texas transportation institute
TRANSCRIPT
TEXAS TRANSPORTATION INSTITUTE
TESTING AND EVALUATION OF IBC MK-7 BARRIER
(WITH STABILIZED FILL MATERIAL)
WITH AN 80,000-POUND TRACTOR VAN-TRAILER
Prepared
by
King K. Mak, P.E. Research Engineer
T. J. Hirsch, Ph.D., P.E. Research Engineer
and
D. Lance Bullard, Jr. Research Associate
Project No. RF 71320
Sponsored
by
ATA Foundation, Inc. 2200 Mill Road
Alexandria, Virginia 22314
August 1989
Texas Transportation Institute Texas A&M Research Foundation College Station, Texas 77843
We are sorry but some of the older reports or AS IS.
The pictures are of poor quality.
DISCLAIMER
The contents of this report reflect the views of the authors who are solely responsible for the opinions, findings, and conclusions presented herein. The report does not necessarily reflect the official views or policies of the ATA Foundation, Inc. This report does not constitute a standard, specification, or regulation.
TABLE OF CONTENTS
I. INTRODUCTION • • • • • • • . • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • 1
II • STUDY APPROACH • • • • • • • • . • • . • . . • • • . • . • • . • • • • • . • • • • • • . • • • • • • • • . • • • • 2
Description of Test Installation ............................. 2 Description of Crash Test Procedures ......................... 2 Data Analysis Procedures ..................................... 14
Ill • CRASH TEST RESULTS • • • • • • • • • • • • • • • • • • • • • • . . • • • • • • • • • • • • • • • • • • • • • • 15
IV. FINDINGS AND CONCLUSIONS ........................................ 37
APPENDIX A. TRUCK AND TRAILER INSPECTION REPORT •••••••••••••••••••••• 38
Tractor ....................................................... 38 Trailer ....................................................... 39
iii
Figure 1.
Figure 2.
Figure 3.
Figure 4.
Figure 5.
Figure 6.
Figure 7.
Figure 8.
Figure 9.
Figure 10.
Figure 11.
Figure 12.
Figure 13.
Figure 14.
Figure 15.
Figure 16.
Figure 17.
Figure 18.
Figure 19.
Figure 20.
Figure '21.
LIST OF FIGURES
Details of MK7 standard barrier assembly 3
IBC MK-7 barrier before test 7132-1 ....................... 5
Test vehicle properties (tractor only for test 7132-1) .... 6
Tractor/trailer before test 7132-1 ........................ 8
Trailer load before test 7132-1 ........................... 9
Test vehicle properties (tractor/van-trailer for test 7132-1) .......................................... 12
Location of accelerometers on tractor-trailer used in test 7132-1 ....................................... 13
Tractor-trailer/barrier geometries before test 7132-1 ..... 16
Sequential photographs for test 7132-1 .................... 18
IBC MK-7 barrier after test 7132-1 ........................ 20
IBC MK-7 barrier internal structure at impact after test 7132-1 ......................................... 21
Tractor-trailer after test 7132-1 ......................... 22
Summary of results for test 7132-1 ·····~·················· 25
Longitudinal accelerometer trace for test 7132-1 (Front of tractor) ........................................ 27
Lateral accelerometer trace for test 7132-1 (Front of tractor) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
Longitudinal accelerometer trace for test 7132-1 (Rear of fifth wheel) ..................................... 29
Lateral accelerometer trace for test 7132-1 (Rear of fifth wheel) ..................................... 30
Vertical accelerometer trace for test 7132-1 (Rear of fifth wheel) ..................................... 31
Longitudinal accelerometer trace for test 7132-1 (Front of trailer) ........................................ 32
Lateral accelerometer trace for test 7132-1 (Front of trailer) ........................................ 33
Longitudinal accelerometer trace for test 7132-1 (Rear of trailer) ......................................... 34
iv
LIST OF FIGURES (Continued)
Figure 22. Lateral accelerometer trace for test 7132-1 (Rear of trailer) ......................................... 35
Figure 23. Tractor-trailer angular displacements for test 7132-1 ..... 36
v
LIST OF TABLES
Table 1. Properties of Portland Cement Stabilized Sand Used in the Test Barrier ............................ 4
Table 2. Bridge Railing Performance Levels and Crash Test Criteria ...................................... 10
Table 3. Summary of Maximum 0.050-Second Average Acceleration At Various Locations Along Tractor-Trailer ............... 26
vi
I. INTRODUCTION
The ATA Foundation, Inc. contracted with the Texas A&M Research Foundation/ Texas Transportation Institute (TTl) to crash test and evaluate the performance of the International Barrier Corporation (IBC) MK-7 barrier with stabilized fill material when impacted by an 80,000-pound tractor van-trailer. This effort was supported by the USX Corporation, and the I nternat ion a l Barrier Corporation provided the materials and funding to construct the IBC MK-7 barrier used in the crash test.
The scope of the project included the conduct and evaluation of one crash test in accordance with guidelines established in NCHRP (National Cooperative Highway Research Program) Report 230 and the 1989 AASHTO (American Association of State Highway and Transportation Officials) "Guide Specifications for Bridge Railings", as appropriate.
General descriptions of the study approach, t"ncluding the test barrier installation and the crash test and data analysis procedures, are presented in Section II of this report. Data and evaluation results of the crash test are described in Section III and a summary of findings and conclusions is presented in Section IV.
1
II. STUDY APPROACH
Description of Test Installation The IBC MK-7 barrier consists of modules with corrugated side panels
attached to vertical bulkheads. Each module is 10.5 feet (3.2 m) in length and a barrier installation may consist of any number of modules as required. The side panels and bulkheads are made of 14-gage galvanized steel sheet metal. The overall cross-sectional dimensions of the barrier are 46 inches (1.2 m) high and 44 inches (1.1 m) wide. The barrier modules are filled with Portland cement stabilized sand to the top of the barrier and covered with non-structural 20-gage galvanized sheet metal lids. The dimensions and details of the IBC MK-7 barrier module are shown in Figure 1.
The test installation consisted of 33 modules (10.5 feet for each module) of the standard MK-7 barrier for a total length of 346.5 feet (105.6 m). The barrier modules were filled with Portland cement stabilized sand and mechanically compacted. The stabilized fill material consisted of pit-run sand mixed with 10 percent Portland cement with a 10 percent moisture content (i.e., 100 pounds of sand mixed with 10 pounds of Portland cement and 10 pounds of water). Test cylinders of the stabilized sand were made during placement of the fill material into the test barrier and subsequently tested for its unit weight, compressive and tensile strength, and the Modulus of Elasticity. The results of the cylinder tests are summarized in Table 1. Note that the crash test was conducted 61 days after placement of the stabilized sand. The test installation was placed directly on a concrete pavement surface with no anchorage to the pavement. Photographs of the test installation are shown in Figure 2.
Description of Crash Test Procedures The crash test procedures were in accordance with guidelines presented in
NCHRP Report 230 and the 1989 AASHTO "Guide Specifications for Bridge Railings". The test tractor was a 1979 White Road Boss with an empty weight of 16,240
pounds (7,464 kg). Figure 3 shows the key dimensions of the tractor. It should be noted that the wheelbase of the tractor (from the center of the front axle to the center of the rear tandem axle assembly) was modified and shortened to conform with the required wheelbase length of 169 inches (429 em). The trailer was a T~eurer enclosed van-trailer with an empty weight of 13,060 pounds (5,936 kg). The tandem axle assembly of the trailer was also moved so that the distance
2
J,)
Cement stabilized sand fill
PARTS LIST-ASSEMBLY NO. OOOAOO ITEM PART NO. DESCRIPTION
1 OOOAOl ST ANDARO PANEL 2 OOOA02 STANDARD BllKf£AO 3 OOOA03_ STANDARD LID 4 OOOA0.4 STRAP NUT 5 OOOA05 5/8" HEX BOLT 1-3/A"L 6 OOOAOG 5/B" FLAT \/ASHER 7 OOOA07 SELF TAPPING SCREV AND \/ASHER
NOTES: 1. STANDARD ASSEMBLY SHALL RECEIVE FILL
MATERIAL AFTER CONNECTING VITH AN ADJACENT STANDARD OR OTHER ASSEMBLY. FILL MATERIAL SHALL BE LEVEL VITH TOP OF SIDE PANELS.
QTY; A
1
1 12 2A 1 2A
8
ORA'"' .JAF I""TE 26 FEB 'BB "" "'· OOOAOO- I
~ ~~lOmlm ~~!~:ft~~.':ri.~~~. ~ -~[8,1 ~VOmi .., Uw-.1;•· :~:- ~rw-a. ........ ~ Spiln.
Q•u•- It.,. -~-• -·----n. fiYLL
MK 7 BARRIER STANDARD ASSEMBLY
.~..,. LI"IIS
00 ~INIStt
Figure 1. Details of MK7 standard barrier assembly.
Table 1. Properties of Portland Cement Stabilized Sand Used in the Test Barrier
Time After Placement of Stabilized Sand Properties 7 Days 35 Days
Unit Weight (lbsjcu.ft.)
Compressive Strength (psi)
Tensile Strength (psi)
Modulus of Elasticity (psi)
114.0
300
60
976,767
Note: The barrier was tested at 61 days.
4
116.5
743
123
1,072,300
Figure 2. IBC MK-7 barrier before test 7132-1.
5
0)
s::: .,.....
co . c 1..0
ol Nl I
1979 White Road Boss
TRACTOR
D in
~ ·:t ~ . 30.0 ; rl 169.0 in
259.0 in
Et~PTY \·JEIGHTS
Tractor only 16,420
Trailer only 13,060
Total Empty Height 29,480
Tractor C.G. 13.5 in
~
~ / I I
I
~
1- 52.5 in
L I I I
I I
~I
s::: .,.....
0
N r---
0 <::r
!
TRACTOR AXLE WEIGHTS
Stee.r Axle
Rear Tande!11
(Front Axle)
(Rear Axle)
c )
~ w ~ lLJJU
I· I 96.0 in
1
8,240
3,710
4,470
16,420
Figure 3. Test vehicle properties (tractor only for test 7132-1).
from the center of the tandem axle assembly to the rear of the trailer would conform with the required dimension of 4.5 feet (1.37 m). The combined tractortrailer empty weight was 29,480 pounds (13,400 kg). Photographs of the tractortrailer are shown as Figure 4.
The tractor-trailer was loaded with sandbags and wooden pallets to a test inertia mass of 80,000 pounds, as shown in Figure 5. The loads were so located that the test vehicle center of gravity would conform with guidelines presented in the 1989 AASHTO "Guide Specifications for Bridge Railings", as shown in Table 2. The key dimensions, of the tractor-trailer, the actual locations of center of gravity for the load, trailer and load, and the combined tractor, trailer and load, and the empty and loaded axle weights are shown in Figure 6.
The test tractor-trailer was instrumented with three rate transducers to measure roll, pitch, and yaw rates. In addition, the tractor-trailer was instrumented with one set of triaxial accelerometers and three sets of biaxial accelerometers to measure acceleration levels during the impact. The triaxial accelerometers were mounted near the rear of the fifth wheel. The three sets of biaxial accelerometers were located at the front of the tractor, near the front of the trailer, and at the rear tandem axles of the trailer. The locations of the accelerometers are shown in Figure 7.
The electronic signals from the accelerometers and transducers were telemetered to a base station for recording on magnetic tape and for display on a real-time strip chart. Provision was made for transmission of calibration signals before and after the test, and accurate time reference signal was simultaneously recorded with the data. Contact switches on the bumper were actuated just prior to impact by wooden dowels to indicate the elapsed-time over a known distance to provide a measurement of impact velocity. The initial contact also produced an "event" mark on the data record to establish the exact instant of impact.
The test tractor-trailer was guided into the barrier using a radio control guidance system from a chase vehicle. The test tractor-trailer was initially pushed with another vehicle to a speed of approximately 35 to 40 mi/h (56.3 to 64.4 km/h) before proceeding under its own power. The tractor-trailer then continued to accelerate to the desired impact speed under its own power.
Photographic coverage of the tests included four high-speed cameras, two overhead at the point of impact, one perpendicular to the barrier, and the fourth in line with the barrier downstream from the point of impact. One of the two
7
Figure 4. Tractor-trailer before test 7132-1.
8
Figure 5. Trailer load before test 7132-1.
9
Table 2. Bridge Railing Performance Levels and Crash Test Criteria. (Excerpt from 1989 AASHTO/Guide Srecifications for Bridge Rails)
51' CCI riC II 1/0NS
TAULE G2.7.1.3A llridge Hailing l'cr!urm:mce Lc1-cls mod Cr:osh Test Criteria
I'EilFOHMANCE LEVELS
PL-1
PL-2
PL-3
---------- --------TEST SI'EEIJS--mph'·'
TES I' VEHICLE lJESCilll' liONS AND I~II'ACT AN(;LES
Snooll Automobile
W = 1.8 Kips A=54'±U.I' B =5.5'
11,1 = 20" ± I" 0 = 20 de g.
50
60
60
Pickup Truck
W=54 Kips A= 8 5' ± 0.1' B = 6 5'
11,1 = 27"± I" 0 = 20 de g.
45
60
60
t\1nJiunl Si,glc-Unil
'huck
W=IBOKil" A= 12.8' ± 0.2' ll = 75'
11,1 = 49" ±I" 0 = 15 tleg.
50
\'a11- I) pc Tt actor-·l·tailet'
W =50 U Kit" A= 12.5' ±US' B = H.O'
II,,= See Note 4 It= U.lil ± U.OI 0 = 15 de g.
50
CRASII TEST Required a, b, c, tl, g a, b, c, tl n, b. c a, h, c
EVALUATION CRITERIA' Desirable' e, f, h e, f, g, h d, e. f, h d, e, f, h
Notes: I. Except as noted, all full-scale tests slrnll he conducted and lt'p<Hicd in acrordancr 11ith the 1t'tpri11·nrcnts in
NCHRP Report No. 230. In at.lt.lition, I he maxi11111111 loads that ra11 be tr:JIISIII'itted lrom the h1 idgc raili11g to the bridge deck are to be determined from static force measureme11ls or ultimate slre11gth arwlysis ami reported.
2. Permissible tolera11ces on the lest speeds ant.l angles are as follows:
Speed -1.0 mph Angle -l.U deg.
~ 2.5 mph +2.5 dcg.
Tests that indicate acceptable railing performance but thai exceed the :ollowabie upper tolcr:mces will be accepted.
3. Criteria for evaluali11g bridge railing crash test results :11c '" lollows: a. The test article shall contain the vehicle; neither the vcliirlr nor its r:ugo sh~ll pcncllalc tll go ove1 lhe
installation. Controlled lateral dellectio11 of the lesl article is acccptahlc. b. Detached elements, fragments, or other debris from the test article shall not pcnclrHtc or show potc11tial
for penetrati11g the pa5senger comparlrnenl or presc111 undue lr:17ard to other trallic. c. Integrity of the passenger compartment must be maintained with no intrusion and essentially nu dclor-
mation. d. Tire vehicle shall remain upright during and afler collision. e. The lest article shall smoothly redirect lire vehicle. A redirection is dcernet.l sntm1th if tire rear of lire
vehicle or, in the case of a combi11ation vehicle, the rear of lire lrarlur or trailer dues not y;rw more !Iran 5 degrees away from the railing from lime of impact until the velriclc separates lronr the railing.
f. The smoothness ollhe vehicle-railing interaction is further :rsse5sed by lire elleclive cuclliciclll of fdctiun, ..,.:
U-11 25 0.2(>--11 35
>1!.35
Assessment
Good Fair MHrginal
where 1-1 =(cosO- Y1,/Y)isinll
10
Table 2. (continued)
GUIDC SI'CC/f/C!tJIUNS ran IJIU/JGE IL\IUN<;S
TABLE Gl.7.J.3A (Continued) llri<l~e H:oilin~ l'erlorno:un·e Lcrd< anol Cr:o.<h T<·<l Cr ilr·r i:o
g .. Jhe impdCI velocity or n hypolhetic;JI front·senl fl:lSSCIIgn :1gain~l the vdddc- inlrlior. r;dcul:lted (lOIII
vehicle accelerations and 2.0-fl. longitudinal and l.U-ft. l:otcr:ol dipl:occnrcnls, slo:oll be less th:ou:
Occup:111t Impact Velocity-Ips
Lor1gitudi11i.JI Lak1al
30 25
ami the vehicle highest !O-ms average accelerations subsequent to the instant of h)pothelic:ol p:ossenger imp:ocl should be less than:
Occupant lUdedown J\ccelrralion~g·s
Longituuinal
15 15
h. Vehicle exit angle from the barrier shall not be more than 12 degrrcs. Withi'n JI)IJ It pins lhc length of the lest vehicle from the point of initial impact with the railing, the tailing side of the vchirle sh:ollnllll"e no more than 20-11. from the line of the traffic lace of the railing. ·1 he ho:okes shall""' he "l'l'lic<l onolil the vehicle has ltaveled at least 100-fl. plus the length of the lest vehicle fl<,.nlhe point of initi:ol ionp:ocl.
4. Y:olues J\ and Rare estimated values describing the lest vehicle ami its loading. Values of J\ :ond R nrc described in the figure below and calculated as follows:
J\ ~--- 45.0' I ~0 1) ij R-w 11! __ _ /
Min Load = 20 5 Kips
1 1 = 30' ± l"
L2 + i' = I GY' ± 4' ~'__1 Up'" -_:r~-t ?==\ H - rr·:::lrTIIT~ I ~T 1 ----w, w, w, w, w, u----.J__ .j - 4 5' Approx (!~ear fiiOSI selling.)
L, L, L, II,, (Load)= 92" Approx.
11,1 ('!railer & Load)= 79" ± I"
11,1 ( li net or, 'Irailer, & Load) = 64" ± 2"
A= L, + W,!~! __ l_ ~~)('::_'-~--~ \\' 1 +\\'1 1W3
w, ~ w, + w, R=--w--
w ~ \\' 1 I W 1 I \\' 3 I \\', I IV,
~ tol:ol velriclc weight.
5. 'lest articles that do not meet llle desirable evaluation criteri:o ~lrnll !rave tllrir prrlornwnce n:olunlrd hv n designated authority that will decide whether the test article is likely to meet its intended use rcquircrnents.
11
........ N
..... c ..... co a::
J co I.D (Y) ') If ......
1979 Road Boss Theurer Enclosed Van-Trailer
TRACTOR- TRAILER
~----------------------45.0 ft--------------------~
11 1\ 11 · 11 1c.G. LOCATIONS 11 r [
275.2 in Trailer and Load 258.6 in I Load n :\ I 361 8 in Tractor, Trailer, & Load
I I
)~ I I I I I I -~~~~ I I II ~ I'-\ -~ ~ '-
($) -/EBAEB' l c c c r
7 ~' c . .... ..... . ....
~EB ffi) .....
\S-~- -;iJ LO ,...._ (Y) LO . . . LO <::t ~ N LO ~ r--. r--.
~0.0 1n 169.0 in 36.3 ft 54.0 in
57.4 ft ~ -- --·----- ----
EHPTY WEIGHTS: LOADED WEIGHTS
Weight on front axle 8,720 Weight on front axle 11,230 <
Weight on center axles 11 '920 Weight on center axles 34,510
Weight on rear axles 8,840 Weiaht on rear axles 34,260 . Total Empty Weight 29,480 Total loaded Weight 80,000
Figure 6. Test vehicle properties (tractor/van-trai1er for test 7132-1).
-:-
I
~-
6. 5 in
Floor
54.0 in
,_. w
1979 White Road Boss Theurer Enclosed Van-Trailer
TRACTOR- TRAILER AX,y TR Ax ,y, z , C. G.
240.0 in
625.0 in
Ax,y,z C.G. - Accelerometer mounted near fifth wheel Ax,y TF - Accelerometer mounted outside trailer on floor, 6.1 in left of centerline Ax, y F Ax, y TR
- Accelerometer mounted inside tractor, 3.5 in left of centerline Accelerometer mounted outside trailer on floor between axles, 6.3 in left of centerline
Figure 7. Location of accelerometers on tractor-trailer used in test 7132-1.
overhead cameras was pointed approximately 35 degrees downstream from impact to observe tractor-trailer trajectory behavior after the initial impact with the barrier. The films from these high-speed cameras were used to observe phenomena occurring during collision and to obtain time-event, displacement and angular data. A 3/4-inch videotape and still cameras were also used for documentary purposes.
Data Analysis Procedures The data analysis procedures were in accordance with guidelines presented
. in NCHRP Report 230. Performance evaluation was in accordance with the crash test evaluation criteria outlined in the 1989 AASHTO "Guide Specifications for Bridge Railings". The analog data from the accelerometers and transducers were digitized, using a microcomputer, for analysis and evaluation of performance. The digiti zed data were then analyzed using a number of computer programs: DIGITIZE, PLOTANGLE and commercially available LOTUS software. Brief descriptions on each of these computer programs are provided as follows.
The DIGITIZE program uses digitized data from vehicle-mounted linear accelerometers to compute occupant/compartment impact velocities, time of occupant/compartment impact after vehicle impact, final occupant displacement, highest 0.010-second average ridedown accelerations. In addition, the DIGITIZE program also calculates a vehicle impact velocity, the change in vehicle velocity at the end of a given impulse period, and maximum average accelerations over 0.050-second intervals for the longitudinal, lateral, and v~rtical directions .
. ,.
The PLOTANGLE program uses the digitized data from the yaw, pitch, and roll rate charts to compute angular displacement in degrees at 0.001-second intervals and then instructs a plotter to draw a reproducible plot: yaw, pitch, and roll versus time. It should be noted that these angular displacements are sequence dependent with the sequence being yaw-pitch-roll for the data presented in this report. These displacements are in reference to the vehicle-fixed coordinate system with the initial position and orientation of the vehicle-fixed coordinate system being that which existed at initial impact.
The LOTUS program plots acceleration versus time curves for the longitudinal, lateral, and vertical directions using digitized data from the vehicle mounted linear accelerometers.
14
III. CRASH TEST RESULTS
A 1979 White Road Boss tractor and Theuer enclosed van-trailer (shown in Figure 8) impacted near the center of the eleventh module, approximately 110 ft (33.5 m) from the beginning of the barrier installation, at a speed of 50.9 miles per hour (81.9 km/h) and at an angle of 15.0 degrees. Test inertia mass of the vehicle was 80,000 pounds (36,287 kg). The height to the lower edge of the vehicle bumper was 20.8 inches (52.7 em) and 36.8 inches (93.3 em) to the top of the bumper. Other dimensions and information on the tractor-trailer are previously given in Figure 6.
The vehicle was free wheeling and unrestrained just prior t6 impact. Upon impact, the left front of the tractor began to deform and shortly thereafter, the left front tire made contact with the barrier and began to turn away from the barrier. At approximately 0.062 second, the rearward movement of the left front wheel caused the steer axle to push the right front wheel forward. As the tractor began to redirect, the front of the trailer impacted the barrier at 0.161 second. The right front wheel of the tractor lost contact with the roadway surface at 0.185 second as the tractor leaned into the barrier. Shortly thereafter, the rear tractor wheels also lost contact with the roadway surface, as the tractor continued down the barrier with the rear of the tractor climbing the barrier. At approximately 0.309 second, the tractor began to travel parallel to the barrier. The right front and rear wheels of the tractor came back down in contact with the roadway surface at approximately 0.468 second.
As mentioned previously, the front of the trailer impacted the barrier at 0.161 second. As the trailer began to redirect, the bottom of the left side of the trailer slid on top of the barrier while the rear of the trailer moved toward the barrier. At 0.554 second, the right rear trailer wheels lost contact with the roadway surface. At 0.758 second, the rear of the trailer came into contact with the barrier and the trailer began to travel parallel to the barrier. As the trailer travelled down the barrier, the rear of the trailer climbed up the side of the barrier face. The rear trailer wheels came back into contact with the roadway at 1. 934 seconds, as the tractor-trailer continued travelling parallel to the barrier. The tractor-trailer remained in contact with the barrier until the end of the barrier. Upon losing contact with the end of the barrier, the brakes were applied and the tractor-trailer turned to the left, and came to rest almost perpendicular to the barrier. The tractor-trailer traveled
15
-~~~ .t
.. ~ i .
1j~:r :·.·(·
/ ~~/
Figure 8. Tractor-trailer/barrier geometries before test 7132-1.
16
a total distance of 275 feet (83.8 m} from the initial point of impact to the point of final rest. Sequential photographs of the test are shown in Figure 9.
The barrier received minor damages as shown in Figure 10. The maximum permanent residual deformation to the barrier was 4.0 inches (10.2 em}. The maximum permanent lateral movement was 7.0 inches (17.8 em} and the maximum dynamic deflection was 12.0 inches (30.5 em}. The stabilized sand fill material remained basically intact after the impact with only localized areas of crushing, as shown in Figure 11. While the vehicle was in contact with the barrier for a total length of 239.0 feet (72.9 m}, the major damages to the barrier were confined to the first three modules, or roughly 30 feet (9.1 m}, downstream from the point of initial impact. Damages to the other modules were limited to scrapes and tears of the side panels as the tractor-trailer slid along the barrier to its final rest position. The effective friction coefficient of the vehicle/railing interaction was found to be 0.135.
The vehicle received severe damages, as shown in Figures 12. The frontleft corner of the bumper was deformed and the left side of the tractor was damaged. The left front wheel was deformed from impact with the barrier and the wheel was displaced 18 inches rearward from its normal position into the battery box. The rearward displacement was a result of the fracturing of both leftside, and one right-side U-bolts mounting the front axle to the front leaf springs. The lower left-front and upper right-front shock absorber mounts were separated from the axle assembly and the pitman arm from the steering assembly as the axle was displaced rearward. The battery box was deformed and displaced rearward into the front surface of the left fuel tank, but the fuel tank remained intact with only minor deformations.
The left frame rail was displaced rearward 6 inches relative to the right rail. The left outer tires of the tractor's rear tandem axles were deflated and
. the rims were severely deformed as a result of contact with the barrier. The tractor's rear tandem axles were shifted back on the left side approximately 2.0 inches.
The trailer received direct contact damage along the entire lower left side. The left frame was fractured allowing the floor to drop down approximately 22.8 inches, forming a uvu shaped 1 eft side surface. The 1 eft wa 11 of the trailer shifted to the left approximately 40 inches (when viewed from the rear} and se~arated from the roof structure at the top joint. The right wall was deformed slightly due to induced damage. Both left-outer tires on the trailer
17
...-----
0.000 s
0.050 s
0.201 s
Figure 9. Sequential photographs for test 7132-1.
18
~.v,: ---,~0
~~:r~····,:J &-
0.302 s
0.901 s
Figure 9. Sequential photographs for test 7132-1. (Continued)
19
'· .... .,-t
/ -.
. . . . .
Figure 10. IBC MK-7 barrier after test 7132-1.
20
Figure 11. IBC MK-7 barrier internal structure at impact after test 7132-1.
21
Figure 12. Tractor-trailer after test 7132-L
22
Figure 12. Tractor-trailer after test 7132-1. (Continued)
23
axles were deflated and the rims were damaged extensively. The trailer landing gear also received minor damages.
A detailed documentation of the vehicle damages with accompanying narratives and field forms was conducted and the results are presented as Appendix A to the report.
A summary of the test results and other information pertinent to this test are given in Figure 13. The maximum 0.050-second average acceleration experienced by the tractor-trailer at the various accelerometer locations along the tractor-trailer are summarized in Table 3. For instance, the maximum 0.050-,.
second average acceleration experienced by the tractor near the fifth wheel was -5.4 g in the longitudinal direction, -10.2 g in the lateral direction, and 3.2 g in the vertical direction. Acceleration traces of the various accelerometers are displayed in Figures 14 through 22. and the vehicle angular displacements are plotted in Figure 23.
Occupant impact velocity in the longitudinal direction was 8.8 feet per ·second (2.7 m/s) and 13.9 feet per second (4.2 m/s) in the lateral direction. The highest 0.10-second occupant ridedown accelerations were -2.6 g (longitudinal) and -4.6 g (lateral). These occupant impact velocities and ri dedown acce 1 erat ions are from the acce 1 erometers mounted in the passenger compartment at the front of the tractor. It should be noted, however, that the criteria on occupant impact velocity and ridedown accelerations are not applicable to this crash test, but are reported for information purposes.
24
" t, ~!. t: ..
--·1:, ~ ~. .. .... . .. ~~
... ~-~;
'
_..._, \\ ~I '~'"' . \t ..-,1Z.
"
;:, '.! -· F ~·
···~· ~ -r--._ '.
'·:'., .. \/~A;t:· r: o···t ·L ·~
'/'~ (' ., (': :t~ol'< . .,....,, ~ . ''~-'~11" ·:·:·j"• ... , ~~~s~ :.~~-~t:.~,;; -~ "/hi· 1., "f~~"· ~.. ;-
0.701 s ~~
•, •;,;~_: J ._ ... , ...... .
-· "' \I!JJ;'.c: .. ''-, · ..
..-,\ ~ li~~d;L:~ ;·i....... ~·~~
. ~ "C' r~~~x:.;.~,;~ .. :·.. ~ i · .. ' -·--.. ~ "Ul'.
~~;:.·.•~t~;jb;:o•.. l ~- ~!:.'~;,;.;;~~ ' : ~~
ElC MK-7 Banier
.~~- ~Ai~;:g~~~·,_,... · ··· ;JI_"; ..
Test No ...... . Date . . . . . . . Test Installation.
Installation Length. Vehicle .....
Vehicle Weight Test Inertia. Gross Static.
. 7132-1
. 05/31/89 IBC MK-7 Median Barrier w/stabilized fi 11 materia 1 346.5 ft (105.6 m) 1979 White Road Boss Tractor w/van-trailer
80,000 lb (36,287 kg) 80,000 lb (36,287 kg)
1':-':::'~a· -a:.·A.t~··;;;"".;·· .. ;~ •.• .,~~,., ;,..~,.. ........ · · · · · :;....l · · ~!-- --ntt&·'W ... t, .. ~
Impact Speed ...... 50.9 mi/h (81.9 km/h) Impact Angle ....... 15.0 deg Exit Speed ........ Not Applicable Exit Trajectory ..... Not Applicable Vehicle Accelerations
(Max. 0.050-sec Avg) Longitudinal ...... -5.4 g Lateral ........ -10.2 g
Occupant Impact Velocity Longitudinal ...... 15.0 ft/s (4.6 m/s) Lateral ........ 14.9 ft/s (4.5 m/s)
Occupant Ridedown Accelerations Longitudinal ...... -5.4 g Lateral ........ -20.9 g
Figure 13. Summary of results for test 7132-1.
Table 3. Summary of Maximum 0.050-Second Average Acceleration At Various Locations Along Tractor-Trailer
Location of Accelerometer
Front of Tractor
Near Fifth Wheel of Tractor
Front of Trailer*
Rear of Trailer
N/A- Not applicable.
Maximum 0.050-Second Average Acceleration (g) Longitudinal Lateral Vertical
- 3.2
- 5.4
- 1. 7
- 2.5
- 5.5
-10.2
- 4.1
-10.3
N/A
3.2
N/A
N/A
* Note. Signal loss for this accelerometer group at 0.460 second after impact.
26
N '-.I
....., _(J)
~ '-
< a h ~ ~ ~
~ C,J ~
~
~ ......
§ t... ....... ~
< a ~
7132-1 Class 180 Filter (Front of Tractor)
10 1
9
8 I
7 I I I I I
6 I I I I I I
5 I I I I I I
4 I I I I I I
3 I I I I I I
2 II' L I 1 II 1~11111 I ~ 111111'1111 II ~ I I I I I I I I
~.AI~. !l\~11111111111 1 !'ll l ,IIIIIHII~ ,t 1 • 111 ~ I M 1MI m~~~ ~.r1 AI 1\ ~~l .. ll~h. 1~M~A f\
=: 1""1'lf' ~~11'11~1'~ 11u 1 r~'il'l~ ~~ ~ f 11~~t ~\J 1r~wn, YV ~~ V'J v· 1 ~~~· i¥1' · v 'I -3 v 11::: : ' i ~ 1 l N v I ' i -4 I -5
-6 1 f•1aximLm 0.050 sec average = -3 2 g I
-7 I I I I
-8 ' ' ' '
0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8
TIME (SECONDS)
Figure 14. Longitudinal accelerometer trace for test 7132-1. (Front of tractor)
0.9 1
6
5
4
3
..... 2 ,I'JJ (".!~ 1 '-
<; 0 Cl
h -1
~ ~~
~ ~ -2 ~ ~ -3
N ~ -4 co \..)
~
~ -5
~ -6 ~
~ -7 ~ ~ -8
-9
-10
-11
-12
0
7132-1 Class 180 Filter (Front of Tractor)
I I
I I
I I I
I
I ~~ I
I
I I II ~IJ o!l I
I u~· I\ l w·· ~AM~.hM lffl~ '~
IV IWJ v .. ,.\, r
11~1 11~m~1 ~~ jU~
I '
I . I Maxim urn 0.050 sec average = -5.5 g I I
I I
0.1 0.2 0.3 0.4 0.5 0.6 0.7
TIME (SECONDS)
Figure 15. Lateral accelerometer trace for test 7132-1. (Front of tractor)
t ~- ~ " ~'VI 1\.~?JJ'W wvw~ 11
I I ! I I I
I
I I
0.8 0.9 1
70
60
50
-... 40 ,(/)
Cj 30 '-
:?:; 20 a h 10
~ 0 kl ...;j -10 ~
-20 \..)
"'<! -30
N \.0 ...;j
~ -40 ......
§ -50 h -60 ...... Cj
:?:; -70 a ...;j -80
-90
-100
-110
I I
I
I
I
7132-1 Class 180 Filter
Ill IIU,~ lh I I II I -~~U -~~ I~ ml~lll\1 . IJ MJ l~hM!i,.~.b.~l~~~~!~l~~~~bhl~w;m~L•llhll~~~-, ~~~!!A ~An •• H. 11 '''"· ll d!l!!d~n U l,.tAfi~ .. ~~ ~ I'V"I ~ JYI'illll'il'l'l"llll '!Hjl~p·~ !l' ill'! 'i~W' 'I ·~·· Uf1WTV I
-- T~l I II
0
I
I
I
I I I f
I i
I I T
I !
1 r~axim m 0.050 sec average= -5.4 g
i I
0.1 0.2
Figure 16.
0.3 0.4 0.5 0.6 0.7 0.8
TIME fSECONDSJ
Longitudinal accelerometer trace for test 7132-1. (Rear of fifth wheel)
0.9 1
w 0
....., _(I)
C..'l '-
~ C)
h ~ ~ ~
~ (j
~
~ ~ C<
~ ~
40
30
20
7132-1 Class 180 Filter
0~ r~ lw11l' I !If' r ~~ 111' I'[
~l~ ~~~k~,i~t~~~~~ in1"1~~~~~1" t ""' ,, I' rnr~·r· Wq"'l"iP'l'r]!r"l\ il
-1 o · ; r.
II II -20 '
l Maxi~um 0.05Q sec ave~age = -!10.2 g
-30 I I I 1111 II I I I I --rl-+--+---~~~-
1 I I I
-4o 1-- , l 'I
0
-IW"!'"&OJ&OIWIIi&OOW~:-oMIIJII_IWI-1;-oiOWhiW ' --::+:~-----+-•=t-•-=liiWIO--WOIIWIIL,.~H&w-ownown&nolon-ooowo •••-+•llo&n -·=·····-l l '-IIWIIIWIIWIWAINM~IWtiiiWRW-11-
0. 1 0.2
Figure 17.
0.3 0.4 0.5 0.6 0.7
TIME (SECONDS)
Lateral accelerometer trace for test 7132-1. (Rear of fifth wheel)
0.8 0.9 1
...... ,(/J
{.!) .,_
~ 0 h ~ ~ ~
w ~ ,_. ll
~
~
C3 h ~
~
7132-1 Class 180 Filter
50 I I I
40 I
I
:: L I 1111 IL I
I : II : I
10
0
-10
. ~
I ••
0 0.1 0.2
Figure 18.
'T' I I
-+---I I
~ •1•1 M~ximum 0.1050 sec ~verage ~ 3.2 g r- I i I I I
I -· I
0.3 0.4 0.5 0.6 0.7 0.8
TIME (SECONDSJ
Vertical accelerometer trace for test 7132-1. (Rear of fifth wheel)
0.9 1
7132-1 Class 180 Filter (Front of Trailer)
3 1 T I I
2 I I I I .....,
,!JJ {.!) I I '-
~ a 1
h ~ ~ ~ 0
~ w
\.)
"'<:
I I T T
M lA Mrf~
~ I I r~ ~ / r.JV\ I A~ ~. II
vvu ~ \r v uu .I ~'
~~ Av I
v v IV Nl )\ ~~
rA
N ~
~ -1
.... § E-. .... -2
~~I I
I I
{.!)
~ a ~
>:
-3
I t~ I I I
I
Maximum 0.050 sec average = -1.7 g r T
-4 I I
0 0.1 0.2 0.3 0.4
TIME (SECONDS)
Figure 19. Longitudinal accelerometer trace for test 7132-1. (Front of trailer)
NOTE: Signal loss at 0.460 second
2
1
..... 0 ,rJJ
l~AAN I v v U U l
~ '-
<; -1 c ~ ~ 0::: -2 k1 ~
w ~ -3 w \.,)
~
~ ~
-4 0:::
~ ~ ~ -5
-6
-7
0
7132-1 Class 180 Filter (Front of Trailer)
d lu ~ ,I ~~II II "l 'V'~ ~ ~~ ·vv~ !~~ » ~~, .
I~ ~ I~ ~I
r\ IV t w ill jV ~~·
~
Maxim urn 0.050 sec ave ra~e = -4.1 g
0.1 0.2 0.3
TIME fSECONDSJ
Figure 20. Lateral accelerometer trace for test 7132-1. (Front of trailer)
NOTE: Signal loss at 0.460 second
I
~ I I I
lVI. I I
(\ I
I I I )
I ~ ~ A
~ ~ I
I
'i I \II I li'
~ I u I
I I I
I I
0.4
50
40
'""' 30 ,ril
~ '-
~ a 20 h
~ 10 ~
~ 0 c.;, ·v.,.,.,
w ~ .+::> ~
~ ...., -10
§ -20 E... ....,
~
~ a -30 ~
-40
-50
0
7132-1 Class 180 Filter (Rear of Trailer)
I
I I
"' ! ~~~ v·v rv . .,.~ 'Vii
Maximum 0. 050 SE c averag e = -2.5 g
' ' ' I
0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8
TIME fSECONDSJ
Figure 21. Longitudinal accelerometer trace for test 7132-1. (Rear of trailer)
I I I
I I
I I
~ I
I I
I
I I I I
I
~~~l. ~~ t '{ v U I
I I
I !
I I I
I I I
'
0.9 1
30
20
10
--, '(/) 0 c..!l '-
< -10 a h "'<: -20 0:: ~ .....:) -30 ~ w l...l
-40 U"l
"'<: .....:) ~
-50 0:: ~ h ~ -60 .....:)
-70
-80
-90
0
7132-1 Class 180 Filter fRear of Trailer)
I I I
I I I
JJ...~I, ..• '''"·A•· II .!III ..• ~L .. I 'IN~''I~ fl' '11"11' "lll"''if'll ,,,. -,. . '1'
I
I I
I I
I I
I I
I I
Ma r-imum 0.( 50 sec c verage = -10.3 g
0.1 0.2
Figure 22.
I I I
0.3 0.4 0.5 0.6 0.7
TIME tSECONDSJ
Lateral accelerometer trace for test 7132-1. (Rear of trailer)
~ n. l!k 111111111111 ~~~~~ ~~ ill I
I
I I
0.8 0.9 1
0
......... (f) w w~ ~ (!)
w 0 -
0 I--.-z' w :I: w u a:~ _JN a_ I
(f) ~
0
0 M I
Figure 23.
TIME .3
Axes are vehicle fixed. Sequence for determining orientation is:
1. Yaw 2. Pitch 3. Roll
Pitch
Yaw
Roll
Tractor-trailer angular displacements for test 7132-1.
36
IV. FINDINGS AND CONCLUSIONS
Results of the crash test indicate that the IBC MK-7 barrier with stabilized fill meets with the guidelines set forth in NCHRP Report 230 and the 1989 AASHTO "Guide Specifications for Bridge Railings" for a performance level 3 (PL-3) barrier. The barrier successfully contained and redirected the 80,000-lb tractor van-trailer. The barrier received only minor damages with maximum permanent lateral movement of approximately 7 inches. The tractor-trailer received severe damages, but there was no debris or detached elements and no deformation or intrusion into the occupant compartment. The vehicle traveled along the barrier after impact until the end of the barrier, indicating minimal potential for intrusion into adjacent traffic lanes. The vehicle remained upright throughout the test although the vehicle did exhibit a considerable amount of rolling against the barrier.
37
Tractor:
Trailer:
Tractor
APPENDIX A
TRUCK AND TRAILER INSPECTION REPORT
By
James R. Lock Assistant Research Scientist
1979 White Model RB2L-64T Road Boss 2 6X4 Tractor Tire Size - 11R24.5 Wheel Type - Disc (10-hole Budd) 116" BBC Conventional Cab 30" Front Axle Setback Frame: 110,000 psi heat-treated alloy steel channel VIN: CPPCPGG026750
Theurer, Inc. 45 Foot Enclosed Van 2 axles Tire Size - 11R24.5 Wheel Type - Disc (10-hole Budd)
The tractor received direct contact damage with the barrier of 25.8 inches along the frontal plane at bumper level. The front-left corner had associated direct contact damage with fiberglass breakage and cracking extending across the headlamp and along the left side over the front left wheel. The left front wheel was deformed from impact with the barrier and the wheel was displaced rearward into the battery box. The rearward displacement was a result of the fracturing of both left-side, and one right-side U-bolts mounting the front axle to the front leaf springs. The wheel was 18 inches rearward of its normal position at the time of inspection. Sheet metal contact behind and around the wheel indicates it had been moved forward from its most rearward position prior to the inspection. The lower left-front and upper right-front shock absorber mounts were separated from the axle assembly and the pitman arm from the steering assembly as the axle was displaced rearward.
The frame is a parallel two channel alloy steel configuration. The left frame rail was displaced rearward 6 inches relative to the right rail. The tire from the number two axle's (front axle of the tractor's rear tandem) left outer position was separated from the rim. The rim was severely deformed approximately
38
300 degrees around its circumference as a result of contact with the barrier. The left outer tire on the number three axle (rear axle of the tractor's rear tandem) was deflated and the rim had evidence of deformation approximately 270 degrees around its circumference. Both rear tandem axles were shifted back on the left side approximately 2.0 inches giving the rear a left (-) steer angle of approximately 1.3 degrees.
The battery box was deformed and had residual rearward displacement of 8.4 inches. The displacement was inhibited by the front surface of the left fuel tank. The right and left cylindrical aluminum fuel tanks were identified as fallows:
Alcan Canada Products Ltd. Alcan Pipe Vernon B.C.
Meets All FHWA Side Mounted Tank Requirements Part Number 43001-0059
Manufactured 10/78 Useable Capacity 100 U.S. Gal.
Each fuel tank was mounted with two metal straps which also served as the mounting position for the aluminum cab steps. The dimensions of the fuel tanks and the strap locations are shown on the fuel tank sketch form. No damage was noted on the right side tank or to the Velvac 680-14 filler cap.
The left side tank was deformed on the circular front face from contact with the battery box. The deformation was located at the 2 o'clock position (when viewing the front of the tank) and was measured to be approximately 0.7 inch deep. The aluminum step was separated from the front mounting strap at the three rivet attachment points. The tank had a small area of surface deformation along the rear strap at the step attachment location. There were no puncture holes or seam separations noted in the tank. The tank showed evidence of approximately 1.8 inches of rearward movement within the mounting system relative to the right tank. The Velvac 680-14 filler cap was not damaged and remained in position. All fuel lines and pickup points were attached and in good condition. There was no fuel system integrity loss noted.
Trailer The 45-foot semi-trailer received direct contact damage along the entire
lower left side. The contact damage is located 12.0 inches from the front of the trailer and extends upward approximately 14.4 inches. The left frame was fractured allowing the floor to drop down approximately 22.8 inches, forming a
39
"V" shaped left side surface. The left wall of the trailer shifted to the left approximately 40 inches (when viewed from the rear), forming a parallelogram with the rear of the trailer. The left wall separated from the roof structure at the top joint. The right wall was deformed slightly concave near the rear of the trailer due to induced damage. The front of the trailer was inclined to the left at a 9.0 degree angle.
Both left-outer tires on the number four and number five axles (front and rear of trailer tandem axles) were deflated as the rims received extensive damage 360 degrees around the circumference from contact with the barrier. The trailer landing gear, located 10.3 feet from the front of the trailer, received minor direct contact damages. No rear axle steer angle was noted. The fifth wheel was attached and appeared to be undamaged. However, problems were encountered in detaching the trailer from the tractor.
40
DAMAGE DESCRIPTION
Tire-Wheel Damage
Rotation physically restricted RF_2__ For rear wheels LF_1_ circle axle(s)
AR_2_ 2 3 4
LfLL_ 5 6 7
(1) Yes, (2) No, (8) NA, (9) Unk.
0.5'
Frame n·1' Ra i 1 s _ - - -Shift
L R
T
11-24.5 Tires
TRACTORS Straight Cab Sleeper Venion
T
t +
C.ISe """'IJ<!I 7_. 1 . _3_ 2_ j __ Veh•cle Number
1979 White Road Boss 2
TYPE OF TRANSMISSION WHEEL STEER ANGLES
~Manual __ Automatic (For locked front wheels or displaced rear axles only)
Front Track:
Cab Width: Curb Weight: ________ _
Overall Length: ______ _ Wheel Base: ________ _
Engine Size: cyl. ______ _
RFi_L _Q_ 0
LF ±_L_Q_• RR±_Q__1_•
LA 'F_Q_ _1_•
Within ± 5 degrees
For rear wheels circle axle(s)
2
5
3
6
4
7
Number of Axles:
,-,-- ,--,-
;:::~ 0 :::;:::: I I
..... _.,. \~ ~-..__, ------: :
/ '
~ _/~ :=s I
l~ I -~ Hole in Fiberglass
H 25.8"
Rim Damage (All left side)
Tire off Rim
..JZ UJQ
- UJ-::r Vl
:: ~ ~::r;:'i
t- -1110
Fiberglass Crushed
Total 5
Tractor _3_
Semi 2
Full
'-0 N
r-i N L{) L{)
:t tl)
<l: 0: u
I
It/)
0 0.
COM <:::I'M
Q) Q)
"'0 "'0
(./) (./)
Note:- Sl.etch new perimeter and cross hatch direct damage and single hatch induced damage on all vrews Annotate obser,atrons which might be useful in reconstructrng !he accident !e.g., grass in tire bead. drrect•on ol striatrons. scull on srdewall. etc I If pulling trader sketch type of trailer and dam"ge received on the h~ck of :n:s page. Annotate any damage caused by extrication such as component removal bv torchong, p·ying or hydraulic she~rs Annotate any tires which are deflated due to d~m~g~ on the vehocl<! sketch.
~ N
CASE Nut1BER 7132-1 TRAILER SKETCH FORM
Sketch trailer and damage. Provide dimensions on sketch.
Both Left Tires Deflated Left Side Floor/Frame Failure
Left Side Separation 3.3 1
I 451 ~ ·I
1 8.6 1
14 11 Rail Contact
t:;c::c . ~w =ll 3.4 1 124 11
13.2 1
Extensive Rim Damage L.2.3 6.4 1
T I ~d ~ 1@@1 I T
I
I
I
I
I
I
I
I
I
I
I
'
CASE NUMBER 7132-1 FUEL TANK SKETCH FORM
TANK IDENTIFICATION _LF __ LR OUl __ RR __ OTHER __ (Circle)_ COPY AND PHOTOGRAPH MANUFAC~R ID PLATE.
Alcan Canada Products LTD Alcan Pi~e Vernon S.C. Part # 4 001-0059 10/78 100 U.S. Gal.
REAR
12.6"
• •
REAR
45"
.TOP
0 0
No Damage
0 Velvac 680-14
OUTSIDE
20.0"
REAR
FRONT
~-4'' ~ .
•
FRONT
REAR
REAR
BOTTOM
No Damage
INSIDE
No Damage
FRONT
SKETCH ALL VALVES, LINES, FITTINGS AND CAPS. SHOW ALL DIMENSIONS. ANNOTATE AND SKETCH ALL DAMAGE TO TANK OR HARDWARE. 4/87
43
FRONT
FRONT
I CASE NUMBER FUEL TANK SKETCH FORM
I TANK IDENTIFICATION ~ LR __ RF __ RR __ OTHER __ (Circle)_ COPY AND PHOTOGRAPH ~ACTURER ID PLATE.
I
I
I
I
I
I
I
I
I
FRONT
FRONT
Alcan Canada Products LTD
45 11
TOP
Plug o O Gauge
0 Filler Cap
OUTSIDE
20 11
-4u Straps
REAR
REAR
II
REAR
Slight Deformation
REAR
REAR
BOTTOM
No Damage Noted
INSIDE
No Damage Noted
FRONT
SKETCH ALL VALVES, LINES, FITTINGS AND CAPS. SHOW ALL DIMENSIONS. ANNOTATE AND SKETCH All DAMAGE TO TANK OR HARDWARE. 4/87
44
---
FRONT
FRONT
0.7 11
Crush Battery Box Contact