ISO 22343-1:2023
(Main)Security and resilience — Vehicle security barriers — Part 1: Performance requirement, vehicle impact test method and performance rating
Security and resilience — Vehicle security barriers — Part 1: Performance requirement, vehicle impact test method and performance rating
This document specifies impact performance requirements for a vehicle security barrier (VSB) and a test method for rating its performance when subjected to a single impact by a test vehicle not driven by a human being. It is applicable to test methods for vehicle penetration distances not exceeding 25 m. This document is applicable to all manufacturers and procurers of VSBs, where they are used to protect people in any public or private location from the impact of vehicle attacks. This document does not apply to the performance of a VSB or its control apparatus when subjected to: — slow speed encroachment; — slow speed nudging and ramming; — blast explosion; — ballistic impact; — manual attack, with the aid of the vehicle (multiple impacts at slow speed); — manual attack, with the aid of tools (excluding vehicles); — electrical manipulation; — attack on the control systems by any means. NOTE 1 For manual attack, a variety of test methods exist. For assessing intruder resistance of building components, see LPS 1175. NOTE 2 The VSB is designed and tested on the basis of: a) vehicle type, mass and speed of the assessed vehicle-borne threat; b) its geographical application (e.g. climate conditions); c) intended site location (e.g. rigid or non-rigid soil/finished surface). It does not apply to guidance on design, the operational suitability of a VSB or other impact test methods. NOTE 3 Guidance on the selection and specification of a VSB by type and operational suitability is given in ISO 22343-2.
Sécurité et résilience — Barrières de sécurité pour véhicules — Partie 1: Exigence de performance, méthode d'essai d'impact de véhicule et évaluation des performances
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Standards Content (Sample)
INTERNATIONAL ISO
STANDARD 22343-1
First edition
2023-09
Security and resilience — Vehicle
security barriers —
Part 1:
Performance requirement, vehicle
impact test method and performance
rating
Sécurité et résilience — Barrières de sécurité pour véhicules —
Partie 1: Exigence de performance, méthode d'essai d'impact de
véhicule et évaluation des performances
Reference number
© ISO 2023
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Published in Switzerland
ii
Contents Page
Foreword .iv
1 Scope . 1
2 Normative references . 1
3 Terms and definitions . 2
4 VSB performance requirement .13
5 VSB documentation .14
5.1 General . 14
5.2 Conformity between VSB and documentation . 15
6 Test method .15
6.1 Apparatus . 15
6.2 Test site . 22
6.3 Target impact point, initial contact point and impact angle .22
6.3.1 Target impact point .22
6.3.2 Initial contact point. 23
6.3.3 Impact angle .23
6.4 VSB preparation . 23
6.4.1 General .23
6.4.2 Installation .23
6.4.3 Foundation . 24
6.4.4 Soil . 25
6.4.5 Markers . 25
6.5 Test vehicle preparation . .25
6.5.1 General . 25
6.5.2 Test vehicle dimensions .25
6.5.3 Vehicle condition .25
6.5.4 Ballast . 26
6.5.5 Reference points .26
6.5.6 Occupant injury .26
6.6 Impact speed . 26
6.7 Test procedure . 27
6.7.1 Pre-impact data . 27
6.7.2 Impact .30
6.7.3 Impact data . 30
6.7.4 Post-impact data . 30
6.7.5 Disposal of the test vehicle . 32
6.8 Test report . 32
6.8.1 General . 32
6.8.2 Summary of results .34
7 Performance rating .35
7.1 General . 35
7.2 Classification code . 35
8 Product information .36
Annex A (normative) Test vehicle specification measurements .37
Annex B (informative) Example of product and foundation drawings to be submitted to
the test house.46
Annex C (informative) Determination of post-impact access .50
Annex D (informative) Post-impact measurements of foundation and VSB .52
Bibliography .55
iii
Foreword
ISO (the International Organization for Standardization) is a worldwide federation of national standards
bodies (ISO member bodies). The work of preparing International Standards is normally carried out
through ISO technical committees. Each member body interested in a subject for which a technical
committee has been established has the right to be represented on that committee. International
organizations, governmental and non-governmental, in liaison with ISO, also take part in the work.
ISO collaborates closely with the International Electrotechnical Commission (IEC) on all matters of
electrotechnical standardization.
The procedures used to develop this document and those intended for its further maintenance are
described in the ISO/IEC Directives, Part 1. In particular, the different approval criteria needed for the
different types of ISO document should be noted. This document was drafted in accordance with the
editorial rules of the ISO/IEC Directives, Part 2 (see www.iso.org/directives).
ISO draws attention to the possibility that the implementation of this document may involve the use
of (a) patent(s). ISO takes no position concerning the evidence, validity or applicability of any claimed
patent rights in respect thereof. As of the date of publication of this document, ISO had not received
notice of (a) patent(s) which may be required to implement this document. However, implementers are
cautioned that this may not represent the latest information, which may be obtained from the patent
database available at www.iso.org/patents. ISO shall not be held responsible for identifying any or all
such patent rights.
Any trade name used in this document is information given for the convenience of users and does not
constitute an endorsement.
For an explanation of the voluntary nature of standards, the meaning of ISO specific terms and
expressions related to conformity assessment, as well as information about ISO’s adherence to
the World Trade Organization (WTO) principles in the Technical Barriers to Trade (TBT), see
www.iso.org/iso/foreword.html.
This document was prepared by Technical Committee ISO/TC 292, Security and resilience.
This first edition cancels and replaces IWA 14-1:2013, which has been technically revised.
The main changes are as follows:
— this document has been brought into line with modern technology and practices;
— all figures have been reviewed and surface-placed barriers have been explicitly identified;
— additional reporting of furthest part of vehicle beyond vehicle security barrier datum;
— there has been a general review of all text and structure to provide clarification to test houses and
other interested parties.
A list of all parts in the ISO 22343 series can be found on the ISO website.
Any feedback or questions on this document should be directed to the user’s national standards body. A
complete listing of these bodies can be found at www.iso.org/members.html.
iv
INTERNATIONAL STANDARD ISO 22343-1:2023(E)
Security and resilience — Vehicle security barriers —
Part 1:
Performance requirement, vehicle impact test method and
performance rating
1 Scope
This document specifies impact performance requirements for a vehicle security barrier (VSB) and a
test method for rating its performance when subjected to a single impact by a test vehicle not driven
by a human being. It is applicable to test methods for vehicle penetration distances not exceeding 25 m.
This document is applicable to all manufacturers and procurers of VSBs, where they are used to protect
people in any public or private location from the impact of vehicle attacks.
This document does not apply to the performance of a VSB or its control apparatus when subjected to:
— slow speed encroachment;
— slow speed nudging and ramming;
— blast explosion;
— ballistic impact;
— manual attack, with the aid of the vehicle (multiple impacts at slow speed);
— manual attack, with the aid of tools (excluding vehicles);
— electrical manipulation;
— attack on the control systems by any means.
NOTE 1 For manual attack, a variety of test methods exist. For assessing intruder resistance of building
[6]
components, see LPS 1175 .
NOTE 2 The VSB is designed and tested on the basis of:
a) vehicle type, mass and speed of the assessed vehicle-borne threat;
b) its geographical application (e.g. climate conditions);
c) intended site location (e.g. rigid or non-rigid soil/finished surface).
It does not apply to guidance on design, the operational suitability of a VSB or other impact test methods.
NOTE 3 Guidance on the selection and specification of a VSB by type and operational suitability is given in
ISO 22343-2.
2 Normative references
The following documents are referred to in the text in such a way that some or all of their content
constitutes requirements of this document. For dated references, only the edition cited applies. For
undated references, the latest edition of the referenced document (including any amendments) applies.
ISO 22300, Security and resilience — Vocabulary
ASTM C31/C31M, Standard practice for making and curing concrete test specimens in the field
ASTM C39/C39M–18, Standard test method for compressive strength of cylindrical concrete specimens
EN 12390-2, Testing hardened concrete — Part 2: Making and curing specimens for strength tests
EN 12390-3, Testing hardened concrete — Part 3: Compressive strength of test specimens
SAE J211/2, Instrumentation for Impact Test — Part 2: Photographic Instrumentation
3 Terms and definitions
For the purposes of this document, the terms and definitions given in ISO 22300 and the following apply.
ISO and IEC maintain terminology databases for use in standardization at the following addresses:
— ISO Online browsing platform: available at https:// www .iso .org/ obp
— IEC Electropedia: available at https:// www .electropedia .org/
3.1
vehicle security barrier
VSB
passive, active, portable or linear barrier used to prevent potentially hostile vehicular access to a site
Note 1 to entry: Types of VSB and their application are discussed in ISO 22343-2.
3.2
vehicle security barrier foundation
VSB foundation
foundation and surrounding test location ground into which the VSB (3.1) is installed
Note 1 to entry: Typical foundations that can be presented for test are illustrated in Figure 1.
a) VSB rebated b) VSB integral/proprietary
d) VSB anchored/pinned/bolted to test site
c) VSB on test site ground (surface placed)
ground
Key
A VSB G natural ground
B existing finishing level H foundation thickness
C paviors I depth of foundation excavation
D pavior bedding J base construction
E foundation K formation level
F blinding concrete L connections
Figure 1 — Examples of VSB installations — Section view
3.2.1
integral vehicle security barrier foundation
integral VSB foundation
VSB foundation (3.2) that is a structural component of the VSB (3.1)
3.2.2
proprietary vehicle security barrier foundation
proprietary VSB foundation
VSB foundation (3.2) designed and sized solely for use with a specific VSB (3.1)
Note 1 to entry: A surface pinned VSB can need a concrete plinth into which fixings can be installed, this plinth
should be recorded as part of the VSB foundation.
3.2.3
test site ground
surrounding land, in which the vehicle security barrier (VSB) foundation is situated or placed on which
the VSB is installed for testing
3.3
test vehicle
commercially available vehicle and load bed
Note 1 to entry: The vehicle having an unmodified chassis and unmodified frontal structure, used in an impact
test to evaluate the performance of a VSB (see Table 2).
Note 2 to entry: Modifications that are permissible include the addition of a load bed (in accordance with the
vehicle manufacturer’s instructions) and methods to restrain movement of ballast.
Note 3 to entry: See Table 2 for test vehicle type and test mass
3.3.2
ballast
mass added to the test vehicle to bring the test vehicle mass within tolerance
Note 1 to entry: Table 1 specifies the permissible quantities of secured and unsecured ballast.
3.3.3
crew cab
four-door compartment of an N1G vehicle for driver and passengers
3.3.4
day cab
driver compartment of an N1 vehicle that does not include overnight facilities
3.3.5
unladen mass
mass of test vehicle, excluding ballast (3.3.2) but with manufacturer’s equipment, quantities of engine
oil and coolant, and minimum amount of fuel
Note 1 to entry: A minimum amount of fuel is required to ensure engine operation during the test which in turn
facilitates power steering and braking systems.
3.4
datum
fixed point or line to where all measurements pre- and post-impact are taken
3.4.1
vehicle datum point
fixed point on a vehicle to where all measurements pre and post impact are taken
Note 1 to entry: For a car (M1) or 4x4 crew cab pick-up (N1G) vehicle [see Figure 2 a) and Figure 2 b)], a reference
line passing through the centre of the A-pillars, at the lowest point of the windscreen. For N1, N2 or N3 vehicles
[see Figure 2 c), Figure 2 d) and Figure 2 e)],], a reference line intersecting the lower load bed leading edge and
the vehicle chassis rail.
a) Car (M1) b) 4x4 crew cab pick-up (N1G)
d) Large goods vehicle (LGV) N2A, N3C, N3D,
c) Day cab vehicle (N1)
N3F and N3G
e) Large goods vehicle (LGV) N2B and N3E
Key
1 vehicle datum point
Figure 2 — Vehicle datum point — Side view
3.4.2
vehicle security barrier datum line
VSB datum line
horizontal line marked on the ground pre-impact, vertically aligned with the foremost point of the
vehicle security barrier (VSB) (3.1) structure designed to withstand the impact
Note 1 to entry: The VSB front face can be flat and perpendicular to the ground. In this case, the whole VSB front
face is in line with the VSB datum line. In the case of a blocker, it is the furthest protrusion of the VSB structure
designed to withstand the impact [see Figure 3 e)].
Note 2 to entry: The front face of the VSB is not the same as the front face of the VSB foundation or any supporting
structure. In the case of a ditch, it is the point where the front face of the ditch meets the ground level.
Note 3 to entry: The VSB datum line is illustrated in Figure 3.
a) Bollard b) Surface-placed bollard
c) Planter, wall, balustrade d) Surface-placed barrier
e) Blocker f) Gate barrier, rising/swing arm barrier
g) Surface-placed barrier h) Surface-placed barrier
i) Bund/berm j) ditch
Key
1 direction of impact 3 VSB datum line
2 VSB 4 ground level
NOTE 1 ISO 22343-2 provides information on the different types of VSB available.
NOTE 2 For e), refer to Note 1 in 3.4.2.
Figure 3 — Examples of VSB datum line — Isometric and side view
3.5
impact
sequence of events between a moving vehicle engaging with a vehicle security barrier (VSB) (3.1)
3.5.1
impact speed
velocity of the freely moving test vehicle before reaching the initial contact point
3.5.2
impact angle
angle >0° and ≤ 90° in the horizontal plane between the vehicle security barrier (VSB) datum line (3.4.2)
and the vehicle approach path into the VSB (3.1)
Note 1 to entry: The impact angle is illustrated for clarity in Figure 4.
a) Impact angle = 90°
b) Impact angle = 45°
Key
1 centre line of the test vehicle 6 VSB datum line (impact face)
2 test vehicle, pre-impact 7 VSB
3 vehicle approach path 8 initial contact point
4 test vehicle at impact 9 target impact point
5 VSB foundation/test surface
a
For an impact test with a 90° impact angle, the target impact point and initial contact point are the same.
Figure 4 — Impact angle, target impact point and initial contact point — Aerial view
3.5.3
target impact point
intersection between the longitudinal centre line of the test vehicle and the lateral position on the
vehicle security barrier (VSB) (3.1) impact face
Note 1 to entry: The target impact point is illustrated for clarity in Figure 4 and is used to determine test vehicle
to VSB alignment for impact angles > 45°. For an impact test with a 90° impact angle, the target impact point and
the initial contact point are the same.
3.5.4
initial contact point
location of the interface between the test vehicle and vehicle security barrier (VSB) (3.1) impact face at
moment of impact
Note 1 to entry: The initial contact point is illustrated for clarity in Figure 4 and is used to determine test vehicle
to VSB alignment for impact angles ≤ 45°.
3.6
data
record of information gathered pre-impact, during impact and post-impact between the test vehicle
and vehicle security barrier (3.1)
3.6.1
vehicle penetration distance
maximum perpendicular distance between the vehicle security barrier (VSB) datum line (3.4.2) and
either:
a) where there is < 90° yaw and/or pitch of the test vehicle (3.3), the vehicle datum point (3.4.1); or
b) where there is ≥ 90° yaw and/or pitch of the test vehicle, the furthest part of the load bed (for N1, N
and N3 vehicles) or furthest part of the vehicle (M1 and N1G vehicles), achieved either dynamically
(during impact) or statically (post-impact), whichever is the greater
Note 1 to entry: Vehicle penetration distance is illustrated in Figure 5 a) and Figure 6 with < 90° yaw and/or
pitch of the test vehicle.
Note 2 to entry: Vehicle penetration distance is illustrated in Figure 5 b) (aerial view) with ≥ 90° yaw and/or
pitch of the test vehicle.
a) Impact at 90° to the VSB datum line, with < 90° yaw and/or pitch of the test vehicle
b) Impact at 90° to the VSB datum line, into a VSB with an angled impact face, with ≥ 90° yaw
and/or pitch of the test vehicle (i.e. test vehicle facing towards the VSB post-impact)
Key
1 direction of impact 6 test vehicle, post impact
2 VSB foundation/test surface 7 vehicle datum point
3 VSB 8 vehicle penetration distance
4 VSB datum line 9 VSB datum line to furthest part of vehicle
(observation)
5 distance marks at ground level
NOTE See Note 2 to 6.2 for distance marks for vehicle penetration.
Figure 5 — Vehicle penetration distance — Aerial views
a) Pre-impact b) Post-impact
Key
1 VSB (e.g. bollard) 4 vehicle penetration distance
2 VSB datum line 5 major debris
3 vehicle datum point 6 major debris distance
7 VSB datum to furthest part of vehicle
Figure 6 — Vehicle penetration distance and major debris distance — Side views
3.6.2
major debris
piece of vehicle security barrier (VSB) (3.1), vehicle or ballast (3.3.2) with a mass of ≥2 kg that becomes
totally detached during the vehicle-VSB impact (3.5)
3.6.3
major debris distance
dimension measured from and perpendicular to the vehicle security barrier datum line (3.4.2), to the
furthest edge of the outermost piece of major debris (3.6.2)
Note 1 to entry: Major debris distance is illustrated for clarity in Figure 6.
3.6.4
major debris coordinates
position of major debris (3.6.2) measured in the x- and y-axes from either the target impact point (3.5.3)
where the impact angle (3.5.2) is > 45°, or from the initial contact point where the impact angle is ≤ 45°
Note 1 to entry: Major debris coordinates are illustrated for clarity in Figure 7.
Key
A aerial view 2 VSB foundation
B side view – y is going into page (symbol +) 3 VSB
C end view – x is coming out of page (symbol •) 4 VSB datum line
1 direction of impact (three examples) 5, 6 major debris and its coordinates
Figure 7 — Major debris coordinates system — Aerial, side and end views
3.7
client
person(s) or organization commissioning the test house (3.8) to undertake an impact (3.5) test
Note 1 to entry: The client can be, for example, the manufacturer, government agency, distributor, designer,
prospective purchaser or installer of the vehicle security barrier to be tested.
3.8
test house
person(s) or organization carrying out the vehicle impact (3.5) test
4 VSB performance requirement
When tested in accordance with the test method in Clause 6, the VSB shall affect the test vehicle by:
a) preventing it from advancing beyond the VSB datum line; or
b) redirecting the vehicle such that it remains on the non-protected side of the VSB; or
c) bringing it to a halt beyond the VSB datum line (vehicle penetration).
In the event of c), the impact of the test vehicle with the VSB shall render the vehicle immobile by:
— causing damage to the vehicle such that it is not able to progress under its own power;
— becoming entangled with the vehicle such that it is not able to progress under its own power; or
— catching, trapping, or lifting the vehicle such that it is not able to progress under its own power.
NOTE 1 Test data supporting the above are to be recorded within the report.
NOTE 2 Where vehicle penetration beyond the VSB datum line is greater than 25 m, a performance rating is
not awarded (see Clause 7).
5 VSB documentation
5.1 General
The following information and documentation shall be submitted to the test house before the vehicle
impact test:
NOTE 1 This information sets the technical basis for the test activity.
a) VSB manufacturer details;
b) client details (where different to the VSB manufacturer);
c) whether the VSB is a prototype or is in production;
d) VSB product name (type and model);
e) the test parameters against which the VSB is to be tested, including:
1) test vehicle (see 6.1.1);
2) target impact point and impact angle (see 6.3);
3) target impact speed (see 6.6);
f) whether the following optional assessments are to be included in the test:
1) pedestrian intruder access;
2) occupant injury;
g) which face of the VSB is the front face (i.e. the face designed to resist impact) and how this is marked
on the VSB;
h) general arrangement and detailed drawings, installation drawings and installation instructions
(drawings should state that they are to be used for the installation of the VSB being tested and
should be labelled with the VSB product name (type and model) [see 5.1 d)] and version number
that is being tested);
i) drawings shall be provided such that the test house can undertake the checks for product
conformity (see 5.2);
NOTE 2 An example of technical drawing components for VSBs is given in Annex B.
j) parts list (if available);
k) certificates confirming material specifications;
l) foundation specification:
1) foundation type: none, proprietary, integral;
2) reinforcement detail and bar bending schedule;
3) concrete specification and strength;
4) soil grade, compaction, moisture content and bearing capacity (where soil is part of the
foundation or installation) (see 6.4.4);
5) finished surface (e.g. tarmac, concrete, granite pavement);
m) operating manual/instructions;
n) for bollards, the bollard array and its foundation (e.g. single or multiple arrangement);
NOTE 3 This includes, for example, use of a foundation with a capacity of three bollards but to be tested
with only one bollard installed.
o) for linear VSBs, the length of the VSB to be tested;
NOTE 4 The length of a linear VSB chosen for impact testing can impact performance.
p) whether the VSB is a passive or active VSB and whether it is to be tested as passive or active;
q) for an active VSB, the means by which it is to be operated for the test (e.g. powered or manual);
r) whether the VSB has been previously tested including a reference to the previous test [e.g. test
house and test reference number or test report number(s)].
NOTE 5 The test house can obtain other relevant information (e.g. information for disposal and/or
recycling of the VSB, details of toxic or dangerous materials in the VSB and safety issues).
Documents supplied to a test house shall be considered proprietary and shall be retained, handled and
stored by the test house accordingly, unless instructed otherwise by the client.
5.2 Conformity between VSB and documentation
The VSB shall conform to its accompanying documentation (see 5.1). Any nonconformity identified at
any stage of testing (e.g. manufactured product, foundation or installation of the VSB) shall be logged
and reported to the client by the test house. The resolution of the nonconformity shall be recorded
through the provision of revised drawings prior to completion of the test report or a modified VSB prior
to continuation of the test programme.
A set of modified drawings identified by an updated issue number shall be provided together with a list
of dated amendments.
6 Test method
6.1 Apparatus
6.1.1 Test vehicle.
A model representative of the vehicle parc having characteristics and dimensions within the vehicle
specifications given in Table 1 apply. The test vehicle shall be not more than 10 years old for vehicle
types M1 and N1G, and not more than 15 years old for vehicle type N1, N2A, N2B, N3C, N3D N3E, N3F
and N3G.
The test vehicle should be selected on the basis of the VSB’s application, including its geographical
application, where known.
If using a vehicle with a rigid box, consideration should be given to how any ballast movement can be
filmed during the impact (see 6.1.7).
Graphical representations of typical vehicles corresponding to requirements are given in Table 2.
For transparency and impartiality, the test house should always supply the test vehicle to ensure it
meets the requirements of this document.
The test vehicle shall meet the requirements for road worthiness for the following:
a) tyres and wheels;
b) suspension;
c) wheel alignment;
d) bodywork;
e) brakes;
f) chassis;
g) engine, where the means of delivering the test vehicle to the VSB is by vehicle self-power.
NOTE The engine can be running to aid test preparation. Electronic sensors can also be deactivated to avoid
altering the test vehicle’s behaviour, e.g. a safety braking system triggering due to the absence of a driver.
Vehicles used for testing should be unmodified and not be fitted with additional items of load handling
equipment.
Table 1 — Test vehicle specification
Vehicle classification
i i i
M1 N1G N1 N2A N2B N3C N3D N3E N3F N3G
a
Type of test vehicle
Parameter
Crew cab Day cab
Car h
4x4 Flat bed 2-axle rigid 2-axle rigid 2-axle rigid 2-axle rigid 3-axle rigid 3-axle rigid 4-axle rigid
pick-up Cab over Cab behind Cab over Cab over Cab behind Cab over Cab over
j
Maximum gross vehicle mass not appli- not applicable 3 500 8 000 14 970 20 500 20 500 27 300 26 000 36 000
(GVM) (kg) cable
Minimum unladen mass (kg) 1 235 1 700 1 675 3 575 5 200 6 100 6 100 9 750 8 500 10 500
b,c
Maximum ballast (kg) 340 875 1 925 3 775 1 750 1 250 6 150 20 340 15 900 19 900
Test vehicle mass (kg) 1 500 2 500 3 500 7 200 6 800 7 200 12 000 29 500 24 000 30 000
d
Tolerance (kg) ±75 ±75 ±100 ±150 ±150 ±150 ±250 ±590 ±400 ±400
e
Vehicle length (mm) 4 500 5 200 6 200 7 610 8 340 9 560 9 560 7 640 8 600 9 600
Tolerance (mm) ±360 ±600 ±380 ±1 520 ±1 670 ±1 910 ±1 910 ±1 910 ±1 910 ±1 910
f
Vehicle width (mm) 1 760 1 850 2 100 2 400 2 400 2 500 2 500 2 400 2 500 2 500
Tolerance (mm) ±150 ±200 ±175 ±200 ±200 ±225 ±225 ±200 ±225 ±225
g
Wheel base (mm) 2 700 3 200 3 805 4 310 5 275 5 910 5 910 5 600 5 700 6 800
Tolerance (mm) 2±540 ±500 ±710 ±830 ±1 100 ±1 250 ±1 250 ±1 250 ±1 250 ±1 250
Height from ground to lowest edge not appli- 435 440 515 630 700 700 700 810 810
of the chassis rail at the front (mm) cable
when ballasted
Tolerance (mm) ±75 ±100 ±100 ±100 ±150 ±150 ±150 ±100 ±100
a
The types of vehicle are illustrated in Table 2. Not all vehicles illustrated will be available in all markets.
b
Where instrumentation is used, it forms part of the secured ballast (see 6.5.4.1).
c
When an anthropomorphic dummy (ATD) is used in the test, it shall be 75 kg and shall be installed and fastened by a seat belt. The ATD mass shall not contribute to the test vehicle mass; therefore, the ATD shall be added
after the test vehicle mass has been set within tolerance.
d
Tolerances for mass are quoted for practicality. The test vehicle mass should be as close as is practicable to the nominal value.
e
Including an attached load bed.
f
Not including mirrors.
g
Length between the extreme axles.
h
Rear-wheel drive.
i
Bulk carrier vehicles (N3E, N3F and N3G) should be loaded with unsecured ballast (sand/soil) to meet the test vehicle mass (see 6.5.4.2).
j
Users of this document should refer to ASTM 2656 to ensure compatibility.
Table 2 — Vehicle classifications used for vehicle impact testing
Test UNECE vehicle Test mass Illustration
vehicle classification (kg)
GVM
(kg)
Car M1 1 500
4x4 N1G 2 500
(crew cab)
Flat bed N1 3 500
(single cab)
Large N2A 7 200
goods
GVM 8 000 kg
vehicle
(LGV)
2-axle rigid
(flat bed, open
curtain side or
rigid box)
N2B 6 800
GVM 14 970 kg
2-axle rigid
(flat bed, open
curtain side or
rigid box)
N3C 7 200
GVM 20 500 kg
2-axle rigid
(flat bed, open
curtain side or
rigid box)
Large N3D 12 000
goods
GVM 20 500 kg
vehicle
2-axle rigid
(LGV)
(flat bed, open
curtain side or
rigid box)
N3E 29 500
GVM 27 300 kg
3-axle rigid
(tipper body)
TTabablele 2 2 ((ccoonnttiinnueuedd))
Test UNECE vehicle Test mass Illustration
vehicle classification (kg)
GVM
(kg)
N3F 24 000
GVM 26 000 kg
3-axle rigid
(tipper body)
N3G 30 000
GVM 36 000 kg
4-axle rigid
(tipper body)
6.1.2 Method of propulsion: winch cable or other equipment, which shall be capable of delivering
the test vehicle to the VSB at the specified impact speed. It shall be capable of propelling the test vehicle
in a stable manner and in a straight line, to a point where the vehicle is released and is able to travel
freely until reaching the initial contact point.
This release point should be determined in accordance with the longitudinal position of the winch
attachment device to the test vehicle in order for the test vehicle to travel freely for speed measurement
purposes and impact.
6.1.3 Equipment for measuring speed, which shall be capable of measuring the freely moving
vehicle’s impact speed along the vehicle approach path (before the initial contact point) to an accuracy
of ± 2 %.
NOTE The maximum distance between the measurement being taken and initial contact point is given in
6.7.3 a).
A minimum of two independent methods of speed recording should be used. The determination of
impact speed is an essential parameter. Suitable methods can include a timing gate, determination of
winch cable speed, the use of pressure pads activated by the passage of the test vehicle, the analysis of
high-speed film records or attaching a calibrated “fifth wheel” to the test vehicle.
6.1.4 Equipment for measuring impact angle, which shall be capable of measuring angles to an
accuracy of ± 1°.
6.1.5 Equipment for measuring distance, which shall be capable of measuring to an accuracy
of ± 2 %.
6.1.6 Equipment for measuring mass, which shall be capable of measuring vehicle mass for the
following categories:
a) for vehicle categories M1, N1G, capable of measuring mass to an accuracy of ± 5 kg per axle;
b) for vehicle categories N1, N2A, N2B, N3C, N3D, N3E, N3F and N3G, capable of measuring mass to an
accuracy of ± 50 kg per axle;
c) major debris, capable of measuring mass to an accuracy of ± 1 kg.
6.1.7 Video camera equipment, which shall be capable of recording the behaviour of the VSB and
foundation movement, the test vehicle motion pre-impact from a minimum of 8 m before the initial
contact point and post-impact to a minimum of 25 m beyond the VSB datum line, and the ballast during
impact.
NOTE Where the test vehicle has a rigid box, the ballast can be observed with an onboard camera.
High-speed cameras shall be operated at a minimum of 200 frames per second.
Higher frame rates can be useful to give greater detail of the impact. However, image resolution should
not be reduced in order to achieve higher frame rates.
Photographic instrumentation specifications shall be in accordance with SAE J211/2.
The lens error, as referenced by SAE J211/2:2022, 3.1.1, shall not exceed 3 % for lenses less than 50 mm
focal length, and shall not exceed 1 % for lenses equal to or greater than 50 mm focal length.
High speed camera equipment should be capable of producing noise-free, correctly exposed results in
all year-round natural outdoor lighting conditions without resorting to the use of electronic gain or
non-standard film processing to correct the exposure.
6.1.8 Camera layout, for which the minimum camera layout shall be as follows, as illustrated in
Figure 8:
a) A high-speed static camera (see Figure 8, Camera A), ground based, in-line with the VSB and with an
unobstructed view of the VSB impact face. This camera may be used to determine the height of the
initial contact point and/or target impact point, dynamic vehicle penetration distance, the impact
speed and the post-impact speed of the test vehicle. Characteristics of the test vehicle impacting
into the VSB can also be recorded.
b) A high-speed static camera (see Figure 8, Camera B), ground based, in-line with and facing the
vehicle approach path. This camera may be used to determine if the target impact point/initial
contact point is within the tolerance and to show the characteristics of the test vehicle impacting
into the VSB. The impact angle determines whether the target impact point or initial contact point
is used to assess the impact accuracy (see 6.3).
c) A high-speed static camera (see Figure 8, Camera C), overhead and located in such a way as to cover
the test vehicle motion from a minimum of 3 m before the initial contact point and a minimum of 5 m
past the VSB datum line. Camera C may be used to record the impact angle, the static and dynamic
vehicle penetration distances and the major debris distance/coordinates up to a minimum of 5 m
past the VSB datum line. If the only method to measure impact angle is an overhead camera(s), and
weather conditions mean it is dangerous to deploy and/or operate an overhead camera(s), the test
should be delayed until it is safe to proceed.
d) A real-time panning camera (see Figure 8, Camera D), sited at right angles to the vehicle approach
path. It shall be located so as to record the test vehicle travel either pre-impact for a minimum of
5 m to post impact to a maximum of 25 m, or to full completion of the impact sequence, whichever
is achieved first.
NOTE 1 Camera D records the test vehicle and the VSB interaction in real time: pre-impact, during and
post-impact.
The location of this camera shall be determined by the test house based on their site safety
requirements.
Additional high-speed cameras can be used as backups and/or to provide extra viewing points
where the VSB has specific components that need to be assessed (e.g. the foundations, hinges). The
test house and the client should agree on the location of such cameras.
In addition, recommended cameras to use are as follows:
— A second high-speed static camera (see Figure 9, Camera E) overhead and located in such a way to
cover the test vehicle motion from a minimum of 8m before the initial contact point and past the
VSB datum to a maximum of 25 m.
NOTE 3 The use of two overhead high-speed static cameras (see Figure 8) enables recording of a high
level of detail of the initial impact and a more general shot covering more of the impact sequence.
f) A high-speed static camera (see Figure 8, Camera F), ground based, to record the interaction of the
test vehicle and the VSB.
Key
1 test vehicle 3 VSB
2 VSB foundation/ground surface 4 VSB datum line
Cameras A, D and F are illustrated as being on particular sides of the VSB, but they can equally be positioned on the
opposite sides of the vehicle centre line, although cameras A and F should not be on the same side.
CameraRequired or Description
recommended
A Required high-speed static camera, ground-based
B Required high-speed static camera, ground-based
C Required overhead high-speed static camera
D Required real-time panning camera
E Recommended overhead high-speed static camera in conjunction with Camera C
F Recommended high-speed static camera, ground-based
Figure 8 — Layout for required and recommended cameras
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