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installation although controlled lateral deflection of completely behind the guardrail, which is unacceptable. In
the test article is acceptable. Test 52-2556-003, which is noted as "marginal pass," the
· Detached elements, fragments, or other debris from the vehicle came to rest on the rail with the cab on the backside
test article should not penetrate or show potential for of the rail.
penetrating the occupant compartment or present an In none of the tests was there any debris larger than a
undue hazard to other traffic, pedestrians, or personnel 6.4-kg plastic blockout to present a potential hazard to other
in a work zone. Deformations of, or intrusions into, the traffic, pedestrians, or personnel in a work zone. The vehicle
occupant compartment that could cause serious injuries occupant compartment deformation evident after each pass-
should not be permitted. ing test was also negligible. There was no windshield contact
· The vehicle should remain upright during and after col- and no intrusion into the occupant compartment for the pass-
lision, although moderate rolling, pitching, and yawing ing tests, and the test vehicles remained upright during and
are acceptable. after the collision with moderate rolling, pitching, and yawing.
· After collision, it is preferable that the vehicle's trajec- In tests 52-2556-003 and 004, the occupant risk criteria
tory not intrude into adjacent traffic lanes. were satisfied in a similar fashion. In failed test 52-2556-002,
· The OIV in the longitudinal direction should not exceed however, the vehicle rolled over and a downstream post likely
12 m/s and the ORAs in the longitudinal direction should penetrated the windshield; the maximum cab deformation
not exceed 20 Gs. was 330 mm.
· The exit angle from the test article preferably should be
less than 60% of the test impact angle, measured at time
of vehicle loss of contact with test device. SUMMARY
In the tests shown in Table 39 that passed the NCHRP Several types of analyses were used in developing the
Report 350 criteria, the vehicles were contained and redi- guidelines discussed in Chapter 6: review of prior studies,
rected. The vehicles in the failed tests either completely or analyses of actual crash and geometric data, FEA simula-
nearly completely vaulted the installation. In the successful tions, and full-scale curb traversal and crash tests. The results
tests, the vehicle's post-collision trajectory was acceptable of these analyses provided insights into the nature and sever-
and the recommended maximum longitudinal OIV and max- ity of crashes with curbs and curbguardrail combinations,
imum ridedown acceleration were not exceeded. The vehicle the behavior of pickup trucks in such crashes, and the effects
trajectory in the failed tests was completely or very nearly of various curb and impact conditions.
TABLE 39 Summary of full-scale crash test results
Nominal Guardrail height NCHRP 350
E-TECH Curb Curb offset
speed (mm) Test 11
test no. type (m)
(km/h) relative to approach evaluation
52-2556-001 85 B 0.0 550 Pass
52-2556-002 85 B 2.5 550 Fail
52-2556-003 80 NY 2.5 550 Marginal Pass
52-2556-004 80 NY 4.5 550 Fail
52-2556-005 80 NY 4.5 650 Pass
52-2556-006 70 NY 2.5 650 Pass
52-2556-007 85 NY 2.5 650 Pass
