1. Warsaw, Poland ERF Seminar 25 – 26 October 2011 1 Development of Vehicle Restraint Systems Steve Bowyer Senior Engineer Hill and Smith Ltd

2. Warsaw, Poland ERF Seminar 25 – 26 October 2011 2 Research Development of Systems Testing of Systems Approval for Use Development of Vehicle Restraint Systems (VRS)

3. Warsaw, Poland ERF Seminar 25 – 26 October 2011 3 Research COMMERCIALITY Ascertain budget development costs with an awareness of system cost against projected market prices. Be competitive in the marketplace. MATERIALS Different materials and grades give varying performance/durability parameters. FINISH Applied coatings give durability and can enhance appearance.

4. Warsaw, Poland ERF Seminar 25 – 26 October 2011 4 Development of Systems APPRAISE EXISTING SYSTEMS Performance of similar systems can be assessed using impact collision data from previous tests. Test data from state owned barrier systems can be useful (if available). COMPUTER SIMULATION At around the same cost as full scale development testing. Gives a ‘starting’ point for system development (results are very much dependant on accurate vehicle/system modelling derived from real crash verification testing). Once data has been verified accurately, re-runs of similar systems can be undertaken quickly to give anticipated test results with a high degree of certainty.

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6. Warsaw, Poland ERF Seminar 25 – 26 October 2011 6 Development of Systems FULL SCALE DEVELOPMENT TESTING Time consuming – Design resource, materials availability, ground preparation works and test house availability all need to be taken into account. Costly - Design/materials, suitable vehicles, ground preparation works and the test house costs can get very expensive The advantage is that the results are based on the actual ‘real world’ vehicle impacts. Even if the test is unsuccessful, the data obtained is more than often very useful for subsequent development analysis.

7. Warsaw, Poland ERF Seminar 25 – 26 October 2011 7 Testing of Systems EN1317 EN1317 is the performance testing standard used in the European Union and covers barriers, terminals, transitions, crash cushions and parapets. TESTING PARAMETERS At least two EN1317 compliant tests are required for each vehicle restraint system before approval can be sought. The heavier vehicle for determining the Working Width (WW) & Vehicle Intrusion (VI), and a 900kg vehicle for assessing the Impact Severity Level (ISL) class of the VRS. Most terminals/crash cushions require a minimum of 4 tests and hence the development costs for a fully compliant system can work out to be very expensive.

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9. Warsaw, Poland ERF Seminar 25 – 26 October 2011 9 Testing of Systems TESTING HOUSE/LABORATORY Accredited by appropriate national statutory body to carry out full scale impact testing and test reports to the specified standard laid down in EN1317. In the UK there are 2 such bodies able to carry out EN1317 testing. Some EU countries have less, others none at all. Accreditation is neccessary to ensure the requirements of the EN1317 standard are upheld to be consistent across all EN1317 test houses.

10. Warsaw, Poland ERF Seminar 25 – 26 October 2011 10 Approval for use (based on current UK requirements) UK Highways Agency assesses EN1317 VRS test reports and approves use for Motorway and Trunk Road Network. OR Independant nationally accredited Notified Body assesses EN1317 VRS test reports and manufacturers design/production systems to EN1317:5 requirements. A CE Mark Certificate is then issued for the VRS. (The UK Highways Agency approval process option will cease when the use of CE marked VRS’s becomes mandatory in the UK in 2012). To conclude, the time scale for a VRS from design conception through to approval for use is on average 6 months

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12. Warsaw, Poland ERF Seminar 25 – 26 October 2011 12 Development of Vehicle Restraint Systems Thank you for your time Steve Bowyer - Senior Engineer Hill and Smith Ltd