223.1 Typical hostile vehicle types

Define cars, SUVs, pickups, vans, and small trucks by mass and geometry. Choosing class early keeps HVM bollard arrays realistic and narrows crash rated bollard ratings (413).

In VDA studies, we group likely hostile vehicles into representative classes: M1/M1G passenger cars and SUVs; N1 pickups and light vans; and N2 “small rigid” goods vehicles. Each class has different approach speed potential, bumper geometry, and energy at impact, which influences rating interpretation and spacing choices.

Treat “model-specific” choices with caution. It is better to pick a conservative class envelope than a single badge. This keeps results applicable across time and markets and avoids over-fitting the design to a rare vehicle.

223.2 Mass and geometry

Mass drives energy; track width and bumper height affect penetration. Inputs tune HVM bollard spacing (232) and the crash rated bollard pass band (411–414).

Kinetic energy scales with mass and the square of speed, so a modest increase in either can shift you into a higher crash rating. Record both unladen mass and likely payload for each class. Geometry matters too: track width determines the feasibility of weaving through gaps, and overhang influences first contact height at the barrier.

For tested products, remember that the rating applies to the as-tested configuration (bollard + foundation). If your target class is significantly heavier, or the approach angle differs, revisit assumptions in standards equivalency and adjust safety factors.

223.3 Payload considerations

Assume plausible payload ranges; add sensitivity (228). Payload can shift you to heavier HVM bollard tiers or a higher crash rated bollard class.

Define a credible payload band per class (e.g., +0–300 kg for cars; +0–800 kg for pickups/vans; +0–2 t for small rigids). Apply a short sensitivity analysis to see if results are robust. If payload pushes the inertial test vehicle mass into the next class, either upgrade the rating, tighten spacing, or revise the scenario likelihood.

Where VBIED risk is in scope, coordinate with threat assessors and use a defendable payload assumption in the DBT. Note: payload assumptions must tie back to the evidence pack for review.

223.4 Ride height & bumper height

High bumpers climb; low bumpers snag. Head shape, height, and standoff respond (312, 213). This refines HVM bollard heads/arrays and crash rated bollard orientation notes (421).

Vehicle ride height and bumper position strongly influence the impact point and the likelihood of “ride-up”. SUVs and pickups often contact higher on the bollard, increasing overturning moment at the footing. Cars with low splitters may snag earlier, reducing penetration but increasing local damage near grade.

Use class-specific effective height guidance from height setting, and, for goods vehicles, consider the leading edge of the load platform reference in IWA/ASTM penetration rules.

223.5 Acceleration characteristics

Pick conservative 0–V profiles by class (224). Faster classes may justify tighter HVM bollard gaps and stronger crash rated bollard ratings.

Approach speed potential depends on available effective run-up, surface friction, gradients, and turning arcs. Light cars may reach speed faster than heavier small rigids over short corridors. Use Speed Estimation Methods (224) to pick conservative 0–V profiles per class, then check whether tightening clear gaps mitigates higher acceleration classes.

223.6 Access likelihood by site

Map who can approach: malls vs embassies vs service yards (137). Likelihood weights HVM bollard design cases and certificate picks for the crash rated bollard.

Vehicle mix is not uniform. Retail streets may see M1/M1G SUVs and vans; service courts invite N1 pickups; embassies and ministries may justify N2 study vehicles due to road access and approach corridors. Weight each class by realistic access (route widths, turning radii, stewardship) and policy controls (checkpoints, vehicle access control).

Document any authority constraints (e.g., SIRA layouts, witness expectations) and link to Authority Submittals if approvals apply in the UAE.

223.7 Examples by sector

Retail: SUVs/vans; embassies: higher-mass vehicles; campuses: cars/vans. Sector guides HVM bollard layout (371–374) and crash rated bollard rating choice (413).

Retail & fuel: M1/M1G SUVs and N1 vans predominate near glazed frontages—tighten door-protection arrays and verify frontage protection details.

Government & embassy: Access controls and ceremonial fronts may justify N2 study vehicles; revisit Building Security and confirm standoff priorities.

Campuses & healthcare: M1 cars and N1 service vans mix with vulnerable users—prioritize sightlines and signage. For airports/venues, coordinate with event modes and temporary reconfiguration.

223.8 Selecting study classes

Choose 1–3 classes covering credible extremes. This keeps HVM bollard designs defendable and avoids over-claiming a crash rated bollard.

Pick a minimum (common) class, a credible worst-case, and optionally a stress test class. Ensure each is traceable to site access and credible worst case logic. If your short list straddles rating boundaries, treat that as a decision flag for HVM vs low-speed selection and for product families/variants.

223.9 Recording assumptions

Log class, mass, geometry, and why (229). Transparent notes ease HVM bollard reviews and crash rated bollard acceptance (717, 938).

Capture the “why” in your VDA Report Template (229): class picked, masses/payload bands, terrain/calming, and impact vectors. Cross-reference source photos and sketches via Photo/Redline Logbook and index everything in your Submission Index for reviewer traceability.

223 Vehicle Classes — FAQ