MASH08 TEST 3-11 OF THE ROCKINGHAM PRECAST CONCRETE BARRIER

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1 Proving Ground Report No RPC4 Report Date: July 2009 MASH08 TEST 3-11 OF THE ROCKINGHAM PRECAST CONCRETE BARRIER by C. Eugene Buth, P.E. Research Engineer William F. Williams, P.E. Assistant Research Engineer and Wanda L. Menges Research Specialist Contract No.: P Test No.: RPC4 Test Date: May 5, 2009 Sponsored by Rockingham Precast, Inc. TEXAS TRANSPORTATION INSTITUTE PROVING GROUND Mailing Address: Located at: Roadside Safety & Physical Security Texas A&M Riverside Campus Texas A&M University System Building TAMU 3100 State Highway 47 ISO Laboratory College Station, TX Bryan, TX Testing Certificate #

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 Rockingham Precast, 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. The results reported herein apply only to the article being tested. Wanda L. Menges, Research Specialist Deputy Quality Manager Richard A. Zimmer, Senior Research Specialist Test Facility Manager Quality Manager Technical Manager

3 Technical Report Documentation Page 1. Report No. 2. Government Accession No. 3. Recipient's Catalog No. 4. Title and Subtitle MASH08 TEST 3-11 OF THE ROCKINGHAM PRECAST CONCRETE BARRIER 7. Author(s) C. Eugene Buth, William F. Williams, and Wanda L. Menges 9. Performing Organization Name and Address Texas Transportation Institute Proving Ground The Texas A&M University System College Station, Texas Sponsoring Agency Name and Address Rockingham Precast, Inc Kratzer Road Harrisonburg, VA Report Dat July Performing Organization Code 8. Performing Organization Report No RPC4 10. Work Unit No. (TRAIS) 11. Contract or Grant No. P Type of Report and Period Covered Test Report: April June Sponsoring Agency Code 15. Supplementary Notes Research Study Title: MASH08 Test Level 3-11 on Rockingham Precast Concrete Barrier Name of Contacting Representative: Michael L. Budd, Sr. 16. Abstract The purpose of the testing reported herein is to assess the performance of the Rockingham Pre-Cast T-Lok F-shape Barrier according to the safety-performance evaluation guidelines included in the update to NCHRP Report 350 (referred to as MASH08). The proposed crash test for this project was in accordance with Test Level 3 (TL-3) of MASH08, which involves the new 2270P vehicle (a 5000 lb (1/2 ton) Quad Cab Pickup) impacting the barrier at its critical impact point at a speed of 62 mi/h and an angle of 25 degrees. The individual barrier units of the Rockingham Pre-Cast T-Lok F-shape Barrier were 12 ft in length and 32 inches in height. The T-Lok barriers were connected together using a proprietary connection system that is constructed at each end of the barrier units. The total length of the test installation was approximately 192 ft. The T-Lok F-Shape Barrier unit utilizes an interlocking T connection anchored within a slotted steel tube. Each barrier unit consisted of a steel T connection anchored to one end of the unit with a slotted tube connection anchored to the other end. The slotted tube connection (HSS4x4x1/2) was 12 inches in length and was anchored to the end of the barrier units with reinforcing steel welded to the sides of the slotted tube. The interlocking T connection was fabricated using ½-inch thick steel plate. The width and length of the T connection was 2 inches and 12 inches, respectively. The T connection was anchored to the ends of the barrier with reinforcing steel welded to the T connection. These bars, along with the bars welded to the slotted tube connection, were cast within the barrier concrete for each unit. The Rockingham precast concrete median barrier with T-Lok connection performed acceptably according to the requirements for MASH08 test Key Words Concrete Median Barrier, CMB, Portable Concrete Barrier, PCB, Longitudinal Barrier, Crash Testing, Roadside Safety 19. Security Classif.(of this report) Unclassified Form DOT F (8-72) 20. Security Classif.(of this page) Unclassified Reproduction of completed page authorized 18. Distribution Statement Copyrighted. Not to be copied or reprinted without consent from Rockingham Precast, Inc. 21. No. of Pages Price

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5 TABLE OF CONTENTS Section Page 1. INTRODUCTION PROBLEM BACKGROUND OBJECTIVES/SCOPE OF RESEARCH SYSTEM DETAILS TEST ARTICLE DESIGN AND CONSTRUCTION MATERIAL SPECIFICATIONS SOIL CONDITIONS TEST REQUIREMENTS AND EVALUATION CRITERIA CRASH TEST MATRIX EVALUATION CRITERIA TEST CONDITIONS TEST FACILITY VEHICLE TOW AND GUIDANCE SYSTEM DATA ACQUISITION SYSTEMS Vehicle Instrumentation and Data Processing Anthropomorphic Dummy Instrumentation Photographic Instrumentation and Data Processing CRASH TEST RPC4 (MASH08 TEST NO. 3-11) TEST DESIGNATION AND ACTUAL IMPACT CONDITIONS TEST VEHICLE WEATHER CONDITIONS TEST DESCRIPTION TEST ARTICLE AND COMPONENT DAMAGE TEST VEHICLE DAMAGE OCCUPANT RISK VALUES ASSESSMENT OF TEST RESULTS Structural Adequacy Occupant Risk Vehicle Trajectory SUMMARY AND CONCLUSIONS SUMMARY OF RESULTS CONCLUSIONS REFERENCES APPENDIX A. DETAILS OF TEST ARTICLE... A-1 APPENDIX B. CRASH TEST NO RPC4... B-1 B1. VEHICLE PROPERTIES AND INFORMATION... B-1 B2. SEQUENTIAL PHOTOGRAPHS... B-4 B3. VEHICLE ANGULAR DISPLACEMENTS... B-7 B4. VEHICLE ACCELERATIONS... B-8 iii

6 LIST OF FIGURES Figure 2.1. Layout of the Rockingham precast concrete median barrier Figure 2.2. Rockingham precast concrete median barrier prior to testing Figure 5.1. Vehicle/installation geometrics for test RPC Figure 5.2. Vehicle before test RPC Figure 5.3. Vehicle trajectory path after test RPC Figure 5.4. Installation after test RPC Figure 5.5. Vehicle after test RPC Figure 5.6. Interior of vehicle for test RPC Figure 5.7. Summary of results for MASH08 test 3-11 on Rockingham precast concrete median barrier Figure B1. Vehicle properties for test RPC4.... B-1 Figure B2. Sequential photographs for test RPC4 (overhead and frontal views).... B-4 Figure B3. Sequential photographs for test RPC4 (rear view).... B-6 Figure B4. Vehicle angular displacements for test RPC4.... B-7 Figure B5. Vehicle longitudinal accelerometer trace for test RPC4 (accelerometer located at center of gravity).... B-8 Figure B6. Vehicle lateral accelerometer trace for test RPC4 (accelerometer located at center of gravity).... B-9 Figure B7. Page Vehicle vertical accelerometer trace for test RPC4 (accelerometer located at center of gravity).... B-10 Figure B8. Vehicle longitudinal accelerometer trace for test RPC4 (accelerometer located over rear axle).... B-11 Figure B9. Vehicle lateral accelerometer trace for test RPC4 (accelerometer located over rear axle).... B-12 Figure B10. Vehicle vertical accelerometer trace for test RPC4 (accelerometer located over rear axle).... B-13 iv

7 LIST OF TABLES Table 6.1. Performance evaluation summary for MASH08 test 3-11 on the Rockingham precast concrete median barrier Table B1. Exterior crush measurements for test RPC4.... B-2 Table B2. Occupant compartment measurements for test RPC4.... B-3 Page v

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9 1. INTRODUCTION 1.1 PROBLEM Roadside safety devices perform the important function of preventing serious injury to motorists during roadside encroachments. To maintain the desired level of safety for the motoring public, these safety appurtenances must be designed to accommodate a variety of site conditions, placement locations, and a changing vehicle fleet. As changes are made or in-service problems are encountered, there is a need to assess the compliance of the specific safety device with current vehicle testing criteria, and modify the device or develop a new device with enhanced performance and maintenance characteristics. 1.2 BACKGROUND Connections for temporary concrete median barriers (CMB) have been the subject for much research and discussion. The pin loop connections, the most popular connection, perform marginally under National Cooperative Highway Research Program (NCHRP) Report 350, Recommended Procedures for the Safety Performance Evaluation of Highway Features. (1) Rockingham Precast developed a connection for the F-shaped CMB in the 1990 s. The Rockingham barrier connection is similar to the New York design in that it consists of a T-shaped connector that slides into a slit box section. Unlike the New York design, there are no loose parts. The Rockingham barrier is manufactured with interlocking ends that are connected together to form a barrier length of need. The CMBs are lifted and set into place making the connection as they are set down. The Rockingham barrier connection has enough tolerance such that the barrier system can be placed along a gentle curve in the roadway. Texas Transportation Institute performed full scale crash testing on the Rockingham Precast Concrete Traffic Barriers in July (2) These tests were performed on the Rockingham barrier design necessary to meet the NCHRP Report 350 test level 3 (TL3) standards. The test article for tests 1 and 2 consisted of an 32-inch height F-shaped concrete median barrier (CMB) with a T and box connection manufactured by Rockingham Precast. Each 12-ft long CMB had a T and box end. The T end consisted of a T-shaped beam embedded vertically in the concrete. The top of the T measured 0.5 inch by 2 inches. The leg of the T measured 0.6 inches in width with 1.25 inches protruding from the concrete. The T-bream is 24 inches long with the top of the T-beam located 4.17 inches measured from the top of the CMB. It was attached to the concrete with three 0.6 inch diameter by 36 inch long reinforcing steel bars. The box end consisted of two 2 inch by 2.75 inch by 0.4 inch angles welded along the edge of the 2.75 inch leg to a 0.08 inch by 4.5 inch plate forming a box 5 inches by 3 inches. There was a 1.2 inch gap between the angles for the T to fit into. The box was 32 inches long with the top of the box beveled to match the bevel at the top of the CMB. 1

10 During the first test (NCHRP Report 350 test designation 3-10), the Rockingham Precast Barrier contained and redirected the vehicle. The vehicle did not penetrate or override the barrier and maximum movement of the barrier was 7.9 inches. There were no detached elements, fragments, or other debris to penetrate or show potential for penetrating the occupant compartment, or to present undue hazard to others in the area. The maximum occupant compartment deformation of 1.1 inches was judged to not cause serious injury. The vehicle remained upright during and after the collision. All occupant risk factors were within the limits specified in NCHRP Report 350. The vehicle did not intrude into adjacent traffic lanes. The exit angle at loss of contact was 5.2 degrees which was less than 60 percent of the impact angle. During the second test (NCHRP Report 350 test designation 3-11), the Rockingham Precast Barrier did not contain and redirect the vehicle. The barrier connection failed at several joints. Segments of the precast barrier detached but did not penetrate or show potential for penetrating the occupant compartment; however, these detached segments may present undue hazard to others in the area. The maximum occupant compartment deformation of 1.1 inches was judged to not cause serious injury. The vehicle remained upright during and after the collision and there was minimal intrusion into adjacent traffic lanes. Occupant risk factors were within the limits specified in NCHRP Report 350. The exit angle at loss of contact was 23.4 degrees, which was considerably more than the preferred limit of 60 percent of the impact angle. Modifications were made to the Rockingham Precast Barrier to improve the crash performance. The general shape of the barrier remained the same. The following modifications were made to the original design. 1. For the T connection, the three 0.6-inch diameter reinforcing steel bars were replaced by three 0.75-inch diameter by 36-inch long reinforcing steel bars. 2. The two angles for the box end were replaced by a 0.5-inch x 4-inch x 24-inch long structural tube. The tube has a 1-inch gap length wise to insert the T. The top of the box is beveled to match the bevel at the top of the CMB. It is attached to the concrete with six 0.75-inch diameter by 36-inch long reinforcing steel bars are welded to each side of the box. After these modifications were made to the Rockingham Barrier, a third test was performed. This was a repeat of NCHRP Report 350 test designation The Rockingham Precast Barrier contained and redirected the vehicle. The vehicle did not penetrate or override the barrier and maximum movement of the barrier was 3.8 ft. There were no detached elements, fragments, or other debris to penetrate or show potential for penetrating the occupant compartment, nor to present undue hazard to others in the area. The maximum occupant compartment deformation of 16 mm was judged to not cause serious injury. The vehicle remained upright during and after the impact sequence. The vehicle did not intrude into adjacent traffic lanes. As the vehicle exited the barrier, it steered toward the barrier and subsequently came to rest behind the barrier, which is acceptable. Occupant risk factors were within the limits specified in NCHRP Report 350. The exit angle at loss of contact was 10.2 degrees which is less than 60 percent of the impact angle. 2

11 The original design of the Rockingham Precast Barrier met the requirements for NCHRP Report 350 test designation However, during the NCHRP Report 350 test designation 3-11 the pickup truck penetrated the barrier. The connections were strengthened and NCHRP Report 350 test designation 3-11 was repeated. This test met the NCHRP Report 350 requirements. For this project, structural steel and concrete reinforcing steel used to connect the Rockingham Precast Barriers together were reduced to save costs on fabrication and material. The details of the new connections are provided herein. The purpose of this project was to test the crash performance of the new barrier connection design with respect to the update to NCHRP Report 350 (Manual for Assessing Safety Hardware, referred to as MASH08) requirements. (3) 1.3 OBJECTIVES/SCOPE OF RESEARCH The purpose of the testing reported herein is to assess the performance of the Rockingham Precast, Inc. portable concrete median barrier according to the safety-performance evaluation guidelines included in the update to NCHRP Report 350 (referred to as MASH08). The proposed crash test for this project was in accordance with Test Level 3 (TL-3) of MASH08, which involves the new 2270P vehicle (a 5000 lb (1/2 ton) Quad Cab Pickup). 3

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13 2. SYSTEM DETAILS 2.1 TEST ARTICLE DESIGN AND CONSTRUCTION The Rockingham Pre-Cast T-Lok F-shape Barrier was tested for this project. The individual barrier units were 12 ft in length and 32 inches in height. The T-Lok barriers were connected together using a proprietary connection system that is constructed at each end of the barrier units. The total length of the test installation was approximately 192 ft. The T-Lok F-Shape Barrier unit utilizes and interlocking T connection anchored within a slotted steel tube. Each barrier unit had a steel T connection anchored to one end of the unit with a slotted tube connection anchored to the other end. The slotted tube connection (HSS4x4x1/2) was 12 inches in length and was anchored to the end of the barrier units using four #6 dowel bars welded to the sides of the slotted tube (two each side). These dowel bars were 24 inches in length. The width of the slot in the tube was 1 inch. The interlocking T connection was fabricated using ½-inch thick A36 steel plate. The width and length of the T connection was 2 inches and 12 inches, respectively. The T connection was anchored to the ends of the barrier units using three #6 bars, 36 inches in length and welded to the T connection steel. These bars, along with the bars welded to the slotted tube connection, were cast within the barrier concrete for each unit. Both the slotted tube and the T connection were located 10 inches from the base of the barrier unit. Each barrier unit was reinforced using three #5 longitudinal reinforcing bars, 11 ft 8 inches in length. These bars were lapped with the three bars anchoring the T connection. The longitudinal reinforcing bars were skewed to lap with the dowel bars used to anchor the slotted tube connection. A cross section of the Rockingham precast CMB is shown in figure 2.1. Photographs of the installation are shown in figure 2.2. Further details of the barrier are presented in Appendix A. 2.2 MATERIAL SPECIFICATIONS The reinforcing steel that was welded to the tube and t connections was specified to be ASTM 706 material. All other reinforcing steel was specified to be ASTM 615 material. The minimum compressive strength of the concrete used to construct the units was specified to be 4000 psi. Actual compressive strength of the Rockingham precast concrete median barriers ranged from 3907 psi to 5367 psi, with an average of 4686 psi. Strengths are provided in Appendix A. 2.3 SOIL CONDITIONS The Rockingham precast concrete median barriers were placed on a concrete surface, and therefore, soil conditions were not a factor. 5

14 Figure 2.1. Cross section of the Rockingham precast concrete median barrier. 6

15 Figure 2.2. Rockingham precast concrete median barrier prior to testing. 7

16 3. TEST REQUIREMENTS AND EVALUATION CRITERIA 3.1 CRASH TEST MATRIX The test reported herein corresponds to MASH08 test designation 3-11 which involves the new 2270P vehicle (a 5000 lb (1/2 ton) four-door pickup). Target impact conditions were an impact speed of 62 mph and an impact angle of 25 degrees. The minimum vertical center-ofgravity height of the vehicle is specified to be greater than or equal to 28.0 inches. The critical impact point (CIP) was determined to be 4 ft upstream of the splice nearest the one-third point of length of need, or joint 6-7. Performance of the crash test, the data analysis procedures, and evaluation of the performance of the Rockingham precast concrete median barrier were in accordance with the guidelines presented in MASH08. Chapter 4 presents brief descriptions of these procedures. 3.2 EVALUATION CRITERIA The crash test was evaluated in accordance with the criteria presented in MASH08. The performance of the barrier is judged on the basis of three factors: structural adequacy, occupant risk, and post impact vehicle trajectory. Structural adequacy is judged upon the barrier s ability to contain and redirect the vehicle, or bring the vehicle to a controlled stop in a predictable manner. Occupant risk criteria evaluate the potential risk of hazard to occupants in the impacting vehicle, and to some extent other traffic, pedestrians, or workers in construction zones, if applicable. Post impact vehicle trajectory is assessed to determine potential for secondary impact with other vehicles or fixed objects, creating further risk of injury to occupants of the impacting vehicle and/or risk of injury to occupants in other vehicles. The appropriate safety evaluation criteria from table 5.1 of MASH08 were used to evaluate the crash test reported herein, and are listed in further detail under the assessment of the crash test. 8

17 4. TEST CONDITIONS 4.1 TEST FACILITY The full-scale crash test reported herein was performed at Texas Transportation Institute (TTI) Proving Ground. TTI Proving Ground is an International Standards Organization (ISO) accredited laboratory with American Association for Laboratory Accreditation (A2LA) Mechanic Testing certificate The full-scale crash test was performed according to TTI Proving Ground quality procedures and according to the MASH08 guidelines and standards. The test facilities at the TTI Proving Ground consist of a 2000 acre complex of research and training facilities situated 10 mi northwest of the main campus of Texas A&M University. The site, formerly an Air Force Base, has large expanses of concrete runways and parking aprons well suited for experimental research and testing in the areas of vehicle performance and handling, vehicle-roadway interaction, durability and efficacy of highway pavements, and safety evaluation of roadside safety hardware. The site selected for the placement of the Rockingham precast concrete median barrier is along a wide out-of-service apron. The apron consists of an unreinforced jointed concrete pavement in 12.5 ft x 15 ft blocks nominally 8-12 inches deep. The apron is over 50 years old and the joints have some displacement, but are otherwise flat and level. 4.2 VEHICLE TOW AND GUIDANCE SYSTEM 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 two-to-one 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. 4.3 DATA ACQUISITION SYSTEMS Vehicle 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 (c.g.) to measure longitudinal, lateral, and vertical acceleration levels; and a backup triaxial accelerometer in the rear of the vehicle to measure longitudinal and lateral acceleration levels. 9

18 These accelerometers were ENDEVCO Model 2262CA, piezoresistive accelerometers with a +100 g range. The accelerometers are strain gage type with a linear millivolt output proportional to acceleration. Angular rate transducers are solid state, gas flow units designed for high- g service. Signal conditioners and amplifiers in the test vehicle increase the low-level signals to a +2.5 volt maximum level. The signal conditioners also provide the capability of an R-cal (resistive calibration) or shunt calibration for the accelerometers and a precision voltage calibration for the rate transducers. The electronic signals from the accelerometers and rate transducers are transmitted to a base station by means of a 15-channel, constant-bandwidth, Inter-Range Instrumentation Group (IRIG), FM/FM telemetry link for recording and for display. Calibration signals from the test vehicle are recorded before the test and immediately afterwards. A crystal-controlled time reference signal is simultaneously recorded with the data. Wooden dowels actuate pressure-sensitive switches on the bumper of the impacting vehicle 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 produces an event mark on the data record to establish the instant of contact with the installation. The multiplex of data channels, transmitted on one radio frequency, is received and demultiplexed onto TEAC instrumentation data recorder. After the test, the data are played back from the TEAC recorder and digitized. A proprietary software program (WinDigit) converts the analog data from each transducer into engineering units using the R-cal and pre-zero values at 10,000 samples per second, per channel. WinDigit also provides Society of Automotive Engineers (SAE) J211 class 180 phaseless digital filtering and vehicle impact velocity. All accelerometers are calibrated annually according to the (SAE) J by means of an ENDEVCO 2901, precision primary vibration standard. This device and its support instruments are returned to the factory annually for a National Institute of Standards Technology (NIST) traceable calibration. The subsystems of each data channel are also evaluated annually, using instruments with current NIST traceability, and the results are factored into the accuracy of the total data channel, per SAE J211. Calibrations and evaluations are made any time data are suspect. The Test Risk Assessment Program (TRAP) uses the data from WinDigit to compute occupant/compartment impact velocities, time of occupant/compartment impact after vehicle impact, and the highest 10-milliseconds (ms) average ridedown acceleration. WinDigit calculates change in vehicle velocity at the end of a given impulse period. In addition, maximum average accelerations over 50-ms intervals in each of the three directions are computed. For reporting purposes, the data from the vehicle-mounted accelerometers are filtered with a 60-Hz digital filter, and acceleration versus time curves for the longitudinal, lateral, and vertical directions are plotted using TRAP. TRAP uses the data from the yaw, pitch, and roll rate transducers to compute angular displacement in degrees at s intervals and then plots yaw, pitch, and roll versus time. 10

19 These displacements are in reference to the vehicle-fixed coordinate system with the initial position and orientation of the vehicle-fixed coordinate systems being initial impact Anthropomorphic Dummy Instrumentation Use of a dummy in the 2270P vehicle is optional according to MASH08, and there was no dummy used in the tests with the 2270P vehicle 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 flashbulb 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 mini-dv camera and still cameras recorded and documented conditions of the test vehicle and installation before and after the test. 11

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21 5. CRASH TEST RPC4 (MASH08 TEST NO. 3-11) 5.1 TEST DESIGNATION AND ACTUAL IMPACT CONDITIONS MASH08 test 3-11 involves a 2270P vehicle weighing 5000 lb ±100 lb impacting the barrier at an impact speed of 62.2 mi/h ±2.5 mi/h and an angle of 25 degrees ±1.5 degrees. The target impact point was 48 inches upstream of the joint nearest one-third point The 2003 Dodge Ram 1500 quad-cab used in the test weighed 4986 lb and the actual impact speed and angle were 62.8 mi/h and 25.4 degrees, respectively. The actual impact point was 52 inches upstream of the joint between segments 6 and TEST VEHICLE A 2003 Dodge Ram 1500 quad-cab, shown in figures 5.1 and 5.2, was used for the crash test. Test inertia weight of the vehicle was 4986 lb, and its gross static weight was 4986 lb. The height to the lower edge of the vehicle front bumper was 13.5 inches, and the height to the upper edge of the front bumper was 26.0 inches. Additional dimensions and information on the vehicle are given in appendix B, figure B1. 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. 5.3 WEATHER CONDITIONS The crash test was performed the morning of May 5, Weather conditions at the time of testing were: Wind speed: 10 mi/h; wind direction: 170 degrees with respect to the vehicle (vehicle was traveling in a northwesterly direction); temperature: 79 ºF; relative humidity: 74 percent. 5.4 TEST DESCRIPTION The 2270P vehicle, traveling at an impact speed of 62.8 mi/h, impacted the Rockingham precast concrete median barrier 52 inches upstream of the joint between segments 6 and 7 at an impact angle of 25.4 degrees. At approximately s after impact, the barrier began to deflect, and at s, the vehicle began to redirect. The right front tire began to rise at s, and the right rear tire began to rise at s. At s, the vehicle began traveling parallel with the barrier and was traveling at a speed of 53.9 mi/h. The rear of the vehicle contacted the barrier at s. The rear bumper reached the top of the barrier at s. At s, the vehicle lost contact with the barrier. However, the vehicle was out of view of the high-speed camera, and therefore exit speed and angle were not obtainable. Brakes on the vehicle were not applied, and the vehicle came to rest 182 ft downstream of impact, and 13 ft toward traffic lanes. Sequential photographs of the test period are shown in appendix C, figures B2 and B3. 13

22 Figure 5.1. Vehicle/installation geometrics for test RPC4. 14

23 Figure 5.2. Vehicle before test RPC4. 15

24 5.5 TEST ARTICLE AND COMPONENT DAMAGE Damage to the Rockingham precast barrier is shown in figures 5.3 and 5.4. Segment 1 was pulled downstream 1.5 inches, and segment 2 was pulled downstream 2 inches. At joint 3-4, barrier was pulled downstream 3 inches and pulled toward traffic lanes 1.5 inches, and at joint 4-5, the barrier was pulled down stream 4 inches and pulled toward traffic lanes 4 inches. The joint between segments 5 and 6 was pulled downstream 4 inches and pushed toward field side 19 inches. The joints between 6-7, 7-8, and 8-9 was pushed toward field side 50 inches, 43.5 inches, and 28.5 inches, respectively. The joint between 9 and 10 was pulled upstream 3.5 inches, and was pulled upstream 2 inches and pulled toward traffic lanes 6 inches. Joint and were pulled upstream 1 inch and 0.5 inch, respectively. Length of contact of the vehicle with the barrier was 28.3 ft. Maximum permanent deflection of the barrier was 49.4 inches at joint 6-7. Maximum dynamic deflection during the test was 50.0 inches. 5.6 TEST VEHICLE DAMAGE Most of the damage to the 2270P vehicle was to the left front corner, as shown in figure 5.5. The left frame rail, left rear axle, and left upper and lower A-arms were deformed. The left upper ball joint pulled out of the mount, and the left lower ball joint broke at the mount. Also damaged were the front bumper, grill, left front fender, left front tire and wheel rim, left side doors, left rear tire and rim, rear bumper, and tail gate. Maximum exterior crush to the vehicle was 16.0 inches in the side plane at the left front corner at bumper height. Maximum occupant compartment deformation was 0.38 inches in the lateral area across the rear of the cab at hip height. Photographs of the interior of the vehicle are shown in figure 5.6. Exterior vehicle crush and occupant compartment measurements are shown in appendix B, tables B1 and B OCCUPANT RISK VALUES Data from the accelerometer, located at the vehicle center of gravity, were digitized for evaluation of occupant risk. In the longitudinal direction, the occupant impact velocity was 10.2 ft/s at s, the highest s occupant ridedown acceleration was -4.0 Gs from to s, and the maximum s average acceleration was -4.6 Gs between and s. In the lateral direction, the occupant impact velocity was 22.3 ft/s at s, the highest s occupant ridedown acceleration was 15.9 Gs from to s, and the maximum s average was 10.6 Gs between and s. Theoretical Head Impact Velocity (THIV) was 26.3 km/h or 7.3 m/s at s; Post-Impact Head Decelerations (PHD) was 15.9 Gs between and s; and Acceleration Severity Index (ASI) was 1.25 between and s. These data and other pertinent information from the test are summarized in figure 5.7. Vehicle angular displacements and accelerations versus time traces are presented in appendix B, figures B4 through B10. 16

25 Figure 5.3. Vehicle trajectory path after test RPC4. 17

26 Figure 5.4. Installation after test RPC4. 18

27 Figure 5.5. Vehicle after test RPC4. 19

28 Before Test After Test Figure 5.6. Interior of vehicle for test RPC4. 20

29 0.000 s s s s 21 General Information Test Agency... Test No.... Date... Test Article Type... Name... Installation Length... Material or Key Elements... Soil Type and Condition... Test Vehicle Type/Designation... Make and Model... Curb... Test Inertial... Dummy... Gross Static... Texas Transportation Institute RPC Portable Concrete Median Barrier Rockingham Precast Barrier 192 ft 12 ft segments of F-shaped portable concrete median barriers with T-LOK connection Concrete surface, dry 2270P 2003 Dodge Ram Quad-Cab No dummy 4986 Impact Conditions Speed mi/h Angle degrees Location/Orientation... 4 ft upstream Exit Conditions of Joint 6-7 Speed... N/A Angle... N/A Occupant Risk Values Impact Velocity Longitudinal ft/s Lateral ft/s Ridedown Accelerations Longitudinal G Lateral G THIV km/h PHD G Max s Average Longitudinal G Lateral G Vertical G Post-Impact Trajectory Stopping Distance ft dwnstrm 13 ft twd traffic Vehicle Stability Maximum Yaw Angle degrees Maximum Pitch Angle degrees Maximum Roll Angle degrees Vehicle Snagging... No Vehicle Pocketing... No Test Article Deflections Dynamic inches Permanent inches Working Width inches Vehicle Damage VDS... 11LFQ4 CDC... 11FLEW4 Max. Exterior Deformation inches Max. Occupant Compartment Deformation inches Figure 5.7. Summary of results for MASH08 test 3-11 on Rockingham precast concrete median barrier.

30 5.8 ASSESSMENT OF TEST RESULTS An assessment of the test based on the following applicable MASH08 safety evaluation criteria Structural Adequacy A. Test article should contain and redirect the vehicle or bring the vehicle to a controlled stop; the vehicle should not penetrate, underride, or override the installation although controlled lateral deflection of the test article is accepta ble. Results: Rockingham precast concrete median barrier contained and redirected the 2270P vehicle. The vehicle did not penetrate, override, or underride the installation. Maximum dynamic deflection during the test was 50 inch es. (PASS) Occupant Risk D. Detached elements, fragments, or other debris from the test arti cle should not penetrate or show potential for penetrating the occupant compartment, or present an undue hazard to other traffic, pedestrians, or perso nnel i n a work zone. Deformation of, or intrusions into, the occupant compartment should not exceed limits set forth in Section 5.3 and Appendix E of MASH08. (roof <102 mm (4.0 inches); windshield = < 76 mm (3.0 inches) ; side windows = no shattering b y test article structural member; wheel/foot w ell/ toe pan <229 mm (9.0 inches); forward of A-pillar <305 mm (12.0 i nches); front side door area above seat < 229 mm (9.0 inches); front side door below seat <305 mm (12.0 inches); floor pan/transmission tunnel area < 305 mm (12.0 inches)) Results: No detached elements, fragments, or other debris were present to penetrate or to show potential for penetrating the occupant compartment, or to present hazard to others in the area. (PASS) Maximum occupant compartment deformation was inches in the lateral area of the left rear cab area at hip height. (PASS) F. The vehicle should remain upright during and after collision. The maximum roll and pitch angles are not to exceed 75 degrees. Results: The 2270P vehicle remained upright during and after the collis ion ev ent. Maximum roll was -33 degrees. (PASS) H. Occupant impact velocities should satisfy the following: Lon gitudinal and Lateral Occupant Impact Velocity Preferred Maximum 9.0 m/s (30 ft/s) 12.2 m/s (40 f t/s) Results: Longitudinal occupant impact ve locity was 10.2 ft/s, and lateral occupant impact velocity was 22.3 ft/s. (PASS) 22

31 I. Occupant ridedown accelerations should satisfy the following: Longitudinal and Lateral Occupant Ridedown Accelerations Preferred Maximum 15.0 Gs Gs Resu lts: Longitudinal ridedown acceleration was -4.0 G, and lateral ridedown acceleration was 15.9 G. (PASS) Vehicle Trajectory For redirective devices, the vehicle shall exit the barrier within the exit box. Result: The vehicle exited within the exit box. (PASS) 23

32

33 6. SUMMARY AND CONCLUSIONS 6.1 SUMMARY OF RESULTS Rockingham precast concrete median barrier contained and redirected the 2270P vehicle. The vehicle did not penetrate, override, or underride the installation. Maximum dynamic deflection during the test was 50 inches. No detached elements, fragments, or other debris were present to penetrate or to show potential for penetrating the occupant compartment, or to present hazard to others in the area. Maximum occupant compartment deformation was 0.38 inches in the left rear cab area at hip height. The 2270P vehicle remained upright during and after the collision event. Maximum roll was -33 degrees. Occupant risk factors were within limits specified in MASH08. The vehicle exited within the exit box. 6.2 CONCLUSIONS The Rockingham precast concrete median barrier with T-Lok connection performed acceptably according to the requirements for MASH08 test 3-11, as shown in Table

34 Table 6.1. Performance evaluation summary for MASH08 test 3-11 on the Rockingham precast concrete median barrier. 26 Test Agency: Texas Transportation Institute Test No.: RPC4 Test Date: MASH08 Evaluation Criteria Test Results Assessment Structural Adequacy A. Test article should contain and redirect the vehicle or bring the vehicle to a controlled stop; the vehicle should not penetrate, underride, or override the installation although controlled lateral deflection of the test article is acceptable 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. Deformations of, or intrusions into, the occupant compartment should not exceed limits set forth in Section 5.3 and Appendix E of MASH08. F. The vehicle should remain upright during and after collision. The maximum roll and pitch angles are not to exceed 75 degrees. H. Longitudinal and lateral occupant impact velocities should fall below the preferred value of 9.1 m/s (30 ft/s), or at least below the maximum allowable value of 12.2 m/s (40 ft/s). I. Longitudinal and lateral occupant ridedown accelerations should fall below the preferred value of 15.0 Gs, or at least below the maximum allowable value of Gs. Vehicle Trajectory For redirective devices, the vehicle shall exit the barrier within the exit box. Rockingham precast concrete median barrier contained and redirected the 2270P vehicle. The vehicle did not penetrate, override, or underride the installation. Maximum dynamic deflection during the test was 50 inches. No detached elements, fragments, or other debris were present to penetrate or to show potential for penetrating the occupant compartment, or to present hazard to others in the area. Maximum occupant compartment deformation was 0.38 inches in the left rear cab area at hip height. The 2270P vehicle remained upright during and after the collision event. Maximum roll was - 33 degrees. Longitudinal occupant impact velocity was 10.2 ft/s, and lateral occupant impact velocity was 22.3 ft/s. Longitudinal ridedown acceleration was -4.0 G, and lateral ridedown acceleration was 15.9 G. The vehicle exited within the exit box. Pass Pass Pass Pass Pass Pass Pass

35 REFERENCES 1. Ross, Jr., H.E., Sicking, D.L., Zimmer, R.A. and Michie, J.D., Recommended Procedures for the Safety Performance Evaluation of Highway Features, National Cooperative Highway Research Program Report 350, Transportation Research Board, National Research Council, Washington, D.C., A. G. Arnold and W.L. Menges, NCHRP Report 350 Compliance Tests on Rockingham Precast Concrete Barriers, Report No RPC, Texas Transportation Institute, Texas A&M University, College Station, TX, March American Association of State Highway and Transportation Officials. Manual for Assessing Safety Hardware. Ballot Draft. Washington, DC. February

36

37 APPENDIX A. DETAILS OF TEST ARTICLE APPENDIX A. DETAILS OF TEST ARTICLE A-1

38 A-2

39 A-3

40 A-4

41 A-5

42 A-6

43 APPENDIX B. CRASH TEST NO RPC4 B1. VEHICLE PROPERTIES AND INFORMATION Date: Test No.: RPC4 VIN No.: 1D7HA18N Year: 2003 Make: Dodge Model: Ram 1500 Quad-Cab Tire Size: R17 Tire Inflation Pressure: 35 psi Tread Type: Highway Odometer: Note any damage to the vehicle prior to test: Denotes accelerometer location. NOTES: Engine Type: V-8 Engine CID: 4.7 liter Transmission Type: x Auto or Manual FWD x RWD 4WD Optional Equipment: Dummy Data: Type: Mass: Seat Position: No dummy Geometry: inches A F K P 3.00 U B G L Q V C H M R W D 47.5 I N S X E J O T Wheel Center Ht Front Wheel Well Clearance (FR) Frame Ht (FR) Wheel Center Ht Rear Wheel Well Clearance (RR) Frame Ht (RR) RANGE LIMIT: A=78 ±2 inches; C=237 ±13 inches; E=148 ±12 inches; F=39 ±3 inches; G = > 28 inches; H = 63 ±4 inches; O=43 ±4 inches; M+N/2=67 ±1.5 inches GVWR Ratings: Mass: lb Curb Test Inertial Gross Static Front 3650 M front Allowable Allowable Back 3900 M rear Range Range Total 6650 M Total ±110 lb 5000 ±110 lb Mass Distribution: lb LF: 1387 RF: 1395 LR: 1099 RR: 1105 Figure B1. Vehicle properties for test RPC4. B-1

44 Table B1. Exterior crush measurements for test RPC4. Date: Test No.: RPC4 VIN No.: 1D7HA18N Year: 2003 Make: Dodge Model: Ram 1500 Quad-Cab VEHICLE CRUSH MEASUREMENT SHEET 1 Complete When Applicable End Damage Side Damage Undeformed end width Bowing: B1 X1 Corner shift: A1 End shift at frame (CDC) (check one) A2 < 4 inches 4 inches Bowing constant X 1+ X 2 2 B2 X2 = Note: Measure C 1 to C 6 from Driver to Passenger side in Front or Rear impacts Rear to Front in Side Impacts. Specific Impact Number Plane* of C-Measurements Direct Damage Width** (CDC) Max*** Crush Field L** C 1 C 2 C 3 C 4 C 5 C 6 ±D 1 Front bumper ht Side bumper ht Measurements recorded in inches mm 1 Table taken from National Accident Sampling System (NASS). *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 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. B-2

45 Table B2. Occupant compartment measurements for test RPC4. Date: Test No.: RPC4 VIN No.: 1D7HA18N Year: 2003 Make: Dodge Model: Ram 1500 Quad-Cab *Lateral area across the cab from driver s side kickpanel to passenger s side kickpanel. OCCUPANT COMPARTMENT DEFORMATION MEASUREMENT Before After ( inches ) ( inches ) A A A B B B B B B C C C D D D E E E E F G H I J* B-3

46 B2. SEQUENTIAL PHOTOGRAPHS s s s s Figure B2. Sequential photographs for test RPC4 (overhead and frontal views). B-4

47 0.367 s s s s Figure B2. Sequential photographs for test RPC4 (overhead and frontal views) (continued). B-5

48 0.000 s s s s s s s s Figure B3. Sequential photographs for test RPC4 (rear view). B-6

49 B-7 Angles (degrees) Roll, Pitch, and Yaw Angles Test Number: RPC4 Test Date: May 5, 2009 Test Article: Rockingham Precast Concrete Median Barrier Test Vehicle: 2003 Dodge Ram 1500 Quad-Cab Inertial Mass: 4986 lb Impact Speed: 62.8 mi/h Impact Angle: 25.4 degrees B3. VEHICLE ANGULAR DISPLACEMENTS Time (s) Roll Pitch Yaw Axes are vehicle-fixed. Sequence for determining orientation: 1. Yaw. 2. Pitch. 3. Roll. Figure B4. Vehicle angular displacements for test RPC4.

50 B-8 Longitudinal Acceleration (G) X Acceleration at CG Test Number: RPC4 Test Date: May 5, 2009 Test Article: Rockingham Precast Concrete Median Barrier Test Vehicle: 2003 Dodge Ram 1500 Quad-Cab Inertial Mass: 4986 lb Impact Speed: 62.8 mi/h Impact Angle: 25.4 degrees B4. VEHICLE ACCELERATIONS Time (s) Time of OIV ( sec) SAE Class 60 Filter Figure B5. Vehicle longitudinal accelerometer trace for test RPC4 (accelerometer located at center of gravity).

51 Y Acceleration at CG 20 B-9 Lateral Acceleration (G) Test Number: RPC4 Test Date: May 5, 2009 Test Article: Rockingham Precast Concrete Median Barrier Test Vehicle: 2003 Dodge Ram 1500 Quad-Cab Inertial Mass: 4986 lb Impact Speed: 62.8 mi/h Impact Angle: 25.4 degrees Time (s) Time of OIV ( sec) SAE Class 60 Filter Figure B6. Vehicle lateral accelerometer trace for test RPC4 (accelerometer located at center of gravity).

52 Z Acceleration at CG B-10 Vertical Acceleration (G) Test Number: RPC4 Test Date: May 5, 2009 Test Article: Rockingham Precast Concrete Median Barrier Test Vehicle: 2003 Dodge Ram 1500 Quad-Cab Inertial Mass: 4986 lb Impact Speed: 62.8 mi/h Impact Angle: 25.4 degrees Time (s) SAE Class 60 Filter Figure B7. Vehicle vertical accelerometer trace for test RPC4 (accelerometer located at center of gravity).

53 10 X Acceleration over Rear Axle B-11 Longitudinal Acceleration (G) Test Number: RPC4 Test Date: May 5, 2009 Test Article: Rockingham Precast Concrete Median Barrier -10 Test Vehicle: 2003 Dodge Ram 1500 Quad-Cab Inertial Mass: 4986 lb Impact Speed: 62.8 mi/h Impact Angle: 25.4 degrees Time (s) SAE Class 60 Filter Figure B8. Vehicle longitudinal accelerometer trace for test RPC4 (accelerometer located over rear axle).

54 Y Acceleration over Rear Axle 60 B-12 Lateral Acceleration (G) Test Number: RPC4 Test Date: May 5, 2009 Test Article: Rockingham Precast Concrete Median Barrier Test Vehicle: 2003 Dodge Ram 1500 Quad-Cab Inertial Mass: 4986 lb Impact Speed: 62.8 mi/h Impact Angle: 25.4 degrees Time (s) SAE Class 60 Filter Figure B9. Vehicle lateral accelerometer trace for test RPC4 (accelerometer located over rear axle).

55 20 Z Acceleration over Rear Axle 10 B-13 Vertical Acceleration (G) Test Number: RPC4 Test Date: May 5, 2009 Test Article: Rockingham Precast Concrete Median Barrier Test Vehicle: 2003 Dodge Ram 1500 Quad-Cab Inertial Mass: 4986 lb Impact Speed: 62.8 mi/h Impact Angle: 25.4 degrees Time (s) SAE Class 60 Filter Figure B10. Vehicle vertical accelerometer trace for test RPC4 (accelerometer located over rear axle).

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