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

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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

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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 .

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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.

7

) P " ~ ° " I

Plate I. Car ro l l in£ towards deflector barrier in Test 12.

Plate 2. Car and arrester barrier after Tes t 13

. * 7 - , . . . . . . . .

Plate 3. Minivan striking barrier in Test 15

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Plate 4. Typical cable groove in vehicle bodywork in Test 15

o ! 1

Plate 5. Remote cable overrun by car in Tes t 19

Plate 6. Final position of car in Test 19

r l l

Plate 7. Damage to barrier in Test 20

o .

I Plate 8. Car rol l ing out of barrier in Tes t 21.

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