Table 11. Summary of lighting standard bolt data .
Bolt number	Bolt load at test (1000 N)	Peak load (1000 N)	Time of peak load (s)
Bolt #1	44.8	49.0	0.028
Bolt #2	45.5	47.4	0.011
Bolt #3	43.5	51.0	0.023

CONCLUSIONS AND OBSERVATIONS

Visual inspection of the Chevrolet C2500 and pole after the collision produced immediate conclusions. Fuel system and door latch integrity were not breached by the broadside collision with the Valmont lighting standard, and the Valmont slip base activated as predicted.

The intrusion by the pole was limited by the truck’s frame rail. A minimal amount of intrusion must occur before the forces build enough to activate the slip base mechanism. The driver door and its internal door-beam were not stiff enough to activate the base before the pole had intruded a depth equal to the frame rail location (300 mm). The calculated occupant injury values were below current safety performance standards. Proper activation of the slip mechanism and lack of direct contact between the head and the pole contributed to the low risk of injury. The results from this broadside crash test, including vehicle crush profile, HIC, TTI, pelvic injury, and OIV are similar to the results from an identical crash test conducted at 35 km/h (test number 97S012). The results from the 35-km/h test can be found in the report 35-km/h Broadside Crash Test of a 1994 Chevrolet C2500 and a Valmont Industries Slip Away Lighting Standard: FOIL Test Number 97S012. The crush profile, electronic data, and high-speed film will aid computer simulation engineers in developing and validating finite element models of pickup trucks and of collisions between a pickup truck and a slip base lighting standard.