ASTM F2656/F2656M-23

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 ...

General Information

• Status: Published
• Publication Date: 31-Oct-2023
• ICS: 93.080.30 - Road equipment and installations
• Technical Committee: F12 - Security Systems and Equipment
• Drafting Committee: F12.10 - Systems Products and Services

Relations

• Replaces: ASTM F2656/F2656M-20 - Standard Test Method for Crash Testing of Vehicle Security Barriers
• Effective Date: 01-Nov-2023
• Referred By: ASTM E3211-22 - Standard Practice for Selection, Integration, and Verification of Active Vehicle Barrier Safety Devices
• Effective Date: 01-Nov-2023
• Referred By: ASTM F3455/F3455M-22 - Standard Practice for Establishing the Minimum- and Maximum-Width Configurations for Crash Testing of Exceptionally Long Variable-Width Vehicle Barriers
• Effective Date: 01-Nov-2023
• Referred By: ASTM F3016/F3016M-19 - Standard Test Method for Surrogate Testing of Vehicle Impact Protective Devices at Low Speeds
• Effective Date: 01-Nov-2023

Overview

ASTM F2656/F2656M-23: Standard Test Method for Crash Testing of Vehicle Security Barriers establishes a recognized methodology for evaluating the crashworthiness and penetration resistance of vehicle security barriers. Developed by ASTM International, this standard provides a framework for testing both passive and active vehicle barriers under controlled impact scenarios, enabling agencies, facility managers, engineers, and security planners to make informed decisions when selecting barriers suited for specific threats and site conditions.

The standard encompasses a wide range of vehicle types and impact velocities to deliver comprehensive penetration performance ratings. It has evolved in parallel with global security needs, aligning with both U.S. and international requirements, including harmonization with ISO 22343.

Key Topics

• Crash Testing Protocols: Structured procedures for full-scale crash testing of vehicle barriers, including selection of test vehicles, impact velocities, and detailed pre- and post-test documentation.
• Penetration Rating System: Standardized performance levels that classify barriers based on how far a test vehicle penetrates upon impact, providing clear reference points for barrier selection.
• Test Vehicles and Conditions: Incorporates a range of vehicles (e.g., passenger cars, pickup trucks, medium and heavy-duty trucks) and varying velocities to represent diverse real-world threat scenarios.
• Site-Specific Testing Considerations: Recommendations for addressing variables such as local soil, terrain, and environmental factors to better simulate actual installation conditions.
• Accredited Testing & Data Collection: Emphasis on independent, ISO 17025-accredited laboratories utilizing standardized methodologies for data acquisition, video documentation, and performance reporting.
• Safety and Compliance: Addresses user responsibility for site safety, health, and environmental practices, and outlines limitations in interpreting test results outside controlled scenarios.

Applications

• Perimeter Security: Used to evaluate and select vehicle security barriers for protecting critical infrastructure, government buildings, commercial properties, and public venues from hostile vehicle intrusions or attacks.
• Barrier Certification: Agencies and organizations can certify vehicle barriers and entry point systems to documented penetration standards, aiding in compliance with both national and international security regulations.
• Custom Site Assessments: Encourages replication of unique site conditions (such as soil type or topography) within testing protocols, ensuring that barrier performance data is relevant to actual deployment environments.
• Procurement Specifications: Enables facility owners, security consultants, and engineers to specify barriers by referencing ASTM F2656/F2656M-23 performance ratings, ensuring interoperability and a uniform basis for comparison among products.
• Design Validation: Manufacturers leverage this standard to demonstrate product performance, inform design improvements, and meet client or regulatory requirements for crash-tested security solutions.

Related Standards

• ISO 22343-1: Security and resilience - Vehicle security barriers - Performance requirement, vehicle impact test method and performance rating. Harmonized references ensure consistency in international specifications.
• AASHTO Manual for Assessing Safety Hardware (MASH): Provides guidance for vehicle and crash simulation compatibility.
• SAE J211-1 & J211-2: Instrumentation standards for impact and photographic testing, referenced for data acquisition protocols.
• ASTM F3455/F3455M: Practice for exceptionally long or variable-width barrier configurations.
• ASTM D1556, D6938: Standards for soil density and compaction, relevant for foundation conditions in barrier testing.
• SD-STD-02.01 (US Department of State): Historical specification for crash testing of perimeter security devices, with updates integrated into ASTM F2656/F2656M.

ASTM F2656/F2656M-23 delivers a robust, standardized approach to vehicle barrier crash testing, supporting enhanced physical security, risk mitigation, and regulatory compliance across a broad spectrum of security-sensitive locations. By aligning with this standard, organizations can better protect assets and the public against vehicular threats.

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: F2656/F2656M − 23
Standard Test Method for
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
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
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 Manual for Assessing Safety Hardware (MASH), the
update to NCHRP Report 350. Class 7 cab-over is compatible with European standards and is
designated C7. Additional definitions and recommendations have also been added and the word
“perimeter” has been deleted from the title to reflect more accurately all barriers tested under this test
method. Since it was determined that the P4 rating did not have substantial relevance, this rating has
been eliminated. To keep up with current terminology, the term “reduced risk” is discussed in that
version of Test Method F2656/F2656M.
Test Method F2656/F2656M – 20 has incorporated two major changes from F2656 – 15. The first
and most significant change is all penetration ratings are referenced to the leading impact edge of the
barrier being tested. This serves to remove any ambiguity relating to barrier size or footprint and the
previous determination of reference points on trailing edges. It also serves to harmonize with the
international standard ISO 22343. Secondly, because the previous bed attachment requirement is
inadequate demonstrated by loss of bed attachment, the number of shear plates has been increased to
a minimum of three on each frame rail.
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, 2023. Published November 2023. Originally approved in 2007. Last previous edition approved in 2020 as F2656/F2656M – 20. DOI:
10.1520/F2656_F2656M-23.
1. Scope clays, one could obtain user site materials and provide those to
the test lab for the full-scale crash test.
1.1 This test method provides a range of vehicle impact
1.3 Product/design certification under this test method only
conditions, designations, and penetration performance levels.
addresses the ability of the barrier to withstand the impact of
This will allow an agency to select passive perimeter barriers
the test vehicle. It does not represent an endorsement of the
and active entry point barriers appropriate for use at facilities
product/design or address its operational suitability.
with a defined moving vehicle threat. Agencies may adopt and
specify those condition designations and performance levels in
1.4 The values stated in either SI units or inch-pound units
this test method that satisfy their specific needs. Agencies may
are to be regarded separately as standard. The values stated in
also assign certification ratings for active and passive perimeter
each system may not be exact equivalents; therefore, each
barriers based on the tests and test methodologies described
system shall be used independently of the other. Combining
herein. Many test parameters are standardized to arrive at a
values from the two systems may result in non-conformance
common vehicle type and mass, and replication, and produce
with the standard.
uniform rating designations.
1.5 This test method is intended to replace all previous
versions of the test method for current and future testing.
1.2 Compliance with these test procedures establishes a
measure of performance but does not render any vehicle
1.6 This standard does not purport to address all of the
perimeter barrier invulnerable to vehicle penetration. Caution
safety concerns, if any, associated with its use. It is the
should be exercised in interpreting test findings and in extrapo-
responsibility of the user of this standard to establish appro-
lating results to other than test conditions and to user site
priate safety, health, and environmental practices and to
conditions. This standard does not confirm the performance of
determine the applicability of regulatory limitations prior to
the test barrier in the user site conditions. While computer
use.
simulations are powerful tools that are useful in the develop-
1.7 This international standard was developed in accor-
ment of new and improved barriers or in estimating perfor-
dance with internationally recognized principles on standard-
mance under differing conditions, the analytical models and ization established in the Decision on Principles for the
methods must be validated against physical test data. When
Development of International Standards, Guides and Recom-
performing a test, developers and users are encouraged to mendations issued by the World Trade Organization Technical
address specific or unusual user site conditions as needed.
Barriers to Trade (TBT) Committee.
1.2.1 Often local terrain features, soil conditions, climate, or
2. Referenced Documents
other items will dictate special needs at specific locations.
Therefore, if user site conditions are likely to degrade a 2.1 ASTM Standards:
C39 Test Method for Compressive Strength of Cylindrical
barrier’s performance, the agency in need of a vehicle perim-
eter barrier should require testing with the specific user site
conditions replicated for full-scale crash testing or numerical
For referenced ASTM standards, visit the ASTM website, www.astm.org, or
simulations that explicitly represent the user site conditions and
contact ASTM Customer Service at [e-mail]. For Annual Book of ASTM
have demonstrated connection to the “as-tested” soil configu-
Standards volume information, refer to the standard’s Document Summary page on
ration. For example, if the user site conditions are expansive the ASTM website.
F2656/F2656M − 23
Concrete Specimens 3.1.2 accredited independent testing laboratory, n—testing
D1556 Test Method for Density and Unit Weight of Soil in laboratory accredited to perform the referenced testing proce-
Place by Sand-Cone Method dures by a nationally recognized accrediting agency in accor-
D4429 Test Method for CBR (California Bearing Ratio) of dance with ISO/IEC 17025 and led by a test director.
Soils in Place (Withdrawn 2018) 3.1.2.1 Discussion—Accredited independent testing labora-
D6938 Test Methods for In-Place Density and Water Content tories may have no financial interest in or otherwise be
of Soil and Soil-Aggregate by Nuclear Methods (Shallow affiliated with companies or individuals for which they perform
Depth) accreditation testing. Hereinafter, accredited independent test-
F3455/F3455M Practice for Establishing the Minimum- and ing laboratories are referred to as either accredited facilities or
Maximum-Width Configurations for Crash Testing of testing laboratories. Other independent testing agencies ac-
Exceptionally Long Variable-Width Vehicle Barriers tively pursuing accreditation and whose testing protocols are
accepted by a federal agency may also conduct tests for a
2.2 AASHTO Standards:
period of one year after performing the first test using this test
M147-65 Standard Specifications for Transportation Materi-
method.
als and Methods of Sampling and Testing, Table 1 Grading
Requirements for Soil-Aggregate Materials, Grading B
3.1.3 agency, n—specifier, responsible party, or owner.
T099 Standard Method of Test for Moisture-Density Rela-
3.1.4 barrier, n—also referred to as a vehicle security
tions of Soils Using a 2.5-kg (5.5-lb) Rammer and a
barrier, gate, bollard, wedges, drop arms, walls, wire ropes,
305-mm (12-in.) Drop
net, planter, other structure, or topographic feature (that is,
2.3 ISO Standards:
berms, rocks, ha-has, ditches, trenches or steep inclines) that
ISO/IEC 17025 General requirements for the competence of
provides protection against a vehicle trying to gain access
testing and calibration laboratories
overtly to a compound or facility.
ISO 22343-1 Security and resilience – Vehicle security
3.1.4.1 Discussion—Active barriers can be deployed to
barriers – Part 1: Performance requirement, vehicle impact
serve as a security device and can be stored to allow traffic
test method and performance rating
passage while passive barriers are generally permanent. Some-
2.4 SAE Standard:
times barriers are also portable; these can be active or passive.
J211-1 Instrumentation for Impact Test – Part 1: Electronic
The perimeter is typically the outermost boundary over which
Instrumentation
the facility has control and is normally defined by the property
J211-2 Instrumentation for Impact Test – Part 2: Photo-
line
graphic Instrumentation
3.1.5 barrier reference point, n—the pre-test location of the
2.5 U.S. Army Corps of Engineers – PDC Standard:
leading impact edge of the barrier as shown in Annex A1
List of DOD Certified Anti-Ram Vehicle Barriers
which, in conjunction with the vehicle reference point, deter-
2.6 U.S. Department of State – DS:
mines the dynamic penetration distance; once this point’s
SD-STD-02.01 (1985) Specification for Vehicle Crash Test
pre-test location has been determined, this point’s location in
of Perimeter Barriers and Gates, April 1985
space does not change regardless of what happens to the barrier
SD-STD-02.01, Revision A (2003) Test Method for Vehicle
itself during a test.
Crash Testing of Perimeter Barriers and Gates, March
3.1.5.1 Discussion—For barrier types not shown, the barrier
reference point shall be determined by using same ‘leading
impact edge of the barrier methodology’ portrayed by the
3. Terminology
barrier reference points in Annex A1.
3.1 Definitions:
3.1.6 berm, n—mounded section of available material such
3.1.1 “A” pillar, n—structural member forming the forward
as soil, gravel, rock, and so forth.
corner of the cab or passenger compartment.
3.1.7 bollard, n—hollow or solid section posts or series of
posts, usually metal, concrete, wood, or combinations of same,
The last approved version of this historical standard is referenced on
used to channel or restrict vehicular traffic which includes
www.astm.org.
fixed, removable, and operable/retractable posts.
Available from American Association of State Highway and Transportation
Officials (AASHTO), 444 N. Capitol St., NW, Suite 249, Washington, DC 20001,
3.1.8 condition designation, n—relates vehicle type and
http://www.transportation.org.
vehicle velocity to the kinetic energy for which testing is
Available from International Organization for Standardization (ISO), 1 rue de
conducted.
Varembé, Case postale 56, CH-1211, Geneva 20, Switzerland, http://www.iso.ch.
Available from Society of Automotive Engineers (SAE), 400 Commonwealth
3.1.9 continuous barrier, n—any barrier that relies on a
Dr., Warrendale, PA 15096-0001, http://www.sae.org.
continuous foundation or a continuous structural element to
Available from the U.S. Army Corps of Engineers, Protective Design Center,
resist penetration by vehicles.
12565 W. Center Rd., Omaha, NE 68144-3869, https://pdc.usace.army.mil/library/
BarrierCertification. Maintains 1985 list for penetration purposes.
3.1.10 debris, n—post-impact barrier, ballast, and vehicle
Available from the U.S. Army Corps of Engineers, Protective Design Center,
components dispersed as a result of impact.
1616 Capital Avenue, Ste 9000, ATTN: CENWO ED S. Omaha, NE 68102-9000,
https://pdc.usace.army.mil/library/BarrierCertification.
3.1.11 disabled, adj—used in conjunction with the vehicle
Available from U.S. Department of State, Bureau of Diplomatic Security, Office
and barrier description after impact.
of Physical Security Programs, Physical Security Division, Washington, D.C.
20520-1403 3.1.11.1 Discussion—Disabled barrier pertains to an active
F2656/F2656M − 23
barrier that is not operable after impact as a result of damage required. The first test is with the desired impact vehicle for
caused by the test impact. Disabled barrier also pertains to the rating the barrier and the second test is with the small
post-test barrier conditions if it is no longer in a deployed passenger car (SC) impacting at the same location and angle as
position. Disabled vehicle pertains to the vehicle being unable the first test with the SC traveling 100 km/h [60 mph]. No other
to proceed under its own power immediately after impact as a changes are permitted for the second test.
result of damage caused by the test impact. It is appropriate and
3.1.19 setback, n—horizontal distance (measured parallel to
necessary to discuss the level of damage to the vehicle in
the ground) from the barrier reference point to the nearest
determining what extent the vehicle is disabled, for example,
surface of the asset being protected.
the radiator or the oil pan or both may be ruptured that would
3.1.19.1 Discussion—Loss of setback is equivalent to the
ultimately render the vehicle inoperable but would not imme-
original setback minus the penetration distance (3.1.13). See
diately prevent the vehicle from proceeding under its own
also 7.5.2 for penetration information.
power, thus not being defined as disabled for the purposes of
3.1.20 static penetration distance, n—after the crash event,
this test method. However, the vehicle is determined to be
when the test vehicle is at final rest, the horizontal distance
disabled if it is unable to move under its own power immedi-
between the test vehicle reference point and the barrier
ately after impact, for example, the motor is ejected or the axle
reference point; this penetration distance is a straight-line
is dislodged from the vehicle.
distance measured parallel to the ground.
3.1.12 ditch, n—excavation into existing grade with varying
3.1.20.1 Discussion—See Annex A1 for barrier reference
cross sections such as “V” or “U” shaped.
point locations.
3.1.13 dynamic penetration distance, n—during the crash
3.1.21 structural component, n—the portion of the barrier
event, the maximum horizontal penetration distance between
that provides the majority of the barrier’s structural resistance
the test vehicle reference point (3.1.27) and barrier reference
to arrest the vehicle.
point (3.1.5); this penetration distance is a straight-line distance
measured parallel to the ground; this penetration distance
3.1.21.1 Discussion—For the purpose of this test method,
determines the penetration rating (3.1.16); see also 7.5.1 for
the term ‘Structural Component’ does not include braces,
penetration information.
façades, or other features that offer little resistance to the test
3.1.13.1 Discussion—See Annex A1 for barrier reference
vehicle.
point locations.
3.1.22 supplier, n—manufacturer, distributor, designer, or
3.1.14 final resting point, n—distance from the pre-impact constructor of the barrier system that is to be tested and can
include contractors, engineers, and architects.
reference point on a barrier to the portion of the protective
barrier that is furthest away from the original reference point at
3.1.23 test director, n—employee of the testing laboratory
final rest.
responsible for all aspects of a test.
3.1.14.1 Discussion—Additionally, it is the distance from
3.1.24 test vehicle, n—designated vehicle for specific crash
the pre-impact reference point on a barrier to the defined
testing.
vehicle reference point at final rest. This distance may be
3.1.25 underride, n—a type of crash in which a portion of a
negative if the vehicle reference point did not pass the
vehicle goes under a barrier.
pre-impact reference point on a perimeter barrier.
3.1.15 override, n—type of crash in which a portion of a 3.1.26 variable width barrier, n—perimeter security devices
vehicle goes over a barrier. such as gates, nets, wedges, and modular units that will likely
be deployed with different functional widths.
3.1.16 penetration rating, n—rating achieved by a barrier
3.1.26.1 Discussion—For exceptionally long, 91 m [300 ft]
based on maximum dynamic penetration distance for a given
or greater length, see Practice F3455/F3455M – 22.
condition designation.
3.1.16.1 Discussion—Maximum dynamic penetration dis-
3.1.27 vehicle reference point, n—the point on the vehicle
tance is defined in 3.1.13, final resting position is also recorded
used to determine maximum vehicle penetration (3.1.13)
and will sometimes be referenced as the static penetration
during the crash test.
distance in 3.1.20, but has no effect on the penetration rating.
3.1.27.1 Discussion—Most agencies are concerned with the
location of the potential explosives relative to the asset being
3.1.17 rated-ASTM barrier, n—vehicle security barrier
protected. Therefore, likely placements of the explosives will
tested in accordance with this test standard by an accredited
be in the passenger compartment or trunk of the small car (SC),
facility that achieved a penetration rating as defined in 3.1.16.
full-size passenger sedan (FS), and in the cargo bed of the
3.1.18 reduced occupant risk, n—computed values for indi-
pickups truck (PU) and larger vehicles.
cators of severe injury, the lateral and longitudinal occupant
impact velocity is less than 12.20 m/s, and the ridedown 3.2 Acronyms:
acceleration is less than 20.49 g as recommended by MASH.
3.2.1 AASHTO—American Association of State Highway
3.1.18.1 Discussion—There is a minimum of two tests Transportation Officials
3.2.2 ACI—American Concrete Institute
3.2.3 DHS—U.S. Department of Homeland Security
Manual for Assessing Safety Hardware (MASH), American Association of
State Highway and Transportation Officials, Washington, DC, 2009. 3.2.4 DOD—U.S. Department of Defense
F2656/F2656M − 23
3.2.5 DOE—U.S. Department of Energy routes, and topography. Also, only single-specimen tests at a
specified impact location are required by this test method, and
3.2.6 DOS—U.S. Department of State
therefore, not all points of impact can be tested and validated
3.2.7 DOS-DS—Department of State-Bureau of Diplomatic
for the penetration rating. Other impact locations may respond
Security
differently.
3.2.8 DOT—U.S. Department of Transportation
6. Apparatus
3.2.9 GSA—General Services Administration
6.1 Appendix X1 provides recommendations on methods of
3.2.10 ISO—International Standards Organization
data acquisition that are required by this test method and
3.2.11 MASH—Manual for Assessing Safety Hardware
Appendix X2 provides example forms that may be used for
3.2.12 NCHRP—National Cooperative Highway Research
parameters to be measured before, during, and after collision,
Program
including measurement tolerances and techniques.
3.2.13 OBO—Overseas Buildings Operations
6.2 Pre-test data acquisition shall document the as-built,
3.2.14 USACE-PDC—United States Army Corps of
untested barrier and test vehicle configuration. Documentation
Engineers-Protective Design Center
includes as-built specifications and drawings for the test article,
measurements, and photography. Survey points for elevation of
3.3 Abbreviations:
any base slab, columns, bollards, barrier, or barrier support
3.3.1 fps—frames per second
elements that may define deformation, translation, rotation, and
3.3.2 ft/s—feet per second
uplift should be recorded in pre-test and post-test states.
3.3.3 g—measure of acceleration referenced to gravity
6.3 During the test, vehicle impact velocity shall be mea-
3.3.4 km/h—kilometres per hour
sured. Video documentation, with perpendicular (profile) view
3.3.5 lbm—pounds mass
shall be provided. Overhead and oblique views should be
provided in all tests. Photographic instrumentation specifica-
3.3.6 m/s—metres per second
tions shall be in accordance with SAE Standard J211-2. The
3.3.7 mph—miles per hour
lens error as referenced by Section 3.1.1 of SAE J211-2 shall
not exceed 3 % for lenses <50 mm [2-in.] focal length and shall
4. Summary of Test Method
not exceed 1 % for lenses equal to or greater than 50 mm
4.1 The complete, comprehensive set of engineering draw-
[2-in.] focal length. Minimum high-speed film or video shall be
ings and specifications for a barrier that is to be tested shall be
400 fps or greater. Determination of impact time = 0 s shall be
submitted by the supplier to the testing laboratory at least 14
established by the use of a contact ribbon switch mounted to
days before testing. These documents shall become part of the
the front face of the barrier or vehicle bumper triggering a
permanent test record and report. If a supplier desires to obtain
strobe flash that can be recorded on the video documentation
listing of their barrier by one of several agencies that maintain
for cross-referencing between video sources.
such lists, then see Appendix X3 for additional information.
6.4 Vehicle acceleration shall be measured. Accelerometer
4.2 Before testing, an approved test vehicle, test velocity,
location is shown in Figs. X2.1-X2.4 in Appendix X2. Elec-
and desired penetration rating is selected by the supplier in
tronic instrumentation specifications shall be in accordance
coordination with the test director and others who might be
with SAE Standard J211-1. Occupant risk values are to be
involved. The test is then conducted at the chosen velocity
computed per the method of A5.2 “Occupant Risk” in MASH
using the defined test vehicle and ballast conforming to this test
from the acceleration data. Reported occupant risk values only
method. Required test data shall be captured and reported.
pertain to the system and vehicle as tested.
4.3 The test director shall determine the validity of the test
6.5 After the test, barrier deformation, vehicle penetration,
and, if found valid, shall assign a penetration rating for the
and damage of both test article and vehicle shall be docu-
barrier. The vehicle security barrier shall then become a rated
mented with measurements, data recordings, and photography.
ASTM vehicle perimeter barrier with a Condition Designation
See 6.2 for data collection points. Other parameters peculiar to
and Penetration Rating. In the case of a mistake being
a barrier may entail additional documentation. For instance, a
discovered after a test report has been written, the test director
gate may be shown to be operational after the collision, even
shall amend his/her test report and the rating issued to correct
though this is not a requirement of this test method. The
the mistake.
maximum horizontal distance between two barriers measured
above the finished ground surface shall be recorded.
5. Significance and Use
5.1 This test method provides a structured procedure to 7. Test Criteria
establish a penetration rating for vehicle perimeter barriers
7.1 Impact Performance:
subjected to a vehicle impact. Knowing the penetration rating
7.1.1 The level of impact kinetic energy that a barrier is to
helps to select an appropriate barrier for site-specific conditions
withstand shall be established by the supplier in consultation
around a facility.
with the test director and others who might be involved. This
5.2 The barrier penetration rating does not imply that a level is then compared with the kinetic energy levels shown in
barrier will perform as rated in all site conditions, approach Table 1 to select a test vehicle and associated test impact
F2656/F2656M − 23
TABLE 1 Impact Condition Designations
Test Nominal Permissible Kinetic Energy, Condition
Vehicle/Minimum Minimum Speed Range, KJ [ft-kips] Designation
Test Inertial Vehicle, Test Velocity, km/h [mph]
N [lbf] km/h [mph]
Small passenger car (SC) 50 [30] 45.0 to 60.0 10.6 [78] SC30
1100 ± 25 [28.0 to 37.9]
[2420 ± 55]
65 [40] 60.1 to 75.0 17.9 [131] SC40
[38.0 to 46.9]
80 [50] 75.1 to 90.0 27.1 [205] SC50
[47.0 to 56.9]
100 [60] 90.1 and above 42.4 [295] SC60
[57.0 and above]
Full-size Sedan (FS) 50 [30] 45.0 to 60.0 20.3 [137] FS30
2100 ± 50 [28.0 to 37.9]
[4630 ± 110]
65 [40] 60.1 to 75.0 34.2 [247] FS40
[38.0 to 46.9]
80 [50] 75.1 to 90.0 51.9 [387] FS50
[47.0 to 56.9]
100 [60] 90.1 and above 81.0 [557] FS60
[57.0 and above]
Pickup truck (PU) 50 [30] 45.0 to 60.0 22.2 [164] PU30
2270 ± 50 [28.0 to 37.9]
[5000 ± 110]
65 [40] 60.1 to 75.0 37.5 [273] PU40
[38.0 to 46.9]
80 [50] 75.1 to 90.0 56.8 [426] PU50
[47.0 to 56.9]
100 [60] 90.1 and above 88.7 [613] PU60
[57.0 and above]
Standard Test Truck (M) 50 [30] 45.0 to 60.0 65.6 [451] M30
6800 ± 140 [28.0 to 37.9]
[15 000 ± 309]
65 [40] 60.1 to 75.0 111.0 [802] M40
[38.0 to 46.9]
80 [50] 75.1 and above 168.0 [1250] M50
[47.0 and above]
Class 7 Cabover (C7) 50 [30] 45 to 60.0 67.3 [497] C730
7200 ± 150 [28.0 to 37.9]
[15 873 ± 331]
65 [40] 60.1 to 75.0 119.9 [884] C740
[38.0 to 46.9]
80 [50] 75.1 and above 187.2 [1381] C750
[47.0 and above]
Heavy goods vehicle (H) 50 [30] 45.0 to 60.0 285.0 [1950] H30
29 500 ± 590 [28.0 to 37.9]
[65 000 ± 1300]
65 [40] 60.1 to 75.0 481.0 [3470] H40
[38.0 to 46.9]
80 [50] 75.1 and above 728.0 [5430] H50
[47.0 and above]
velocity. Actual test velocity shall be within the permissible minimum behind the barrier reference point, as shown in
range indicated to receive the condition designation. During
Annex A1, in accordance with Table 8. In general, the space
the test, the amount of vehicle penetration of the test barrier at needs to be level with unobstructed impact regions and not
the required impact velocity determines the dynamic penetra-
contain curbs, dikes, or ditches in front of the test article
tion rating for the condition designation. Test vehicle dynamic
installation except where test requirements specify such fea-
penetration shall be referenced to the vehicle reference points
tures as part of the barrier system. Lateral clearance to adjacent
in 7.5.2.
objects shall be a minimum of 3 m [10 ft]. The surface shall
7.1.2 There are four nominal vehicle test velocities in this
replicate anticipated field deployed conditions. This is done in
test method. These nominal velocities are 50 km ⁄h, 65 km ⁄h,
an attempt to minimize unrealistic effects on the barrier’s test
80 km ⁄h, and 100 km ⁄h [30 mph, 40 mph, 50 mph, and
performance from the test boundary conditions.
60 mph]. The velocity and associated vehicle determine the
7.2.2 Unless otherwise required, in test barriers requiring
condition designation (see last column in Table 1).
embedment in soil, including concrete footings, the soil shall
be low-cohesive, well-graded crushed stone or broken gravel
7.2 Test Site:
7.2.1 Tests shall be conducted at an accredited facility. of a particle size distribution comparable to Table 2. The
These facilities shall have adequate space to accelerate the test low-cohesive soil shall have a depth equal to the bottom of the
vehicle to the desired impact velocity and have 30 m [98 ft] foundation and a width equal to 1.5 times the foundation depth
F2656/F2656M − 23
TABLE 2 Recommended Soil Foundation Material TABLE 4 Typical U.S. Full Size Passenger Sedan (FS)
(from AASHTO M147-65)
Make Model GVW, Curb Weight,
kg [lb] kg [lb]
Sieve Size, mm [in.] Mass % Passing
Ford Taurus 2440 [5379] 1831 [4037]
50.0 [2] 100
Dodge Charger 2313 [5100] 1797 [3961]
25.0 [1] 75 to 95
Kia Cadenza 1985 [4376] 1664 [3668]
9.5 [ ⁄8 ] 40 to 75
4.75 [No. 4] 30 to 60
2.00 [No. 10] 20 to 45
0.425 [No. 40] 15 to 30 1
TABLE 5 Typical U.S. ⁄2 Ton Pickup Trucks (PU)
0.075 [No. 200] 5 to 20
Make Model GVW, Curb Weight,
kg [lb] kg [lb]
Chevrolet 1500 Crew Cab 3084 [6800] 2313 [5100]
4 Door
behind the test barrier or 0.6 m [2 ft], whichever is greater up
Ford F150 2926 to 3720 2125 [4685]
[6450 to 8200]
to a maximum of 2.4 m [8 ft]. The low-cohesive soil shall be
Dodge Ram 1500 Quad 2722 to 3084 2263 [4990]
compacted fill to a density of not less than 90 % maximum dry
Cab [6000 to 6800]
density in accordance with Test Method D1556 and Test
Methods D6938 and AASHTO Method of Test T099 and meet
Table 2 for gradation. If testing for site-specific soil conditions
TABLE 6 Typical U.S. Standard Test Trucks (Conventional Cab)
is being conducted, then testing may be performed in replicated
(M)
site soil conditions and reported in the test report. The lateral
Make Model GVW,
kg [lb]
bearing pressure and moisture content shall be recorded and
Ford 650 11 612 to 13 154
reported. These values shall be determined from standard test
[25 600 to 29 000]
methods. It is recommended that Test Method D4429 be used
Ford 750 11 612 to 16 783
[25 600 to 37 000]
to determine the lateral bearing pressure. (If lateral loads are
Freightliner M2 106 8850 to 14 970
expected, the low-cohesive soil shall extend the same distance
[19 500 to 33 000]
laterally.)
International 4300 9752 to 14 970
[21 500 to 33 000]
7.2.3 For test barriers that are surface mounted, testing shall
International 4400 9752 to 14 970
be on a surface established by the supplier in consultation with
[21 500 to 33 000]
the test director and any others who might be involved.
Regardless of the surface on which the barrier is mounted, the
profile of the test bed to a depth of 0.6 m [2 ft] shall be
TABLE 7 Typical U.S. Class 7 Trucks (Cabover) (C7)
determined and documented in the test report.
Make Model GVW,
kg [lb]
7.3 Test Article—The test barrier shall be constructed and
Isuzu FTR 900 11 801 to 15 074
erected in a manner representative of the proposed actual
[26 001 to 33 000]
UD (Nissan) 3300 11 801 to 15 074
service installation and conform to supplier specifications and
[26 001 to 33 000]
drawings. Any deviations from fabrication, specification, or
erection details shall be noted in the test report.
7.4 Test Vehicle—The test vehicle shall be structurally sound
to the fuel tank or weights evenly distributed and securely
(no major rust or structural weakness), have an unmodified
anchored to the occupant compartment floor. Care should be
bumper, and not have any structural additions or modifications
taken to distribute the ballast uniformly. Typical test small
that may enhance test performance. Tires shall be of the size
passenger cars are shown in Table 3.
and type recommended by the manufacturer and inflated to
7.4.2 Full-Size Passenger Sedan (FS)—The full-size pas-
recommended pressure. Note that there might be agency-
senger sedan shall be manufactured within ten years of the test
specific vehicle requirements to which the test must comply to
date and should be selected based on sales information for the
enable the barrier’s inclusion on the agency’s approved barrier
applicable years. The gross vehicle test mass shall be 2100 kg
list. Tables 3-7 are not all-inclusive; comparable vehicles may
6 50 kg [4630 lb 6 110 lb]. If ballasting is required, water
be acceptable as test vehicles.
may be added to the fuel tank or weights evenly distributed and
7.4.1 Small Passenger Car (SC)—The small passenger car
securely anchored to the occupant compartment floor. Care
shall be manufactured within ten years of the test date and
should be taken to distribute the ballast uniformly. Typical test
should be selected based on sales information for the appli-
sedans are shown in Table 4.
cable years. The vehicle may be a sedan or coupe configura-
7.4.3 Pickup Truck (PU)—The pickup truck shall be a
tion. The gross vehicle test mass shall be 1100 kg 6 25 kg
⁄2-ton-rated body style and manufactured within ten years of
[2420 lb 6 55 lb]. If ballasting is required, water may be added
the test date and should be selected based on sales information
for the applicable years. Four-door, crew cab pickups shall be
TABLE 3 Typical U.S. Small Passenger Car (SC)
used. The ⁄2-ton crew cab pickup has been shown to be a good
Make Model GVW, Curb Weight, surrogate for the sport utility vehicle. The gross vehicle test
kg [lb] kg [lb]
mass shall be 2270 kg 6 50 kg [5000 lb 6 110 lb]. If ballasting
Kia Rio 1560 [3438] 1125 [2480]
is required, care should be taken to distribute the ballast
Toyota Yaris 1061 [2340] 1041 [2295]
uniformly. Typical test pickups are shown in Table 5.
F2656/F2656M − 23
7.4.4 Standard Test Truck (M)—The standard test truck will manufacturer. Ballast material shall be soil-filled, 208 L [55-
be equipped with a conventional cab. The conventional M gal] steel drums attached to the vehicle cargo bed, as described
vehicle shall be equipped with a diesel engine and tested at a
in 7.4.5.2.
test inertial vehicle mass of 6800 kg 6 140 kg [15 000 lb 6
7.4.5.1 Illustrative U.S. manufactured Class 7 Cabovers and
309 lb]. U.S. standard test trucks have gross vehicle mass
Cab Forward Class 7 trucks are given in Table 7.
ratings of 11 612 kg to 14 970 kg [25 600 lb to 33 000 lb] and
7.4.5.2 The ballast will be standard, round, “open top”
a wheelbase of 6.0 m 6 1.25 m [236 in. 6 50 in.]. A
(removable top, secured with ring and nut/bolt, or level-lock
commercially manufactured flat bed, 6.1 m 6 1.5 m [20 ft 6
mechanism), 208 L [55-gal] metal drums filled with soil. The
60 in.] long shall be installed per the vehicle manufacturer’s
208 L [55-gal] drums are nominally 610 mm + 51 mm [24 in.
specifications. “U” bolts shall be spaced at 1.0 m 6 0.2 m [3 ft
+ 2 in.] in diameter and 914 mm + 51 mm [36 in. + 2 in.] in
6 8 in.] on center, unless otherwise specified by the vehicle
outside height. (ISO “containerizable” steel drums may also be
manufacturer and shear plate connections shall be provided on
used. These are nominally 595 mm [23 ⁄16 in.] with the same
the front, middle, and rear of the flat bed as specified by vehicle
inside diameter as the standard 208 L [55-gal] drum. Three
manufacturer. Ballast material shall be soil-filled, 208 L [55-
horizontal cargo straps and a minimum of one cargo strap over
gal] steel drums attached to the vehicle cargo bed, as described
the top of each row of steel drums are required. Photos of a
in 7.4.4.2.
typical test vehicle configuration and ballast attachment using
7.4.4.1 Illustrative U.S. manufactured standard test trucks
4540 kg [10 000 lb] ultimate capacity cargo straps are shown
are given in Table 6.
in Figs. 1 and 2.
7.4.4.2 The ballast will be standard, round, “open top”
(removable top, secured with ring and nut/bolt, or level-lock 7.4.6 Heavy Goods Vehicle (H)—The heavy goods vehicle
mechanism), 208 L [55-gal] metal drums filled with soil. The shall be a tandem axle dump truck or tandem axle with drop
208 L [55-gal] drums are nominally 610 mm 6 51 mm [24 in.
axle with a minimum gross vehicle mass of 27 300 kg
6 2 in.] in diameter and 914 mm 6 51 mm [36 in. 6 2 in.] in [60 000 lb] and shall be tested at 29 500 kg 6 590 kg
outside height. ISO “containerizable” steel drums may also be
[65 000 lb 6 1300 lb]. Ballasting shall be achieved by the
used. These are nominally 595 mm [23 ⁄16 in.] with the same
placement of mass concrete in the bed of the dump truck. The
inside diameter as the standard 208 L [55-gal] drum. Three
concrete shall achieve at least 2500 psi strength before testing
horizontal cargo straps and a minimum of one cargo strap over
is conducted. Concrete shall be tested according to Test
the top of each row of steel drums are required. Photos of a
Method C39.
typical test vehicle configuration and ballast attachment using
7.4.7 User-Defined Vehicle (U)—End users may have re-
4540 kg [10 000-lb] ultimate capacity cargo straps are shown
quirements for specific vehicle types. When ballast is used in
in Figs. 1 and 2.
the user-defined vehicle, all ballast shall be securely attached to
the test vehicle to be retained during the impact and locations
documented.
7.4.8 Accelerometer Location—Location of the principle
accelerometers shall be placed as close to the vehicle center of
mass as possible and documented on forms shown in Appendix
X2. The vehicle structure should not be modified to accom-
modate the accelerometer mounting. It is acceptable to mount
the accelerometers on the frame rails of the standard test truck
and heavy goods vehicle at the longitudinal center of mass
location. In passenger vehicles and pickups, the accelerometers
should be placed in the occupant compartment as close to
FIG. 1 Typical Text vehicle Configuration, Side View center of mass as practical. Many testing agencies use an
accelerometer mounting bracket attached directly to the floor
of the vehicles between the front passenger seating positions.
7.4.5 Cabover/Cab Forward Class 7 Truck (C7)—The Class
7.5 Vehicle Penetration Limitations:
7 Cabover/Cab Forward Class 7 Truck test vehicle shall be
7.5.1 Reference Points—Limits on vehicle dynamic penetra-
equipped with a diesel engine and tested at a test inertial
tion shall be referenced to the original pre-test reference point
vehicle mass of 7200 kg 6 150 kg [15 873 lb 6 331 lb]. Class
of the barrier being tested. See Annex A1 and Figs. X2.1-X2.4
7 trucks have gross vehicle mass ratings of 11 800 kg to
in Appendix X2. Reference points on undefined types of
14 970 kg [26 000 lb to 33 000 lb] and shall have a wheelbase
barriers shall be determined by the test director.
of 6.0 m 6 1.25 m [236 in. 6 50 in.]. A commercially
7.5.1.1 The test vehicle reference point shall be the leading
manufactured flat bed, 6.1 m 6 1.5 m [20 ft 6 60 in.] long
edge of the base of the “A” pillar on the small passenger car
shall be installed per the vehicle manufacturer’s specifications.
(SC), the full-size passenger sedan (FS), and the pickup truck
“U” bolts shall be spaced at 1.0 m 6 0.2 m [3 ft 6 8 in.] on
center, unless otherwise specified by the vehicle manufacturer (PU). The test vehicle reference point will be the leading lower
vertical edge of the cargo bed on the standard test Truck (M),
and shear plate connections shall be provided on the front,
middle, and rear of the flat bed as specified by vehicle the Class 7 cabover (C7), and the heavy goods vehicle (H).
F2656/F2656M − 23
FIG. 2 Typical Ballast Attachment, Rear View
7.5.1.2 If the vehicle is not perpendicular, relative to the 8. Preparation of Apparatus
barrier reference point, at either its maximum dynamic pen-
8.1 Test Article:
etration or its static penetration, then the greatest penetration of
8.1.1 Each device, assembly, or structure used in a barrier
the vehicle’s reference points shall be reported as the penetra-
shall be identified and documented by engineering drawings
tion distance and used to assign a penetration rating. For
and specifications.
example, if the left vehicle reference point goes 1.00 m beyond
8.1.1.1 All proprietary information shall be clearly indicated
the barrier reference point and the right vehicle reference point
in the documents. All such information provided to the test
goes 2.00 m beyond the barrier reference point, then the
director shall be safeguarded and shall not be disclosed to
reported penetration distance shall be 2.00 m and the penetra-
unauthorized personnel.
tion rating assigned shall be P2:2.0 m.
8.1.1.2 Each drawing shall include the barrier title/
7.5.2 Vehicle Penetration Ratings—In Table 8, penetration
description, drawing number, and date and shall be submitted
ratings for the predetermined limits P1, P2, and P3 are
in A4 (21.6 cm by 27.9 cm [8 ⁄2-in. by 11-in.]) format. Each
assigned. The dynamic penetration distance shall be reported
drawing shall identify the barrier in exact detail. Assembly
and assigned one of the penetration ratings. If brakes are
drawings shall show the arrangement, locations, and dimen-
applied during the test, location of brake application shall be
sions of all components.
reported and the test does not receive an ASTM rating. For
8.1.1.3 Specifications for materials used, location and type
penetration ratings P2 and P3 (but not P1), the penetration
of all welds, and size and spacing of all rebar shall be included
distance shall be included with the rating expressed in meters
in the documents.
th
(m) and always rounded up to the nearest ⁄10 of a meter. For
8.1.2 Standard commercial materials used in construction
example, if the penetration distance is 6.39 m, then the
shall conform to configuration and performance standards
penetration rating shall be reported as P2:6.4 m.
established for the material by appropriate industrial specifi-
cations and shall be cited in the specifications, such as ACI for
concrete strength.
TABLE 8 Penetration Ratings
8.1.3 Nonstandard materials or devices used in configura-
Designation Dynamic P
...

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
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.
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
F2656/F2656M − 23
In 2007, ASTM first published Test Method F2656F2656 – 07 for Vehicle Crash Testing of
Perimeter Barriers. It included the same test vehicle as specified in the 2003 SD-STD-02.01, Revision
A, SD-STD-02.01 Revision A (2003), but 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 the 2003 SD-STD-02.01.SD-
STD-02.01 Revision A. Occupant risk values as established in NCHRP Report 350 were also added.
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 Manual for Assessing Safety Hardware (MASH), the
update to NCHRP Report 350. Class 7 cab-over is compatible with European standards and is
designated C7. Additional definitions and recommendations have also been added and the word
“perimeter” has been deleted from the title to reflect more accurately all barriers tested under this test
method. Since it was determined that the P4 rating did not have substantial relevance, this rating has
been eliminated. To keep up with current terminology, the term “reduced risk” is discussed in that
version of Test Method F2656/F2656M.
Test Method F2656/F2656MF2656/F2656M – 20-20 has incorporated two major changes from
F2656-15.F2656 – 15. The first and most significant change is all penetration ratings are referenced to
the leading impact edge of the barrier being tested. This serves to remove any ambiguity relating to
barrier size or footprint and the previous determination of reference points on trailing edges. It also
serves to harmonize with the international standard ISO IWA14-1.22343. Secondly, because the
previous bed attachment requirement is inadequate demonstrated by loss of bed attachment, the
number of shear plates has been increased to a minimum of three on each frame rail.
1. 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 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.
F2656/F2656M − 23
2. Referenced Documents
2.1 ASTM Standards:
C39 Test Method for Compressive Strength of Cylindrical Concrete Specimens
D1556 Test Method for Density and Unit Weight of Soil in Place by Sand-Cone Method
D4429 Test Method for CBR (California Bearing Ratio) of Soils in Place (Withdrawn 2018)
D6938 Test Methods for In-Place Density and Water Content of Soil and Soil-Aggregate by Nuclear Methods (Shallow Depth)
F3455/F3455M Practice for Establishing the Minimum- and Maximum-Width Configurations for Crash Testing of Exceptionally
Long Variable-Width Vehicle Barriers
2.2 AASHTO Standards Standards:
M147-65 Standard Specifications for Transportation Materials and Methods of Sampling and Testing, Table 1 Grading
Requirements for Soil-Aggregate Materials, Grading B
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 Standards:
ISO/IEC 17025 General requirements for the competence of testing and calibration laboratories
ISO 22343-1 Security and resilience – Vehicle security barriers – Part 1: Performance requirement, vehicle impact test method
and performance rating
2.4 SAE Standard Standard:
J211-1 Instrumentation for Impact Test – Part 1: Electronic Instrumentation
J211-2 Instrumentation for Impact Test – Part 2: Photographic Instrumentation
2.5 U.S. Army Corps of Engineers – PDC Standard Standard:
List of DOD Certified Anti-Ram Vehicle Barriers
2.6 U.S. Department of State – DS DS:
SD-STD-02.01 (1985) Specification for Vehicle Crash Test of Perimeter Barriers and Gates, April 1985
SD-STD-02.01, Revision A (2003) Test Method for Vehicle Crash Testing of Perimeter Barriers and Gates, March 2003
3. Terminology
3.1 Definitions:
3.1.1 “A” pillar, n—structural member forming the forward corner of the cab or passenger compartment.
3.1.2 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.
3.1.2.1 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. Other independent testing agencies actively pursuing accreditation and whose
testing protocols are accepted by a federal agency may also conduct tests for a period of one year after performing the first test
using this test method.
3.1.3 agency, n—specifier, responsible party, or owner.
3.1.4 barrier, n—also referred to as a vehicle security barrier, gate, bollard, wedges, drop arms, walls, wire ropes, net, planter,
other structure, or topographic feature (that is, berms, rocks, ha-has, ditches, trenches or steep inclines) that provides protection
against a vehicle trying to gain access overtly to a compound or facility.
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.
The last approved version of this historical standard is referenced on www.astm.org.
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 rue de Varembé, Case postale 56, CH-1211, Geneva 20, Switzerland, http://www.iso.ch.
Available from Society of Automotive Engineers (SAE), 400 Commonwealth Dr., Warrendale, PA 15096-0001, http://www.sae.org.
Available from the U.S. Army Corps of Engineers, Protective Design Center, 12565 W. Center Rd., Omaha, NE 68144-3869, https://pdc.usace.army.mil/library/
BarrierCertification. Maintains 1985 list for penetration purposes.
Available from the U.S. Army Corps of Engineers, Protective Design Center, 1616 Capital Avenue, Ste 9000, ATTN: CENWO ED S. Omaha, NE 68102-9000,
https://pdc.usace.army.mil/library/BarrierCertification.
Available from U.S. Department of State, Bureau of Diplomatic Security, Office of Physical Security Programs, Physical Security Division, Washington, D.C. 20520-1403
F2656/F2656M − 23
3.1.4.1 Discussion—
Active barriers can be deployed to serve as a security device and can be stored to allow traffic passage while passive barriers are
generally permanent. Sometimes barriers are also portable; these can be active or passive. The perimeter is typically the outermost
boundary over which the facility has control and is normally defined by the property line
3.1.5 barrier reference point, n—the pre-test location of the leading impact edge of the barrier as shown in Annex A1 which, in
conjunction with the vehicle reference point, determines the dynamic penetration distance.distance; once this point’s pre-test
location has been determined, this point’s location in space does not change regardless of what happens to the barrier itself during
a test.
3.1.5.1 Discussion—
For barrier types not shown, the barrier reference point shall be determined by using same ‘leading impact edge of the barrier
methodology’ portrayed by the barrier reference points in Annex A1.
3.1.6 berm, n—mounded section of available material such as soil, gravel, rock, and so forth.
3.1.7 bollard, n—hollow or solid section posts or series of posts, usually metal, concrete, wood, or combinations of same, used
to channel or restrict vehicular traffic which includes fixed, removable, and operable/retractable posts.
3.1.8 condition designation, n—relates vehicle type and vehicle velocity to the kinetic energy for which testing is conducted.
3.1.9 continuous barrier, n—any barrier that relies on a continuous foundation or a continuous structural element to resist
penetration by vehicles.
3.1.10 debris, n—post-impact barrier, ballast, and vehicle components dispersed as a result of impact.
3.1.11 disabled, adj—used in conjunction with the vehicle and barrier description after impact.
3.1.11.1 Discussion—
Disabled barrier pertains to an active barrier that is not operable after impact as a result of damage caused by the test impact.
Disabled barrier also pertains to the post-test barrier conditions if it is no longer in a deployed position. Disabled vehicle pertains
to the vehicle being unable to proceed under its own power immediately after impact as a result of damage caused by the test
impact. It is appropriate and necessary to discuss the level of damage to the vehicle in determining what extent the vehicle is
disabled, for example, the radiator or the oil pan or both may be ruptured that would ultimately render the vehicle inoperable but
would not immediately prevent the vehicle from proceeding under its own power, thus not being defined as disabled for the
purposes of this test method. However, the vehicle is determined to be disabled if it is unable to move under its own power
immediately after impact, for example, the motor is ejected or the axle is dislodged from the vehicle.
3.1.12 ditch, n—excavation into existing grade with varying cross sections such as “V” or “U” shaped.
3.1.13 dynamic penetration distance, n—during the crash event, the maximum horizontal penetration distance of the reference
point onbetween the test vehicle reference point (3.1.27) and barrier reference point (3.1.5the test vehicle, as defined in); this
penetration distance is a straight-line distance measured parallel to the ground; this penetration distance determines 7.5.1, to the
pre-testthe penetration rating (3.1.16 location of the); see also 7.5.1 barrier reference point.for penetration information.
3.1.13.1 Discussion—
See Annex A1 for barrier reference point locations.
3.1.14 final resting point, n—distance from the pre-impact reference point on a barrier to the portion of the protective barrier that
is furthest away from the original reference point at final rest.
3.1.14.1 Discussion—
Additionally, it is the distance from the pre-impact reference point on a barrier to the defined vehicle reference point at final rest.
This distance may be negative if the vehicle reference point did not pass the pre-impact reference point on a perimeter barrier.
3.1.15 override, n—type of crash in which a portion of a vehicle goes over a barrier.
3.1.16 penetration rating, n—rating achieved by a barrier based on maximum dynamic penetration distance for a given condition
designation.
F2656/F2656M − 23
3.1.16.1 Discussion—
Maximum dynamic penetration distance is defined in 3.1.13, final resting position is also recorded and will sometimes be
referenced as the static penetration distance in 3.1.20, but has no effect on the penetration rating.
3.1.17 rated-ASTM barrier, n—vehicle security barrier tested in accordance with this test standard by an accredited facility that
achieved a penetration rating as defined in 3.1.16.
3.1.18 reduced occupant risk, n—computed values for indicators of severe injury, the lateral and longitudinal occupant impact
velocity is less than 12.20 m/s, and the ridedown acceleration is less than 20.49 g as recommended by MASH.
3.1.18.1 Discussion—
There is a minimum of two tests required. The first test is with the desired impact vehicle for rating the barrier and the second test
is with the small passenger car (SC) impacting at the same location and angle as the first test with the SC traveling 100 km/h [60
mph]. No other changes are permitted for the second test.
3.1.19 setback, n—horizontal distance (measured parallel to the ground) from the barrier reference point to the nearest surface of
the asset being protected.
3.1.19.1 Discussion—
Loss of setback is equivalent to the original setback minus the penetration distance as(3.1.13 defined by). See also 7.5.2 for the
respective vehicles.penetration information.
3.1.20 static penetration distance, n—horizontal distance measurement to the respective after the crash event, when the test
vehicle is at final rest, the horizontal distance between the test vehicle reference point fromand the barrier reference point at final
rest post-test.point; this penetration distance is a straight-line distance measured parallel to the ground.
3.1.20.1 Discussion—
See Annex A1 for barrier reference point locations.
3.1.21 structural component, n—the portion of the barrier that provides the majority of the barrier’s structural resistance to arrest
the vehicle.
3.1.21.1 Discussion—
For the purpose of this test method, the term ‘Structural Component’ does not include braces, façades, or other features that offer
little resistance to the test vehicle.
3.1.22 supplier, n—manufacturer, distributor, designer, or constructor of the barrier system that is to be tested and can include
contractors, engineers, and architects.
3.1.23 test director, n—employee of the testing laboratory responsible for all aspects of a test.
3.1.24 test vehicle, n—designated vehicle for specific crash testing.
3.1.25 underride, n—a type of crash in which a portion of a vehicle goes under a barrier.
3.1.26 variable width barrier, n—perimeter security devices such as gates, nets, wedges, and modular units that will likely be
deployed with different functional widths.
3.1.26.1 Discussion—
For exceptionally long, 91 m [300 ft] or greater length, see Practice F3455/F3455M – 22.
3.1.27 vehicle reference point, n—the point on the vehicle used to determine maximum vehicle penetration (3.1.13) during the
crash test.
3.1.27.1 Discussion—
Most agencies are concerned with the location of the potential explosives relative to the asset being protected. Therefore, likely
placements of the explosives will be in the passenger compartment or trunk of the small car (SC), full-size passenger sedan (FS),
and in the cargo bed of the pickups truck (PU) and larger vehicles.
3.2 Acronyms:
Manual for Assessing Safety Hardware (MASH), American Association of State Highway and Transportation Officials, Washington, DC, 2009.
F2656/F2656M − 23
3.2.1 AASHTO—American Association of State Highway Transportation Officials
3.2.2 ACI—American Concrete Institute
3.2.3 DHS—U.S. Department of Homeland Security
3.2.4 DOD—U.S. Department of Defense
3.2.5 DOE—U.S. Department of Energy
3.2.6 DOS—U.S. Department of State
3.2.7 DOS-DS—Department of State-Bureau of Diplomatic Security
3.2.8 DOT—U.S. Department of Transportation
3.2.9 GSA—General Services Administration
3.2.10 ISO—International Standards Organization
3.2.11 MASH—Manual for Assessing Safety Hardware
3.2.12 NCHRP—National Cooperative Highway Research Program
3.2.13 OBO—Overseas Buildings Operations
3.2.14 USACE-PDC—United States Army Corps of Engineers-Protective Design Center
3.3 Abbreviations:
3.3.1 fps—frames per second
3.3.2 ft/s—feet per second
3.3.3 g—measure of acceleration referenced to gravity
3.3.4 km/h—kilometres per hour
3.3.5 lbm—pounds mass
3.3.6 m/s—metres per second
3.3.7 mph—miles per hour
4. Summary of Test Method
4.1 The complete, comprehensive set of engineering drawings and specifications for a barrier that is to 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 and report. If a supplier desires to obtain listing of their barrier by one of several agencies that maintain such lists, then see
Appendix X3 for additional information.
4.2 Before testing, an approved test vehicle, test velocity, and desired penetration rating is selected by the supplier in coordination
F2656/F2656M − 23
with the test director and others who might be involved. The test is then conducted at the chosen velocity using the defined test
vehicle and ballast conforming to this test method. Required test data shall be captured and reported.
4.3 The test director shall determine the validity of the test and, if found valid, shall assign a penetration rating for the barrier.
The vehicle security barrier shall then become a rated ASTM vehicle perimeter barrier with a Condition Designation and
Penetration Rating. In the case of a mistake being discovered after a test report has been written, the test director shall amend
his/her test report and the rating issued to correct the mistake.
5. 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.
6. Apparatus
6.1 Appendix X1 provides recommendations on methods of data acquisition that are required by this test method and Appendix
X2 provides example forms that may be used for parameters to be measured before, during, and after collision, including
measurement tolerances and techniques.
6.2 Pre-test data acquisition shall document the as-built, untested barrier and test vehicle configuration. Documentation includes
as-built specifications and drawings for the test article, measurements, and photography. Survey points for elevation of any base
slab, columns, bollards, barrier, or barrier 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, vehicle impact velocity shall be measured. Video documentation, with perpendicular (profile) view shall be
provided. Overhead and oblique views should be provided in all tests. Photographic instrumentation specifications shall be in
accordance with SAE Standard J211-2. The lens error as referenced by Section 3.1.1 of SAE J211-2 shall not exceed 3 % for lenses
<50-mm<50 mm [2-in.] focal length and shall not exceed 1 % for lenses equal to or greater than 50-mm50 mm [2-in.] focal length.
Minimum high-speed film or video shall be 400 fps or greater. Determination of impact time = 0 s shall be established by the use
of a contact ribbon switch mounted to the front face of the barrier or vehicle bumper triggering a strobe flash that can be recorded
on the video documentation for cross-referencing between video sources.
6.4 Vehicle acceleration shall be measured. Accelerometer location is shown in Figs. X2.1-X2.4 in Appendix X2. Electronic
instrumentation specifications shall be in accordance with SAE Standard J211-1. Occupant risk values are to be computed per the
method of A5.2 “Occupant Risk” in MASH from the acceleration data. Reported occupant risk values only pertain to the system
and vehicle as tested.
6.5 After the test, barrier deformation, vehicle penetration, and damage of both test article and vehicle shall be documented with
measurements, data recordings, and photography. See 6.2 for data collection points. Other parameters peculiar to a barrier 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. The maximum horizontal distance between two barriers measured above the finished ground
surface shall be recorded.
7. Test Criteria
7.1 Impact Performance:
7.1.1 The level of impact kinetic energy that a barrier is to withstand shall be established by the supplier in consultation with the
test director and others who might be involved. This level is then compared with the kinetic energy levels shown in Table 1 to select
a test vehicle and associated test impact velocity. Actual test velocity shall be within the permissible range indicated to receive the
condition designation. During the test, the amount of vehicle penetration of the test barrier at the required impact velocity
determines the dynamic penetration rating for the condition designation. Test vehicle dynamic penetration shall be referenced to
the vehicle reference points in 7.5.2.
F2656/F2656M − 23
TABLE 1 Impact Condition Designations
Test Nominal Permissible Kinetic Energy, Condition
Vehicle/Minimum Minimum Speed Range, KJ [ft-kips] Designation
Test Inertial Vehicle, Test Velocity, km/h [mph]
kg [lbm] km/h [mph]
Small passenger car (SC) 50 [30] 45.0-60.0 106 [78] SC30
1100 ± 25 [28.0-37.9]
[2420 ± 55]
65 [40] 60.1-75.0 179 [131] SC40
[38.0-46.9]
80 [50] 75.1-90.0 271 [205] SC50
[47.0-56.9]
100 [60] 90.1- above 424 [295] SC60
[57.0-above]
Full-size Sedan (FS) 50 [30] 45.0-60.0 203 [37] FS30
2100 ± 50 [28.0-37.9]
[4630 ± 110]
65 [40] 60.1-75.0 342 [247] FS40
[38.0-46.9]
80 [50] 75.1-90.0 519 [387] FS50
[47.0-56.9]
100 [60] 90.1-above 810 [557] FS60
[57.0-above]
Pickup truck (PU) 50 [30] 45.0-60.0 222 [164] PU30
2270 ± 50 [28.0-37.9]
[5000 ± 110]
65 [40] 60.1-75.0 375 [273] PU40
[38.0-46.9]
80 [50] 75.1-90.0 568 [426] PU50
[47.0-56.9]
100 [60] 90.1- above 887 [613] PU60
[57.0-above]
Standard Test Truck (M) 50 [30] 45.0-60.0 656 [451] M30
6800 ± 140 [28.0-37.9]
[15 000 ± 309]
65 [40] 60.1-75.0 1110 [802] M40
[38.0-46.9]
80 [50] 75.1-above 1680 [1250] M50
[47.0-above]
Class 7 Cabover (C7) 50 [30] 45.0-60.0 673 [497] C730
7200 ± 150 [28.0-37.9]
[15 873 ± 331]
65 [40] 60.1-75.0 1199 [884] C740
[38.0-46.9]
80 [50] 75.1-above 1872 [1381] C750
[47.0-above]
Heavy goods vehicle (H) 50 [30] 45.0-60.0 2850 [1950] H30
29 500 ± 590 [28.0-37.9]
[65 000 ± 1300]
65 [40] 60.1-75.0 4810 [3470] H40
[38.0-46.9]
80 [50] 75.1-above 7280 [5430] H50
[47.0-above]
TABLE 1 Impact Condition Designations
Test Nominal Permissible Kinetic Energy, Condition
Vehicle/Minimum Minimum Speed Range, KJ [ft-kips] Designation
Test Inertial Vehicle, Test Velocity, km/h [mph]
N [lbf] km/h [mph]
Small passenger car (SC) 50 [30] 45.0 to 60.0 10.6 [78] SC30
1100 ± 25 [28.0 to 37.9]
[2420 ± 55]
65 [40] 60.1 to 75.0 17.9 [131] SC40
[38.0 to 46.9]
80 [50] 75.1 to 90.0 27.1 [205] SC50
[47.0 to 56.9]
100 [60] 90.1 and above 42.4 [295] SC60
[57.0 and above]
Full-size Sedan (FS) 50 [30] 45.0 to 60.0 20.3 [137] FS30
2100 ± 50 [28.0 to 37.9]
[4630 ± 110]
65 [40] 60.1 to 75.0 34.2 [247] FS40
[38.0 to 46.9]
80 [50] 75.1 to 90.0 51.9 [387] FS50
[47.0 to 56.9]
100 [60] 90.1 and above 81.0 [557] FS60
[57.0 and above]
F2656/F2656M − 23
Test Nominal Permissible Kinetic Energy, Condition
Vehicle/Minimum Minimum Speed Range, KJ [ft-kips] Designation
Test Inertial Vehicle, Test Velocity, km/h [mph]
N [lbf] km/h [mph]
Pickup truck (PU) 50 [30] 45.0 to 60.0 22.2 [164] PU30
2270 ± 50 [28.0 to 37.9]
[5000 ± 110]
65 [40] 60.1 to 75.0 37.5 [273] PU40
[38.0 to 46.9]
80 [50] 75.1 to 90.0 56.8 [426] PU50
[47.0 to 56.9]
100 [60] 90.1 and above 88.7 [613] PU60
[57.0 and above]
Standard Test Truck (M) 50 [30] 45.0 to 60.0 65.6 [451] M30
6800 ± 140 [28.0 to 37.9]
[15 000 ± 309]
65 [40] 60.1 to 75.0 111.0 [802] M40
[38.0 to 46.9]
80 [50] 75.1 and above 168.0 [1250] M50
[47.0 and above]
Class 7 Cabover (C7) 50 [30] 45 to 60.0 67.3 [497] C730
7200 ± 150 [28.0 to 37.9]
[15 873 ± 331]
65 [40] 60.1 to 75.0 119.9 [884] C740
[38.0 to 46.9]
80 [50] 75.1 and above 187.2 [1381] C750
[47.0 and above]
Heavy goods vehicle (H) 50 [30] 45.0 to 60.0 285.0 [1950] H30
29 500 ± 590 [28.0 to 37.9]
[65 000 ± 1300]
65 [40] 60.1 to 75.0 481.0 [3470] H40
[38.0 to 46.9]
80 [50] 75.1 and above 728.0 [5430] H50
[47.0 and above]
7.1.2 There are four nominal vehicle test velocities in this test method. These nominal velocities are 50,50 km 65,⁄h, 65 km 80,⁄h,
80 km ⁄h, and 100100 km km/h [30, 40, 50, and 60 mph]. ⁄h [30 mph, 40 mph, 50 mph, and 60 mph]. The velocity and associated
vehicle determine the condition designation (see last column in Table 1).
7.2 Test Site:
7.2.1 Tests shall be conducted at an accredited facility. These facilities shall have adequate space to accelerate the test vehicle to
the desired impact velocity and have 30 m [98 ft] minimum behind the barrier reference point, as shown in Annex A1, in
accordance with Table 2. Table 8. In general, the space needs to be level with unobstructed impact regions and not contain curbs,
dikes, or ditches in front of the test article installation except where test requirements specify such features as part of the barrier
system. Lateral clearance to adjacent objects shall be a minimum of 3 m [10 ft]. The surface shall replicate anticipated field
deployed conditions. This is done in an attempt to minimize unrealistic effects on the barrier’s test performance from the test
boundary conditions.
7.2.2 Unless otherwise required, in test barriers requiring embedment in soil, including concrete footings, the soil shall be
low-cohesive, well-graded crushed stone or broken gravel of a particle size distribution comparable to Table 32. The low-cohesive
soil shall have a depth equal to the bottom of the foundation and a width equal to 1.5 times the foundation depth behind the test
barrier or 0.6 m [2 ft], whichever is greater up to a maximum of 2.4 m [8 ft]. The low-cohesive soil shall be compacted fill to a
density of not less than 90 % maximum dry density in accordance with Test Method D1556 and Test Methods D6938 and
AASHTO Method of Test T099 and meet Table 32 for gradation. If testing for site-specific soil conditions is being conducted, then
testing may be performed in replicated site soil conditions and reported in the test report. The lateral bearing pressure and moisture
content shall be recorded and reported. These values shall be determined from standard test methods. It is recommended that Test
Method D4429 be used to determine the lateral bearing pressure. (If lateral loads are expected, the low-cohesive soil shall extend
the same distance laterally.)
7.2.3 For test barriers that are surface mounted, testing shall be on a surface established by the supplier in consultation with the
test director and any others who might be involved. Regardless of the surface on which the barrier is mounted, the profile of the
test bed to a depth of 0.6 m [2 ft] shall be determined and documented in the test report.
F2656/F2656M − 23
TABLE 32 Recommended Soil Foundation Material
(from AASHTO M147-65)
Sieve Size, mm [in.] Mass % Passing
50.0 [2] 100
25.0 [1] 75-95
25.0 [1] 75 to 95
9.5 [ ⁄8 ] 40-75
9.5 [ ⁄8 ] 40 to 75
4.75 [No. 4] 30-60
4.75 [No. 4] 30 to 60
2.00 [No. 10] 20-45
2.00 [No. 10] 20 to 45
0.425 [No. 40] 15-30
0.425 [No. 40] 15 to 30
0.075 [No. 200] 5-20
0.075 [No. 200] 5 to 20
TABLE 2 Penetration Ratings
Designation Dynamic Penetration Rating
P1 #1 m [3.3 ft]
P2 1.01 to 7 m [3.31 to 23.0 ft]
P3 7.01 to 30 m [23.1 to 98.4 ft]
TABLE 43 Typical U.S. Small Passenger Car (SC)
Make Model GVW, Curb Weight,
kg [lb] kg [lb]
Kia Rio 1560 [3438] 1125 [2480]
Toyota Yaris 1061 [2340] 1041 [2295]
TABLE 54 Typical U.S. Full Size Passenger Sedan (FS)
Make Model GVW, Curb Weight,
kg [lb] kg [lb]
Ford Taurus 2440 [5379] 1831 [4037]
Dodge Charger 2313 [5100] 1797 [3961]
Kia Cadenza 1985 [4376] 1664 [3668]
TABLE 65 Typical U.S. ⁄2 Ton Pickup Trucks (PU)
Make Model GVW, Curb Weight,
kg [lb] kg [lb]
Chevrolet 1500 Crew Cab 3084 [6800] 2313 [5100]
4 Door
Ford F150 2926-3720 2125 [4685]
[6450-8200]
Ford F150 2926 to 3720 2125 [4685]
[6450 to 8200]
Dodge Ram 1500 Quad 2722-3084 2263 [4990]
Cab [6000-6800]
Dodge Ram 1500 Quad 2722 to 3084 2263 [4990]
Cab [6000 to 6800]
7.3 Test Article—The test barrier shall be constructed and erected in a manner representative of the proposed actual service
installation and conform to supplier specifications and drawings. Any deviations from fabrication, specification, or erection details
shall be noted in the test report.
7.4 Test Vehicle—The test vehicle shall be structurally sound (no major rust or structural weakness), have an unmodified bumper,
and not have any structural additions or modifications that may enhance test performance. Tires shall be of the size and type
recommended by the manufacturer and inflated to recommended pressure. Note that there might be agency-specific vehicle
requirements to which the test must comply to enable the barrier’s inclusion on the agency’s approved barrier list. Tables 3-7 are
not all-inclusive; comparable vehicles may be acceptable as test vehicles.
7.4.1 Small Passenger Car (SC)—The small passenger car shall be manufactured within ten years of the test date and should be
selected based on sales information for the applicable years. The vehicle may be a sedan or coupe configuration. The gross vehicle
F2656/F2656M − 23
TABLE 76 Typical U.S. Standard Test Trucks (Conventional Cab)
(M)
Make Model GVW,
kg [lb]
Ford 650 11 612-13 154
[25 600-29 000]
Ford 650 11 612 to 13 154
[25 600 to 29 000]
Ford 750 11 612-16 783
[25 600-37 000]
Ford 750 11 612 to 16 783
[25 600 to 37 000]
Freightliner M2 106 8850-14 970
[19 500-33 000]
Freightliner M2 106 8850 to 14 970
[19 500 to 33 000]
International 4300 9752-14 970
[21 500-33 000]
International 4300 9752 to 14 970
[21 500 to 33 000]
International 4400 9752-14 970
[21 500-33 000]
International 4400 9752 to 14 970
[21 500 to 33 000]
TABLE 87 Typical U.S. Class 7 Trucks (Cabover) (C7)
Make Model GVW,
kg [lb]
Isuzu FTR 900 11 801-15 074
[26 001-33 000]
Isuzu FTR 900 11 801 to 15 074
[26 001 to 33 000]
UD (Nissan) 3300 11 801-15 074
[26 001-33 000]
UD (Nissan) 3300 11 801 to 15 074
[26 001 to 33 000]
test mass shall be 11001100 kg 6 25 kg [2420[2420 lb 6 55 lb]. If ballasting is required, water may be added to the fuel tank or
weights evenly distributed and securely anchored to the occupant compartment floor. Care should be taken to distribute the ballast
uniformly. Typical test small passenger cars are shown in Table 3.
7.4.2 Full-Size Passenger Sedan (FS)—The full-size passenger sedan shall be manufactured within ten years of the test date and
should be selected based on sales information for the applicable years. The gross vehicle test mass shall be 2100 6 50 kg [4630
6 110 lb]. 2100 kg 6 50 kg [4630 lb 6 110 lb]. If ballasting is required, water may be added to the fuel tank or weights evenly
distributed and securely anchored to the occupant compartment floor. Care should be taken to distribute the ballast uniformly.
Typical test sedans are shown in Table 4.
7.4.3 Pickup Truck (PU)—The pickup truck shall be a ⁄2-ton-rated body style and manufactured within ten years of the test date
and should be selected based on sales information for the applicable years. Four-door, crew cab pickups shall be used. The ⁄2-ton
crew cab pickup has been shown to be a good surrogate for the sport utility vehicle. The gross vehicle test mass shall be
22702270 kg 6 50 kg [5000[5000 lb 6 110 lb]. If ballasting is required, care should be taken to distribute the ballast uniformly.
Typical test pickups are shown in Table 5.
7.4.4 Standard Test Truck (M)—The standard test truck will be equipped with a conventional cab. The conventional M vehicle
shall be equipped with a diesel engine and tested at a test inertial vehicle mass of 68006800 kg 6 140 kg [15 000000 lb 6 309
lb]. U.S. standard test trucks have gross vehicle mass ratings of 11 612612 kg to 14 970 kg [25 600600 lb to 33 000 lb] and a
wheelbase of 6.06.0 m 6 1.25 m [236[236 in. 6 50 in.]. A commercially manufactured flat bed, 6.16.1 m 6 1.5 m [20 ft 6 60
in.] long shall be installed per the vehicle manufacturer’s specifications. “U” bolts shall be spaced at 1.01.0 m 6 0.2 m [3 ft 6
8 in.] on center, unless otherwise specified by the vehicle manufacturer and shear plate connections shall be provided on the front,
middle, and rear of the flat bed as specified by vehicle manufacturer. Ballast material shall be soil-filled, 208-L208 L [55-gal] steel
drums attached to the vehicle cargo bed, as described in 7.4.4.37.4.4.2.
7.4.4.1 Illustrative U.S. manufactured standard test trucks are given in Table 76.
F2656/F2656M − 23
7.4.4.2 Table 7 is not all inclusive; comparable vehicles may be acceptable as a test vehicle.
7.4.4.2 The ballast will be standard, round, “open top” (removable top, secured with ring and nut/bolt, or level-lock mechanism),
208-L208 L [55-gal] metal drums filled with soil. The 208 L [55-gal] drums are nominally 610610 mm 6 51 mm [24[24 in. 6 2
in.] in diameter and 914914 mm 6 51 mm [36[36 in. 6 2 in.] in outside height. (ISOISO “containerizable” steel drums may also
be used. These are nominally 595 mm [23 ⁄16 in.] with the same inside diameter as the standard 208-L208 L [55-gal] drum. Three
horizontal cargo straps and a minimum of one cargo strap over the top of each row of steel drums are required. Photos of a typical
test vehicle configuration and ballast attachment using 4540 kg [10 000-lb] ultimate capacity cargo straps are shown in Figs. 1 and
2.
FIG. 1 Typical Text vehicle Configuration, Side View
FIG. 2 Typical Ballast Attachment, Rear View
7.4.5 Cabover/Cab Forward Class 7 Truck (C7)—The Class 7 Cabover/Cab Forward Class 7 Truck test vehicle shall be equipped
with a diesel engine and tested at a test inertial vehicle mass of 72007200 kg 6 150 kg [15 873873 lb 6 331 lb]. Class 7 trucks
have gross vehicle mass ratings of 11 800800 kg to
14 970 kg [26 000970 kg [26 000 lb to 33 000 lb] and shall have a wheelbase of 6.06.0 m 6 1.25 m [236[236 in. 6 50 in.]. A
commercially manufactured flat bed, 6.16.1 m 6 1.5 m [20 ft 6 60 in.] long shall be installed per the vehicle manufacturer’s
F2656/F2656M − 23
specifications. “U” bolts shall be spaced at 1.01.0 m 6 0.2 m [3 ft 6 8 in.] on center, unless otherwise specified by the vehicle
manufacturer and shear plate connections shall be provided on the front, middle, and rear of the flat bed as specified by vehicle
manufacturer. Ballast material shall be soil-filled, 208-L208 L [55-gal] steel drums attached to the vehicle cargo bed, as described
in 7.4.5.37.4.5.2.
7.4.5.1 Illustrative U.S. manufactured Class 7 Cabovers and Cab Forward Class 7 trucks are given in Table 87.
7.4.5.2 Table 8 is not all inclusive; comparable vehicles may be acceptable as a test vehicle.
7.4.5.2 The ballast will be standard, round, “open top” (removable top, secured with ring and nut/bolt, or level-lock mechanism),
208-L208 L [55-gal] metal drums filled with soil. The 208-L208 L [55-gal] drums are nominally 610610 mm + 51 mm [24[24 in.
+ 2 in.] in diameter and 914914 mm + 51 mm [36[36 in. + 2 in.] in outside height. (ISO “containerizable” steel drums may also
be used. These are nominally 595 mm [23 ⁄16 in.] with the same inside diameter as the standard 208-L208 L [55-gal] drum. Three
horizontal cargo straps and a minimum of one cargo strap over the top of each row of steel drums are required. Photos of a typical
test vehicle configuration and ballast attachment using 4540 kg [10 000 lb] ultimate capacity cargo straps are shown in Figs. 1 and
2.
7.4.6 Heavy Goods Vehicle (H)—The heavy goods vehicle shall be a tandem axle dump truck or tandem axle with drop axle with
a minimum gross vehicle mass of 27 300 kg
[60 000 lb] 000 lb] and shall be tested at 29 500500 kg 6 590 kg
[65 000000 lb 6 1300 lb]. Ballasting shall be achieved by the placement of mass concrete in the bed of the dump truck. The
concrete shall achieve at least 2500 psi strength before testing is conducted. Concrete shall be tested according to Test Method C39.
7.4.7 User-Defined Vehicle (U)—(U)—End users End users may have requirements for specific vehicle types. When ballast is used
in the user-defined vehicle, all ballast shall be securely attached to the test vehicle to be retained during the impact and locations
documented.
7.4.8 Accelerometer Location—Location of the principle acce
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