Proving Ground - RSSIThe objective of the test reported herein was to determine if the RSS-3000 Drop Beam System was capable of arresting a 15,000 lb truck traveling between 28.0-37.9

ISO 17025 Laboratory Testing Certificate # 2821.01

Proving Ground Test Report No.: 510602-RSS3 Test Report Date: January 2014 ASTM F2656-07 TEST M30 ON THE RSS-3000 DROP BEAM SYSTEM by Dean C. Alberson, Ph.D., P.E. Research Engineer Michael S. Brackin, M.S.C.E., P.E. Associate Transportation Researcher Wanda L. Menges Research Specialist and Darrell L. Kuhn, P.E. Assistant Research Specialist Contract No.: 2013364 Test No.: 510602-RSS3 Test Date: 2013-09-10 Sponsored by RSSI Barriers, LLC

TEXAS A&M TRANSPORTATION INSTITUTE PROVING GROUND Mailing Address: Located at: Roadside Safety & Physical Security Texas A&M Riverside Campus Texas A&M University System Building 7091 3135 TAMU 3100 State Highway 47 College Station, TX 77843-3135 Bryan, TX 77807

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 RSSI Barriers LLC, The Texas A&M University System, or Texas A&M 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 do 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

Technical Report Documentation Page 1. Report No.

2. Government Accession No.

3. Recipient's Catalog No.

4. Title and Subtitle ASTM F2656-07 TEST M30 ON THE RSS-3000 DROP BEAM SYSTEM

5. Report Date December 2013 6. Performing Organization Code

7. Author(s) Dean C. Alberson, Michael S. Brackin, and Wanda L. Menges

8. Performing Organization Report No. Test Report No. 510602-RSS3

9. Performing Organization Name and Address Texas A&M Transportation Institute Proving Ground 3135 TAMU College Station, Texas 77843-3135

10. Work Unit No. (TRAIS) 11. Contract or Grant No. P2013364

12. Sponsoring Agency Name and Address RSSI Barriers, LLC 6530 East Highway 22 Panama City, FL 32404

13. Type of Report and Period Covered Test Report: August – October 2013 14. Sponsoring Agency Code

15. Supplementary Notes Research Study Title: ASTM F2656-07 M30 Crash Test for the RSS-3000 Drop Beam Name of Contacting Representative: Jeff Burnham 16. Abstract

The objective of the test reported herein was to determine if the RSS-3000 Drop Beam System was capable of arresting a 15,000 lb truck traveling between 28.0-37.9 mi/h according to Condition Designation M30 of ASTM F2656-07. This condition designation requires the RSS-3000 Drop Beam System to withstand kinetic energy of 451,000 ft-lb. The 2000 International 4700 single-unit flatbed truck impacted the security device at 90.2 degrees, with the centerline of the vehicle aligned with the centerline of the RSS-3000 Drop Beam System. The acceptable range for impact speed for this M30 test was at 28.0-37.9 mi/h, and the actual impact speed was 30.8 mi/h. The RSS-3000 Drop Beam System brought the vehicle to a complete stop. The cargo remained onboard the vehicle; however, the hood and other parts of the vehicle were thrown beyond the protected edge of the security device. The vehicle was disabled. The leading edge of the cargo bed did not penetrate beyond the inside edge of the RSS-3000 Drop Beam System. ASTM F2656-07 provides a range of vehicle test designations and penetration levels that allow agencies to select perimeter security devices that satisfy their specific facility needs. The amount of vehicle penetration of the security device at the required impact velocity determines the dynamic penetration rating for each condition designation.

The leading edge of the cargo bed did not penetrate beyond the inside edge of the RSS-3000 Drop

Beam System. According to ASTM F2656-07, the RSS-3000 Drop Beam System meets Condition Designation/Penetration Rating M30/P1, which allows penetration of less than 3.3 ft when impacted by the medium duty truck at 28.0-37.9 mi/h. 17. Key Words anti-ram; perimeter; crash testing; barriers; gates; fences; homeland security

18. Distribution Statement Copyrighted. Not to be copied or reprinted without consent from RSSI Barriers LLC.

19. Security Classif.(of this report) Unclassified

20. Security Classif.(of this page) Unclassified

21. No. of Pages

46

22. Price

Form DOT F 1700.7 (8-72) Reproduction of completed page authorized

ii

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TABLE OF CONTENTS Section Page INTRODUCTION .......................................................................................................................... 1

PROBLEM .................................................................................................................................. 1 BACKGROUND ........................................................................................................................ 1 OBJECTIVES/SCOPE OF RESEARCH ................................................................................... 1

TECHNICAL DISCUSSION ......................................................................................................... 3 TEST PARAMETERS................................................................................................................ 3

Test Facility ............................................................................................................................ 3 Test Article – Design and Construction .................................................................................. 3 Test Conditions and Evaluation Criteria ................................................................................. 5

CRASH TEST 510602-RSS3 (ASTM F2656-07 M30) .............................................................. 9 Test Vehicle ............................................................................................................................ 9 Weather Conditions ................................................................................................................ 9 Impact Description .................................................................................................................. 9 Damage to Test Article ........................................................................................................... 9 Vehicle Damage .................................................................................................................... 14 Occupant Risk Factors .......................................................................................................... 14

SUMMARY AND CONCLUSIONS ........................................................................................... 19 ASSESSMENT OF TEST RESULTS ...................................................................................... 19 CONCLUSIONS....................................................................................................................... 19

REFERENCES ............................................................................................................................. 21 APPENDIX A. DETAILS OF THE RSS-3000 DROP BEAM SYSTEM .................................. 23 APPENDIX B. CRASH TEST PROCEDURES AND DATA ANALYSIS ............................... 29

ELECTRONIC INSTRUMENTATION AND DATA PROCESSING ................................... 29 PHOTOGRAPHIC INSTRUMENTATION AND DATA PROCESSING ............................. 30 TEST VEHICLE PROPULSION AND GUIDANCE .............................................................. 30

APPENDIX C. TEST VEHICLE PROPERTIES AND INFORMATION ................................. 31 APPENDIX D. SEQUENTIAL PHOTOGRAPHS ..................................................................... 33 APPENDIX E. VEHICLE ACCELERATIONS ......................................................................... 35

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LIST OF FIGURES Page Figure 1. Details of the RSS-3000 Drop Beam System. ........................................................ 6 Figure 2. RSS-3000 Drop Beam System prior to testing. ...................................................... 7 Figure 3. Vehicle/installation geometrics for test no. 510602-RSS3. .................................. 10 Figure 4. Vehicle before test no. 510602-RSS3. .................................................................. 11 Figure 5. Vehicle trajectory path after test no. 510602-RSS3.............................................. 12 Figure 6. RSS-3000 Drop Beam System after test no. 510602-RSS3. ................................ 13 Figure 7. Vehicle after test no. 510602-RSS3. ..................................................................... 15 Figure 8. Interior of vehicle for test no. 510602-RSS3. ....................................................... 16 Figure 9. Summary of results for ASTM F2656-07 test M30

on RSS-3000 Drop Beam System. ........................................................................ 17 Figure 10. Sequential photographs for test no. 510602-RSS3 (overhead and

perpendicular views). ............................................................................................ 33 Figure 11. Vehicle longitudinal accelerometer trace for test no. 510602-RSS3

(accelerometer located at center of gravity). ......................................................... 35 Figure 12. Vehicle lateral accelerometer trace for test no. 510602-RSS3 (accelerometer

located at center of gravity). ................................................................................. 36 Figure 13. Vehicle vertical accelerometer trace for test no. 510602-RSS3 (accelerometer

located at center of gravity). ................................................................................. 37 Figure 14. Vehicle longitudinal accelerometer trace for test no. 510602-RSS3

(accelerometer located over rear axle). ................................................................. 38 Figure 15. Vehicle lateral accelerometer trace for test no. 510602-RSS3 (accelerometer

located over rear axle). .......................................................................................... 39 Figure 16. Vehicle vertical accelerometer trace for test no. 510602-RSS3 (accelerometer

located over rear axle). .......................................................................................... 40

LIST OF TABLES Page Table 1. Impact Condition Designations according to ASTM F2656-07. ............................. 8 Table 2. Penetration Ratings according to ASTM F2656-07. ............................................... 8 Table 3. Vehicle properties for test no. 510602-RSS3. ...................................................... 31

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INTRODUCTION PROBLEM

In an effort to assess the performance of anti-terrorist protection barriers, the United States Department of State, Bureau of Diplomatic Security, Physical Security Division, Office of Physical Security Programs (PSP) developed guidelines to evaluate the performance of perimeter security devices. According to this standard, performance of an anti-terrorist protection security device (barrier/gate) is evaluated and assessed according to its effectiveness in arresting attacking vehicles, and not necessarily for economics, aesthetics, operational cycle time, special maintenance needs, or climate and environment effects. The RSS-3000 Drop Beam System evaluated herein was designed by RSSI Barriers, LLC. The intended function of this design is to provide perimeter security capable of arresting an attacking vehicle. BACKGROUND

In August 2007, the American Standards for Testing Materials (ASTM) International developed and published ASTM Designation: F2656-07, Standard Test Method for Vehicle Crash Testing of Perimeter Barriers. The procedures set out in ATSM F2656-07 are intended to ensure that perimeter security devices provide a specified level of vehicle impact resistance as recommended by the U. S. Department of State, Bureau of Diplomatic Security, Physical Security Division, Office of Physical Security Programs. The ATSM F2656-07 test method provides a range of vehicle impact conditions, test designations, and penetration levels that allow agencies to select perimeter security devices that satisfy their specific facility needs. This test method was formally adopted by U. S. Department of State, Bureau of Diplomatic Security, Physical Security Division, Office of Physical Security Programs, in February 2009 as the official standard for testing of perimeter security devices.

The test reported herein was performed and evaluated in accordance with

ATSM F2656-07, Standard Test Method for Vehicle Crash Testing of Perimeter Barriers. OBJECTIVES/SCOPE OF RESEARCH

The objective of the test reported herein was to determine if the RSS-3000 Drop Beam System was capable of arresting a 15,000 lb truck traveling between 28.0-37.9 mi/h according to Condition Designation M30 of ASTM F2656-07. This condition designation requires the RSS-3000 Drop Beam System to withstand kinetic energy of 451,000 ft-lb. This report presents the construction details of the RSS-3000 Drop Beam System, details of the impact vehicle used in the test, details of the test performed, and the assessment of the test results.

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TECHNICAL DISCUSSION TEST PARAMETERS Test Facility

The full-scale crash test reported herein was performed at Texas A&M Transportation Institute (TTI) Proving Ground. TTI Proving Ground is an International Standards Organization (ISO) 17025 accredited laboratory with American Association for Laboratory Accreditation (A2LA) Mechanical Testing certificate 2821.01. The full-scale crash test was performed according to TTI Proving Ground quality procedures developed for ISO 17025 accreditation and according to the ASTM F2656 guidelines and standards.

The test facilities at the Texas A&M Transportation Institute’s Proving Ground consist of

a 2000-acre complex of research and training facilities situated 10 miles 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 evaluation of roadside safety hardware and perimeter security devices. The site selected for installation of the RSS-3000 Drop Beam System was at the end of a wide out-of-service apron. The apron consists of an unreinforced jointed concrete pavement in 12.5 ft × 15 ft blocks nominally 6 inches deep. The apron is over 50 years old and the joints have some displacement, but are otherwise flat and level. Test Article – Design and Construction

The test installation consisted of a RSSI M30 P1 Electric Drop Arm, a proprietary vehicle

barrier system. The overall installed width of the system, including foundations, was 21 ft-7½ inches. The total roadway clearance was 10 ft-7½ inches, measured to the inside face of each of two foundations at either end of the installation. The bottom of the Drop Arm was 2 ft-9½ inches above the road surface.

The drop arm was fabricated from 6-inch × 3-inch × ⅜-inch A36 rectangular tubing. The

total length of the drop arm was 19 ft-9½ inches. The open span between the road-side faces of the support bollards was 12 ft-11½ inches.

The drop arm was counterbalanced with eight tension springs (four each side) that were

ganged and attached to two crank arms (one each side). The crank arms were connected to the drop arm via a 27/16-inch diameter pivot pin, and the arms were fully welded on all sides. The pivot pin was supported by two 27/16-inch Cooper P03 2-bolt pillow block bearings, one on each side of the drop arm. Impact arresting pegs, each 2-inch diameter, were located in each end of the drop arm at 3 inches beyond the field-side face of each support bollard, and, upon impact, engaged ½-inch thick beam guides in the top of each post.

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The pivot side support post was fabricated from 12-inch × 12-inch × ½-inch A36 rectangular tubing, and was 37½ inches tall. It was welded to a 71-inch × 41-inch × ¾-inch thick base plate of A36 material with twenty-eight 1¼-inch diameter anchor bolt holes. Two 8-inch × 18-inch × ½-inch thick vertical gussets were welded to both the up and down stream faces of the post, and two 4-inch × 18-inch × ½-inch thick vertical gussets were welded to the road side face of the post (for a total of 6 gussets) and to the base plate. A square bottomed “V” notch was fabricated in the top of the bollard to act as a beam guide/receiver for the drop arm. The pivot mechanism was supported by a similar A36 rectangular tubing 12-inch × 12-inch × ½-inch, which was 23 inches tall. Two 36-inch long 2-inch × 3-inch × ¼-inch angles connected the bollard to the support.

The static side support post was fabricated from 12-inch × 12-inch × ½-inch A36

rectangular tubing, and was 37½ inches tall. It was welded to a 36-inch × 36-inch × ¾-inch thick base plate of A36 material with sixteen 1¼-inch diameter anchor bolt holes. Two 8-inch × 16-inch × ½-inch thick vertical gussets were welded to each of the bollard’s four corners (for a total of 8 gussets) and to the base plate. Four 3-inch × 30-inch × ¾-inch thick internal vertical stiffeners were welded to bridge each internal corner of the static post. A square bottomed “V” notch was fabricated in the top of the bollard to act as a beam guide/receiver for the drop arm.

All drop arm components were hot dip galvanized with the exception of the tension

springs and the pillow block bearings. For this test, neither the electric drive lift mechanism system nor the decorative cowlings

were installed. No area paving or simulated roadway was placed around or in between the foundations.

The pivot side foundation was 7 ft wide × 4 ft long × 3 ft-6 inches deep (nominal

dimensions) reinforced poured-in-place concrete. The top of the foundation was 6 inches above grade, thus leaving 3 ft buried in the soil. Reinforcement consisted of #5 rebar with a minimum of 3½ inches of concrete cover on the top and on the upstream and downstream faces, and approximately 11 inches on the roadside face and 8 inches on the field face.

The 3-level rebar cage was approximately 5 ft-8½ inches wide × 3 ft-6½ inches long ×

2 ft deep. Rebar spacing averaged approximately 13 inches with six 3 ft-6½ inch long bars and four 5 ft-9 inch long bars in each of three mats. Additionally, twenty-four 2 ft-½ inch long bars secured the three mats in the vertical direction at each node. The rebar cage was field tied. Once the concrete hardened, twenty-eight 1-inch diameter × 16-inch long grade 4140 threaded rods were embedded 12 inches deep into site drilled 1⅛-inch diameter holes in the foundation and secured with MKT LiquidRoc 500 Epoxy per MKT instructions. Flat washers and double hex nuts were used to secure the pivot mechanism to the foundation. The foundation was back-filled and compacted with crushed limestone base material. The pivot side foundation weighed approximately 14,700 lb.

The static side foundation was 4 ft wide × 5 ft long × 3 ft-6 inches deep (nominal

dimensions) reinforced poured-in-place concrete. The top of the foundation was 6 inches above grade, thus leaving 3 ft buried in the soil. Reinforcement consisted of #5 rebar with a minimum

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of 3½ inches of concrete cover on the top, and approximately 11 inches on the upstream and downstream faces, 9½ inches on the roadside face, and 10½ inches on the field face. The 3-level rebar cage was approximately 2 ft-5 inches wide × 3 ft-3½ inches long × 2 ft-½ inch deep. Rebar spacing averaged approximately 13 inches width wise and 7½ inches length wise, with three 3 ft-3½ inch long bars and six 2 ft-5 inch long bars in each of three mats. Additionally, eighteen 2 ft-½ inch long bars secured the three mats in the vertical direction at each node. The rebar cage was field tied. Sixteen 1-inch diameter × 16-inch long grade 4140 threaded rods were embedded 12 inches deep in the foundation and secured with 3-inch square × ⅜-inch thick flat washers and nuts. A pre-drilled plywood template located and temporarily secured the bolts in the foundation form. Flat washers and double hex nuts were used to secure the pivot mechanism to the foundation. The foundation was back-filled and compacted with crushed limestone base material. The static side foundation weighed approximately 10,500 lb.

At the time of the crash test, the average moisture content of the crushed limestone base

material in which the RSSI Electric Drop Arm foundations were installed was 5.0 percent and average compaction was 91.8 percent. Concrete strength for the drop arm installation was specified to be 5000 psi minimum. The foundations were poured on September 5, 2013, and had a reported average strength of 4790 psi on the test date of September 10, 2013. All steel reinforcing bar material was specified as grade 60.

Overall details of the test installation are provided in Figure 1 and Figure 2. Further

details can be found in Appendix A. Metal fabrication drawings are on file at the TTI Proving Ground.

Test Conditions and Evaluation Criteria The test reported herein was performed in accordance with ASTM F2656-07. Appendix

B presents a brief description of the procedures followed for this test.

According to ASTM F2656-07, the RSS-3000 Drop Beam System can be rated according to one of three designated condition levels when tested with a medium-duty truck, as shown in Table 1. The levels of kinetic energy that a security device shall withstand at each condition level are also shown in Table 1. The test conditions are intended to ensure that perimeter barriers and gates will provide a specified level of vehicle impact resistance. Actual vehicle weight and speed must be within a permissible range to receive the specific condition designation. The condition designations, which are defined by test vehicle type and impact speed, are shown in the last column of Table 1 as taken from ASTM F2656-07.

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Figure 1. Details of the RSS-3000 Drop Beam System.

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Figure 2. RSS-3000 Drop Beam System prior to testing.

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Table 1. Impact Condition Designations according to ASTM F2656-07.

Test Vehicle/Minimum Test Inertial Mass,

kg(lbm)

Nominal Minimum Test

Velocity km/h(mph)

Permissible Speed Range,

km/h (mph)

Kinetic Energy,

KJ (ft-kips) Condition

Designation Small passenger car

(C) 1100 (2430)

65 (40) 80 (50) 100 (60)

60.1-75.0 (38.0-46.9) 75.1-90.0 (47.0-56.9)

90.1-above (57.0-above)

179 (131) 271 (205) 424 (295)

C40 C50 C60

Pickup truck (P) 2300 (5070)

65 (40) 80 (50) 100 (60)

60.1-75.0 (38.0-46.9) 75.1-90.0 (47.0-56.9)


375 (273) 568 (426) 887 (613)

PU40 PU50 PU60

Medium-duty truck (M) 6800(15000)

50 (30) 65 (40) 80 (50)

45.0-60.0 (28.0-37.9) 60.1-75.0 (38.0-46.9)


656 (451) 1110 (802)

1680 (1250)

M30 M40 M50

Heavy goods vehicle (H)

29500(65000)

50 (30) 65 (40) 80 (50)

45.0-60.0 (28.0-37.9) 60.1-75.0 (38.0-46.9)


2850 (1950) 4810 (3470) 7280 (5430)

H30 H40 H50

The test vehicle specified was a medium duty truck with diesel engine, tested at a vehicle

gross weight of 15,000 lb ±309 lb. According to Condition Designation M30 of ASTM F2656-07, which involves the medium duty truck impacting at 28.0-37.9 mi/h, the RSS-3000 Drop Beam System is required to withstand kinetic energy of 451,000 ft-lb. The amount of vehicle penetration of the security device at the required impact velocity determines the dynamic penetration rating for each condition designation. Test vehicle dynamic penetration is referenced to each vehicle as follows: The base of the “A” pillar for the small passenger car (C); the front leading lower edge of the pickup truck bed (P); the leading lower edge of the cargo bed on the medium duty truck (M); and the leading lower vertical edge of the cargo bed on the heavy goods vehicle (H). Penetration ratings according to ASTM F2656-07 are shown in table 2.

Table 2. Penetration Ratings according to ASTM F2656-07.

Penetration Designation Dynamic Penetration Rating P1 ≤ 1 m (3.3 ft)

P2 1.01 m to 7 m (3.31 to 23.0 ft)

P3 7.01 m to 30 m (23.1 to 98.4 ft)

P4 30 m (98 ft) or greater

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CRASH TEST 510602-RSS3 (ASTM F2656-07 M30) Test Vehicle A 2000 International 4700 single-unit flatbed truck, shown in Figures 3 and 4, was used for the crash test. Test inertia weight of the vehicle was 15,100 lb. The height to the lower edge of the vehicle front bumper was 20.0 inches, and the height to the upper edge of the front bumper was 31.0 inches. Table 3 in Appendix C gives additional dimensions and information on the vehicle. 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. Weather Conditions The crash test was performed the morning of September 10, 2013. Weather conditions at the time of testing were: Wind Speed: 5 mi/h; Wind Direction: 105 degrees with respect to the vehicle (vehicle was traveling in a northerly direction); Temperature: 85ºF; Relative Humidity: 72 percent. Impact Description The 2000 International 4700 single-unit flatbed truck, traveling at an impact speed of 30.8 mi/h, impacted the RSS-3000 Drop Beam System at an impact angle of 90.2 degrees. The centerline of the vehicle was aligned with the centerline of the span between the drop arm pegs of the RSS-3000 Drop Beam System. At approximately 0.096 s after impact, the hood of the vehicle began to ride up and over the drop arm, and at 0.137 s, the hood detached from the vehicle. The front of the vehicle pitched downward at 0.175 s as the vehicle travel forward, and the cab of the vehicle began to deform and the windshield separated from the cab at 0.170 s. At 0.245 s, the cab began to deform around the drop arm, and at 0.287 s, the front of the vehicle began to pitch downward. The vehicle stopped forward motion at 0.371 s, and then began to rebound at 0.447 s. The vehicle did not penetrate the drop arm and subsequently came to rest with the leading edge of the cargo bed 46 inches forward of the protected edge of the installation. Appendix D, Figure 10 show sequential photographs of the test period. Damage to Test Article Damage to RSS-3000 Drop Beam System is shown in Figures 5 and 6. The foundation on the right side was pulled up from the ground 3 inches. The foundation on the left side was pushed toward the protected side ¼ inch. The drop arm was deformed upward and toward the protected side 17¼ inches.

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Figure 3. Vehicle/installation geometrics for test no. 510602-RSS3.

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Figure 4. Vehicle before test no. 510602-RSS3.

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Figure 5. Vehicle trajectory path after test no. 510602-RSS3.

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Figure 6. RSS-3000 Drop Beam System after test no. 510602-RSS3.

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Vehicle Damage Damage to the vehicle is shown in Figure 7. The transmission mount, drive shaft, motor mount, and steering column were deformed. Also damaged were the hood, radiator and support, fan, water pump, firewall, floor pan, cab, windshield, roof, right and left doors, instrument panel, and front seat. Estimated maximum exterior crush to the vehicle was 70 inches. Photographs of the interior of the vehicle are shown in Figure 8. Occupant Risk Factors Data from the accelerometer, located at the vehicle center of gravity, were digitized for evaluation of occupant risk for informational purposes only. In the longitudinal direction, the occupant impact velocity was 20.3 ft/s at 0.217 s, the highest 0.010-s occupant ridedown acceleration was 5.4 Gs from 0.281 to 0.291 s, and the maximum 0.050-s average acceleration was -4.7 Gs between 0.267 and 0.317 s. In the lateral direction, the occupant impact velocity was 1.0 ft/s at 0.217 s, the highest 0.010-s occupant ridedown acceleration was 5.3 Gs from 0.268 to 0.278 s, and the maximum 0.050-s average was -1.5 Gs between 0.108 and 0.158 s. These data and other pertinent information from the test are summarized in Figure 9. Vehicle accelerations versus time traces are presented in Appendix E, Figures 11 through 16.

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Figure 7. Vehicle after test no. 510602-RSS3.

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BEFORE TEST AFTER TEST

Figure 8. Interior of vehicle for test no. 510602-RSS3.

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0.000 s 0.122 s 0.244 s 0.366 s

General Information Test Agency ....................... Test Standard Test No. ...... Test No. ............................ Date ................................... Test Article Type ................................... Name ................................. Installation Length .............. Material or Key Elements ... Soil/Foundation Type ..........

Texas A&M Transportation Institute (TTI) ASTM F2656-07 M30 510602-RSS3 2013-09-10 Security Gate RSS-3000 Drop Beam System 21 ft 7½ inches Electric drop arm fabricated from HSS 6-inch × 3-inch × 3/8-inch with road clearance of 12 ft-11½ inches Concrete foundation in crushed limestone

Test Vehicle Type................................ Designation ..................... Model .............................. Mass

Curb............................. Test Inertial .................. Impact Conditions Speed ............................. Angle .............................. Exit Conditions Speed ............................. Angle ..............................

Medium Duty Truck M30 2000 International 4700 12,000 lb 15,100 lb 30.8 mi/h 90.2 degrees Stopped NA

Occupant Risk Values Impact Velocity Longitudinal ....................... Lateral ...............................

Ridedown Accelerations Longitudinal ....................... Lateral ............................... Max. 0.050-s Average Longitudinal ....................... Lateral ............................... Vertical .............................. Distance Beyond Inside Edge of Security Device .... Truck Disabled? .................... Rating ...................................

20.3 ft/s 1.0 ft/s 5.4 G 5.3 G -4.7 G -1.5 G -3.3 G Did not penetrate Yes M30/P1

Figure 9. Summary of results for ASTM F2656-07 test M30 on RSS-3000 Drop Beam System.

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SUMMARY AND CONCLUSIONS ASSESSMENT OF TEST RESULTS The 2000 International 4700 single-unit flatbed truck impacted the security device at 90.2 degrees, with the centerline of the vehicle aligned with the centerline of the RSS-3000 Drop Beam System. The acceptable range for impact speed for this M30 test was at 28.0-37.9 mi/h, and the actual impact speed was 30.8 mi/h. The RSS-3000 Drop Beam System brought the vehicle to a complete stop. The cargo remained onboard the vehicle; however, the hood and other parts of the vehicle were thrown beyond the protected edge of the security device. The vehicle was disabled. The leading edge of the cargo bed did not penetrate beyond the inside edge of the RSS-3000 Drop Beam System. CONCLUSIONS ASTM F2656-07 provides a range of vehicle test designations and penetration levels that allow agencies to select perimeter security devices that satisfy their specific facility needs. The amount of vehicle penetration of the security device at the required impact velocity determines the dynamic penetration rating for each condition designation.

The leading edge of the cargo bed did not penetrate beyond the inside edge of the RSS-3000 Drop Beam System. According to ASTM F2656-07, the RSS-3000 Drop Beam System meets Condition Designation/Penetration Rating M30/P1, which allows penetration of less than 3.3 ft when impacted by the medium duty truck at 28.0-37.9 mi/h.

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REFERENCES 1. “Standard Test Method for Vehicle Crash Testing of Perimeter Barriers,” ASTM

Designation: F2656-07, American Standards for Testing Materials International, West Conshohocken, PA, August 2007.

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APPENDIX A. DETAILS OF THE RSS-3000 DROP BEAM SYSTEM

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APPENDIX B. CRASH TEST PROCEDURES AND DATA ANALYSIS The crash test and data analysis procedures were in accordance with guidelines presented in ASTM F2656-07. Brief descriptions of these procedures are presented as follows. ELECTRONIC INSTRUMENTATION AND DATA PROCESSING

The test vehicle was instrumented with a self-contained, on-board data acquisition system. The signal conditioning and acquisition system is a 16-channel, Tiny Data Acquisition System (TDAS) Pro produced by Diversified Technical Systems, Inc. The accelerometers, which measure the x, y, and z axis of vehicle acceleration, are strain gauge type with linear millivolt output proportional to acceleration. Angular rate sensors, measuring vehicle roll, pitch, and yaw rates, are ultra-small, solid state units designed for crash test service. The TDAS Pro hardware and software conform to the latest SAE J211, Instrumentation for Impact Test. Each of the 16 channels is capable of providing precision amplification, scaling, and filtering based on transducer specifications and calibrations. During the test, data are recorded from each channel at a rate of 10,000 values per second with a resolution of one part in 65,536. Once data are recorded, internal batteries back these up inside the unit should the primary battery cable be severed. Initial contact of the pressure switch on the vehicle bumper provides a time zero mark and initiates the recording process. After each test, the data are downloaded from the TDAS Pro unit into a laptop computer at the test site. The Test Risk Assessment Program (TRAP) software then processes the raw data to produce detailed reports of the test results.

Each of the TDAS Pro units is returned to the factory annually for complete recalibration.

All accelerometers are calibrated annually according to SAE J211 4.6.1 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 also made any time data are suspect. Acceleration data is measured with an expanded uncertainty of ±1.7% at a confidence factor of 95 percent (k=2). TRAP uses the data from WinDigit to compute occupant/compartment impact velocities, time of occupant/compartment impact after vehicle impact, and the highest 10-millisecond (ms) average ridedown acceleration. 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.

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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 and still cameras recorded and documented 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 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.

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NK P

J

I

GF

H

D

M1 M2

CB

A

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ACCELEROMETERS

TESTINERTIAL C.G.

PENETRATIONREFERENCEPOINT

L

S

Q

T

APPENDIX C. TEST VEHICLE PROPERTIES AND INFORMATION

Table 3. Vehicle properties for test no. 510602-RSS3. DATE: 2013-09-09 TEST NO.: 510602-RSS3 VIN NO.: 1HTSCABN6YH248364 YEAR: 2000 MAKE: International MODEL: 4700 TIRE SIZE: 295/75R22 ODOMETER: 228184 GEOMETRY (inches) A 31.00 B 20.00 C 30.50 D 99.32 E 106.68 F 81.00 G 30.00

H 39.90 I 23.50 J 39.50 K 97.50 L 30.50 N 73.00 O 52.00

P 80.50 Q 317.50 R 101.00 S 18.50 T 212.00 D+E = 206.00

Allowed Range for Wheelbase (D+E) = 208 ±20 inches; Allowable Flatbed Length = 18 ft ±24 inches; Allowable U-bolt Spacing = 3 ft ±8 inches

MASS DISTRIBUTION (lb) 3630 LF 3900 RF 3920 LR RR 3650

MASS (lb) CURB TEST INERTIAL

7500

7820

M1

4500

7280

M2 Allowed Range

12000

15100 for Inertial Wt.=

MTotal 15000 ± 309 lb

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APPENDIX D. SEQUENTIAL PHOTOGRAPHS

0.000 s

0.122 s

0.244 s

0.366 s

Figure 10. Sequential photographs for test no. 510602-RSS3 (overhead and perpendicular views).

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0.488 s

0.610 s

0.732 s

0.854 s

Figure 10. Sequential photographs for test no. 510602-RSS3 (overhead and perpendicular views) (continued).

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APPE

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. VEH

ICL

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TION

S X Acceleration at CG

0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1.0-9

-8

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Test Number: 510602-RSS3Test Standard Test No.: ASTM F2656-07 M30Test Article: RSS-3000 Drop Beam SystemTest Vehicle: 2000 International 4700 TruckInertial Mass: 15,100 lbImpact Speed: 30.8 mphImpact Angle: 90.2 degrees

SAE Class 60 Filter 50-msec average

Figure 11. Vehicle longitudinal accelerometer trace for test no. 510602-RSS3 (accelerometer located at center of gravity).

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Y Acceleration at CG

0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1.0-15

-10

-5

0

5

10

15

Time (s)

Late

ral A

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ion

(G)



Figure 12. Vehicle lateral accelerometer trace for test no. 510602-RSS3 (accelerometer located at center of gravity).

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Z Acceleration at CG

0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1.0-10

-5

0

5

10

Time (s)

Verti

cal A

ccel

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ion

(G)



Figure 13. Vehicle vertical accelerometer trace for test no. 510602-RSS3 (accelerometer located at center of gravity).

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X Acceleration over rear axle

0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1.0-9

-8

-7

-6

-5

-4

-3

-2

-1

0

1

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(G)



Figure 14. Vehicle longitudinal accelerometer trace for test no. 510602-RSS3 (accelerometer located over rear axle).

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Y Acceleration over rear axle

0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1.0-1.5

-1.0

-0.5

0

0.5

1.0

1.5

Time (s)

Late

ral A

ccel

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ion

(G)



Figure 15. Vehicle lateral accelerometer trace for test no. 510602-RSS3 (accelerometer located over rear axle).

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Z Acceleration over rear axle

0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1.0-10

-5

0

5

10

Time (s)

Verti

cal A

ccel

erat

ion

(G)



Figure 16. Vehicle vertical accelerometer trace for test no. 510602-RSS3 (accelerometer located over rear axle).

Documents

Proving Ground - RSSIThe objective of the test reported herein was to determine if the RSS-3000 Drop Beam System was capable of arresting a 15,000 lb truck traveling between 28.0-37.9