TEST REPORT No. 2 ALUMINUM BRIDGE RAIL SYSTEMS. Prepared for. The Aluminum Association Inc. 818 Connecticut Avenue Washington, D.C.

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1 TEST REPORT No. 2 ALUMNUM BRDGE RAL SYSTEMS Prepared for The Aluminum Association nc. 818 Connecticut Avenue Washington, D.C. 26 by C. E. Buth Research Engineer G. G. Hayes Assoc. Research Physicist and Tim Dolf Research Assistant Texas A&M Research Foundation Texas Transportation nstitute Texas A&M University March 198

2 Test Railing nstallation The test railing installed was a variation of the ndiana Type SA 2- bar aluminum bridge rail. The variable- thickness base plate used in the previous test was replaced with one of greater and constant thickness. n this test the aluminum nuts were replaced by steel ones. n all other respects, the test conditions were essentially identical to Test Figure 1 shows the details of the modification. As before, approximately 28 m (93 ft) of railing was installed on a massive foundation with no curb. An anchor was provided on the downstream end to simulate a continuous rail as shown in Figure 2. Hardware for the installation was fabricated by Magnode Products, nc., Trenton, Ohio. The bridge rail hardware conforms dimensionally with ARBA Technical Bulletin No. 268-A, July 1973, with the exception of the modification as noted. The interior rail sections were in 8 m (26 ft) lengths. nstrumentation The vehicle was equipped with triaxial accelerometers mounted near the center of gravity. Roll, pitch, and yaw were sensed by on- board gyroscopic instruments. The analog signals were telemetered to a base station for recording on magnetic tape and display on real- time strip chart. Provision was made for transmission of calibration signals before and after the test, and an accurate time reference signal was simultaneously recorded with the data. Tape switches near the impact area were actuated by the vehicle to indicate elapsed time over a known distance to provide a quick check of impact speed, and the initial contact also produces an "event" mark on the data recording to establish time zero. High- speed motion pictures were obtained from various locations, including overhead, to document the events and provide a time- displacement history. Film

3 2 and electronic data were synchronized through a visual event signal at initial contact that coincides with the electronic contact signal. Test Description A 1974 Plymouth Fury weighing 243 kg (45 lbs) was directed into the r ail at an angle of 25 degrees and 1. 8 km/h (62. 6 mph). The impact point was. 73 m (2. 4 ft) past post 6. No anthropomorphic dummies were used in this test. The vehicle was free-wheeling and unrestrained at impact. Figures 3 and 4 depict the vehicle and test area before and after the impact. Figure 5 includes overhead and oblique views of the impact area. t can be seen that posts 7, 8 and 9 were separated from their base- plate flanges. The overhead view shows a detached section of rail from posts 8 and 9. A section of the top rail from posts 7 and 8 was thro\vn about 46 m (15 ft) from the point of impact approximately in the direction of initial vehicle travel. The posts separated from the base- plates through shearing of the rivets as shown in Figure 6. The vehicle was not significantly redirected or contained, and t r aveled approximately 6. 1 m (2 ft) from the rail before plowing to a stop in the soft earth behind the rail installation. Results Sequential photographs and a summary of test data are shown in Figures 7 and 8. Figures 9, 1 and 11 are analog reproductions of the vehicle triaxial accelerations as a function of t i me. Figure 12 represents the resultant absolute acceleration which had a maximum 5- millisecond- interval average of g's. The triaxial acceleration traces indicate the indi vidual maximum 5- millisecond- interval values. Figures 13, 14 and 15 represent vehicle roll, pitch and yaw angles, respectively, as a function of time from impact.

4 3 The installation did not meet the relevant performance criteria promulgated in "Recommended Procedures for Vehicle Crash Testing of Highway Appurtenances", February, 1978.

5 4 1'-5/8" 2'-7 7/8" 1'-5 3/ 8" L 7/8" -f~l L MOD Fl ED AASHTO-ARBA BR2, TYPE FABRCATED POST Major Axis Drill 21/32" Thru 8 C. Bore 11/ 32" Dp. 37;,. ] 4 13/4" 3 7/16" _l 115/16" 43/4"x 33/4" SEM-ELLPSE RAL DETALS (3) 1" Holes POST BASE PLATE Figure 1. Post and Rail Detai l of Modified ndiana Guardrail.

6 Post No. 2 mm ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ 13 6'-s" = 84'-s",._ 2 1/ ~r Figure 2. Test nstallation of Modifi ed ndiana Guardrail. Ln

7 6 Figure 3. Vehicle Before and After Test

8 7 Figure 4. Railing Before and After Test

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9 -.~.. :'.:6..,~,-,.. ~~,'( ' f.. ". ;,.,. ~ ~ -t.\1. ~ :,..,.._.. j ~.c: ) ::_..,..,... Figure 5. Overhead and Oblique Views of Test Area After Test

10 9 - ~.. ~ :~~ ~~~. 4 iii'....!f).i Figure 6. Sheared Rivets on Post Mountings After Test

11 1. sec.5 sec.122 sec.22 sec Figure 7. Sequential Photographs for Test

12 11.38 sec. 662 sec sec... :.~.~ sec Figure 7. Sequential Photographs for Test (continued).

$., ' 4182-2 2/13/8.. 21.6 mm x 95.3 mm (4-3/4 11 X 3-3/4 11 ) semi-ellipse Alum. Rail AASHTO BR2 Alum., TypeD with modified base 2. m ( 6.5 ft) 2.6 m ( 8.5 ft) 28.5 m (93.6 ft) \'Z Vehicle.$

13 ~~ '; --. :il ;,... Modified ndiana Rail Test No. Date Rail Post Post Spacing.. Post to Anchor Length of nstallation Rail Deflection Max. Dynamic.. Max....!----~ 25 j. L _ - L--J 1 1 l' -.., ' /13/ mm x 95.3 mm (4-3/4 11 X 3-3/4 11 ) semi-ellipse Alum. Rail AASHTO BR2 Alum., TypeD with modified base 2. m ( 6.5 ft) 2.6 m ( 8.5 ft) 28.5 m (93.6 ft) \'Z Vehicle.. Vehicle Weight mpact Speed mpact Angle Exit Speed Exit Angle... Vehicle Acceleration (Max..5 sec avg) Longitudinal Transverse Vertical Vehicle Damage 1. m ( 3. ft ) fat rail failure) TAD -- 1-FR-6 Permanent ( Ra i 1 fa i 1 ed) SAE -- 2RFEW2 12FZEW4 Figure 8. Sequential Photographs and Data Summary for Test (..'1".,....,tt... ~ "- l Jit~,yo "":~ ~~-: ' '.AL Plymouth Fury 243 kg (45 lbs) 1.8 km/hr (62.~ mph) 25 (car stopped beyond rail g g 4.2 g 12FYEW3 3RBMW 1-' N

14 13 z:,_. 1- c::( :: w...j w u c::(...j c::(,_. z: :::::> 1-,_. ~ z:...j -1 1 Hz Filter ~ ~--~ ~ 1 ~ Avg::; ii o~~~~**~'~! l~=~r~~~~a~~a~a~a~a \ ' j ] : A ;J ll \f/ v v y v \J w.~ ' v \ 'J ~ ~ - 2. ~ ~------~------~~--~~~------~------~ ~ TH1E (SECONDS) Figure 9. Vehicle Longitudinal Accelerometer Trace for Test

15 14 z,_. 1- c:x:: :::..LJ _J..LJ u c:x::..lj (/) :::..LJ > (/) z c:x:: ::: - 1 Hz Filter 3r : ~--~--~------~--~~ l J.. l ~ 1.. Avg= J.. 1 " : : :.. -M~~V'~/Jh"A. ~. 11 ~~ 1J : V V.. V ~ V V W 1/\j ~------~------~--~~--~L L j TmE (SECONDS) Figure 1. Vehicle Transverse Accelerometer Trace for Test

16 15 z: 1-f ~ ~ L.W...J L.W w c::(...j 5 1-f t e::: L.W > 3 r- ~ --~-~. Avg= : :1 1 o Hz Filter TME (SECONDS) Figure 11. Vehicle Vertical Accelerometer Trace for Test

17 16 3 l Hz Filter - z:...!;: ::. LW _J t5 l u c::r:: ~ l TME (SECONDS) Figure 12. Resultant Acceleration Trace for Test

18 17. <.D (Y) c.no TME wdl. w~ : (_'J w Do '--'o. _j(y) _j : <.D \ \ ~ \ (SECONDSl.2.4 _j C) U) Figure 13. Vehicle Roll Angle for Test

19 18 ~l 8:! \~ 1 Ul TME (SECOND S:' wco.oo.2.4 w -t _j _j ceo CJ w ~o m U' f- 1' ) m Figure 14. Vehicle Pitch Angle for Test

20 19 c.o (Y) ~ T E cnctl.oo, LU ~= ~ ~ LUo a= C) LU oo ~o (Y) 3: ' a: >- c.o ()) _ Figure 15. Vehicle Yaw Angle for Test

Product Specification. ABSORB 350 TM TL-2 Non-Redirective, Gating, Crash Cushion Applied to Quickchange Moveable Barrier

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