ASTM F2656/F2656M-18a
(Test Method)Standard Test Method for Crash Testing of Vehicle Security Barriers
Standard Test Method for Crash Testing of Vehicle Security Barriers
SIGNIFICANCE AND USE
5.1 This test method provides a structured procedure to establish a penetration rating for vehicle perimeter barriers subjected to a vehicle impact. Knowing the penetration rating provides the ability 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, enhance test realism 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. While computer simulations are powerful tools that are useful in the development of new and improved barriers or in estimating performance under differing conditions, use of only the results from computer simulation for fielding a product is strongly discouraged. When performing a test, developers and users are encouraged to address specific or unusual site conditions as needed. Often local terrain features, soil conditions, climate, or other items will dictate special needs at specific locations. Therefore, if 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 site conditions replicated for full-scale crash testing.
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 in 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 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.
1.6 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.
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Designation: F2656/F2656M − 18a
Standard Test Method for
1
Crash Testing of Vehicle Security Barriers
ThisstandardisissuedunderthefixeddesignationF2656/F2656M;thenumberimmediatelyfollowingthedesignationindicatestheyear
of original adoption or, in the case of revision, the year of last revision. A number in parentheses indicates the year of last reapproval.
A superscript epsilon (´) indicates an editorial change since the last revision or reapproval.
INTRODUCTION
Original perimeter barrier test methods were first published in 1985 by the Bureau of Diplomatic
Securitytoassessthecrashperformanceofperimeterbarriersandgates.Sincethattime,thefrequency
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 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
ofPerimeterBarriersandGateswasfirstpublishedin1985asSD-STD-02.01.Inthatstandard,thetest
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, 65, and 80 km/h [30, 40, and
50 mph]. Penetration limits were 1, 6, and 15 m [3, 20, 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]
penetrationdistance.Secondly,themethodofrigidattachmentoftheballasttothetestvehiclewasnot
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 or 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 for Vehicle Crash Testing of Perimeter Barriers.
It included the same test vehicle as specified in the 2003 SD-STD-02.01, Revision A, but additional
1
testvehicleswereadded.Theywerethesmallpassengercar,a ⁄2-tonregularcabpickup,andatandem
axle dump truck. In addition, penetration ratings were reestablished and included the highest rating
established by the 2003 SD-STD-02.01. Occupant risk values as established in NCHRP Report 350
were also added.
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F2656/F2656M − 18a
This latest version of Test Method F2656 incorporates 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 latestAASHTO 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 t
...
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 − 18 F2656/F2656M − 18a
Standard Test Method for
1
Crash Testing of Vehicle Security Barriers
This standard is issued under the fixed designation F2656/F2656M; the number immediately following the designation indicates the year
of original adoption or, in the case of revision, the year of last revision. A number in parentheses indicates the year of last reapproval.
A superscript epsilon (´) indicates an editorial change since the last revision or reapproval.
INTRODUCTION
Original perimeter barrier test methods were first published in 1985 by the 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 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, 65, and 80 km/h [30, 40, and
50 mph]. Penetration limits were 1, 6, and 15 m [3, 20, 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 or 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 for Vehicle Crash Testing of Perimeter Barriers.
It included the same test vehicle as specified in the 2003 SD-STD-02.01, Revision A, but additional
1
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. Occupant risk values as established in NCHRP Report 350
1
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 Jan. 1, 2018June 1, 2018. Published February 2018July 2018. Originally approved in 2007. Last previous edition approved in 20152018 as
F2656 – 15.F2656/F2656M – 18. DOI: 10.1520/F2
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