantltisk D. Detached elements, fragments or other debris from the test article should not penetrate or show potential for penetrating the occupant compartment, 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. I. Occupant ridedown accelerations should satisfy the following: Vehicle Trajectory Longitudinal and Lateral Occupant Ridedown Accelerations - g's Preferred Maximum K. After collision it is preferable that the vehicle's trajectory not intrude into adjacent traffic lanes. 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 vehicle was 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 gage type with a linear millivolt output proportionalto acceleration. 8

17 The electronic signals from the accelerometers and transducers were transmitted to a base station by means of constant bandwidth FM1FM telemetry link for recording on magnetic tape and for display on a real-time strip chart. Calibration signals were recorded before and after the test, and an accurate time reference signal was simultaneously recorded with the data. Pressuresensitive 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 acqnisition 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 ansae 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 10-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 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). The PLOT ANGLE program used the digitized data from the yaw, pitch, and roll rate transducers to compute angular displacement in degrees at s intervals and then instructs a plotter to draw a reproducible plot: yaw, pitch; and roll versus time. These displacements areir. reference to the vehicle-fixed coordinate system with the initial position and orientation of the vehicle-fued 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. Use of a dummy in the 2000P vehicle is optional according to NCHRP Report 350 and there was no dummy used in the tests with the 2000P vehicle. 9

18 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 high-speed 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 Betacam and a %-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 connected 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 1 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 free-wheeling, 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. 10

19 ill. CRASH TEST RESULTS TEST REN1 (NCHRP Report 350 Test No. 2-51) A 1993 Chevrolet 2500 pickup truck, shown in figures 3 and 4, was used as the impacting vehicle for the crash test. Test iuertia weight of the vehicle was 2000 kg, and its gross static weight was 2000 kg. The height to the lower edge of the vehicle bumper was 410 mm and it was 640 mm to the upper edge of the bumper. Additional dimensions and information on the vehicle are given in appendix B, figure 18. The vehicle was directed iuto the installation usiug the cable reverse tow and guidance system, and was released to be free-wheeliug and unrestrained just prior to impact. Information on the support vehicle is given iu Chapter II under Test Article. The crash test was performed the morning of May 5, Eight days before the test, a total of 48 mm of rain was recorded. No other rainfall occurred The reference for during the ten days prior to the test. Weather conditions at the I wind direction is 90 time of testing were as follows: Wiud speed: 16 kmlh; wind direction: 180 degrees with respect to the vehicle (vehicle traveliug northerly); temperatnre: 25 C; relative humidity: 76 percent. vehicle fixed os howo. fr'~th ~ i:-b :Er~lsQ< t 270 Test Description The vehicle, traveling at 69.4 km/h, impacted the RENCO Ren-Gard 815 TMA at 0 degree with the centerliue of the vehicle's nose aligned with the centerline of the TMA. The support vehicle began moving forward at s. Maximum dynamic deflection of the TMA of 1.59 m occurred at s. The impacting vehicle lost contact with the TMA at s. At this time the impacting vehicle was traveliug backwards at a speed of 2.7 km/h and exit angle of 1.8 degrees. The support vehicle was traveliug at 6.6 kmlh and 0 degrees. The support truck continued moving forward and came to a stop at s and had moved 2.26 m. Brakes on the vehicles were not applied. Sequential photographs of the test period are shown in appendix C, figures 20 and 21. Damage to Test Installation The damage to the RENCO Ren-Gard 815 TMA is shown iu figures 5 and 6. The TMA was crushed somewhat evenly from left to right and up and down. Most of the seams were split. The backup/mounting structnre was not damaged. Maximum dynamic crush of the TMA during the test was 1.59 m and the maximum residual crush was 1.49 m. 11

20 Figure 3. V ehiclerrma geometries for test RENl. 12

21 Figure 4. Vehicle before test RENl. 13

22 Figure 5. After impact trajectory for test RENl. 14

23 Figure 6. Ren-Gard 815 TMA after test ren1. 15

24 Vehicle Damage Damage to the vehicle is shown in figure 7. Structural damage was received by the stabilizer bar and the frame buckled on the left and right sides. The fan, radiator, grill, bumper, and hood were crushed. The left and right quarter panels were damaged and the left and right doors were jammed. Maximum exterior crush was measured at 250 mm at the top of the front bumper. Details are given in appendix B, table 5. The occupant compartment received no deformations, as shown in appendix B, table 6. The interior of the vehicle is shown in figure 8. Occupant Risk Values Data from the accelerometer located at the impacting vehicle's center of gravity were digitized for evaluation of occupant risk and were computed as follows. In the longitudinal direction, the occupant impact velocity was 10.1 m/s at s, the highest s occupant ridedown acceleration was g's from to s, and the maximum s average acceleration g's between and s. In the lateral direction, there was no occupant contact. The maximum s average was -0.7 g's between and s. The data from the support vehicle's accelerometer at the center of gravity were also digitized. Longitudinal occupant impact velocity was 3.2 m/s at s, the ridedown acceleration was -1.2 g's between and s, and the maximum s average acceleration was 2.3 g's from to s. These data and other pertinent information from the test are summarized in figure 9. Vehicle angular displacements are displayed in appendix D, figure 24. Vehicular accelerations versus time traces are presented in appendix E, figures 27 through

25 Figure 7. Vehicle after test RENl. 17

26 .. (61 Before test After test Figure 8. Interior of vehicle for test RENl. 18

27 0.097 s s EXIT ANGLE 1.8 d e c:::::::j c:::::::j s so 0 c:::::::j c:::::::j s m Roll-Ahead Distance "l.! ;~ ~.~C:~l'::'""'"" ~"l:~~.wb~~~'f..!i'f.:mr&< \ OI1CT,8 ~ ~-.~. General Information \0 Test Agency.... Test No.... Date Test Article Type.... Name or Manufacturer... Installation Length (m)... Material or Key Elements Soil Type and Condition... Test Vehicle Type.... Designation.... Model Mass (kg) Curb.... Test Inertial.... Dummy.... Gross Static... Texas Transportation Institute REN1 05/05/98 Truck Mounted Attenuator RENCO Ren-Gard 815 TMA 2.1 Aluminum Box Covered Cardboard Honeycomb Concrete Pavement, Dry Production 2000? 1993 Chevrolet 2500 pickup truck No dummy 2000 Impact Conditions Speed (km/h).... Angle (deg) Exit Conditions Speed lkm/hl.... Angle (deg).... Occupant Risk Values Impact Velocity (m/s) x-direction.... y-direction.... THIV lkm/hl.... Ridedown Accelerations {g's) x-direction.... y-direction.... PHD (g'sl ASI.... Max s Average (g's) x-direction.... y-direction.... z-direction.,..,,.,..,,,, No Contact N/A Test Article Deflections (m) Dynamic Permanent Vehicle Damage Exterior VOS FD5 CDC FDEW3 Maximum Exterior Vehicle Crush (mm) Interior OCDI FSOOOOOOO Max. Occ. Compart. Deformation (mm) Post-Impact Behavior (during 1.0 s after impact) Max. Yaw Angle (deg) Max. Pitch Angle (deg).,,. -3 Max. Roll Angle (deg) Figure 9. Summary of results for test RENl, NCHRP Report 350 test 2-51.

28 TEST REN2 (NCHRP Report 350 test no. 2-50) The RENCO Ren-Gard 815 TMA was installed as shown in figure 10. A 1994 Geo Metro, shown in figures 11 and 12, was used as the impacting vehicle for this 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 360 mm and it was 555 mm to the upper edge of the bumper. Additional dimensions and information on the vehicle are given in appendix B, 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. Information on the support vehicle is given in Chapter ll under Test Article. The crash test was performed the morning of June 29, No rain occurred during the ten days prior to the test. Weather conditions at the time of The reference for testing were as follows: Wind speed: 18 kmlh; wind direction: j 180 degrees with respect to the vehicle (vehicle traveling northerly); temperature: 32 oc; relative humidity: 62 percent. Test Description wind direction is 90 vehicle fixed cs howo. f'"~th ~ i ]3. JJ~ ~lso- 1270" The vehicle, traveling at 70.6 kmlh, impacted the RENCO Ren-Gard 815 TMA at 0 degree with the centerline of the impacting vehicle aligned with the centerline of the TMA. Shortly after impact, the hood of the vehicle crushed and at s the hood buckled. At s the bottom of the TMA moved and at s the TMA began to crush. The seam along the center top surface of the TMA split at s and the seam at the bottom on the right side of the TMA split at s. By s the vehicle fully engaged the TMA and the impacting vehicle was traveling at a speed of 22.3 kmlh. At s the vehicle is into the TMA up to the windshield and at s the vehicle rebounded. The TMA had deformed to the front of the vehicle and as the vehicle rolled back, the TMA caught and held the vehicle in place. Brakes on the impacting vehicle were not applied and the vehicle subsequently came to rest within the TMA. Sequential photographs of the test period are shown in appendix C, figures 22 and 23. Damage to Test Installation The damage sustained by the RENCO Ren-Gard 815 TMA is shown in figures 13 and 14. The TMA deformed around the front of the vehicle and was pushed up slightly. Most of the seams were split and the top seam continued to rip to the right from 450 mm from the front to 220 mm from the front. The TMA was creased on each side approximately 640 mm from the front. The backup/support structure was not damaged. Maximum dynamic crush of the RENCO Ren-Gard 815 TMA during the test was not attainable, but the maximum residual deformation was 1.25 m. 20

29 Figure 10. RENCO Ren-Gard 815 TMA before test ren2. 21

30 Figure 11. Vehicle/TMA geometries for test REN2. 22

31 Figure 12. Vehicle before test REN2. 23

32 Figure 13. After impact trajectory for test REN2. 24

33 Figure 14. Ren-Gard 815 TMA after test REN2. 25

34 Vehicle Damage Damage to the test vehicle is shown in figure 15. The left and right struts were pushed back. The fan, radiator, grill, and hood were crushed. The bumper and mounts were damaged, as were the left and right quarter panels. Both doors were jammed and the hood was deformed. The A-pillars were deformed and the roof was dented at the B-pillars. Maximum exterior crush was 180 mm at the top of the front bumper. Crush measurements are given in appendix A, table 7. Maximum occupant compartment deformation was 12 mm, a two percent reduction in space, measured in the firewall area. The interior of the vehicle is shown in figure 16 and occupant compartment measurements are given in appendix B, table 8. Occupant Risk Values Data from the accelerometer located at the impacting vehicle's center of gravity were digitized for evaluation of occupant risk and were computed as follows. In the longitudinal direction, the occupant impact velocity was 11.6 m/s at s, the highest s occupant ridedown acceleration was g's from to s, and the maximum s average acceleration g's between and s. In the lateral direction, the occupant impact velocity was 0.8 rnls at s, the highest s occupant ridedown acceleration was -1.2 g's from to s, and the maximum s average was -1.0 g' s between and s. The support vehicle was parked against a rigid wall; therefore no occupant contact occurred. These data and other pertinent information from the test are summarized in figure 17. Vehicle angular displacements are displayed in appendix D, figure 25. Vehicular accelerations versus time traces are presented in appendix E, figures 30 through

35 Figure 15. Vehicle after test REN2. 27

36 Before test After test Figure 16. Interior of vehicle for test REN2. 28

37 1fl11'F I.W\1* - F~r=~~=~ Support vehicle parked against rigid wall. l ;t.er~ B fr":~ p.t,ll- $ LJ CJ 0 CJ II => I ~'::t. L,,,,..-.-&~!.' \ ''"".:,~;~= N General Information \0 Test Agency.... Test No.... Date.... Test Article Type.... Name or Manufacturer... Installation Length {m)... Material or Key Elements Soil Type and Condition... Test Vehicle Type.... Designation.... Model.... Mass (kg) Curb.... Test Inertial.... Dummy.... Gross Static.... Texas Transportation Institute REN2 05/05/98 Truck Mounted Attenuator RENCO Ren-Gard 815 TMA 2.1 Aluminum Box Covered Cardboard Honeycomb Concrete Pavement, Dry Production 820C 1994 Geo Metro Impact Conditions Speed (km/hl.... Angle (deg).... Exit Conditions Speed (km/hl.... Angle (deg).... Occupant Risk Values Impact Velocity {m/s) x-direction.... y-direction.... THIV (km/hl.... Ridedown Accelerations {g's) x-direction.... y-direction.... PHD (g's).... ASI.... Max s Average (g's) x-direction y-direction.... z-direction Stopped N/A Test Article Deflections {m) Dynamic N/A Permanent Vehicle Damage Exterior VDS FD5 CDC FDEW4 Maximum Exterior Vehicle Crush {mm) Interior OCDI RFOOOOOOO Max. Occ. Compart. Deformation (mm) Post-Impact Behavior (during 1.0 s after impact) Max. Yaw Angle (deg) Max. Pitch Angle (deg) Max. Roll Angle (deg) Figure 17. Summary of results for test REN2, NCHRP Report 350 test 2-50.

38

39 IV. SUMMARY OF FINDINGS AND CONCLUSIONS SUMMARY OF FINDINGS NCHRP Report 350 Test Designation 2-50 For the impacting vehicle: No detached elements, fragments, or other debris were present to penetrate or to show potential for penetrating the occupant compartment, not to present undue hazard to others in the area. Maximum deformation of the occupant compartment was 12 mm which was judged to not cause serious injury. The vehicle remained upright during and after the collision. Occupant risk factors were within the preferred limits specified in NCHRP Report 350. The vehicle did not intrude into adjacent traffic lanes. For the support vehicle: The RENCO Ren-Gard 815TMA brought the vehicle to a controlled stop. No detached elements, fragments, or other debris were present to penetrate or to show potential for penetrating the occupant compartment, not to present undue hazard to others in the area. No deformation or intrusion into the occupant compartment occurred. The vehicle remained upright during and after the collision. The support vehicle was parked against rigid wall, therefore, no occupant contact occurred and the vehicle could not move. NCHRP Report 350 Test Designation 2-51 For the impacting vehicle: No detached elements, fragments, or other debris were present to penetrate or to show potential for penetrating the occupant compartment, not to present undue hazard to others in the area. No deformation or intrusion into the occupant compartment occurred. The vehicle remained upright during and after the collision. Occupant risk factors were within the preferred limits specified in NCHRP Report 350. The vehicle did not intrude into adjacent traffic lanes. For the suooort vehicle: The RENCO Ren-Gard 815 TMA brought the vehicle to a controlled stop. No detached elements, fragments, or other debris were present to penetrate or to show potential for penetrating the occupant coi:npartr:nei:it, not to present undue hazard to others in the area. No deformation or intrusion into the occupant compartment occurred. The vehicle remained upright during and after the collision. Occupant ridedown accelerations were well within the preferred limits specified in NCHRP Report 350. Support vehicle moved straight forward 2.3 m and did not intrude into adjacent lanes. CONCLUSIONS The RENCO Ren-Gard 815 TMA met all criteria specified in NCHRP Report 350 for test level two truck mounted attenuators, as shown in tables 1 through 4. 31

40 Table 1. Performance evaluation summary for impacting vehicle during test REN1, NCHRP Report 350 Test , N TestA <W! J_ T' T 'rtation Institute Test No.: REN1 Test Date: 06/29/98 Occupant Risk NCHRP Report 350 Evaluation Criteria Test Results Assessment D. Detached elements, fragments or other debris from the No detached elements, fragments, or other debris test article should not penetrate or show potential for were present to penetrate or to show potential for penetrating the occupant compartment, or present an penetrating the occupant compartment, not to undue hazard to other traffic, pedestrians, or personnel present undue hazard to others in the area. Pass in a work zone. Deformations of, or intrusions into, the Maximum deformation of the occupant occupant compartment that could cause serious injuries compartment was 12 mm which was judged to not should not be permitted. cause serious injury. F. The vehicle should remain upright during and after The vehicle remained upright during and after the collision although moderate roll, pitching and yawing collision. Pass are acceptable. H. Occupant impact velocities should satisfy the following: Occupant Impact Velocity Limits (rnls) Component Preferred Maximum Longitudinal and Lateral 9 12 I. Occupant ridedown accelerations should satisfy the following: ' Occupant Ridedown Acceleration Limits (g's) Component Preferred Maximum Longitudinal and Lateral Vehicle Trajectory. Longitudinal occupant impact velocity = 11.6 rnls Lateral occupant impact velocity = 0.8 rn!s Longitudinal ridedown acceleration = g' s Lateral ridedown acceleration = -1.2 g' s K. Mter collision it is preferable that the vehicle's The vehicle did not intrude into adjacent traffic traiectorv notintrude_in_to adiacent traffic lanes. lanes. *Criterion is preferable, not required. Pass Pass Pass*

41 Table 2. Performance evaluation summary for support vehicle during test REN1, NCHRP Report 350 Test w I TestA o-&&-. T, ~ -~~-~ T ~ &-&&~ ~& 1 -~&& ~&&~-w-~- Test No.: REN1 Test Date: 06/29/98 NCHRP Report 350 Evaluation Criteria I Test Results I Assessment I Structural Adeguac;)! c. Acceptable test article performance may be by The RENCO Ren-Gard 815 TMA brought the redirection, controlled penetration, or controlled vehicle to a controlled stop. Pass stopping of the vehicle. Occupant Risk D. Detached elements, fragments or other debris from the No detached elements, fragments, or other debris test article should not penetrate or show potential for were present to penetrate or to show potential for penetrating the occupant com]:lartment, or present an penetrating the occupant compartment, not to undue hazard to other traffic, pedestrians, or personnel present undue hazard to others in the area. No Pass in a work zone. Deformations of, or intrusions into, the deformation or intrusion into the occupant occupant compartment that could cause serious injuries compartment occurred. should not be permitted. F. The vehicle should remain upright during and after The vehicle remained upright during and after the collision although moderate roll, pitching and yawing collision. Pass are acceptable. I. Occupant ridedown accelerations should satisfy the following: Occupant Ridedown Acceleration Limits (g's) No contact. Vehicle was parked against rigid wall. Pass Component,Preferred Maximum Longitudinal and Lateral Vehicle Trajectory K. After collision it is preferable that the vehicle's The support vehicle was parked against a rigid trajectory not intrude into adjacent traffic lanes. barrier and therefore could not move. *Criterion is preferable, not required. N/A*

42 Table 3. Performance evaluation summary for impacting vehicle during test REN1, NCHRP Report 350 Test w.j>. I TestA T, T I o----.~ ~ Test No.: REN1 TestD /05/98 NCHRP Report 350 Evaluation Criteria I Test Results I Assessment I Occupant Risk D. Detached elements, fragments or other debris from the No detached elements, fragments, or other debris test article should not penetrate or show potential for were present to penetrate or to show potential for penetrating the occupant compartment, or present an penetrating the occupant compartment, not to undue hazard to other traffic, pedestrians, or personnel present undue hazard to others in the area. No Pass in a work zone. Deformations of, or intrusions into, the deformation or intrusion into the occupant occupant compartment that could cause serious injuries compartment occurred. should not be permitted. F. The vehicle should remain upright during and after The vehicle remained upright during and after the collision although moderate roll, pitching and yawing collision. Pass are acceptable. H. Occupant impact velocities should satisfy the following: Occupant Impact Velocity Limits (m/s) Component Preferred Maximum Longitudinal and Lateral I. Occupant ridedown accelerations should satisfy the following: Occupant Ridedown Acceleration Limits (g's) Component Preferred Maximum Longitudinal and Lateral Vehicle Trajectory Longitudinal occupant impact velocity= 10.1 m/s No contact in the lateral direction. Longitudinal ridedown acceleration= g's No contact in the lateral direction. K. After collision it is preferablecthat the vehicle's The vehicle did not intrude into adjacent traffic traiectorv not intrude into adiacent traffic lanes. lanes. *Criterion is preferable, not required. Pass Pass Pass*

43 Table 4. Performance evaluation summary for support vehicle during test REN1, NCHRP Report 350 Test w Ul I TestA o---. T T In" Test No.: REN TestD /05/ NCHRP Report 350 Evaluation Criteria I Test Results I Assessment I Structural Ade!juac~ C. Acceptable test article performance may be by The RENCO Ren-Gard 815 TMA brought the redirection, controlled penetration, or controlled vehicle to a controlled stop. Pass stopping of the vehicle. Occupant Risk D. Detached elements, fragments or other debris from the No detached elements, fragments, or other debris test article should not penetrate or show potential for were present to penetrate or to show potential for penetrating the occupant compartment, or present an penetrating the occupant compartment, not to undue hazard to other traffic, pedestrians, or personnel present undue hazard to others in the area. No Pass in a work zone. Deformations of, or intrusions into, the deformation or intrusion into the occupant occupant compartment that could cause serious injuries compartment occurred. should not be permitted. F. The vehicle should remain upright during and after The vehicle remained upright during and after the collision although moderate roll, pitching and yawing collision. Pass are acceptable. I. Occupant ridedown accelerations should satisfy the following: Occupant Ridedown Acceleration Limits (g's) Longitudinal ridedown acceleration= -1.2 g' s Pass Component Preferred Maximum Longitudinal Vehicle Trajectory K. After collision it is preferable that the vehicle's Support vehicle moved straight forward 2.3 m and trajectory not intrude into adjacent traffic lanes. did not intrude into adjacent lanes. *Criterion is preferable, not required. Pass*

44

45 APPENDIX A. DETAILS AND INSTALLATION OF THE RENCO Ren-Gard 815 TMA RENCO REN-GARD TMA (Truck Mounted Attenuator) u.s. Patent #5, Operator s Manual and Parts Manual RENCO, INC. P 0 BOX 730/1582 Central Commerce Pflugerville, Texas Phone: Call Toll Free:

46 This Booklet is intended to supply useful data on the Renco Ren-Gard Truck Mounted Attenuator (TMA) REN-GARD TMA 815 MODELS: *RAM 815, *CAM 815, AND *NHP 815 COMPLETE 90-DEGREE LIFT MODEL #CK1128 *RAM 815: REAR ACUTATED MODEL *CAM 815: CAB ACTUATED MODEL *NHP 815: NO HYDRAULIC PUMP MODEL The following information is included in this handbook: Page I. Safety Instructions I 2. Installation Mounting Insttuction Operating Instructions Temporary Removal TMA Re-Attaching TMA Package Removal of Complete TMA Package General Maintenance Minor Adjustments Repair Policies Spare Parts Replacement of Cartridge Drawings/Photographs ii 38

47 SAFETY INSTRUCTIONS A. The lifting mechanism and cartridge (Crash Absorbing Cushion) shall be solidly fastened to the truck and must be a minimum of 11" and a maximum of from the ground and level when in the full-down position. The C.A.C. (Crash Absorbing Cushion) should be left in the full-down position whenever the unit is being used as a moving protecting shadow vehicle. NOTE: If the TMA is being used in the "parked protection mode, 11 you may elect to place the unit in the full-dow n and locked position for added protection. B. All personnel should stand clear of the TMA before a qualified operator raises or lowers it. The lock pin assembly must be in place in its locking position before anyone walks directly behind a raised unit. c. Both front jackstands and rear jackstand wheel combinations must be in their full-up and locked (pinned) positions when TMA is attached to truck. NOTE: stands mounts As an additional precaution against loss of front jacksome users elect to remove the jackstands from their and stow them inside the truck cab until needed. D. Caution must be observed when attaching or detaching the TMA crash cushion---never use the force of the hydraulic power mechanism t o align the pins or bolts. E. Do not stand or place heavy objects on~o a lowered TMA

48 INSTALLATION MOUNTING INSTRUCTIONS REN-GARD TRUCK MOUNTED ATTENUATOR (TMA) While much on the work has been taken out of the installation of the Renco Ren-Gard by the factory, it still requires some welding, drilling, and/or bolt work for the end user. All work should be accomplished and inspected by a qualified mechanic and a certified welder. It is suggested that the Renco Ren-Gard TMA be mounted to a truck weighing between 10,000 lbs. (4536k) and 25,000 lbs. (11340k) to achieve proper impact performances. It is further recommended that any additional weight which is going to be placed into the truck unit be added at this time. If this step is neglected or the weight added after the TMA is installed, the TMA will most probably be too close to the ground (out of specification). Carefully remove the protective shipping materials from the Ren-Gard raising and lot.;ering assembly. Next carefully remove the protective shipping materials from the Ren-Gard crash attenuating cushion. The following instructions were designed as a guideline to mounting the Ren-Gard TMA. First, attach the crash absorbing cushion to the raise and lowering assembly and subsequently to the selected truck frame. This function works best when the lifting assembly is supported by two (2) floor jacks, and the crash absorbing cushion is being supported by its own jackstands. 1. Move truck to a level working area. (This should be checked with a carpenter's level, minimum level length should be 24", a 48" level is preferred.) 2. Install a weighted plumb line at the furthest part of the truck body to hang just slightly above a line which represents a level line between the truck rails. 3. The C.A.C. back-up assembly (8" double closed end tubing) is factory installed directly to the crash cushion with nine (9) hardened bolts, therefore, this complete assembly can be attached to the lifting device. Install the two (2), 7/8" pins and keepers provided. NOTE: These pins should slide into place snugly but need not be forced. Next install the 1" pin and keeper on the clevis end of the hydraulic cylinder. NOTE: If you have purchased the optional 1/2" x 24" x 36" (1:3 x 61 x 86 em) steel mounting plate, it should now be -2-40

49 attached to the lifting device (truck-end) with the #8, 1" x 6" nuts and bolts provided, torqued to ft. lbs. The complete TMA assembly can now be carefully positioned up to the truck's rear rails and the plumb line previously installed. NOTE: If you have elected to build your own steel mounting plate assembly, you will find the dimensions and drawing at the rear of this booklet. When the complete TMA unit is moved into position with the mounting plate touching the truck's rear rails---you can now calculate and measure more accurately the rear supporting struts (must be supplied by purchaser) needed to adequately support the TMA. 4. lihen the mounting of the Ren-Gard to the truck rails has been completed---re-inspect all nuts and bolts for proper tightness. Sockets and socket wrenching equipment of the proper size, usually 1/2" or 3/4", are needed to check the nut/bolt combination for the proper tightness. 5. To adjust the TMA to its final height off of the ground (13" + 1") ( ) (level), the attached truck should have been loaded to its final adjusted weight prior to mounting the complete TMA assembly. Final adjustment of TMA can be made through the adjustable turn buckles at the bottom of the lifting mechanism. When 13" ;!:1" (33.:!:. 2.5) has been achieved, set the locking nuts on the adjustable turn buckles to lock in the height. 6~ It is recommended that quick disconnect electrical plugs or couplers be installed at the rear of the truck where they can be easily reached and/or serviced. You will need to provide two (2) electrical disconnect plugs; 1) for power source (+) to the electrical/hydraulic lifting pump; and 2) to provide power (+) to the A) brake; B) turn; and C) taillights and side lights. You are now ready for a test of all systems i.e.; po"'yer up and lowering of TMA and the correct operation of all taillights, turn s ignals and brake ifghts. All safety instructions spelled out in that section of this manual should be adhered to

50 OPERATING INSTRUCTIONS RAISE AND LOWER 90-DEGREE TILT UNIT 1. TO RAISE THE UNIT A. Remove the two (2), 3/4" safety locking pins (red). B. caution... stand clear of all moving parts while unit is moving. c. Move the momentary three-way switch to the up position. D. When the TMA approaches the full-up position, be alert that the unit goes into the stow position properly. When the unit makes contact with the factory adjusted stops, install the two (2) 3/4" safety locking pins into the full lock-up position. 2. TO LOWER THE UNIT A. Remove the two (2), 3/4" safety locking pins (red). B. Caution... stand clear of all moving parts while unit is moving. c. Move the momentary three-way switch to the down position. When the TMA approaches the full-down position, you can toggle the switch on/off quickly to make sure the unit stows properly. When the unit makes contact with the stops, you can install the two (2) lock-down pins or elect not to depending upon the circumstances. Note: CAUTION CAUTJ:ON CAUTJ:ON It is recommended that the Renco Ren-Gard be placed into the FULL-DOWN position when the unit is being used as a shadow vehicle for a moving operation. If the need arises to move the unit through a highway-medium with steep up and down grades or to navigate through steep driveways or turn in or turn outs, it is recommended that the TMA be elevated slightly while the obstacle is being circumvented. If the TMA is being used in the "parked protection mode," you may elect to place the unit in the full-down and locked position for an added degree of protection. OPERATING INSTRUCTIONS FOR AUTOMATIC LOCK (IF INSTALLED} TO RAISE UNIT: 1. Insure selector valve is in up, position. (Pull) 2. Remove manual lock-down pins. (If installed) 3. Depress red button until TMA is in full up position. (90 ) 4. Push selector knob down for lock position. (Push) TO LOWER UNIT: 1. Move selector valve to up position. (Pull) 2. Depress red button for up and to release lock. 3. Depress black button for down. 4. When TMA is fully down install manual lock pins for stationary use. (Optional if mobile)

51 TEMPORARY TMA REMOVAL AND RE-ATTACHMENT To remove the unit (crash cushion only) from the truck: A: Remove the tt<e (2) safety locking pins and lower the unit to its full-down position. B. Lower the two (2) front adjustable jackstands. c. Re-attach rear jackstand/wheel assemblies if they had previously been removed, place the jackstand support in the full-down and locked (pinned) position. D. Extend the front swivel jacks until the weight of the crash cushion has been taken up then remove the attachment pins and the pin and keeper from the hydraulic ram. E. Unplug the wiring harness. F. Carefully roll the unit away from the truck. G. CAUTION. supported.. make sure that the hydraulic ram is properly To re-attach the unit to the truck (crash cushion only): A. Carefully roll the unit to the rear of the truck. B. Adjust swivel jacks to allow alignment of the latching bolts. c. Connect lighting harness and establish that all turn/stop lights are working satisfactorily. D. Insert the two (2) locking and hitch pins that connect the cushion to the lifting device. E. Insert the hydraulic ram pin and keeper. F. Release pressure from front jackstands and move the stands into the up and locked position. G. Raise or remove and stow the rear jackstand/wheel combination. H. Check all electric and hydraulic lines for clear safe operation. I. Operate the crash cushion to the full-uo and full-down position---depending upon selection of up or down-- lock unit with the safety locking pins into the selected choice. Unit is now ready for use

52 REMOVAL OF COMPLETE TMA PACKAGE To remove the complete unit (crash cushion and lifting device) from the truck: A. Lower crash cushion to the full-down position. B. Lower the two (2) rear adjustable jackstand/wheel combinations. c. Rotate and lower the front adjustable jackstands into position and extend them until they take up the weight of the crash cushion. D. Remove the four (4), 1" x 6" attaching bolts. E. Unplug the light harnesses and disconnect the power cable (+) from the electrically powered hydraulic pump. F. Roll the complete unit away from the truck. G. Replace the four (4), 1" x 6" attaching bolts to their original holes so they will not be lost. To attach the complete TMA unit to the truck: A. Carefully roll the unit to the truck rear. B. Connect the light harness and the power (+) cable to the hydraulic pump. c. Re-install the four (4), 1" x 6" attaching bolts and torque to 125 ft. lbs. D. Raise the front two (2) adjustable jackstands to the up position. E. Raise the two (2) rear adjustable jackstands/wheel combinations to their up and stowed position. F. Check all electrical and hydraulic lines to be clear for normal operations. G. Check proper operation of stop/turn signals. H. Re-check TMA height from ground, re-level if necessary

53 GENERAL MAINTENANCE Description of Task 1. Check tightness of bolts, fasteners and locking pins 2. Oil swivel jack pivot points 3. Check hydraulic pump fluid 4. Change hydraulic pump fluid 5. Add hydraulic fluid (non-foaming hydraulic oil) 6. Clean exterior of hydraulic pump 7. Check and clean hydraulic ram 8. Clean working parts of lifting device (dirt, salt, oil, etc.) 9. Check crash cushion for level and height of cushion from level ground 10. Check all friction points for lubrication Interval Weekly Quarterly Weekly 24 Months As Needed As Needed Weekly As Needed As Required Weekly -7-45

54 MINOR ADJUSTMENTS NOTE: The Ren-Gard electric/hydraulic system provides power to raise the TMA to the full 90 degree up position. It is, however, lowered through gravity. The free flow control valve has been set at the factory to provide for a slow safe lowering time. This free fall should be checked before putting the unit into service and periodically from then on. NOTE: It may sometimes become necessary to adjust the in-line hydraulic oil flow control valve to speed up or slow down the decent of the TMA cartridge. To increase speed: loosen control screw jam nut and turn the control screw 1/4 turn counter clockwise ---continue making 1/4 turn adjustments until desired speed is achieved. Re-tighten the control screw jam nut. To decrease speed: reverse above directions. The initial factory setting from a slightly seated position. degrees and rising. is: 1/2 counter clockwise turn Temperature when set was 75 CAUTION... if the jam nut was loosened to adjust, it must be re-tightened before normal usage is instituted. After on site testing of the full-up, full-down operation of the TMA, smooth operation of the lock-up and lock-down pins should be checked. The pins were checked and adjusted at the factory but to avoid any field problems, it is advised that they be rechecked. NOTE: The lock-up, lock-down pins have been factory adjusted. If the lock-up 1 lock-down pins require adjustment 1 it c.an only be accomplished through the use of the adjusting bolts (four (4) total); and (2) per side of the lifting device (cushion end). To Adjust: loosen the locking nuts enough to enable the adjusting bolts to be turned in or out sufficiently to allm< the holes to come into alignment so the 3/4" locking pins slide easily in and out without binding. Once this has been accomplished, re-tighten the bolt locking nuts securely

55 RENCO REN-GARD REPAIR POLICY The following is a general description of various types of damage which could occur to Ren-Gard TMA cartridges while in field use. To assure that the integrity of the crash absorbing cushion remains intact, to ensure proper impact performance, please review and note the following recommendations: Minor Damage is defined to mean damage to the rear three (3) feet of the cartridge's outer support and urethane skin with an effected area smaller than a rectangle 22" x 24" -x 3" deep. The damaged area (outer skin and aluminum skin support) should be cut away or pulled back into shape. An aluminum patch (formed or shaped patch) of.032 to.045, 5052-H38 alloy aluminum should be made to cover the damaged area. Once the repair patch has been formed, it should be fitted to the unit and its position marked. A seal (gasket) should be formed by the use of a silicone sealant GE 1000#, SCS 1001 translucent or equal, the new piece should then~rilled and pop-riveted into place with the proper sized pop-rivets. The entire patched area should then be covered with a urethane sealant and painted to match the original color. Very Minor Damage is defined as minor cuts less than 1/2" in width and 12 1 ' in length, can be patched using either a urethane caulking or a s-ilicone tube type caulk, caulked directly into the damaged area. Major Damage is defined to mean damage larger or deeper than a rectangular area 22'' x 24" x 3'' deep and located in such a place as to prohibit field repair. Such damage could affect the energy absorbing ability of the cartridge. Repairs for major damage are not recommended and should not be undertaken in the field. NOTE: If evaluation of the damage is desired, several photographs should be taken and submitted to Renee 1 Inc. P.O. Box 730 Pflugerville, Texas for evaluation. NOTE: For minor damage repairs, there is available a Ren-Gard Minor Damage Repair Kit consisting of a) two tubes of air-dry silicone sealant; b) two 6" x 6 11 x 12" (15.2 x 15.2 x 30.4 em) outside corners; c) one 12" x 12" x 22" (30.4 x 30.4 x 55.8 em) formed right angle (reversible) corner; d) one hundred 3/16 x 14" pop-rivets; e) one (1) taillight assembly; and f) one (1) rear Telspar type jackstand with wheel

56 REN-GARD REPLACEMENT PARTS RGLPC: RCTCU-WSU: RCTCU-WOSU: HP-EM-12V: JS-SWC-2000#: JS-TT-WW: CSMP-WOP: Lifting Platform, Complete Remote Control, Truck Cab Unit with Slave Units Remote Control, Truck Cab Unit without Slave Units Hydraulic/Electric Pump Assy., 12 Volt D.C. Jackstand, Side Wind Crank, 2000#, Wheeled Jackstand, Telspar Type with Wheel Custom Steel Mounting Plate without Pins TSPWK-750: Tempered Steel Pins with Keeper TSPWK-875: Tempered Steel Pins with Keeper TSPWK-1000: Tempered Steel Pins with Keeper RTLJSM: RGC-BPB: RGCK112B: Rear Taillight, Jackstand Mount Ren-Gard Cushion, Backing Plate Brace Crash Absorbing Cushion, Complete

57 Figure 1 Ren-Gard mounting utilizing the optional Renco custom mounting plate. Figure 2 Completed mounting of lifting platform to optional custom mounting plate II 49

58 Figure 3 Completed Ren-Gard installation shown in the 90-degree up (not locked) position Figure 4 Completed Ren-Gard installation shown in the 90'degree up (and locked) position 12 50

59 Figure 5 Completed Ren-Gard installation shown in the down position 13 51

60 U\ N -!>- 'l ~JI" ' I ' I TRUCK MOUNT PLATE TRUCK FRI\ME Rl\ ILS BOLT BRACES TO FRAME. ANGLE OF BRACE TO BE DETERMINED AT INSTALLATION <45 MIN.l MATERIAL ANGLE IRON <3 X 3 X 1/4") <CUSTOMER SUPPLIEDl<76-2 X 76.2 X 6.35) <25.4l NOTES: TRUCK FRAME IS HIGH CARBON STEEL -- DO NOT WELD DIMENSIONS CXX-XX) ARE MILL!MoTERS. 0 I'TERENT TRUCK MODELS AND TRJCKS WITH PRE-MOUNTED TRAILER HITC~ ASSEMBLIES, PINTLE HITCH ASSE~BLIES, OR PTO'S MAY REQUIRE THAT THE SUGGESTED MOUNTING "BRACKET" ~AY HAVE TO BE ALTERED DURING INSTALL ATION SO AS NOT TO LIMIT THE USE AND MAINTENANCE TO THIS TYPE JF EQUIPMENT.,,. 13/4ft_;,]zs;s" 25" <44-45)111<6~. 7) (635) ' []IJ ~- I ' 'tjlj I2J.2~<JI2-II>'4 ::!fe"~ ~,. 16/4 RE-NCO (787.4;-;,-----: Jl" ~ 24 1 /~~ <615 95) 36" (9 14..,. 4,-~-, BY: ~ANCO DRAFTING - IORAW:NG. NUMBER SCALE I It~- = 1-u HIGHWAY CONTROL PROOUClS I DATE 05/01/94 OF 6 A3

61 NOTES: uimensions ARE FOR REFERENCE ONLY. <XX.XXJ ARE CENTIMETERS. THIS DRAWING AND All IT'S INFORMATION IS THE EXCLUSIVE PROPERTY OF RENCQ, INC. u. w Ill i,- u. r L. o II r-.-- ' -1 _, ' ' --p- ;r- '" IIi ;: ' I I ' r:s~ l:."f"'" -,' f- I tr- ' I - ' 24 I (60~-6) -, ' t I I ~ -" - ' ~- " ;II l:_ " 718" OJA. TYP. (22.22) I 37;; (200> r ~~ CRASH CUSHION ADJUSTMENT SCREWS <TYPICAL OF 41 _L_ 11-t-.-~ /a"<SB:.~ 177/ewL ~:~3(' (76~~L : I I -t"-1: r ~ r:-_,f-!i : : \\' : : I \ t I il\ ~i=;;;;;;;;;; ~~~~= =?.:1_...:;,::: :::==========~=::: = "'~!HI I II, -n ' ' I : I I l CYLINDER HYDRAULJC 3 (76.2 X 3 X TUB:JNG 76.2) II MOUNTING lt. <296.9) I BRACKETS.. 23 "Ia " ~ (593, 7) "- I l-- 11 " 1,.. j f % 2. 36" (720.6) (50.8} (914.4> MECHANICAL SUPPORT MECHANISM RENCD BY NANCO DRAFTING DRAWING NUMBER SCALE 1 1/2" = 1' -a HIGHWAY CONTROL PRODUCTS I DATE o.,,,...,, "'" A5B OF 5

62 " C2286.Q) ~ -a- [ ( ~)~r----ts~r-0,---r----(sg~: ~)--i----cs~ro-, -- r ~st~:-0,---r-~~ r, ' 0 I ' ----)9'----i (482-6) ~.. r!j 3" ' ~.76. 2l ~ ~.. w "' i(114-3l C1 0 I. Sl ' I ol a ---! JACKSTANDS C203-2J dmount FOR ADJUSTABLE 1 j.._ --- ) 9" ----J 16 1/:t C482-6J ( '106-4) o 1 1/2" Q,Q. X I" 1.0 TUBE - 6 REOL'!REO C38- I X 25-4J 3/8" "LATE. :! 3/4. 0 ('14-3) --- ~ I 1/16" DIA. C26.9BJ TYPICAL_j 1/t" STEEL 2 1/2" X 2 1/2" TUBING C63- S X 63. 5) WITH WELDED END PLATES REN-GARDrn BACK-UP PLATE NOTE: DIMENSIONS (XX-XX) ARE MILLIMETERS. RENCO SCALE 1 1/2" = 1'-0" HIGHWAY CONTROL PRODUCTS ioate 05/01/94 A 4A OF 6 BY NANCO DRAFTING DR,AWJNG ~UMBER

63 NOTE l. HYDRAULIC CYL JNDER, PUMP, CONTROLS AND ADJUSTMENT TURN SCREWS ARE NOT SHOWN, PAD RAISES 90 FOR ~~EN NOT IN USE. TWO ADJUSTABLE Ul Ul... _, ADDITIONAL TAIL LIGHTS ARE ON THE UNDERSIDE FOR WHEN CUSHION IS IN RAISED POSITION. RENCO HIGHWAY CONTROL PRODUCTS A2 OF 5

64 ITEM' QTY' 4 s ~-T--~ s 9T4 DESCRIPTION' HYDRAULIC CYLINDER CONTROL UNIT TRUCK MOUNT U/2. PLATE YV'BAACKETSI SUPPORT BRACKET BAT TEAY! HYD~AULIC PUMP HYDRAULIC CYLINDER ADJUSTMENT TURN SCREW TELSPAR JACKStAND REPLACEABLE CRASH PAD TAIL LIGHTS ['\_jotf~_ ~1 TRlO< FRAME ls: HIGH CARBON STEEL, TO AVOID CRACKING DO NOT WELD OR APPLY EXCESSIVE HEAT 10 BOTTOM FLANGE. 00 NOT CUT FRAI.GE CROSS t.e"f.iocr WHICH TIES INTO OUTBOAD LEAF SPAIN3 HANGERS. OHENSIONS IXX.XXl ARE CENTIMETERS. PIVOT POINTS (3 POlNTSl TO RAISE P"'D 90 TO VERTICAL POSITION FOR TRANSPORTING. RAISED B'l' HYDRAULIC CYLINDER. HOLE FOR LOCKPINS t ,z~t'w.mg gf '1 Ut 0\ t1 FULL length OF PAD ( (-t GROUN:l LIN TWO AOFJJ15J~B~RSNT:~QS (NOT SHOWN)

65 APPENDIX B. VEIDCLE PROPERTffiS This section provides additional dimensions and information on vehicles used for the crash tests performed under this study. 57

66 DATE' _5=._/_,5-'-/-"9'-"8'----- YEAR' _,_1 "-9"-9"-3 TIRE INFLATION PRESSURE: TEST No., -"4"0"0"0"'0'-'1'--_,R,E~N"-'-1 MAKE:.,Cc!.h,e,.,v'.'r_-o,l,e,_t ODOMETER, 1,_,5~8"_4"-'..1 o,2 TIRE VIN NO.' _1,_,G,cC"'F'-'C,2:.:4!.CK,_1,_,P_,Z,..2o.<2o'5,_,1_-5,4' MODEL' _,2"'5"0"0'--'P:.!i.=c"'k_-Uu,p'--!t_!_r"U.«C"'k~---- SIZE''---'=-L T!_,2"4"'5"-7!.e5"-R'"-'-1 ~6 MASS DISTRIBUTION (kg) LF -5...,5"'2~-- RF -~5"-'4±.<8, LR c4~7c.,2'----- RR,4:=2c,8'---- DESCRIBE ANY DAMAGE TO VEHICLE PRIOR TO TEST: A N ~;g~!-----'- L ) '\:: '' ~ 1"- TIRE DIA-_,_ WHEEL DLII- -Qrl ~ / ~I -,-- ~ I I ~ ' -r=;:= '-" :;..; _, M, ' ' F v ~ )->esc '"'"" Q.V. kqj= ; M, E~ ~VEHICLE fl l WHEEL [ """ e Denotes accelerometer location. NOTES: R 9Dmm TO I I ENGINE TYPE~ _-8>_eC~Y2.-"l~- ENGINE CID: _-,e5,e 7c_.=l~-- TRANSMISSION TYPE: X AUTO -MANUAL OPTIONAL EQUIPMENT: 6 LUGS DUMMY DATA: T'fPE: M~S: SEAT POSITION: GEOMETRY - (mm) A 1860 E 1270 B 750 F 5370 c 3350 G D 1800 H 1035 N K p M R t7:.j1_!,0c_ s ;9,_,0,0c_ T _1,_,5,_,Q,_,Q'---- U _,4,0'.\!Q",'Q_ MASS - (kg) CURB TEST INERTIAL GROSS STATIC M, 1100 M, 806 M, DO Figure 18. Vehicle properties for test RENl. 58

67 Table 5. Exterior vehicle crush measurements for test RENl. VEIITCLE CRUSH MEASUREMENT SHEET' Complete When Applicable End Damage Side Damage Undeformed end width Bowing: BI -- XI -- Comer shift: AI B2 -- X2 -- A2 End shift at frame (CDC) Bowing constant (check one) XI + X2 <4inches = 2 -- > 4 inches Note: Measure CI to C6 from Driver to Passenger side in Front or Rear impacts Rear to Front in Side impacts. Direct Damage Specific Impact Plane* of Width** Max*** Field Number C Measurements (CDC) Crush L** c, c, c, c, c, c, ±D I Top front bwnper 'Table taken from National Accident Sampling System (NASS). *Idelltify the plane at whichthe C-measurements are taken (e.g., at bumper, above bumper, at sill, above sill, at beltline, etc.) or label adjusinients (e.g., free space). Free space value is defmed 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 prof:tle. 59

68 Table 6. Occupant compartment deformation for test RENI. Occupant Compartment Deformation BEFORE AFTER A A A C C C d ' I 1 03 E1 E F G H

69 DATE' ~6,_/~2""9,_/9~8~- YEAR ---'1c_,9c,9c:4'----- TEST NO. TIRE INFLATION PRESSURE:' REN2 VIN NO., 2C1 MR2463R MAKE, G E 0 MODELo_M"""Ec.T.c>Rc,Oc _ ODOMETER'!1 _!1_!1_;8u7c.;8; TIRE SIZE: 155R 1 2 1st Use:L MASS DISTRIBUTION (kg) 2nd or More Use:_ LF_~2~4cc.4~- Minor Damage Charged to Project:----- RF,2~3~4~- LR 1!.!8,c5, RR 1,_,5"'7c DESCRIBE ANY DAMAGE TO VEHICLE PRIOR TO TEST: --< '-C:::J N WHEEL ~ """ :-r' ~:::J TIRE OIA-_,_ WHEEL DIA- 1-o-,_ # 1--- l~ ~ lir '--' ~ 1--'- ' -o 0 M, " I n ~~ note: R-100mm TO LT /\:"'"''""'" \\ r::)( c16_ 'T _/( "-. )--- TEST INERTIAL C.M, Y'::::" rm 1\\ I~ M,,_ <.VEHIClE I ' f ; l WHEEL I""" 0 ENGINE TYPE 3 CYL ENGINE CID: 1. 0 L TRANSMISSION TYPE: ~AUTO x_ MANUAL OPTIONAL EQUIPMENT: DUMMY DATA: TYPE: 5oth perceothe mole MASS: 1Ji.J<o _ SEAT POSITION: Qrjyer sept GEOMETRY - (mm) A 1420 E 630 B 700 F 3600 c 2270 G D 1340 H 650 N K p M 360 Q R 370 s 640 T 910 u 2240 MASS - (kg) CURB TEST INERTIAL GROSS STATIC M, 456 M, 292 M, Figure 19. Vehicle properties for test RENZ. 61

70 Table 7. Exterior vehicle crush measurements for test REN2. VEIITCLE CRUSH MEASUREMENT SHEET 1 Complete When Applicable End Damage Side Damage Undeformed end width Bowing: BI -- XI Corner shift: AI B2 X2 -- A2 End shift at frame (CDC) Bowing constant (check one) XI + X2 <4inches = > 4 inches Note: Measure CI to C6 from Driver to Passenger side in Front or Rear impacts Rear to Front in Side impacts. Direct Damage Specific Impact Plane* of Width** Max*** Field Number C-Measurements (CDC) Crush L** c, c, c, c, c, c, ±D I Top front bumper 'Table taken from National Accident Sampling System (NASS). *Identify the plane at which, the C-mea&urements 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 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. 62

71 Table 8. Occupant compartment deformation for test REN2. Small Car Occupant Compartment Deformation BEFORE AFTER r f H 111 ( 0, P 'R 0 I II II I F Ill II: Ill II 1 G Ill I II d:! G ll t_:----- I JJ) v ~-~ ~ A1 A2 A C1 703 C C E E F G 1210 H

72

73 APPENDIX C. SEQUENTIAL PHOTOGRAPHS This section contains photographs taken from high speed film during the test sequence of the crash tests performed under this study. 65

74 0.000 s s s s Figure 20. Sequential photographs for test REN1 (overhead and frontal views). 66

75 0.194 s s s 1.808s Figure 20. Sequential photographs for test RENl (overhead and frontal views) (continued). 67

76 0.000 s s s s s s Figure 21. Sequential photographs for test REN1 (perpendicular view). 68

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