Evaluation of Bridge Rail Systems to Confirm AASHTO MASH Compliance (2022)

Below is the uncorrected machine-read text of this chapter, intended to provide our own search engines and external engines with highly rich, chapter-representative searchable text of each book. Because it is UNCORRECTED material, please consider the following text as a useful but insufficient proxy for the authoritative book pages.

64 C H A P T E R 3 Introduction Full-scale crash testing in accordance with MASH-2016 Test 3-10 specifications was per- formed on the bridge rail test installations. One installation consisted of a two-tube bridge rail with steel posts anchored directly to a simulated concrete deck. The second installation consisted of a two-tube bridge rail with steel posts anchored to a 6-in.-high concrete curb. Figure 3.1 shows the test installations. Test Requirements and Evaluation Criteria Crash Test Performed/Matrix Table 3.1 shows the test conditions and evaluation criteria for MASH-2016 TL-3 for longitu- dinal barriers. MASH-2016 Test 3-10 involved the small car (1100C) impacting the bridge rail at 62 mph and 25 degrees. The target critical impact points (CIPs) for each test (deck and curb) were determined using the information provided in MASH-2016 Section 2.2.1 and Section 2.3.2. Figures 3.2 and 3.3 show the target CIP for MASH-2016 Test 3-10. Evaluation Criteria The crash tests and data analysis procedures were done in accordance with MASH-2016. The appropriate safety evaluation criteria from MASH-2016 Tables 2-2 and 5-1 were used to evaluate the crash tests reported here. Table 3.1 lists the test conditions and evaluation criteria required for MASH-2016 TL-3, and Table 3.2 provides detailed information on the evaluation criteria. The Summary and Conclusion section of this chapter provides an evaluation of the crash test results. Test Conditions Test Facility The full-scale crash tests reported here were performed at the TTI Proving Ground, an Inter- national Standards Organization/International Electrotechnical Commission 17025-accredited laboratory with American Association for Laboratory Accreditation Mechanical Testing Certifi- cate 2821.01. The full-scale crash tests were performed according to TTI Proving Ground quality procedures, as well as MASH-2016 guidelines and standards. The test facilities of the TTI Proving Ground are on the Texas A&M University System’s RELLIS campus, which consists of a 2,000-acre complex of research and training facilities 10 mi. Full-Scale Crash Testing

Full-Scale Crash Testing 65   Figure 3.1. Bridge rail test installations. Test Article Test Designation Test Vehicle Impact Conditions Evaluation Criteria Speed Angle Longitudinal Barrier 3-10 1100C 62 mph 25° A, D, F, H, I 3-11 2270P 62 mph 25° A, D, F, H, I Table 3.1. Test conditions and evaluation criteria specified for MASH-2016 TL-3 longitudinal barriers. Figure 3.2. Target CIP for MASH-2016 Test 3-10 on NCHRP bridge rail on deck.

66 Evaluation of Bridge Rail Systems to Confirm AASHTO MASH Compliance northwest of the flagship campus of Texas A&M University. The site, formerly a US Army Air Corps base, has large expanses of concrete runway and parking aprons well-suited for experi- mental research and testing of vehicle performance and handling, vehicle-roadway interaction, highway pavement durability and efficacy, and roadside safety hardware and perimeter protec- tive device evaluation. The site selected for constructing and testing the bridge rail was along the edge of an out-of-service apron. The apron consists of an unreinforced jointed-concrete pave- ment in 12.5 × 15-ft. blocks nominally 6 in. deep. The aprons were built in 1942, and the joints have some displacement but are otherwise flat and level. Vehicle Tow and Guidance System The 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 Figure 3.3. Target CIP for MASH-2016 Test 3-10 on NCHRP bridge rail on curb. Evaluation Factors Evaluation Criteria MASH-2016 Test 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. 10 and 11 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 undue hazard to other traffic, pedestrians, or personnel in a work zone. 10 and 11 Deformations of, or intrusions into, the occupant compartment should not exceed limits set forth in Section 5.2.2 and Appendix E of MASH-2016. F. The vehicle should remain upright during and after collision. The maximum roll and pitch angles are not to exceed 75 degrees. 10 and 11 H. OIV should satisfy the following limits: preferred value of 30 ft./s, or maximum allowable value of 40 ft./s. 10 and 11 I. The RDA should satisfy the following: preferred value of 15.0 g, or maximum allowable value of 20.49 g. 10 and 11 Table 3.2. Evaluation criteria specified for MASH-2016 TL-3 longitudinal barriers.

Full-Scale Crash Testing 67   steel cable was connected to the test vehicle, passed around a pulley near the impact point and through a pulley on the tow vehicle, and then anchored to the ground such that the tow vehicle moved away from the test site. This system had a 2:1 speed ratio between the test and tow vehicles. Just before impact with the installation, the test vehicle was released and ran unrestrained. The vehicle remained freewheeling (i.e., no steering or braking input) until it cleared the immediate area of the test site. Data Acquisition Systems Vehicle Instrumentation and Data Processing Each test vehicle was instrumented with a self-contained onboard 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 axes of vehicle acceleration, are a strain gauge type with linear millivolt output propor- tional to acceleration. Angular rate sensors, measuring vehicle roll, pitch, and yaw, are ultrasmall 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 samples per second with a resolution of one part in 65,536. Once data are recorded, internal batteries back these up inside the unit in case the primary battery cable is 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 onto 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 TDAS Pro unit is returned to the factory annually for complete recalibration and to ensure all instrumentation used in the vehicle conforms to the specifications outlined by SAE J211. All accelerometers are calibrated annually by means of an Endevco 2901 precision primary vibra- tion standard. This standard and its support instruments are checked annually and receive a National Institute of Standards and Technology (NIST) traceable calibration. The rate transducers used in the data acquisition system receive calibration via a Genisco rate-of-turn table. The sub- systems 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 anytime data are suspect. Acceleration data are mea- sured with an expanded uncertainty of ± 1.7% at a confidence factor of 95% (k = 2). TRAP uses the data from the TDAS Pro to compute the occupant/compartment impact velocities, time of occupant/compartment impact after vehicle impact, and highest 10 ms average RDA. TRAP calculates the 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 an SAE-class 180 Hz low-pass digital filter. Acceleration versus time curves for the longitu- dinal, lateral, and vertical directions are plotted using TRAP. TRAP uses the data from the roll, pitch, and yaw rate transducers to compute angular dis- placement in degrees at 0.0001 s intervals, and then plots yaw, pitch, and roll versus time. These displacements are in reference to the vehicle-fixed coordinate system with the initial position and orientation being the initial impact. Rate-of-rotation data are measured with an expanded uncertainty of ± 0.7% at a confidence factor of 95% (k = 2).

68 Evaluation of Bridge Rail Systems to Confirm AASHTO MASH Compliance Anthropomorphic Dummy Instrumentation An Alderson Research Laboratories Hybrid II, 50th percentile male anthropomorphic dummy, restrained with lap and shoulder belts, was placed in the front seat on the impact side of the 1100C vehicle. The dummy was not instrumented. Photographic Instrumentation Data Processing Photographic coverage of each test included three digital high-speed cameras: 1. Overhead with a field of view perpendicular to the ground and directly over the impact point 2. Upstream from the installation at an angle to have a field of view of the interaction of the rear of the vehicle with the installation 3. With a field of view parallel to and aligned with the installation at the downstream end A flashbulb on the impacting vehicle was activated by a pressure-sensitive tape switch to indi- cate the instant of contact with the bridge rail. The flashbulb was visible from each camera. The video files from these digital high-speed cameras were analyzed to observe phenomena occurring during the collision and to obtain time-event, displacement, and angular data. A digital camera recorded and documented the conditions of each test vehicle and the installation before and after the test. MASH-2016 Test 3-10 on Bridge Rail on Deck Test Article and Installation Details The installation was a bridge rail system consisting of five posts evenly spaced at 72 in., center to center, with two rails mounted on the traffic-side face of the posts. The posts were 32 in. tall and W 8 × 24 shape, welded onto base plates measuring 14 × 13 × 1 in. All base plates in the installation were of equal size and material and were bolted to the deck with B7 ⅞ × 9 in. threaded rods secured 6 in. deep with Hilti HIT-RE 500V3 epoxy. Each post also had a W 6 × 25-shape buttress on its field side, attached 2 in. below the top of the post, sloping down at a 45-degree angle and terminating on a base plate. The top rail was an HSS 5 × 5 × ⅜ in. member that termi- nated by sloping 30 degrees down inline onto a base plate. The top of the top rail was flush with the top of the post at 32 in. above the deck, and the HSS 4 × 5 × ⅜ in. bottom rail was mounted 18½ in. from the top of the rail to the deck. The overall length of the installation was 34 ft. 7¼ in. Figure 3.4 presents the overall information on the bridge rail, and Figure 3.5 provides photo- graphs of the installation. Appendix D provides further details on the bridge rail. Drawings were provided by the TTI Proving Ground, and construction was performed by TTI Proving Ground personnel. Design Modifications during Tests No modification was made to the installation during the testing phase. Material Specifications The specified compressive strength of the concrete used in the curb was 4,000 psi. On November 9, 2020, the day of the test on the curb, the average compressive strength of the concrete was 4,540 psi at 26 days of age. Appendix E provides material certification documents for the materials used to install/construct the curb.

Full-Scale Crash Testing 69   Test Designation and Actual Impact Conditions MASH-2016 Test 3-10 involves an 1100C vehicle weighing 2,420 lb. ± 55 lb. impacting the CIP of the bridge rail at an impact speed of 62 mph ± 2.5 mph and an angle of 25 degrees ± 1.5 degrees. The CIP for MASH-2016 Test 3-10 on the bridge rail was 3.6 ft. ± 1 ft. upstream of the centerline of post 3. Figures 3.2 and 3.6 depict the target impact setup. The 1100C vehicle weighed 2,431 lb., and the actual impact speed and angle were 63.2 mph and 24.2 degrees, respectively. The actual impact point was 3.4 ft. upstream of the centerline of post 3. Minimum target impact severity was 51 kip-ft., and actual impact severity was 55 kip-ft. Weather Conditions The test was performed on the morning of October 29, 2020. Weather conditions at the time of testing were as follows: wind speed 19 mph, wind direction 302 degrees (the vehicle was traveling at a heading of 325 degrees), temperature 55°F, and relative humidity 72%. Figure 3.4. Details of bridge rail on deck.

70 Evaluation of Bridge Rail Systems to Confirm AASHTO MASH Compliance Figure 3.5. Bridge rail on deck before testing.

Full-Scale Crash Testing 71   Test Vehicle Figure 3.7 shows the 2015 Nissan Versa used for the crash test. The vehicle’s test inertia weight was 2,431 lb., and its gross static weight was 2,596 lb. The height to the lower edge of the vehicle bumper was 7.00 in., and the height to the upper edge of the bumper was 22.25 in. Table F.1 in Appendix F gives additional dimensions and information on the vehicle. The vehicle was directed into the installation using a cable reverse tow and guidance system and was released to be freewheeling and unrestrained just before impact. Test Description Table 3.3 lists events that occurred during test no. 610571-03-2. Figures F.1 and F.2 in Appen- dix F present sequential photographs of the test. For longitudinal barriers, it is desirable for the vehicle to redirect and exit the barrier within the exit box criteria (not less than 32.8 ft. downstream from loss of contact for cars and pickups). The test vehicle exited within the exit box criteria defined in MASH-2016. Brakes on the vehicle were applied at 3.25 s after impact. The vehicle subsequently came to rest 231 ft. downstream of the point of impact and 67 ft. toward traffic lanes. Figure 3.6. Bridge rail/test vehicle geometrics for test no. 610571-03-2. Figure 3.7. Test vehicle before test no. 610571-03-2.

72 Evaluation of Bridge Rail Systems to Confirm AASHTO MASH Compliance Time (s) Events 0.0000 Vehicle impacts bridge rail 0.0388 Vehicle begins to redirect 0.0540 Left front tire contacts post 3 0.2250 Vehicle travels parallel to bridge rail 0.3625 Vehicle loses contact with bridge rail while traveling at 47.1 mph, vehicle trajectory of 3.1 degrees, and vehicle heading of 8.4 degrees Table 3.3. Events during test no. 610571-03-2. Damage to Test Installation Figure 3.8 shows the damage to the bridge rail. The upstream, traffic-side flange of posts 3 and 4 were deformed, and there was scuffing on both rails. The working width was 42.0 in., and the height of the working width was 1.0 in. No dynamic deflection or permanent deformation of the bridge rail was observed. Damage to Test Vehicle Figure 3.9 shows the damage sustained by the vehicle. The front bumper, hood, radiator and support, left front fender, left front tire and rim, left outer constant-velocity joint, left tie rod end, left lower control arm, left front strut and tower, left A-post, left front and rear doors, left front floor pan, left rear quarter panel, and rear bumper were damaged. The windshield sustained stress cracks, and the roof was deformed due to damage to the A-post. No fuel tank damage was observed. The maximum exterior crush to the vehicle was 14.0 in. in the side plane at the left front corner at bumper height. The maximum occupant compartment deformation was 7.0 in. in the left side kick panel area laterally along the front of the cab. Figure 3.10 shows the interior of the vehicle. Tables F.2 and F.3 in Appendix F provide exterior crush and occupant compartment measurements, respectively. Occupant Risk Factors Data from the accelerometers were digitized to evaluate occupant risk, and Table 3.4 shows the results. Figure F.3 in Appendix F shows the vehicle angular displacements, and Figures F.4 through F.6 in Appendix F show acceleration versus time traces. Figure 3.11 summarizes perti- nent information from the test. MASH-2016 Test 3-10 on Bridge Rail on Curb Test Article and Installation Details The installation was a bridge rail system consisting of five posts evenly spaced at 72 in., center to center, anchored to a curb with two rails mounted on the traffic-side face of the posts. The curb was 6 in. tall, 24 in. deep, and 27 ft. long and was secured with a rebar curb stirrup that extended 5 in. into the existing concrete. The posts were 31 in. tall and W 8 × 24 shape, welded onto base plates measuring 14 × 13 × 1 in. All base plates in the installation were of equal size and material and were bolted to the curb with B7, ⅞ in. diameter × 14 in. long threaded rods secured 11 in. deep with Hilti HIT-RE 500V3 epoxy. Each post also had a W 6 × 25 shape buttress on its field side, 2 in. below the top of the post, sloping down at a 45-degree angle and termi- nating on a base plate, which was secured to the deck. The top rail was an HSS 6 × 2 × ⅜ in. member that terminated by sloping 30 degrees down inline onto a base plate. The top of the top rail was flush with the top of the post at 37 in. above the deck. The HSS 6 × 2 × ⅜ in. bottom rail was mounted 23 in. from the top of the rail to the deck. The overall length of the installation was 36 ft. 10 in.

Full-Scale Crash Testing 73   Figure 3.8. Bridge rail after test no. 610571-03-2.

74 Evaluation of Bridge Rail Systems to Confirm AASHTO MASH Compliance Occupant Risk Factor Value Time OIV Longitudinal at 0.0818 s on left side of interior Lateral RDA Longitudinal 0.1535–0.1635 s Lateral 0.1533–0.1633 s Maximum 50 ms Moving Average Longitudinal −13.8 g 0.0323–0.0823 s Lateral 0.0260–0.0760 s Vertical 25.6 ft./s 31.5 ft./s 11.9 g 14.4 g 19.0 g −3.5 g 0.1145–0.1645 s Maximum Yaw, Pitch, and Roll Angles Roll 17° 0.5163 s Pitch 5° 0.7015 s Yaw 56° 1.1933 s Table 3.4. Occupant risk factors for test no. 610571-03-2. Figure 3.9. Test vehicle after test no. 610571-03-2. Figure 3.10. Interior of test vehicle after test no. 610571-03-2.

General Information Test Agency ........................ Test Standard Test No. ....... TTI Test No. ....................... Test Date ............................ Test Article Type .................................... Name .................................. Installation Length ............... Soil Type and Condition ...... Test Vehicle Type/Designation ................ Make and Model ................. Curb .................................... Test Inertial ......................... Dummy ............................... Gross Static ........................ Texas A&M Transportation Institute (TTI) MASH-2016 Test 3-10 610571-03-2 2020-10-29 Longitudinal barrier—bridge rail NCHRP bridge rail on deck 34 ft. 7¼ in. Concrete deck, dry 1100C 2015 Nissan Versa 2,400 lb. 2,431 lb. 165 lb. 2,596 lb. Impact Conditions Speed ................................. Angle ................................... Location/Orientation ............ Impact Severity ..................... Exit Conditions Speed ................................. Trajectory/Heading Angle ... Occupant Risk Values Longitudinal OIV ................. Lateral OIV .......................... Longitudinal Ridedown ....... Lateral Ridedown ................ Max. 0.050-s Average Longitudinal ..................... Lateral .............................. Vertical ............................. 63.2 mph 24.2° 3.4 ft. upstream of post 3 55 kip-ft. 47.1 mph 3.1°/8.4° 25.6 ft./s 31.5 ft./s 11.9 g 14.4 g −13.8 g 19.0 g −3.5 g Post-Impact Trajectory Stopping Distance ..................... Vehicle Stability Maximum Roll Angle .................. Maximum Pitch Angle ................ Maximum Yaw Angle ................. Vehicle Snagging ....................... Vehicle Pocketing ...................... Test Article Deflections Dynamic ..................................... Permanent ................................. Working Width ........................... Height of Working Width ............ Vehicle Damage Max. Occupant Compartment Deformation ............................... 231 ft. downstream 67 ft. twd traffic lanes n n 17° 5° 56° Slight No one observed one observed 42.0 in. 1.0 in. 7.0 in. 0.000 s 0.100 s 0.200 s 0.400 s Figure 3.11. Summary of results for MASH-2016 Test 3-10 on bridge rail on deck.

76 Evaluation of Bridge Rail Systems to Confirm AASHTO MASH Compliance Figure 3.12 presents the overall information on the bridge rail, and Figure 3.13 shows photo- graphs of the installation. Appendix D gives further details on the bridge rail. Drawings were provided by the TTI Proving Ground, and construction was performed by TTI Proving Ground personnel. Design Modifications during Tests No modification was made to the installation during the testing phase. Material Specifications The specified compressive strength of the concrete used in the curb was 4,000 psi. On November 9, 2020, the day of the test on the curb, the average compressive strength of the concrete was 4,540 psi at 26 days of age. Appendix E provides material certification documents for the materials used to install/construct the curb. Test Designation and Actual Impact Conditions MASH-2016 Test 3-10 involves an 1100C vehicle weighing 2,420 lb. ± 55 lb. impacting the CIP of the longitudinal barrier at an impact speed of 62 mph ± 2.5 mph and an angle of 25 degrees ± 1.5 degrees. The CIP for MASH-2016 Test 3-10 on the bridge rail on curb was 3.6 ft. ± 1 ft. upstream of the centerline of post 3. Figures 3.2 and 3.14 depict the target impact setup. The 1100C vehicle weighed 2,404 lb., and the actual impact speed and angle were 60.9 mph and 24.9 degrees, respectively. The actual impact point was 3.4 ft. upstream of the centerline of post 3. The minimum target impact severity was 51 kip-ft., and the actual impact severity was 53 kip-ft. Weather Conditions The test was performed on the morning of November 9, 2020. Weather conditions at the time of testing were as follows: wind speed 10 mph, wind direction 154 degrees (the vehicle was travel- ing at a heading of 325 degrees), temperature 78°F, and relative humidity 75%. Test Vehicle Figure 3.15 shows the 2014 Nissan Versa used for the crash test. The vehicle’s test inertia weight was 2,404 lb., and its gross static weight was 2,569 lb. The height to the lower edge of the vehicle bumper was 7.0 in., and the height to the upper edge of the bumper was 22.25 in. Table G.1 in Appendix G gives additional dimensions and information on the vehicle. The vehicle was directed into the installation using a cable reverse tow and guidance system and was released to be freewheeling and unrestrained just before impact. Test Description Table 3.5 lists events that occurred during test no. 610671-03-1. Figures G.1 and G.2 in Appen- dix G present sequential photographs of the test. For longitudinal barriers, it is desirable for the vehicle to redirect and exit the barrier within the exit box criteria (not less than 32.8 ft. downstream from loss of contact for cars and pickups). The test vehicle exited within the exit box criteria defined in MASH-2016. Brakes on the vehicle were applied at 2.25 s after impact. The vehicle subsequently came to rest 122 ft. downstream of the point of impact and 27 ft. toward the field side of the bridge rail.

Figure 3.12. Details of bridge rail on curb.

78 Evaluation of Bridge Rail Systems to Confirm AASHTO MASH Compliance Figure 3.14. Bridge rail/test vehicle geometrics for test no. 610571-03-1. Figure 3.13. Bridge rail on curb before testing.

Full-Scale Crash Testing 79   Figure 3.15. Test vehicle before test no. 610571-03-1. Time (s) Events 0.0000 Vehicle impacts bridge rail 0.0210 Left front tire lifts off of pavement 0.0320 Vehicle begins to redirect 0.0570 Left front tire contacts post 3 0.1670 Right rear tire lifts off of pavement 0.3320 Vehicle loses contact with bridge rail while traveling at 33.8 mph, vehicle trajectory of 3.4 degrees, and vehicle heading of 16.0 degrees Table 3.5. Events during test no. 610571-03-1. Damage to Test Installation Figure 3.16 shows the damage to the bridge rail. The left front wheel wrapped around post 3 and was wedged between the bottom rail and the curb. Some scuffing was present on the rail for the duration of contact, but no other damage to the installation was observed. The working width was 48.0 in., and the height of the working width was 1.0 in. No dynamic deflection or permanent deformation was observed. Damage to Test Vehicle Figure 3.17 shows the damage sustained by the vehicle. The front bumper, hood, radiator and support, left front fender, left front tire and rim, left front strut and tower, left A-post, left front door, and left front floor pan were damaged. The roof was deformed, and the windshield cracked due to damage to the left A-post. No fuel tank damage was observed. Maximum exterior crush to the vehicle was 14.0 in. in the front and side planes at the left front corner at bumper height. Maximum occupant compartment deformation was 7.0 in. in the left side at hip height. Figure 3.18 shows the interior of the vehicle. Tables G.2 and G.3 in Appendix G provide exterior crush and occupant compartment measurements, respectively. Occupant Risk Factors Data from the accelerometers were digitized to evaluate occupant risk, and Table 3.6 shows the results. Figure G.3 in Appendix G shows the vehicle angular displacements, and Figures G.4 through G.6 in Appendix G show acceleration versus time traces. Figure 3.19 summarizes per- tinent information from the test.

80 Evaluation of Bridge Rail Systems to Confirm AASHTO MASH Compliance Figure 3.17. Test vehicle after test no. 610571-03-1. Figure 3.16. Bridge rail after test no. 610571-03-1.

Full-Scale Crash Testing 81   Figure 3.18. Interior of test vehicle after test no. 610571-03-1. Occupant Risk Factor Value Time OIV Longitudinal at 0.0952 s on left side of interiorLateral 32.2 ft./s 25.3 ft./s RDA Longitudinal 12.5 g 0.1292–0.1392 s Lateral 7.0 g 0.1180–0.1280 s Maximum 50 ms Moving Average Longitudinal −16.1 g 0.0409–0.0909 s Lateral 14.8 g 0.0347–0.0847 s Vertical −5.2 g 0.0800–0.1300 s Maximum Yaw, Pitch, and Roll Angles Roll 11° 0.4018 s Pitch 4° 0.1464 s Yaw 20° 1.0113 s Table 3.6. Occupant risk factors for test no. 610571-03-1.

General Information Test Agency ........................ Test Standard Test No. ....... TTI Test No. ....................... Test Date ............................ Test Article Type .................................... Name .................................. Installation Length ............... Soil Type and Condition ...... Test Vehicle Type/Designation ................ Make and Model ................. Curb .................................... Test Inertial ......................... Dummy ............................... Gross Static ........................ Texas A&M Transportation Institute (TTI) MASH-2016 Test 3-10 610571-03-1 2020-11-09 Longitudinal barrier—bridge rail NCHRP bridge rail on curb 36 ft. 10 in. Concrete curb and deck, dry 1100C 2014 Nissan Versa 2,413 lb. 2,404 lb. 165 lb. 2,569 lb. Impact Conditions Speed ................................. Angle ................................... Location/Orientation ............ Impact Severity ..................... Exit Conditions Speed ................................. Trajectory/Heading Angle ... Occupant Risk Values Longitudinal OIV ................. Lateral OIV .......................... Longitudinal Ridedown ....... Lateral Ridedown ................ Max. 0.050-s Average Longitudinal ..................... Lateral .............................. Vertical ............................. 60.9 mph 24.9° 3.4 ft. upstream of post 3 53 kip-ft. 33.8 mph 3.4°/16.0° 32.2 ft./s 25.3 ft./s 12.5 g 7.0 g −16.1 g 14.8 g −5.2 g Post-Impact Trajectory Stopping Distance ..................... Vehicle Stability Maximum Roll Angle .................. Maximum Pitch Angle ................ Maximum Yaw Angle ................. Vehicle Snagging ....................... Vehicle Pocketing ...................... Test Article Deflections Dynamic ..................................... Permanent ................................. Working Width ........................... Height of Working Width ............ Vehicle Damage Max. Occupant Compartment Deformation ............................... 122 ft. downstream 27 ft. twd field side 11° 4° 20° Yes No none none 48.0 in. 1.0 in. 7.0 in. 0.000 s 0.100 s 0.200 s 0.400 s Figure 3.19. Summary of results for MASH-2016 Test 3-10 on bridge rail on curb.

Full-Scale Crash Testing 83   Test Agency: Texas A&M Transportation Institute Test No.: 610571-03-2 Test Date: 2020-10-29 MASH-2016 Test 3-10 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. The NCHRP bridge rail on deck contained and redirected the 1100C vehicle. The vehicle did not penetrate, override, or underride the installation. No deflection or deformation of the rail was observed. Pass 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. No detached element, fragments, or other debris were present to penetrate or show potential for penetrating the occupant compartment, or present hazard to others in the area. Pass Deformations of, or intrusions into, the occupant compartment should not exceed limits set forth in Section 5.2.2 and Appendix E of MASH-2016. Maximum occupant compartment deformation was 7.0 in. in the left side kick panel area. F. The vehicle should remain upright during and after collision. The maximum roll and pitch angles are not to exceed 75 degrees. The 1100C vehicle remained upright during and after the collision event. Maximum roll and pitch angles were 17 degrees and 5 degrees, respectively. Pass H. OIV should satisfy the following limits: Preferred value of 30 ft./s, or maximum allowable value of 40 ft./s. Longitudinal OIV was 25.6 ft./s, and lateral OIV was 31.5 ft./s. Pass I. The RDA should satisfy the following limits: Preferred value of 15.0 g, or maximum allowable value of 20.49 g. Longitudinal RDA was 11.9 g, and lateral RDA was 14.4 g. Pass Table 3.7. Performance evaluation summary for MASH-2016 Test 3-10 on bridge rail on deck. Summary and Conclusions Assessment of Test Results The crash tests reported here were performed in accordance with MASH-2016 test designa- tion 3-10, which involves the small car impacting the bridge rail at a nominal impact speed of 62 mph and 25 degrees. Tables 3.7 and 3.8 provide an assessment of each test based on the appli- cable safety evaluation criteria for MASH-2016 TL-3 longitudinal barriers. Conclusion The NCHRP bridge rail on deck and curb met the performance criteria for MASH-2016 Test 3-10 for longitudinal barriers. The data obtained from these crash tests were used for the validation of the small car vehicle model used in the Chapter 2 computer simulations.

84 Evaluation of Bridge Rail Systems to Confirm AASHTO MASH Compliance Test Agency: Texas A&M Transportation Institute Test No.: 610571-03-1 Test Date: 2020-11-09 MASH-2016 Test 3-10 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. The NCHRP bridge rail on curb contained and redirected the 1100C vehicle. The vehicle did not penetrate, override, or underride the installation. No deflection or deformation of the rail was observed. Pass 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. No detached element, fragments, or other debris were present to penetrate or show potential for penetrating the occupant compartment, or present hazard to others in the area. Pass Deformations of, or intrusions into, the occupant compartment should not exceed limits set forth in Section 5.2.2 and Appendix E of MASH-2016. Maximum occupant compartment deformation was 7.0 in. in the left side at hip height. F. The vehicle should remain upright during and after collision. The maximum roll and pitch angles are not to exceed 75 degrees. The 1100C vehicle remained upright during and after the collision event. Maximum roll and pitch angles were 11 degrees and 4 degrees, respectively. Pass H. OIV should satisfy the following limits: Preferred value of 30 ft./s, or maximum allowable value of 40 ft./s. Longitudinal OIV was 32.2 ft./s, and lateral OIV was 25.3 ft./s. Pass I. The RDA should satisfy the following limits: Preferred value of 15.0 g, or maximum allowable value of 20.49 g. Longitudinal RDA was 12.5 g and lateral RDA was 7.0 g. Pass Table 3.8. Performance evaluation summary for MASH-2016 Test 3-10 on bridge rail on curb.