oSIST prEN 1317-7:2012

Road restraint systems - Part 7: Performance classes, impact test acceptance criteria and test methods for terminals of safety barriers

This part of EN 1317 specifies requirements on the impact performance of terminals, performance classes, lateral displacement, vehicle redirection classes, terminal direction classes, VCDI and impact severity levels.
NOTE   This European Standard should be read in conjunction with EN 1317-1. Both these standards support EN 1317-5.
The modifications included in this European Standard are not a change of test criteria, in the sense of the EN 1317-5:2007+A2:2012, ZA.3.
The performance of a terminal in general is dependent on the barrier connected.

Rückhaltesysteme an Straßen - Teil 7:Leistungsklassen, Abnahmekriterien für Anprallprüfungen und Prüfverfahren für Anfangs- und Endkonstruktionen für Schutzeinrichtungen

Dieser Teil von EN 1317 legt Anforderungen an die Leistungsfähigkeit von Anfangs-/Endkonstruktionen, Leistungsklassen, seitliche Verschiebung, Rückleitungsklassen für Fahrzeuge, Richtungsklassen für Anfangs-/Endkonstruktionen, VCDI und Stufen der Anprallheftigkeit fest.
ANMERKUNG   Dieser Teil der Normenreihe sollte in Verbindung mit EN 1317-1 gelesen werden. Beide Teile der Normenreihe unterstützen EN 1317-5.
Die in dieser Europäischen Norm enthaltenen Änderungen beinhalten keine Änderung der Prüfkriterien im Sinne von EN 1317-5:2007+A2:2012, ZA.3.
Die Leistung einer Anfangs-/Endkonstruktion ist im Allgemeinen von der mit ihr verbundenen Schutzeinrich-tung abhängig.

Dispositifs de retenue routiers - Partie 7 : Classes de performance, critères d’acceptation des essais de choc et méthodes d’essai pour les extrémités des barrières de sécurité

La présente partie de l’EN 1317 spécifie les exigences concernant la performance au choc des extrémités, les classes de performance, le déplacement latéral, les classes de redirection des véhicules, les classes de direction des extrémités, le VCDI et les niveaux de sévérité de choc.
NOTE   Il convient de lire la présente Norme européenne conjointement avec l’EN 1317-1. Ces deux normes viennent à l’appui de l’EN 1317-5.
Les modifications incluses dans la présente Norme européenne ne constituent pas un changement de critères d’essai au sens de l’EN 1317 5:2007+A2:2012, ZA.3.
La performance d’une extrémité dépend d’une manière générale de la barrière raccordée.

Oprema cest - 7. del: Razredi uporabnosti, merila za preskušanje ob naletu in preskusne metode za zaključnice in elemente varnostnih ograj

General Information

• Status: Not Published
• Public Enquiry End Date: 24-Oct-2012
• ICS: 13.200 - Accident and disaster control
• ICS: 93.080.30 - Road equipment and installations
• Technical Committee: OCE - Road equipment
• Current Stage: 98 - Abandoned project (Adopted Project)
• Start Date: 12-Jan-2015
• Due Date: 17-Jan-2015
• Completion Date: 12-Jan-2015
• Directive: 89/106/EEC - Construction products
• Ref Project: prEN 1317-7 - Road restraint systems - Part 7: Performance classes, impact test acceptance criteria and test methods for terminals of safety barriers

Relations

• Revised: SIST ENV 1317-4:2002 - Road restraint systems - Part 4: Performance classes, impact test acceptance criteria and test methods for terminals and transitions of safety barriers
• Effective Date: 01-Sep-2012
• Revised: SIST ENV 1317-4:2002 - Road restraint systems - Part 4: Performance classes, impact test acceptance criteria and test methods for terminals and transitions of safety barriers
• Effective Date: 18-Jan-2023
• Revised: SIST ENV 1317-4:2002 - Road restraint systems - Part 4: Performance classes, impact test acceptance criteria and test methods for terminals and transitions of safety barriers
• Effective Date: 19-Jan-2023

Standards Content (Sample)

SLOVENSKI STANDARD
oSIST prEN 1317-7:2012
01-september-2012
2SUHPDFHVWGHO5D]UHGLXSRUDEQRVWLPHULOD]DSUHVNXãDQMHREQDOHWXLQ
SUHVNXVQHPHWRGH]D]DNOMXþQLFHLQHOHPHQWHYDUQRVWQLKRJUDM
Road restraint systems - Part 7: Performance classes, impact test acceptance criteria
and test methods for terminals of safety barriers
Rückhaltesysteme an Straßen - Teil 7:Leistungsklassen, Abnahmekriterien für
Anprallprüfungen und Prüfverfahren für Anfangs- und Endkonstruktionen für
Schutzeinrichtungen
Dispositifs de retenue routiers - Partie 7 : Classes de performance, critères d’acceptation
des essais de choc et méthodes d’essai pour les extrémités des barrières de sécurité
Ta slovenski standard je istoveten z: prEN 1317-7
ICS:
13.200 3UHSUHþHYDQMHQHVUHþLQ Accident and disaster control
NDWDVWURI
93.080.30 Cestna oprema in pomožne Road equipment and
naprave installations
oSIST prEN 1317-7:2012 en,fr,de
2003-01.Slovenski inštitut za standardizacijo. Razmnoževanje celote ali delov tega standarda ni dovoljeno.

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oSIST prEN 1317-7:2012

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oSIST prEN 1317-7:2012


EUROPEAN STANDARD
DRAFT
prEN 1317-7
NORME EUROPÉENNE

EUROPÄISCHE NORM

June 2012
ICS 93.080.30 Will supersede ENV 1317-4:2001
English Version
Road restraint systems - Part 7: Performance classes, impact
test acceptance criteria and test methods for terminals of safety
barriers
Dispositifs de retenue routiers - Partie 7 : Classes de Rückhaltesysteme an Straßen - Teil 7:Leistungsklassen,
performance, critères d'acceptation des essais de choc et Abnahmekriterien für Anprallprüfungen und Prüfverfahren
méthodes d'essai pour les extrémités des barrières de für Anfangs- und Endkonstruktionen für
sécurité Schutzeinrichtungen
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, 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

Management Centre: Avenue Marnix 17, B-1000 Brussels
© 2012 CEN All rights of exploitation in any form and by any means reserved Ref. No. prEN 1317-7:2012: E
worldwide for CEN national Members.

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Contents Page
Foreword .3
Introduction .4
1 Scope .5
2 Normative references .5
3 Abbreviations .5
4 Terms and definitions .6
5 Terminal performance . 10
5.1 Performance classes . 10
5.2 Tests for families of terminals . 14
5.3 Impact severity . 15
5.4 Permanent displacement of terminal . 16
5.5 Impact test acceptance criteria . 17
5.5.1 General . 17
5.5.2 Terminal behaviour . 17
5.5.3 Test vehicle behaviour . 18
5.5.4 Test vehicle deformation . 22
5.5.5 Severity index . 22
6 Test methods . 23
6.1 Test site . 23
6.2 Test vehicles . 23
6.3 Test item . 23
6.3.1 General . 23
6.3.2 Installation . 23
6.3.3 Position of the impact point . 23
6.4 Accuracies and limit deviations of impact speeds and approach angle . 23
6.4.1 Vehicle impact speed . 23
6.4.2 Vehicle approach angle . 24
6.4.3 Combined limit deviation of speed and angle . 24
6.5 Vehicle impact point . 24
6.6 Vehicle instrumentation . 24
6.7 Photographic coverage . 24
6.8 Test report . 26
Annex A (normative) Detailed test report template . 27
Annex B (informative) Objective of each of the impact tests and guidelines for determination of
impact points and exit box . 33
Annex C (informative) Method for the comparison of the axial load resistance of different end
anchorages . 40
C.1 Introduction . 40
C.2 Method . 40
C.3 Test report . 41
C.4 Use of the results . 41
Annex D (informative) Possible use of the different sub-levels of the Performance levels T80,
T100, T110 . 42
Bibliography . 46

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Foreword
This document (prEN 1317-7:2012) 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, with and only with prEN 1317-4:2012, will supersede ENV 1317-4:2001.
This draft part of EN 1317 does not (and cannot) replace ENV 1317-4:2001 in isolation
EN 1317, 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
including vehicle parapets;
 Part 3: Performance classes, impact test acceptance criteria and test methods for crash cushions;
 Part 4: Performance classes, impact test acceptance criteria and test methods for transitions and
removable barriers sections;
 Part 5: Road restraint systems – Product requirements and evaluation of conformity for vehicle restraint
systems;
 Part 6: Pedestrian restraint system – Pedestrian restraint systems – Pedestrian parapets (CEN/TR);
 Part 7: Performance classes, impact test acceptance criteria and test methods for terminals of safety
barriers;
 Part 8: Motorcycle road restraint systems which reduce the impact severity of motorcyclist collisions with
safety barriers (CEN/TS).
This part of EN 1317 is to be read in conjunction with EN 1317-1.
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Introduction
The design purpose of safety barriers installed on roads is to contain errant vehicles that either leave the
carriageway or are likely to encroach into the path of oncoming vehicles. EN 1317-2 deals with the impact
performance of a safety barrier to which a terminal may be attached.
Terminals, which are defined as the beginning and/or end treatment of a safety barrier, are required to have
specified impact performances without introducing additional hazards for passenger cars.
The description of a terminal conforming to this European Standard incorporates the relevant classes and
performance levels of the product.
Manufacturers may wish to modify their products or use them with different barriers following the ITT and 5.3,
6.2.1.5 and Annex A of EN 1317-5:2007+A2:2012 set out the procedure to be followed.
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1 Scope
This part of EN 1317 specifies requirements on the impact performance of terminals, performance classes,
lateral displacement, vehicle redirection classes, terminal direction classes, VCDI and impact severity levels.
NOTE This European Standard should be read in conjunction with EN 1317-1. Both these standards support
EN 1317-5.
The modifications included in this European Standard are not a change of test criteria, in the sense of the
EN 1317-5:2007+A2:2012, ZA.3.
The performance of a terminal in general is dependent on the barrier connected.
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 1317-1:2010, Road restraint systems – Part 1: Terminology and general criteria for test methods
EN 1317-5:2007+A2:2012, Road restraint systems – Part 5: Product requirements and evaluation of
conformity for vehicle restraint systems
3 Abbreviations
For the purposes of this document, the following abbreviations apply.
ASI: Acceleration severity index
BDT: Bi-directional terminal
CIP: Critical Impact Point
DT: Double sided terminal
EAT: Energy Absorbing Terminal
Lb: Length of barrier connected to a terminal
Ld: Length of terminal deformation
Ls: Structural length of a terminal
Lt: Total length of a terminal
NEA: Non-energy Absorbing Terminal
ST: Single sided terminal
THIV: Theoretical head impact velocity
UDTA: Uni-directional terminal approach
UDTD: Uni-directional terminal departure
VCDI: Vehicle cockpit deformation index
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For the purposes of this document, test vehicle mass codes are
1 900 kg,
2 1 300 kg,
3 1 500 kg.
4 Terms and definitions
For the purposes of this document, the following terms and definitions apply.
4.1
terminal
treatment of the beginning and/or end of a safety barrier to reduce hazards for passenger cars that would
result from the use of an un-treated beginning or end of the barrier (or other construction)
Note 1 to entry: In addition, it can provide an anchorage for the barrier system.
4.2
single sided terminal
terminal which has performance in accordance with this European Standard, on one side only
4.3
double-sided terminal
terminal which has performance in accordance with this European Standard, on both sides
4.4
datum point
structural beginning of a terminal i.e. the first point at which the terminal offers significant resistance to a
frontal impact
4.5
total length of a terminal
Lt
total length of the terminal including structural and non-structural components
4.6
structural length of a terminal
Ls
longitudinal distance from the terminal datum point to the end of the terminal
Note 1 to entry: The length of a terminal is measured in the direction of the traffic side of the barrier. The length is
shown diagrammatically in Figure 3.
4.7
length of a connecting barrier
Lb
length Lb of a barrier meeting the requirements of EN 1317-1 and EN 1317-2 and fixed to a terminal for the
ITT, including connections
4.8
length of terminal deformation
Ld
maximum dynamic longitudinal displacement of the terminal datum point after Approach 1 test
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4.9
energy absorbing terminal
EAT
terminal which in the test Approach 1 (or 2 for T80/1) does not allow the most forward point of the car to cross
the vehicle exit line R (see Figure 6), or which crosses line R at a speed less than or equal to 11 km/h.
4.10
non-energy absorbing terminal
NEA
terminal which in the test Approach 1 (or 2 for T80/1) allows the most forward point of the car to cross the
vehicle exit line R (see Figure 6), or which crosses line R at a speed greater than 11 km/h
4.11
family of terminals
system type tested terminal
multiple performance product that can be assembled to form different models from the same set of
components, to obtain performances in different classes, with the same working mechanism for the system
and for its components
4.12
wheel track
distance between the centres of tyre contact of the two wheels of an axle, projected on to the YZ plane
Note 1 to entry: See Figure 1.

Figure 1 – Example of wheel track
4.13
centre of tyre contact
P centre of tyre contact
Note 1 to entry: See Figure 2
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Key
A wheel spin axis
G ground plane
M wheel mid plane
R projection of A on G
P centre of tyre contact
Figure 2 – Centre of tyre contact
4.14
critical impact point
impact point identified to reasonably represent the worst case for testing
4.15
uni-directional terminal – approach
UDTA
terminal designed and tested to perform at the approach end of a barrier only
4.16
uni-directional terminal – departure
UDTD
terminal designed and tested to perform at the departure end of a barrier only
4.17
bi-directional terminal (BDT)
terminal designed and tested to perform in two directions
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Key
1 side view
2 plan view
3 minimum length of connecting barrier required as part of the working mechanism of the terminal in Approach 1 test
4 datum point
Figure 3 – Diagram of a Terminal
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5 Terminal performance
5.1 Performance classes
Terminals shall be tested in accordance with Table 1 and Table 2. The performance classes given in Table 1
are classified according to an increasing containment capacity.
Some designs may incorporate a non-structural beginning (nose) which offers no significant resistance to an
impact. The first point at which the terminal offers significant resistance to an impact with Approach 1 is
defined as the datum point. For performance classes T50 and T80/1, this information can be derived from
Approach 2.
For sloped down terminals, the terminal datum point shall be defined as the first point 200 mm above ground
level.
The datum point is defined by the manufacturer, checked by the test house performing the test, and justified in
the test report.
If no agreement is reached between the manufacturer and the test house regarding the definition of the datum
point, the test can be performed according to the manufacturer’s definition and a note shall be added to the
test report outlining the diverging points of view.
If a part of the barrier overlaps with the terminal or is required to deform in a controlled manner as part of the
normal functioning of the terminal, then this length of the barrier shall be included in Ls. It shall also be
considered the length to reach the barrier height, in sloped down systems.
The total length of the terminal (Lt) shall conform to the design specification. For tests, the terminal shall be
installed with the terminal manufacturer’s minimum specified length of safety barrier (Lb) so as to demonstrate
the full performance of the terminal. The same barrier type shall be used within all of the testing for a particular
terminal product.
In the case described in 6.3.2 for tests with Approach 1, the terminal can be installed without safety barrier.
A terminal in any of the classes T50 to T110 may also belong to the class ‘energy absorbing terminal’ when it
fulfils the criteria given in 5.5.3.2.
NOTE Some of the performances of terminals are common to crash cushions. Accordingly, some of the tests
specified for terminals in this European Standard have the same impact conditions specified in EN 1317-3 for crash
cushions. Nevertheless, some other tests are different. The main differences between terminals and crash cushions are
• a terminal is designed to be installed at the beginning and/or at the end of a barrier,
• a terminal must be smoothly joined to a barrier, with no risk of snagging or pocketing,
• in general a terminal is designed to provide an anchorage to the barrier and to have adequate reaction to the axial
push from the barrier,
• a crash cushion is usually not connected to the obstacle that it protects,
• a crash cushion is always energy absorbing while a terminal can be NEA.
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Table 1 – Vehicle impact test configurations and performance classes
Tests
Approach Vehicle Velocity
Performance
reference mass
a
class
Approach Test code
Figure 4
kg km/h
frontal, 0°, offset by ¼ of the
T50 2 900 50 TT2.1.50
vehicle width to the traffic side
frontal, 0°, offset by ¼ of the
2 900 80 TT2.1.80
vehicle width to the traffic side
side, 15° 2/3 Ls 4 1 300 80 TT4.2.80
T80/1
side, 165° 1/2 Ls 5 900 80 TT5.1.80
side, 165° at the critical impact
6 1 300 80 TT6.2.80
point
frontal, 0°, head centred 1 1 300 80 TT1.2.80
frontal, 0°, offset by ¼ of the
2 900 80 TT2.1.80
vehicle width to the traffic side
head (centre) at 15° 3 1 300 80 TT3.2.80
T80
side, 15° 2/3 Ls 4 1 300 80 TT4.2.80
side, 165° 1/2 Ls 5 900 80 TT5.1.80
side, 165° at the critical impact
6 1 300 80 TT6.2.80
point
frontal, 0°, head centred 1 1 300 100 TT1.2.100
frontal, 0°, offset by ¼ of the
2 900 100 TT2.1.100
vehicle width to the traffic side
head (centre) at 15° 3 1 300 100 TT3.2.100
T100
side, 15° 2/3 Ls 4 1 300 100 TT4.2.100
side, 165° 1/2 Ls 5 900 100 TT5.1.100
side, 165° at the critical impact
6 1 300 100 TT6.2.100
point
frontal, 0°, head centred 1 1 500 110 TT1.3.110
frontal, 0°, offset by ¼ of the
2 900 100 TT2.1.100
vehicle width to the traffic side
head (centre) at 15° 3 1 500 110 TT3.3.110
T110
side, 15° 2/3 Ls 4 1 500 110 TT4.3.110
side, 165° 1/2 Ls 5 900 100 TT5.1.100
side, 165° at the critical impact
6 1 500 110 TT6.3.110
point
a
Test code notation is as follows:
TT 1 2 100
Test of Terminal Approach Test vehicle mass Impact speed

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NOTE 1 The acceptance tests required for each terminal performance class are redefined in Table 1. These are
classified according to an increasing containment capacity.
NOTE 2 Class T80/1 shall only be used for the testing of non-energy absorbing terminals. Class T80/1 offers a lower
level of safety than class T80. Class T80 includes the class T80/1.
NOTE 3 After a successful test with Approach 6, a terminal may be used with stiffer barriers, but needs to be retested
on same approach with softer ones.
A successfully tested installation at a given performance class, shall be considered as having met conditions
of lower classes.
In addition to the performance class, the terminal shall also be classified according to the Direction class for
which it has been tested as detailed in Table 2.
Table 2 – Direction classes for terminals
Level Direction Acceptance test
T50 BDT TT2.1.50
UDTA TT2.1.50
UDTD TT2.1.50
T80/1 BDT TT2.1.80 TT4.2.80 TT5.1.80 TT6.2.80
UDTA TT2.1.80 TT4.2.80
UDTD   TT5.1.80 TT6.2.80
T80 BDT TT1.2.80 TT2.1.80 TT3.2.80 TT4.2.80 TT5.1.80 TT6.2.80
UDTA TT1.2.80 TT2.1.80 TT3.2.80 TT4.2.80
UDTD   TT5.1.80 TT6.2.80
T100 BDT TT.1.2.100 TT2.1.100 TT3.2.100 TT4.2.100 TT5.1.100 TT6.2.100
UDTA TT.1.2.100 TT2.1.100 TT3.2.100 TT4.2.100
UDTD   TT5.1.100 TT6.2.100
T110 BDT TT.1.3.110 TT2.1.100 TT3.3.110 TT4.3.110 TT5.1.100 TT.6.3.110
UDTA TT.1.3.110 TT2.1.100 TT3.3.110 TT4.3.110
UDTD   TT5.1.100 TT.6.3.110

More information about the direction classes can be found in Annex D.
Impact shall generally be at the points indicated in Figure 4. The impact point shall be chosen by the test
house, within the length Ls, and shall demonstrate the worst-case testing conditions of the terminal, in terms
of the essential characteristics of the transition under test (i.e. performance under impact, containment level,
impact severity, normalised working width and normalised dynamic deflection) and shall include any sensitive
feature of the design, following the guidelines set out in Annex B. If the test house chooses an impact point
other than those outlined below, in order to ensure worst-case conditions, then this choice shall be justified in
the test report.
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a) Approach 1: Frontal, 0° centre of terminal head

b) Approach 2: Frontal, 0°, offset by ¼ of the vehicle width to the traffic side

c) Approach 3: 15° vehicle centreline on centre of terminal head

d) Approach 4: 15° vehicle side impact at 2/3 Ls terminal front side

e) Approach 5: 165° vehicle side impact at 1/2 Ls terminal front side reverse
Figure 4 – Vehicle approach paths (1/2)
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f) Approach 6: 165° vehicle side impact at road restraint system behind terminal front side
Key
3 minimum length of connecting barrier required as part of the working mechanism of the terminal in Approach 1 test or
Approach 2 for T80/1
Figure 4 – Vehicle approach paths (2/2)
Approaches 3 and 4 shall be run after determination of Ls through Approach 1 test.
Approach 5 will not be run for a terminal which is not parallel to the line of the original traffic face of the barrier
if the angle β of the vehicle path to the traffic face of the terminal is less than 5°, at the relevant impact point
and from this point to the head of the terminal.
Terminals shall be classified as either single sided (ST) or double sided (DT) systems. This classification shall
be reported within the test report.
In the case of non symmetrical double sided terminals, tests for Approaches 2, 3, 4, and 5 shall be carried out
on both sides of the terminal, when they are intended for bilateral traffic situations.
5.2 Tests for families of terminals
A group of models differing in their design, covering a range of performance classes can be derived from a
Parent Terminal, once the latter has been successfully tested to this European Standard.
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 family, i.e. a 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 family, i.e. each member is accepted in the relevant performance
class.
The parent Terminal shall belong to the highest performance class of the family and the test matrix shall be
the one shown in Tables 3, 4 and 5 depending on the highest performance class of the group.
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Table 3 – Parent terminal 110
Performance class Tests
T110 All tests
T100 TT 1.2.100
TT2.1.100
TT 4.2.100
T80 TT 1.2.80
TT2.180
TT 4.2.80
T50 TT2.1.50

Table 4 – Parent terminal 100
Performance class Tests
T100 All tests
T80 TT 1.2.80
TT2.1.80
TT 4.2.80
T50 TT2.1.50

Table 5 – Parent terminal 80
Performance class Tests
T80 All tests
T50 TT2.1.50

NOTE Class T80 includes the class T80/1.
5.3 Impact severity
The vehicle occupant impact severity assessment indices, ASI and THIV, shall be evaluated. ASI and THIV
shall conform to the requirements of Table 6 for the tests indicated in Table 1.
These indices are defined in EN 1317-1.
Two severity levels are determined in Table 6 as a function of the value of ASI and THIV.
Table 6 – Terminals: Vehicle impact severity classes
Impact severity classes Index values
A ASI ≤ 1,0 and THIV ≤ 44 km/h in tests 1, 2 and 3
THIV ≤ 33 km/h in tests 4, 5 and 6
B ASI ≤ 1,4 and THIV ≤ 44 km/h in tests 1, 2 and 3
THIV ≤ 33 km/h in tests 4, 5 and 6
NOTE 1 Impact severity class A affords a greater level of safety for the occupants of an errant vehicle than class B.
NOTE 2 The limit value for THIV is higher in tests 1, 2 and 3 because experience has shown that higher values can be tolerated by
occupants in frontal impacts (also because of better passive safety in this direction). Such a difference in human tolerance between
frontal and lateral impacts is already considered in the ASI parameter, which therefore does not need to be changed.

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oSIST prEN 1317-7:2012
prEN 1317-7:2012 (E)
5.4 Permanent displacement of terminal
The permanent displacement of the terminal
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