Test 552 Data Summary Sheet

t= 0.800 = 1.000 t= 1.200 t= 1.400
= 48.6
100 mm
8 7 6 — 3
=
— T
l py /20°
~ /
“seal
“ONGROUND— INTHEAIR “BARRIER |
CONTACT
General Information: Test Dummy:
Test Agency California DOT Type Hybrid II
Test Number 552 Weight / Restraint --- 74.8 kg / belted
Test Date ~~ ~ February 24, 1999 Position ~~~ ~ Front Right
Test Article: Vehicle Exterior:
Name Pinned K-rail FR-4, RD-4
Installation Length; 48.77 m , 02RFEW3
Description ~ 8 segments of K-rail,
staked with 24-mm | - RFO000000
stakes & connected with . . .
31.8-mm pins Barrier Damage: ~~ ~ Superficial scuffing.
Test Vehicle:
Model ---~ ~~ 1994 Geo Metro
Inertial Mass ~ 844 kg [Occupant Risk Values [Longitudinal | Lateral
Impact Condition | Occupant Impact Velocity 3.94 mis 5.8 mis
Veloci . 101.7 km/h Ridedown Acceleration -113¢ -17.62
Angle 20° [ve 50 ms avg. -7.29 g “112g
Exit Condition Acceleration
Velocity 97 kmv/h
Angle ~~ aa 4 degrees

Enclosure 2 (sheet 2 of

2)


Test 551 Data Summary Sheet

t= 0.080

486m.

ON IN THE AIR
GROUND

General Informatio!
Test Agency
Test Number

~ California DOT
55)

Test Date ~~ January 27, 1999
Test Article:
Name ~ Pinned K-rail

Installation Length -

48.77m
Description ~ 8 segments of K-rail,
staked with 24-mm
stakes & connected with
31.8-mm pins
Test Vehicle:
Model ----- 1989 Chevy 2500
Inertial Mass 2016 kg
Impact Conditions:
Velocity- 100.6 km/h
25°
Velocity 82 knv/h
Angle -- 6 degrees

BARRIER
CONTACT

Test Dummy:
Type
Weight / Restraint -
Position ~~
Vehicle Exterior:

Barrier Damage:

FR-4, RD-4
O2RFEW4

RFO000000

Spalling at the pin-and-loop
connection at point of
impact, also at some of the
anchor stakes. Superficial
scuffing

Occupant Risk Values Longitudinal | Lateral
| Occupant Impact Velocity 5.17 m/s_| 6.62 m/s
| Ridedown Acceleration “5.48 g $14.88 9
Max. 50 ms avg. -5.99 g +11.33 g
Acceleration

Enclosure 2 (sheet 1 of

2)


@

US Department 400 Seventh St., S.W.
of Transportation 1 Washington, D.C. 20590
Federal Highway November 22, 1999
Administration
Refer to: HMHS-B61
Mr. Rich Peter

Chief, Roadside Safety Technology Branch

Division of Materials Engineering and
Testing Services

5900 Folsom Boulevard

Sacramento, California 95819-0128

Dear Mr. Peter:

Your October 14 letter to Mr. Henry Rentz was forwarded to me for a response. In that letter,
you requested a formal Federal Highway Administration acceptance of the California precast
concrete barrier (K-rail) for use in semi-permanent installations. To support your request, you
also sent a copy of your October 1999 report entitled “Compliance Crash Testing of K-rail Used
in Semi-Permanent Installations” and a video tape of the two tests you conducted.

The K-rail you tested is a New Jersey profile concrete barrier 810-mm (32-inches) tall with each
segment having a nominal length of 6.1-m (20 feet). The base width is 610 mm (24 inches). Each
segment weighed approximately 3630 kg (8000 pounds). Adjacent segments were connected
using 31.8-mm (1.25-inch) diameter steel pins passed through four loops made from 19-mm
(.75-inch) diameter steel bars. Longitudinal reinforcement consisted primarily of six No.16 bars
per segment. Additionally, each segment was staked to an AC pavement with four 25-mm
(1-inch) diameter by 610-mm (24-inch) long steel stakes driven through holes cast in the lower
sloped section of the K-rail near each corner. The head of each stake was driven below the traffic
face of the barrier to prevent snagging. Your report recommends a stake length of 1000 mm
(39.4 inches) and installation on an AC pad having a minimum thickness of 51 mm (2 inches) and
a minimum width of 1200 mm (4 feet), As an alternative to an asphalt pad, you allow the K-rail
to be installed on a compacted base material having a minimum thickness of 150 mm (6 inches)
and a width of at least 1200 mm (4 feet). We concur with these design recommendations.
Enclosure 1 is a schematic drawing of the final design. We assume anyone needing a detailed
drawing and material specifications can obtain those directly from your office.

Staff members have reviewed the results of the two tests you conducted on the K-rail and concur
with your assessment that appropriate NCHRP Report 350 evaluation criteria were met. The
summary results of each test are shown in Enclosure 2. Maximum permanent deflection was only


2

25 mm (1 inch) in test 3-10 with the 820-kg (1800-pound) car impacting at 20 degrees and 100
km/h (62.2 mph), and 70 mm (2.75 inches) in test 3-11 with the 2000-kg (4400-pound) pickup
truck at 25 degrees and 100 km/h (62.2 mph). Maximum dynamic deflection at the top of the
K-rail in the latter test was reported at 260 mm: (approximately 10 inches). Based on these test
results, the K-rail, when anchored as tested, may be considered acceptable for use as an NCHRP
Report 350 test level 3 (TL-3) barrier and installed on the National Highway System (NHS) when
such use is requested by a State transportation agency.

Sincerely yours,

Og lt ©. ume

Dwight A. Horne
Director, Office of Highway Safety Infrastructure
2 Enclosures


i 610 mn

130 pA] F=130 mm
44 mn i te a4
810 mn UA
1 Wy [190 an
| Ay
neTeSeTE a
| ELEVATION
25 mm Dia x 1000 mm
i) \——Steet stake
4 per rail elenent
END VIEW
100 mm Nin
bf} 6145 mm Precast concrete panet—— “Lifting hole
pase]
fe t pola " \

32 am x 152 mm
Slotted hote

~eMir SO mn i

AC pavement) 3

Pavement or }
ground line}
a

ELEVATIDN

48

75 me Dia plate 9 mm thick

[~~ Bar 318 mm Dia x 660 mm tong

OX
HEAD DETAIL

] dAnsopuyq

SECTION AnA_
S
Y
S
ARS .
steel bar | Lf e End of

SECTION BoB

Fort ID No.

I

Quantity

Description

Urtess otherwise specitied toleroaces are:

STATE OF CALIFORNIA
DEPARTMENT OF TRANSPORTATION

Roadsicle Safety Features Technology Branch

Seni Permanent Rail
(Type kK) —|

a

ironing Nor
Proving Number
Seater Fier
None File.dwg
Sizer ~ ~~ [Sheet ar
1 t

L_

checked
ike O'Keeffe John Jewell

fan Dates (Usregord Prints Beoring Cartter Revision Da tes)|