Development of a MASH Barrier to Shield Pedestrians, Bicyclists, and Other Vulnerable Users from Motor Vehicles (2024)
Chapter: 11 MASH Test 3-11 (Crash Test 612541-01-1)
CHAPTER 11
MASH Test 3-11 (Crash Test 612541-01-1)
Test Designation and Actual Impact Conditions
The MASH impact conditions and exit parameters for Crash Test 612541-01-1 are given in Table 62 and Table 63, respectively. Figure 87 and Figure 88 depict the setup of the target impact.
Weather Conditions
Table 64 provides the weather conditions for Crash Test 612541-01-1.
Table 62. Impact conditions for MASH Test 3-11 (Crash Test 612541-01-1).
| Test Parameter | Specification | Tolerance | Measured |
|---|---|---|---|
| Impact speed (mi/h) | 62 | ±2.5 | 60.3 |
| Impact angle (deg) | 25 | ±1.5 | 25.1 |
| Impact severity (kip-ft) | 106 | ≥106 | 110 |
| Impact location [distance (ft) upstream of center of Post 17] | 1.55 | ±1 | 1.1 |
Table 63. Exit parameters for MASH Test 3-11 (Crash Test 612541-01-1).
| Exit Parameter | Measured |
|---|---|
| Speed (mi/h) | 51 |
| Trajectory (deg) | 6 |
| Heading (deg) | 14 |
| Brakes applied post impact (s) | 3.2 |
| Vehicle at rest position | 235 ft downstream of impact point 26 ft to the field side 25 deg right |
| Comments | Vehicle remained upright and stable. Vehicle did not cross the exit boxa and therefore failed to meet the exit box criteria described in MASH. |
aNot less than 32.8 ft downstream from loss of contact for cars and pickups is optimal.
Table 64. Weather conditions for Crash Test 612541-01-1 (2021-08-24, AM).
| Condition | Measurement |
|---|---|
| Wind speed (mi/h) | 5 |
| Wind direction (deg) | 181 |
| Temperature (°F) | 87 |
| Relative humidity (%) | 76 |
| Vehicle traveling (deg) | 195 |
Test Vehicle
Figure 89 and Figure 90 show the 2015 Ram 1500 used for the crash test. Table 65 shows the vehicle measurements. Table D.1 in Appendix D, Section D.1, gives additional dimensions and information about the vehicle.
Table 65. Vehicle measurements for Crash Test 612541-01-1.
| Test Parameter | MASH | Allowed Tolerance | Measured |
|---|---|---|---|
| Dummy (if applicable)a (lb) | 165 | N/A | 165 |
| Inertial weight (lb) | 5,000 | ±110 | 5,027 |
| Gross statica (lb) | 5,165 | ±110 | 5,192 |
| Wheelbase (in.) | 148 | ±12 | 140.5 |
| Front overhang (in.) | 39 | ±3 | 40 |
| Overall length (in.) | 237 | ±13 | 227.5 |
| Overall width (in.) | 78 | ±2 | 78.5 |
| Hood height (in.) | 43 | ±4 | 46 |
| Track widthb (in.) | 67 | ±1.5 | 68.3 |
| CG aft of front axlec (in.) | 63 | ±4 | 61.1 |
| CG above groundc,d (in.) | 28 | ≥28 | 28.6 |
aIf a dummy is used, the gross static vehicle mass includes the mass of the dummy.
bAverage of front and rear axles.
cFor test inertial mass.
d2270P vehicle must meet minimum CG height requirement.
Test Description
Table 66 lists events that occurred during Crash Test 612541-01-1. Figures D.1 and D.2 in Appendix D, Section D.2, present sequential photographs from the test.
Damage to Test Installation
The rails were scuffed at the location of the impact and downstream of the impact. The soil was disturbed at Post 1, and there was slight separation between the grout and concrete on the traffic and field sides from Posts 14 to 21. The grout was also cracked and broken up around Posts 15 to 20.
Table 67 presents the data on the post displacement and lean. Table 68 reports the deflection and working width of the multifunctional barrier. Figure 91 and Figure 92 show the damage to the multifunctional barrier.
Table 66. Events during Crash Test 612541-01-1.
| Time (s) | Event |
|---|---|
| 0.0000 | Vehicle impacted the installation. |
| 0.0175 | Post 17 began to deflect toward the field side. |
| 0.0250 | Post 18 began to deflect toward the field side. |
| 0.0338 | Post 19 began to deflect toward the field side. |
| 0.0430 | Vehicle began to redirect. |
| 0.1040 | Front driver’s side tire lifted off the pavement. |
| 0.1310 | Back driver’s side tire lifted off the pavement. |
| 0.1820 | Vehicle was parallel with installation. |
| 0.3460 | Front passenger’s side tire lifted off the pavement. |
| 0.3690 | Vehicle exited the installation at 51.1 mi/h with a heading of 14 deg and a trajectory of 6 deg. |
| 0.3730 | Front passenger’s side tire contacted the pavement. |
Table 67. Post displacement details for multifunctional barrier for Crash Test 612541-01-1.
| Post | Soil Gap (in.) | Lean from Vertical Toward Field Side (deg) | |
|---|---|---|---|
| Traffic Side | Field Side | ||
| 14 | Grout disturbed | 1 | |
| 15 | ¼ | ⅛ | 1 |
| 16 | 1⅜ | ½ | 5 |
| 17 | 3 | 2 | 7 |
| 18 | 3¼ | 2 | 9 |
| 19 | 1¾ | 1 | 6 |
| 20 | ½ | ½ | 2 |
| 21 | Grout disturbed | — | |
Table 68. Deflection and working width of the multifunctional barrier for Crash Test 612541-01-1.
| Test Parameter | Measured |
|---|---|
| Permanent deflection/location (in.) | 9.6 toward field side, at the joint between Posts 17 and 18 |
| Dynamic deflection (in.) | 16 toward field side |
| Working widtha and height (in.) | 33.1, at a height of 32.2 |
aPer MASH, “The working width is the maximum dynamic lateral position of any major part of the system or vehicle. These measurements are all relative to the pre-impact traffic face of the test article.” In other words, the working width is the total barrier width plus the maximum dynamic intrusion of any portion of the barrier or test vehicle past the field side edge of the barrier.
Damage to Test Vehicle
Figure 93 and Figure 94 show the damage sustained by the vehicle. Figure 95 and Figure 96 show the interior of the test vehicle. Table 69 and Table 70 provide details on the occupant compartment deformation and exterior vehicle damage. Tables D.2 and D.3 in Appendix D, Section D.1, provide exterior crush and occupant compartment measurements, respectively.
Occupant Risk Factors
Data from the accelerometers were digitized for evaluation of occupant risk; the results are shown in Table 71. Figure D.3 in Appendix D, Section D.3, shows the vehicle angular displacements, and Figures D.4 through D.6 in Appendix D, Section D.4, show acceleration versus time traces.
Table 69. Occupant compartment deformation in Crash Test 612541-01-1.
| Test Parameter | Specification (in.) | Measured (in.) |
|---|---|---|
| Roof | ≤4.0 | 0 |
| Windshield | ≤3.0 | 0 |
| A and B pillars | ≤5.0 overall, ≤3.0 lateral | 0 |
| Foot well/toe pan | ≤9.0 | 0 |
| Floor pan/transmission tunnel | ≤12.0 | 0 |
| Side front panel | ≤12.0 | 0 |
| Front door (above seat) | ≤9.0 | 0 |
| Front door (below seat) | ≤12.0 | 0 |
Table 70. Exterior vehicle damage in Crash Test 612541-01-1.
| Part of Vehicle | Damage |
|---|---|
| Side windows | No damage |
| Maximum exterior deformation | 10 in. in the front and side planes at the right front corner at and above bumper height |
| VDS | 01RFQ5 |
| CDC | 01FREW3 |
| Fuel tank damage | None |
| Description of damage to vehicle | The front bumper, grill, right headlight, right front tire and rim, right front door, right rear door, right rear quarter fender, and right taillight were all damaged. The right front door had a 3-in. gap at the top. |
Table 71. Occupant risk factors for Crash Test 612541-01-1.
| Test Parameter | MASHa | Measured | Time (s) |
|---|---|---|---|
| OIV (ft/s) | |||
| X | ≤40.0 | 14 | 0.1098 on right side of interior |
| 30.0 | |||
| Y | ≤40.0 | 22.9 | 0.1098 on right side of interior |
| 30.0 | |||
| Ridedown (g) | |||
| X | ≤20.49 | 5.6 | 0.1184–0.1284 |
| 15.0 | |||
| Y | ≤20.49 | 9.6 | 0.1098–0.1198 |
| 15.0 | |||
| THIV (m/s) | N/A | 8 | 0.1073 on right side of interior |
| ASI | N/A | 1.2 | 0.0566–0.1066 |
| Max. 0.050-s average (g) | |||
| X | N/A | –5.6 | 0.0408–0.0908 |
| Y | N/A | –9.3 | 0.0322–0.0822 |
| Vertical | N/A | –4 | 1.1427–1.1927 |
| Roll (deg) | ≤75 | 46 | 0.6108 |
| Pitch (deg) | ≤75 | –7 | 1.0474 |
| Yaw (deg) | N/A | –39 | 0.6938 |
aValues in italics are the preferred MASH values.
Test Summary
Figure 97 summarizes the results of MASH Crash Test 612541-01-1. The dynamic deflection of the barrier was only 16 in. There was no debris from the barrier. There was debris from the impacting vehicle that traveled beyond the field edge of the barrier. This flying debris, which comprised the plastic grill guard and smaller plastic pieces from the vehicle, could potentially interact with vulnerable users behind the rail. The debris would require removal to maintain full function of any nonmotorized facility behind the barrier for bicyclists and other users.
