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TEST SUMMARY
HOLMES SOLUTIONS Limite, New ZEALAND
Test No. 102350.02-6 / Test 3-11 // 9 Fes 2010

+ Test Acency . Holmes Solutions Ltd
102350.02-6 T4

9 February 2010

S-wire rope barrier

118.9 m overall

AASHTO M 147-65 Standard soll

+ Test No. ..
+ Test ote
+ Test Arricte .
+ INSTALLATION LENGTH ...
+ Sou Type...
+ Key ELements

Description.

Barrier
S-wire rope barrier with steel posts

Length .. 99 m LON
Post Spacing .. 9.0 metres
Wire Heights 530 / 650 / 770 mm

+ Test Venice

Designation... 2000P

Make/Model. Chevrolet C2500 Plek-up
Dimensions (Iw! . 5535 x 1940 x 1840
Curb Wt . 1927 kg
Test Inertial Wt. 2001 kg
Gross Static Wt... 2001 ky

+ Impact Conoitions
Speed ... 99.25 kph
Angle cs 25 deg

Impact point ..
Exit Conoitions

Midspan between posts 4 and 5

0.35 sec

Occuranr Impact VeLociTy (m/s)
Longitudinal...
Lateral (optional).

1.7 m/sec at 0.2246 s on RS of interior
3.2 m/sec

THIV (optional)... ~- 3.5 m/sec at 0.2214 s on RS of interior
Oceurant RIDEDOWN AcCELERATION (a)
direction, + 4.0 g (0.4378 - 0.4478 sec)
y-direction _ ais ~4.8 (0.3176 ~ 0.3276 sec)
PED (optional) 5.5 g (0.4041 - 0.4141 sec)
AST (optional)
Test ARTICLE Damace Moderate
Test ARTICLE DerLections (nm)
Dynamic. 3270 mm
. 540 mm
VEHICLE DAMAGE ~ Exterior
VDS... 1L-LEQ-4
cbc 1LFEW3,
Maximum Deformation 100 mm
VEHICLE DAMAGE - INTERIOR
OCDI .... seuss — ASO00O000
Post IMPACT VEHICLE GEHAVIOR
Vehicle stability. Satisfactory
Stopping distance. 48.1.m

Max. roll angle
Max. pitch angle .
Max. yaw angle ...

8.18 at 1.1342 see
4.4% at 8.1499 sec
-25.5



TEST SUMMARY

HOLMES SOLUTIONS LIMITED, New ZEALAND

Test NO. 102350.02-6 // Test 3-10 / 9 Fes 2010

0.00 sec

Test Acency ..
Test No.

Holmes Solutions Ltd
102350.02-6 T3

9 February 2010

4-wire rope barrier

118.9 M overall

AASHTO M 147-65 Standard soil

Test pate ..
Tear ARTICLE .

INSTALLATION LenaTH
Son Tye .
Key Evemenr:

Description. 4-wire rope barrier with steel posts
Length 99 m LON
Post Spacing .. 3.0 metres

Wire Heights.
Test Venice

530 / 650 / 770 / 790 mm

Designation 820C
Make/Model. Toyota Starlet
Dimensions (Iwh).. 3700 x 1600 x 1340
Curb Wu. 753 kg
Test Inertial Wi 834.5 kg
Gross Static Wi 911.5 ky

99.7 kph

~~ 20 dey

Impact point
Exit CONDITIONS
Exit speed ...
Exit angle .

Midspan between posts 10 and 11

70.5 kph
he

+ Occurant Impact VeLocity (M/s)
Longitudinal
Lateral (optional).
THIV (optional)

+ Occuranr RIDECOWN AcccLeRATiON
x-direction...
y-direction......
PHD (optional)
ASI (optional)

+ Test ArTicLe Damage

+ Test ARTICLE DEFLECTIONS (m)
Dynami
Permanent...

+ VeHicLe Damace ~ EXTERIOR
vps

OD Cassacssnss
Maximum Deformation
+ VEHICLE DAMAGE - INTERIOR
ocpt
+ Post Impact VEHICLE Benavior
Vehicle stability.
Stopping distance
Max. roll angle
Max. piteh angle «.
Max. yaw angle

3.5 m/s al 0.1613 s on right of interior
4.6 m/s al 0.1613

5.2 m/s at 0.1570 s

(a

-7.0 § (0.1672 - 0.1772 8)

-7.1g (0.2906 - 0.3006 s)

8.2 ¢ (0.1673 - 0.1773 s)

0.60 (0.1269 0 0.1769 s)

Moderate

1280 mm
230 mm

H-LFQ-5
LEYAWG
120 mm

LF0000100

Satisfactory

51.7 metres
13.8° at 1.7587 s
5.6" al 0.5590 s
35.3 al 1.7790 s



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*Test ARTICLE

VIMPAGT GONDITIONS

*Poat IMPAGT GENAVIOUR
‘Armonwire Cable barrier with 4 cables Impact Speed . 82.5 kph Vehicle Stability......._ | Good
Impact Angle ‘Stopping Distance....._ | 110 metres
Test Level . NCHRP 350 Test 412 Exit Speed Sic Max. Roll angle, =10.8 (0.8230 seconds)
Exit Angle ... ale Max. Pitch angle.. “89 ___ (4.3279 seconds)
114 metres *Test ARTICLE Oercectians (METRES) Max. Yaw angle........ | 21.4 (1.2981 seconds)
530, 650, 770 and Substantial TOSGUPANT Riek VALUES
790 mm 1.65 m** IMPAGT VELOGITY (w/a — RIGHT SIDE OF INTERIOR)
Post Centres. 3.0 m in impact area 0.00 m =1.5 m/s at 0.3453 5
Soil Type. ‘AASHTO Standard Soil 215m 2.0 m/s
TVEHIGLE DAMAGE - EXTERIOR 27 m/s
west Venicie DS. TI-LFQ-2 (ONS (el
80005) TIFYSLA =14 (0.6316 - 0.6816 5)
Mitsubishi Fuso ‘90 mm LF corner =1.9 (0.6225 - 0.6325 s)
Dimensions (wh) | 8650 x 2220 x 3610 2.3 (0.6522 - 0.6622 s)
Test Inertial Wt... | 8050 kg FVEHIGLE DAMAGE - INTERIOR 0.17 (0.6129 - 0.6629 5)
‘OOD. AS00000000 Max, 0.050 SECOND AVERAGE (a)
co Max. Deformation ..... | 0.0 mm direction... -0.9_(0.6316 - 0.6816 5)
Line post 13, 38,0 metres downstream of y-direction. “14 10,6128 - 0.6628 5)
terminal end trigger post.

z-directio} 1.6 (1.7309 - 1.7809 s)

** A dynamic deflection of the barrier of 1.10 m occurred as a result of the initial redirection of the vehicle, 1.2 seconds after first
maximum dynamic deflection was Measured at 1.65 m as the vehicle was redirected a second time, 4.00 seconds after first contact with the test article

Report 102350.02-6-412.doc

NCHRP 350 Compliance ‘Test 4-12 on
Armorwire Cable Barrier with 4 cables

contact with the test article. The

‘August 2009

Revision B

Page 20 of 40



@

US. Department 1200 New Jersey Ave., SE
of Transportation Washington, D.C. 20590
Federal Highway

Administration January 27, 2012

In Reply Refer To:
HSST/ B-222

Mr. Dallas James
Armorflex International Ltd
156 Foundry Road
Silverdale 0932

Auckland

New Zealand

Dear Mr. James:

This letter is in response to your request for the Federal Highway Administration (FHWA) to review
a roadside safety system for eligibility for reimbursement under the Federal-aid highway program.

Name of system: Armorwire

Type of system: Cable Barrier with 3 or 4 Cable
Test Level: NCHRP Report 350 TL-3 & TL-4
Testing conducted by: Holmes Solutions Ltd (HSL)
Date of request: December 15, 2010

Request initially acknowledged: December 17, 2010

Task Force 13 Designator: SGM33 a-b

Decision

The following device is eligible, with details provided below:
¢ Armorwire Cable Barrier with 3 or 4 Cable

Based on a review of crash test results submitted by the manufacturer certifying the device described
herein meets the crashworthiness criteria of the National Cooperative Highway Research Program
(NCHRP) Report 350, the device is eligible for reimbursement under the Federal-aid highway
program. Eligibility for reimbursement under the Federal-aid highway program does not establish
approval or endorsement by the FHWA for any particular purpose or use.

The FHWA, the Department of Transportation, and the United States Government do not endorse
products or services and the issuance of a reimbursement eligibility letter is not an endorsement of
any product or service.

Requirements

Roadside safety devices should meet the guidelines contained in NCHRP Report 350 (Report 350) if
tested prior to January 1, 2011, or the American Association of State Highway and Transportation
Officials’ Manual for Assessing Safety Hardware (MASH) if tested after that date. The FHWA
Memorandum “Identifying Acceptable Highway Safety Features”, dated July 25, 1997, provides
further guidance on crash testing requirements of longitudinal barriers.


Test ARTICLE

“IMPACT CONDITIONS

Post IMPACT BEHAVIGUR

‘Armorwire Cable Barrier with 3 cables Impact Speed . 97.6 kph Vehicle Stability..... Good
Tmpact Angle 25" ‘Stopping Distance... | 88.16 metres
Test Level . NCHRP 350 Test 5-11 Exit Speed = Max. Roll angle.. 5.9 at 0.8905 seconds
_|_ [exit Angie ae Max. Pitch angle. -4.1 at 0.9397 seconds
114 metres “TEST ARTICLE DEFLECTIONS (METRES) Max. Yaw angle........._ | -34.3 at 0.5010 seconds
330, 650, 770 mm Substantial *DECUPANT RIBK VALUES
154m IMPACT VELOGITY (WS — RIGHT SIDE OF INTERIOR?
3.0 m in impact area 0.00 m x-direction. 3.7 at 0.1585 seconds
‘AASHTO Standard Soil wee | 154m y-direction. 4.0 at 0.1585 seconds
GE ~ EXTERIOR THIV (m/s). 5.1 m/s at 0.1585 seconds

TTeay Veniece TE-LFQS RIDeDowN DEGELERATIONS (a)
Designatior 2000P TIFLEES ~3.7 (0.3254 - 0.3354 s)
‘Make/Model. Chevrolet Silverado Max Deformation ...... | 100 mm to LF comer ~4.5 (0.1731 - 0.1831 s)
Dimensions (Iwh) | 5560 x 1950 x 1880 4.9 (0.2575 - 0.2675 8)
Test Inertial Wt... | 2044 kg *VEHIGLE DAMAGE - INTERIOR 0.44 (0.2497 - 0.2997 s)
7 cI ‘OCDI... ‘AS00000000 MAX. 0,050 SEcano AVERAGE (a)

2.0 metres upstream of line post 13, 36.0

Max. Deformation .

0.0mm

=2.0 (0.0668 - 0.1168 s)

metres downstream of the terminal end
trigger post.

“3.7 (0.2494 - 0.2994 s)

=1.3 (0.2542 - 0.3042 s)

Rpt 102350.02-6-311-Rev C.doc

NCHRP 350 Compliance Test 3-11 on
Armorwire Cable Barrier with 4 cables

August 2009

Revision C
Page 19 of 39



e You will be expected to supply potential users with sufficient information on design and
installation requirements to ensure proper performance.

e You will be expected to certify to potential users that the hardware furnished has the
same chemistry, mechanical properties, and geometry as that submitted for review, and
that it will meet the crashworthiness requirements of the NCHRP Report 350.

e To prevent misunderstanding by others, this letter of eligibility is designated as number
B-222 and shall not be reproduced except in full. This letter and the test documentation
upon which it is based are public information. All such letters and documentation may be
reviewed at our office upon request.

e This letter shall not be construed as authorization or consent by the FHWA to use,
manufacture, or sell any patented system for which the applicant is not the patent holder.
The finding of eligibility is limited to the crashworthiness characteristics of the candidate
system, and the FHWA is neither prepared nor required to become involved in issues
concerning patent law. Patent issues, if any, are to be resolved by the applicant.

e The Armorwire systems are patented products and considered proprietary. If proprietary
systems are specified by a highway agency for use on Federal-aid projects: (a) they must
be supplied through competitive bidding with equally suitable unpatented items; (b) the
highway agency must certify that they are essential for synchronization with the existing
highway facilities or that no equally suitable alternative exists; or (c) they must be used
for research or for a distinctive type of construction on relatively short sections of road
for experimental purposes. Our regulations concerning proprietary products are
contained in Title 23, Code of Federal Regulations, Section 635.411.

e Although the barrier performed well under ideal test impact conditions with the two test
vehicles, the likelihood of passenger car underrides of any cable system may increase as
the post spacing increases, particularly when the barrier is installed on non-level or
slightly irregular terrain and the cables are not restrained from lifting at each post.
Consequently, some transportation agencies have limited post spacing to approximately
6m (20 feet) for cable barriers. The dynamic deflection of the barrier is likely to increase
when it is installed along the convex sides of horizontal curves, and when distances
between anchorages exceed the 115- to 130-m (377- to 427-foot) test lengths.

Sincerely yours,

Medel A offtt

Michael S. Griffith
Director, Office of Safety Technologies
Office of Safety

Enclosures


3

all 3 cables remaining in contact with the impact side of the vehicle. ‘he occupant risk values
were all below the preferred limits. The dynamic deflection was 3270 millimeters (128.7
inches).

The crash test summary sheets are included as an enclosure to this correspondence.

Findings

The systems described above passed all required Report 350 crash tests. Occupant Impact
Velocities (OIV) associated with all tests are below the preferred limit and Occupant Ridedown
Acceleration (ORA) for all tests were below the preferred limit.

In your letter, you requested FHWA review of the following configurations for the Armorwire as
an NCHRP 350 TL-3 and TL-4 Longitudinal Barrier:

I. Armorwire TL-3 Cable Barrier — 3-cable system, for use with post spacing of 3 meters
(9.83 feet) through to 9 meters (29.6 feet).

Il. Armorwire TL-4 Cable Barrier - 4-cable system, for use with post spacing of 3-meters
(9.83 feet) through to 9 meters (29.6 feet).

We concur that the 3-cable design described above and detailed in the enclosed drawings is
eligible for reimbursement as an NCHRP Report 350 barrier at TI.-3 with a post spacing ranging
from 3 meters (9.84 feet) to 9 meters (29.53 feet) under the range of conditions tested, when such
use is acceptable to a highway agency. We further agree that the 4-cable design is eligible for
reimbursement as an NCHRP Report 350 barrier at TL-4, but only with the 3 meters (post
spacing that was actually tested. Based on that one test, there is no reliable method by which the
dynamic deflection of the system with 9 meters post spacing can be accurately predicted for an
impact with the single-unit truck. A secondary concern is that with large barrier deflections over
non-level (sloping terrain), a high center of gravity vehicle is more likely to overturn, rather than
be contained and redirected.

Please note the following standard provisions that apply to FHWA eligibility letters:

¢ This letter provides a AASHTO/ARTBA/AGC Task Force 13 designator that should be
used for the purpose of the creation of a new and/or the update of existing Task Force 13
drawing for posting on the on-line ‘Guide to Standardized Highway Barrier Hardware’
currently referenced in AASHTO Roadside Design Guide.

© This finding of eligibility is limited to the crashworthiness characteristics of the systems
and does not cover their structural features. nor conformity with the Manual on Uniform
Traffic Control Devices.

e Any changes that may influence the crashworthiness of the system will require a new
reimbursement eligibility letter.

¢ Should the FHWA discover that the qualification testing was flawed, that in-service
performance reveals safety problems, or that the system is significantly different from the
version that was crash tested, we reserve the right to modify or revoke this letter.


Description

The Armorwire systems use either 3 (for TL-3) or 4 (for TL-4) 19 millimeters (34-inch) 3 x 7 strand
galvanized pre-stretched cable with a breaking strength in excess of 227kN. The lower 3 cables are
the same configuration for each system with cable heights of 530 millimeters (20.8 inches), 650
millimeters (26.0 inches) and 770 millimeters (30.3 inches) to the centre of the cable from ground
level. For the 4 cable system, a second cable is added to the top slot in the post at a height of 790
millimeters (31.1 inches) from ground level. The cables are housed in galvanized steel, flat sided
oval posts 1220 millimeters (48 inches) long and 3 millimeters (%-inch) thick. Once connected to the
appropriate terminal ends, the system is tensioned to a nominal 25kN (5,600 pounds) at 21°C (70°F).
Each post has a notch on each side and | slot cut into the top of the post. All posts used in the
Armorwire cable barrier are installed in 350 millimeters (13.8 inches) deep plastic sockets cast into
concrete foundation piles 300 millimeters (11.8 inches) in diameter by 750 millimeters (29.5 inches)
deep. The soil was AASHTO ‘standard’ soil. Drawings of both Armorwire designs are provided as
an enclosure to this correspondence.

Crash Testing

The following four (4) tests for a re-directive cable barrier as per Report 350 TL-3 and TL-4 were
conducted. The barrier was anchored using the ATE-4 cable terminal which was previously
accepted by the FHWA Letters CC-105 and CC-105A as either a 3 or 4 cable terminal end.

A. Test 4-10 was conducted with the 820C test vehicle on the 4 cable system which was 115 meters
(377 feet) long including two 8 meters (26 feet) long Terminal Ends. The CIP was mid-span
between posts 10 and 11, and the posts were installed on 3 meters (9.83 feet) centers in the
impact area. The vehicle was smoothly re-directed by the barrier with all 4 cables remaining in
contact with the impact side of the vehicle. The occupant risk values were all below the preferred
limits. The dynamic deflection was 1280 millimeters (50.4 inches).

B. Test 3-11 was conducted with the 2000P truck on the 3 cable system which was 130 meters (427
feet) long including two 8 meters (26 feet) long Terminal Ends. The CIP was 2 meters (6.56 feet)
upstream of post 13, and the posts were again installed on 3 meters (9.83 feet) centers in the
impact area. The vehicle was slowed and smoothly re-directed by the barrier. The occupant risk
values were all below the Report 350 preferred limits. The dynamic deflection was 1540
millimeters (60.6 inches).

C. Test 4-11 was not conducted since it is identical to test 3-11.

D. Test 4-12 was conducted with the single-unit truck on the 4 cable system which was 130 meters
(427-foot) long including two 8-meter (26-foot) long Terminal Ends. The CIP was at post 13,
with the posts again installed on 3-meter (9-foot-10-inch) centers in the impact area. The vehicle
was slowed and smoothly re-directed and captured by the barrier. The occupant risk values were
all below the preferred limits. The dynamic deflection was 1650-millimeter (65.0-inch).

E. Test 3-11 was conducted with the 2000P truck a second time on the 3 cable system which was
115 meters (377feet) long including two 8 meters (26 feet) long Terminal Ends. The CIP was
mid-span between posts 10 and 11, this time with the posts installed on 9 meters (29.5 feet)
centers in the impact area. The vehicle was smoothly re-directed and captured by the barrier with