ASTM F3016/F3016M-19

Standard Test Method for Surrogate Testing of Vehicle Impact Protective Devices at Low Speeds

SIGNIFICANCE AND USE
5.1 This test method provides a procedure to establish a penetration rating for vehicle protective devices subjected to low-speed vehicle impact. Knowing the penetration rating provides the end user with the ability to select an appropriate protective device for site-specific conditions.  
5.2 The protective device penetration rating does not imply that a device will perform as rated in all site conditions, approach routes, and topography. Also, this test method requires that the specimen only be tested at a specific impact location and, therefore, not all locations of impact can be tested and validated for a penetration rating. Other impact locations may provide different penetration ratings.
SCOPE
1.1 This test method provides a range of impact speeds to be used with a 22 250-N [5000 lb] surrogate test vehicle. This test method establishes a range for penetration performance ratings. End users will be responsible for identifying the appropriate vehicle impact speed and penetration performance ratings in this test method that satisfies their specific needs.  
1.1.1 In addition, end users may assign certification ratings for vehicle protective devices based on the test methodologies described herein. Test parameters are standardized to arrive at a common vehicle weight, enhance test realism and replication, and produce uniform rating designations.  
1.1.2 The selected reference points for the vehicle protective devices are intended to protect assets on the protected side. Therefore, points of reference may vary from other standards.  
1.2 Units—The values stated in either SI units or inch-pound units are to be regarded separately as standard. The values stated in each system may not be exact equivalents; therefore, each system shall be used independently of the other. Combining values from the two systems may result in nonconformance with the standard.  
1.3 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.  
1.4 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

General Information

• Status: Published
• Publication Date: 31-Jul-2019
• ICS: 43.180 - Diagnostic, maintenance and test equipment
• Technical Committee: F12 - Security Systems and Equipment
• Drafting Committee: F12.10 - Systems Products and Services

Relations

• Replaces: ASTM F3016/F3016M-14 - Standard Test Method for Surrogate Testing of Vehicle Impact Protective Devices at Low Speeds
• Effective Date: 01-Aug-2019
• Refers: ASTM C31/C31M-24a - Standard Practice for Making and Curing Concrete Test Specimens in the Field
• Effective Date: 01-Apr-2024
• Refers: ASTM C31/C31M-24 - Standard Practice for Making and Curing Concrete Test Specimens in the Field
• Effective Date: 01-Jan-2024
• Refers: ASTM C39/C39M-23 - Standard Test Method for Compressive Strength of Cylindrical Concrete Specimens
• Effective Date: 01-Dec-2023
• Refers: ASTM F2656/F2656M-23 - Standard Test Method for Crash Testing of Vehicle Security Barriers
• Effective Date: 01-Nov-2023
• Refers: ASTM F2656/F2656M-20 - Standard Test Method for Crash Testing of Vehicle Security Barriers
• Effective Date: 01-Apr-2020
• Refers: ASTM F2656/F2656M-18a - Standard Test Method for Crash Testing of Vehicle Security Barriers
• Effective Date: 01-Jun-2018
• Refers: ASTM F2656/F2656M-18 - Standard Test Method for Crash Testing of Vehicle Security Barriers
• Effective Date: 01-Jan-2018
• Refers: ASTM C31/C31M-18 - Standard Practice for Making and Curing Concrete Test Specimens in the Field
• Effective Date: 01-Jan-2018
• Refers: ASTM D2487-17e1 - Standard Practice for Classification of Soils for Engineering Purposes (Unified Soil Classification System)
• Effective Date: 15-Dec-2017
• Refers: ASTM D2487-17 - Standard Practice for Classification of Soils for Engineering Purposes (Unified Soil Classification System)
• Effective Date: 15-Dec-2017
• Refers: ASTM C39/C39M-17b - Standard Test Method for Compressive Strength of Cylindrical Concrete Specimens
• Effective Date: 01-Aug-2017
• Refers: ASTM C39/C39M-16b - Standard Test Method for Compressive Strength of Cylindrical Concrete Specimens
• Effective Date: 01-Aug-2016
• Refers: ASTM C39/C39M-16a - Standard Test Method for Compressive Strength of Cylindrical Concrete Specimens
• Effective Date: 01-Jul-2016
• Refers: ASTM C31/C31M-15ae1 - Standard Practice for Making and Curing Concrete Test Specimens in the Field
• Effective Date: 15-Nov-2015

Overview

ASTM F3016/F3016M-19, titled Standard Test Method for Surrogate Testing of Vehicle Impact Protective Devices at Low Speeds, is a key international standard developed by ASTM International. This test method provides a consistent way to evaluate the penetration resistance of vehicle protective devices (such as bollards, walls, fences, or planters) when subjected to low-speed vehicle impacts. The standard aims to help end users, including architects, engineers, urban planners, and facility managers, select appropriate protective solutions tailored to site-specific risks. With vehicle-into-building incidents becoming a growing safety concern, this standard supports regulatory compliance and enhances pedestrian and property protection in public and private spaces.

Key Topics

• Low-Speed Vehicle Impact Testing: The standard specifies procedures using a 5,000 lb (22,250 N) surrogate test vehicle at nominal impact speeds of 20, 35, and 50 km/h (10, 20, and 30 mph), covering realistic urban vehicular threats.
• Penetration Rating System: Penetration ratings (P1, P2, or failure) are assigned based on the dynamic penetration distance, indicating how far a protective device allows a test vehicle or debris to intrude into a designated “protected area.”
• Site-Specific Evaluation: The standard provides a framework for testing at required impact locations identified in coordination with end users, reflecting real-world vulnerabilities.
• Standardized Test Parameters: By detailing surrogate vehicle specifications, site preparation, and data collection practices, the method ensures uniformity and reproducibility of results across different accredited testing laboratories.
• Certification and Reporting: The process allows for assigning performance and certification ratings, supporting transparent documentation and comparability between products for buyers and regulators.
• Safety and Compliance: The standard stresses that users must establish appropriate safety, health, and environmental practices and assess regulatory implications before implementation.

Applications

• Urban Streetscapes: Used for certifying bollards, barriers, and street furniture in settings such as storefronts and sidewalk cafés, where pedestrian safety is critical.
• Commercial and Public Buildings: Applied in the installation of vehicle impact barriers for new commercial developments, as required by city ordinances and zoning codes aimed at preventing accidental vehicle incursions.
• Critical Asset Protection: Enables selection of barriers for protecting hazardous areas such as gas pumps, propane tanks, bus stops, and outdoor seating, ensuring that vulnerable assets receive adequate protection.
• Insurance and Risk Assessment: Provides property owners, developers, and insurers with evidence-based data to assess risk and specify security products that are tested and rated per internationally accepted standards.
• Product Development and Approval: Manufacturers and suppliers can utilize the standard as a basis for design verification and third-party testing, streamlining compliance with public safety regulations and market requirements.

Related Standards

Several standards are referenced throughout ASTM F3016/F3016M-19, supporting a cohesive framework for vehicle impact protection:

• ASTM F2656/F2656M - Test Method for Crash Testing of Vehicle Security Barriers (focused on high-speed impacts)
• AASHTO MASH - Manual for Assessing Safety Hardware
• ISO/IEC 17025 - General Requirements for the Competence of Testing and Calibration Laboratories
• SAE J211 Series - Instrumentation for Impact Testing
• NCHRP Report 350 - Recommended Procedures for Safety Performance Evaluation of Highway Features
• ASTM C31, C39, C136, D2487 - Concrete and soil testing standards, ensuring accurate installation and performance assessment

Keywords: vehicle impact protection, penetration rating, low-speed crash test, bollard testing, pedestrian safety, surrogate test vehicle, ASTM security standards, barrier certification, urban safety, storefront protection, protective device performance

Standards Content (Sample)

This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the
Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.
Designation: F3016/F3016M − 19
Standard Test Method for
Surrogate Testing of Vehicle Impact Protective Devices at
Low Speeds
ThisstandardisissuedunderthefixeddesignationF3016/F3016M;thenumberimmediatelyfollowingthedesignationindicatestheyear
of original adoption or, in the case of revision, the year of last revision. A number in parentheses indicates the year of last reapproval.
A superscript epsilon (´) indicates an editorial change since the last revision or reapproval.
INTRODUCTION
City and county governments are beginning to adopt legislation intended to reduce the increasing
number of vehicle-into-building impacts. Typically, these ordinances are enforced as part of zoning
laws, which require a protective device to be installed to protect pedestrians and storefront property
where nose-in or head-in parking is present. For instance, in July 2012, The County of Miami Dade
Florida adopted a zoning amendment requiring protective devices be installed to protect pedestrian
traffic on sidewalks and inside storefronts for all new commercial construction. Examples of ways
these protective devices might be deployed otherwise include the protection of patrons at bus stops;
storefronts of commercial entities where parking or the direction of traffic flow are perpendicular to
thebuilding;restaurantpatiosborderingthestreetoronasidewalk;andtheseprotectivedevicescould
be used to protect propane tanks, gas pumps, and other hazardous materials to promote public safety.
As the demand for vehicle impact protection devices increases, the ability to evaluate whether each
protectivedeviceperformsasintendedtoprotectthepeople,area,orassetisrequired.Guidelineshave
been developed previously to test vehicle protective devices by applying a static load at a particular
location on the protective device. For instance, the State Fire Marshal Division of the Minnesota State
Department of Public Safety has issued an “Aboveground Storage Tank Plan” that discusses how to
install above ground storage tanks. Section 3.8.1 states if a physical barrier is to be used to protect the
storage tank, it “shall be a minimum of 36 inches in height and shall resist a force of 12 000 pounds
applied 36 inches above the adjacent ground surface.” While such static test methods are beneficial in
certain instances, the performance of a protective device when impacted dynamically cannot be
conclusively predicted using such a test method.
Test Methods have been developed previously that provide for a range of impact conditions,
designations, and penetration performance ratings for vehicles traveling at high speeds. Test Method
F2656/F2656M provides for impact speeds from 50 to 100 km/h [30 to 60 mph] for a series of test
vehicleswhichincludeapassengerpickuptruckwithnominalweightof22250N[5000lb].However,
Test Method F3016/F3016M has been formally developed to quantify the dynamic performance of a
vehicle protective device in arresting a 22 250 N [5000 lb] surrogate test vehicle that represents a
passenger pickup truck for impact speeds from 20 to 50 km/h [10 to 30 mph].
1. Scope method establishes a range for penetration performance rat-
ings. End users will be responsible for identifying the appro-
1.1 Thistestmethodprovidesarangeofimpactspeedstobe
priate vehicle impact speed and penetration performance rat-
used with a 22 250-N [5000 lb] surrogate test vehicle.This test
ings in this test method that satisfies their specific needs.
1.1.1 In addition, end users may assign certification ratings
This test method is under the jurisdiction ofASTM Committee F12 on Security
for vehicle protective devices based on the test methodologies
Systems and Equipment and is the direct responsibility of Subcommittee F12.10 on
Systems Products and Services.
described herein. Test parameters are standardized to arrive at
Current edition approved Aug. 1, 2019. Published Septemer 2019. Originally
acommonvehicleweight,enhancetestrealismandreplication,
approved in 2014. Last previous edition approved in 2014 as F3016/F3016M – 14.
and produce uniform rating designations.
DOI: 10.1520/F3016_F3016M-19.
Copyright © ASTM International, 100 Barr Harbor Drive, PO Box C700, West Conshohocken, PA 19428-2959. United States
F3016/F3016M − 19
1.1.2 The selected reference points for the vehicle protec- 2.5 TRB Standards:
tivedevicesareintendedtoprotectassetsontheprotectedside. NCHRP Report 350 Recommended Procedures for the
Therefore, points of reference may vary from other standards. Safety Performance Evaluation of Highway Features
1.2 Units—The values stated in either SI units or inch-
3. Terminology
pound units are to be regarded separately as standard. The
3.1 Definitions:
values stated in each system may not be exact equivalents;
3.1.1 accredited independent testing laboratory, n—testing
therefore,eachsystemshallbeusedindependentlyoftheother.
laboratory accredited to perform the referenced testing proce-
Combining values from the two systems may result in noncon-
dures by a nationally recognized accrediting agency in accor-
formance with the standard.
dance with ISO/IEC 17025 and led by a test director.
1.3 This standard does not purport to address all of the
3.1.1.1 Discussion—Accredited independent testing labora-
safety concerns, if any, associated with its use. It is the
tories may have no financial interest in or otherwise be
responsibility of the user of this standard to establish appro-
affiliatedwithcompaniesorindividualsforwhichtheyperform
priate safety, health, and environmental practices and deter-
accreditation testing. Hereinafter, accredited independent test-
mine the applicability of regulatory limitations prior to use.
ing laboratories are referred to as either accredited facilities or
1.4 This international standard was developed in accor-
testing laboratories. Independent testing laboratories whose
dance with internationally recognized principles on standard-
testing protocols follow this test method may also conduct
ization established in the Decision on Principles for the
tests, provided they are actively seeking ISO/IEC 17025.
Development of International Standards, Guides and Recom-
3.1.2 acceleration, v—the change of velocity with respect to
mendations issued by the World Trade Organization Technical
time by the sign convention established by SAE J211 Section
Barriers to Trade (TBT) Committee.
7.
2. Referenced Documents 3.1.3 agency, n—specifier, responsible party, or owner.
3.1.4 bollard, n—vertical posts or series of posts, usually
2.1 ASTM Standards:
steel, concrete, wood, or combinations of same used to channel
C31/C31M Practice for Making and Curing Concrete Test
or restrict vehicular traffic, which includes fixed, removable,
Specimens in the Field
and operable/retractable posts.
C39/C39M Test Method for Compressive Strength of Cylin-
drical Concrete Specimens
3.1.5 channel amplitude class, n—numerically equal to the
C136/C136M Test Method for Sieve Analysis of Fine and
upper limit of the measurement range.
Coarse Aggregates
3.1.6 continuous barrier, n—any protective device that re-
D2487 Practice for Classification of Soils for Engineering
lies on a continuous foundation or a continuous structural
Purposes (Unified Soil Classification System)
element to resist penetration by vehicles.
F2656/F2656M Test Method for Crash Testing of Vehicle
3.1.7 debris, n—post-impact protective impact device and
Security Barriers
surrogate test vehicle components dispersed as a result of
2.2 AASHTO Standard:
impact.
MASH Manual for Assessing Safety Hardware
3.1.8 ditch, n—excavation into existing grade with varying
T099 Standard Method of Test for Moisture-Density Rela-
cross sections such as “V” or “U” shaped.
tions of Soils Using a 2.5-kg [5.5-lb] Rammer and a
3.1.9 durometer, n—a measure of the indentation hardness
305-mm [12-in.] Drop
4 of a material.
2.3 ISO Standard:
3.1.10 dynamic penetration distance, n—during the crash
ISO/IEC 17025 General Requirements for the Competence
event, the greater of the maximum dynamic displacement of
of Testing and Calibration Laboratories
5 any portion of the protective device into the protected area or
2.4 SAE Standards:
maximum dynamic intrusion of the leading edge of the
J211–1 Instrumentation for Impact Test—Part 1: Electronic
surrogate test vehicle’s impactor nose into the protected area.
Instrumentation
3.1.10.1 Discussion—SeeFig.A1.1forlocationofprotected
J211–2 Instrumentation for Impact Test—Part 2: Photo-
area and protective device reference location.
graphic Instrumentation
3.1.11 final resting point, n—distance from the pre-impact
reference location on a protective device to the farthest portion
of the protective device or surrogate test vehicle.
For referenced ASTM standards, visit the ASTM website, www.astm.org, or
3.1.11.1 Discussion—Additionally, if the surrogate vehicle
contact ASTM Customer Service at [e-mail]. For Annual Book of ASTM
Standards volume information, refer to the standard’s Document Summary page on
does not pass the reference location, the final resting location
the ASTM website.
shall be a negative distance as measured from the location on
Available from American Association of State Highway and Transportation
the surrogate test vehicle that is closest to the reference
Officials (AASHTO), 444 N. Capitol St., NW, Suite 249, Washington, DC 20001,
http://www.transportation.org. location.
Available from International Organization for Standardization (ISO), 1, ch. de
la Voie-Creuse, CP 56, CH-1211 Geneva 20, Switzerland, http://www.iso.org.
5 6
Available from SAE International (SAE), 400 Commonwealth Dr.,Warrendale, Available from Transportation Research Board (TRB), National Research
PA 15096-0001, http://www.sae.org. Council, 500 Fifth Street, Washington, D.C., 20001, http://www.trb.org.
F3016/F3016M − 19
3.1.12 impact location, n—specific location on the protec- 3.3.3 g—measure of acceleration referenced to gravity.
tive device where the surrogate test vehicle will initially
3.3.4 in.—inches.
contact the protective device.
3.3.5 km/h—kilometers per hour.
3.1.12.1 Discussion—The impact location is centered on the
3.3.6 kPa—kiloPascal.
protective device for a bollard, concrete shape, or discrete
device (bench, planter, and so forth). The impact location is at 3.3.7 lb—pounds.
the mid-span of a fence, gate, post, and beam or upside down
3.3.8 m—meters.
“U.” For a continuous wall, the impact location is at an
3.3.9 m/s—meters per second.
expansion joint. If there is no expansion joint, then the
3.3.10 mph—miles per hour.
continuous wall shall have an impact location at mid-span. If
any other protective device is to be tested, the location of
3.3.11 ms—milliseconds.
impact shall be determined as the consensus among the
3.3.12 N—newtons.
manufacturer, testing laboratory, and end user (when appli-
3.3.13 psi—pounds per square inch.
cable) for the impact location. The impact location shall be
3.3.14 s—second.
chosen as a point which will exploit the weakest point of the
system.
4. Summary of Test Method
3.1.13 penetration rating, n—rating achieved by a protec-
4.1 The set of complete fabrication drawings and specifica-
tive device based on dynamic penetration distance.
tions for a protective device that will be tested shall be
3.1.14 protected area, n—area, as defined by the governing
submitted by the supplier to the testing laboratory at least 14
agency or end user, behind the furthest lateral point of the
days before testing. These documents shall become part of the
protectivedeviceasreferencedbythedata,showninFig.A1.1.
permanent test record.
3.1.15 protective device, n—bollard, wall, fence, planter,
4.2 Before testing, an approved surrogate test vehicle speed
gate, bench, or other structure that provides protection against
and penetration rating is selected by the supplier in coordina-
a vehicle entering a protected area.
tion with the test director and other stakeholders.Additionally,
3.1.16 rated ASTM protective device, n—tested protective
if the protective device does not have an identified impact
device that achieves a given penetration rating based on the
location as stated above, then the supplier, testing laboratory,
surrogate test vehicle traveling perpendicular to the protective
and user agency or end user (when applicable) shall come to a
device at the defined impact location for that particular device.
consensus and identify the impact location as stated in 3.1.12.
3.1.17 shallow mount platform, n—plate, pad, or structural
4.3 Therewillbeaminimumofonetestconducted.Thefirst
foundation resting on the surface or embedded no more than
test article shall be the as-built test article if not specified; test
305 mm [12 in.] below the surface to which one or more
the proposed design in washed sand. If the foundation dis-
protective devices are rigidly fixed.
places 25 mm [1 in.] or less in any direction from the initial
3.1.18 supplier, n—manufacturer, distributor, designer, or
footing location, the system is considered rigid and no other
constructor of the protective device that is to be tested and can
testing is required. If the foundation displaces greater than 25
include contractors, engineers, and architects.
mm[1in.]inanydirectionfromtheinitialfoundationlocation,
a second test is required with the foundation encased in a
3.1.19 surrogate test vehicle, n—a 22 250-N [5000 lb]
concrete slab. For protective devices on shallow mount
surrogate test vehicle that is designed to replicate a common
foundations, only a single test is required, provided the
vehicle type and weight. See Annex A2 and Annex A3 for
platform is set in accordance with supplier’s instruction.
required specifications for surrogate test vehicle.
3.1.19.1 Discussion—See Figs. A2.1 and A2.2.
4.4 The test director shall determine the validity of the test
and,iffoundvalid,shallassignaspeedandapenetrationrating
3.1.20 test director, n—employee of the testing laboratory
for the protective device.
responsible for all aspects of a test.
3.2 Acronyms:
5. Significance and Use
3.2.1 AASHTO—American Association of State Highway
5.1 This test method provides a procedure to establish a
Transportation Officials.
penetration rating for vehicle protective devices subjected to
3.2.2 ISO—International Organization for Standardization.
low-speed vehicle impact. Knowing the penetration rating
3.2.3 MASH—Manual for Assessing Safety Hardware.
provides the end user with the ability to select an appropriate
protective device for site-specific conditions.
3.2.4 NCHRP—National Cooperative Highway Research
Program
5.2 The protective device penetration rating does not imply
3.2.5 SAE—Society of Automotive Engineers. that a device will perform as rated in all site conditions,
approach routes, and topography. Also, this test method re-
3.2.6 SUV—Sport Utility Vehicle.
quires that the specimen only be tested at a specific impact
3.3 Abbreviations:
locationand,therefore,notalllocationsofimpactcanbetested
3.3.1 fps—frames per second.
and validated for a penetration rating. Other impact locations
3.3.2 ft—feet. may provide different penetration ratings.
F3016/F3016M − 19
6. Apparatus documentation. For instance, a gate may be shown to be
operational after the collision, even though this is not a
6.1 Appendix X1 provides recommendations on methods of
requirement of this test method.
dataacquisitionthatarerequiredbythistestmethod.Appendix
X2 provides an example form that may be used for surrogate
7. Testing
test vehicle parameters to be measured before testing.
7.1 Impact Performance—The impact speed that the protec-
6.2 Pre-test data acquisition shall document the as-built,
tive device is to withstand shall be established by the supplier
untested protective device and surrogate test vehicle configu-
in consultation with the test director and others who might be
ration. Documentation includes as-built specifications and
involved. Actual impact speed shall be within the permissible
fabrication drawings for the protective device, measurements,
speed range for the test to be deemed acceptable. During the
and photography. Survey locations for evaluation of any base
test, the greater of the maximum dynamic intrusion of the
slab, columns, bollards, protective device, or protective device
surrogate test vehicle or the maximum dynamic displacement
support elements that may define deformation, translation,
of any portion of the protective device into the protected area
rotation, and uplift should be recorded in pre-test and post-test
at the impact speed determines the dynamic penetration rating
states.
for that specific speed. Surrogate test vehicle dynamic penetra-
6.3 During the test, surrogate test vehicle impact speed and tionshallbereferencedtotheleadingedgeofthesurrogatetest
impact angle shall be measured. Video documentation, with
vehicle.Therearethreenominaltestspeedsinthistestmethod:
perpendicular (profile), overhead, and downstream aligned 20, 35, and 50 km/h [10, 20 and 30 mph] (Table 1).
with the centerline of the protective device (on surrogate test
7.2 Test Site:
vehicle) shall be provided. Oblique views are recommended.
7.2.1 Tests shall be conducted at an accredited facility.
Photographic instrumentation specifications shall be in accor-
These accredited facilities shall have adequate space to accel-
dance with SAE Standard J211–2. Minimum high-speed film
erate the surrogate test vehicle to the desired impact speed and
or video shall be 400 fps or greater. Determination of impact
have a 2-m [6.56-ft] minimum distance behind the protective
time equals 0 s shall be established by the use of a contact
device reference location, as shown in Fig. A1.1 and in
ribbonswitchmountedtothefrontfaceoftheprotectivedevice
accordance with Table 1. In general, the space in front of and
or surrogate test vehicle bumper triggering a strobe flash that
behind the test article needs to be level and clear unless part of
can be recorded on the video documentation for cross refer-
the test installation.
encing between video sources. In addition, the maximum
7.2.2 Tests shall be conducted on flat, level ground where
dynamic penetration of any portion of the protective device or
the grade change is less than 2 %. Protective devices can then
the surrogate test vehicle shall be measured from the initial
be installed on curbs/sidewalks if the impact side face of the
reference location. In Fig. A1.1, the reference location is
protective device is installed within 0.41 m [1.35 ft] of the face
illustrated.
of the curb/sidewalk. However, if the protective device’s
6.4 Surrogate test vehicle acceleration shall be measured impact side face is to be installed greater than 0.41 m [1.35 ft]
beginning 500 ms before impact and ending after the vehicle
away from the face of the curb/sidewalk, see 7.3.
has come to rest. The primary accelerometer shall be rigidly 7.2.3 For the first test, the test article will be embedded in
located within 305 mm [12 in.] of the x-axis, y-axis, and 50
washed sand.The washed sand will have a depth and width 1.5
mm[2in.]ofthez-axisofthecenterofgravityofthesurrogate times the foundation depth or 0.6 m [2 ft], whichever is greater
test vehicle and set to measure longitudinal and lateral accel-
up to a maximum of 1.8 m [6 ft] and extend 0.3 m [1 ft] below
eration. The secondary accelerometer shall be located within bottom of device. The washed sand shall be analyzed in
305mm[12in.]directlyabovetherearaxleandcenteredalong
accordance with Test Method C136/C136M and classified in
the x-axis of the surrogate test vehicle and set to measure accordance with Practice D2487. The washed sand shall be
longitudinal and lateral acceleration. Electronic instrumenta-
classified as SP – poorly graded sand and be compacted to a
tion specifications shall be in accordance with SAE Standard density of not less than 90 % maximum dry density in
J211–1.Additionally, all accelerometers must have a minimum
accordance with AASHTO Method of Test T099.
channel amplitude class of 200 g. 7.2.4 If a second test is necessary, the test article foundation
6.4.1 Collecting acceleration data 500 ms before impact
shall be installed in a concrete slab. The concrete slab shall be
provides data to determine the stability of the surrogate test formed out of 25 000-kPa [3600-psi] concrete and tested in
vehicle before impact.
6.5 After the test, protective device deformation, movement
TABLE 1 Impact Condition Designations
of the protective device foundation, surrogate test vehicle
Surrogate Test Nominal Permissible Impact Speed
penetration, and damage of both test article and surrogate test
Vehicle Weight, Minimum Test Speed Range, Rating
vehicle, if any, shall be documented with measurements, data
N [lb] Speed, km/h km/h [mph]
[mph]
recordings, and photography. See 6.2 for suggested data
20 [10] 19 – 33.9 S10
collection locations. Greatest displacement of any debris from
[9 – 18.9]
thetestarticleandanydebrisfromthetestarticleover50N[10 22 250 ± 490 35 [20] 34 – 47.4 S20
[5000 ± 110] [19 – 27.4]
lb] shall be measured in a straight line from impact location.
50 [30] 47.5 – 52.5 S30
Measure the general extents of the debris field. Other param-
[27.5 – 32.5]
eters peculiar to a protective device may entail additional
F3016/F3016M − 19
TABLE 3 Impactor Nose Stiffness
accordance with both Practice C31/C31M and Test Method
C39/C39M. For the foundation to be considered rigid, the <0.5 m [<20 in.] 0.5 – 0.78 m >0.78 m [>31 in.]
[20–31 in.]
embedded foundation shall be in excess of three times the
weight of the surrogate test vehicle or 66 800 N [15 000 lb].
Rate 110 N/mm 1425 N/mm 490 300 N
±45 000 N ±45 000N ±45 000N
7.3 Test Article—The protective device shall be constructed
[620 lb/in.] [8125 lb/in.] [110 000 lb]
in a manner representative of the proposed actual service
[±10 000 lb] [±10 000 lb] [±10 000 lb]
(constant)
installation and conform to the supplier specifications and
fabrication drawings. Any deviations from fabrication,
specification, or erection details shall be noted in the test
report. For instance, when the test article is to be installed
greater than 0.41 m [1.35 ft] away from the curb, it shall be
7.4.7 The surrogate test vehicle shall have proper wheel
tested as such.
alignment and steering according to the criteria set forth in
7.4 Surrogate Test Vehicle—The surrogate test vehicle shall Table 4.
be222500 6490N[5000 6110lb]consistingofanimpactor
7.5 Penetration Limitation:
nose with the impact height at 710 6 30 mm [28 6 1 in.].
7.5.1 A penetration rating can be given for each of the two
Table2providestherequireddimensionsandspecificationsfor
tests in washed sand and a concrete slab. However, if the
surrogate test vehicle properties.
foundation’s horizontal displacement at ground level is 25 mm
7.4.1 The surrogate test vehicle is modeled after an Ameri-
[1in.]orlesswhentheprotectivedeviceistestedinthewashed
canAssociation of State Highway and Transportation Officials
sand, then the system is considered rigid and no other test is
(AASHTO) Manual for Assessing Safety and Hardware
needed. Review 7.3 for article to be installed as service
th
(MASH) 2270P Pickup Truck. This vehicle represents the 90
application.
percentile in terms of vehicle weight for all passenger vehicles
7.5.2 Penetration Ratings—In Table 5, penetration ratings
sold in 2002 and have similar weights and center of gravity as
forthepredeterminedlimitsareassignedasP1,P2,andfailure.
large SUV.
The dynamic penetration distance shall be reported and as-
7.4.2 The surrogate test vehicle stiffness represents a
signed a penetration rating.
MASH 2270P test vehicle impacti
...

This document is not an ASTM standard and is intended only to provide the user of an ASTM standard an indication of what changes have been made to the previous version. Because
it may not be technically possible to adequately depict all changes accurately, ASTM recommends that users consult prior editions as appropriate. In all cases only the current version
of the standard as published by ASTM is to be considered the official document.
Designation: F3016/F3016M − 14 F3016/F3016M − 19
Standard Test Method for
Surrogate Testing of Vehicle Impact Protective Devices at
Low Speeds
This standard is issued under the fixed designation F3016/F3016M; the number immediately following the designation indicates the year
of original adoption or, in the case of revision, the year of last revision. A number in parentheses indicates the year of last reapproval.
A superscript epsilon (´) indicates an editorial change since the last revision or reapproval.
INTRODUCTION
City and county governments are beginning to adopt legislation intended to reduce the increasing
number of vehicle-into-building impacts. Typically, these ordinances are enforced as part of zoning
laws, which require a protective device to be installed to protect pedestrians and storefront property
where nose-in or head-in parking is present. For instance, in July 2012, The County of Miami Dade
Florida adopted a zoning amendment requiring protective devices be installed to protect pedestrian
traffic on sidewalks and inside storefronts for all new commercial construction. Examples of ways
these protective devices might be deployed otherwise include the protection of patrons at bus stops;
storefronts of commercial entities where parking or the direction of traffic flow are perpendicular to
the building; restaurant patios bordering the street or on a sidewalk; and these protective devices could
be used to protect propane tanks, gas pumps, and other hazardous materials to promote public safety.
As the demand for vehicle impact protection devices increases, the ability to evaluate whether each
protective device performs as intended to protect the people, area, or asset is required. Guidelines have
been developed previously to test vehicle protective devices by applying a static load at a particular
location on the protective device. For instance, the State Fire Marshal Division of the Minnesota State
Department of Public Safety has issued an “Aboveground Storage Tank Plan” that discusses how to
install above ground storage tanks. Section 3.8.1 states if a physical barrier is to be used to protect the
storage tank, it “shall be a minimum of 36 inches in height and shall resist a force of 12 000 pounds
applied 36 inches above the adjacent ground surface.” While such static test methods are beneficial in
certain instances, the performance of a protective device when impacted dynamically cannot be
conclusively predicted using such a test method.
Test Methods have been developed previously that provide for a range of impact conditions,
designations, and penetration performance ratings for vehicles traveling at high speeds. Test Method
F2656F2656/F2656M provides for high speed impact speeds of 65, 80, and from 50 to 100 km/h [40,
50, and 60 mph]. However, no ASTM test[30 to 60 mph] for a series of test vehicles which include
a passenger pickup truck with nominal weight of 22 250 N [5000 lb]. However, Test Method
F3016/F3016M method has been formally developed to quantify the dynamic performance of a
vehicle protective device at speeds of 50 km/h [30 mph] and lower.in arresting a 22 250 N [5000 lb]
surrogate test vehicle that represents a passenger pickup truck for impact speeds from 20 to 50 km/h
[10 to 30 mph].
1. Scope
1.1 This test method provides a range of impact speeds to be used with a 22 250-N [5000 lb] surrogate test vehicle. This test
method establishes a range for penetration performance ratings. End users will be responsible for identifying the appropriate
vehicle impact speed and penetration performance ratings in this test method to satisfythat satisfies their specific needs.
1.1.1 In addition, end users may assign certification ratings for vehicle protective devices based on the test methodologies
described herein. Test parameters are standardized to arrive at a common vehicle weight, enhance test realism and replication, and
produce uniform rating designations.
This test method is under the jurisdiction of ASTM Committee F12 on Security Systems and Equipment and is the direct responsibility of Subcommittee F12.10 on
Systems Products and Services.
Current edition approved Nov. 1, 2014Aug. 1, 2019. Published December 2014Septemer 2019. Originally approved in 2014. Last previous edition approved in 2014 as
F3016/F3016M – 14. DOI: 10.1520/F3016_F3016M-14.10.1520/F3016_F3016M-19.
Copyright © ASTM International, 100 Barr Harbor Drive, PO Box C700, West Conshohocken, PA 19428-2959. United States
F3016/F3016M − 19
1.1.2 The selected reference points for the vehicle protective devices are intended to protect assets on the protected side.
Therefore, points of reference may vary from other standards.
1.2 Units—The values stated in either SI units or inch-pound units are to be regarded separately as standard. The values stated
in each system may not be exact equivalents; therefore, each system shall be used independently of the other. Combining values
from the two systems may result in nonconformance with the standard.
1.3 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility
of the user of this standard to establish appropriate safety safety, health, and healthenvironmental practices and determine the
applicability of regulatory limitations prior to use.
1.4 This international standard was developed in accordance with internationally recognized principles on standardization
established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued
by the World Trade Organization Technical Barriers to Trade (TBT) Committee.
2. Referenced Documents
2.1 ASTM Standards:
C31/C31M Practice for Making and Curing Concrete Test Specimens in the Field
C39/C39M Test Method for Compressive Strength of Cylindrical Concrete Specimens
C136C136/C136M Test Method for Sieve Analysis of Fine and Coarse Aggregates
D2487 Practice for Classification of Soils for Engineering Purposes (Unified Soil Classification System)
F2656F2656/F2656M Test Method for Crash Testing of Vehicle Security Barriers
2.2 AASHTO Standard:
MASH Manual for Assessing and Safety Hardware
T099 Standard Method of Test for Moisture-Density Relations of Soils Using a 2.5-kg [5.5-lb] Rammer and a 305-mm [12-in.]
Drop
2.3 ISO Standard:
ISO/IEC 17025 General Requirements for the Competence of Testing and Calibration Laboratories
2.4 SAE Standards:
J211–1 Instrumentation for Impact Test—Part 1: Electronic Instrumentation
J211–2 Instrumentation for Impact Test—Part 2: Photographic Instrumentation
2.5 TRB Standards:
NCHRP Report 350 Recommended Procedures for the Safety Performance Evaluation of Highway Features
3. Terminology
3.1 Definitions:
3.1.1 accredited independent testing laboratory, n—testing laboratory accredited to perform the referenced testing procedures
by a nationally recognized accrediting agency in accordance with ISO/IEC 17025 and led by a test director.
3.1.1.1 Discussion—
Accredited independent testing laboratories may have no financial interest in or otherwise be affiliated with companies or
individuals for which they perform accreditation testing. Hereinafter, accredited independent testing laboratories are referred to as
either accredited facilities or testing laboratories. Independent testing laboratories whose testing protocols follow this test method
may also conduct tests, provided they are actively seeking ISO/IEC 17025.
3.1.2 acceleration, v—the change of velocity with respect to time by the sign convention established by SAE J211 Section 7.
3.1.3 agency, n—specifier, responsible party, or owner.
3.1.4 bollard, n—vertical posts or series of posts, usually steel, concrete, wood, or combinations of same used to channel or
restrict vehicular traffic, which includes fixed, removable, and operable/retractable posts.
3.1.5 channel amplitude class, n—numerically equal to the upper limit of the measurement range.
3.1.6 continuous barrier, n—any protective device that relies on a continuous foundation or a continuous structural element to
resist penetration by vehicles.
For referenced ASTM standards, visit the ASTM website, www.astm.org, or contact ASTM Customer Service at [e-mail]. For Annual Book of ASTM Standards
volume information, refer to the standard’s Document Summary page on the ASTM website.
Available from American Association of State Highway and Transportation Officials (AASHTO), 444 N. Capitol St., NW, Suite 249, Washington, DC 20001,
http://www.transportation.org.
Available from International Organization for Standardization (ISO), 1, ch. de la Voie-Creuse, CP 56, CH-1211 Geneva 20, Switzerland, http://www.iso.org.
Available from SAE International (SAE), 400 Commonwealth Dr., Warrendale, PA 15096-0001, http://www.sae.org.
Available from Transportation Research Board (TRB), National Research Council, 500 Fifth Street, Washington, D.C., 20001, http://www.trb.org.
F3016/F3016M − 19
3.1.7 debris, n—post-impact protective impact device and surrogate test vehicle components dispersed as a result of impact.
3.1.8 ditch, n—excavation into existing grade with varying cross sections such as “V” or “U” shaped.
3.1.9 durometer, n—a measure of the indentation hardness of a material.
3.1.10 dynamic penetration distance, n—during the crash event, the greater of the maximum dynamic displacement of any
portion of the protective device into the protected area or maximum dynamic intrusion of the leading edge of the surrogate test
vehicle vehicle’s impactor nose into the protected area or maximum dynamic displacement of any portion of the protective
device.area.
3.1.10.1 Discussion—
See Fig. A1.1 for location of protected area and protective device reference location.
3.1.11 final resting point, n—distance from the pre-impact reference location on a protective device to the farthest portion of
the protective device or surrogate test vehicle.
3.1.11.1 Discussion—
Additionally, if the surrogate vehicle does not pass the reference location, the final resting location shall be a negative distance as
measured from the location on the surrogate test vehicle that is closest to the reference location.
3.1.12 impact location, n—specific location on the protective device where the surrogate test vehicle will initially contact the
protective device.
3.1.12.1 Discussion—
The impact location is centered on the protective device for a bollard, concrete shape, or discrete device (bench, planter, and so
forth). The impact location is at the mid-span of a fence, gate, post, and beam or upside down “U.” For a continuous wall, the
impact location is at an expansion joint. If there is no expansion joint, then the continuous wall shall have an impact location at
mid-span. If any other protective device is to be tested, the location of impact shall be determined as the consensus among the
manufacturer, testing laboratory, and end user (when applicable) for the impact location. The impact location shall be chosen as
a point which will exploit the weakest point of the system.
3.1.13 penetration rating, n—rating achieved by a protective device based on dynamic penetration distance.
3.1.14 protected area, n—area, as defined by the governing agency or end user, behind the furthest lateral point of the protective
device as referenced by the data, shown in Fig. A1.1.
3.1.15 protective device, n—bollard, wall, fence, planter, gate, bench, or other structure that provides protection against a vehicle
entering a protected area.
3.1.16 rated ASTM protective device, n—tested protective device that achieves a given penetration rating based on the surrogate
test vehicle traveling perpendicular to the protective device at the defined impact location for that particular device.
3.1.17 shallow mount platform, n—plate, pad, or structural foundation resting on the surface or embedded no more than 305 mm
[12 in.] below the surface to which one or more protective devices are rigidly fixed.
3.1.18 supplier, n—manufacturer, distributor, designer, or constructor of the protective device that is to be tested and can include
contractors, engineers, and architects.
3.1.19 surrogate test vehicle, n—a 22 250-N [5000 lb] surrogate test vehicle that is designed to replicate a common vehicle type
and weight. See Annex A2Annex A2 and Annex A3 for required specifications for surrogate test vehicle.
3.1.19.1 Discussion—
See Figs. A2.1 and A2.2.
3.1.20 test director, n—employee of the testing laboratory responsible for all aspects of a test.
3.2 Acronyms:
3.2.1 AASHTO—American Association of State Highway Transportation Officials.
3.2.2 ISO—International Organization for Standardization.
3.2.3 MASH—Manual for Assessing Safety Hardware.
3.2.4 NCHRP—National Cooperative Highway Research Program
3.2.5 SAE—Society of Automotive Engineers.
F3016/F3016M − 19
3.2.6 SUV—Sport Utility Vehicle.
3.3 Abbreviations:
3.3.1 fps—frames per second.
3.3.2 ft—feet.
3.3.3 g—measure of acceleration referenced to gravity.
3.3.4 in.—inches.
3.3.5 km/h—kilometreskilometers per hour.
3.3.6 kPa—kiloPascal.
3.3.7 lb—pounds.
3.3.8 m—metres.meters.
3.3.9 m/s—metresmeters per second.
3.3.10 mph—miles per hour.
3.3.11 ms—milliseconds.
3.3.12 N—newtons.
3.3.13 psi—pounds per square inch.
3.3.14 s—second.
4. Summary of Test Method
4.1 The set of complete fabrication drawings and specifications for a protective device that will be tested shall be submitted by
the supplier to the testing laboratory at least 14 days before testing. These documents shall become part of the permanent test
record.
4.2 Before testing, an approved surrogate test vehicle speed and penetration rating is selected by the supplier in coordination
with the test director and other stakeholders. Additionally, if the protective device does not have an identified impact location as
stated above, then the supplier, testing laboratory, and user agency or end user (when applicable) shall come to a consensus and
identify the impact location as stated in 3.1.12.
4.3 There will be a minimum of one test conducted. The first test article shall be the as-built test article if not specified; test
the proposed design in washed sand. If the foundation displaces 25 mm [1 in.] or less in any direction from the initial footing
location, the system is considered rigid and no other testing is required. If the foundation displaces greater than 25 mm [1 in.] in
any direction from the initial foundation location, a second test is required with the foundation encased in a concrete slab. For
protective devices on shallow mount foundations, only a single test is required, provided the platform is set in accordance with
supplier’s instruction.
4.4 The test director shall determine the validity of the test and, if found valid, shall assign a speed and a penetration rating for
the protective device.
5. Significance and Use
5.1 This test method provides a procedure to establish a penetration rating for vehicle protective devices subjected to low-speed
vehicle impact. Knowing the penetration rating provides the end user with the ability to select an appropriate protective device for
site-specific conditions.
5.2 The protective device penetration rating does not imply that a device will perform as rated in all site conditions, approach
routes, and topography. Also, this test method requires that the specimen only be tested at a specific impact location and, therefore,
not all locations of impact can be tested and validated for a penetration rating. Other impact locations may provide different
penetration ratings.
6. Apparatus
6.1 Appendix X1 provides recommendations on methods of data acquisition that are required by this test method. Appendix X2
provides an example form that may be used for surrogate test vehicle parameters to be measured before testing.
6.2 Pre-test data acquisition shall document the as-built, untested protective device and surrogate test vehicle configuration.
Documentation includes as-built specifications and fabrication drawings for the protective device, measurements, and photography.
Survey locations for evaluation of any base slab, columns, bollards, protective device, or protective device support elements that
may define deformation, translation, rotation, and uplift should be recorded in pre-test and post-test states.
6.3 During the test, surrogate test vehicle impact speed and impact angle shall be measured. Video documentation, with
perpendicular (profile), overhead, and downstream aligned with the centerline of the protective device (on surrogate test vehicle)
F3016/F3016M − 19
shall be provided. Oblique views are recommended. Photographic instrumentation specifications shall be in accordance with SAE
Standard J211–2. Minimum high-speed film or video shall be 400 fps or greater. Determination of impact time equals 0 s shall be
established by the use of a contact ribbon switch mounted to the front face of the protective device or surrogate test vehicle bumper
triggering a strobe flash that can be recorded on the video documentation for cross referencing between video sources. In addition,
the maximum dynamic penetration of any portion of the protective device or the surrogate test vehicle shall be measured from the
initial reference location. In Fig. A1.1, the reference location is illustrated.
6.4 Surrogate test vehicle acceleration shall be measured beginning 500 ms before impact and ending after the vehicle has come
to rest. The primary accelerometer shall be rigidly located within 305 mm [12 in.] of the x-axis, y-axis, and 50 mm [2 in.] of the
z-axis of the center of gravity of the surrogate test vehicle and set to measure longitudinal and lateral acceleration. The secondary
accelerometer shall be located within 305 mm [12 in.] directly above the rear axle and centered along the x-axis of the surrogate
test vehicle and set to measure longitudinal and lateral acceleration. Electronic instrumentation specifications shall be in
accordance with SAE Standard J211–1. Additionally, all accelerometers must have a minimum channel amplitude class of 75200
g.
6.4.1 Collecting acceleration data 500 ms before impact provides data to determine the stability of the surrogate test vehicle
before impact.
6.5 After the test, protective device deformation, movement of the protective device foundation, surrogate test vehicle
penetration, and damage of both test article and surrogate test vehicle, if any, shall be documented with measurements, data
recordings, and photography. See 6.2 for suggested data collection locations. Greatest displacement of any debris from the test
article and any debris from the test article over 50 N [10 lb] shall be measured in a straight line from impact location. Measure
the general extents of the debris field. Other parameters peculiar to a protective device may entail additional documentation. For
instance, a gate may be shown to be operational after the collision, even though this is not a requirement of this test method.
7. Testing
7.1 Impact Performance—The impact speed that the protective device is to withstand shall be established by the supplier in
consultation with the test director and others who might be involved. Actual impact speed shall be within the permissible speed
range for the test to be deemed acceptable. During the test, the greater of the maximum dynamic intrusion of the surrogate test
vehicle or the maximum dynamic displacement of any portion of the protective device into the protected area at the impact speed
determines the dynamic penetration rating for that specific speed. Surrogate test vehicle dynamic penetration shall be referenced
to the leading edge of the surrogate test vehicle. There are three nominal test speeds in this test method: 20, 35, and 50 km/h [10,
20 and 30 mph] (Table 1).
7.2 Test Site:
7.2.1 Tests shall be conducted at an accredited facility. These accredited facilities shall have adequate space to accelerate the
surrogate test vehicle to the desired impact speed and have a 2-m [6.56-ft] minimum distance behind the protective device
reference location, as shown in Fig. A1.1 and in accordance with Table 1. In general, the space in front of and behind the test article
needs to be level and clear unless part of the test installation.
7.2.2 Tests shall be conducted on flat, level ground where the grade change is less than 2 %. Protective devices can then be
installed on curbs/sidewalks if the impact side face of the protective device is installed within 0.41 m [1.35 ft] of the face of the
curb/sidewalk. However, if the protective device’s impact side face is to be installed greater than 0.41 m [1.35 ft] away from the
face of the curb/sidewalk, see 7.3.
7.2.3 For the first test, the test article will be embedded in washed sand. The washed sand will have a depth and width 1.5 times
the foundation depth or 0.6 m [2 ft], whichever is greater up to a maximum of 1.8 m [6 ft] and extend 0.3 m [1 ft] below bottom
of device. The washed sand shall be analyzed in accordance with Test Method C136C136/C136M and classified in accordance with
Practice D2487. The washed sand shall be classified as SP – poorly graded sand and be compacted to a density of not less than
90 % maximum dry density in accordance with AASHTO Method of Test T099.
TABLE 1 Impact Condition Designations
Surrogate Test Nominal Permissible Impact Speed
Vehicle Weight, Minimum Test Speed Range, Rating
N [lb] Speed, km/h km/h [mph]
[mph]
20 [10] 19 – 33.9 S10
[9 – 18.9]
22 250 ± 490 35 [20] 34 – 47.4 S20
[5000 ± 110] [19 – 27.4]
50 [30] 47.5 – 52.5 S30
[27.5 – 32.5]
F3016/F3016M − 19
7.2.4 If a second test is necessary, the test article foundation shall be installed in a concrete slab. The concrete slab shall be
formed out of 25 000-kPa [3600-psi] concrete and tested in accordance with both Practice C31/C31M and Test Method C39/C39M.
For the foundation to be considered rigid, the embedded foundation shall be in excess of three times the weight of the surrogate
test vehicle or 66 800 N [15 000 lb].
7.3 Test Article—The protective device shall be constructed in a manner representative of the proposed actual service installation
and conform to the supplier specifications and fabrication drawings. Any deviations from fabrication, specification, or erection
details shall be noted in the test report. For instance, when the test article is to be installed greater than 0.41 m [1.35 ft] away from
the curb, it shall be tested as such.
7.4 Surrogate Test Vehicle—The surrogate test vehicle shall be 22 2500 6 490 N [5000 6 110 lb] consisting of an impactor
nose with the impact height at 710 6 30 mm [28 6 1 in.]. Table 2 provides the required dimensions and specifications for surrogate
test vehicle properties.
7.4.1 The surrogate test vehicle is modeled after an American Association of State Highway and Transportation Officials
th
(AASHTO) Manual for Assessing Safety and Hardware (MASH) 2270P Pickup Truck. This vehicle represents the 90 percentile
in terms of vehicle weight for all passenger vehicles sold in 2002 and have similar weights and center of gravity as large SUV.
7.4.2 The surrogate test vehicle is modeled after an American Association of State Highway and Transportation Officials
th
(AASHTO) Manual for Assessing Safety and Hardware (MASH) 2270P Pickup Truck. This vehicle represents the 94 percentile
in terms of vehicle weight for all passenger vehicles sold in 2002 and have similar weights and center of gravity as large SUV.
The surrogate test vehicle stiffness represents a MASH 2270P test vehicle impacting a rigid 10 in. nominal diameter bollard at 48
km [30 mph]. A method shall be The standard method used to replicate the measured MASH 2270P test vehicle crush as the
impactorstiffness is provided in Annex A3nose displaces. . The required stiffness rate is provided in Table 3. Common methods
to replicate vehicle crush, while not exclusive, are the use of crushable aluminum honeycomb or linear-elastic springs. The
impactor nose shall have zero stored energy before impact and no elastic rebound after the impact.
7.4.3 Alternative methods to replicate vehicle crush are allowed, but the method must meet the requirements provided in Table
3.
7.4.4 Ballasts shall be used to increase weight if needed. The vertical center of gravity shall be at 710 6 30 mm [28 6 1 in.].
Load applied by the surrogate test vehicle shall align through the center of gravity of the surrogate test vehicle. The lateral center
of gravity shall be within 50 mm [2 in.] of the surrogate test vehicle geometric center. The impactor nose shall be built in
accord
...