MRCompliantBarriersEndTreatments

Road Safety Barrier Systems, End Treatments and Other Related Road Safety Devices Assessed as accepted for use on state controlled roads in Queensland July 2014

Transport and Main Roads, July 2014

Copyright

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© State of Queensland (Department of Transport and Main Roads) 2014

Feedback: Please send your feedback regarding this document to: [email protected]

Where relevant, the use of product images in this document has been permitted by the supplier.

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mailto:[email protected]

Amendment Register

Issue / Rev no.

Reference section Description of revision Authorised by Date

1 Whole First Release Noel Dwyer 27 Aug 2013

2 Whole

Introductory Sections amended Flexfence amended (TL-4) Armourguard removed Roadliner 2000S removed Triton TL-0 removed Barrierguard 800 Gate added Armorzone and Triton modified Supplier contacts amended Other minor amendments

Owen Arndt 1 Jul 2014

Transport and Main Roads, July 2014 i

Contents

1 Introduction .................................................................................................................................... 1

1.1 Audience of the document .............................................................................................................. 1

1.2 Assessment process ....................................................................................................................... 1

1.3 Legacy products ............................................................................................................................. 1

1.4 Expiry dates .................................................................................................................................... 2

1.5 Proprietary products ....................................................................................................................... 2

1.6 Definitions ....................................................................................................................................... 2

2 Standards ....................................................................................................................................... 2

2.1 Governing manuals, specifications or guidelines ........................................................................... 2

2.2 Other reference documents ............................................................................................................ 2

2.3 Testing & impact parameters .......................................................................................................... 2

3 Other issues ................................................................................................................................... 3

3.1 Anti-gawk screens .......................................................................................................................... 3

3.2 Delineation ...................................................................................................................................... 3

3.3 Test Level TL-0 ............................................................................................................................... 3

4 Accepted road safety barriers & devices .................................................................................... 4

4.1 Permanent ...................................................................................................................................... 4 4.1.1 Longitudinal barriers ....................................................................................................... 4 4.1.2 End treatments ............................................................................................................... 6

4.2 Temporary ....................................................................................................................................... 8 4.2.1 Longitudinal barriers ....................................................................................................... 8 4.2.2 End treatments .............................................................................................................10

4.3 Other road safety devices ............................................................................................................. 11 4.3.1 Gates ............................................................................................................................11 4.3.2 Miscellaneous ...............................................................................................................12

Appendix A – Proprietors, suppliers & industry contacts ...............................................................13

Appendix B – Product information sheets .........................................................................................14

Transport and Main Roads, July 2014 ii

Road Safety Barrier Systems, End Treatments and Other Related Road Safety Devices

1 Introduction

This is a controlled document which presents a listing of the road safety barrier systems and devices which the Department of Transport and Main Roads (TMR) has assessed and considers acceptable (subject to appropriate design and installation) for use on the state controlled road network.

Users of this document should note that road safety barrier selection and design for both temporary and permanent installations is a complex process frequently requiring risk assessment and the application of engineering judgement.

The responsibility remains with the Designer/Principal to confirm the currency of this document.

1.1 Audience of the document

This is a public document.

1.2 Assessment process

The assessment of road safety barrier systems, end treatments and related road safety devices is undertaken by the Austroads Safety Barrier Assessment Panel (ASBAP).

Suppliers (or proponents) seeking acceptance for use on state controlled roads in Queensland of a road safety barrier system, product or device which is not included in this document are referred to the ASBAP secretariat1 for an Assessment Submission Package.

Where an assessment by ASBAP results in a recommendation for acceptance, the recommendation together with any recommended conditions of acceptance will be published by Austroads. This department will be cognisant of the recommendations of the ASBAP process.

Suppliers (or proponents) seeking to use a road safety barrier system, product or device on state controlled roads in Queensland which is not included in this document but which has been assessed by ASBAP should submit an application to this department. It should be noted that whilst this department will be cognisant of the recommendations of the Austroads Panel, this department reserves the option to reject, restrict or condition the use of any road safety barrier system, product or device for use on state controlled roads in Queensland.

This department may rescind or modify at any time any product acceptance. This is particularly the case should the status of the acceptance be modified by the Austroads Safety Barrier Assessment Panel or should acceptance be modified in any way in other jurisdictions.

1.3 Legacy products

This document was first released in 2005 as a way of communicating to suppliers, contractors, designers and other practitioners a listing of road safety barrier systems and devices that the department considers acceptable for use on the state controlled road network.

The acceptance of road safety barrier system, product or device for use on state controlled roads in Queensland predates the Austroads Safety Barrier Assessment Panel process. As such, this list may include road safety barrier systems, products or devices which have not yet been assessed by ASBAP.

1 For details, contact: Principal Engineer (Road Engineering Standards), Engineering & Technology Branch, Department of

Transport and Main Roads, GPO Box 1412, Brisbane QLD 4001

Transport and Main Roads, July 2014 1


It is the intention of this department that all road safety barrier systems, products or devices will eventually have been assessed by the ASBAP process.

It is the intention that for an undefined interim period, road safety barrier systems, products or devices that have not yet been assessed by ASBAP will be retained on this list. From time to time, suppliers of systems products or devices that have not been assessed by ASBAP will be invited to make a submission to ASBAP. Department will review the existing acceptance and determine whether to retain, rescind or otherwise modify the acceptance.

1.4 Expiry dates

The department does not currently specify expiry dates for acceptances.

However, the department may at any time review, rescind or otherwise modify the acceptance of a particular road safety barrier system, product or device.

1.5 Proprietary products

This listing nominates a “Registered Supplier” for each proprietary product. It is a requirement of this department that proprietary products installed on state controlled roads in Queensland are sourced from the nominated recognised supplier.

1.6 Definitions

Refer AS 3845:1999, and Road Planning and Design Manual - 2nd Edition Volume 3.

2 Standards

2.1 Governing manuals, specifications or guidelines

• Australian Standard AS 3845:1999

• Manual of Uniform Traffic Control Devices (TMR)

• Road Planning and Design Manual - 2nd Edition Volume 3 (TMR)

• Main Roads Technical Specification MRTS14 (TMR)

• Main Roads Technical Specification MRTS02 (TMR)

• National Cooperative Highway Research Program Report 350 (NCHRP350) (TRB, 1993)

• Manual for Assessing Safety Hardware (MASH) (AASHTO, 2009)

• European Standard EN1317 (various parts)

2.2 Other reference documents

• Roadside Design Guide 4th Edition (AASHTO 2011)

• Guide to Road Design Part 6: Roadside Design Safety and Barriers (Austroads 2009)

• Traffic and Road Use Management Manual (TRUM)(TMR)

2.3 Testing & impact parameters

Unless noted otherwise, products listed are deemed to be capable of resisting the impact parameters given in Table 2.3.19 of AS 3845:1999. These impact parameters are consistent with the testing requirements of NCHRP Report 350.



Subject to the outcomes of product assessment, this department may accept for use on state controlled roads products and systems which are demonstrated to meet other testing standards, specifically MASH and/or EN1317. Where these test standards have been used to assess a product, the test standards are noted.

3 Other issues

3.1 Anti-gawk screens

The department does not maintain a list of accepted anti-gawk (or anti-debris) screens. Guidance pertaining to anti-gawk screens is provided in Section 7.5 of the Traffic Use and Road Use Management Manual (TRUM).

The provisions for attachments to barriers is discussed in Australian/New Zealand Standard AS/NZS 3845:1999 cl.2.3.13, which states (among other things):

Road furniture, such as delineators, headlight screens, signs, lighting posts and fences for pedestrians, shall not be attached to any road safety barrier system unless it can be shown by crash testing, clearly documented historical information or other professionally accepted methods of engineering analysis that this is acceptable. This shall particularly apply to road safety barrier systems that are designed to move on impact, e.g. non-rigid systems.

Anti-gawk screens are considered to be an attachment to a road safety barrier system and as such are subject to the above provisions of the Standard. Wherever full scale crash testing is not provided then an engineering assessment (as required by AS 3845:1999) is required. Such an assessment would need as a minimum to address among other things the provisions of AS/NZS 3845:1999 and TRUM s.7.5.

Thereafter, a second engineering assessment is required to determine whether any road safety barrier and associated anti-gawk screen is appropriate for use at a site-specific project location.

3.2 Delineation

Nose delineation for road safety barrier terminals, including crash cushions should be provided in accordance with the Manual of Uniform Traffic Control Devices.

3.3 Test Level TL-0

This department has determined to discontinue the acceptance of test level TL-0 road safety barrier systems and devices for use as road safety barrier systems on state controlled roads in Queensland. This determination is on the basis that:

• There is little demand for the use of test level TL-0 categorised road safety barrier systems on state controlled roads in Queensland.

• Test level TL-0 does not exist in the DRAFT release of Australian Standard AS 3845 (DR AS/NZS 3845.1, published for public comment 14 Dec 2012).

• There are no test level TL-0 categorised road safety barrier systems and devices that have been assessed as acceptable by the Austroads Safety Barrier Assessment Panel.

Devices or systems that have been tested satisfactorily to meet the requirements of test level TL-0 may be suitable for use as longitudinal channelizing devices.



4 Accepted road safety barriers & devices

4.1 Permanent

4.1.1 Longitudinal barriers

Single Slope Concrete Barrier

Type: Rigid Barrier. Test Level: TL-4 / TL-5 (subject to configuration) Registered Supplier: Public Domain. Departmental Standard. Drawing 1468 Rigid Concrete median barrier. Notes: Compare with permanent configurations for PCB shown on Standard Drawing 1473, which may be TL-3 or TL-4 depending on configuration.

THRIE beam

Type: Semi-Rigid Steel Barrier Test Level: TL-3 Registered Supplier: Public Domain. Various departmental Standard Drawings. Notes: Used primarily in transitions.

MODIFIED THRIE beam

Type: Semi-Rigid Steel Barrier. Test Level: TL-4 Registered Supplier: Public Domain. Various departmental Standard Drawings. Notes: Uses notched blockout.

W- beam

Type: Semi-Rigid Steel Barrier. Test Level: TL-3 Registered Supplier: Public Domain. Various departmental Standard Drawings.

Ezy-Guard SMART

Type: Semi-Rigid Steel Barrier Test Level: TL-3 (MASH) Registered Supplier: Ingal



BRIFEN 4-rope

Type: Flexible Barrier. Wire Rope. Test Level: TL-4 Registered Supplier: Hill & Smith Notes: Requires BRIFEN End Anchor TL-3

Flexfence 4-rope

Type: Flexible Barrier. Wire Rope. Test Level: TL-4 / TL-3 configuration also exists. Registered Supplier: Ingal Notes: Requires Flexfence End Anchor TL-3.

SENTRYLINE II 4-rope

Type: Flexible Barrier. Wire Rope. Test Level: TL-4 Registered Supplier: ACP Notes: Requires Sentryline II End Anchor TL-3

Suspension Notices (Permanent Longitudinal Barriers):

SENTRYLINE (3-rope TL-3). Type: Flexible Barrier Wire Rope. Registered Supplier: ACP. All 3-wire Wire Rope Safety Barrier systems were disapproved for use for new installations on State Controlled Roads on 8 April 2013.

BRIFEN (4-rope TL-3). Type: Flexible Barrier Wire Rope. Registered Supplier: Hill & Smith. All new BRIFEN 4-wire TL-3 wire rope barrier systems are suspended from this register of accepted Road Safety Barrier System & End Treatments from 1 August 2012 while proposed new configuration is assessed.

GIBRALTAR (TL-3 and TL-4 versions) and Gibraltar End Terminal TL-3. Type: Flexible Barrier Wire Rope. Gibraltar wire rope barrier systems were suspended from this register of compliant Road Safety Barrier System & End Treatments on 17 June 2009.



4.1.2 End treatments

MELT

Type: Gating (Redirective from 3rd Post) Test Level: TL-3 Registered Supplier: Public Domain, Departmental Standard Drawingg 1474 Notes: Flared, Parabolic; Non Energy Absorbing; slip based post system. Refer to TMR Technical Alert Notice # 2/12 for vandalism countermeasures.

Departure End Terminal (DET)

Type: Gating (Redirective to penultimate post) Test Level: TL-3 Registered Supplier: Public Domain, Departmental Standard Drawing 1474 Notes: Non Energy Absorbing. Must only be used when there is no feasible chance of being impacted in the opposite direction. Typically this only will occur on one-way roads or divided roads with a median barrier. Refer to Austroads Guide to Road Design Part 6, Section J.1.3.

“INGAL” MELT

Type: Gating (Redirective from 3rd Post) Test Level: TL-3 Registered Supplier: Ingal Notes: Flared, Parabolic; Non Energy Absorbing; Steel Yielding Terminal Post System and Ingal plastic blockout.

“ACP” MELT

Type: Gating (Redirective from 3rd Post) Test Level: TL-3 Registered Supplier: ACP Notes: Flared, Parabolic; Non Energy Absorbing; X350 Post System and ACP plastic blockout.

ET2000 Plus

Type: Gating (Redirective from 3rd Post) Test Level: TL-2 (7.6m - shorter length) TL-3 (15.2m - longer length) Registered Supplier: Ingal Notes: Tangential/Flared; Extruder Head. Refer to the department’s Technical Alert Notice # 2/12 for vandalism countermeasures.



FLEAT-350

Type: Gating (Redirective from 3rd Post) Test Level: TL-3 Registered Supplier: Safe Direction Notes: Flared; Extruder Head. (FLEAT = FLared Energy Absorbing Terminal)

SKT-350

Type: Gating (Redirective from 3rd Post) Test Level: TL-3 Registered Supplier: Safe Direction Notes: Tangential/Flared; Extruder Head. (SKT = Sequential Kinking Terminal)

X-Tension 350

Type: Gating (Redirective 600mm downstream from 1st Post) Test Level: TL-3 Registered Supplier: ACP Notes: Tangential/Flared; Friction/Tension. Median (back to back) variant may be used. Also identified as X350.

QUADGUARD

Type: Redirective Crash Cushion Test Level: TL-3(+) Registered Supplier: Boylan Notes: (+) This device has been successfully crash tested at 116.5 km/h.

QUADGUARD ELITE

Type: Redirective Crash Cushion Test Level: TL-3(+) Registered Supplier: Boylan Notes: (+) This device has been successfully crash tested at 113.7 km/h.

BRAKEMASTER 350A

Type: Redirective Crash Cushion Test Level: TL-2 TL-3 Registered Supplier: Boylan

QUEST

Type: Redirective Crash Cushion Test Level: TL-3 Registered Supplier: Boylan



TRACC

Type: Redirective Crash Cushion Test Level: TL-3(+) Registered Supplier: Ingal Notes: (+) A FAST variant of this device has been successfully crash tested at 112.2 km/h.

Rubber Crash Cushion

Type: Redirective Crash Cushion Test Level: TL-2 Registered Supplier: Saferoads

Universal TAU II

Type: Redirective Crash Cushion Test Level: TL-3(+) Registered Supplier: ACP Notes: (+) This device has been successfully crash tested at 109.4 km/h.

THRIE-beam Bullnose

Type: Non-redirective system Test Level: TL-3 Registered Supplier: Public Domain. Departmental Standard Drawing 1488 Notes: Hazard free zone required.

4.2 Temporary

4.2.1 Longitudinal barriers

• Precast Concrete Barrier (PCB)

Type: Temporary Concrete Barrier – Single Slope Test Level: TL-3 Registered Supplier: Public Domain. Departmental Standard Drawings 1473 & 1458 Notes: Has a permanent configuration option, refer TMR SD1473. Photo shows example of anti-gawk screen attached.



DB80 Precast Concrete Barrier

Type: Temporary Concrete Barrier – F Shape Test Level: TB32 (EN1317) TB42 (EN1317) Registered Supplier: RMS Notes: This F shape temporary concrete barrier is only acceptable for use on roads with speed limits of 80 km/h or less.

JJ-Hooks Precast Concrete Barrier

Type: Temporary Concrete Barrier – F Shape Test Level: TL-3 Registered Supplier: Australian Road Barriers Notes: This F shape temporary concrete barrier is acceptable for use only on roads with speed limits of 80 km/h or less.

T-LOK Precast Concrete Barrier

Type: Temporary Concrete Barrier – F Shape Test Level: TL-3 Registered Supplier: Saferoads Notes: This F shape temporary concrete barrier is acceptable for use only on roads with speed limits of 80 km/h or less.

BARRIERGUARD 800

Type: Temporary Steel Barrier Test Level: TL-4 (End Anchored) Registered Supplier: Boylan Notes: ‘Minimum Deflection System’ available at TL-3.

IRONMAN

Type: Temporary Steel Barrier Test Level: TL-2 (Unanchored) TL-3 (End Anchored) Registered Supplier: Saferoads Notes: Note that Light Duty and Heavy Duty variants of this product exist. They are not to be mixed. Consult supplier for any differences in performance characteristics.

ZONEGUARD

Type: Temporary Steel Barrier Test Level: TL-3 (MASH) TL-4 Registered Supplier: Hill & Smith Notes: TL-4 system with end and intermediate anchors only.



ARMORZONE

Type: Temporary Plastic Water Filled Device Test Level: TL-1(* see below) Registered Supplier: ACP Notes: Water-filled temporary barrier for use in work zones where posted speed ≤50 km/h. May subject to detailed site‐specific risk assessment be used to shield worksites where the posted speed does not exceed 70 km/h.

TRITON (TL-1 variant)

Type: Temporary Plastic Water Filled Device (with internal steel frame) Test Level: TL-1(* see below) Registered Supplier: Boylan Notes: Internal steel frame. Water-filled temporary barrier for use in work zones where posted speed ≤50 km/h. May subject to detailed site‐specific risk assessment be used to shield worksites where the posted speed does not exceed 70 km/h.

Suspension Notices (Temporary Longitudinal Barriers):

1. TRITON (TL-3). Type: Temporary Plastic Water Filled Device. Registered Supplier: Boylan. The TL-3 variant of the Triton TL-3 on pedestals is suspended from 1 August 2012.

2. TL-0 products – see Paragraph 3.3 of this document.

3. Armourguard temporary steel barrier is no longer available in Queensland.

4.2.2 End treatments

QUADGUARD CZ

Type: Redirective Crash Cushion Test Level: TL-3 Registered Supplier: Boylan Notes: Permanent system as above may be used in temporary configuration – seek advice from supplier of barrier system.

Universal TAU II

Type: Redirective Crash Cushion Test Level: TL-3(+) Registered Supplier: ACP Notes: (+) This device has been successfully crash tested at 109.4 km/h. Permanent system as above may be used in temporary configuration – seek advice from supplier of barrier system.



Absorb 350

Type: Non-Redirective, Gating Plastic Water Filled Crash Cushion Test Level: Limited to ≤70 km/hr Registered Supplier: ACP Notes: May be used in higher speed environments subject to site-specific risk assessment noting that product may only be used where high speed side impacts are unlikely, penetration behind the barrier is acceptable and use of a redirecting impact attenuator is not feasible for reasons other than cost or convenience. Note that configuration changes with impact speed rating.

TRITON Concrete End Terminal (CET)

Type: Non-Redirective, Gating Plastic Water Filled Crash Cushion Test Level: Limited to ≤70 km/hr Registered Supplier: Boylan Notes: May be used in higher speed environments subject to site-specific risk assessment noting that product may only be used where high speed side impacts are unlikely, penetration behind the barrier is acceptable and use of a redirecting impact attenuator is not feasible for reasons other than cost or convenience. Note that configuration changes with impact speed rating, i.e., must be installed on pedestals where speed >70 km/h.

4.3 Other road safety devices

4.3.1 Gates

ARMORGUARD Gate

Type: Gate Test Level: TL-3 Registered Supplier: ACP

BARRIERGUARD 800 Steel Gate

Type: Gate Test Level: TL-3 Registered Supplier: Boylan



4.3.2 Miscellaneous

RAPTOR

Type: Pole Cushion Test Level: N/A Registered Supplier: ACP Notes: Single Point Protector for use in lower speed environments. THIS IS NOT A ROAD SAFETY BARRIER.

ET 2000plus Head Cover

Type: Extruder Head Cover Test Level: N/A Registered Supplier: Ingal Notes: Head cover for ET2000. THIS IS NOT A ROAD SAFETY BARRIER. This component is not mandated for use, but may be used where there is a risk of motorcycle impact.

“ACP” Plastic Blockout

Type: Blockout Test Level: N/A Registered Supplier: ACP Notes: For use in selected terminals only. Approval for use of plastic blocks on W-beam guardrail strong posts was withdrawn in March 2008. Plastic blocks remain accepted for use in respective proprietary MELTs and when used with breakaway or weak posts. Where W-beam with plastic blocks is damaged the downstream blocks are to be removed and replaced with a compliant blockout.

No picture

“Ingal” Plastic Blockout

Type: Blockout Test Level: N/A Registered Supplier: Ingal Notes: For use in selected terminals only. Approval for use of plastic blocks on W-beam guardrail strong posts was withdrawn in March 2008. Plastic blocks remain accepted for use in respective proprietary MELTs and when used with breakaway or weak posts. Where W-beam with plastic blocks is damaged the downstream blocks are to be removed and replaced with a compliant blockout.

No picture



Appendix A – Proprietors, suppliers & industry contacts

(Subject to change without notice)

Australian Construction Products (ACP) 339 Horsley Road, Milperra NSW 2214 Ph: 1800 724 172 Mob: +64 21 431858 www.acprod.com.au Contact: Sue Walker Email: [email protected]

Australian Road Barriers RMB H535, Old Creswick Rd, Ballarat Victoria 3352 Ph: 1800 003 826 Fax: (03) 5339 9273 www.roadbarriers.com.au Contact: Ben Sexton Email: [email protected]

Boylan Group 19 Tolmer Place, Springwood, QLD 4127 Ph: (02) 9425 3000 Mob: 0437 359 990 www.boylan.net.au Contact: Craig Rush Email: [email protected]

Hill & Smith 10/65 Business Street, Yatala, QLD. 4207 Ph: 3807 8050 Fax: 3807 9189 www.hillandsmith.com.au Contact: Casey Lee Email: [email protected]

Ingal Civil Products 77-81 Parramatta Road, Underwood, QLD. 4119 Ph: 3387 3000 Fax: 3387 3030 www.ingalcivil.com.au Contact: Brett Wells Email: [email protected]

Road Management Solutions 1/60 Alexandra Place, Murrarie, QLD 4172 Ph: 3890 8000 Fax: 3890 8188 www.rmssolutions.com.au Contact: David Young Email: [email protected]

Saferoads 17 Quarry Rd, Stapylton, QLD 4207 Ph: 3441 4107 Fax: 3441 4102 www.saferoads.com.au Contact: Irwin Stewart Email: [email protected]

Safe Direction 11C, 35-37 Railway Pde, Engadine, NSW. 2233 Ph: (02) 8521 6549 www.safedirection.com.au Contact: Terry Colquhoun Email: [email protected]


http://www.acprod.com.au/

http://www.roadbarriers.com.au/


http://www.boylan.net.au/


http://www.hillandsmith.com.au/

http://www.ingalcivil.com.au/


http://www.rmssolutions.com.au/


http://www.saferoads.com.au/


http://www.safedirection.com.au/



Appendix B – Product information sheets

(Information Only)

1. Single Slope Concrete Barrier 2. Thrie beam 3. MODIFIED Thrie beam 4. W-beam 5. Ezy-Guard SMART 6. BRIFEN 4-Wire TL-4 7. Flexfence 4-Wire TL-4 (and TL-3 configuration) 8. SENTRYLINE II 4-Wire 9. MELT 10. Departure End Terminal (DET) 11. "INGAL" MELT 12. "ACP" MELT 13. ET2000 & ET200 Plus 14. FLEAT-350 15. SKT-350 16. X-Tension 350 or X-350 17. QUADGUARD 18. QUADGUARD ELITE 19. BRAKEMASTER 350A 20. QUEST 21. TRACC 22. Rubber Crash Cushion 23. Universal TAU II 24. THRIE-beam Bullnose 25. Precast Concrete Barrier (PCB) 26. DB80 Precast Concrete Barrier 27. J-J Hooks 28. T-LOK 29. BarrierGuard 800 30. Ironman 31. Zoneguard 32. Armorzone 33. Triton 34. Absorb 350 35. Triton Concrete End Terminal (CET) 36. Armourguard Gate 37. BarrierGuard 800 Steel Gate 38. Raptor


Single Slope Concrete BarrierTMR Standard Drawing 1468

Category: Longitudinal

Permanent/Temporary: Permanent

Introduction:The single slope barrier is a rigid extruded reinforced concrete barrier with a 10.8° profile. Heights may vary. AASHTO Roadside Design Guide (2011) (section 6.4.1.8) states "Concrete barrier shapes that meet the NCHRP Report 350 criteria are the New Jersey and F‐shapes, the single‐slope barrier (two variations in slope), and the vertical wall. These shapes, when adequately designed and reinforced may all be considered TL‐4 designs at the standard height of 813mm and TL‐5 designs at heights of 1067mm and higher". An advantage of the single slope shape is that it can accommodate adjacent overlays without compromising the profile of the barrier. However, designers do need to be cognisant that overlays will reduce the effective height of the barrier and hence reduce its overall containment capacity.

Ownership:Public Domain

Supplier:Public Domain

Page 1 of 2

Test Level:Extruded VariantNCHRP350 TL‐4 (1100mm high unanchored) NCHRP350 TL‐5 (1100mm high anchored) Refer to TMR Standard Drawing 1468 (rev. E) for further guidance on containment level. PCB: Pre‐cast variant

Refer to Precast Concrete Barrier (PCB) data sheet

Permanent configurations for PCB shown on TMR Standard Drawing 1473

Status*: Accepted

Status Commencement Date: Not Set

Status Expiry Date*: Not Set

* TMR reserves the right to alter the Status and Status Expiry Date at any time. Always refer to latest version of TMR's Road Safety Barrier Systems and End Treatments document.

Gating/Non‐Gating: Not Applicable

Redirective/Non‐Redirective: Redirective

Main Material: Concrete

Sub Category: Rigid

This information sheet shall be, where relevant, read in conjunction with the manufacturer's latest manual.

Road Safety Barrier Systems and End Treatments: Product Information Sheet

Department of Transport and Main Roads

11:39 AMWednesday, 2 July 2014Created:

Recommended End Treatments:Quadguard; Quadguard Elite; Quadguard CZ; TRACC; Rubber Crash Cushion (<=70km/hr); Tau II

Design:Standard configurations of single slope extruded barrier are provided on TMR Standard Drawing 1468. Whilst TMR Standard Drawing 1468 nominates the single slope barrier as a median barrier, it may be used at other locations. In order to maintain the specified containment capacity, adequate footing restraint must be provided to resist overturning and lateral deflection. The minimum lengths of barrier nominated on TMR Standard Drawing 1468 apply to lengths between gaps provided for street lighting and/or expansion joints. Where there is a risk that the end of a concrete barrier can be impacted, the end must be shielded by one of: (i) an accepted connection to another barrier system, (ii) a suitable method of overlap, (iii) an accepted crashworthy crash cushion. Overlays (or lift or corrector) courses placed after initial construction of the barrier may reduce the relative/residual height of barriers and/or their profile. Designers should make provision for such future treatments when designing a barrier. When specifying the use of rigid barrier, sight distances, especially around horizontal curves, at intersections and at accesses are to be checked for adequacy. The minimum clearance to the safety barrier should be 0.5m to allow for vehicle overhang. Clearance may need to be more than 0.5m; designers should check clearance to the barrier is adequate for the design (or check) vehicle using its swept path. Drainage should be checked and drains installed from the high side of super‐elevated sections to prevent ponding.

Limitations:Refer to TMR Standard Drawing 1468. Rigid barriers are designed and tested to operate with flat terrain approaches. Kerbing and drainage facilities placed within the approaches to the barrier may impart a vertical force to the vehicle, the dynamic effect of which could adversely affect the interaction between the vehicle and the barrier. Designers and project managers should be cognisant that provision of lighting within barriers introduces some additional exposure to risk: (i) Street lighting poles are likely to exist within the working

width envelope. (ii) Steel cover plates shown on standard Drawing 1469 are

not expected to provide test level TL‐5 containment capability.

Such design decisions should be documented in the design documentation.

Single Slope Concrete Barrier Page 2 of 2

References:• Standard Drawing 1468 (rev. E) • Guide to Road Design Part 6 (Austroads, 2009) • Roadside Design Guide (AASHTO, 2011)

Deflection:Whilst this barrier type is “rigid” and should exhibit zero deflection under impact, designers should be cognisant of the possibility of vehicle roll and working width when locating objects mounted on or situated behind the barrier.

Thrie beamVarious TMR Standard Drawings



Introduction:Thrie beam is a longitudinal steel barrier comprising post and

rail. The rail section is deeper than w ‐beam and comprises a

triple‐wave section (as opposed to the double‐wave of w‐

beam).

The system is stiffer than w‐beam and might be used where

localised stiffening is required (for reduced deflection). Thrie

beam is most commonly used in transitions between w‐

beam and concrete barrier.

NOTE that modified thrie‐beam is a different system.



Page 1 of 2

Test Level:Based on Australian Standard AS3845:1999, the system is

deemed to meet the requirements of NCHRP 350 test level TL‐

3.

Status*: Accepted






Main Material: Steel

Sub Category: Semi‐Rigid





Recommended End Treatments:There is no suitable end treatment for Thrie‐beam. An

acceptable transition (including length) to w‐beam or

concrete barrier must be provided and use an approved end

treatment for either of those systems.

Design:To reduce twisting of the rail, the rail to blockout bolts

should alternate between the top and the bottom

indentations.

Rail to blockout bolt washers should not be installed for this

system, as they are not necessary for strength over the

normal operating range of crashes. However, they will cause

the rail to ride down during severe impact, leading to the

possibility of vaulting by colliding vehicles. Omitting these

washers keeps rail heights relatively constant during severe

crashes, thus ensuring the system operates more effectively

than if rail to blockout bolt washers were present.

When using semi‐rigid barrier, designers must check barrier

require sight distances to be checked for adequacy,

especially sight distances around horizontal curves, at

intersections and at accesses.

Transition pieces are available for connection to w‐beam. AS

3845 and Main Roads Standard Drawings give details of such

transitions.

The standard post spacing for thrie‐beam blocked‐out

(strong post) should be at 2m as per AS3845.

Limitations:Information has not been entered.

Thrie beam Page 2 of 2

References: AS/NZS 3845:1999 NCHRP 350 RPDM Chapter 8

AASHTO Roadside Design Guide (4th Edition 2011)

Deflection:Refer to AS3845:1999

0.6m (2000kg vehicle at 100km/hr and 25 degrees)

MODIFIED Thrie beamVarious TMR Standard Drawings



Introduction:Modified Thrie‐Beam is a steel rail barrier system with a

triple wave profile.

The “modification” refers to the blockout, which is wider

than a conventional blockout and includes a triangular notch

in the web behind the front flange. This notch allows the

lower portion of the thrie‐beam and the flange of the spacer

block to bend such that upon impact, the rail remains nearly

vertical in the collision area and the posts are pushed

backwards.



Page 1 of 2


deemed to meet the requirements of NCHRP 350 test level

TL‐4.

Status*: Accepted












Recommended End Treatments:There is no suitable end treatment for Thrie‐beam. An

acceptable transition (including length) to w‐beam or

concrete barrier must be provided together with an

approved end treatment for either of those systems.

Design:The modified thrie‐beam is an improved version of the thrie‐beam guardrail, with capacity to contain larger vehicles than both thrie‐beam and W‐beam guardrail. A spacer block, with a triangular notch cut from its web, allows the lower portion of the thrie‐beam and the flange of the spacer block to bend when hit and results in small vehicles being redirected less severely in collisions. This characteristic is ideal for guardrail situations on high volume roads carrying a mix of heavy vehicle through traffic and local passenger vehicle traffic (e.g., highways approaching regional centres). Upon impact, the rail remains nearly vertical in the collision area and the posts are pushed backwards.

The triangular notch cut from the web of the blockout allows the lower portion of the thrie beam to and the flange of the steel blockout to bend inward during a crash, keeping the rail face nearly vertical in the impact zone as the posts are pushed backwards. This raises the height of the rail and further minimizes the likelihood of a vehicle rolling over the barrier. ‐ AASHTO RDG, 2011

Rail to blockout bolt washers should not be used. AS3845 provides more information on these semi‐rigid systems.

Limitations:Refer to RPDM and TMR Standard Drawings including but

not limited to SD1475, SD1477, SD1481, SD1482, SD1483,

SD1484, SD1486.

MODIFIED Thrie beam Page 2 of 2

References: AS/NZS 3845:1999 NCHRP 350 RPDM Chapter 8

Roadside Design Guide (AASHTO, 2011)

Deflection:Australian Standard AS3845:1999 nominates a dynamic

deflection of 1.0m under the following test conditions:

8,000kg vehicle at 100km/h and 25º impact (with posts

spaced at 2m intervals). It is noted that the test conditions

described in the standard are not Test Level TL‐4 conditions:

this may be an error in the Standard.

W‐beamVarious TMR Standard Drawings



Introduction:W‐Beam is a steel rail barrier system with a double wave

profile. The w‐beam rail is supported by a blockout attached

to steel posts. When impacted, the blockout assists to keep

the point of impact outside the plane of the posts, thereby

reducing the risk of vehicle snagging. The likelihood of vehicle

vaulting over the barrier is also reduced because of the rail

height being maintained during the initial stages of post

deflection during impact.

The W‐Beam system used by Transport and Main Roads (TMR)

is based on the "G4" design in Australian Standard

AS3845:1999 Road Safety Barrier systems. This is based on the

AASHTO "G4" system used in the United States: however, the

Australian design uses a C‐Section as the post and the

blockout.



Page 1 of 2


deemed to meet the requirements of NCHRP 350 test level TL‐

3.

Status*: Accepted












Recommended End Treatments:There are many recommended end treatments that can be

applied to w‐beam, such as public domain systems (MELT and

DET (note limitations)) and numerous proprietary systems.

Design:When installed correctly, the middle of the rail will be at a height of 570mm with the top of rail at 726mm. Adjacent overlays must not result in a height to the top of the rail of less than 705mm (~27¾” as recommended by FHWA). Posts need to be buried to sufficient depth in order to achieve the required stiffness to redirect vehicles in a crash. Sometimes this depth cannot be achieved because other underground features (eg. gully pits, PUP) conflict with where the posts should be installed. In these situations, a plate and post assembly may be fixed to the concrete upper portion of the pit or other feature. Plate and post assembly details are shown on Main Roads’ Standard Drawing Number 1478. Where this solution cannot be achieved, it is possible to delete a single post and install a nested double rail (i.e. two w‐beam rails) over this section. Specialist advice should be sought for any direct connections or interactions with other structures. The use of multiple blockouts is not appropriate, as this affects the height of the rail due to rotation about the post during a crash. Posts should not be driven through any bound pavement layer such as a cement treated pavement layer or deep lift asphalt (or installed with a concrete surround) as this will impede the performance of the system as well as creating difficulties for maintenance and repair. Refer to TMR standard specification MRTS14. When shielding an embankment, a minimum distance of 0.5m should be provided between the back of the barrier posts and the embankment edge. The system must be anchored at its ends in order that the system can generate tension when impacted. TMR also requires that where there is a risk of impact the end terminals should be crashworthy as appropriate to the direction from which an impact might occur. Rail to blockout bolt washers should not be installed for this system, as they are not necessary for strength over the normal operating range of crashes. However, they may cause the rail to ride down during severe impact, leading to the possibility of vaulting by colliding vehicles. Omitting these washers keeps rail heights relatively constant during severe crashes, thus ensuring the system operates more effectively than if rail to blockout bolt washers were present.

Limitations:The area between the traffic lane and the road safety barrier

system has a cross‐fall greater than 1 on 10. Where kerbing

is unavoidable, W‐Beam guardrail barrier should not be

located closer than 0.2m (0.3m maximum) to the edge of the

kerb except where the speed limit is 70km/h or lower in

which case the barrier face may be aligned with the face of

the kerb. 0.2m is the desirable offset distance for placement

of a semi‐rigid barrier behind a kerb, taking into

consideration the overhang dimension of a vehicle.

Successive overlays (or lift or corrector courses) may reduce

the relative height of barriers. Abraham blockouts (refer to

Main Roads Standard Drawing Number 1478) with slotted

bolt holes and an offset web allow rails to be repositioned at

the correct heights after overlays without re‐installing posts.

W‐beam Page 2 of 2

References:• Australian Standard AS3845:1999

• FHWA W‐Beam Guardrail Factsheet (Sep 2010)

• Road Planning & Design Manual Chapter 8 (TMR, June 2005)

• Guide to Road Design Part 6 (Austroads, 2009)

Deflection:Australian Standard AS3845:1999 nominates a dynamic

deflection of 1.0m under NCHRP350 Test 3‐11 test

conditions (i.e., 2,000kg vehicle at 100km/h and 25º impact)

for a system with posts spaced at 2m intervals.

The standard w‐beam post spacing is 2m. Where excessive

deflection would be undesirable, the distances between

posts may be decreased or thrie‐beam may be used instead.

TMR gives no definitive quantitative guidance on the use of

decreased post spacing in order to limit deflection.

Ezy‐Guard SMART



Introduction:Ezy‐Guard SMART is a proprietary W‐Beam steel rail barrier

system utilizing 51 x 91 x 1600 Z‐section posts driven into the

ground to a depth of 880mm. A slider eliminates the need

for blocking pieces and stiffener backing plates. Installation is

restricted to soils equivalent to an AASHTO weak so il or

stronger.

Ownership:Ingal Civil Products57‐65 Airds Road, Minto, NSW 2566Ph: 02 9827 3333Fax: 02 9827 3300www.ingalcivil.com.au

Supplier:Ingal Civil Products77‐81 Parramatta Road, Underwood, QLD. 4119Ph: 3387 3000 Fax: 3387 3030www.ingalcivil.com.au

Page 1 of 2

Test Level:It is noted that Ezy‐Guard SMART has been tested to MASH

Test Level TL‐3.

Status*: Accepted












Recommended End Treatments:MELT; DET (note limitations); ET2000 Plus.

Design:Product lim itations, tolerances for installation, material

specifications, etc. need to be furnished by the supplier. The

principles for roadside safety barrier design (length of need,

hazard free deflection zones, etc.) remain governed by

RPDM ch.8.

Ezy‐Guard SMART is not a replacement for other products,

but a new product. Designers need to be satisfied that the

product meets the site specific design requirements.


Ezy‐Guard SMART Page 2 of 2

References: AS/NZS 3845:1999

MASH

Holmes Test Report ref. 102350.97.05.2.5.1 (Feb 2011)

Holmes Test Report ref. 102350.97.05.2.5.2 (Mar 2010)

Ezy‐Guard SMART Product Manual (Ingal, ver. 01/11)

Deflection:Measured (Crash Test) Deflections:

Nominal Mass (kg)

Nominal Angle (deg)

Nominal Speed (km/h)

Recorded Deflection

(m)

2,270 25 100 1.65

1,100 25 100 0.99

BRIFEN 4‐rope TL‐4



Introduction:Brifen wire rope (4‐wire TL‐4) is a proprietary flexible barrier

system comprising four 19mm wire rope cables supported

on a post. Wire rope cable heights are 480mm, 630mm,

780mm and 930mm, the lowest three of which are woven

from side to side around alternate posts. Posts are 1430mm

long and are supported in a concrete footing, and are “Z” or

“S” shaped to suit the direction of traffic. Traffic should pass

to the right side of a “Z” post and to the left side of an “S”

post. Nominal post spacing is 3.2m.

Ownership:Hill & Smith10/65 Business Street, Yatala, QLD. 4207Ph: 3807 8050 Fax: 3807 9189www.hillandsmith.com.au

Supplier:Hill & Smith10/65 Business Street, Yatala, QLD. 4207Ph: 3807 8050 Fax: 3807 9189www.hillandsmith.com.au

Page 1 of 2

Test Level:NCHRP350 TL4

Status*: Accepted






Main Material: Wire Rope

Sub Category: Flexible





Recommended End Treatments:BRIFEN End Anchor TL‐3

Design:Point of Redirection: The system is deemed to be redirective

9.6m from the anchor point. Length: The tested TL‐4 system was 275m long (157m of TL‐4 post configuration transitioning to TL‐3 posts with a TL‐3

terminal configuration. Rope Tension: Nominal Tension is 22.25kN. Note that tested TL‐4 rope tension was 28kN.

Terminal: The TL‐3 terminal configuration is accepted by TMR. The TL‐4 terminal configuration has not been assessed by TMR.

Practitioners should be aware of the correct configuration of the end terminal which comprises among other things, an anchor block, an angled post (post 1) and a finger plate. Upon a reverse impact, the cables are designed to uncouple.

A “safety check” rope connected to the anchor is intended to restrain the movement of the released rope if impacted. Anchors shall be designed to suit site specific conditions.

Advice for Designers: As wire rope safety barriers may lose capability after an impact, it is recommended that the length of wire rope

barrier installations do not exceed 1000m between end or intermediate anchors. Designers should also consider the effect of site specific

temperature fluctuation on wire rope tension (and hence deflection). Subject to site specific risk assessment, designers may install

configurations that differ from the tested configurations. Designers should consult with the supplier, particularly for configurations other than tested, to determine/verify the: (1) system length and post spacing and their effect on

system deflection (and risk of vehicular penetration), and (2) minimum allowable length, and (3) maximum allowable length between end or intermediate anchors.

(4) product limitations, tolerances for installation, material specifications, etc. Note that the supplier may provide deflection information to

support wider post spacing. Designers are urged to be cautious when considering post spacing which differs from the nominal post spacing.

Limitations:The TL‐4 configuration was tested with posts installed in

galvanised steel post sockets in concrete footings. Driven

posts are not accepted.

BRIFEN 4‐rope TL‐4 Page 2 of 2

References: AS/NZS 3845:1999 NCHRP350

MIRA test report ref. MIRA‐05‐1009968

MIRA test report ref. MIRA‐04‐1007578 (Feb 2005) MIRA test report ref. MIRA‐04‐1009967 (Aug 2005) MIRA test report ref. MIRA‐04‐1008159 (Feb 2005)


Nominal Mass (kg)

Nominal Angle (deg)


Recorded Deflection

(m)

Note

820 20 100 1.35 1

2,000 25 100 2.5 2

8,000 15 80 2.21 3

Note (refer table below for test configuration):

Note Test Length (m)

Post Spacing (m)

Test Tension (kN)

1 = NCHRP350 4‐10 275 3.2 28

2 = NCHRP350 4‐11 60 6.4 ‐

3 = NCHRP350 4‐12 275 3.2 28

Flexfence 4‐rope TL‐4 (& TL‐3) variants



Introduction:Flexfence is a proprietary flexible barrier system comprising four 19 mm wire rope cables supported on a slotted post. Wire rope cable heights are 480 mm, 560 mm, 640 mm and

720 mm. Posts are 1230 mm long sigma‐shaped () posts and are set into 600 mm deep x 300 mm diameter concrete footings. Each post also comprises a stiffening plate at ground level, and a rope hook. Nominal post spacing is 2.5 m. Nominal rope tension in 25 kN. Note that a TL‐3 configuration also exists, which differs from the TL‐4 system by omission of the ground level stiffening plate and rope hook. The TL‐3 system is nominally tensioned to 15 kN.



Page 1 of 2

Test Level:NCHRP350 TL‐4 Designers should note that a TL‐3 variant does exist and may be specified for use on state‐controlled roads. The data provided in this design sheet pertains to the TL‐4 tested system.

Status*: Accepted

Status Commencement Date: Apr 2014











Recommended End Treatments:Flexfence End Anchor TL‐3

Design:Point of Redirection: The system is deemed to be redirective 12.6m from the anchor point. Length: The length of effective barrier in the tested article (test level TL‐4) was 121 m. Rope Tension: Tested rope tension (test level TL‐4) was 25kN. Terminal: Designers should be aware that more than one end treatment configuration exists. The accepted (NCHRP350 tested) end treatment configuration comprises a tapering height from ground level to full height over 11 posts. This terminal shall be used on State Controlled Roads in Queensland. The terminal is sometimes described as a non‐release terminal. Upon a reverse impact, the cables may uncouple. A “safety check” rope connected to the anchor is intended to restrain the movement of the released rope if impacted. Anchors shall be designed to suit site specific conditions. Advice for Designers: As wire rope safety barriers may lose capability after an impact, it is recommended that the length of wire rope barrier installations do not exceed 1000m between end or intermediate anchors. Designers should also consider the effect of site specific temperature fluctuation on wire rope tension (and hence deflection). Designers should consult with the supplier, particularly for configurations other than tested, to determine/verify the: (1) system length and post spacing and their effect on

system deflection (and risk of vehicular penetration), and

(2) minimum allowable length, and (3) maximum allowable length between end or

intermediate anchors. (4) product limitations, tolerances for installation,

material specifications, etc. Note that the supplier may provide deflection information to support wider post spacing. Designers are urged to be cautious when considering post spacing which differs from the nominal post spacing.


Flexfence 4‐rope Page 2 of 2


NCHRP Report 350

Flexfence Product Manual Release 02/14

Holmes Test Report 102350.12‐1‐2

Holmes Test Report 102350.12

Holmes Test Report 102350.97

Deflection:Measured (Crash Test) Deflections: TL‐4 configuration

NominalMass (kg)

NominalAngle (deg)


Recorded Deflection

(m)

Note

820 20 100 1.28 1

2,000 25 100 1.41 2

8,000 15 80 1.21 3


Note Test Length (m)

Post Spacing (m)

Test Tension (kN)

1 = NCHRP 350 4‐10 121 2.5 25

2 = NCHRP 350 4‐11 121 2.5 25

3 = NCHRP 350 4‐12 85 2.5 25

TL‐3 configuration Contact supplier for test deflections derived from crash testingof test level TL‐3 configuration. Refer to the following:

Flexfence Product Manual Release 004

VTI Test Report ref. 56379



SENTRYLINE II 4‐rope TL‐4



Introduction:Sentryline II (4‐wire TL‐4) is a proprietary flexible barrier

system comprising four 19mm wire rope cables supported in

notches in flat‐sided hollow, oval section posts with two ropes

placed in a central slot. Cable heights are 530mm, 650mm,

770mm and 790mm. Nominal cable tension is 25kN.

Note that despite what is depicted, posts should be white

unless specified otherwise.

Ownership:Australian Construction Products (ACP)339 Horsley Road, Milperra, NSW 2214Ph. 1800 724 172www.acprod.com.au

Supplier:Australian Construction Products (ACP)339 Horsley Road, Milperra, NSW 2214Ph. 1800 724 172www.acprod.com.au

Page 1 of 2

Test Level:NCHRP350 TL4

Status*: Accepted












Recommended End Treatments:SENTRYLINE II End Anchor TL‐3

Design:Point of Redirection: The system is deemed to be redirective

8.0m from the anchor point. Length: The tested TL‐4 system was 130m long.

Rope Tension: Tested TL‐4 rope tension was 25kN. Terminal: Practitioners should be aware that the terminal operates by releasing cables.

Anchors shall be designed to suit site specific conditions. Advice for Designers:

As wire rope safety barriers may lose capability after an impact, it is recommended that the length of wire rope barrier installations do not exceed 1000m between end or intermediate anchors.

Designers should also consider the effect of site specific temperature fluctuation on wire rope tension (and hence deflection).

Subject to site specific risk assessment, designers may install configurations that differ from the tested configurations.

Designers should consult with the supplier, particularly for configurations other than tested, to determine/verify the: (1) system length and post spacing and their effect on system deflection (and risk of vehicular penetration), and

(2) minimum allowable length, and (3) maximum allowable length between end or intermediate anchors. (4) product limitations, tolerances for installation, material

specifications, etc. Note that the supplier may provide deflection information to support wider post spacing. Designers are urged to be cautious when considering post spacing which differs from

the nominal post spacing.

Limitations:Practitioners should be aware that there are two methods of

connecting sections of wire rope. The accepted method is a

fully swaged coupling. The spring‐loaded coupling is not

accepted for new installations. Refer to TMR Technical Advice

Note TAN02.

SENTRYLINE II 4‐rope TL‐4 Page 2 of 2


NCHRP 350

Sentryline II Product and Installation Manual (ACP, Dec 2011)

Sentryline II Terminal Manual (ACP, Dec 2011)

TMR Technical Advice Note TAN002

Holmes Test Report 102350.02‐6‐412, Aug 2009


Nominal

Mass

(kg)

Nominal

Angle

(deg)

Nominal

Speed

(km/h)

Recorded

Deflection

(m)

Note

820 20 100 1.3 1

2000 25 100 1.54 2

8,050 15 82.5 1.65 3


Note Test Length

(m)

Post

Spacing

(m)

Test

Tension

(kN)

1 = NCHRP350 4‐10 120 3.0 ‐

2 = NCHRP350 4‐11 130 3.0 25

3 = NCHRP350 4‐12 130 3.0 25

MELTTMR Std. Dwg. 1474

Category: End Treatment


Introduction:The Modified Eccentric Loader Terminal (MELT) is a gating

end terminal with a W‐Beam profile which is installed with a

parabolic flare on six slip‐base posts. Redirection begins at

the 3rd post from the approach end.


Supplier:Various

Page 1 of 2

Test Level:Deemed to meet NCHRP Report 350 TL3.

Status*: Accepted




Gating/Non‐Gating: Gating

Redirective/Non‐Redirective: Non‐Redirective


Sub Category: Terminal





Recommended End Treatments:Not Applicable.

Design: Design is to be in accordance with Main Roads Standard

Drawing no. 1474.

Installation is to be in accordance with Main Roads

Standard Drawing no. 1474 and Main Roads

Specification MRS11.14.

As the end treatment is gating a run‐out area in

accordance with the requirements of AS/NZS 3845

Figure F11 should be provided.

With regard to slip base post installation, Main Roads

Engineering Note EN1 states:

“The six steel posts of the terminal type 1 MELT have slip

bases. It is appropriate for the bottom of the slip base posts to be installed in a concrete footing (i.e., posts 1 to 6 as

shown on Standard drawing 1474). Furthermore, the first two posts of this terminal have soil plates. In the case of the

slip base posts being set in a concrete footing these soil plates can be omitted.

The concrete footing for each slip base post should be a

minimum diameter of 450mm and depth 1100mm (i.e., the

full length of the post), N25/20 concrete.”

Limitations:Cannot be used on crossfalls steeper than 8%.

Elevated kerbs, islands, drainage structures or any other item

that can affect the height at which a vehicle could impact the

unit should not be placed 15m prior to the unit or along the

length of the unit. Refer RPDM Ch.8/8.2.2.2 for further

discussion.

MELT Page 2 of 2


NCHRP 350

Engineering Note EN1 (issued 23‐Dec‐2002)

Deflection:No information entered.

Departure End Terminal (DET)TMR Std. Dwg. 1474



Introduction:Refer to Austroads Guide to Road Design Part 6, Section J.1.3.

The Departure End Terminal is a trailing terminal providing

anchorage for w ‐beam longitudinal barrier installations. This

terminal is not ‘crashworthy’ when impacted on the free end

and thus must not be used when there is a practical chance of

being impacted from opposing traffic. This situation will

normally only occur on one way roads or on divided roads

with a median barrier.


Supplier:Various

Page 1 of 2

Test Level:To be used with w ‐beam longitudinal barrier.

Status*: Accepted













Design:W‐beam with a DET is redirective up to the penultimate post

(Source: Austroads to Road Design Part 6).

Limitations:One way traffic departure end treatments are to be used on

safety barriers only when there is no possibility of opposing

traffic impacting them.

Departure End Terminal (DET) Page 2 of 2

References: AS/NZS 3845:1999 NCHRP 350 Austroads Guide to Road Design Part 6

Deflection:Not applicable.

"INGAL" MELTSYT Post System



Introduction:The Ingal MELT (SYT Post System) is a proprietary flared

gating W ‐beam profile guardrail terminal end treatment,

comprising a combination of slip‐base and yielding posts

(SYT).



Page 1 of 2

Test Level:Deemed compliant with NCHRP 350 Test Level 3

Status*: Accepted













Design: Design and Installation to be in accordance with the

Ingal Product Manual. Drawings CAB‐STD‐74 and CAB‐STD‐75 apply.


accordance with the requirements of AS / NZS 3845


Limitations: Cannot be used on crossfalls steeper than 8%.

Cannot be installed behind kerb.





discussion.

"INGAL" MELT Page 2 of 2


NCHRP 350


"ACP" MELTX350 Post System



Introduction:The ACP MELT (X350 Post System) is a proprietary flared

gating W ‐beam profile guardrail terminal end treatment,

comprising a combination of slip‐base and yielding posts

(SYT).



Page 1 of 2

Test Level:Deemed compliant with NCHRP 350 Test Level 3

Status*: Accepted













Design: Design and Installation to be in accordance with the

ACP MELT Product Manual.

Posts 1 and 2 are slip base posts as per Main Roads’ Std.

Dwg. 1474.

Posts 3 to 6 are X350 Posts.




A “departure end” variant of this product does exist.


Cannot be installed behind kerb.





discussion.

"ACP" MELT Page 2 of 2


NCHRP 350


ET2000 Plus



Introduction:The ET2000 Plus is an extruder‐head gating end treatment

with a W ‐Beam profile. When hit end on, the impact head is

forced along the W‐beam extruding the beam onto the verge

side.

Ownership:Trinity Industries USAwww.highwayguardrail.com


Page 1 of 2

Test Level:Tested to NCHRP Report 350 TL2 and TL3.

Status*: Accepted













Design: Design to be in accordance with the ET2000 Plus Design

Manual provided by Ingal.

The ET2000 Plus is available in two variants:

Rating TL2 TL3

Length 7.62m 15.24m

Preferred plan layout is to install the end treatment at

the recommended flare of 25:1 to reduce nuisance

impacts.

In locations of constrained width or on high

embankments where the cost to provide additional

width is not warranted then the terminal may be

installed parallel to the road [refer Barrier Termination

Best Practice Reminder issued 1 February 2009].

Length of need commences at the third post from the

end.


accordance with the requirements of AS /NZS 3845


Configuration:

System is to be installed with the first post being a

Hinged Breakway (HBA) Post with the remaining posts

being Steel Yielding Terminal (SYT) Post.

Use of optional extruder head cover is encouraged.


Careful consideration should be taken when used in

close proximity to kerbs.





discussion.

ET2000 Plus Page 2 of 2

References: AS/NZS 3845:1999 NCHRP 350 Ingal Civil Products ET2000 Plus Product Manual (02/13)

Deflection:Information has not been entered.

FLEAT‐350



Introduction:The FLEAT is an extruder gating end treatment. When hit end

on the impact head is forced along the W‐beam extruding

the beam onto the same side as the traffic.

Ownership:Road SystemsTexas. USA www.roadsystems.com

Supplier:Safe Direction11C, 35‐37 Railway Pde, Engadine, NSW. 2233Ph: (02) 8521 6549www.safedirection.com.au

Page 1 of 2

Test Level:Tested in accordance with NCHRP Report 350 to TL‐2 & TL‐3.

Status*: Accepted













Design: Design to be in accordance with the FLEAT Design

Manual provided by Safe Direction.

Preferred plan layout is to install the end treatment at

the recommended straight flare rates between 15:1 and

9.375:1.

Test Level:

Tested in accordance with NCHRP 350 to TL2 & TL3.

TL

Length (m)

Speed (km/hr)

Allowable Flare (mm)

2 7.62 70km/hr 510‐ 810

3 11.43 100km/hr 760‐1220

(L.O.N. starts at 3rd post from head of system)

Configuration:

The system is to be installed with steel breakaway posts

as specified in FHWA Letter CC‐61 and with posts 1 & 2

with 1830 mm foundation tubes. Remaining posts to be

installed without foundation tubes.




System shall be supplied with plastic blockout instead of

timber blockout.

Parts to be replaced after impact:

Rail and posts.

Parts typically re‐useable after impact:

Impact head.

References:

Departure end terminal guardrail to be lapped against

the normal traffic flow as shown.

Post associated with the end treatment are to be

orientated for an end‐on impact on the extruder head,

that is, against the normal

Limitations: Must be installed on a straight flare, not parallel to road

alignment.

Not to be installed behind kerbs.

Shall not be used in situation where there is less than

2.9 m between the impact head and the nearest edge

of traffic lane.

Cannot be used on crossfalls steeper than 8%.





discussion.

FLEAT‐350 Page 2 of 2


NCHRP 350


SKT‐350



Introduction:The Sequential Kinking Terminal (SKT) 350 is an extruder an

extruder gating end treatment. When hit end on the impact

head is forced along the W‐beam extruding the beam onto

the rear of the barrier.

Ownership:Road SystemsTexas. USA www.roadsystems.com

Supplier:Safe Direction11C, 35‐37 Railway Pde, Engadine, NSW. 2233Ph: (02) 8521 6549www.safedirection.com.au

Page 1 of 2

Test Level:Tested to NCHRP Report 350 TL‐2 and TL‐3.

Status*: Accepted













Design:Design:

Design to be in accordance with the FLEAT & SKT Design Manual provided by Safe Direction.

Preferred plan layout is to install the end treatment at the recommended flare of 25:1 (straight taper).

In locations of constrained width or on high embankments where the cost to provide additional width is not warranted then the terminal may be installed parallel to the road.

As the end treatment is gating a run‐out area in accordance with the requirements of AS / NZS 3845 Figure F11 should be provided.

When the SKT is installed on the departure end of a barrier system the system considertation shall be given to the

Length of need commences at 3rd post measured from the head of the system.

Configuration:

Rating Length of End Treatment

TL‐2 11.81m

TL‐3 15.81m

Limitations: Maximum flare is 25:1.

Must be installed on a straight flare or parallel to the

travel way.


Needs to be installed clear of kerbs.





discussion.

SKT‐350 Page 2 of 2


NCHRP 350


X‐Tension 350Also identified as X350.



Introduction:The X‐Tension is a gating end‐treatment whose length of

need commences 600mm “downstream” of the first post.

There is a single‐sided version and a double‐sided median

version of this product.

Useful Product Data:

Overall physical length of system 13.0 m

Width (single‐sided variant) 0.48 m

Width (double‐sided variant) 0.76 m

Height 710 mm

Maximum flare 1200 mm

Ownership:Amorflexhttp://www.armorflex.co.nz/


Page 1 of 2

Test Level:Tested in accordance with NCHRP 350 to TL‐3.

Status*: Accepted













Design:Design

The full length of the terminal 600mm “downstream” of post 1 may be placed inside the length of need for the

hazard being protected.

A hazard free zone in accordance with the requirements

of AS3845 Figure F11 is required.

The X‐Tension must be installed and maintained in

accordance with the product installation/ maintenance

manual.

Offset from Trafficked Lane:

Straight and flared variants of this product exist.

The flared variant can accommodate a straight flare of

1200mm over its full length.

The designer should also note the requirements of

RPDM Table 8.12 with regard to flare rate.

The head assembly is 50mm proud of the W ‐Beam. If

the system is installed parallel to the road the barrier

should be offset to ensure the head assembly is clear of

the shoulder. This applies especially where the device is

used as a departure treatment.

Interaction with Kerbs

Refer RPDM 8.2.2.2 for installations in proximity to

kerbing.

Installation

Wire rope components shall be pre‐stretched, have a

minimum galvanizing coating of 400g/m2 and have

documentation identifying the source of supply.

Yellow “nose cone” cowling is NOT optional and is to be

used in all installations of this product.

Maintenance:

Units may need to be repaired or replaced after impact

depending on the extent of damage. Product is to be

installed and repaired after impact in accordance with

manufacturer’s specifications and guidelines.

Limitations: Straight (parallel to traffic), flared and median variants

of this product are available.

Median version of this product may be used in

median/gore areas. Single‐sided version is not suitable

for median/gore installations.

Not to be used with wooden components (e.g., posts or

block outs). Solid plastic blockout is to be used.

Suitable for pedestrian/cycle area usage.

Product may be installed on a maximum longitudinal

and cross‐sectional slope of 15H:1 (7%).





discussion.

X‐Tension 350 Page 2 of 2


NCHRP 350

Armorflex Technical Specification Sheet


QUADGUARD


Permanent/Temporary: Permanent or Temporary

Introduction:The QuadGuard System is a proprietary redirective, non‐

gating crash attenuator for hazards ranging in width from

610 mm to 3200 mm suitable for use in posted speed zones

up to 100km/h. It employs crushable cartridges to absorb

the energy from impact.

This product may be used as a permanent installation or

can be installed in a construction zone configuration (for

details refer QuadGuard Product Manual.

Ownership:Energy Absorption SystemsChicago, Illinoiswww.energyabsorption.com

Supplier:Boylan Group19 Tolmer Place, Springwood, QLD 4127Ph: 1300 500 055 Mob: 0437 359 990www.boylan.net.au

Page 1 of 2

Test Level:Tested to NCHRP350 test levels TL‐2 and TL‐3.

Note the Quadguard has been crash tested to 116.5km/hr.

Status*: Accepted




Gating/Non‐Gating: Non‐Gating



Sub Category: Attenuator





Recommended End Treatments:Not applicable.

Design:Design to be in accordance with the QuadGuard Product

Manual.

In situations where traffic is approaching from the rear of the

system the Designer must choose the appropriate transition

(refer to Product Manual). Transition type must be specified

by the Designer.

Limitations:Upon impact, the fender panels telescope towards and

beyond the backup. The rear fender panels slide backwards

762mm. Provision shall be made for rear fender panels to slide

rearward 762mm (min.) upon impact.






discussion.

QUADGUARD Page 2 of 2


NCHRP 350

QuadGuard Product Manual produced by Energy Absorption Systems Inc. (rev. 15‐Jan‐2008).


QUADGUARD ELITE



Introduction:The QuadGuard Elite System is a redirective, non‐gating

crash attenuator for hazards ranging in width from 610 mm

to 2285 mm. It employs crushable cartridges to absorb the

energy from impact. The product is similar in many ways to

the basic Quadguard system except that the Quadguard Elite

is highly reusable and is more suited to more frequent

impacts.

This product may be used as a permanent installation or can

be installed in a construction zone configuration (for details

refer QuadGuard Product Manual produced by Energy

Absorption Systems Inc.).



Page 1 of 2

Test Level:Tested to NCHRP350 test levels TL‐2 and TL‐3.

Note the Quadguard Elite has been crash tested at

113.7km/hr.

Status*: Accepted













Design:Design to be in accordance with the QuadGuard Product

Manual produced by Energy Absorption Systems Inc.

The Designer must select the appropriate design speed

taking into account the posted speed limit.


system the Designer must choose the appropriate transition

(refer to Product Manual). Transition type must be specified

by the Designer.

Limitations:Upon impact, the fender panels telescope towards and

beyond the backup by as much as 635mm from their pre‐

impact position. Provision shall be made for rear fender

panels to slide rearward 635mm upon impact (min.).





discussion.


QUADGUARD ELITE Page 2 of 2

References: AS/NZS 3845:1999 NCHRP 350 QuadGuard Elite Product Manual produced by Energy Absorption Systems Inc.


BRAKEMASTER 350A



Introduction:The Brakemaster 350 is a proprietary redirective gating end

treatment/crash cushion with a W‐Beam profile. The system

consists of a framework of w‐beam steel guard rail panels

which move rearward during head on impacts.



Page 1 of 2


Status*: Accepted













Design: As the end treatment is gating a run‐out area in

accordance with the requirements of AS/NZS 3845 Figure F11 should be provided.

Redirection (in the event of side impact) begins at the

fourth post from the approach end.

Where connection to a more rigid barrier system is

required, a transition system is to be installed.

Manufacturer recommends removal of all kerbs and

islands for proper impact performance.

This system can be used as either a crash cushion or a barrier

end treatment and redirects vehicles following side crashes.

This system can be used for protection of narrow hazards

(such as median barriers in wide medians), bridge piers or

semi‐rigid guardrail, particularly for low‐frequency impact

occurrences. It can be used in front of a rigid barrier

providing a suitable transition section is installed to prevent

pocketing. Since the fender panels of this system can flare

out to 3m wide during a design impact, installations in

medians narrower than 5m are not recommended.

The site must be able to accommodate a concrete anchorage system installed at the nose of the device. The transverse

slope should not exceed 8%. The system can be used in nearside or offside situations. It must be designed and

installed according to manufacturers specifications.

Up to 40% of the system elements may be recoverable and re‐useable after a design impact and this system is

characterised by its short repair times after impact.

Field experience has shown that nuisance crashes do not

affect this system’s ability to perform satisfactorily in

subsequent design crashes.






discussion.

BRAKEMASTER 350A Page 2 of 2


NCHRP 350

Roadside Design Guide (AASHTO, 2006)


QUEST



Introduction:The QUEST DCM System is a redirective, non‐gating crash

cushion designed to shield hazards 610mm or less in width

that has been crash tested to Test Level 3 (100 km/h) and

Test Level 2 (70 km/h) according to recommendations in the

National Cooperative Highway Research Program Report 350

(NCHRP 350). The steel backup is designed to be placed

against and nest around the hazard.

Ownership:Energy Absorption SystemsChicago, Illinoiswww.energyabsorption.comm


Page 1 of 2

Test Level:Tested to NCHRP Report 350 TL2 and TL3.

Status*: Accepted













Design:Design to be in accordance with the Quest Design Manual.

To be used where the design speed is 100 km/hr or less.

Configurations for design speeds are provided in the Design

Manual.

All curbs and elevated objects over 100 mm high should be

removed. If possible, curbs under 100 mm high should be

removed approximately 15 m in front of the QUEST DCM

System, and as far back as the system’s backup. Any curbs

that must remain should be 100 mm maximum and be

mountable.


system the transition type between the crash cushion and

the barrier must be specified by the Designer.

Upon impact, the fender panels telescope towards and

beyond the backup by as much as 635mm from their pre‐

impact position. Therefore the unit must be positioned a

minimum of 635mm forward of objects that could interfere

with movement of the panels.

Limitations:Cannot be used on crossfalls steeper than 8%. If there is a

cross slope of more than 8% (5 deg.), or if the cross slope

varies (twists) more than 2% (1 deg.) over the length of the

system, a concrete levelling pad may be required.





discussion.

QUEST Page 2 of 2


NCHRP 350


TRACC



Introduction:The TRACC (Trinity Attenuating Crash Cushion) System is a

fully re‐directive, non‐gating, bi‐directional crash attenuator

that consists of a pair of guidance tracks, an impact “sled”,

intermediate steel frames, and W‐Beam fender panels. A

concrete pad and rigid back up are required

Ownership:Trinity Industries USAwww.highwayguardrail.com


Page 1 of 2

Test Level:Tested in accordance with NCHRP Report 350 to TL‐2 and TL‐

3.

Note the FasTRACC has been crash tested at 110km/h.

Status*: Accepted













Design: Design to be in accordance with product manual

produced by Ingal Civil Products.

The design must allow the side panels at the rear of the

unit to retract 1.524 m during an end on impact.

System comes in various widths ranging from 610mm to

1470mm. The width of the WideTRACC can be further

increased along one or both sides by adding wing

extensions. Designer must determine width required.

All the stopping loads pass to the foundation through

the anchor bolts and are not transferred to the backup.

No elevated kerbs, islands, drainage structures or any

other item that can affect the height at which a vehicle

could impact the unit shall be p laced either in front of

the unit or along the length of the unit to the rear of the

back‐up.

Transition type must be specified by the Designer. Uni‐

directional traffic flow requires no transition. For

transition types refer to TRACC Family System Manual.

Designer should also identify what nose markings are to

be applied.

Unit is generally to be installed on a 150mm th ick

reinforced or 200mm thick unreinforced concrete pad.

Other foundation options are contained in the product

manual produced by Ingal Civil Products.






discussion.

TRACC Page 2 of 2


NCHRP 350


Rubber Crash Cushion



Introduction:The Rubber Crash Cushion is a reusable redirective crash cushion. It consists of recycled car tyres specially moulded into linked modular units. It has been tested to NCHRP350 Test Level 2 as a redirective crash cushion. Applications include connection to concrete barriers, toll plazas and other narrow rigid ends. The site must be able to accommodate a concrete anchorage for the steel mounting frame.


Supplier:Saferoads17 Quarry Rd, Stapylton, QLD 4207Ph: 3441 4107 Fax: 3441 4102www.saferoads.com.au

Page 1 of 2

Test Level:Tested to NCHRP Report 350 TL2.

Status*: Accepted






Main Material: Other







Design:Design to be in accordance with the Product Manual produced by Saferoads. No elevated kerbs, islands, drainage structures or any other item that can affect the height at which a vehicle could impact the unit at shall be placed 15m prior to the unit or along the length of the unit to the rear of the backup. Only flush kerbing shall be permitted around the unit. Saferoads’ Design & Installation Manual states “A smooth transition must be provided when attaching the Rubber Crash Cushion to other barrier systems. This may be purchased from saferoads as an extra attachment or provided by the customer”. Responsibility is with designer to ensure that any transition or connection to any rigid object is crashworthy.

Limitations:Cannot be used on crossfalls steeper than 8%. Elevated kerbs, islands, drainage structures or any other item that can affect the height at which a vehicle could impact the unit should not be placed 15m prior to the unit or along the length of the unit. Refer RPDM Ch.8/8.2.2.2 for further discussion.

Rubber Crash Cushion Page 2 of 2


NCHRP Report 350

Rubber Crash Cushion Design & Installation Manual version 03/05‐01

Crashlab evaluation letter dated 9 January 2002


Universal TAU II



Introduction:The TAU II system is a proprietary fully re‐directive non‐

gating crash attenuator, designed for hazards ranging in

width from 700mm to 2.6m.

Ownership:Barrier Systems3333 Vaca Valley Pkwy, Ste. 800, Vacaville, CA 95688, USA www.barriersystemsinc.com


Page 1 of 2

Test Level:Tested in accordance with NCHRP Report 350 to TL‐2 and TL‐

3.

Note the Universal Tau II has been crash tested at 110km/h.

Status*: Accepted













Design: Design to be undertaken in accordance with the

Universal Tau II Product Design Guide.

No elevated kerbs, islands, drainage structures or any

other item that can affect the height at which a vehicle

could impact the unit shall be place 15m prior to the

unit or along the length of the unit to the rear of the

backstop.

The unit has a number of different backstop options

with each having its own limitations in terms of widths

of hazard that can be protected.

Designer to select appropriate backstop based on site conditions.

As the panels slide rearwards during an impact the

hazard width must not impede the panels. The panels

can, through the use of a variable width diaphragm, be

angled at 5 degrees to allow the unit to protect a wider

hazard.

Transitions to be selected appropriate to the hazard

being protected.






discussion.

Universal TAU II Page 2 of 2


NCHRP 350


THRIE‐beam Bullnose



Introduction:The Thrie Beam Bullnose attenuator is a non‐proprietary

crash attenuator suitable as an end treatment for Thrie

Beam barriers and with appropriate transitions for other

systems (W‐Beam) for use in median or gore area

applications.


Supplier:Various

Page 1 of 2

Test Level:Tested in accordance with NCHRP Report 350 to TL3.

Status*: Accepted













Design: To be constructed in accordance with Main Roads’

Standard Drawing 1488.

Used in median locations to protect the ends of two

separate barrier systems.

Although shown to be used with a separation of 5.0 m

between the face of the barrier systems can be used

where the separation between the barriers is greater by

flaring the barriers into an offset of 4.5 m at flare rates

in accordance with AS / NZS 3845 Table B2.

May also be used to link two “non‐parallel” barrier

ends.

Hazard free zone between trailing barriers measured

19m from apex of bullnose should be maintained

traversable and free from non‐frangible objects.

Configuration:

To be constructed in accordance with Main Roads’

Standard Drawing 1488.

Limitations:Elevated kerbs, islands, drainage structures or any other item




discussion.

THRIE‐beam Bullnose Page 2 of 2


NCHRP 350

RPDM Chapter. 8

DMR Standard Drawing no. 1488 rev. A


Precast Concrete Barrier (PCB)TMR Standard Drawing 1473



Introduction:The Precast Concrete Barrier (PCB) is a concrete barrier with a single‐slope profile. Useful Product Data: Unit length ‐ 7250mm Unit width (base) ‐ 620mm Unit height ‐ 1050mm Note limitations regarding lifting: seek latest advice from TMR Structures Branch


Supplier:Various

Page 1 of 2

Test Level:TL‐3 when properly connected via base straps (normal use).

Deemed to be TL‐4 compliant when shear key is installed and

base is anchored by embedment/dowels.

Refer SD1473.

Status*: Accepted







Sub Category: Rigid





Recommended End Treatments:Quadguard CZ; TAU II; Triton CET (<=70km/hr); Absorb 350

(<=70km/hr) (requires transition in concrete barrier to

maximum height of 812mm).

Design:Minimum Length: 30 m

Recommended Minimum Radius: R150m


Barrier should not be more than 5m from travelled lane.

The barrier should be placed a minimum of 500 mm

from the edge of the travelled way (RPDM 8.3.4.4).


In unrestrained configurations, the system cannot be

placed adjacent to kerbs or other objects within the

deflection lim its of the barrier that may prevent lateral

displacement.

End Treatments:

A proprietary end treatment should be installed

wherever any risk exists that the blunt end could be

impacted.

Any proprietary end treatment system must be

specifically designed or adapted for use with “single slope” shape barrier and must be installed and

maintained strictly in accordance with the manufacturer’s instructions.

Barrier flare rate should not exceed 1:10.

Vehicle Roll:

Where the hazard being protected by a barrier extends

above the height of the barrier the Designer should

ensure that adequate separation from the face of the

barrier to the hazard is provided to allow for the roll of

high vehicles (such as trucks) hitting the hazard.

Limitations:

Refer Main Roads Std Dwg 1473 [Check for currency of

revision].

Placement of barriers and effects on surface drainage

are to be considered.

Maintenance:

Inspect units for damage after impact. Damaged units

to be replaced.

Precast Concrete Barrier (PCB) Page 2 of 2


NCHRP Report 350

Main Roads Standard Drawing 1473 (rev. F)

Deflection:400 mm under TL‐3 conditions.

Note that the Road Planning & Design Manual Chapter 8 cl.

8.3.4.4 recommends that a minimum clearance of 1 metre

should be provided between the barrier and work

area/hazard.

Actual clearance distance should be determined by risk

assessment prior to installation.

DB80


Permanent/Temporary: Temporary

Introduction:DB80 is a F‐shape steel reinforces concrete barrier , 6m unit

lengths with tension bar coupling system and joint rotation

limiting wedges without intermediate ground attachment.

The variants NOT accepted are:

Systems with intermediate ground attachment

Systems without jo int rotation limiting wedges

Profiles other than F‐shape.

Variants other than 6m.

Ownership:Deltabloc International28 Industristrase, Sollenau, 2601, Austriawww.deltabloc.com/en

Supplier:Road Management Solutions1/60 Alexandra Place, Murrarie, QLD 4172Ph: 3890 8000 Fax: 3890 8188www.rmssolutions.com.au

Page 1 of 2

Test Level:NCHRP 350 TL‐4.

Status*: Accepted







Sub Category: Rigid





Recommended End Treatments:Tau II

Design:Minimum length between terminals is 108m. At the trailing

end the point of need is 36m from the end of the terminal.

Limitations:Sloped end terminals are not permitted.

DB80 Page 2 of 2


NCHRP 350


Nominal

Mass

(kg)

Nominal

Angle

(deg)

Nominal

Speed

(km/h)

Recorded

Deflection

(m)

Note

1500 20 110 0.38 1

10000 15 70 0.63 2

13000 20 70 1.00 3

Note:

1 = EN1317 TB32

2 = EN1317 TB42

3 = EN1317 TB51

J‐J Hooks



Introduction:J‐J Hooks is a temporary concrete barrier system which has

an ‘F’ type profile.

Useful Product Data

3.6 metre barrier unit, 2.5 tonnes

6.0 metre barrier unit, 4.3 tonnes

Ownership:Easi‐Set IndustriesMidland Virginia

Supplier:Australian Road BarriersRMB H535, Old Creswick Rd, Ballarat Victoria 3352Ph: 1800 003 826 Fax: (03) 5339 9273www.roadbarriers.com.au

Page 1 of 2

Test Level:Tested in accordance with AS/NZS 3845 to NCHRP 350 TL3.

Note that ‘F’ type profile concrete barriers are only

acceptable in Queensland for use on roads with speed limits

of 80 km/h or less.

Status*: Accepted







Sub Category: Rigid





Recommended End Treatments:Absorb 350 (<=70km/hr); Quadguard CZ; TAU II

Design:Minimum length:

In order to comply with TMR requirements a minimum of 30 metres of barrier should be placed on the

approach to and departure from the point at which the

test deflection is to be achieved, i.e., minimum length of

barrier: 60 metres.


The offset between the barrier and the travelled lane

should be not less than 500 mm (RPDM 8.3.4.4).


Barriers should be p laced at the same level as the

travelling surface and should not be placed behind or

on top of kerbing.

If placed in front of kerbs, maximum expected

deflection distance between face of kerb and back of barrier must be maintained.

End Treatments:



impacted.


specifically designed or adapted for use with “F” type

barriers and must be installed and maintained strictly in

accordance with the manufacturer’s instructions.

Barrier flare rate should be not exceed 1:10.

Vehicle Roll:





high vehicles (such as trucks) hitting the hazard. Refer

to Table 4.5 of the Assessment of Roadside Hazards.

Maintenance:


depending on the extent of damage. ARB require that

incidents resulting in damage to the barriers should be

reported for investigation and/or replacement of the

damaged barrier.

Limitations:

The crossfall between the edge of travelled way and the

barrier, and the area immediately behind the barrier for

the full width of the deflection shall not exceed 6%.

Barriers can accommodate:

o ‐a horizontal curvature of approximately 30 metres

radius,

o ‐a vertical curvature of 30 metres radius in sag, and

o ‐a 53 metres radius on a crest.

J‐J Hooks Page 2 of 2


NCHRP 350

JJ Hooks Installation Manual


T‐LOK



Introduction:T‐Lok is a semi‐rigid temporary concrete barrier system

which has a Type F profile.

Useful Product Data

• Unit height 810mm

• Unit width (base) 610mm

• 3.6 metre barrier unit, 2.6 tonnes

• 5.4 metre barrier unit, 3.9 tonnes

Ownership:Rockingham Pre‐Cast


Page 1 of 2

Test Level:NCHRP 350 TL3 (AS/NZS 3845).

Note that ‘F’ type profile concrete barriers are only

acceptable in Queensland for use on roads with speed limits

of 80 km/h or less.

Status*: Accepted







Sub Category: Rigid





Recommended End Treatments:Triton CET (<=70km/hr); Quadguard CZ

Design:Minimum length:

The minimum length of freestanding T‐Lok Barrier is 48 metres. This length may be reduced as a function of end

anchorage. This information is provided in the T‐Lok Barrier Installation Manual.


The offset between the barrier and the travelled lane

should be not less than 500 mm (RPDM 8.3.4.4).


Barriers should be placed at the same level as the

travelling surface and should not be placed behind or

on top of kerbing.

If placed in front of kerbs, maximum expected

deflection distance between face of kerb and back of

barrier must be maintained.

End Treatments



impacted.


specifically designed or adapted for use with “F” type

barriers and must be installed and maintained strictly in

accordance with the manufacturer’s instructions.

Barrier flare rate should not exceed 1:10.

Vehicle Roll:





high vehicles (such as trucks) hitting the hazard. Refer

to Table 4.5 of the Assessment of Roadside Hazards.

Maintenance:


depending on the extent of damage.

Limitations: The crossfall between the edge of travelled way and the


the full width of the deflection shall not exceed 5%.

T‐Lok barriers can be installed on longitudinal slopes up

to 5%.

Barriers can accommodate:

o a horizontal curvature of 30 metres radius,

o a sag up to 20:1

o a crest up to 20:1.

T‐LOK Page 2 of 2

References: AS/NZS 3845:1999 NCHRP 350 T‐Lok Installation Manual

Deflection:1.2m under TL3 conditions.

BarrierGuard 800



Introduction:BarrierGuard 800 is a steel semi‐rigid portable temporary

steel safety barrier system which is required to be anchored

to the pavement.


Major components comprise 12m units and 6m units.

Ownership:Highway Carehttp://www.highwaycare.co.uk


Page 1 of 2

Test Level:Deemed to comply with AS/NZS 3845 to NCHRP 350 TL3 and

TL4. (Refer to FHWA Letter HSA‐10/B‐131 dated 30/11/2004)

‘Minimum Deflection System’ at TL‐3 (NCHRP 350) only.

Status*: Accepted












Recommended End Treatments:Absorb 350 (<=70km/hr); Quadguard CZ; Tau II

Design: The longitudinal barrier product is supplied in 6m and

12m sections.

As the barrier is designed to resist loadings by deflecting, the units should be free to move but the system must be anchored at each end with 8 x 500 mm long by 32 mm diameter pins and if required at intermediate locations.

The system is anchored at the ends and at intermediate points. Maximum anchor spacing is nominated as 480m. Closer anchor spacing (60m) is necessary to replicate test conditions. Wider anchor spacings will result in greater deflections.

Minimum Length:

Barrier length requirements should be determined by the “Length of Need” methodology.

The minimum length of barrier is 60m between anchors.

End Treatments:

Ends of the Barrier Guard 800 system may be protected with proprietary end treatments. The supplier nominates the Quadguard CZ, TAU II and Absorb 350.


The offset between the barrier and the travelled lane should be not less than 500 mm (RPDM 8.3.4.4).

Flare rates shall be as per RPDM ch.8 (Table 8.11). Interaction with Kerbs

Cannot be placed adjacent to kerbs or other objects within the deflection limits of the barrier, which may prevent lateral displacement.

Vehicle Roll:

Where the hazard being protected by a barrier extends above the height of the barrier the Designer should ensure that adequate separation from the face of the barrier to the hazard is provided to allow for the roll of high vehicles (such as trucks) hitting the hazard.

Maintenance:

Units may need to be repaired or replaced after impact depending on the extent of damage.

Limitations: The crossfall between the edge of travelled way and the


the full width of the deflection should not exceed 10%.

Barriers can be installed on longitudinal slopes not

exceeding 8%.

Barriers cannot be used on radii less than 20 m and

these smaller radii require 600 mm long special units.

To be used where pavement thickness is at least 350

mm and with an asphalt surfacing of 30 mm.

BarrierGuard 800 Page 2 of 2


NCHRP Report 350

RPDM ch.8

FHWA letter ref. HAS‐10/B‐127 dated 30‐Nov‐2004

Barrier Guard 800 Australia Installation Manual (rev. 1b AUS dated November 2008)


Standard BarrierGuard 800 (TL‐4 equivalent & TL‐3)

60m between anchors

Nominal Mass (kg)

Nominal Angle (deg)


Recorded Deflection

(m)

Note

13000 20 70 1.67 1

7500 45 50 2.05 1

2000 25 100 1.6 2

Notes: 1. TL‐4 ‐ These are EN1317 test results. FHWA letter ref.

HSA‐10/B‐127 dated 30‐Nov‐2004 cites these test results as demonstrating equivalence to NCHRP Report 350 test level TL‐4, and nominates an equivalent “design deflection” of 1.5m for test level TL‐4 impacts.

2. TL‐3 ‐ NCHRP Report 350 3‐11 (Test #BG1303).

BarrierGuard 800 MDS (TL‐3)

Anchors at 6m spacings

Nominal Mass (kg)

Nominal Angle (deg)


Recorded Deflection

(m)

Note

2000 25 100 0.305 Top 0.076 Toe

3

Notes: 3. NCHRP Report 350 3‐11 (Test #BG808). Actual clearance distance between barrier and work area/hazard should be determined by risk assessment.

Ironman



Introduction:Ironman is a steel semi‐rigid temporary safety barrier

system, which may be installed freestanding or tethered

with end anchors.

This system is available in a number of variants.

The scope of this information sheet, which reflects the

acceptance status of the Ironman system for use on

State Controlled Roads in Queensland, is for:

o Heavy duty (orange bulkhead) units.

o Lightweight system units (with silver unpainted

bulkheads) the use of which is being

phased out in NSW.

At the date of this Compliant Product Data Sheet both

systems are accepted for use as TL‐2 (unanchored) or

TL‐3 (anchored) products in Queensland. A single

temporary barrier installation must comprise units of

only one type.

Ownership:Saferoads17 Quarry Rd, Stapylton, QLD 4207Ph: 3441 4107 Fax: 3441 4102www.saferoads.com.au


Page 1 of 2

Test Level:Tested in accordance with AS/NZS 3845 to NCHRP 350 TL3.

Ironman is NOT accepted by DTMR in Queensland as a TL4

system.

Status*: Accepted












Recommended End Treatments:Triton CET (<=70km/hr); Quadguard CZ

Design: Deflection limiting spacers shall be used.

Both systems are supplied in 4m and 12m units. A single temporary barrier installation must comprise units of only one length.

Constituent units are connected together using 48mm (OD) connector pins.

The system may be installed freestanding or tethered with end anchors.

Minimum Length:

Barrier length requirements should be determined by the “Length of Need” methodology.

The minimum length of freestanding Ironman barrier may be composed as follows:

Approach 95 m Effective Barrier 74 m Departure 95 m TOTAL 264 m

This length can be reduced by using anchored terminal ends as per instructions provided by the supplier in the installation manual.

End Treatments:

Ends of the Ironman system may be protected with proprietary end treatments. The supplier nominates the Quadguard CZ and the Triton CET. Practitioners should note that the Quadguard CZ is an anchored terminal, whereas the Triton CET is a freestanding system.


The offset between the barrier and the travelled lane should be not less than 500 mm.

Flare rates shall be as per RPDM ch.8 (Table 8.11). Vehicle Roll:

Where the hazard being protected by a barrier extends above the height of the barrier the Designer should ensure that adequate separation from the face of the barrier to the hazard is provided to allow for the roll of high vehicles (such as trucks) hitting the hazard.

Maintenance:

Units may need to be repaired or replaced after impact depending on the extent of damage.

Limitations:

Ironman barrier may not be used where cross slope exceeds 5%.

Ironman barrier can be installed on longitudinal slopes

up to but not exceeding 5%.

Units may be rotated maximum 3° at each joint to

derive a min horizontal curve of R=78m.


Cannot be placed adjacent to kerbs or other objects

within the deflection limits of the barrier, which may

prevent lateral displacement.

Ironman Page 2 of 2


NCHRP Report 350

RPDM ch.8

Ironman Installation Manual

Deflection:

Deflection characteristics for given impact conditions are a function of the anchorage conditions and the length of the system.

The following table, which is derived from the results of crash testing, is intended to provide guidance for practitioners when designing a temporary barrier system using Ironman.

Nominal Mass (kg)

Nominal Angle (deg)


Recorded Deflection

(m)

Note

2000 25 70 4.0 1

2000 25 100 2.1 2

Notes: 1. Freestanding 2. 58m between end anchors

Wider anchor spacings will result in greater deflections.

Actual clearance distance between the barrier and work area/hazard should be determined by risk assessment prior to installation.

ZoneguardTemporary Steel Barrier



Introduction:Zoneguard is Steel Barrier for Temporary use at Work Zones.

Ownership:Hill & Smith10/65 Business Street, Yatala, QLD. 4207Ph: 3807 8050 Fax: 3807 9189www.hillandsmith.com.au

Supplier:Hill & Smith10/65 Business Street, Yatala, QLD. 4207Ph: 3807 8050 Fax: 3807 9189www.hillandsmith.com.au

Page 1 of 2

Test Level:NCHRP350 TL‐4 / MASH TL‐3 when anchored with end and intermediate anchors only. MASH TL‐3 when fully anchored (i.e., the Minimum DeflectionSystem).

Status*: Accepted

Status Commencement Date: Mar 2013











Recommended End Treatments:Absorb 350 (<=70km/hr); Tau II

Design:General Zoneguard has two variants: (i) the standard configuration has end anchors and

intermediate anchors. (ii) The Minimum Deflection System which is continuously

anchored. Note that flaring outside the clear‐zone and ramped ends are not accepted end treatment solutions. Minimum Length Standard configuration: 72m between terminals Minimum Deflection System: 60m between terminals Designers should note the anchor spacing required to replicate test conditions. Wider anchor spacings will result in greater deflections.

Limitations:Anchored systems longer than 75m must have an

intermediate anchor. Maximum spacing of intermediate

anchor is 75m.

Zoneguard cannot be connected to other systems.

Zoneguard Page 2 of 2


NCHRP Report 350

RPDM ch.8

NSW RMS Design Report dated 15‐Mar‐2013

FHWA letter ref. HSSD/B‐176A dated 17‐Jul‐2008

FHWA letter ref. HSSD/B‐176 dated 27‐Jun‐2008

ZoneGuard Specification Manual Metric Australian Version October 2013, Rev 5


Standard Zoneguard (TL‐4)

65m between anchors

Nominal Mass (kg)

Nominal Angle (deg)


Recorded Deflection

(m)

Note

2000 25 100 1.65 (Base) 1

2270 25 100 1.88 (Base) 2

8000 15 80 1.27 (Base) 3

Note: 1 = NCHRP350 3‐11; 2 = MASH 3‐11; 3 = NCHRP350 4‐12 Minimum Deflection System Zoneguard (TL‐3)

Anchors at 10.2m spacings

Test Mass (kg)

Nominal Angle (deg)


Recorded Deflection

(m)

Note

1065 25 100 0.10 (Base) ‐

2118 25 100 0.05 (Base) ‐

2208 25 100 0.41 (Top) 0.13 (Base)

4

Note: 4. Designers should note the base is 271 mm wider

horizontally (on each side) than the top. In this test the maximum intrusion into the work zone was recorded at the top of the barrier rather than the base.

Actual clearance distance between barrier and work area/hazard to be determined by risk assessment.

ArmorzonePlastic Water Filled Barrier System



Introduction:Armorzone is a Plastic Water Filled Barrier Type Device for

Temporary Use at Work Zones.

Standard longitudinal units are ORANGE coloured and to be

operational must be filled with the appropriate volume of

water in accordance with the Installation/Maintenance

manual. The Terminal Unit is YELLOW coloured and must be

maintained empty.

Ownership:Armorflex International Limitedwww.armorflex.co.nz


Page 1 of 2

Test Level:NCHRP Report 350 test level TL‐1. Note: While this system is rated test level TL‐1 here, it has demonstrated capacity to contain a test level TL‐2 impact and may subject to detailed site‐specific risk assessment be used to shield worksites where the posted speed does not exceed 70 km/h. Such a risk assessment would identify for example (among other things) the rationale for selecting this system as opposed to any other barrier system and would include an indication of how the expected deflection of the system will be managed within the work zone with reference to how operating speed would be expected to be managed.

Status*: Accepted

Status Commencement Date: Nov 2012





Main Material: Plastic

Sub Category: Other





Recommended End Treatments:This temporary system self terminates. Refer to system Product Manual. The terminal unit is YELLOW and must be maintained EMPTY.

Design:End Treatments:

This system has an end treatment that has been successfully crash tested.

Under TL‐1 impact conditions, the system is considered

to be redirective from a point 16m from the head of the

system.

Minimum Length:

52m between terminals, 56m total.

Designers of work zones should refer to the suppliers’

installation manual for further guidance on hazard free

zones and deflection.

Deflection:

For TL‐1 impacts:

When measured from the head of the system, the first

16m is considered to be gating/non‐redirective.

Between 16m and 28m (measured from both the

upstream and the downstream end) the expected

deflection distance is 2.4m.

Downstream of 28m (up to a point 28m from the

downstream end), the expected deflection distance is

1.51m.

For a minimum length installation (56m) the system is

“redirective” between 16m and 40m from the end, and

the expected deflection distance for a TL‐1 impact in

this zone is taken as 2.4m.


Armorzone Page 2 of 2


NCHRP Report 350

FHWA letter ref. HSST/B‐223 dated 22 Aug 2011

Armorzone Plastic Barrier Product Manual (ref 300812)

Armorzone End Treatment Product Manual (ref 300812)

NSW Transport RMS Safety Barrier Design Report 11M965 (29‐Aug‐2012)

Deflection:Measured deflections from crash testing are as follows:

Vehicle Speed Angle Deflection

824 kg 71.7 km/h 20° 1.05 m

1500 kg 72 km/h 20° 1.51 m

TritonPlastic Water Filled Barrier System



Introduction:The Triton barrier is a portable water‐filled temporary barrier system, with an internal steel frame.


Physical Length 2130mm

Effective Length 2000mm

Width 530mm

Height 810mm

Mass empty 65kg

Mass (full of water) 610kg Note:

The Triton TL‐3 variant (i.e. mounted on pedestals) is no longer supported by TMR as a longitudinal barrier system.

The Triton TL‐0 variant (i.e. without the internal steel frame) is no longer accepted by TMR for use as a road safety barrier on state‐controlled roads in Queensland.



Page 1 of 2

Test Level:NCHRP Report 350 test level TL‐1. Note: While this system is rated test level TL‐1 here, it has demonstrated capacity to contain a test level TL‐2 impact and may subject to detailed site‐specific risk assessment be used to shield worksites where the posted speed does not exceed 70 km/h. Such a risk assessment would identify for example (among other things) the rationale for selecting this system as opposed to any other barrier system and would include an indication of how the expected deflection of the system will be managed within the work zone with reference to how operating speed would be expected to be managed.

Status*: Accepted







Sub Category: Other





Recommended End Treatments:Refer to ‘Design’ in this data sheet and the manufacturers’

manual for terminal configuration.

Note: Triton CET (Concrete End Terminal) is not a suitable

end treatment for the Triton longitudinal barrier system.

Design:Minimum Length:

Barrier

Configuration

Minimum Overall

Length

TL‐1 30 m *

* Information provided by the supplier (Under review ‐ not evidenced by crash testing – refer to section on deflection).

Note that units need to be properly connected together to constitute a barrier system.


• The barrier should be placed a minimum of 500 mm

from the edge of the travelled way (RPDM 8.3.4.4).

Interaction with Kerbs:

• Cannot be placed adjacent to kerbs or other objects within

the deflection limits of the barrier, which may prevent

lateral displacement.

End Treatments:

• End treatment comprises ten regular units, five of which

are to occur prior to the beginning of the length of need.

First unit only is not water‐filled, and pin is removed

from exposed end.

Maintenance:

• Units may need to be repaired or replaced after impact

depending on the extent of damage.

• Units need to be routinely checked to ensure that they

remain water‐filled. Leaking units should be

repaired/replaced.

Limitations: Barriers may be placed on cross slopes up to 5%.

Barriers can be placed on longitudinal slopes up to 5%.

Barriers can accommodate a longitudinal change in grade of 5%.

Cannot be used on radii smaller than 11.3m.

Units are not symmetrical. Units should generally be oriented so that the release valve is located away from the trafficked face of the barrier.

Triton Page 2 of 2


NCHRP Report 350

Triton Barrier Crash Test Report 147‐043

Triton Barrier Crash Test Report 147‐044

FHWA letter ref. HNG‐14 dated 27 Nov 1992

FHWA letter ref. HNG‐14 dated 27 Sep 1994

Triton Barrier Product Installation Manual (# 619487B rev. E April 2012)

Deflection:

Barrier

Configuration

Deflection Note

820kg 2000kg

TL‐2* 1.0 m 3.9 m 1

TL‐1* ‐ 2.0 m 2

Notes

1. These are the deflections recorded during crash testing. 3.9m was recorded in crash test 147‐043 which comprised an 89.1m long installation. Shorter lengths of installation are likely to deflect further under the same impact conditions. Refer section on Design/minimum length.

2. By interpolation, based on “lateral impact energy” from TL‐2 test result.

Actual clearance distance between the barrier and work

area/hazard should be determined by risk assessment prior to

installation.

Absorb 350



Introduction:Absorb 350 is a water filled non‐redirective, gating

LDPE/Steel crash attenuator that attaches to temporary

concrete barriers.

Useful Product Data

Unit Length ‐ 1m

Unit Width ‐ 0.61m

Unit Height ‐ 0.8m

Unit Weight ‐ 39kg empty, 326kg full.

Restrict to use on work zones posted <= 70km/hr, with

placement in higher speed zones subject to site specific risk

assessment noting that product may only be used where

high speed side impacts are unlikely, penetration behind the

barrier is acceptable and use on redirecting impact

attenuator is not feasible fo r reasons other than cost or

convenience. (Note that configurations will vary at higher

speeds.)



Page 1 of 2

Test Level:Tested to NCHRP 350 TL2.

Status*: Accepted













Design: Design shall be in accordance with the Absorb 350

Installation and Maintenance Manual by Barrier Systems Inc.

As the system is gating, a run‐out area in accordance

with the requirements of AS/NZS 3845 Figure F11

should be provided.

A proprietary transition from the Absorb 350 to a

concrete barrier is required.


The offset between the barrier and the travelled lane should be not less than 500 mm (RPDM 8.3.4.4).

Installation and Maintenance Requirements:

The product shall be installed and repaired after impact

in accordance with the Absorb 350. Installation and

Maintenance Manual by Barrier Systems Inc.

TL‐2 compliant system is 5.9m (5 units) long.

Limitations: As the system is non‐redirective, a vehicle may

penetrate the system. A run‐out area in accordance

with the requirements of AS3845 Figure F11 shall be

provided.

System shall not be used in a permanent application.

All kerbs, islands and elevated objects greater than

100mm high that would be beneath, beside or less than

15m in front of the unit or along the length of the unit

should be removed.

Absorb 350 Page 2 of 2

References: AS/NZS 3845:1999 NCHRP 350 TMR Road Planning and Design Manual (RPDM Ch. 8)

TMR Engineering Technical Note ETN1208 Absorb 350 Crash Cushion ACP Installation Manual


Triton Concrete End Terminal (CET)



Introduction:The Triton Concrete End Treatment (CET) System is a

portable water filled gating crash attenuator. It is available in

a TL 2 configuration.

Restrict to use on work zones posted <= 70km/hr, with

placement in higher speed zones subject to site specific risk

assessment noting that product may only be used where

high speed side impacts are unlikely, penetration behind the

barrier is acceptable and use on redirecting impact

attenuator is not feasible fo r reasons other than cost or

convenience. (Note that configurations will vary at higher

speeds.)



Page 1 of 2


Status*: Accepted













Design:Design

Design to be in accordance with the Product Manual by Boylan Group.

As the system is gating, a run‐out area in accordance with the requirements of AS/NZS 3845 Figure F11 should be provided.

Configuration

TL‐2

6 sections in length = 12.6m

No pedestals

First section empty

First section right side up

First section has no pedestal If used beyond TL‐2 conditions, configuration will vary – seek advice from supplier. Offset from Trafficked Lane:

The offset between the barrier and the travelled lane should be not less than 500 mm.

Installation and maintenance requirements:

The product shall be installed and in accordance with the relevant Boylan Group Installation and Maintenance Manual.

Every unit must be filled with water except the first.

All units are to be connected by supplied connecting pins.

The last unit is to be connected to the concrete barrier via the proprietary transition piece.

Limitations: As the system is non‐redirective, a vehicle may

penetrate the system. A run‐out area in accordance

with the requirements of AS3845 Figure F11 shall be

provided.

System shall not be used in a permanent application.

Not to be used on longitudinal slopes or crossfalls

greater than 5%.

Cannot be placed adjacent to kerbs or other objects,

which may prevent lateral displacement.

Triton Concrete End Terminal (CET) Page 2 of 2

References: AS/NZS 3845:1999 NCHRP 350 TMR Road Planning and Design Manual (RPDm Ch. 8) TMR Engineering Technical Note ETN1208 Triton CET Installation and Maintenance Manual FHWA Letters CC47A, CC47B, CC47C


Armorguard Gate



Introduction:Armorguard Gate is a hinged steel barrier “gate” to span

between permanent openings in concrete barrier.



Page 1 of 2

Test Level:NCHRP Report 350 TL‐3

Status*: Accepted












Recommended End Treatments:No end treatment as the gate is embedded into longitudinal

barrier system.

Design:May only be installed in a maximum total opening of 16m,

including hinge sections.

Limitations:May only be installed in a gap in rigid concrete barrier.

Armorguard Gate Page 2 of 2

References: AS/NZS 3845:1999 NCHRP 350 NSW RMS Acceptance Document dated 03/08/2013

FHWA letter Ref: HAS‐10/B87


Nominal

Mass

(kg)

Nominal

Angle

(deg)

Nominal

Speed

(km/h)

Recorded

Deflection

(m)

Note

2,000 25 100 0.57 1

Note:

1 = NCHRP 350 3‐21

BarrierGuard 800 Steel Gate



Introduction:BarrierGuard 800 Steel Gate is a hinged steel barrier “gate” intended primarily to provide openings in permanent concrete barrier and to provide construction access in runs of temporary BarrierGuard 800.

Ownership:Highway Carehttp://www.highwaycare.co.uk


Page 1 of 2

Test Level:NCHRP Report 350 TL‐3

Status*: Accepted

Status Commencement Date: Jun 2014











Recommended End Treatments:No end treatment as the gate is embedded into longitudinal

barrier system.

Design:BarrierGuard 800 Steel Gate is a hinged steel gate comprising 6 metre and 12 metre sections of Barrierguard 800 steel barrier with “T‐Top” attachments. The system is 530 mm wide, and 800 mm high. The maximum length of gate is 30 metres (on the basis of operational manageability). The system is tested on longer lengths. The system should be installed on smooth level ground. The intended sweep of the gate should be free from kerbs or rapid changes in gradient. Designer should check with supplier for site specific foundation requirements.

Limitations:Wheels must be fully retracted must not in use. Posted speed should be restricted to 40 km/h when gate is open unless exposed barrier ends can be otherwise shielded.

BarrierGuard 800 Steel Gate Page 2 of 2


NCHRP Report 350

Austroads determination letter dated 14 March 2014

NSW RMS Acceptance Document dated 14 March 2014

FHWA letter Ref: HSSD/B‐159 dated 8 May 2007


Nominal Mass (kg)

Nominal Angle (deg)


Recorded Deflection

(m)

Note

2,000 25 100 1.162 1

Note: 1 = NCHRP 350 3‐21 test ref. BG807. This test comprised a 60 metre length of “free barrier” between anchors. Shorter lengths between ground anchors are likely to result in lower deflections. Designer should consult with supplier for performance of different configurations.

RaptorTHIS IS NOT A ROAD SAFETY BARRIER

Category: Other


Introduction:The RAPTOR is a proprietary plastic single point protector that

may be used to shield high‐risk utility poles or other single

point hazards (e.g., trees) where conventional barrier systems

may be impractical.

Var iants:

Two variants exist:

2.46m x 1.15m x 1.05m (L x W x H) 300mm void

2.76m x 1.15m x 1.05m (L x W x H) 600mm void



Page 1 of 2

Test Level:Not Applicable.

Status*: Accepted






Main Material: Other

Sub Category: Other






Design:Installation:

The supplier produces a Product Manual and an Installation

Manual. Installers shall be cognizant of the contents of these

manuals.

This device was deemed to be successfully tested using a

small car (820kg) at 80 km/h outside of standardised testing

arrangements. This device is accepted for use in the

following application situation:

urban environment, maximum design speed (or speed

environment) 70 km/h, exposed single‐point hazards

with crash history where conventional barrier system is

impractical or not warranted.

Subject to the above and subject to risk assessment this

device may be appropriate for use in the following

situations:

Medians

Gore areas

Pedestrian use areas

Cycle use areas

Limitations:This device cannot be used on crossfalls steeper than 10%.

This device should not be installed lower than 100mm below

the road level.

This device is intended for use on closed systems, i.e., not for

use on I‐section or channel columns. The supplier should be

consulted for site‐specific advice when there is doubt about

the shape of the hazard being shielded.

Soil at the post and ground anchor sites shall be compacted

to not less than 95% relative compaction.

Raptor Page 2 of 2

References:


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