ASTM F2656/F2656M-23
(Test Method)Standard Test Method for Crash Testing of Vehicle Security Barriers
Standard Test Method for Crash Testing of Vehicle Security Barriers
SIGNIFICANCE AND USE
5.1 This test method provides a structured procedure to establish a penetration rating for vehicle perimeter barriers subjected to a vehicle impact. Knowing the penetration rating helps to select an appropriate barrier for site-specific conditions around a facility.
5.2 The barrier penetration rating does not imply that a barrier will perform as rated in all site conditions, approach routes, and topography. Also, only single-specimen tests at a specified impact location are required by this test method, and therefore, not all points of impact can be tested and validated for the penetration rating. Other impact locations may respond differently.
SCOPE
1.1 This test method provides a range of vehicle impact conditions, designations, and penetration performance levels. This will allow an agency to select passive perimeter barriers and active entry point barriers appropriate for use at facilities with a defined moving vehicle threat. Agencies may adopt and specify those condition designations and performance levels in this test method that satisfy their specific needs. Agencies may also assign certification ratings for active and passive perimeter barriers based on the tests and test methodologies described herein. Many test parameters are standardized to arrive at a common vehicle type and mass, and replication, and produce uniform rating designations.
1.2 Compliance with these test procedures establishes a measure of performance but does not render any vehicle perimeter barrier invulnerable to vehicle penetration. Caution should be exercised in interpreting test findings and in extrapolating results to other than test conditions and to user site conditions. This standard does not confirm the performance of the test barrier in the user site conditions. While computer simulations are powerful tools that are useful in the development of new and improved barriers or in estimating performance under differing conditions, the analytical models and methods must be validated against physical test data. When performing a test, developers and users are encouraged to address specific or unusual user site conditions as needed.
1.2.1 Often local terrain features, soil conditions, climate, or other items will dictate special needs at specific locations. Therefore, if user site conditions are likely to degrade a barrier’s performance, the agency in need of a vehicle perimeter barrier should require testing with the specific user site conditions replicated for full-scale crash testing or numerical simulations that explicitly represent the user site conditions and have demonstrated connection to the “as-tested” soil configuration. For example, if the user site conditions are expansive clays, one could obtain user site materials and provide those to the test lab for the full-scale crash test.
1.3 Product/design certification under this test method only addresses the ability of the barrier to withstand the impact of the test vehicle. It does not represent an endorsement of the product/design or address its operational suitability.
1.4 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 non-conformance with the standard.
1.5 This test method is intended to replace all previous versions of the test method for current and future testing.
1.6 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 to determine the applicability of regulatory limitations prior to use.
1.7 This international standard was developed in accordance with internationally recognized principles on standardization established ...
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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: F2656/F2656M − 23
Standard Test Method for
1
Crash Testing of Vehicle Security Barriers
This standard is issued under the fixed designation F2656/F2656M; 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
Original perimeter barrier test methods were first published in 1985 by the United States Bureau of
Diplomatic Security to assess the crash performance of perimeter barriers and gates. Since that time,
the frequency and scale of attacks using vehicles with or without an explosive payload have increased
both internationally and domestically. Therefore, there is a need to address a broad spectrum of
possible incident conditions such as credible threat vehicle types for the locale, attack velocities of the
different vehicles, and different acceptable penetration limitations. Also, there are different evaluation
criteria for different agencies that fulfill their unique access control operations, aesthetics, and other
organizational requirements. This test method was originally developed to expand the previous
Department of State, Bureau of Diplomatic Security’s crash testing standard, SD-STD-02.01 Revision
A (2003), to meet the broader needs of multiple organizations responsible for the protection of U.S.
assets domestically and abroad.
Published test standards for vehicle perimeter security devices have previously been maintained by
the U.S. State Department, Bureau of Diplomatic Security. The Specification for Vehicle Crash Test
of Perimeter Barriers and Gates was first published in 1985 as SD-STD-02.01. In that standard, the test
vehicle was specified as a medium-duty truck weighing 6800 kg [15 000 lb]. The payload was to be
securely attached to the frame and nominal impact velocities were 50 km ⁄h, 65 km ⁄h, and 80 km ⁄h
[30 mph, 40 mph, and 50 mph]. Penetration limits were 1 m, 6 m, and 15 m [3 ft, 20 ft, and 50 ft] and
were measured from the attack face of the perimeter security device to the final resting position of the
front of the frame rails of the test vehicle.
In 2003, the U.S. State Department, Bureau of Diplomatic Security issued an updated standard
(SD-STD-02.01, Revision A) for the testing of perimeter barriers. This update was done for several
reasons. The foremost reason for change was limited setback distances precluded the use of any
devices at their facilities or compounds that did not meet the highest test level, that is, those allowing
more than 1 m [3-ft] penetration distance. Therefore, the revised standard only uses a 1 m [3-ft]
penetration distance. Secondly, the method of rigid attachment of the ballast to the test vehicle was not
simulating likely payload configurations and was altering the structural integrity of the test vehicle.
Consequently, the updated standard requires a payload consisting of 208 L [55-gal] steel drums
strapped together that have been filled with soil. This assembly is then strapped to the vehicle load
platform. The third reason for change was based on the observation that the cargo bed of trucks could
effectively penetrate certain types of barriers. Accordingly, the penetration distance is now measured
from the inside face (non-impact surface) of the barrier to the front of the cargo bed when the vehicle
has reached its final position. Lastly, it was determined that the trucks used different platforms within
a given class affecting result consistency. The revised test standard required the use of very specific
diesel-powered medium-duty trucks.
In 2007, ASTM first published Test Method F2656 – 07 for Vehicle Crash Testing of Perimeter
Barriers. It included the same test vehicle as specified in SD-STD-02.01 Revision A (2003), but
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additional test vehicles were added. They were the small passenger car, a ⁄2-ton regular cab pickup,
and a tandem axle dump truck. In addition, penetration ratings were reestablished and included the
highest rating established by SD-STD-02.01 Revision A. Occupant risk values as established in
NCHRP Report 350 were also added.
Copyright © ASTM International, 100 Barr Harbor Drive, PO Box C700, West Conshohocken, PA 19428-2959. United States
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F2656/F2656M − 23
The previous version of Test Method F2656/F2656M incorporated two additional vehicles, the large
passenger sedan and a Class 7 cab-over with a single rear axle. Additionally, the small car and pickup
have been updated to match the latest AASHTO
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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: F2656/F2656M − 20 F2656/F2656M − 23
Standard Test Method for
1
Crash Testing of Vehicle Security Barriers
This standard is issued under the fixed designation F2656/F2656M; 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
Original perimeter barrier test methods were first published in 1985 by the United States Bureau of
Diplomatic Security to assess the crash performance of perimeter barriers and gates. Since that time,
the frequency and scale of attacks using vehicles with or without an explosive payload have increased
both internationally and domestically. Therefore, there is a need to address a broad spectrum of
possible incident conditions such as credible threat vehicle types for the locale, attack velocities of the
different vehicles, and different acceptable penetration limitations. Also, there are different evaluation
criteria for different agencies that fulfill their unique access control operations, aesthetics, and other
organizational requirements. This test method was originally developed to expand the previous
Department of State, Bureau of Diplomatic Security’s crash testing standard standard, SD-STD-02.01
Revision A (2003), to meet the broader needs of multiple organizations responsible for the protection
of U.S. assets domestically and abroad.
Published test standards for vehicle perimeter security devices have previously been maintained by
the U.S. State Department, Bureau of Diplomatic Security. The Specification for Vehicle Crash Test
of Perimeter Barriers and Gates was first published in 1985 as SD-STD-02.01. In that standard, the test
vehicle was specified as a medium-duty truck weighing 6800 kg [15 000 lb]. The payload was to be
securely attached to the frame and nominal impact velocities were 50,50 km 65,⁄h, 65 km ⁄h, and
8080 km km/h [30, 40, and 50 mph]. ⁄h [30 mph, 40 mph, and 50 mph]. Penetration limits were 1, 6,
and 15 m [3, 20, and 50 ft] 1 m, 6 m, and 15 m [3 ft, 20 ft, and 50 ft] and were measured from the
attack face of the perimeter security device to the final resting position of the front of the frame rails
of the test vehicle.
In 2003, the U.S. State Department, Bureau of Diplomatic Security issued an updated standard
(SD-STD-02.01, Revision A) for the testing of perimeter barriers. This update was done for several
reasons. The foremost reason for change was limited setback distances precluded the use of any
devices at their facilities or compounds that did not meet the highest test level, that is, those allowing
more than 1-m1 m [3-ft] penetration distance. Therefore, the revised standard only uses a 1-m1 m
[3-ft] penetration distance. Secondly, the method of rigid attachment of the ballast to the test vehicle
was not simulating likely payload configurations and was altering the structural integrity of the test
vehicle. Consequently, the updated standard requires a payload consisting of 208-L208 L [55-gal] steel
drums strapped together that have been filled with soil. This assembly is then strapped to the vehicle
load platform. The third reason for change was based on the observation that the cargo bed of trucks
could effectively penetrate certain types of barriers. Accordingly, the penetration distance is now
measured from the inside face or non-impact surface (non-impact surface) of the barrier to the front
of the cargo bed when the vehicle has reached its final position. Lastly, it was determined that the
trucks used different platforms within a given class affecting result consistency. The revised test
standard required the use of very specific diesel-powered medium-duty trucks.
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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 April 1, 2020Nov. 1, 2023. Published April 2020November 2023. Originally approved in 2007. Last previous edition approved in 20182020 as
F2656/F2656M – 18a.F2656/F2656M – 20. DOI: 10.1520/F2656_F2656M-20.10.1520/F2656_F2656M-23.
Copyright © ASTM International, 100 Barr Harbor Drive, PO Box C700, West Conshohocken, PA 19428-2959. United States
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F2656/F2656M − 23
In 2007, ASTM first published Test Method F2656F2656 – 07 for Vehi
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