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ROAD RESEARCH LABORATORY
Ministry Of Transport
RRL REPORT LR 105
THE CABLE A N D C H A I N - L I N K
C R A S H B A R R I E R
by
V.J. Jehu and I.B. Laker
CROVVTHORNE
ROAD RESEARCH LABORATORY
1967
Abstract
1 Intr oduc tion
2 Barriers
3 Test procedure
4 Instrumentation
5 Results
6 Synopses of tests
6 1 Tests 11-14
6 2 Test 15
6 3 Test 16
6 4 Test 17
6 5 Test 19
6 6 Test 20
6 7 Test 21
7. Conclusions
8. References
CONTENTS
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Q CROWN COPYRIGHT 1967
Extracts from the text may be reproduced
provided the source is acknowledged
Ownership of the Transport Research Laboratory was transferred from the Department of Transport to a subsidiary of the Transport Research Foundation on I st April 1996.
This report has been reproduced by permission of the Controller of HMSO. Extracts from the text may be reproduced, except for commercial purposes, provided the source is acknowledged.
THE CABLE AND CHAIN-LINK CRASH BARRIER
ABS TRAC T
Ten impact tests were carried out on alternative
constructions of cable and chain-link barriers,
similar to one originally developed in California
in 1959 for use on central reservations at least 16 ft.
wide. In this American barrier, two steel cables are
clamped one either side of a line of steel posts, the
intention being that under impact loading the cables
should press into the bodywork of the vehicle to
redirect it, their initial height above the ground being
maintained at the vehicle by virtue of the fact that they
slide off the ends of posts which bend ahead of the
vehicle.
The tests consisted in guiding cars, usually
by remote control, into barriers 200 ft. in length,
photographing the vehicle-barrier responses, and
measuring vehicle decelerations. Speeds up to
60 mile/h, and angles up to 20 deg. to the line of
the barrier were employed.
The constructional items common to all but one of the barriers investigated were posts about 45 in.
in height, chain -link mesh, and pairs Of cables
clamped one either side of the posts. The chain-link
mesh was dispensed with, and shorter posts were
used in the exceptional case.
Detailed conclusions are enumerated in the
report. The undesirable features exhibited by the
barriers tested might be eliminated by reducing the
length of the posts whichproject above the cables,
and by providing a readier means of detachment of
the cables from the posts. The development of a
barrier incorporating these modifications is described
in a later report.
I. INTRODUCTION
A n e w d e s i g n Of f l e x i b l e c r a s h b a r r i e r w a s d e v e l o p e d b y t h e C a l i f o r n i a n D i v i s i o n of H i g h w a y s in 1 9 5 9 f o r u s e on c e n t r a l r e s e r v a t i o n s of s u f f i c i - e n t w i d t h to p e r m i t a d e f l e c t i o n of 8 f t . w i t h o u t e n c r o a c h m e r l t on t h e
3 o p p o s i t e c a r r i a g e w a y . 1 T h e b a r r i e r c o n s i s t e d o f t w o F - i n . d i a m e t e r s t e e l c a b l e s s u p p o r t e d a t 30 in. a b o v e t h e g r o u n d b y l i g h t I - s e c t i o n
4 . 1 l b / f t , s t e e l p o s t s s e t i n c o n c r e t e f o o t i n g s a t 8 f t . c e n t r e s , w i t h an a d d i t i o n a l c a b l e 9 i n . a b o v e t h e g r o u n d . C h a i n - l i n k m e s h 36 in . w i d e c o m p l e t e d t h e f e n c e w h o s e o v e r a l l h e i g h t w a s 45 in . T h e c a b l e s w e r e g r i p p e d t o t h e p o s t s b y m e a n s o f U - b o l t s , t h e c h a i n - l i n k b e i n g t r a p p e d b e t w e e n t h e m ; t h e e n d s o f t h e c a b l e s w e r e a n c h o r e d b e l o w g r o u n d in l a r g e c o n c r e t e b l o c k s .
T e s t s c a r r i e d o u t i n C a l i f o r n i a s h o w e d t h a t t h e b a r r i e r s u c c e s s - f u l l y c o n t a i n e d 4 0 0 0 l b . c a r s c o l l i d i n g a t 60 m i l e / h a n d 30 d e g . T h e c a b l e s m a i n t a i n e d t h e i r o r i g i n a l h e i g h t a t t h e v e h i c l e b y p r e s s i n g i n t o t h e b o d y w o r k , a n d s l i d i n g o f f t h e t o p s of t h e p o s t s w h i c h b e n t o v e r d u e t o t h e c o l l i s i o n l o a d i n g . T h e c h a i n - l i n k m e s h w a s s e v e r e d a n d g a t h e r e d p r o g r e s s i v e l y in f r o n t o f t h e v e h i c l e t h r o u g h o u t t h e c o l l i s i o n to p r o v i d e e x t r a r e s i s t a n c e .
T h e b a r r i e r w a s l a t e r m o d i f i e d b y o m i t t i n g t h e l o w e r r o p e a t 9 i n . , a n d f a s t e n i n g t h e m e s h o u t s i d e t h e c a b l e s t o p r e v e n t t h e b u n c h e d m e s h f r o m s n a g g i n g a t t h e t u r n b u c k l e s , w h i c h w e r e i n s e r t e d a t 5 0 0 f t . i n t e r v a l s a l o n g t h e c a b l e s . H i g h s p e e d t e s t s on t h e m o d i f i e d d e s i g n s h o w e d t h a t a r a m p e f f e c t a s s o c i a t e d w i t h t h e l o w e r r o p e , w h i c h h a d e n a b l e d v e h i c l e s s o m e t i m e s to c l i m b t h e b a r r i e r , w a s t h e r e b y e l i m i n a t e d , b u t t h a t a c h a r a c t e r i s t i c s p i n - o u t f r o m t h e f e n c e w h i c h o c c u r r e d w h e n a v e h i c l e s t r u c k i t a t h i g h s p e e d a n d l o w a n g l e ( 1 0 d e g . o r l e s s ) w a s n o t r e m e d i e d .
T h i s n o t e d e c r i b e s t e s t s c a r r i e d o u t o n t w o d e s i g n s o f c a b l e a n d c h a i n - l i n k b a r r i e r p r o p o s e d b y B r i t i s h R o p e s L t d . , in b o t h o f w h i c h t h e m e s h w a s f a s t e n e d b e t w e e n t h e t w o r o p e s a n d t h e p o s t s .
2. B A R R I E R S
' O n t h e b a s i s o f f o u r t e s t s c a r r i e d o u t in 1 9 6 2 B r i t i s h R o p e s L t d . p r o p o s e d t w o v a r i a n t s o f c a b l e a n d c h a i n - l i n k b a r r i e r , o n e c a l l e d a n a r r e s t e r b a r r i e r a n d t h e o t h e r a d e f l e c t o r b a r r i e r . 3 T h e a t t e s t e r b a r r i e r c o n - s i s t e d o f 3 x 11 i n . , 4 l b / f t . I - s e c t i o n s t e e l s p o s t s a t 8 f t . c e n t r e s , a n d
3 t w o ~ i n . d i a m e t e r r o p e s a t a h e i g h t o f 27 in . w i t h p l a s t i c - c o v e r e d c h a i n - l i n k m e s h h e l d b e t w e e n t h e p o s t s a n d r o p e s . T h e d e f l e c t o r b a r r i e r w a s t h e s a m e w i t h t h e a d d i t i o n o f t w o f u r t h e r r o p e s a t a h e i g h t o f 19 i n . , t h e i n t e n t i o n b e i n g t h a t t h e l o w e r r o p e s s h o u l d t u r n t h e W h e e l s o f a c o l l i d i n g v e h i c l e a n d h e n c e r e d u c e b a r r i e r d e f l e c t i o n s . In b o t h b a r r i e r s , s t a i n l e s s s t e e l b a n d i n g c l i p s w e r e u s e d to g r i p t h e c a b l e s t o t h e p o s t s .
3. T E S T P R O C E D U R E
In the first four tests a manned vehicle was driven into the barrier at
speeds of about 40 mile/h and angles of about 20 deg. Two of these
manned vehicle tests were devoted to the deflector barrier, and two to
the arrester barterer. Seven later tests of the arrester barrier were
all performed wfth unmanned vehicles remotely controlled by radio.
To attain the required impact speeds over the approach distance
of 220 yds. each test vehicle was connected to two towing vehicles by
means of a 5/16 in. diameter steel cable, which passed through a
pulley block set in the road close to the impact point, round a large
pulley at the rear of one towing vehicle, and thence was attached to the
rear of the second towing vehicle, When the towing vehicles set off in
opposite directions, the speed advantage obtained was twice that of the
first towing vehicle plus that of the second vehicle. Before the test
commenced the ignition of the crash vehicle was switched on, the
accelerator pedal held down and top gear engaged so that during the tow
the engine of the vehicle firedto assist the build-up of speed. When
the vehicle was close to the barrier the towing cable was released auto-
matically, to allow the vehicle to run on and strike the barrier.
During the test the steering of the vehicle was operated through
a radio link by a controller who overlooked the line of approach. The
controller also switched on the recording equipment in the test vehicle,
and applied the brakes after the vehicle left the barrier. A mercury-
filled U-tube mounted on the wing of the vehicle shattered upon contact
with the barrier to switch off the engine.
4. INSTRUMENTATION
The test vehicle was equipped with a radio receiver, steering motor
assembly, and a pneumatic ram to operate the brake pedal. Potentio-
metric seismic-mass type accelerometers were mounted close to the centre of gravity of the vehicle, and were connected to a multi-channel
recording galvanometer unit insulated against shock and vibration. An
anthropomorphic dummy was secured on one of the front seats with
full safety harness.
Two 200 frame/sec, cine cameras were mounted vertically
about 40 ft. above the barrier, the first directly over the impact point
and the second a short way along the barrier so that the edges of their
fields of view overlapped. From these two cameras it was possible to
follow the passage of the vehicle through the barrier. Other cameras
running at film speeds from 24 frame/sec, to i00 frame/sec, were set
up at various vantage points to supply a comprehensive picture of the
impact for analysis and documentary purposes. (Fig. l).
Benson-Lehner equipment was used to convert the accelero-
meter time traces into digital, values suitable for processing on a
Pegasus computer. The films were analysed using a back projection
system.
5. RESULTS
Eleven tests numbered 11-21 were carried out with cable and chain-link
barriers. No result was obtained in Test 18 due to a fault in the remote
3
c o n t r o l s t e e r i n g s y s t e m . D e t a i l s o f t h e r e m a i n i n g t e n t e s t s a r e c o n - t a i n e d i n F i g s . 2 - 1 1 , i n w h i c h t h e v e h i c l e - b a r r i e r r e s p o n s e s w e r e o b t a i n e d f r o m t h e o v e r h e a d c a m e r a s , a n d t h e v e h i c l e d e c e l e r a t i o n - t i m e h i s t o r i e s f r o m t h e a c c e l e r o m ~ t e _ r r e c o r d s . T h e b a r r i e r l o a d i n g s , w h i c h r e q u i r e a k n o w l e d g e o f t h e a n g l e o f a c t i o n b e t w e e n v e h i c l e a n d b a r r i e r , w e r e c o m p u t e d f r o m t h e c o m b i n e d d a t a f r o m f i l m a n d d e c e l e r a t i o n r e c o r d s , w h i c h a g r e e d a m o n g t h e m s e l v e s t o w i t h i n 10 p e r c e n t . T h e v a r i o u s b a r r i e r c o n s t r u c t i o n s a r e a l s o s p e c i f i e d in F i g s . 2 - 1 1 .
P l a t e s 1 - 8 i l l u s t r a t e s o m e a s p e c t s o f t h e v e h i c l e - b a r r i e r r e s p o n s e s , a n d t h e p a t t e r n o f e v e n t s i s d e s c r i b e d in t h e f o l l o w i n g s y n o p s e s o f t h e t e s t s .
6. S Y N O P S E S O F T E S T S
6. 1 T e s t s 1 1 - 1 4
In t e s t s 11 a n d 12 t h e d e f l e c t o r b a r r i e r w a s e x a m i n e d w i t h t w o s t r e n g t h s o f p o s t s . T h e 3 x 1½ in . I - s e c t i o n p o s t s u s e d in T e s t 11 h a d s e c t i o n m o d u l i o f 1. 11 i n . 3 a n d 0. 17 in . 3 a n d t h e w e a k e r 2 i x 1 in . I - s e c t i o n p o s t s in T e s t 12 h a d s e c t i o n m o d u l i o f 0 . 5 3 in . 3 a n d 0 . 0 9 i n . 3 T h e s a m e t w o p o s t s t r e n g t h s w e r e u s e d w i t h t h e a r r e s t e r b a r r i e r i n T e s t s 1 3 a n d 14.
T h e s e f o u r m a n n e d v e h i c l e t e s t s s h o w e d t h a t t h e b e h a v i o u r o f t h e a t t e s t e r b a r r i e r w a s s u p e r i o r to t h a t o f t h e d e f l e c t o r b a r r i e r . T h e l o w e r c a b l e s o f t h e d e f l e c t o r b a r r i e r w e r e n o t s t r i p p e d o f f t h e e n d s o f t h e p o s t s i n t h e i n t e n d e d m a n n e r , a n d in t h e c a s e of t h e w e a k e r o f t h e t w o s i z e s o f p o s t s , t h e y c a u s e d t h e v e h i c l e to r o l l t o w a r d s t h e b a r r i e r . I t w a s c o n s i d e r e d t h a t f u r t h e r t e s t s w i t h t h e d e f l e c t o r b a r r i e r w e r e n o t w a r r a n t e d .
6. 2 T e s t 15
T h e p u r p o s e o f t h i s t e s t w a s to s e e i f a r e d u c t i o n in h e i g h t of t h e t w o c a b l e s o f t h e a t t e s t e r b a r r i e r f r o m 27 in . t o 24½ in . w o u l d e n s u r e t h a t t h e y p r e s s e d i n t o t h e s i d e p a n e l s o f a s m a l l v e h i c l e , w i t h o u t d a n g e r o f s l i d i n g u p a n d c u t t i n g i n t o t h e w i n d s c r e e n p i l l a r . I t w a s a l s o n e c e s s a r y t o d e t e r m i n e t h a t t h e s t r o n g e r o f t h e t w o p o s t s i z e s u s e d in t h e e a r l i e r t e s t s d i d n o t c a u s e t h e s m a l l v e h i c l e t o s p i n o u t o f t h e b a r r i e r .
T h e t e s t s h o w e d t h a t b o t h t h e c a b l e h e i g h t a n d p o s t s t r e n g t h u s e d w e r e s a t i s f a c t o r y f o r t h e s m a l l v e h i c l e e n t e r i n g a t 5 0 m i l e / h a n d 2 0 d e g .
6 . 3 T e s t 16
T o p r o v i d e e a s i e r s e p a r a t i o n o f t h e c a b l e s f r o m t h e p o s t s , t h e l a t t e r w e r e r e d u c e d i n h e i g h t f r o m 45 in . t o 30 in . A t t h e s a m e t i m e t h e c h a i n - l i n k m e s h w a s d i s p e n s e d w i t h , b e c a u s e in t h e e a r l i e r t e s t s
4
i t h a s n o t s e v e r e d a n d b u n c h e d in f r o n t o f t h e v e h i c l e a s i n t e n d e d . A V o l k s w a g e n c a r w a s u s e d t o s e e w h e t h e r i t s p r o n o u n c e d s l o p i n g f r o n t w o u l d s l i d e u n d e r t h e c a b l e s a t t h e 24½ in . h e i g h t . I n i t i a l l y , t h e c a r w a s s u c c e s s f u l l y r e d i r e c t e d , t h e c a b l e s p r e s s i n g i n t o t h e b o d y w o r k a s i n t e n d e d . H o w e v e r , a f t e r t r a v e l l i n g a b o u t 4 0 f t . a l o n g t h e b a r r i e r t h e c a r s p u n o u t v i o l e n t l y t h r o u g h 3 6 0 d e g . a n d s t r u c k t h e b a r r i e r a s e c o n d t i m e . T w o f a c t o r s c o n t r i b u t i n g t o t l~is b e h a v i o u r w e r e , f i r s t l y
t h a t t h e s t e e r i n g l i n k a g e w a s d a m a g e d b y a p o s t s u c h a s t o s t e e r t h e v e h i c l e i n t o t h e b a r r i e r , a n d s e c o n d l y t h e u n u s u a l m a s s d i s t r i b u t i o n d u e to t h e r e a r e n g i n e m o u n t i n g o f t h e c a r . A t t h e t i m e o f t h e t e s t t h e d a m a g e to t h e s t e e r i n g l i n k a g e w a s t h o u g h t to b e m o r e s i g n i f i c a n t than the fact that the car had the engine at the rear, and no further
tests were carried out'with this particular construction of barrier. It
is of interest to note, however, that in a more recent German test in
which aVolkswagen car struck a different type of barrier, the vehicle
behaviour was very similar to that observed in Test 16.4 In view of the
fact that in the German test the car did not strike the posts of the
barrier, which was of the beam type, it would now appear that the spin-
out effect may be more closely associated with the characteristics of
the vehicle rather than with those of the barrier.
6 . 4 T e s t 17
T h e s a m e b a r r i e r c o n s t r u c t i o n u s e d i n T e s t 15 i . e . p o s t s 45 i n , h i g h w i t h c h a i n - l i n k m e s h a n d c a b l e s a t 24½ i n . w a s s t r u c k b y a m e d i u m - s i z e d c a r a t 48 m i l e / h a n d 8 d e g . T h e b a r r i e r s u c c e s s f u l l y r e f l e c t e d
t h e c a r .
6.5 Test 19
The barrier construction of Test 17 was struck again at a small
approach angle of i0.5 deg., but with the speed increased to 58 mile/h.
The banding clips snapped ahead of the vehicle, with the result that the
cable on the remote side from impact lost height and was run over by
the leading road wheel of the car. The vehicle was thereby trapped inthe
barrier, and repeated post collisions on the front corner of the vehicle
caused it to spin and roll out of the barrier.
6. 6 Test 20
To prevent the cables from separating as in Test 19, U-bolts I. were substituted for the yln. wide banding clips. At the same time steel
tubular posts 1 7/8in. in diameter and with a section modulus of 0. 38
in. 3 were substituted for the I-section posts. The vehicle struck the
barrier at 57 mile/h and 6 deg., and partially climbed it before being
reflected. Essentially the barrier remained as an integral unit which
leant over somewhat to form a ramp, with the cables still firmly grip-
ped to the posts. Inspection of the vehicle revealed only a very short
groove formed by the cables, but extensive damage inflicted by the posts,
which offered considerably more resistance to the vehicle along the
5
f e n c e t h a n d i d e i t h e r s i z e o5 the l - s e c t i o n p o s t s .
6.7 Test 21
In an attempt to remedy the defect of the barrier construction
of Test 19 in which the cable remote from impact slid down and trapped
the car in the fence, stronger banding clips a.nd weaker I-section posts
were used. The vehicle struck the barrier at 60 mile/h and !0 deg. The
cables were successfully held together by the stronger clips, but they
were not stripped off the bending posts which carried them downwards.
The vehicle then rode up a ramp formed of posts, cables and chain-link
mesh and overturned out of the barrier.
7. CONCLUSIONS
The following conclusions can be drawn from the tests on various
constructions of cable and chain-link barrier, in which the cables are
clamped either side of the posts.
I) If cables at two heights are used, the lower cables are
not stripped from the posts and maY endanger a vehicle
which overruns them.
"2) i f c a b l e s a t o n e •he igh t a r e u s e d , ( a b o u t 24 in. ), t h e y a r e n o t s t r i p p e d f r o m p o s t s a b o u t 45 in . h i g h in l o w a n g l e i m p a c t s , a n d a t h i g h s p e e d s a n d l o w a n g l e s t he v e h i c l e c a n b e o v e r t u r n e d b y t h e d a m a g e d b a r r i e r .
3) t h e c h a i n - l i n k m e s h i s n o t b e n e f i c i a l to t he v e h i c l e b e h a v i o u r
In o r d e r to a v o i d t h e d a n g e r o u s c o n d i t i o n w h i c h c a n a r i s e in h i g h - s p e e d l o w - a n g l e i m p a c t s , t h e b a r r i e r s h o u l d b e so c o n s t r u c t e d t h a t t h e c a b l e s c a n n e v e r b e o v e r r u n b y t h e v e h i c l e . T h i s r e q u i r e m e n t m i g h t b e a c h i e v e d b y r e d u c i n g t h e h e i g h t of t he p o s t s w h i c h p r o j e c t s a b o v e t h e c a b l e s , a n d b y p r o v i d i n g a r e a d i e r m e a n s of d e t a c h m e n t of the c a b l e s f r o m t h e p o s t s . T h e d e v e l o p m e n t of a b a r r i e r i n c o r p o r a t i n g t h e s e m o d i f i c a t i o n s i s d e s c r i b e d in a s u b s e q u e n t r e p o r t . 5
2
4
8. REFERENCES
B E A T O N , J . L . , a n d R . N. F I E L D . D y n a m i c f u l l - s c a l e t e s t s of m e d i a n b a r r i e r s . B u l l . H i g h w . R e s . B d . , 1960, (266) , 7 8 - 1 2 5
B E A T O N , J . L . , R . N . F I E L D a n d K. M O S K O W I T Z . M e d i a n b a r r i e r s ; o n e y e a r ' s e x p e r i e n c e a n d f u r t h e r c o n t r o l l e d f u l l - s c a l e t e s t s . P r o c . H i g h w . R e s . B d . W a s h . , 1962. 41, 4 3 3 - 6 8 .
B E N D E R , H . M . a n d T. M A S O N . D a r f e n r o a d s a f e t y b a r r i e r s . R e p o r t N o . 1 D o n c a s t e r , 1963 ( D a r l i n g t o n F e n c i n g Co. L t d . )
B O H R I N G E R , A . , R . R O S C H M A N N a n d M. D O M H A N .
6
5
E x e c u t i o n of c r a s h b a r r i e r t e s t s in o r d e r to a c h i e v e m a x i m u m t r a f f i c s a f e t y on G e r m a n m a i n r o a d s . Bonn , 1965 ( B u n d e s m i n i - s t e r fu r V e r k ~ h r ) .
J E H U , V . J . , and I . B . L A K E R . The w i r e - r o p e s l o t t e d - p o s t c r a s h b a r r i e r . M i n i s t r y of T r a n s p o r t , R . R . L . R e p o r t L R 127 C r o w t h o r n e 1967 (Road R e s e a r c h L a b o r a t o r y ) . In the press.
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