ENV 1317-4:2001
(Main)Road restraint systems - Part 4: Performance classes, impact test acceptance criteria and test methods for terminals and transitions of safety barriers
Road restraint systems - Part 4: Performance classes, impact test acceptance criteria and test methods for terminals and transitions of safety barriers
This European Prestandard specifies requirements for the performance of terminals and transitions. It defines performance classes and acceptance criteria for impact tests.
Rückhaltesysteme an Straßen - Teil 4: Leistungsklassen, Abnahmekriterien für Anprallprüfungen und Prüfverfahren für Anfangs-, End- und Übergangskonstruktionen von Schutzeinrichtungen
Diese Europäische Vornorm legt Anforderungen an das Verhalten von Anfangs-, End- und Übergangskonstruk-tionen fest. Ferner werden Leistungsklassen und Abnahmekriterien für Anprallprüfungen definiert.
Dispositifs de retenue routiers - Partie 4: Classes de performance, critères d'acceptation des essais de choc et méthodes d'essai des extrémités et raccordements des glissières de sécurité
La présente Prénorme européenne donne les exigences relatives aux performances des extrémités et des raccordements. Elle définit les classes de performance ainsi que les critères d'acceptation pour les essais de choc.
Oprema cest - 4. del: Razredi uporabnosti, merila za preskušanje ob naletu in preskusne metode za zaključnice in prehodne elemente varnostnih ograj
General Information
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Standards Content (Sample)
SLOVENSKI STANDARD
01-september-2002
2SUHPDFHVWGHO 5D]UHGLXSRUDEQRVWLPHULOD]DSUHVNXãDQMHREQDOHWXLQ
SUHVNXVQHPHWRGH]D]DNOMXþQLFHLQSUHKRGQHHOHPHQWHYDUQRVWQLKRJUDM
Road restraint systems - Part 4: Performance classes, impact test acceptance criteria
and test methods for terminals and transitions of safety barriers
Rückhaltesysteme an Straßen - Teil 4: Leistungsklassen, Abnahmekriterien für
Anprallprüfungen und Prüfverfahren für Anfangs-, End- und Übergangskonstruktionen
von Schutzeinrichtungen
Dispositifs de retenue routiers - Partie 4: Classes de performance, criteres d'acceptation
des essais de choc et méthodes d'essai des extrémités et raccordements des glissieres
de sécurité
Ta slovenski standard je istoveten z: ENV 1317-4:2001
ICS:
13.200 3UHSUHþHYDQMHQHVUHþLQ Accident and disaster control
NDWDVWURI
93.080.30 Cestna oprema in pomožne Road equipment and
naprave installations
2003-01.Slovenski inštitut za standardizacijo. Razmnoževanje celote ali delov tega standarda ni dovoljeno.
EUROPEAN PRESTANDARD
ENV 1317-4
PRÉNORME EUROPÉENNE
EUROPÄISCHE VORNORM
November 2001
ICS 13.200; 93.080.30
English version
Road restraint systems - Part 4: Performance classes, impact
test acceptance criteria and test methods for terminals and
transitions of safety barriers
Dispositifs de retenue routiers - Partie 4: Classes de Rückhaltesysteme an Straßen - Teil 4: Leistungsklassen,
performance, critères d'acception des essais de choc et Abnahmekriterien für Anprallprüfungen und Prüfverfahren
méthodes d'essai des extrémités et raccordements des für Anfangs-, End- und Übergangskonstruktionen von
glissières de sécurité Schutzeinrichtungen
This European Prestandard (ENV) was approved by CEN on 30 September 2001 as a prospective standard for provisional application.
The period of validity of this ENV is limited initially to three years. After two years the members of CEN will be requested to submit their
comments, particularly on the question whether the ENV can be converted into a European Standard.
CEN members are required to announce the existence of this ENV in the same way as for an EN and to make the ENV available promptly
at national level in an appropriate form. It is permissible to keep conflicting national standards in force (in parallel to the ENV) until the final
decision about the possible conversion of the ENV into an EN is reached.
CEN members are the national standards bodies of Austria, Belgium, Czech Republic, Denmark, Finland, France, Germany, Greece,
Iceland, Ireland, Italy, Luxembourg, Netherlands, Norway, Portugal, Spain, Sweden, Switzerland and United Kingdom.
EUROPEAN COMMITTEE FOR STANDARDIZATION
COMITÉ EUROPÉEN DE NORMALISATION
EUROPÄISCHES KOMITEE FÜR NORMUNG
Management Centre: rue de Stassart, 36 B-1050 Brussels
© 2001 CEN All rights of exploitation in any form and by any means reserved Ref. No. ENV 1317-4:2001 E
worldwide for CEN national Members.
Contents
page
Foreword .3
Introduction .4
1 Scope.4
2 Normative references.4
3 Abbreviations .5
4 Terms and definitions.5
5 Terminals.7
6 Transitions . 14
7 Test methods . 16
Bibliography. 21
Foreword
This European Prestandard has been prepared by Technical Committee CEN/TC 226 "Road
equipment", the secretariat of which is held by AFNOR.
This European Prestandard under the general title “Road restraint systems” consists of the following
Parts:
- Part 1: Terminology and general criteria for test methods;
- Part 2: Performance classes, impact test acceptance criteria and test methods for safety barriers;
- Part 3: Performance classes, impact test acceptance criteria and test methods for crash cush-
ions;
The following Parts are not yet available but in course of preparation :
- Part 4: Performance classes, impact test acceptance criteria and test methods for terminals and
transitions of safety barriers;
- Part 5: Product requirements, durability and evaluation of conformity;
- Part 6: Pedestrian restraint systems, pedestrian parapet.
According to the CEN/CENELEC Internal Regulations, the national standards organizations of the
following countries are bound to announce this European Prestandard: Austria, Belgium, Czech
Republic, Denmark, Finland, France, Germany, Greece, Iceland, Ireland, Italy, Luxembourg, Nether-
lands, Norway, Portugal, Spain, Sweden, Switzerland and the United Kingdom.
Introduction
The design purpose of safety barriers installed on roads is to contain or to contain and redirect errant
vehicles that either leave the carriage way or are likely to encroach into the path of oncoming
vehicles. EN 1317-2 deals with the impact performance of a safety barrier. However, difficulties arise
in providing adequate safe terminations to the barrier. Consequently, terminals, which are defined as
the beginning and/or end treatment of a safety barrier, are required to have specified impact
performances. A terminal provides a smooth transition from no containment to the containment of the
barrier, without introducing additional hazard for head on impacts.
Problems may also arise in the connection between two different safety barriers having consistent
difference in stiffness. Transitions may be needed, that are required to have specified impact
performances.
The objective of this prestandard is to lead to the harmonization of current National Regulations, to
categorize them into performance classes and help develop new systems and improve existing
systems.
This Part of the prestandard defines the classes of performance required of terminals and transitions
for the restraint.
The impact severity of vehicles in collision with terminals and transitions is rated by the indices
acceleration severity index (ASI), theoretical head impact velocity (THIV) and post-impact head
deceleration (PHD).
Attention is drawn to the fact that the acceptance of a terminal or transition will require the successful
completion of a series of tests (see Tables 1 to 8).
To ensure proper use of this Part of this series, it is essential to consider all the other relevant
documents within the series. Additionally, the quality of manufacture, durability, satisfactory roadside
installation and ease of maintenance are important safety criteria.
1 Scope
This European Prestandard specifies requirements for the performance of terminals and transitions.
It defines performance classes and acceptance criteria for impact tests.
2 Normative references
This European Prestandard incorporates by dated or undated reference, provisions from other
publications. These normative references are cited at the appropriate places in the text, and the
publications are listed hereafter. For dated references, subsequent amendments to or revisions of
any of these publications apply to this European Prestandard only when incorporated in it by
amendments or revisions. For undated references the latest edition of the publication referred to
applies (including amendments).
EN 1317-1:1998, Road restraint systems - Part 1: Terminology and general technical criteria for test
methods.
EN 1317-2, Road Restraint Systems - Part 2: Performance classes, impact test acceptance criteria
and test methods for safety barriers.
ISO 6487, Road vehicles - Measurement techniques in impact tests - Instrumentation.
ISO 10392, Road vehicles with two axles - Determination of centre of gravity.
3 Abbreviations
ASI Acceleration severity index;
THIV Theoretical head impact velocity;
PHD Post-impact head deceleration;
VCDI Vehicle cockpit deformation index;
U Terminal on upstream position;
D Terminal on downstream position;
A Terminal on upstream as well as downstream position;
L Length of terminal or transition.
Impact speed classes abbreviations are:
80 80 km/h
100 100 km/h
110 110 km/h
Test vehicle mass codes are:
1 900 kg
2 1300 kg
3 1500 kg
4 Terms and definitions
4.1
terminal
treatment of the beginning and/or the end of a safety barrier
NOTE In addition it can provide an anchorage for the barrier system. The length L of a terminal is the
longitudinal distance from the nose to the end of the terminal, i.e. to the beginning of the barrier. The length of a
terminal is shown diagrammatically in Figure 1 for two alternative shapes.
Key
A Barrier
B Terminal
3 Side view
4 Plan view – a)
5 Plan view – b)
Figure 1 – Length of a Terminal with two alternative shapes (a and b)
4.2
system type tested terminal
multiple performance product that can be assembled to form different models from the same set of
components, to obtain different performances, with the same working mechanism for the system and
for its components
4.3
transition
so that interface between two safety barriers of different cross section or different lateral stiffness, the
containment is continuous
NOTE 1 The purpose of transitions is to provide a gradual change from the first to the second barrier, to
prevent the hazards of an abrupt variation. A transition is designed to connect two specified barriers. The
length of a transition is the distance between the ends of the two barriers connected by the transition, as shown
schematically in Figure 2.
Key
A Barrier B
B Transition
C Barrier A
Figure 2 – Length of a Transition
NOTE 2 The junction between two barriers having the same cross-section and the same material, and
differing in the working width no more than one class, is not be considered a transition.
4.4
removable barrier section
part of barrier which allow for quick removal and reinstallation for emergency reasons provision may
be required for barrier sections to be temporarily opened, but yet having containment performances
NOTE If such a barrier has a length not exceeding 40 m, it is be considered to be a special transition.
5 Terminals
5.1 Performance classes
Terminals shall be tested in accordance with Table 1. The length of the terminal shall conform to the
design specification and be installed together with sufficient length of safety barrier so as to
demonstrate the performance of the terminal.
A successfully tested installation at a given performance class, shall normally be considered as
having met conditions of lower classes.
NOTE The acceptance tests required for each terminal performance class are reported in Table 1. These are
classified according to an increasing containment capacity.
Table 1 - Terminals: vehicle impact test criteria and performance classes
Tests
Performance Location
Approach Approach Vehicle Velocity Test
class
1)
reference mass (kg) (km/h) code
head on nose 1/4
P1 A 2 900 TT 2.1.80
offset to roadside
head on nose 1/4
2 80 TT 2.1.80
offset to roadside
U
P2 A
side, 15° 2/3 L 4 1 300 80 TT 4.2.80
D side, 165° 1/2 L 5 900 80 TT 5.1.80
head on nose 1/4
2 900 100 TT 2.1.100
offset to roadside
U
head-on centre 1 1 300 100 TT 1.2.100
P3 A
side, 15° 2/3 L 4 1 300 100 TT 4.2.100
D side, 165° 1/2 L 5 900 100 TT 5.1.100
head on nose 1/4
2 900 100 TT 2.1.100
offset to roadside
U
head-on centre 1 1 500 110 TT 1.3.110
P4 A
side, 15° 2/3 L 4 1 500 110 TT 4.3.110
D side, 165° 1/2 L 5 900 100 TT 5.1.100
1)
Test code notation is as follows:
TT 1 2 100
Test of Approach Test Impact
Terminal vehicle speed
mass
NOTE 1 To avoid ambiguity, the numbering of the approach path in Table 1 and in Figure 3 is the same as in
EN 1317-3; approach 3 is present in EN 1317-3 as test 3 for crash cushions, but it is not required for
Terminals.
NOTE 2 The test with approach 5 is not run for a flared terminal when, at the relevant impact point, the angle
() of the vehicle path to the traffic face of the terminal is less than 5 °.
a)
b)
Key
Approach 1
Approach 2
Approach 4
Approach 5
1 Barrier
2 Terminal
3 1/2 vehicle width
4 1/4 vehicle width
Figure 3 – Vehicle approach paths with two alternative shapes of Terminal (a and b)
5.2 Tests for system type tested terminals
A group of models covering a range of performance classes can be derived from a single Parent
Terminal, once the latter has been successfully tested to this prestandard.
Provided that the models in the group:
a) are assembled from the same set of components;
b) have the same product name;
c) have the same working mechanism for the system and for the components,
the group, specified by the drawings of all the models, may be tested as a single product with
multiple performance possibilities. If the tests specified by the group test matrix are passed, the
terminal shall be accepted as a multiple performance product, i.e. each model is accepted in the
relevant performance class.
If the parent Terminal belongs to the highest performance class the test matrix shall be th
...
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