prEN 12767

Passive safety of support structures for road equipment - Requirements and test methods

This European Standard specifies performance test procedures to determine levels of passive safety intended to reduce the severity of injury to vehicle occupants of a small car in an impact with permanent support structures of road equipment. Test methods for determining the level of performance under various conditions of impact are given.

Passive Sicherheit von Tragkonstruktionen für die Straßenausstattung - Anforderungen und Prüfverfahren

Diese Europäische Norm legt Verfahren zur Bestimmung der Leistung fest und definiert Leistungsklassen hinsichtlich der passiven Sicherheit, mit dem Ziel, den Grad der Verletzungen, die Fahrzeuginsassen beim Anprall an eine dauerhafte Tragkonstruktion für die Straßenausstattung erleiden können, zu vermindern. Prüfverfahren zur Bestimmung der Leistungsklassen unter verschiedenen Anprallbedingungen sind angegeben.

Sécurité passive des structures supports d'équipements de la route - Prescriptions, classification et méthodes d'essai

La présente Norme européenne définit les procédures d'essai de résistance en vue de déterminer les niveaux de sécurité passive nécessaires pour réduire la gravité des blessures subies par les passagers d'un véhicule léger en cas d'impact avec les structures de support fixes des équipements routiers. La méthodologie de définition des niveaux de performance sous diverses conditions de choc est communiquée.

Pasivna varnost nosilnih konstrukcij za opremo cest - Zahteve in preskusne metode

General Information

• Status: Not Published
• Publication Date: 22-Jun-2015
• Withdrawal Date: 22-Dec-2015
• ICS: 93.080.30 - Road equipment and installations
• Technical Committee: CEN/TC 226 - Road equipment
• Drafting Committee: CEN/TC 226/WG 10 - Break-away safety
• Current Stage: 3098 - Decision to reject - Consensus building
• Start Date: 16-Nov-2015
• Completion Date: 14-Apr-2025
• Ref Project: oSIST prEN 12767:2013 - Passive safety of support structures for road equipment - Requirements and test methods

Relations

• Revises: EN 12767:2007 - Passive safety of support structures for road equipment - Requirements, classification and test methods
• Effective Date: 18-Jan-2023

Overview

The European Standard prEN 12767:2013, titled Passive safety of support structures for road equipment - Requirements and test methods, issued by CEN, establishes standardized procedures to evaluate and classify the passive safety performance of permanent support structures on roads. These structures include lighting columns, utility poles, sign supports, and other road equipment supports. The primary objective of this standard is to reduce injury severity to occupants of small cars involved in collisions with these fixed roadside objects.

This standard replaces EN 12767:2007 and provides detailed test methods using a light vehicle to simulate impact conditions, assess structural behavior during collisions, and define safety performance classes. It aids manufacturers, authorities, and road engineers in selecting or designing road equipment support structures that minimize occupant injury risks.

Key Topics

• Scope and Application
  prEN 12767 specifies performance test procedures aimed at assessing passive safety levels. It focuses on impacts by small cars (approximately 900 kg) against permanent road support structures.

• Test Parameters and Methods
  The standard describes controlled impact tests, including:

  • Test site setup and backfill soil conditions
  • Test vehicle instrumentation and vehicle behavior monitoring
  • Impact angles, points, and speeds
  • Classification of support structures based on behavior and safety outcomes

• Classification of Support Structures
  Support structures are categorized based on:

  • Energy Absorption
    • High Energy Absorbing (HE) - structures that absorb considerable impact energy, reducing vehicle speed and secondary collision risks
    • Low Energy Absorbing (LE)
    • Non-Energy Absorbing (NE) - structures that allow the vehicle to continue with minimal speed reduction but potentially lower primary injury risk
  • Collapse Modes - mechanisms including yielding, frangible failure, shearing, or foundation lift
  • Directional Classes - single-directional, bi-directional, and multi-directional supports, relevant to impact direction during crashes

• Data Evaluation and Reporting
  Comprehensive requirements cover measurement of impact severity indexes, photographic documentation, and detailed test reporting to clearly communicate safety performance outcomes.

Applications

• Road Equipment Design and Safety Improvement
  Manufacturers use prEN 12767 to design safer support structures that mitigate injury severity for vehicle occupants during roadside collisions.

• Regulatory Compliance and Standardization
  National and local road authorities refer to this standard to specify performance levels for installed road equipment, ensuring consistent and recognized safety benchmarks across Europe.

• Impact Risk Assessment
  Road safety engineers utilize the test procedures and classification system to assess existing roadside structures and recommend improvements or replacements based on occupant passive safety considerations.

• Infrastructure Planning
  Highway planners integrate this standard into guidelines for selecting support structures in areas of varying traffic speeds and accident risk, optimizing roadside safety.

Related Standards

• EN 40 - Design and testing of lighting columns used in roadside environments
• EN 12899 - Fixed, vertical road traffic control devices and their performance requirements
• CEN/TC 226 - Technical committee responsible for road equipment standards development, including prEN 12767

These related standards complement prEN 12767 by covering the design, installation, and acceptance criteria of road equipment supports, providing a comprehensive safety framework.

Summary

prEN 12767:2013 is a crucial reference for ensuring the passive safety of road equipment support structures through rigorous impact testing and classification. It enables the harmonization of safety requirements across European countries, helps reduce occupant injuries in vehicle collisions with roadside supports, and supports safer road infrastructure development. Stakeholders including manufacturers, safety regulators, and infrastructure engineers benefit from applying this standard in the design, assessment, and regulation of roadside support structures.

Standards Content (Sample)

SLOVENSKI STANDARD
01-november-2013
Pasivna varnost nosilnih konstrukcij za opremo cest - Zahteve in preskusne
metode
Passive safety of support structures for road equipment - Requirements and test
methods
Passive Sicherheit von Tragkonstruktionen für die Straßenausstattung - Anforderungen
und Prüfverfahren
Ta slovenski standard je istoveten z: prEN 12767
ICS:
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 STANDARD
DRAFT
NORME EUROPÉENNE
EUROPÄISCHE NORM
September 2013
ICS 93.080.30 Will supersede EN 12767:2007
English Version
Passive safety of support structures for road equipment -
Requirements and test methods
Passive Sicherheit von Tragkonstruktionen für die
Straßenausstattung - Anforderungen und Prüfverfahren
This draft European Standard is submitted to CEN members for enquiry. It has been drawn up by the Technical Committee CEN/TC 226.

If this draft becomes a European Standard, CEN members are bound to comply with the CEN/CENELEC Internal Regulations which
stipulate the conditions for giving this European Standard the status of a national standard without any alteration.

This draft European Standard was established by CEN in three official versions (English, French, German). A version in any other language
made by translation under the responsibility of a CEN member into its own language and notified to the CEN-CENELEC Management
Centre has the same status as the official versions.

CEN members are the national standards bodies of Austria, Belgium, Bulgaria, Croatia, Cyprus, Czech Republic, Denmark, Estonia,
Finland, Former Yugoslav Republic of Macedonia, France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania,
Luxembourg, Malta, Netherlands, Norway, Poland, Portugal, Romania, Slovakia, Slovenia, Spain, Sweden, Switzerland, Turkey and United
Kingdom.
Recipients of this draft are invited to submit, with their comments, notification of any relevant patent rights of which they are aware and to
provide supporting documentation.

Warning : This document is not a European Standard. It is distributed for review and comments. It is subject to change without notice and
shall not be referred to as a European Standard.

EUROPEAN COMMITTEE FOR STANDARDIZATION
COMITÉ EUROPÉEN DE NORMALISATION

EUROPÄISCHES KOMITEE FÜR NORMUNG

CEN-CENELEC Management Centre: Avenue Marnix 17, B-1000 Brussels
© 2013 CEN All rights of exploitation in any form and by any means reserved Ref. No. prEN 12767:2013: E
worldwide for CEN national Members.

Contents
Page
Foreword .4
Introduction .5
1 Scope .6
2 Normative references .6
3 Terms and definitions .6
4 Abbreviations .8
5 Official language .9
6 General test parameters .9
6.1 Test site .9
6.2 Backfill . 10
6.2.1 Backfill type S, D and X . 10
6.2.2 Backfill type P . 10
6.3 Test vehicle . 11
6.3.1 Test vehicle instrumentation . 11
7 General test item parameters . 12
7.1 General test item documentation . 12
7.2 Test item selection. 12
7.2.1 Lighting column . 12
7.2.2 Sign support . 13
7.2.3 Signal support . 13
7.2.4 Utility pole . 13
7.2.5 Other support structures . 13
7.2.6 Multi-legged supports . 13
8 Test method . 14
8.1 General . 14
8.2 Impact angle . 14
8.3 Impact point . 14
8.3.1 Theoretical alignment point for single legged support structures . 14
8.3.2 Theoretical alignment point for multilegged support structures . 15
8.4 Impact speed . 19
8.5 Simplified test method for unharmful support structures. 19
9 Impact data measurement and Evaluation . 20
9.1 General . 20
9.2 Test item behaviour . 20
9.3 Vehicle behaviour . 23
9.4 Impact severity indexes . 23
9.5 Impact data to be recorded . 24
9.6 Photographic coverage . 25
10 Test report . 25
10.1 General . 25
10.2 Test data decimal rounding . 26
Annex A (normative) Data evaluation . 27
A.1 Performance classes . 27
A.2 Evaluation of speedclass . 27
A.3 Evaluation of energy absorbing categories . 28
A.4 Evaluation of occupant safety level . 28
A.5 Evaluation of collapse mode behaviour . 29
A.6 Evaluation of the direction class . 29
A.7 Additional information . 30
Annex B (normative) Range of versions . 31
B.1 General . 31
B.2 Lighting column . 31
B.2.1 Definition of range of versions . 31
B.2.2 Evaluation of the performance within a range of versions . 32
B.3 Sign support . 33
B.3.1 Definition of range of versions . 33
B.3.2 Evaluation of the performance of sign support within a range of versions . 33
B.4 Signal support . 34
B.5 Utility poles . 34
B.6 Other support structures . 34
B.7 Multi-legged supports . 34
Annex C (normative) Changed versions . 35
C.1 Changed version . 35
C.1.1 Risk evaluation . 36
C.2 Deemed to comply . 36
C.2.1 Lighting column . 36
C.2.2 Sign support . 36
C.2.3 Signal support . 36
Annex D (normative) Vehicle data . 37
D.1 Vehicle dimensions . 37
Annex E (normative) Vehicle calibration . 39
E.1 Vehicle calibration test . 39
Annex F (normative) Backfill requirements . 41
F.1 Backfill dimension and support structure positioning for S, X and D backfill types . 41
F.2 Compaction of the backfill soil . 41
F.3 Pull/Push test . 42
F.4 Standard soil, type S . 42
F.5 Fine soil, type D . 43
Annex G (informative) Test report . 46
G.1 General . 46
Annex H (informative) Standard metal tubes structures . 49
H.1 General . 49
Annex I (informative) Bogie vehicle . 50
I.1 General . 50
Bibliography . 51

Foreword
This document (prEN 12767:2013) has been prepared by Technical Committee CEN/TC 226 “Road
equipment”, the secretariat of which is held by AFNOR.
This document is currently submitted to the CEN Enquiry.
This document will supersede EN 12767:2007.
Annexes A, B, C, D, E, F, G, H, I, J, L, N and O of this European standard are normative, Annex K, M, P and
Q is informative.
Introduction
This European Standard provides a common basis for the vehicle impact testing of items of road equipment
support. This European Standard defines the testing process and the data to be recorded, and how this is to
be reported. Acceptance criteria are to be found in corresponding parts of EN 40 and EN 12899. The previous
version of EN 12767 did include acceptance criteria – this is now, for convenience, repeated in informative
Annex A.
All erected support structures will, for a certain level of kinetic energy during impact, collapse and fall down,
posing an injury risk for road users.
The severity of accidents for the occupant(s) of a vehicle is affected by the performance of the support
structures for items of road equipment under impact. Based on safety considerations, support structures can
be manufactured to behave in controlled manners to reduce the overall risk. This European standard defines
methods of determining impact safety performance and also defines how the determined data resulting from
the impact tests can be presented by classes of convenience.
Support structures are classified in different categories, i.e. energy absorbing categories, collapse modes and
directional classes.
This European standard considers three categories of passive safety support structures: high energy
absorbing (HE), low energy absorbing (LE) and non-energy absorbing (NE).
Energy absorbing support structures slow the vehicle considerably and thus the risk of secondary accidents
with structures, trees, pedestrians and other road users may be reduced. Non-energy absorbing support
structures permit the vehicle to continue after the impact with the support structure with a limited reduction of
speed. Non-energy absorbing support structures may provide a lower primary injury risk than energy
absorbing support structures.
This European standard defines four mechanism of collapse for support structures, i.e. yielding, frangible,
shearing or foundation lift.
Within the energy absorbing categories three types of directional classes are defined: single-directional,
bi-directional and multi-directional. Performances of single directional supports are ensured only when
impacted by a preferable direction equivalent to a vehicle leaving the road with an angle of 20°.
1)
All of the impact tests use a light vehicle in order to verify that satisfactory attainment of the impact severity
levels is compatible with the safety for the occupants of light vehicles.
Based on the evaluation of the performance of each tested support structure, National and Local road
authorities will be able to specify the performance level of an item of road equipment support structure in
terms of the effect on occupants of a vehicle in impact with the structure.

1) 900 kg.
1 Scope
This European Standard specifies performance test procedures to determine levels of passive safety intended
to reduce the severity of injury to vehicle occupants of a small car in an impact with permanent support
structures of road equipment. Test methods for determining the level of performance under various conditions
of impact are given.
2 Normative references
The following documents, in whole or in part, are normatively referenced in this document and are
indispensable for its application. For dated references, only the edition cited applies. For undated references,
the latest edition of the referenced document (including any amendments) applies.
EN 933-1, Tests for geometrical properties of aggregates — Part 1: Determination of particle size
distribution — Sieving method
EN 933-2, Tests for geometrical properties of aggregates — Part 2: Determination of particle size
distribution — Test sieves, nominal size of apertures
EN 1317-1, Road restraint systems — Part 1: Terminology and general criteria for test methods
ISO 6487, Road vehicles — Measurement techniques in impact tests — Instrumentation
ISO 10392, Road vehicles with two axles — Determination of centre of gravity
3 Terms and definitions
For the purposes of this European Standard, the following terms and definitions apply.
3.1
impact test
test in which a test vehicle impacts a test item of road equipment support structure
3.2
impact angle
angle between the intended direction of traffic and the approach path of the test vehicle into the test item
3.3
vehicle impact point
initial point of impact on the test vehicle
3.4
test item impact point
initial point of impact on the test item
3.5
impact speed, v
i
Measured impact speed of the impacting vehicle, measured along the test vehicle approach path at a distance
no further than 6 meters before the impact point
3.6
exit speed, v
e
speed of the test vehicle after the impact with the test item, measured perpendicular to the extended approach
path at a point 12 metres beyond the impact point
Note 1 to entry: For unharmful products as defined in Clause 4.17, this definition is replaced by Clause 8.5.
3.7
test vehicle
commercially available production model passenger car used in an impact test to evaluate the performance of
a test item
3.8
test item
complete system of a support structure including the road equipment to be supported and foundation (if
needed)
3.9
support structure
system used to support items of road equipment
Note 1 to entry: Items of equipment may include luminaires, traffic signs, traffic signals, telephones and utility cables.
The system includes posts, poles, structural elements, foundations, detachable mechanisms, if used, and any other
components used to support the particular item of equipment.
3.10
sign support
support intended to hold one or more signs, consisting of one or more parts: a post, possibly an extension
piece and, if necessary, a bracket
3.11
lighting column
support intended to hold one or more luminaires, consisting of one or more parts: a post, possibly an
extension piece and, if necessary, a bracket
3.12
utility pole
structure used to support power transmission, telecommunication cables or similar
3.13
cantilever support
support system with a single post and a cantilever arm supporting signs, signals or other equipment
3.15
gantry support
support system spanning a carriageway with one or more legs on each side of carriageway supporting signs,
signals or other equipment
3.16
multi-legged support
support structures with several legs. These legs can be the same, or different. The term includes structures
with legs aligned transverse to the road or along the road.
3.17
unharmful support structure
unharmful support structures are small support structures (for example some types of bollards, self-restoring
signs, delineators) that cause only minor damage and a small change of speed during impact
3.18
ASI
dimension less impact severity index calculated from the tri-axial vehicle accelerations according to the
procedure given by EN 1317-1
3.19
THIV
velocity, expressed in km/h, at which a hypothetical "point mass" occupant impacts the surface of a
hypothetical occupant compartment and calculated in accordance with the procedure given by EN 1317-1
3.20
ballast
mass added to a test vehicle, excluding instrumentation, to simulate cargo and/or to achieve desired test
mass
3.21
total mass
mass that includes all items in the test vehicle at the beginning of the test
3.22
collapse mode
the mode by which the support structure deforms under vehicle impact
3.23
yielding mode
support structure deforms under vehicle impact
3.24
shearing mode
support structure is transversally detached from foundation at a dedicated point or mechanism
3.25
frangible mode
support structure is totally detached by crush or fracture of the support structure
3.26
foundation lift
soil yields instead of the support structure
3.27
anthropomorphic test device
th
anthropomorphic device representative of a 50 percentile adult male, specifically designed to represent in
form, size and mass, a vehicle occupant, and to reproduce the dynamic behaviour of an occupant in crash
testing
4 Abbreviations
ASI Acceleration Severity Index
ATD Anthropomorphic Test Device (Dummy)
THIV Theoretical Head Impact Velocity
Y Yielding type collapse mode
F Frangible type collapse mode
S Shearing type collapse mode
Z Lift foundation collapse mode
type S Backfill type S, standard soil
type D Backfill type D, fine soil
type X Backfill type X, special soil
type P Backfill type P, paved
SD Single directional
BD Bidirectional
MD Multidirectional
C Circumscribed circle for supports theoretical alignment point
O Centre of the circumscribed circle for supports theoretical alignment point
L Clear opening for multi-legged supports
V Velocity
T Time
5 Official language
This European Standard official language is English. Other EN 12767 translations shall be seen as
interpretations of this English text, and for any uncertainties of the use of or deviations in understanding the
procedures, the preferential rights of interpretation is this English version.
6 General test parameters
6.1 Test site
The test site shall be generally flat with a gradient not exceeding 2,5 %, and shall be clear of standing water,
ice or snow at the time of the test. The test site shall be of sufficient size to enable the test vehicle to be
accelerated up to the required speed and controlled so that its approach to the test object is stable.
The test vehicle shall run on a level hardened or paved surface until the vehicle first impacts the support
structure under test. Furthermore to enable the test vehicle exit characteristics to be evaluated, the hardened
level surface shall extend not less than 15 m beyond the impact point.
NOTE 1 “paved” can be interpreted both as a surface that has asphalt, bricks or concrete on top, or as well compacted
soil or gravel surface made hard enough to drive on. For the purposes of this standard, the term “paved” is used only for
an installation with asphalt, brick slabs/pavers or a concrete surface.
The paved area of the test site shall never impede or interfere with the test item behaviour/deformation under
impact.
Appropriate measures shall be taken in order to minimize dust generation from the test area and the test
vehicle during the impact test so that photographic records will not be obscured.
The tests in this standard shall be carried out with the test item installed in ground or placed on a levelled
surface at the same level as the adjoining carriageway.
NOTE 2 The performance of some support structures may be sensitive to differences in ground level between the
position of the support structure and the carriageway if the designated mechanism is at a specific height.
6.2 Backfill
The manufacturer shall select the type(s) of backfill to be used in the Type Tests from those given in Table 1.
Table 1 — Backfill type
Backfill type Name
S Standard soil
D Fine soil
X Special
P Paved
NOTE Standard soil is recommended when testing new support structures.
The backfill at the test site shall be well known, repeatable and described thoroughly, either in the test report
or as a reference to well-known and widely accepted geotechnical references.
The same backfill type shall be used for low speed(s) and high speed(s) test on the same product/product
family.
The different backfill types are described in clause 6.2.1, 6.2.2 and 6.2.3.
6.2.1 Backfill type S, D and X
Backfill type S, D and X identify the use of soil material in the backfill volume.
Backfill type S grading shall be in accordance with Clause F.4. Backfill type D grading shall be in accordance
with Clause F.5. Backfill type X shall be described by a sieving curve supplied by the manufacturer and
included in the test report (grading shall be in accordance with EN 933-1 and EN 933-2.).
The backfill type S, D and X shall be characterized by a push/pull test according to Clause F.3.
The minimum dimensions of the backfill volume, the positioning of the item in the volume and the compaction
of the backfill material shall comply with Clause F.1 and F.2. The backfill volume shall not be frozen at the
time of test and shall be protected from rain before the impact test.
Backfill type S, D and X shall not be paved with the exemption of the path of the vehicle wheel tracks.
The lateral movement at the exit side of the test item at the ground level shall be measured to an accuracy of
0,02 m after the impact, and then reported.
NOTE This reported value is used in Annex A for the classification.
6.2.2 Backfill type P
Backfill type P identifies the use of a flat continuous rigid surface (such as asphalt and/or concrete) of a
sufficient thickness to provide the anchoring of the tested item without being displaced. This can be locally
damaged in the impact area.
NOTE Backfill type P is not a foundation.
6.3 Test vehicle
The test vehicle shall be a standard passenger car and shall satisfy the vehicle calibration test requirements of
Annex E. The test vehicle shall also meet the following specifications:
 the total mass: 900 kg ± 40 kg. Of this, the maximum allowed combined mass of ballast and
instrumentation is 120 kg;
NOTE 1 An ATD (or a driver for simplified test method) may be used; in this case the total mass includes the
ATD.
 front and rear wheel track: 1,35 m ± 0,20 m;
 longitudinal centre of gravity location in distance from front axle (CG ) 0,90 m ± 0,09 m;
x
NOTE 2 Procedures according to ISO 10392 might be used for determining the centre of gravity location.
ISO 10392 does allow the use of methods proved to be more accurate than the described method in ISO 10392.
 lateral centre of gravity location (CG ) in distance from vehicle centreline ± 0,07 m;
y
 centre of gravity height in distance from ground (CG ) 0,49 m ± 0,05 m;
z
 the vehicles to be used in the tests shall be production models representative of current traffic in Europe;
the vehicle shall not have a sunroof;
 additional equipment on the car, which might be important for the test, shall be of a type normally
delivered by the manufacturer or otherwise approved for use on the specific car type;
 a heavy car shall not be stripped of heavy standard equipment to fit into the mass restrictions of this
standard.
The tyres shall be inflated to the manufacturer’s recommended pressures. The condition of the vehicle shall
be such as to satisfy the requirements for the issue of a certificate of road worthiness with respect to tyres,
suspension, wheel alignment and bodywork, including windows and features that are expected to affect the
test result. No repairs or modifications shall be made that would alter the general characteristics of the vehicle
or invalidate such a road worthiness certification. The vehicle shall be clean and mud deposits which may
cause dust on impact shall be removed prior to testing.
The vehicle shall not be restrained by control of the steering or any other means during impact and within a
distance of 12 m after the impact point.
All ballast masses shall be securely fixed to the vehicle.
6.3.1 Test vehicle instrumentation
The minimum test vehicle instrumentation and the accuracy of the measurements taken during the test shall
be in accordance with EN 1317-1.
Accelerometers shall be positioned as described in EN 1317-1.
7 General test item parameters
7.1 General test item documentation
The manufacturer shall select the configuration of tested items to be used in the tests.
NOTE 1 The manufacturer should keep in mind that the selection of the tested configuration has implications on the
overall range of versions, see Annex B and changed versions, see Annex C.
Before the test, the manufacturer shall supply drawings and full technical specifications for the product under
test. These shall be checked by the test house and any deviations shall be recorded in the test report. The
overall tested item mass and the various component masses shall be reported.
NOTE 2 Full technical specification is the material specifications and drawings necessary to uniquely identify the tested
product and the properties of all relevant parts. It also includes installation and maintenance drawings and instructions
necessary to ensure the initial and continuing functioning of the device to the determined safety level. Additional
requirements such as torque settings of brackets, sign clamps, fixing systems, anchor bolts must be defined in the
installation instructions and checked before the test.
The installation drawings shall illustrate the traffic direction. If the structure is designed to perform when hit in
a particular direction, the features participating to that behaviour shall be identified.
Each drawing shall have a unique number, version number and a date, in order to uniquely identify the tested
item. The drawings shall only include the tested configuration, not any untested options, sizes or variations.
Text on drawings shall be preferably in English or in the language of the country where the test is carried out.
NOTE 3 The impact safety performance of some support structures might be affected by the orientation of the impact
(vehicle direction in horizontal plane). This may be related to a particular design (structures designed to behave in a
controlled manner when hit in a preferred direction, having an expected collapse mode) or to a special requirement such
as inspection or maintenance openings, see Annex A.
7.2 Test item selection
The item selected for testing shall be representative of actual or future production including, where present,
inspection or maintenance openings or any other device will be in use when placed on the market.
The installation of the test item at the test site shall be made in accordance with the manufacturer’s
specifications as described in 7.1. Any deviation of the installation with respect to the manufacturer’s
specifications shall be recorded in the test report.
Specific requirements for the selection of the test item are as given below:
7.2.1 Lighting column
A lighting column shall be tested with the longest and heaviest single arm bracket, and luminaire of the
greatest mass related to the bracket length, for which the column is designed.
Luminaires, and cables to luminaires, shall be installed when a lighting column is tested, including typical
underground cables and connection boxes and/or fuse units, if the lighting column is intended for use with
such items.
Overhead cables need not be installed for the impact tests. However, if they are used at test, the overhead
cables shall be installed so as to simulate the fixing on adjacent columns/posts in service.
Underground cables shall be securely fixed outside the backfill volume in such a way that the fixing does not
allow movement of the cable at the fixing point during the test.
NOTE Dedicated electrical disconnections might be installed during test, and their performance can be part of
additional voluntary information in a test report, however not forming basis for any pass/fail considerations of the actual
support structure.
7.2.2 Sign support
A sign support shall be tested with the largest area of symmetrically mounted sign plate for which that height
of support is designed.
Any necessary electrical equipment, cables including underground cables and connection boxes and/or fuse
units (for example for transilluminated signs) shall be installed.
7.2.3 Signal support
A signal support shall be tested with the heaviest signal head, together with cables including underground
cables, connection boxes and/or fuse units.
Underground cables shall be securely fixed outside the backfill volume in such a way that the fixing does not
allow movement of the cable at the fixing point during the test.
7.2.4 Utility pole
A utility pole shall be tested with the heaviest intended load. At least three utility poles shall be installed when
overhead cables are used. The centre utility pole shall be impacted.
Overhead cables shall be installed unless the effect of the overhead cable and its fixing type on the
performance is known from other tests with a similar utility pole type.
7.2.5 Other support structures
Other support structures shall be tested with the heaviest intended load. This includes unharmful support
structures.
NOTE Support structures, such as mailboxes, gantries, cantilever supports, emergency telephones, camera
supports, weather and traffic monitoring devices support, advertisement installations or other items not specified above
might also be tested in accordance with this European Standard. In this case the test configuration should be based (as
close as possible) on the principles described in Clauses 7 and 8 and the related subclauses, and the installation shall be
as complete and realistic as possible.
7.2.6 Multi-legged supports
Multi-legged support structures are of two types: multi-legged support structures with identical legs and
multi-legged support structures with different legs. Identical means that these legs refer to the same drawing
number.
For multi-legged lighting columns, the supported light shall be selected in accordance with 7.2.1.
For multi-legged sign supports, the supported sign shall be selected in accordance with 7.2.2
For multi-legged signal supports, the supported signal shall be selected in accordance with 7.2.3.
For multi-legged utility poles, the supported load shall be selected in accordance with 7.2.4.
Other multi-legged support structures shall be selected in accordance with 7.2.5.
A particular type of multi-leged supports are the gantries. These supports can be generally tested as sign
supports.
8 Test method
8.1 General
This chapter describes the test method in terms of:
 Impact angle
 Impact points
 Impact speed
8.2 Impact angle
The test vehicle shall follow an approach path orientated according to the manufacturer’s installation
specification and with respect to the impact angle. The installation of the test item shall reproduce the
installation on the road as documented by the manufacturer (refer to Clause 7.1); for example the opening
shall be oriented in the direction most likely to reproduce the installation on the road.
The item shall be tested with an impact angle of 20,0° ± 2,0°. The accuracy of the measurement shall be
± 0,5°.
When required by Annex A, an additional test shall be performed with an impact angle of 160,0° ± 2,0° (all the
way around 180,0° minus 20,0°). This is equivalent to a vehicle leaving the road from the carriageway of the
opposite side, hitting the rear of the item. The tests shall be made under the same test conditions with the
exception of the test angle.
8.3 Impact point
The impact point of the vehicle is the foremost point of the vehicle along the vehicle’s centreline. The vehicle
centreline line and the impact point of the vehicle shall be directed towards the support structure’s theoretical
alignment point (O), with an allowed impact alignment tolerance of ± 0,1 m.
The support structure’s theoretical alignment point shall be determined in accordance with Clause 8.2.1 for
single legged support structures, and Clause 8.2.2 for multi-legged support structures.
The accuracy of the measurement of the impact alignment shall be ± 0,02 m.
8.3.1 Theoretical alignment point for single legged support structures
For single legged support structures, the support structure theoretical alignment point (O) is the centre of the
circle circumscribed around the cross section of the leg at a height of 0,3 m above ground level, in the
horizontal plane, see Figure 1.
Key
C Circumscribed circle of the single support structure
O The support structure theoretical alignment point (centre of circle C)
Figure 1 — Theoretical alignment point of a single legged support structure in a horizontal plane at
0,3 m above ground level
8.3.2 Theoretical alignment point for multilegged support structures
For multi-legged support structures, the projected distance at the 20,0° impact direction between two adjacent
support structure legs shall be determined and reported at a height of 0,3 m above the ground. The clear
opening (L) is the distance as measured between the two legs closest to the carriageway (refer to Figure 2
and Figure 3).
NOTE The clear opening is generally shorter than the distance between two adjacent legs.
Two examples are given to help determining the clear opening (L).
EXAMPLE A Multiple legs perpendicular to the carriageway, Figure 2.
Key
1 Leg of the multi-legged support closest to the carriageway
2 Adjacent leg of the multi-legged support
3 Carriageway
4 Traffic flow
L Clear opening
Figure 2 — Example of clear opening in the horizontal cross section of a multi-legged support
structure in a horizontal plane at 0,3 m above ground level
EXAMPLE B Multiple legs parallel to the carriageway, Figure 3.
Key
1 Front leg of the multi-legged support
2 Rear leg of the multi-legged support
3 Carriageway
4 Traffic flow
L Clear opening
Figure 3 — Example of clear opening in the horizontal cross section of a multi-legged support
structure in a horizontal plane at 0,3 m above ground level
Where the legs are identical and where the clear opening (L) is equal to or more than 1,50 m meter the
support structure theoretical alignment point (O) shall be defined as a single legged support structure (refer to
Clause 8.2.1) on the support structure closest to the carriageway.
Key
1 Leg of the multi-legged support closest to the carriageway
2 Adjacent leg of the multi-legged support
C Circumscribed circle of the single support structure
L Clear opening
O The support structure theoretical alignment point (centre of circle C)
Figure — Definition of theoretical impact point of a multi-legged support structure, having a clear
opening larger than 1,50 m, in a horizontal cross section plane at 0,3 m above ground level
Where the legs are identical and the clear opening (L) is less than 1,50 m, the support structure theoretical
alignment point (O) is the centre of the circumscribed circle at a height of 0,3 m in the horizontal plane that
includes the two legs (refer to Figure 5).

Key
1 Leg of the multi-legged support closest to the carriageway
2 Adjacent leg of the multi-legged support
C Circumscribed circle of the single support structure
L Clear opening
O The support structure theoretical alignment point (centre of circle C)
Figure 5 — Definition of theoretical impact point of a multi-legged support structure, having a clear
opening smaller than 1,50 m, in a horizontal cross section plane at 0,3 m above ground level
For multi-legged support structures consisting of different
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