NCHRP Report 350 Compliance Testing of the Beam-Eating Steel Terminal System

1998 ◽  
Vol 1647 (1) ◽  
pp. 130-138 ◽  
Author(s):  
Brian G. Pfeifer ◽  
Dean L. Sicking
Keyword(s):  
Terminal System ◽  
Roadside Safety ◽  
Safety Standards ◽  
Design Changes ◽  
Compliance Testing ◽  
The Matrix ◽  
Most Significant Change ◽  
Energy Absorbing ◽  
Crash Tests ◽  
New Criteria

An energy-absorbing guardrail terminal was developed at the Midwest Roadside Safety Facility in 1994 that met the safety criteria set forth in NCHRP Report 230. This terminal, known as the beam-eating steel terminal, or BEST, relies on the cutting of steel W-beams to absorb the energy of impacting vehicles. Since that time, a new set of safety standards has been developed to replace those set forth in NCHRP Report 230. These new criteria are published in NCHRP Report 350, with the most significant change being the replacement of the 2041-kg (4,500-lb) sedan test vehicle with a 2000-kg (0.75-ton) pickup. To ensure that the BEST system would perform well under these new, and more stringent, criteria, the system was subjected to the matrix of full-scale vehicle crash tests required by NCHRP Report 350. Several design changes were made to the terminal system during this development to improve the performance of the system. The results of this successful program are reported.

scholarly journals Two Test Level 4 Bridge Railing and Transition Systems for Transverse Timber Deck Bridges

2000 ◽  
Vol 1696 (1) ◽  
pp. 334-351 ◽  
Author(s):  
Ronald K. Faller ◽  
Michael A. Ritter ◽  
Barry T. Rosson ◽  
Michael D. Fowler ◽  
Sheila R. Duwadi
Keyword(s):  
Forest Products ◽  
Service Level ◽  
Safety Performance ◽  
Performance Criteria ◽  
Transition Systems ◽  
Roadside Safety ◽  
Safety Standards ◽  
Crash Tests ◽  
Test Level ◽  
The U.S

The Midwest Roadside Safety Facility, in cooperation with the Forest Products Laboratory, which is part of the U.S. Department of Agriculture’s Forest Service, and FHWA, designed two bridge railing and approach guardrail transition systems for use on bridges with transverse glue-laminated timber decks. The bridge railing and transition systems were developed and crash tested for use on higher-service-level roadways and evaluated according to the Test Level 4 safety performance criteria presented in NCHRP Report 350: Recommended Procedures for the Safety Performance Evaluation of Highway Features. The first railing system was constructed with glulam timber components, whereas the second railing system was configured with steel hardware. Eight full-scale crash tests were performed, and the bridge railing and transition systems were acceptable according to current safety standards.

Development of Hybrid Energy-Absorbing Reusable Terminal for Roadside Safety Applications

2005 ◽  
Vol 1904 (1) ◽  
pp. 26-36
Author(s):  
Nauman M. Sheikh ◽  
Dean C. Alberson ◽  
D. Lance Bullard
Keyword(s):  
Life Cycle Cost ◽  
Permanent Deformation ◽  
Element Analysis ◽  
Major Life ◽  
Roadside Safety ◽  
Hybrid Energy ◽  
Corrugated Plates ◽  
Energy Absorbing ◽  
Safety Applications ◽  
Crash Tests

The hybrid energy-absorbing reusable terminal (HEART) is a newly developed crash cushion or end terminal to be used in highway safety applications to mitigate injuries to occupants of errant vehicles. HEART is composed of corrugated plates of high–molecular weight, high-density polyethylene (HMW-HDPE) supported on steel diaphragms that slide on a fixed rail. Kinetic energy from errant vehicles is converted to other energy forms through folding and deformation of the HMW-HDPE material. Many previous designs utilized plastic or permanent deformation of plastics or steels to accomplish this goal. However, HEART is a combination of plastic and steel that forms a largely self-restoring and largely reusable crash cushion. Consequently, HEART has a major life-cycle cost advantage over conventional crash cushion designs. HEART was developed through extensive use of finite element analysis with LS-DYNA. The simulation approach adopted for the development of HEART, construction details, and a description and results of crash tests performed so far to evaluate its performance are presented. Also discussed is some of the follow-up work currently under way for approval of HEART by FHWA as an acceptable crash cushion for use on the National Highway System.

Sequential Kinking and Flared Energy-Absorbing End Terminals for Midwest Guardrail System

2005 ◽  
Vol 1904 (1) ◽  
pp. 46-53
Author(s):  
Robert W. Bielenberg ◽  
Dean L. Sicking ◽  
John R. Rohde ◽  
John D. Reid
Keyword(s):  
Center Of Gravity ◽  
Full Scale ◽  
Roadside Safety ◽  
Safety Requirements ◽  
Energy Absorbing ◽  
Crash Tests ◽  
High Center

The Midwest guardrail system (MGS), developed at the Midwest Roadside Safety Facility, was designed to improve the performance of traditional strong-post, W-beam guardrail systems. These improvements include decreasing the potential for rollover with high center-of-gravity vehicles, decreasing the potential for rail rupture at the splice locations, and decreasing the sensitivity of the system to the installation rail height. However, safe guardrail termination options for the MGS must be developed before the system can be implemented on the roadside. Two end terminal designs, the sequential kinking terminal (SKT) and the flared energy-absorbing terminal (FLEAT), were partially redesigned and crash tested in conjunction with the MGS according to NCHRP Report 350 criteria. The new versions of the terminals were named the SKT-MGS and the FLEAT-MGS to designate them for use with the MGS. To evaluate the performance of the terminals with the MGS, a series of four full-scale crash tests was conducted: two redirection tests, NCHRP Report 350 Test Designations 3–34 and 3–35, and two head-on impacts, Test Designations 3–30 and 3–31. The results from the four crash tests were found to meet all relevant safety requirements. The SKT-MGS and FLEAT-MGS end terminals are the first successfully tested end terminals for use with the MGS.

New Energy-Absorbing High-Speed Safety Barrier

2003 ◽  
Vol 1851 (1) ◽  
pp. 53-64 ◽  
Author(s):  
John D. Reid ◽  
Ronald K. Faller ◽  
Jim C. Holloway ◽  
John R. Rohde ◽  
Dean L. Sicking
Keyword(s):  
High Speed ◽  
Steel Tube ◽  
Full Scale ◽  
Element Analysis ◽  
Dynamic Component ◽  
Testing Program ◽  
Roadside Safety ◽  
New Energy ◽  
University Of Nebraska Lincoln ◽  
Energy Absorbing

For many years, containment for errant racing vehicles traveling on oval speedways has been provided through rigid, concrete containment walls placed around the exterior of the track. However, accident experience has shown that serious injuries and fatalities may occur through vehicular impacts into these nondeformable barriers. Because of these injuries, the Indy Racing League and the Indianapolis Motor Speedway, later joined by the National Association for Stock Car Auto Racing (NASCAR), sponsored the development of a new barrier system by the Midwest Roadside Safety Facility at the University of Nebraska–Lincoln to improve the safety of drivers participating in automobile racing events. Several barrier prototypes were investigated and evaluated using both static and dynamic component testing, computer simulation modeling with LS-DYNA (a nonlinear finite element analysis code), and 20 full-scale vehicle crash tests. The full-scale crash testing program included bogie vehicles, small cars, and a full-size sedan, as well as Indy Racing League open-wheeled cars and NASCAR Winston Cup cars. A combination steel tube skin and foam energy-absorbing barrier system, referred to as the SAFER (steel and foam energy reduction) barrier, was successfully developed. Subsequently, the SAFER barrier was installed at the Indianapolis Motor Speedway in advance of the running of the 2002 Indianapolis 500 race. From the results of the laboratory testing program as well as analysis of the accidents into the SAFER barrier occurring during practice, qualification, and the race, the SAFER barrier has been shown to provide improved safety for drivers impacting the outer walls.

Are Clinical Laboratory Proficiency Tests as good as They Can Be?

1992 ◽  
Vol 38 (4) ◽  
pp. 473-475 ◽  
Author(s):  
N W Tietz ◽  
D O Rodgerson ◽  
R H Laessig
Keyword(s):  
Analytical Methods ◽  
Proficiency Test ◽  
Clinical Laboratory ◽  
Peer Group ◽  
Reference Method ◽  
Proficiency Tests ◽  
Target Value ◽  
The Matrix ◽  
Matrix Problems ◽  
New Criteria

Abstract Present proficiency test services that use the peer group mean and statistically derived ranges of acceptability are not serving us optimally and are even counterproductive in some respects. We recommend that the target value be determined by a widely accepted reference method and that acceptable ranges be based on criteria related to clinical need. This approach was adopted several years ago in Germany and has already eliminated the use of several unsatisfactory analytical methods. Because the transition would probably take many years, we propose an interim solution to allow instrument manufacturers and laboratorians to adapt to these changes. The current peer group means and acceptable ranges should be supplemented by reference method values and acceptable ranges, based on clinical need, so that manufacturers and laboratorians can judge their performance against these new criteria and make the necessary adjustment in instrumentation and methodology. These processes should be paralleled by efforts to produce proficiency test materials that will not exhibit the matrix problems of present-day preparations.

The Reconstruction Scheme Design and Experiment of the Height-Adjustable W-Beam Guardrail

2012 ◽  
Vol 490-495 ◽  
pp. 2676-2680
Author(s):  
Hong Jun Cui ◽  
Xiao Jing Shen ◽  
Yu Liu ◽  
Xi Xin Sun
Keyword(s):  
Computer Simulation ◽  
Full Scale ◽  
Scheme Design ◽  
Roadside Safety ◽  
Reconstruction Scheme ◽  
Crash Tests

Pave overlay to the freeway repeatedly causes the guardrail’s height lower and lower, which seriously influences its performance in protection and safety. The paper aims to work out a height-adjustable W-beam guardrail which is economic, feasible and safe to solve the shortage in barrier’s height causes from paving overlays by computer simulation tests and full-scale crash tests, which will improve the roadside safety of the guardrail and save the reconstruction cost.

scholarly journals ACCURACY OF APPROXIMATE EIGENSTATES

2000 ◽  
Vol 15 (20) ◽  
pp. 3221-3235 ◽  
Author(s):  
WOLFGANG LUCHA ◽  
FRANZ F. SCHÖBERL
Keyword(s):  
Eigenvalue Problem ◽  
Mass Spectra ◽  
Bound States ◽  
Main Tool ◽  
Bound State ◽  
Variational Techniques ◽  
The Matrix ◽  
Reasonable Choice ◽  
Unperturbed Solution ◽  
New Criteria

Besides perturbation theory, which requires the knowledge of the exact unperturbed solution, variational techniques represent the main tool for any investigation of the eigenvalue problem of some semibounded operator H in quantum theory. For a reasonable choice of the employed trial subspace of the domain of H, the lowest eigenvalues of H can be located with acceptable precision whereas the trial-subspace vectors corresponding to these eigenvalues approximate, in general, the exact eigenstates of H with much less accuracy. Accordingly, various measures for the accuracy of approximate eigenstates derived by variational techniques are scrutinized. In particular, the matrix elements of the commutator of the operator H and (suitably chosen) different operators with respect to degenerate approximate eigenstates of H obtained by the variational methods are proposed as new criteria for the accuracy of variational eigenstates. These considerations are applied to that Hamiltonian the eigenvalue problem of which defines the spinless Salpeter equation. This bound-state wave equation may be regarded as the most straightforward relativistic generalization of the usual nonrelativistic Schrödinger formalism, and is frequently used to describe, e.g. spin-averaged mass spectra of bound states of quarks.

Analysis and Comparison of Safety of Children and Adult Passenger in Car Based on Crash Tests Results

2013 ◽  
Vol 597 ◽  
pp. 199-205
Author(s):  
Bartosz Zdunek ◽  
Michał Landowski ◽  
Stanislaw Taryma ◽  
Ryszard Woźniak ◽  
Krystyna Imielińska ◽  
...  
Keyword(s):  
Dynamic Test ◽  
Occipital Bone ◽  
The Other ◽  
Dynamic Loads ◽  
Impact System ◽  
Dynamic Forces ◽  
Good Energy ◽  
Energy Absorbing ◽  
Crash Tests

Most important features of the child seat were presented. There was made analysis of selected dynamic loads acting on mannequins heads during a collision. Comparison of loads acting on the kid in a child seat and the other passengers in a car is presented. In analysis of the results particular attention has been paid on the children's secure in a car. The phenomena of collision child's occipital bone with seat backrest was described. There were presented results of dynamic test of chosen kind of materials, which were expected for having good energy absorbing characteristic. Selected courses of dynamic forces, values of peak forces and time of dynamic forces acting for tested materials were shown. The tests were made on dynamic droptower impact system Instron CEAST 9310.

Design and Validation of a 30,000 kg Heavy Goods Vehicle Using LS-DYNA

2005 ◽  
Author(s):  
Ali O. Atahan ◽  
Guido Bonin ◽  
Mustafa El-Gindy
Keyword(s):  
Finite Element ◽  
Finite Element Model ◽  
Element Model ◽  
Crash Test ◽  
Roadside Safety ◽  
Software Technology ◽  
Crash Testing ◽  
Steering Mechanism ◽  
Technology Corporation ◽  
Crash Tests

Extraordinary developments in virtual crash testing research have been achieved during the past decade. Advancements in hardware and software technology along with improvements in computation mechanics and increased number of full-scale crash tests contributed positively to the development of more realistic finite element models. Use of complex finite element codes based on computational mechanics principles allowed the virtual reproduction of real world problems. Regarding roadside safety, the design phase was, until now, based on the use of simplified analysis, unable to describe accurately the complexity of vehicle impacts against safety hardware. Modeling details, such as geometry, constitutive laws of the materials, rigid, kinematic and other links between bodies, definition and characterization of contact surfaces are necessary to build an accurate finite element model for an impact problem. This set of information is needed for each different body involved in the event; making the development of a complete model very much demanding. Once a part (subset) of the entire model has been accurately validated against real experimental data, it can be used again and again in other analogous models. In this paper, finite element model of a unique Heavy Goods Vehicle (HGV) was developed and partially validated using actual crash test data. Development of this particular vehicle model was important since this vehicle is extensively used in Europe to test the structural adequacy of high containment level (H4a) safety barriers according to EN 1317 standard. The HGV model studied reproduces a FIAT-IVECO F180 truck, a vehicle with 4 axles and a mass of 30,000 kg when fully loaded. The model consisted of 12,337 elements and 11,470 nodes and was built for and is ready to use with LS-DYNA finite element code from Livermore Software Technology Corporation. Results of the validation study suggest that the developed HGV model shows promise and can be used in further studies with confidence. Improvements such as, steering mechanism in front axes and suspension system is currently underway to make model more realistic.

Enhanced MASH TL-3 Short-Radius System: Promising Design to Accommodate Flat Terrain and Ditches

2018 ◽  
Vol 2672 (39) ◽  
pp. 155-165
Author(s):  
Akram Y. Abu-Odeh ◽  
Roger P. Bligh ◽  
Christopher Lindsey ◽  
Wade Odell
Keyword(s):  
Impact Angle ◽  
Roadside Safety ◽  
Flat Terrain ◽  
Crash Testing ◽  
Geometrical Constraints ◽  
Level 3 ◽  
Curved Section ◽  
National Cooperative ◽  
The Impact ◽  
Crash Tests

A challenging guardrail installation situation presents itself when two roadways intersect. Combining the guardrails from intersecting roadway results in what is commonly known as a short radius or T-intersection. It is difficult if not physically impossible to provide the required tensile capacity to the geometrical constraints of the curved section. Researchers and practitioners in the roadside safety area have been investigating the short-radius issue for many years. Investigators conducted numerous crash tests for different short-radius guardrail designs, yet none of those designs passed the National Cooperative Highway Research Program (NCHRP) Report 350 Test Level 3 (TL-3) criteria. In 2009, the crash testing guidelines were updated in the Manual for Assessing Safety Hardware (MASH). MASH guidelines increased the impact severity for TL-3 tests over those in NCHRP 350. This paper presents a MASH TL-3 short-radius design that was successfully crash tested for both a flat terrain and a 3H:1V sloped terrain behind the installation. The impact conditions adopted from the MASH terminal/crash cushion matrix were MASH 3-33, 3-32, 3-31, and 3-35 for the flat terrain. Additionally, a slightly modified design that was installed in front of a 3H:1V slope was successfully evaluated using MASH 3-33 and 3-32 test conditions. These tests used a 25° impact angle since it was shown to be more critical for installation during simulation of the system.

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