TEXAS TRANSPORTATION INSTITUTE THE TEXAS A&M … · 2017. 1. 4. · Edward Steven “Eddie”...

CRASH TESTING AND EVALUATION OF THE ITS CALL BOX by D. Lance Bullard, Jr. P.E. Associate Research Engineer Wanda L. Menges Associate Research Specialist and Rebecca R. Haug Assistant Research Specialist Contract No. RF0100356 – TTI 2001094 Project No. 474240/08-6&7 Sponsored by Metropolitan Transportation Commission Service Authority for Freeways and Expressways (MTC SAFE) October 2003

TEXAS TRANSPORTATION INSTITUTE THE TEXAS A&M UNIVERSITY SYSTEM COLLEGE STATION, TEXAS 77843

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 the Metropolitan Transportation Commission Service Authority for Freeways and Expressways (MTC SAFE), the California Department of Transportation, the Federal Highway Administration, 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.

KEY WORDS Call box, support structures, Service Authorities for Freeways and Expressways, SAFEs, motorist aid systems, crash testing, roadside safety, slip base

ACKNOWLEDGMENTS This study was sponsored by the Metropolitan Transportation Commission Service Authority for Freeways and Expressways (MTC SAFE). The guidance and support of Ms. Linda Lee, MTC SAFE Project Manager and the SAFE project steering committee members are deeply appreciated.

Roadside Call Box Crash Worthiness Study Steering Committee Members Linda Lee SAFE Project Manager Metropolitan Transportation Commission SAFE Darrel Hildebrand Administrative Officer Kern Council of Governments Matthew Schmitz, P.E. Safety/Traffic Engineer Federal Highway Administration – California Division Richard Peter, P.E. Senior Materials & Research Engineer California Department of Transportation

Lisa Davies, P.E. Transportation Engineer California Department of Transportation Wes Wells SAFE Program Manager Metropolitan Transportation Commission SAFE Edward Steven “Eddie” Castoria, M.A., J.D. 2001 Chair, California SAFE Committee Executive Director, San Diego SAFE Call Box Program

Technical Report Documentation Page 1. Report No.

2. Government Accession No.

3. Recipient's Catalog No. 5. Report Date October 2003

4. Title and Subtitle CRASH TEST AND EVALUATION OF THE ITS CALL BOX

6. Performing Organization Code

7. Author(s) D. Lance Bullard, Jr., Wanda L. Menges, and Rebecca R. Haug

8. Performing Organization Report No. 474240/08-6&7 10. Work Unit No. (TRAIS)

9. Performing Organization Name and Address Texas Transportation Institute The Texas A&M University System College Station, Texas 77843-3135

11. Contract or Grant No. RF0100356 & TTI P2001094 13. Type of Report and Period Covered Crash Testing Report September 2002 – October 2003

12. Sponsoring Agency Name and Address METROPOLITAN TRANSPORTATION COMMISSION SERVICE AUTHORITY FOR FREEWAYS AND EXPRESSWAYS Joseph P. Bort Metro Center 101 Eighth Street Oakland, California 94607-4700

14. Sponsoring Agency Code

15. Supplementary Notes Research Study Title: Roadside Call Box Crashworthiness Study Name of Contacting Representative: Ms. Linda Lee, MTC SAFE 16. Abstract

The MTC SAFEs sought to increase the functionality of their call box installations by adding an

interface to traffic management devices. Such management devices could collect traffic census data; obtain traffic counts, flows and speeds for incident detection; report information from roadside weather information systems; control changeable message signs; and control roadside closed-circuit television cameras. These “smart call boxes” will play an integral part in Intermodal Transportation Systems (ITS) projects. The ITS call boxes will serve a dual purpose: first, they will serve their current function of motorist aid and second, they will act as telemetry devices. They will gather traffic data be it video, speed, or traffic counts, and send the information to traffic operations centers.

Personnel at the MTC SAFEs requested TTI crash test and evaluate the safety performance of their

ITS Call Box installation in accordance with NCHRP Report 350, as had been done with the modified Type F Call Box and the Type B and Type C Call Box. The crash tests performed and evaluated were NCHRP Report 350 test 3-60 and NCHRP Report 350 test 3-61. The ITS Call Box met the evaluation criteria for NCHRP Report tests 3-60 and 3-61. 17. Key Words Call box, support structures, Service Authorities for Freeways and Expressways, SAFEs, motorist aid systems, crash testing, roadside safety, slip base, ITS

18. Distribution Statement Copyrighted. Not to be copied or reprinted without consent from the Metropolitan Transportation Commission Service Authority for Freeways and Expressways.

19. Security Classif.(of this report) Unclassified

20. Security Classif.(of this page) Unclassified

21. No. of Pages

22. Price

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

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SI* (MODERN METRIC) CONVERSION FACTORS

APPROXIMATE CONVERSIONS TO SI UNITS APPROXIMATE CONVERSIONS FROM SI UNITS Symbol When You Know Multiply by To Find Symbol Symbol When You Know Multiply by To Find Symbol

LENGTH LENGTH in ft yd mi

inches feet yards miles

25.4 0.305 0.914 1.61

millimeters meters meters kilometers

mm m m km

mm m m km

millimeters meters meters kilometers

0.039 3.28 1.09 0.621

inches feet

yards miles

in ft yd mi

AREA AREA in2 ft2 yd2 ac mi2

square inches square feet square yards acres square miles

645.2 0.093 0.836 0.405 2.59

square millimeters square meters square meters hectares square kilometers

mm2 m2 m2 ha km2

mm2 m2 m2 ha km2

square millimeters square meters square meters hectares square kilometers

0.0016 10.764 1.195 2.47 0.386

square inches square feet

square yards acres

square miles

in2 ft2 yd2 ac mi2

VOLUME VOLUME fl oz gal ft3 yd3

fluid ounces gallons cubic feet cubic yards

29.57 3.785 0.028 0.765

milliliters liters cubic meters cubic meters

mL L m3 m3

mL L m3 m3

milliliters liters cubic meters cubic meters

0.034 0.264 35.71 1.307

fluid ounces gallons

cubic feet cubic yards

fl oz gal ft3 yd3

NOTE: Volumes greater than 1000 L shall be shown in m3. MASS MASS oz lb T

ounces pounds short tons (2000 lb)

28.35 0.454 0.907

grams kilograms megagrams (or “metric ton”)

g kg Mg (or “t)

g kg Mg (or “t)

grams kilograms megagrams (or “metric ton”)

ounces pounds

short tons (2000 lb)

oz lb T

TEMPERATURE (exact) TEMPERATURE (exact) ºF Fahrenheit

temperature 5(F-32)/9 or (F-32)/1.8

Celsius temperature

ºC ºC Celsius temperature

1.8C+32 Fahrenheit temperature

ºF

ILLUMINATION ILLUMINATION fc fl

foot-candles foot-Lamberts

10.76 3.426

lux candela/m2

lx cd/m2

lx cd/m2

lux candela/m2

0.0929 0.2919

foot-candles foot-Lamberts

fc fl

FORCE and PRESSURE or STRESS FORCE and PRESSURE or STRESS lbf lbf/in2

poundforce poundforce per square inch

4.45 6.89

newtons kilopascals

N kPa

N kPa

newtons kilopascals

0.225 0.145

poundforce poundforce per square inch

lbf lbf/in2

*SI is the symbol for the International System of Units. Appropriate (Revised September 1993) rounding should be made to comply with Section 4 of ASTM E380.

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

PROBLEM...................................................................................................................................1 OBJECTIVES/SCOPE OF RESEARCH ....................................................................................2

TECHNICAL DISCUSSION ..........................................................................................................5

TEST PARAMETERS.................................................................................................................5 Test Facility .............................................................................................................................5 Test Article – Design and Construction...................................................................................5 Test Conditions ........................................................................................................................6 Evaluation Criteria .................................................................................................................10

CRASH TEST 474240/08-6 (NCHRP REPORT 350 TEST NO. 3-60)....................................11 Test Vehicle ...........................................................................................................................11 Soil and Weather Conditions .................................................................................................11 Impact Description.................................................................................................................11 Damage to Test Article ..........................................................................................................11 Vehicle Damage.....................................................................................................................16 Occupant Risk Factors ...........................................................................................................16 Assessment of Test Results....................................................................................................16

CRASH TEST 474240/08-7 (NCHRP REPORT 350 TEST NO. 3-61)....................................23 Test Vehicle ...........................................................................................................................23 Soil and Weather Conditions .................................................................................................23 Impact Description.................................................................................................................23 Damage to Test Article ..........................................................................................................23 Vehicle Damage.....................................................................................................................28 Occupant Risk Factors ...........................................................................................................28 Assessment of Test Results....................................................................................................28

SUMMARY AND CONCLUSIONS ............................................................................................35

SUMMARY OF RESULTS ......................................................................................................35 NCHRP Report 350 Test 3-60 ...............................................................................................35 NCHRP Report 350 Test 3-61 ...............................................................................................35

CONCLUSIONS........................................................................................................................35 REFERENCES ..............................................................................................................................39 APPENDIX A. CRASH TEST PROCEDURES AND DATA ANALYSIS ...............................41

ELECTRONIC INSTRUMENTATION AND DATA PROCESSING ....................................41 ANTHROPOMORPHIC DUMMY INSTRUMENTATION....................................................42 PHOTOGRAPHIC INSTRUMENTATION AND DATA PROCESSING ..............................42 TEST VEHICLE PROPULSION AND GUIDANCE...............................................................42

APPENDIX B. TEST VEHICLE PROPERTIES AND INFORMATION ..................................43

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TABLE OF CONTENTS (continued) Section Page APPENDIX C. SEQUENTIAL PHOTOGRAPHS ......................................................................49 APPENDIX D. VEHICLE ANGULAR DISPLACEMENTS

AND ACCELERATIONS.........................................................................................................53

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LIST OF FIGURES Figure Page 1 Details of the ITS Call Box............................................................................................7 2 ITS Call Box prior to test 474240/08-6. ........................................................................8 3 ITS Call Box prior to test 474240/08-7. ........................................................................9 4 Vehicle/installation geometrics for test 474240/08-6. .................................................12 5 Vehicle before test 474240/08-6..................................................................................13 6 Vehicle trajectory path after test 474240/08-6.............................................................14 7 Installation after test 474240/08-6. ..............................................................................15 8 Vehicle after test 474240/08-6.....................................................................................17 9 Interior of vehicle for test 474240/08-6. ......................................................................18 10 Summary of results for test 474240/08-6, NCHRP Report 350 test 3-60....................19 11 Vehicle/installation geometrics for test 474240/08-7. .................................................24 12 Vehicle before test 474240/08-7..................................................................................25 13 Vehicle trajectory path after test 474240-7..................................................................26 14 Installation after test 474240-7. ...................................................................................27 15 Vehicle after test 474240/08-7.....................................................................................29 16 Interior of vehicle for test 474240/08-7. ......................................................................30 17 Summary of results for test 474240/08-7, NCHRP Report 350 test 3-61....................31 18 Vehicle properties for test 474240/08-6. .....................................................................43 19 Vehicle properties for test 474240/08-7. .....................................................................46 20 Sequential photographs for test 474240/08-6 (perpendicular and oblique views)...............................................................................49 21 Sequential photographs for test 474240/08-7 (perpendicular and oblique views)...............................................................................51 22 Vehicle angular displacements for test 474240/08-6...................................................53 23 Vehicle longitudinal accelerometer trace for test 474240/08-6 (accelerometer located at center of gravity).................................................................54 24 Vehicle lateral accelerometer trace for test 474240/08-6 (accelerometer located at center of gravity).................................................................55 25 Vehicle vertical accelerometer trace for test 474240/08-6 (accelerometer located at center of gravity).................................................................56 26 Vehicle longitudinal accelerometer trace for test 474240/08-6 (accelerometer located over rear axle). ........................................................................57 27 Vehicle lateral accelerometer trace for test 474240/08-6 (accelerometer located over rear axle). ........................................................................58 28 Vehicle vertical accelerometer trace for test 474240/08-6 (accelerometer located over rear axle). ........................................................................59 29 Vehicle angular displacements for test 474240/08-7...................................................60 30 Vehicle longitudinal accelerometer trace for test 474240/08-7 (accelerometer located at center of gravity).................................................................61 31 Vehicle lateral accelerometer trace for test 474240/08-7 (accelerometer located at center of gravity).................................................................62 32 Vehicle vertical accelerometer trace for test 474240/08-7 (accelerometer located at center of gravity).................................................................63

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LIST OF FIGURES (continued) Figure Page 33 Vehicle longitudinal accelerometer trace for test 474240/08-7 (accelerometer located over rear axle). ........................................................................64 34 Vehicle lateral accelerometer trace for test 474240/08-7 (accelerometer located over rear axle). ........................................................................65 35 Vehicle vertical accelerometer trace for test 474240/08-7 (accelerometer located over rear axle). ........................................................................66

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LIST OF TABLES Table No. Page 1 Weight of components used in call box testing. ............................................................6 2 Performance evaluation summary for test 474240/08-6, NCHRP Report 350 test 3-60.......................................................................................36 3 Performance evaluation summary for test 474240/08-7, NCHRP Report 350 test 3-61.......................................................................................37 4 Exterior crush measurements for test 474240/08-6. ....................................................44 5 Occupant compartment measurements for test 474240/08-6.......................................45 6 Exterior crush measurements for test 474240/08-7. ....................................................47 7 Occupant compartment measurements for test 474240/08-7.......................................48

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INTRODUCTION PROBLEM The Federal Highway Administration (FHWA) adopted National Cooperative Highway Research Program (NCHRP) Report 350 as the official guidelines for performance evaluation of roadside safety hardware.(1) NCHRP Report 350 specifies the required crash tests for support structures, such as call boxes, sign supports, and luminaires, for three performance levels, as well as safety criteria for structural adequacy, occupant risk, and post-test vehicle trajectory for each test. FHWA further mandated that all roadside safety features installed under new construction on the National Highway System (NHS) meet NCHRP Report 350 performance evaluation guidelines. Implementation of this requirement for breakaway devices, longitudinal barriers (except weak-post W-beam guardrail), crash cushions, and W-beam guardrail terminals on new construction went into effect on October 1, 1998. Guardrail to bridge rail transitions are required to meet the NCHRP Report 350 requirements by October 1, 2002. It is necessary to test new and/or some existing roadside safety features to evaluate their performance under these guidelines. BACKGROUND In 1985, the California Legislature passed Senate Bill 1199 to enable counties to generate revenue for the purpose of purchasing, installing, operating, and maintaining an emergency motorist aid system. This legislation, enacted January 1, 1986, required that the California Department of Motor Vehicles (DMV) collect revenue, the Department of the California Highway Patrol (CHP) and the California Department of Transportation (Caltrans) provide review, approval, and operating services. In addition, the legislature provided the basic format for the formation of Service Authorities for Freeway Emergencies (SAFEs). Senate Bill 592, enacted January 1, 1988, permitted the Metropolitan Transportation Commission (MTC) to serve as the SAFE for all nine Bay Area Counties, if the counties elected to be included. Additional Senate Bills were passed over the years to provide for the installation of call boxes on state highways and county expressways, and, in counties with a population greater than 6,000,000 persons, call boxes may be installed on unincorporated county roads. In California Assembly Bill 1077, enacted January 1, 1993, the SAFE motorist aid systems (call boxes) were required to meet the standards of Title II of the Americans with Disabilities Act (ADA) of 1990. SAFES operate and maintain a system of freeway and rural state highway call boxes. Today, a total of 17 SAFEs have been formed, covering 31 of California’s 58 counties. Together these SAFEs have installed more than 15,000 call boxes in California, covering about 10,136 km (6,300 miles). The call boxes form a network of cellular telephones, designed especially to link the freeways, highways, expressways, and rural state highways to the California Highway Patrol. For motorists in distress from automobile failure or other roadside emergencies, assistance is available from police, fire, ambulance, towing, and other service personnel or even from a family member or friend. Motorists simply raise the handset of a call box and press the red “call” button. The telephone connects the motorist directly to a trained dispatcher, who ensures the

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appropriate roadside services are made available to stranded motorists. Generally call boxes are solar powered cellular phones with a direct link to a CHP communications center. Call boxes are available on freeways, highways, and expressways in most of the more densely populated regions of California. By using the call box, a motorist may report a road hazard, flat tire, mechanical breakdown, traffic accident, or other incident. Call box calls are considered a lower priority than cellular 911 calls and calls from other emergency service agencies. Therefore, they are third priority calls and if a major emergency or number of emergencies are in progress at the time a call box call is made, it may take CHP operators some time to answer the call box. However, if the call box caller remains on the line, the first available CHP operator will answer the call box. To use a call box, motorists need only open the front of the unit and, depending on the model, simply pick up the phone or press a button to reach a CHP operator. Since the call is coded, the CHP operator automatically knows the location of the call box being used. This means the call box user does not need to know his or her location to receive assistance. Upon receiving the call, the CHP operator will dispatch appropriate assistance or connect the caller to a desired phone number for roadside assistance. Use of the call box is free, but call box users are responsible for paying towing and other roadside assistance charges. SAFE call boxes make between 160,000 and 170,000 calls per year, an average of more than 3,000 calls per week. This represents an average of one call for help every three minutes of the day and night. California call boxes have experienced great acceptance and success. Since the call boxes are placed within the clear zone of the roadway, they are required to be crashworthy and indeed have previously demonstrated crashworthy performance, by E-Tech Testing,(2) in accordance with NCHRP Report 350, “Recommended Procedures for the Safety Performance of Highway Features.” However, the adoption of the Americans with Disabilities Act (ADA) and the accommodation of different site locations and topography have resulted in the development of many specialized call box installation types. In addition, the height of the call box has been lowered approximately 254 mm (10 inches) (to 1118 mm (44 inches)), from previously crash tested models, to accommodate a person seated in a wheeled mobility aid (such as a wheel chair) on the shoulder of the roadway facing traffic. A matrix of crash tests is planned to evaluate the crash performance of the call box installation to reflect the various configurations that are used. OBJECTIVES/SCOPE OF RESEARCH Previously in this study, the modified Type F Call Box installed behind a 152-mm asphalt concrete dike was tested (3) in accordance with the guidelines presented in NCHRP Report 350. Two tests were performed on the call box support to evaluate the performance to test level 3 (TL-3). These crash tests were: 1) NCHRP Report 350 test 3-60: an 820-kg passenger car impacting the support at a speed and angle of 35 km/h (21.7 mi/h) and 20 degrees, and 2) NCHRP Report 350 test 3-61: an 820-kg passenger car impacting the support at a nominal impact speed and angle of 100 km/h (62.2 mi/h) and 20 degrees. The 20-degree impact angle was chosen for these tests to evaluate the performance of the uni-directional slip base. The modified Type F Call Box met the requirements for test level three (TL-3) support structures as specified in NCHRP Report 350.

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The Type B and Type C Call Boxes were also evaluated previously under this study.(4,5) The Type B Call Box was installed into and along the toe of a 1.5:1 “cut” slope (positive slope), and the two NCHRP Report 350 tests described above were performed on the Type B installation. The Type B Call Box also met the requirements for TL-3 support structures as specified in NCHRP Report 350. The Type C Call Box was installed along the top edge of a 4:1 “fill” slope (negative slope). The Type C call box failed to meet occupant risk criteria D and H for NCHRP Report 350 test 3-60. Therefore, NCHRP Report 350 test 3-61 was not performed.

The MTC SAFEs sought to increase the functionality of their call box installations by adding an interface to traffic management devices. Such management devices are capable of collecting traffic census data; obtaining traffic counts, flows and speeds for incident detection; reporting information from roadside weather information systems; controlling changeable message signs; and controlling roadside closed-circuit television cameras. These “smart call boxes” will play an integral part in Intermodal Transportation Systems (ITS) projects. The ITS call boxes will serve a dual purpose: first, they will serve their current function of motorist aid and second, they will act as telemetry devices. They will gather traffic data be it video, speed, or traffic counts, and send the information to traffic operations centers.

Personnel at the MTC SAFEs requested TTI crash test and evaluate the safety performance of their ITS Call Box installation in accordance with NCHRP Report 350, as had been done with the modified Type F Call Box and the Type B and Type C Call Box. The crash tests to be performed and evaluated were: NCHRP Report 350 test 3-60 and NCHRP Report 350 test 3-61. The conduct and evaluation of those tests are presented hereafter.

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TECHNICAL DISCUSSION TEST PARAMETERS Test Facility The test facilities at the Texas Transportation Institute’s Proving Ground consist of an 1,000-acre (809-hectare) complex of research and training facilities situated 16 km (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 safety evaluation of roadside safety hardware. The site selected for installation of the ITS Call Box is along a wide out-of-service runway apron. The apron consists of an unreinforced jointed concrete pavement in 3.8 m by 4.6 m (12.5 ft x 15 ft) blocks nominally 203-305 mm (8-12 inches) deep. The aprons and runways are about 50 years old and the joints have some displacement, but are otherwise flat and level. Test Article – Design and Construction Tele-Typewriter (TTY) motorist aid call boxes, support poles, sign panels, solar panels, and antennas were purchased from Comarco Wireless Technologies, Inc. (CWT) for crash testing. Each call box was a TTY equipped Motorola/CWT model no. 6000-0100-15-M. The call box main housing was constructed of Lexan polycarbonate. The support poles were manufactured by A.B. Chance. Each support pole was 102 mm (4 inch) outside diameter x 6096 mm (240 inches) long, schedule 40, galvanized steel pipe with a four-bolt unidirectional slip base welded to the base of the pole. The pole was attached atop a 1524 mm (60 inch) long galvanized steel auger foundation. The auger foundation was placed in NCHRP Report 350 standard soil with a mechanically operated boring machine. NCHRP Report 350 standard soil conforms to American Association of State Highway Transportation Official (AASHTO) Designation M 147-65 (1990) “Materials for Aggregate and Soil-Aggregate Subbase, Base and Surface Courses.” The soil was mechanically compacted in 152 mm (6 inch) lifts to achieve 95% compaction. The height from the ground surface to the top of the auger foundation slip plate was 76 mm (3 inch). Four 16 mm x 76 mm (5/8 inch x 3 inch) (Grade 2, 5/8 inch-11 UNC x 3 1/4 inch) long bolts with nuts, lock washers and three Society of Automotive Engineers (SAE) wide Type A flat washers (one washer between the slip planes) per bolt, torqued to 58 N@m (42.8 ft-lb), were used to attach the support to the foundation stub. Prior to assembly, the slip base plate surfaces, bolts, nuts, and washers were coated with paraffin wax. Two 762 mm x 914 mm (30 inch x 36 inch) call box sign panels and two 254 mm x 508 mm TTY sign panels were attached back-to-back to the support pole by two 19 mm wide stainless steel bands. At the top of the support was a pole cap with a 20 watt solar panel (34 mm x 430 mm x 530 mm) and antenna. The solar panel faced south, which corresponded to being pointed in the direction of the impacting vehicle. A simulated CCTV camera was mounted to the

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support 5793 mm from the ground. The simulated camera was 114 mm in diameter aluminum pipe, 533 mm long and weighed 3.8 kg. Table 1 shows the weights of the individual components in a typical call box installation. Figure 1 illustrates the details of the ITS call box installation.

Table 1. Weight of components used in call box testing.

ITS CALL BOX

ITEM DESCRIPTION WEIGHT, KG

6 m (20 ft) Pole 83.1 (183 lb)

ITS Call Box (battery removed) 20.4 (45 lb)

Call Box Signs - (2) 4.9 (11 lb)

Solar Panel 4.0 (9 lb)

Camera (simulated) 3.8 (8 lb)

TOTAL 116.2 (256 lb)

Details of the ITS call box are shown in figure 1, and photographs of the completed installation are shown in figures 2 and 3. Test Conditions NCHRP Report 350 recommends two tests for test level 3 evaluation of breakaway support structures:

NCHRP Report 350 Test Designation 3-60: This test involves an 820-kg passenger vehicle (820C) impacting the support structure at a nominal speed of 35 km/h (21.7 mi/h) and an angle ranging from 0–20 degrees. The purpose of this test is to evaluate the breakaway, fracture, or yielding mechanism of the support and occupant risk.

NCHRP Report 350 Test Designation 3-61: This test involves an 820-kg passenger car (820C) impacting the support structure at a nominal speed of 100 km/h (62.2 mi/h) and an angle ranging from 0–20 degrees. The test is intended to evaluate vehicle and test article trajectory and occupant risk.

Test 474240/08-6 corresponds to NCHRP Report 350 test designation 3-60 and test 474240/08-7 corresponds to NCHRP Report 350 test designation 3-61.

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Figure 1. Details of the ITS Call Box.

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Figure 2. ITS Call Box prior to test 474240/08-6.

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Figure 3. ITS Call Box prior to test 474240/08-7.

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The crash test and data analysis procedures were in accordance with guidelines presented in NCHRP Report 350. Appendix A presents brief descriptions of these procedures. Evaluation Criteria The crash tests were evaluated in accordance with the criteria presented in NCHRP Report 350. As stated in NCHRP Report 350, “Safety performance of a highway appurtenance cannot be measured directly but can be judged on the basis of three factors: structural adequacy, occupant risk, and vehicle trajectory after collision.” Safety evaluation criteria from table 5.1 of NCHRP Report 350 were used to evaluate the crash tests reported herein.

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CRASH TEST 474240/08-6 (NCHRP REPORT 350 TEST NO. 3-60) Test Vehicle A1999 Chevrolet Metro, shown in figures 4 and 5, was used for the crash test. Test inertia weight of the vehicle was 820 kg (1806 lb), and its gross static weight was 897 kg (1976 lb). The height to the lower edge of the vehicle front bumper was 400 mm (15.7 in), and the height to the upper edge of the front bumper was 525 mm (20.7 in). Appendix B, figure 18, 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. Soil and Weather Conditions The crash test was performed the morning of September 9, 2003. Rainfall of 4 mm and 22 mm was recorded seven and nine days prior to the test, respectively. Moisture content of the NCHRP Report 350 soil in which the test article was installed was less than six percent. Weather conditions at the time of testing were: Wind Speed: 0 km/h (0 mi/h); Wind Direction: 0 degrees with respect to the vehicle (vehicle was traveling in a northerly direction); Temperature: 29 ºC (85 ºF); Relative Humidity: 60 percent. Impact Description As the vehicle was traveling at a speed of 34.5 km/h (21.4 mi/h), the left front quarter point of the vehicle impacted the ITS Call Box support at 0 degree. Shortly after impact, the slip base activated and the bottom of the support began to rotate upward. The vehicle lost contact with the support at 0.097 s, and the vehicle was traveling at a speed of 30.3 km/h (18.8 mi/h). The bottom of the support continued to rotate upward and the sign panel contacted the roof near the edge of the windshield at 0.508 s. At 0.574 s, the support contacted the rear of the roof and then bounced away at 0.667 s. Brakes on the vehicle were applied at 2.3 s after impact, and the vehicle came to rest 24.7 m (81.0 ft) directly behind the in-ground base of the support. Appendix C, figure 20, shows sequential photographs of the test period. Damage to Test Article Damage to the ITS Call Box is shown in figures 6 and 7. The simulated camera separated from the support, which came to rest 1.5 m (4.9 ft) directly behind the base. The remainder of the installation remained intact and came to rest 6.9 m (22.5 ft) downstream of the base and 1.1 m (3.7 ft) to the left of centerline of the vehicle path. The call box door and back were fractured.

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Figure 4. Vehicle/installation geometrics for test 474240/08-6.

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Figure 5. Vehicle before test 474240/08-6.

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Figure 6. Vehicle trajectory path after test 474240/08-6.

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Figure 7. Installation after test 474240/08-6.

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Vehicle Damage As shown in figure 8, the vehicle sustained minimal damage to the front bumper and hood, and moderate damage to the roof area and rear hatch. Maximum exterior crush to the front of the vehicle was 70 mm (2.8 in) in the frontal plane at the left quarter point at bumper height. Maximum exterior crush to the roof area was 60 mm (2.4 in) over the driver’s side rear passenger compartment. Maximum occupant compartment deformation was 63 mm (2.5 in) over the left rear passenger compartment. Photographs of the interior of the vehicle are shown in figure 9. Exterior vehicle crush and occupant compartment measurements are shown in appendix B, tables 4 and 5. Occupant Risk Factors Data from the accelerometer, located at the vehicle center of gravity, were digitized for evaluation of occupant risk and were computed as follows. In the longitudinal direction, the occupant impact velocity was 1.0 m/s (3.3 ft/s) at 0.689 s, the highest 0.010-s occupant ridedown acceleration was 0.3 g’s from 0.709 to 0.719 s, and the maximum 0.050-s average acceleration was –1.4 g’s between 0.001 and 0.051 s. In the lateral direction, the occupant impact velocity was 0.4 m/s (1.3 ft/s) at 0.689 s, the highest 0.010-s occupant ridedown acceleration was 0.3 g’s from 0.736 to 0.746 s, and the maximum 0.050-s average was –0.4 g’s between 0.624 and 0.674 s. These data and other pertinent information from the test are summarized in figure 10. Vehicle angular displacements and accelerations versus time traces are presented in appendix D, figures 22 through 28. Assessment of Test Results An assessment of the test based on the following applicable NCHRP Report 350 safety evaluation criteria.

Structural Adequacy B. The test article should readily activate in a predictable manner by breaking

away, fracturing, or yielding. Results: The ITS Call Box readily activated by slipping away at the base as

designed. (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. Deformation of, or intrusions into, the occupant compartment that could cause serious injuries should not be permitted.

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Figure 8. Vehicle after test 474240/08-6.

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Before Test

After Test

Figure 9. Interior of vehicle for test 474240/08-6.

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0.000 s

0.189 s

0.378 s

0.567 s

General Information

Test Agency ........................... Test No. ................................. Date .......................................

Test Article Type ....................................... Name ..................................... Installation Length (m) ........... Material or Key Elements.......

Soil Type and Condition ......... Test Vehicle

Type ....................................... Designation ............................ Model ..................................... Mass (kg)

Curb ................................... Test Inertial ........................ Dummy............................... Gross Static .......................

Texas Transportation Institute 474240/08-6 09/09/03 Call Box ITS Call Box N/A Schedule 40 Support With Sign Panels, Solar Panel, Call Box, Simulated CameraStandard Soil, Dry Production 820C 1999 Chevrolet Metro 806 820 77 897

Impact Conditions

Speed (km/h)................................. Angle (deg)....................................

Exit Conditions Speed (km/h)................................. Angle (deg)....................................

Occupant Risk Values Impact Velocity (m/s)

x-direction.................................. y-direction..................................

THIV (km/h) .................................. Ridedown Accelerations (g's)


PHD (g=s)....................................... ASI ................................................ Max. 0.050-s Average (g's)

x-direction.................................. y-direction.................................. z-direction..................................

34.5 0.0 30.3 N/A 1.0 0.4 4.0 0.3 0.3 0.3 0.22 1.8 6.6 -1.0

Test Article Deflections (m)

Longitudinal...........................Lateral ...................................Working Width ......................

Vehicle Damage Exterior

VDS...................................CDC ..................................

Maximum Exterior Vehicle Crush (mm) ..........

Interior OCDI .................................

Max. Occ. Compart. Deformation (mm) .............

Post-Impact Behavior (during 1.0 s after impact) Max. Yaw Angle (deg)...........Max. Pitch Angle (deg)..........Max. Roll Angle (deg) ...........

6.9 1.1 N/A 12FC2 12FCEN2 & 12TPCN3 70 FS0100000 63 -1.0 6.6 1.8

Figure 10. Summary of results for test 474240/08-6, NCHRP Report 350 test 3-60.

20

Results: There were some detached elements. However, these elements did not

penetrate or show potential to penetrate the occupant compartment, nor did they present undue hazard to others in the area. Maximum occupant compartment deformation was 63 mm (2.5 in) over the left rear passenger compartment. (PASS)

F. The vehicle should remain upright during and after collision although

moderate roll, pitching, and yawing are acceptable. Results: The vehicle remained upright and stable throughout and after the collision

event. (PASS) H. Occupant impact velocities should satisfy the following:

Longitudinal and Lateral Occupant Impact Velocity – m/s Preferred Maximum

3 5 Results: Longitudinal occupant impact velocity was 4.3 m/s (14.1 ft/), and lateral

occupant impact velocity was 0.2 m/s (0.7 ft/s). (PASS) I. Occupant ridedown accelerations should satisfy the following:

Longitudinal and Lateral Occupant Ridedown Accelerations – g’s Preferred Maximum

15 20 Results: Longitudinal ridedown acceleration was -8.2 g’s, and lateral ridedown

acceleration was -4.1 g’s. (PASS)

Vehicle Trajectory K. After collision, it is preferable that the vehicle’s trajectory not intrude into

adjacent traffic lanes. Result: The vehicle traveled straightforward through the installation site and did

not intrude into adjacent traffic lanes. (PASS) N. Vehicle trajectory behind the test article is acceptable. Result: The vehicle came to rest behind the installation. (PASS)

21

The following supplemental evaluation factors and terminology, as presented in the FHWA memo entitled “Action: Identifying Acceptable Highway Safety Features,” were used for visual assessment of test results.(6) Factors underlined below pertain to the result of the test reported herein.

Passenger Compartment Intrusion 1. Windshield Intrusion

a. No windshield contact e. Complete intrusion into b. Windshield contact, no damage passenger compartment c. Windshield contact, no intrusion f. Partial intrusion into d. Device embedded in windshield, no

significant intrusion passenger compartment

2. Body Panel Intrusion yes or no

Loss of Vehicle Control 1. Physical loss of control 3. Perceived threat to other vehicles 2. Loss of windshield visibility 4. Debris on pavement

Physical Threat to Workers or Other Vehicles

1. Harmful debris that could injure workers or others in the area 2. Harmful debris that could injure occupants in other vehicles

If yes, Size: 6.1 m (20 ft) tall Speed: high or low Mass: 116.2 kg (256 lb) Trajectory: just above the vehicle.

Vehicle and Device Condition

1. Vehicle Damage a. None d. Major dents to grill and body panels b. Minor scrapes, scratches or dents e. Major structural damage c. Significant cosmetic dents

2. Windshield Damage a. None e. Shattered, remained intact but b. Minor chip or crack partially dislodged c. Broken, no interference with visibility f. Large portion removed d. Broken or shattered, visibility

restricted but remained intact g. Completely removed

3. Device Damage a. None d. Substantial, replacement parts b. Superficial needed for repair c. Substantial, but can be straightened e. Cannot be repaired

23

CRASH TEST 474240/08-7 (NCHRP REPORT 350 TEST NO. 3-61) Test Vehicle A 1999 Chevrolet Metro, shown in figures 11 and 12, was used for the crash test. Test inertia weight of the vehicle was 820 kg (1806 lb), and its gross static weight was 897 kg (1976 lb). The height to the lower edge of the vehicle front bumper was 400 mm (15.7 in), and the height to the upper edge of the front bumper was 525 mm (20.7 in). Appendix B, figure 19, 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. Soil and Weather Conditions

The crash test was performed the afternoon of September 9, 2003. Rainfall of 4 mm and 22 mm was recorded seven and nine days prior to the test, respectively. Moisture content of the NCHRP Report 350 soil in which the test article was installed was less than six percent. Weather conditions at the time of testing were: Wind Speed: 12 km/h (7 mi/h); Wind Direction: 170 degrees with respect to the vehicle (vehicle was traveling in a northerly direction); Temperature: 32 ºC (89 ºF); Relative Humidity: 40 percent. Impact Description As the vehicle was traveling at a speed of 99.2 km/h (61.6 mi/h), the left front quarter point of the vehicle impacted the ITS Call Box support at 0 degree. Shortly after impact, the slip base activated and the lower portion of the support began to rotate upward. The vehicle lost contact with the support at 0.105 s, and the vehicle was traveling at a speed of 91.6 km/h (56.9 mi/h). The lower portion of the support continued to rotate upward as the vehicle traveled beneath it. At 0.325 s, the top of the sign contacted the ground behind the vehicle without contacting the vehicle again. Brakes on the vehicle were applied at 1.3 s, and the vehicle came to rest 83.3 m (273.2 ft) directly behind the ground base of the support. Appendix C, figure 21, shows sequential photographs of the test period. Damage to Test Article The main body of the ITS Call Box separated from the support, as shown in figures 13 and 14. The simulated camera and the solar panel separated from the support, and both came to rest near the point of impact. The back of the call box and the sign panels remained attached to the support. The support was deformed approximately midway up due to impact with the ground. The support and call box came to rest 9.9 m (32.5 ft) downstream of impact and 0.8 m (2.6 ft) to the left of centerline of the vehicle path.

24

Figure 11. Vehicle/installation geometrics for test 474240/08-7.

25

Figure 12. Vehicle before test 474240/08-7.

26

Figure 13. Vehicle trajectory path after test 474240-7.

27

Figure 14. Installation after test 474240-7.

28

Vehicle Damage Damage to the vehicle is shown in figure 15. No structural damage occurred. However, the left side of the front bumper, the hood, and the radiator were damaged. Maximum exterior crush to the vehicle was 300 mm (11.8 in) in the frontal plane at the left quarter point at bumper height. No occupant compartment deformation occurred. Photographs of the interior of the vehicle are shown in figure 16. Exterior vehicle crush and occupant compartment measurements are shown in appendix B, tables 6 and 7. Occupant Risk Factors Data from the accelerometer, located at the vehicle center of gravity, were digitized for evaluation of occupant risk and were computed as follows. In the longitudinal direction, the occupant impact velocity was 1.9 m/s (6.2 ft/s) at 0.349 s, the highest 0.010-s occupant ridedown acceleration was -0.5 g’s from 0.943 to 0.953 s, and the maximum 0.050-s average acceleration was -3.7 g’s between 0.001 and 0.051 s. In the lateral direction, the occupant impact velocity was 0.1 m/s (0.3 ft/s) at 0.349 s, the highest 0.010-s occupant ridedown acceleration was 0.6 g’s from 0.894 to 0.904 s, and the maximum 0.050-s average was 0.4 g’s between 0.016 and 0.066 s. These data and other pertinent information from the test are summarized in figure 17. Vehicle angular displacements and accelerations versus time traces are presented in appendix D, figures 29 through 35. Assessment of Test Results An assessment of the test based on the following applicable NCHRP Report 350 safety evaluation criteria.

Structural Adequacy B. The test article should readily activate in a predictable manner by breaking

away, fracturing, or yielding. Results: The ITS Call Box readily activated by slipping at the base as designed.

(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. Deformation of, or intrusions into, the occupant compartment that could cause serious injuries should not be permitted.

29

Figure 15. Vehicle after test 474240/08-7.

30

Before Test

After Test

Figure 16. Interior of vehicle for test 474240/08-7.

31

0.000 s

0.050 s

0.150 s

0.250 s

General Information

Test Agency ........................... Test No. ................................. Date .......................................

Test Article Type ....................................... Name ..................................... Installation Length (m) ........... Material or Key Elements.......

Soil Type and Condition ......... Test Vehicle

Type ....................................... Designation ............................ Model ..................................... Mass (kg)

Curb ................................... Test Inertial ........................ Dummy............................... Gross Static .......................

Texas Transportation Institute 474240/08-7 09/09/03 Call Box ITS Call Box N/A Schedule 40 Support With Sign Panels, Solar Panel, Call Box, Simulated CameraStandard Soil, Dry Production 820C 1999 Chevrolet Metro 805 820 77 897

Impact Conditions

Speed (km/h)................................. Angle (deg)....................................

Exit Conditions Speed (km/h)................................. Angle (deg)....................................

Occupant Risk Values Impact Velocity (m/s)


THIV (km/h) .................................. Ridedown Accelerations (g's)


PHD (g=s)....................................... ASI ................................................ Max. 0.050-s Average (g's)

x-direction.................................. y-direction.................................. z-direction..................................

99.2 0.0 91.6 N/A 1.9 0.1 6.9 -0.5 0.6 0.7 0.31 -3.7 0.4 -1.1

Test Article Deflections (m)

Longitudinal...........................Lateral ...................................Working Width ......................

Vehicle Damage Exterior

VDS...................................CDC ..................................

Maximum Exterior Vehicle Crush (mm) ..........

Interior OCDI .................................

Max. Occ. Compart. Deformation (mm) .............

Post-Impact Behavior (during 1.0 s after impact) Max. Yaw Angle (deg)...........Max. Pitch Angle (deg)..........Max. Roll Angle (deg) ...........

9.9 0.8 N/A 12FC3 12FCEN3 300 FS0000000 None -6.2 2.7 3.7

Figure 17. Summary of results for test 474240/08-7, NCHRP Report 350 test 3-61.

32

Results: There were some detached elements. However, these elements did not penetrate or show potential to penetrate the occupant compartment, nor did they present undue hazard to others in the area. No deformation of the occupant compartment occurred. (PASS)

F. The vehicle should remain upright during and after collision although moderate

roll, pitching, and yawing are acceptable. Results: The vehicle remained upright during and after the collision period. (PASS) I. Occupant impact velocities should satisfy the following:

Longitudinal and Lateral Occupant Impact Velocity – m/s Preferred Maximum

3 5 Results: Longitudinal occupant impact velocity was 1.8 m/s (5.9 ft/s), and lateral

occupant impact velocity was 0.3 m/s (1.0 ft/s). I. Occupant ridedown accelerations should satisfy the following:

Longitudinal and Lateral Occupant Ridedown Accelerations – g’s Preferred Maximum

16 20 Results: Longitudinal ridedown acceleration was -04 g’s, and lateral ridedown

acceleration was 0.5 g’s.

Vehicle Trajectory K. After collision, it is preferable that the vehicle’s trajectory not intrude into

adjacent traffic lanes. Result: The vehicle traveled straightforward through the test site and did not intrude

into adjacent traffic lanes. (PASS) N. Vehicle trajectory behind the test article is acceptable. Result: The vehicle came to rest behind the installation base.

33

The following supplemental evaluation factors and terminology, as presented in the FHWA memo entitled “Action: Identifying Acceptable Highway Safety Features,” were used for visual assessment of test results. (6) Factors underlined below pertain to the results of the test reported herein.

Passenger Compartment Intrusion 1. Windshield Intrusion

a. No windshield contact e. Complete intrusion into b. Windshield contact, no damage passenger compartment c. Windshield contact, no intrusion f. Partial intrusion into d. Device embedded in windshield, no

significant intrusion passenger compartment

2. Body Panel Intrusion yes or no

Loss of Vehicle Control 1. Physical loss of control 3. Perceived threat to other vehicles 2. Loss of windshield visibility 4. Debris on pavement

Physical Threat to Workers or Other Vehicles

1. Harmful debris that could injure workers or others in the area 2. Harmful debris that could injure occupants in other vehicles

If yes, Size: 6.1 m (20 ft) pole Speed: high or low Mass: 116.2 kg (256 lb) Trajectory: just above the vehicle.

Vehicle and Device Condition

1. Vehicle Damage a. None d. Major dents to grill and body panels b. Minor scrapes, scratches or dents e. Major structural damage c. Significant cosmetic dents

2. Windshield Damage a. None e. Shattered, remained intact but b. Minor chip or crack partially dislodged c. Broken, no interference with visibility f. Large portion removed d. Broken or shattered, visibility

restricted but remained intact g. Completely removed

3. Device Damage a. None d. Substantial, replacement parts b. Superficial needed for repair c. Substantial, but can be straightened e. Cannot be repaired

35

SUMMARY AND CONCLUSIONS SUMMARY OF RESULTS NCHRP Report 350 Test 3-60 The ITS Call Box readily activated by slipping away at the base as designed. There were some detached elements. However, these elements did not penetrate or show potential to penetrate the occupant compartment, nor did they present undue hazard to others in the area. Maximum occupant compartment deformation was 63 mm (2.5 in) over the left rear passenger compartment. The vehicle remained upright and stable throughout and after the collision event. Occupant risk values were within the recommended limits. The vehicle traveled straightforward through the installation site and did not intrude into adjacent traffic lanes, and came to rest behind the installation. NCHRP Report 350 Test 3-61 The ITS Call Box readily activated by slipping at the base as designed. There were some detached elements. However, these elements did not penetrate or show potential to penetrate the occupant compartment, nor did they present undue hazard to others in the area. No deformation of the occupant compartment occurred. The vehicle remained upright during and after the collision period. Occupant risk values were within the recommended limits. The vehicle traveled straightforward through the test site and did not intrude into adjacent traffic lanes, and came to rest behind the installation base. CONCLUSIONS As shown in tables 2 and 3, the ITS Call Box met the required safety performance evaluation criteria for NCHRP Report 350 tests 3-60 and 3-61.

36

Table 2. Performance evaluation summary for test 474240/08-6, NCHRP Report 350 test 3-60. Test Agency: Texas Transportation Institute Test No.: 474240/08-6 Test Date: 09/09/03

NCHRP Report 350 Test 3-60 Evaluation Criteria Test Results Assessment Structural Adequacy B. The test article should readily activate in a predictable

manner by breaking away, fracturing, or yielding. The ITS Call Box readily activated by slipping away at the base as designed. 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. Deformations of, or intrusions into, the occupant compartment that could cause serious injuries should not be permitted.

There were some detached elements. However, these elements did not penetrate or show potential to penetrate the occupant compartment, nor did they present undue hazard to others in the area. Maximum occupant compartment deformation was 63 mm (2.5 in) over the left rear passenger compartment.

Pass

F. The vehicle should remain upright during and after collision although moderate roll, pitching, and yawing are acceptable.

The vehicle remained upright and stable throughout the test and after exiting the test site. Pass

H. Occupant impact velocities should satisfy the following: Occupant Velocity Limits (m/s) Component Preferred Maximum Longitudinal 3 5

Longitudinal occupant impact velocity was 4.3 m/s (14.1 ft/), and lateral occupant impact velocity was 0.2 m/s (0.7 ft/s).

Pass

I. Occupant ridedown accelerations should satisfy the following:

Occupant Ridedown Acceleration Limits (g’s) Component Preferred Maximum Longitudinal and lateral 15 20

Longitudinal ridedown acceleration was -8.2 g’s, and lateral ridedown acceleration was -4.1 g’s. Pass

Vehicle Trajectory K. After collision, it is preferable that the vehicle’s trajectory

not intrude into adjacent traffic lanes. The vehicle traveled straightforward through the installation site and did not intrude into adjacent traffic lanes.

Pass *

N. Vehicle trajectory behind the test article is acceptable. Pass *Criterion K and M are preferable, not required.

37

Table 3. Performance evaluation summary for test 474240/08-7, NCHRP Report 350 test 3-61.

Test Agency: Texas Transportation Institute Test No.: 474240/08-7 Test Date: 09/09/03

NCHRP Report 350 Test 3-61 Evaluation Criteria Test Results Assessment Structural Adequacy B. The test article should readily activate in a predictable

manner by breaking away, fracturing, or yielding. The ITS Call Box readily activated by slipping away at the base as designed. 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. Deformations of, or intrusions into, the occupant compartment that could cause serious injuries should not be permitted.

There were some detached elements. However, these elements did not penetrate or show potential to penetrate the occupant compartment, nor did they present undue hazard to others in the area. No deformation of the occupant compartment occurred.

Pass

F. The vehicle should remain upright during and after collision although moderate roll, pitching, and yawing are acceptable.

The vehicle remained upright throughout the test and after exiting the test site. Pass

H. Occupant impact velocities should satisfy the following: Occupant Velocity Limits (m/s) Component Preferred Maximum Longitudinal 3 5

Longitudinal occupant impact velocity was 1.8 m/s (5.9 ft/s), and lateral occupant impact velocity was 0.3 m/s (1.0 ft/s). Pass

I. Occupant ridedown accelerations should satisfy the following:

Occupant Ridedown Acceleration Limits (g’s) Component Preferred Maximum Longitudinal and lateral 15 20

Longitudinal ridedown acceleration was -04 g’s, and lateral ridedown acceleration was 0.5 g’s.

Pass

Vehicle Trajectory K. After collision, it is preferable that the vehicle’s trajectory

not intrude into adjacent traffic lanes. The vehicle traveled straightforward through the installation site and did not intrude into adjacent traffic lanes.

Pass*

N. Vehicle trajectory behind the test article is acceptable. The vehicle came to rest behind the test installation. Pass *Criterion K are preferable, not required.

39

REFERENCES 1. H.E. Ross, Jr., D.L. Sicking, R.A. Zimmer and J.D. Michie, 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., 1993.

2. John F. LaTurner, “NCHRP Report 350 Crash Test Results for the TTY Call Box,” Project

11-4501, Prepared for Comarco Wireless Technologies, Inc., E-TECH Testing Services, Inc., Rocklin, CA, December 1998.

3. D. Lance Bullard, Jr., Wanda L. Menges, Rebecca R. Haug, “NCHRP Report 350 Testing

and Evaluation of the Modified Type F Call Box Behind an Asphalt Dike,” Prepared for Metropolitan Transportation Commission Service Authority for Freeways and Expressways, Oakland, CA, by Texas Transportation Institute, Texas A&M University, September 2001.

4. D. Lance Bullard, Wanda L. Menges, and Rebecca R. Haug, “Crash Test and Evaluation of

the Type B Call Box,” Prepared for Metropolitan Transportation Commission Service Authority for Freeways and Expressways, Oakland, CA, by Texas Transportation Institute, Texas A&M University, October 2002.

5. Letter addressed to Linda Lee from D. Lance Bullard, “Task 6 Report - Type C Call Box

Crash Test Report,” dated October 24, 2002. 6. Federal Highway Administration Memorandum, from the Director, Office of Engineering,

entitled: “ACTION: Identifying Acceptable Highway Safety Features,” dated July 25, 1997.

41

APPENDIX A. CRASH TEST PROCEDURES AND DATA ANALYSIS The crash test and data analysis procedures were in accordance with guidelines presented in NCHRP Report 350. Brief descriptions of these procedures are presented as follows. ELECTRONIC INSTRUMENTATION AND DATA PROCESSING The test vehicle was instrumented with three solid-state angular rate transducers to measure roll, pitch, and yaw rates; a triaxial accelerometer near the vehicle center of gravity (c.g.) to measure longitudinal, lateral, and vertical acceleration levels; and a backup biaxial accelerometer in the rear of the vehicle to measure longitudinal and lateral acceleration levels. 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 on magnetic tape and for display on a real-time strip chart. 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 separate tracks of a 28-track, IRIG tape recorder. After the test, the data are played back from the tape machine 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 SAE J211 class 180 phaseless digital filtering and vehicle impact velocity. All accelerometers are calibrated annually according to Society of Automotive Engineers (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 made any time data are suspect.

42

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-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 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 of the vehicle-fixed coordinate systems being initial impact. ANTHROPOMORPHIC DUMMY INSTRUMENTATION An Alderson Research Laboratories Hybrid II, 50th percentile male anthropomorphic dummy, restrained with lap and shoulder belts, was placed in the passenger’s position of the 820C vehicle. The dummy was uninstrumented. PHOTOGRAPHIC INSTRUMENTATION AND DATA PROCESSING Photographic coverage of the test included two high-speed cameras: one placed behind the installation at an angle; and a second placed to have a field of view perpendicular to the vehicle path and aligned with the installation. 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 BetaCam, a VHS-format video camera and recorder, 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, at which time brakes on the vehicle were activated to bring it to a safe and controlled stop.

43

APPENDIX B. TEST VEHICLE PROPERTIES AND INFORMATION

Figure 18. Vehicle properties for test 474240/08-6.

44

Table 4. Exterior crush measurements for test 474240/08-6.

VEHICLE CRUSH MEASUREMENT SHEET1 Complete When Applicable

End Damage Side Damage Undeformed end width ________

Corner shift: A1 ________

A2 ________

End shift at frame (CDC)

(check one)

< 4 inches ________

> 4 inches ________

Bowing: B1 _____ X1 _____

B2 _____ X2 _____

Bowing constant

221 XX + = ______

Note: Measure C1 to C6 from Driver to Passenger side in Front or Rear impacts – Rear to Front in Side Impacts.

Direct Damage Specific Impact Number

Plane* of C-Measurements

Width** (CDC)

Max*** Crush

Field L**

C1 C2 C3 C4 C5 C6 ±D

1 At front bumper 400 70 270 20 70 20 -280

1Table 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.

45

Table 5. Occupant compartment measurements for test 474240/08-6.

S m a l l C a r

O c c u p a n t C o m p a r t m e n t D e f o r m a t i o n

BEFORE AFTER

A1 1435 1435 A2 2005 2005 A3 1431 1431 B1 950 945 B2 899 885 B3 963 958 B4 890 830 B5 898 835 B6 890 828 B7 B8 B9 C1 558 558 C2 705 705 C3 560 560 D1 246 246 D2 133 133 D3 243 243 E1 1215 1215 E2 1173 1173 F 1203 1203 G 1203 1203 H 1027 1027 I 1027 1027 J 1195 1195

46

Figure 19. Vehicle properties for test 474240/08-7.

47

Table 6. Exterior crush measurements for test 474240/08-7.

VEHICLE CRUSH MEASUREMENT SHEET1 Complete When Applicable

End Damage Side Damage Undeformed end width ________

Corner shift: A1 ________

A2 ________

End shift at frame (CDC)

(check one)

< 4 inches ________

> 4 inches ________

Bowing: B1 _____ X1 _____

B2 _____ X2 _____

Bowing constant

221 XX + = ______

Note: Measure C1 to C6 from Driver to Passenger side in Front or Rear impacts – Rear to Front in Side Impacts.

Direct Damage Specific Impact Number

Plane* of C-Measurements

Width** (CDC)

Max*** Crush

Field L**

C1 C2 C3 C4 C5 C6 ±D

1 At front bumper 740 300 600 -60 100 300 170 80 40 -260

1Table 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.

48

Table 7. Occupant compartment measurements for test 474240/08-7.

S m a l l C a r

O c c u p a n t C o m p a r t m e n t D e f o r m a t i o n

BEFORE AFTER

A1 1435 1435 A2 1998 1998 A3 1433 1433 B1 952 952 B2 900 900 B3 958 958 B4 885 885 B5 894 894 B6 890 890 B7 B8 B9 C1 568 568 C2 720 720 C3 560 560 D1 245 245 D2 197 197 D3 232 232 E1 1215 1215 E2 1178 1178 F 1200 1200 G 1200 1200 H 1040 1040 I 1040 1040 J 1194 1194

49

APPENDIX C. SEQUENTIAL PHOTOGRAPHS

0.000 s

0.189 s

0.284 s

Figure 20. Sequential photographs for test 474240/08-6(perpendicular and oblique views).

0.094 s

0.000 s

50

0.378 s

0.567 s

0.667 s

Figure 20. Sequential photographs for test 474240/08-6(perpendicular and oblique views) (continued).

0.473 s

0.378 s

51

0.000 s

0.050 s

0.100 s

Figure 21. Sequential photographs for test 474240/08-7(perpendicular and oblique views).

0.025 s

0.000 s

52

0.150 s

0.250 s

0.325 s

Figure 21. Sequential photographs for test 474240/08-7(perpendicular and oblique views) (continued).

0.200 s

0.150 s

53

APPE

ND

IX D

. VE

HIC

LE

AN

GU

LA

R D

ISPLA

CE

ME

NT

S A

ND

AC

CE

LE

RA

TIO

NS

Roll, Pitch and Yaw Angles

0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1.0-2

-1

0

1

2

3

4

5

6

7

Time (sec)

Ang

les

(deg

rees

)

Test Number: 474240/08-6Test Article: California ITS Call BoxTest Vehicle: 1999 Chevrolet MetroInertial Mass: 820 kgGross Mass: 897 kgImpact Speed: 34.5 km/hImpact Angle: 0 degrees

Roll Pitch Yaw

Figure 22. Vehicle angular displacements for test 474240/08-6.

Axes are vehicle-fixed. Sequence for determining orientation:

1. Yaw. 2. Pitch. 3. Roll.

54

X Acceleration at CG

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

-8

-6

-4

-2

0

2

4

6

Time (sec)

Long

itudi

nal A

ccel

erat

ion

(g's

)


SAE Class 60 Filter

Figure 23. Vehicle longitudinal accelerometer trace for test 474240/08-6 (accelerometer located at center of gravity).

55

Y Acceleration at CG

0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1.0-5

-4

-3

-2

-1

0

1

2

3

4

5

Time (sec)

Late

ral A

ccel

erat

ion

(g's

)


SAE Class 60 Filter

Figure 24. Vehicle lateral accelerometer trace for test 474240/08-6 (accelerometer located at center of gravity).

56

Z Acceleration at CG

0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1.0-5

-4

-3

-2

-1

0

1

2

3

4

5

Time (sec)

Vert

ical

Acc

eler

atio

n (g

's)


SAE Class 60 Filter

Figure 25. Vehicle vertical accelerometer trace for test 474240/08-6 (accelerometer located at center of gravity).

57

X Acceleration over Rear Axle

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

-8

-6

-4

-2

0

2

4

6

Time (sec)

Long

itudi

nal A

ccel

erat

ion

(g's

)


SAE Class 60 Filter

Figure 26. Vehicle longitudinal accelerometer trace for test 474240/08-6 (accelerometer located over rear axle).

58

Y Acceleration over Rear Axle

0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1.0-5

-4

-3

-2

-1

0

1

2

3

4

5

Time (sec)

Late

ral A

ccel

erat

ion

(g's

)


Time of OIV (0.6645 sec) SAE Class 60 Filter

Figure 27. Vehicle lateral accelerometer trace for test 474240/08-6 (accelerometer located over rear axle).

59

Z Acceleration over Rear Axle

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

-10

-5

0

5

10

15

Time (sec)

Vert

ical

Acc

eler

atio

n (g

's)


SAE Class 60 Filter

Figure 28. Vehicle vertical accelerometer trace for test 474240/08-6 (accelerometer located over rear axle).

60

Roll, Pitch and Yaw Angles

0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1.0-7

-6

-5

-4

-3

-2

-1

0

1

2

3

4

Time (sec)

Ang

les

(deg

rees

)


Roll Pitch Yaw

Figure 29. Vehicle angular displacements for test 474240/08-7.

Axes are vehicle-fixed. Sequence for determining orientation:

4. Yaw. 5. Pitch. 6. Roll.

61

X Acceleration at CG

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

-8

-6

-4

-2

0

2

4

Time (sec)

Long

itudi

nal A

ccel

erat

ion

(g's

)


SAE Class 60 Filter

Figure 30. Vehicle longitudinal accelerometer trace for test 474240/08-7 (accelerometer located at center of gravity).

62

Y Acceleration at CG

0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1.0-5

-4

-3

-2

-1

0

1

2

3

4

5

Time (sec)

Late

ral A

ccel

erat

ion

(g's

)


SAE Class 60 Filter

Figure 31. Vehicle lateral accelerometer trace for test 474240/08-7 (accelerometer located at center of gravity).

63

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 (sec)

Vert

ical

Acc

eler

atio

n (g

's)


SAE Class 60 Filter

Figure 32. Vehicle vertical accelerometer trace for test 474240/08-7 (accelerometer located at center of gravity).

64

X Acceleration over Rear Axle

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

-8

-6

-4

-2

0

2

4

6

Time (sec)

Long

itudi

nal A

ccel

erat

ion

(g's

)


SAE Class 60 Filter

Figure 33. Vehicle longitudinal accelerometer trace for test 474240/08-7 (accelerometer located over rear axle).

65

Y Acceleration over Rear Axle

0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1.0-5

-4

-3

-2

-1

0

1

2

3

4

5

Time (sec)

Tran

sver

se A

ccel

erat

ion

(g's

)


SAE Class 60 Filter

Figure 34. Vehicle lateral accelerometer trace for test 474240/08-7 (accelerometer located over rear axle).

66

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 (sec)

Vert

ical

Acc

eler

atio

n (g

's)


SAE Class 60 Filter

Figure 35. Vehicle vertical accelerometer trace for test 474240/08-7 (accelerometer located over rear axle).

TEXAS TRANSPORTATION INSTITUTE THE TEXAS A&M … · 2017. 1. 4. · Edward Steven “Eddie”...

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Transcript of TEXAS TRANSPORTATION INSTITUTE THE TEXAS A&M … · 2017. 1. 4. · Edward Steven “Eddie”...