BarrierGuard 800. Temporary Steel Safety Barrier NCHRP 350 TL-3 & TL-4. Product and Installation manual

Transcription

1 BarrierGuard 800 Temporary Steel Safety Barrier NCHRP 350 TL-3 & TL-4 Product and Installation manual Ph or visit May 2012 / Page 1

2 Table of Contents Application Guide Limitations and Warnings System Design Considerations Major Components List Installation Details Ground Conditions & Anchor Specifications Crash Cushions Delineators Installation Tools List Installation Procedure Full Height Terminal Installation Ramped End Terminal Installation Standard Section Installations Intermediate Anchoring Laying BarrierGuard Joining BarrierGuard 800 Sections Drilling for Anchors Maintenance & Repair Removal Special Operations Diagrams of Offset Expansion Joints External Anchor Shoe Connection Inner Anchor Shoe Connection Lifting BarrierGuard Truck Mounted Cranes Using Chains Using Tag Ropes Turning Barrier Over Safety Zones for Loading Loading and Unloading from Trucks Noise Pollution Risk Assessments Unloading and Loading Units Connection of Units Coring/Drilling for Installation of Anchor System Righting Inverted Units/Inverting Units Frequently Asked Questions Installation Check List Appendix A - Technical Drawings Appendix B - NZTA Letters of Acceptance Ph or visit May 2012 / Page 2

3 Preface The CSP Pacific BarrierGuard 800 is a temporary barrier system, in conjunction with an approved crash cushion, that is a rapidly deployable safety barrier for use where a vehicle restraint system conforming to NCHRP350 TL-3 or TL-4 is required. As with any roadside safety device, the BarrierGuard 800 must be installed properly to ensure proper performance. Thoroughly review and fully understand the instructions and product limitations before starting the installation. Do not start the installation without the proper plans and tools required. If you require additional information or have questions about the BarrierGuard 800 system please call CSP Pacific on or cspcustomerservice@csppacific.co.nz Introduction BarrierGuard 800 has been extensively tested in accordance with NCHRP 350 and has successfully demonstrated its capability to achieve the containment and performance Levels of Test Level 3 and 4. NCHRP350 TL-3 crash test criteria is an impact with a 2.2 Tonne vehicle at speed of 100kph at an impact angle of 25degrees. NCHRP350 TL-4 crash test criteria is an impact with a 8.0 Tonne vehicle at speed of 80kph at an impact angle of 15degrees and has the same containment energy as a TL-3 impact. BarrierGuard 800 is a deformable vehicle restraint system acting as a continuous beam, anchored to the ground at the end of each run through specially designed terminal sections. It consists of single elements of prefabricated 6.0m long or 3.0m long steel barrier. Two elements are bolted together at the factory providing 12.0m long or 6.0m long sections with male and female QuickLink connectors to facilitate speedy erection on site. Connection is achieved by lining up the barrier and locking the QuickLink connectors together. The permissible length of the system is unlimited as the barrier, which is only anchored at the end of each run, attains its performance characteristics by a combination of torsional rigidity and self-weight. System Application Guide BarrierGuard 800 is a versatile longitudinal steel barrier that has many uses and is quick and easy to install. BarrierGuard 800 is normally made up of two 6m barrier sections that are pre assembled by being bolted together to form a 12m length with the QuickLink linking system at either end. To make the BarrierGuard 800 as versatile as possible there are also sections made up from 2 No. 3m sections to create 6m lengths and a selection of short radius sections to enable installations around tight radii. Ph or visit May 2012 / Page 3

4 BarrierGuard 800 has successfully been tested with a selection of anchoring methods and in various ground conditions making it a versatile system that can be used on many differing surfaces. The barrier system is used as a temporary barrier for road construction sites where it can be used for nearside or offside applications to protect construction sites and construction workforce as a positive form of protection. It can also be used as a positive separation for opposing traffic flows in a contra-flow situation. With the versatile shorter barrier sections and radius sections most vertical and horizontal curve alignments can be accommodated so BarrierGuard 800 is just as useful for the local roads as well as on the State Highway network. Limitations and Warnings The BarrierGuard 800 systems have been designed and tested in accordance to the criteria detailed in the National Cooperative Highway Research Program Report No. 350 (NCHRP 350) for longitudinal barriers, and have been accepted for use by the US Federal Highway Administration (FHWA). For BarrierGuard 800 to perform as tested it must be correctly installed and anchored in accordance with the details contained in this manual. If the installation of the BarrierGuard 800 is not able to be flared as per this manual then there must be an approved NCHRP 350 TL-3 crash cushion connected to the barrier with a clear zone area of 6 x 22.5m adjacent to the crash cushion and behind the barrier that is flat and without hazards. In addition workers, equipment and materials should be a minimum of 6m behind the barrier. Please refer to the drawings in the appendix of this manual. When properly installed and maintained the BarrierGuard 800 allows an impacting vehicle to be stopped in a safe and predictable manner under the NCHRP 350 impact conditions. Vehicle impacts that vary from NCHRP 350 impact conditions described for longitudinal barriers may result in significantly different results than those experienced in testing. Vehicle impact characteristics different than, or in excess of, those encountered in NCHRP 350 testing (weight, speed and angle) may result in a system performance that does not meet the NCHRP 350 evaluation criteria. The adjacent road operating speed must be limited to 100kph for TL-3 performance. The installation should endeavour to minimise the impact angles to 25 degrees (1 lateral:2.14 forward). If the BarrierGuard 800 installation is for TL-4 performance then the operating speed must be limited to 80kph and impact angles minimised to 15 degrees (1 lateral: 3.73 forward). The system should be delineated in accordance with road controlling authority requirements. The BarrierGuard 800 needs to be installed on a firm surface that prevents the system from becoming embedded in the surface over long periods of time. Debris and foreign objects should not be in the clear zone. Ph or visit May 2012 / Page 4

5 Safety Statements General Safety All required traffic safety precautions should be complied with. All workers should wear required safety clothing (high visibility vests, steel capped footwear, gloves etc.) Only authorised trained personnel should operate any machinery. Where overhead machinery is used, care must be taken to avoid overhead hazards. Gloves should be worn at all times. System Design Considerations Slopes For the system to perform correctly it should be installed to ground that has a cross slope of no more than 8% or 1:8. On slopes greater than this, approval is required from the road controlling authority. Curbs BarrierGuard 800 can be installed to a surface which is raised by a curb of no more than 100mm high. If the barrier is installed next to the curb you must ensure that the curb is out of the clear zone and does not prevent the barrier deflecting as intended. If there is no option but to install in front, behind or on a curb, approval is required from the road controlling authority. Undulating ground conditions Site specific grading may be necessary to ensure that there are no humps or hollows that may significantly alter the impacting vehicles stability or substantially alter the height of the BarrierGuard 800 in relation to the ground. Ph or visit May 2012 / Page 5

6 Soil Conditions BarrierGuard 800 is installed above ground so soil conditions on site are not applicable. However it is recommended that the system is installed on a compacted surface. Underground services Before drilling for the installation of anchors it is important to check the area for any under ground services. Median and Roadside applications BarrierGuard 800 can be used in both roadside and median/bi-directional traffic applications. Anchoring conditions BarrierGuard 800 has been designed and tested to be used utilising several different types of anchoring conditions these include concrete, asphalt and soil, for further details please see drawing BG on page 10 of this manual. Clear Zone When anchored at both ends BarrierGuard 800 requires a clear zone of 1.5m behind to allow the system to perform correctly. When anchored every 12m the deflection is reduced 0.92m. Ph or visit May 2012 / Page 6

7 Major Components List BG800 12m section, male/female QuickLink BG800 6m section, male/female QuickLink BG800 with full height anchor BG800 with a crash cushion end treatment BG800 12m ramped end, male/female QuickLink BG800 6m ramped end, male/female QuickLink or bolted BG800 12m fixed gate post section Ph or visit May 2012 / Page 7

8 BG800 3m mobile hinge section BG800 6m wheeled gate section BG800 6m gate section All M16 Bolts used for connecting sections of Barrier Guard 800 together to be at least Grade 8.8 Ph or visit May 2012 / Page 8

9 Installation Details It is important that before any installation is carried out the correct planning and preparation takes place which includes a site visit. This is necessary to keep to a minimum the time spent on site and that the installation goes quickly and without issue. Things that need to be considered and checked are, any lifting restrictions i.e. low bridges, any underground services in the vicinity of drilling operations, layout and alignment of the barrier including any radii that the barrier may have to go round. It is important to also ensure the correct loading of the BarrierGuard 800, i.e. it is put on to the delivery truck the right way around and the terminal sections are in the correct place on the load. The ground conditions that the barrier is to be installed on and anchored to need to be established to ensure the correct anchoring choice is made and the appropriate anchor shoe is connected to the barrier. Full details of common ground conditions and the available types of anchors and anchor shoes can be found in drawing BG For use of BarrierGuard 800 on any ground conditions or anchors that are not shown in this drawing please contact CSP Pacific for advice. Standard NCHRP 350 tested BarrierGuard 800 only requires anchoring to the ground at each end of a run, there are integral anchor points beneath an easily removed cover at the extreme end of the specially designed anchor sections. There is a second anchor point at the first bolted joint up stream of the end of the section; these anchors can either be external or internal anchor shoes depending upon site restrictions or preference. Both the anchor shoes and the integral anchor points require 4 x anchor pins/bolts each (8 in total per end anchor section). The Length of Need of BarrierGuard 800 is the total installed length between the two Inner Anchor Shoes. The Beginning of the Length of Need is measured 6m from the approach (upstream) end of the BarrierGuard 800 terminal (at the Inner Anchor Shoe). If an approved, gating (nonredirective) end termination such as an ABSORB 350 crash cushion is connected to the BarrierGuard 800 terminal, then the Beginning of the Length of Need is 6m from the approach (upstream) end of the BarrierGuard 800 terminal (Inner Anchor point). If an approved, nongating (redirective) end termination such as a TAU II crash cushion is connected to the BarrierGuard 800 terminal, then the approach (upstream) end of such system becomes the beginning of the Length of Need. When deciding Length of Need of a system consideration must be given to the proximity of any anchor points to any excavations, if the BarrierGuard 800 is to be used to protect errant vehicles from excavations we recommend that the anchoring takes place beyond any excavation and if any extra anchoring is required it should be single sided away from the excavated face. The minimum recommended installed length of BarrierGuard 800 is 18m between Inner Anchor Shoes i.e. for an installation with no approved crash cushion connected to the end terminal; the minimum total system length including terminals and anchors is 60m. Please refer to the relevant drawings located in Appendix A. Ph or visit May 2012 / Page 9

10 Anchor Foundation Specifications The BarrierGuard 800 system has been designed to attach to concrete or asphalt foundations, or anchored into soil using driven piles. Use the anchorage specified on page 11, depending on the foundation at the specific job sit. 1. Concrete Pad Foundation: Min 150mm reinforced PCC pad or 200mm non reinforced PCC pad 150mm reinforced or 200 non reinforced 2. Asphalt over Subbase Foundation: Min 150mm AC over 150mm compacted DGA subbase 150mm 150mm 3. Asphalt only Foundation: Min 200mm AC 200mm 4. Asphalt over P.C. concrete Foundation: AC over PCC AC PCC 5. Compacted Subbase (DGA) Soil Foundation: Min 200mm compacted PGA subbase or equivalent soil properties Ph or visit May 2012 / Page 10

11 Material Specifications Portland Cement Concrete (PCC) Stone aggregate concrete mix, 28 MPa minimum compressive strength (Sampling per ASTM C31-84 or ASTM C42-84A, testing per ASTM C39-84) Asphaltic Concrete (AC) Compacted Subbase (DGA) AR-4000 A.C. (Per ASTM D3381 '83) 19mm maximum, medium (type A or B) aggregate Sieve Size % Passing 25mm mm mm No No No No mm minimum depth, 95% compaction, class 2 aggregate Sieve Size % Passing 75mm mm No No Ph or visit May 2012 / Page 11

12 Types of Anchor Anchor connecting to BarrierGuard 800 Flat top pin: 30mm Embedment depth: 400mm Hole size: 32mm x 450mm deep Can be used on foundation conditions types 1, 2, 3, 4 Flag top pin 30mm Embedment depth 400mm Hole size: 32mm x 450mm DEEP Can be used on foundation conditions types 1, 2, 3, 4 NOT TO BE USED EXTERNALLY OF TRAFFIC FACE 210mm galvanised threaded bar assembled with a M24 galv washer and M24 nut use with suitable chemical resin anchor. 150mm embedment. Can be used on foundation conditions type 1 only M24 x 460mm galvanised threaded bar assembled with a M24 galv washer and M24 nut use with suitable chemical resin anchor. 400mm embedment. Can be used on foundation conditions type 1, 2, 3, 4 M24 Mechanical anchor with effective embedment depth of 150mm. Can be used on foundation conditions type 1 only Special Special External Anchor Shoe Assembly Can be used with: 1" X 200mm Threaded bar 1" X 460mm Threaded bar M24 Mech anchor Flat top pins Flag top pins (non traffic face) Single Intermediate Anchor Can be used with: 1" X 200mm Threaded bar 1" X 460mmThreaded bar M24 Mech anchor Flat top pins Flag top pins (non traffic face) Double Intermediate Anchor Can be used with: 1" X 200mm Threaded bar 1" X 460mm Threaded bar M24 Mech anchor Flat top pins Flag top pins (non traffic face) External Anchor Shoe Assembly Can be used with: 1" X 200mm Threaded bar 1" X 460mm Threaded bar M24 Mech anchor Flat top pins Flag top pins (non traffic face) Subbase anchor pile Intermediate Subbase Anchor Can be used with Subbase anchor pile Special Subbase anchor pile 140mm Embedment depth of 800mm Can be used on foundation conditions type 5 MUST BE DRIVEN Ph or visit May 2012 / Page 12

13 Crash Cushions When choosing a suitable crash cushion for use with BarrierGuard 800 special consideration must be given to opting for a Gating (non re-directive) Crash Cushion or a Non-Gating (redirective) Crash Cushion. A Non-Gating Crash Cushion is one that has been tested to withstand a side impact from an errant vehicle and a Gating system is one that has not been tested for this impact angle. If opting for a Gating Crash Cushion then consideration must be given to allow for a safe run out area behind the system. If it is not possible to locate the terminal ends outside the Clear Zone, then an approved end termination (such as a crash cushion) can be fitted to the BarrierGuard 800 Full Height Terminal. Any crash cushion placed in front of a Full Height Terminal will have its own anchoring specifications and assembly instructions. Any connection between BarrierGuard 800 and the approved end termination will be designed and supplied by either CSP Pacific or the approved end termination supplier. CSP Pacific and approved end termination supplier will work together to ensure a suitable connection is available. Approved end terminations that are currently available with designed connections are: i Ii ABSORB refer to the CSP Pacific ABSORB 350 Product & Installation manual for number of units required. TAU II - refer to the CSP Pacific TAU II Product & Installation manual for further information. Please note that i is Gating (non re-directive)and ii is Non-Gating (re-directive). The performance of the selected crash cushion and the BarrierGuard 800 could be greatly affected if the barrier is positioned next to a curb or other fixed object, The barrier should be positioned so that all fixed objects are outside of the barriers Clear Zone for the speed and containment level. Delineators Depending on location, delineation may be required as per the Road Controlling Authority Guidelines. For further details consult MoTSaM, Part 2: Section 5 or contact CSP Pacific on or cspcustomerservice@csppacific.co.nz Ph or visit May 2012 / Page 13

14 Installation Tools List Lifting Device: Lifting Chains: Must have suitable lifting capacity and reach to lift, manoeuvre and install BarrierGuard 800 (e.g. Truck mounted crane such as a HIAB). It is also recommended that these cranes are remote control for ease of use A two leg assembly with a 2500kg lifting capacity, each chain is 2m long c/w a hook and locking clasp, and shortening clutch. This is suitable for lifting 12m sections of barrier and 6m sections made up from 2 x 3m sections only A two leg set with a 2500kg lifting capacity, each chain needs to be 3m long c/w hook and locking clasp, and shortening clutch. These chains are for lifting 6m lengths of barrier that are half of the 12m sections Tag rope: Drilling Equipment: Rope with spring loaded karabiner clip. The Rope length needs to be 1.5 times the lifting height of the barrier Either an electric hammer drill c/w 32mm drill bit or an Air driven Rock Drill c/w 33mm rock drill tool. To speed up installation consideration should be given to having 2 drilling machines available Also a Diamond Core drill suitable for cutting a 32mm hole up to 300mm deep in case of reinforcement bar when drilling in concrete Generator: Extension Leads: For use with the hammer drills, and or Diamond Core drill. Should be capable of a high enough output to drive two hammer drills at the same time as a minimum For generator above 10m Tape Measure Road Marking Paint and Chalk 2 x 1.8m Crow Bar/Wrecking Bar 8mm Allen Key 10mm Allen Key Magnetic BarrierGuard 800 T Bar socket and suitable handle Wooden Packers: Approx 520mm x 300mm x 19mm, wooden ply wood packers. These are used to support barrier over uneven surfaces Ph or visit May 2012 / Page 14

15 Timbers: Small Impact Gun: Compressor: Extension Pipes: Spanners/Wrenches: Two blocks approx 200mm x 200mm x 300mm. Approx 75mm x 75mm timber bearers C/w suitable sockets. 24mm impact socket as a minimum For the Rock Drills and Impact Gun. Should be capable of driving two rock drills at once For compressor above Combination spanners to include as a minimum 2 No each of the following 13mm, 24mm, 30mm, 32mm & 36mm 13mm and 19mm Drive Socket sets Torque Wrench (S): Torque Wrench (L): Suitable for torques up to 150 Nm. C/W suitable 24mm socket Suitable for torques up to 300 Nm. C/W suitable 32mm socket Podger (Round Pry Bar) Sledge Hammer Measuring Wheel Cranked Crow Bar: Useful for removing tight pins Ph or visit May 2012 / Page 15

16 Installation Procedure When planning the job it is essential that the following points are established and agreed with the client: The required Performance Level of the BarrierGuard 800 relevant to the operating speed environment; The start, finish and alignment of the BarrierGuard 800; Any additional anchorages required (e.g. to reduce deflection at a specific hazard that cannot be relocated away from the safety zone) and their locations; Any curvature of the BarrierGuard 800 in both the horizontal and vertical planes; The type of road surface and the method of anchorage; Any expansion joints are identified; In the case of concrete pavements, if reinforcement is encountered when drilling that this can be drilled through; The method of reinstatement of drilled holes when the BarrierGuard 800 is removed; There are no underground services, waterproof membranes etc. which could be damaged by drilling; There are no overhead cables that could be contacted by the lifting operation; and There is adequate working room and safety zone. Prior to loading in preparation for the job, the orientation of the BarrierGuard 800 must be determined and the truck loaded with all barriers facing the correct way and as the barriers are loaded a visual check on there condition must be carried out, if in doubt of the suitability of a damaged barrier do not use until checked by a competent person. Installation is normally started from the end of the BarrierGuard 800 and laid in the direction of traffic flow. Sometimes when a long length of BarrierGuard 800 is to be installed and site conditions allow, the installation can commence at any point along the length of the run, using a section of BarrierGuard 800 with two male ends as the first unit to be placed and subsequent standard sections laid outwards in both directions from this section simultaneously, this double male quick link section can easily be identified by applying a paint mark to the top external face of the barrier. BarrierGuard 800 is always secured at its end by a Full Height terminal, Ramped End terminal or transitioned to an approved end termination (such as a Crash Cushion). Details of Crash Cushion transitions and connections are available from CSP Pacific. Ph or visit May 2012 / Page 16

17 Full Height Terminal Installation For External Anchor Shoe Applications: 1. Lower the terminal into the correct position as agreed with the client. 2. Drill through the External Anchor Shoe (DO NOT ANCHOR AT THIS TIME) anchor to the ground after completely connecting first standard section to the terminal section (see Standard Sections Installation section), use the appropriate method of anchoring as agreed with the client prior to installation (see Drilling for Anchors section). 3. Go directly to point 7 from the following (For Inner Anchor Shoe Applications section). For Inner Anchor Shoe Applications: 1. Mark out the location of the first Inner Anchor Shoe on the centre line of the barrier run 6m in from the start of the terminal section. 2. Centralise the Inner Anchor Shoe over this mark. 3. Drill through the Inner Anchor Shoe and fasten using the appropriate method as agreed with the client prior to installation (see Drilling for Anchors section). 4. Lower a male Full Height Terminal over the Inner Anchor Shoe so that the horizontal bars of the frame at the 6m joint are located inside the Inner Anchor Shoe frame. DO NOT LOCK THE BARRIER TO THE INNER ANCHOR SHOE AT THIS TIME. Completely connect the initial standard section to the terminal section first (see Standard Sections Installation section). 5. Reach through the access hatch and place shims between the horizontal bars of the frame and the Inner Anchor Shoe to take up any clearance. Ph or visit May 2012 / Page 17

18 6. Slide the Horizontal Locking Pin through the holes in the Inner Anchor Shoe, secure with retaining clips and replace the cover over the access hatch. 7. Remove the 8 No. bolts (3 along each side and 2 on the end) from the end cap section of the barrier and lift off the terminal cover (approx 30kgs). 8. Drill through the Anchor Plate and fasten using the appropriate method as agreed with the client prior to installation (see Drilling for Anchors section). Replace and secure cover. The anchorage at the departure end of the run uses a similar method to the approach end but with a female Full Height Terminal. The Inner Anchor Shoe position can either be determined by measuring 6 metres from the end of the outer skin of the last section of barrier already installed, or by temporarily placing the Full Height Terminal section in position and marking the joint line. For External Anchor Shoe applications, fixing is done with the terminal in place as with the approach end. Ramped End Terminal Installation CAUTION: THE USE OF A RAMPED END TERMINAL AT ANY EXPOSED LOCATION MUST ONLY BE USED IN SPEED LIMIT ZONES WITH A POSTED SPEED 50 KM/H OR LESS This is an identical operation to the Full Height Terminal Installation except the anchored end terminates in a ramp down to ground level as opposed to at full height. Follow the same procedure as for the Full Height Terminal Installation up to and including point number 6, then: 1. Remove the cover at the terminal end of the Full Height Terminal, drill through the Anchor Plate and fasten using the appropriate method as agreed with the client prior to installation (see Drilling for Anchors section). Replace cover. 2. Drill through the Anchor Plate and fasten using the appropriate method as agreed with the client prior to installation (see Drilling for Anchors section). Replace cover. The anchorage at the departure end of the run uses a similar method to the approach end but with a female ramped terminal end. The Inner Anchor Shoe position can either be determined by measuring 6 metres from the end of the outer skin of the last section of barrier already installed, or by temporarily placing the end terminal section in position and marking the joint line. For External Anchor Shoe applications, fixing is done with the terminal in place as with the approach end. Ph or visit May 2012 / Page 18

19 Standard Section Installation All sections must be physically bolted together through the top QuickLink plates using the double lock assembly shown in these photographs. These assemblies are pre-installed on the BarrierGuard 800 and the connected sections are simply bolted together by attaching the nut into the magnetic socket of the T Bar, lowering it through the hole located in the roof of the BarrierGuard 800 and placing it over the bolt thread. The T Bar can then be used to tighten the connection. At the beginning and end of each run of barrier each terminal section and the adjacent standard length of BarrierGuard 800 must also be bolted through the bottom QuickLink plate with an additional lock assembly. This applies to both the approach and departure end. This procedure is performed in the following way. If using the External Anchor Shoe. After placing the terminal section on the ground the next operation is to connect the next section of BarrierGuard 800 to it using the QuickLink and then secure the upper QuickLink plates as described above. These two sections are then lifted sufficiently so that wooden blocks no less than 200mm x 200mm in section and spanning the full width of the BarrierGuard 800 can be placed either side of the joint, and the BarrierGuard 800 lowered onto the blocks. The lower QuickLink plates are then secured by placing nut over the preinstalled nyloc nut and bolt assembly and tightening it. The BarrierGuard 800 can then be lifted, the wooden blocks removed and the barrier then placed on to the ground. Once this procedure has been carried out and the BarrierGuard 800 is placed in the correct position on the ground, the drilling of the anchor holes can be carried out (see Full Height Terminal Installation section) If using the Inner Anchor Shoe Carry out the procedures described above to secure both the upper and lower QuickLink plates of the QuickLink joint between the terminal section and the next standard section. After completing the above procedures lower the BarrierGuard 800 back onto the Inner anchor shoe and then anchor with the Horizontal Locking Pin (see Inner Anchor Shoe Applications section). This procedure must be carried out before the end of the terminal is fixed to the surface, before the External anchor is fixed or before the terminal section is locked to the Inner Anchor Shoe. Ph or visit May 2012 / Page 19

20 For the departure end, the procedure is similar to that of the approach end. Install the departure terminal in the usual fashion, but do not drill and fix the External Anchor, lock the terminal to the Inner Anchor Shoe or fix the end of the terminal to the surface. Once the system is connected and the top QuickLinks bolted together, lift the BarrierGuard 800 and place the two wooden blocks either side of the joint. Lower the BarrierGuard 800 onto these blocks and connect the lower QuickLink plates as with the approach end. Once the securing of the upper and lower plates of the QuickLink has been completed then either fix the External Anchor to the ground or lock the terminal to the Inner Anchor Shoe and then fix the end of the terminal as detailed in Full Height/Ramped End Terminal Installation. Intermediate Anchoring Additional anchorage along the length of the installed BarrierGuard 800 may be specified. It is recommended that continuous lengths of standard working width BarrierGuard 800 that exceed 480m (i.e. 40 standard 12m sections) have an intermediate anchoring at intervals not exceeding 480m. i.e. a 480m continuous length of BarrierGuard 800 will only be anchored at each end at the terminals; a 492m continuous length of BarrierGuard 800 will be anchored at each end at the terminals and will have an additional intermediate anchor at the centre of the run; a 960m continuous length of BarrierGuard 800 will be anchored at each end at the terminals and will have an additional intermediate anchor at the centre of the run; and a 1056m continuous length of BarrierGuard 800 will be anchored at each end at the terminals and will have additional intermediate anchors 1/3 and 2/3 along the run. There are 2 different types of intermediate anchors for use with BarrierGuard 800 one that is connected at the QuickLink Joint and the second which is attached to the barrier at the bolted joint. To fit the Intermediate Anchor at the QuickLink joint, lower the barrier to the ground with the male end supported on a block at least 300mm high. Bolt the anchor plate to the barrier using the two tubes located inside the barrier on the lower QuickLink plate on the male end. Use M24 x 120 grade 8.8 bolts with nuts and a washer, the nuts and washers must be located inside the barrier. The bolts should be tightened to a torque ranging between 100 and 200 Nm, i.e. normal spanner tight. Ph or visit May 2012 / Page 20

21 To fit an Intermediate Anchor at the bolted joint the BarrierGuard 800 must be inverted (see section on Lifting Barrier). Once the inverted BarrierGuard has been turned over and made safe the 2 No. small barrier joint plates need to be removed and swapped with the intermediate anchor small lower joint plates using the existing M16 fasteners. Then the L plate needs to be bolted to the two protruding plates using 4 No. M24 x 50mm bolts, nuts and washers, and on to this L plate the intermediate anchor can be fixed. Once either of the intermediate anchors have been fixed to the BarrierGuard 800, position the barrier in the usual way. After installation, drill through the intermediate anchor using the holes as templates and secure by the specified method (asphalt pins, mechanical anchor bolts or resin anchors according to pavement surface). Laying BarrierGuard 800 The barrier should be unloaded from the truck as detailed in the section Lifting BarrierGuard 800. If a truck mounted crane with remote operation is used, a minimum of a three man team is required. These operatives should carry out the following operations: One person is in charge of all movements and all directions should be given by that person only. This operative will usually operate the crane, guide the BarrierGuard 800 QuickLinks into place, and unhook the chains from the barrier. The second member of the team guides the barrier with a tag rope while it is being lifted down from the load. The third member of the team hooks the chains onto the barrier on the load. Before any lifting takes place this person must be in a safe and secure position. Joining BarrierGuard 800 Sections Caution: Keep hands and feet clear when connecting barrier units together. The BarrierGuard 800 should be suspended from the crane with the female end approximately 100mm lower than the male end. The female end is then lowered over the male end of the BarrierGuard 800 already in place and the QuickLinks connected leaving all faces of the BarrierGuard 800 flush with each other. The Maximum Allowable Tolerance at the joints is the female section should be no more than 10mm above the male end. If this cannot be achieved, first check along the length of BarrierGuard 800 for alignment and adjust for horizontal alignment if necessary. If the ground is uneven and the male end is low, lift the male end of the installed Ph or visit May 2012 / Page 21

22 BarrierGuard 800 and place plywood packers under the foot at the male end. If the BarrierGuard 800 still won t sit flush, unhook the leg of the chain nearest the joint being made, bring the other chain leg vertical and lift and lower on this leg. The last option is to lift the last installed section of BarrierGuard 800, place a timber bearer under the male end and lower the BarrierGuard 800 onto this timber bearer. Then lower the next section of BarrierGuard into place and connect. Once the connection is made and the joint flush, (within 10mm) raise the penultimate section and remove the timber bearer. If these methods do not work the barrier may be damaged and should not be used. Where the barrier needs to curve in the horizontal or vertical planes, a limited amount of adjustment can be achieved at the bolted joint (see section on Curved Barrier). To achieve this, remove the cover by the bolted joint and slacken all the bolts. This can be best done using an impact wrench. If this is not available use a ring spanner. The loosening process can be helped by hitting the domed head of the bolts with a large, copper mallet while pulling on the spanner. Tighten the bolts Drilling for Anchors Hole Sizes Holes for securing BarrierGuard 800 are drilled 32mm diameter for the asphalt pins and mechanical anchor bolts and 34mm diameter for resin anchors. Using Hammer Drill Drilling Asphalt There are several connection systems, check when preparing equipment that the drill bit fits the drill. Normally take two of each size of drill bit required. Before inserting the drill bit into the drill chuck, wipe clean the mating part and, if a SDS drill, grease with a small quantity of grease. Drill bits wear. When blunt it is not worth re-sharpening them as they will also have worn on the diameter and will produce an undersize hole. Drilling through asphalt in flexible pavement may be slower than drilling concrete. There is an increased risk of the drill dust jamming the drill bit so regularly lift the drill out of the hole when drilling. On deep holes, start with a short drill bit for maximum drilling speed and change to a longer drill bit when necessary. Drill through the steel plate to a depth of 500mm below the top face of the plate. This depth is correct for both steel pins and resin anchors. Do not drill deeper (bridge decks or special surfacings may require different depths of hole). Ph or visit May 2012 / Page 22

23 Drilling Concrete Drill with the Hammer Drill on high speed. It is not necessary to push down on the drill, the weight of the drill is sufficient. If the drill has ATC it needs to be only lightly held. Remove the drill from the hole frequently to clear the dust. Drill to a depth of 240mm below the surface of the plate being drilled through. Use tape on the drill bit or a depth stop. Do not drill deeper than necessary. If reinforcing bar is found in the concrete, stop using the hammer drill and drill through the bar with a diamond core drill (see following section Using a wet diamond core drill). Using a wet diamond core drill The diamond core drill is generally used just to cut through reinforcing bar found when hammer drilling concrete. The system used consists of a drill incorporating a slip clutch, a connection between the drill and the core bit incorporating a swivelling water connector, the diamond core bit and a pump up water bottle and hose. Always carry a spare core bit. To use, pump up the water bottle and adjust the feed tap until there is a steady trickle from the drill. Start the drill on high speed and carefully feed the drill bit down the hole. Drill with light pressure but hold the drill tightly as the bit may jam. Progress will be slow through the reinforcing bar. As soon as the drill starts to cut faster, you are back in concrete. Withdraw the core drill, check to see if the rebar has come out inside the core drill. If not, drill down the hole for a few seconds with the hammer drill and then fish out the cut rebar with a magnet on the end of a rod. Carry on drilling with the hammer drill. Maintenance and Repair With years of use around the world and through rigorous testing BarrierGuard 800 sections have proved to be very robust and extremely hard wearing. That said however we do advise and recommend some very basic maintenance schedules detailed below. The BarrierGuard 800 sections should be thoroughly inspected prior to dispatch to the job site, during this inspection checks should be made that all the fasteners are present, there is no sign of damage to the QuickLinks, no excessive penetrating rust, no tears in the barrier wall that have left a sharp edge or could create a snag point, the gap between the two sections of barrier at the bolted joint does not exceed 15mm, and that there is no creases or dents in the barrier that could prevent it connecting together during the installation. If any of the above faults are detected then the damaged section or sections of barrier should marked and put to one side for further assessments to take place and repairs made before the section of BarrierGuard 800 is used again. As BarrierGuard 800 is predominantly used for road work situations it is very easy to check the condition of the installed barrier as there is usually personnel driving through the site, and also as the barrier is usually only installed for medium or short term it can be regularly inspected as it is returned to storage and again inspected as it is dispatched to the next job site. However, for more remote site installations a 12 monthly drive by inspection is recommended, Ph or visit May 2012 / Page 23

24 consideration should be given to making these inspections more frequent if the site has a history of regular impacts. The drive by inspection is usually achievable by driving fairly slowly along the length of the installed barrier, depending on the location and site conditions then this may require additional safety systems put in place for example traffic management. During this inspection checks should be made for any damage to the barrier sections such as tears to the barrier skin that could cause a snag point, also a visual check that the anchor pin is in and also inspect for any signs of impacts along the barrier run. If there is a tear that could potentially create a snag issue then the relevant section of barrier needs replacing as soon as possible. There are three levels to the signs of impacts, firstly a glancing blow this usually just leaves a black or paint mark on the barrier wall, this type of impact usually requires no further inspection or action, secondly the more heavy impact could cause the barrier to be pushed out of alignment, the barrier can normally be put back into position fairly easily by using a long pry bar to move the barrier back in to position, the third is the extreme impact where the barrier has been impacted by a force way in excess of a design impact, signs of this would be large deflection of the barrier (over 1m), significant deformation of the BarrierGuard 800 profile and potentially tears in the barrier wall. If there are signs of an extreme impact then a more thorough inspection should be carried out as soon as possible. The barrier sections will need to be replaced in the installation and the damaged sections taken away for further analysis, if they are severely deformed or torn, the gap between the barrier sections at the bolted joint are in excess of 15mm or if there are any signs of deformation of the pegs of the QuickLink. If the sections to be replaced are with in a short distance from the end (or beginning) of the barrier run then it is generally much quicker and easier to remove sections from the end working towards the damaged sections. If the sections to be removed are a long way from an end then the barrier installation will need to be split at one of the bolted joints. This is done simply by gaining access to the nuts through the inspection hatch and removing the fasteners and plates at the joint, this will then enable the barrier run to be lifted section by section from this split joint. (It is advisable to split the bolted joint down stream of the damaged area or ahead of the damaged area). Any fasteners that need replacing because of loss or damage must to the correct specification and performance; the bolts must have an 8.8 strength classification and be the correct type of fastener for the application. Although tears and deep scratches normally do not affect the performance of the barrier system it should be remembered that this may introduce corrosion to the barrier units, so the application of a protective coat of zinc rich paint maybe necessary locally in the area of the damage. Do not use any sections of barrier that show signs of significant thinning of the barrier skin caused by corrosion. For any further information or advice on levels or extent of damage please contact CSP Pacific on or cspcustomerservice@csppacific.co.nz Ph or visit May 2012 / Page 24

25 Removal This is a reversal of the installation procedure. Bolts can be unscrewed but will be tight for the full length of the thread due to the cone nut being squeezed onto the bolt. Do not tap the bolt down as it will release the cone from the sleeve and the cone will turn with the bolt and not unscrew. If the cone comes loose from the sleeve, crowbar the bolt upwards and retighten the bolt before attempting to unscrew the bolt. After removing the barrier/anchor, remove the anchor bolt sleeves which project from the concrete. Resin anchors unscrew easily. Cut off the plastic tubes which project from the concrete. Asphalt pins can normally be loosened by tapping sideways with a hammer and pulled out of the hole. Alternatively, a pin removal tool may be fabricated that allows the flag top to be levered to aid removal. See adjacent photograph and photograph below for details. Tight pins in the terminal end and inner anchor shoe can be attached to the crane using a ring and shackle. Apply a small amount of lift and rotate the pin by using a large adjustable spanner on the "flag" part of the pin. Driven pins used for securing intermediate anchors are best withdrawn by lifting the barrier with a 3 tonne strap passed under the barrier next to the anchorage. To separate the barrier sections, lift with the chain legs at equal length. This will tend to lift the connected end first. If the section of barrier being removed lifts the next section, place a 50mm high block under the foot of the section being removed next to the joint to be separated and lower the barrier. It will then separate. Ph or visit May 2012 / Page 25

26 Special Operations Curved barrier In many cases, the barrier may have to follow a curve. There are a number of options depending on the curve. These are described below followed by a table of curvatures that can be achieved and methods of estimating the curvature. 1. Movement at the QuickLink - this allows slight curvature usually sufficient for horizontal curves on motorways and dual carriageways. 2. Slackening the bolts in the standard joint in the middle of a 12m section and retightening after "bending". 3. Replacing the standard joining plates at the bolted joint in the barrier with slotted plates designed to allow up to a 5 bend in the barrier. Where these plates are fitted the bolts need to be slackened slightly to set required angle and then all bolts of the joint where the plates are installed must be re-tightened. 4. Using shorter barrier lengths. If methods 3 and 4 are used with 12m barrier sections, a 10º bend can be achieved in 12m. If, however, the 6m (2x3m) barriers are used then effectively the radius is halved. Ph or visit May 2012 / Page 26

27 Diagrams of offset: Offset ends to barrier It is sometimes required that the ends of the barrier are angled away from the traffic flow. This can be achieved by utilising the movement in the QuickLinks to curve the BarrierGuard 800 layout to create a flare away from the traffic lane. T-Top Installation For the BarrierGuard 800 Gate and the Minimum Deflection BarrierGuard 800 installations a T- Top section is attached to the top face of the BarrierGuard 800. The T-Top comes in 6m long sections as standard. The T-Top is simply lowered on to the top of the barrier and aligned with one 6m half section of barrier and then locked down using two bolts per 6m length secured into special nut attached to them. The special nut is passed through the relevant slot in the top of the barrier and then turned 90 to lock it into the slot to allow the bolt to be tightened down to secure the T-Top. One section of T-top is then attached to the next by use of two splice plates either side, fastened with six standard M16 BarrierGuard 800 bolts per splice plate. At the beginning and end of a T-Top installation a ramped transition section must be installed, this is simply placed on top of the BarrierGuard 800 adjacent to the first or last section of required length of T top and connected using the splice connection, to bolt it to the T- Top. Ph or visit May 2012 / Page 27

28 BarrierGuard Gate Installation A BarrierGuard 800 Gate can be installed in a length of BarrierGuard 800 at any predetermined and pre-planned point along its length within 24m of the start point and end point. To install a BarrierGuard 800 Gate, a 12 m Female QuickMount Fixed Gate Post is introduced into the run by connecting it to the previous section using the standard QuickMount connector. To this section a 3m Mobile Gate section is connected using the two gate hinge pins. The pre determined number of 6m Wheeled Gate sections are attached to the 3m Gate Section using a standard bolted joint to make the gate 9m short of its required length. A standard 6m Gate section is joined to the last 6m Wheeled Section and a 3m Mobile Gate section bolted to the other end of it. This second 3m Gate Post section is connected to a second 12m Male QuickMount Fixed Gate post using two further hinge pins. The normal barrier installation using the QuickMounts can then resume from this departure end Fixed Gate post (See Diagram). At each end of the BarrierGuard 800 Gate an External Anchor shoe will be attached to the Fixed Gate post and will require anchoring (see For External Anchor Shoe Applications section). In addition, at the QuickMount joints immediately before and after the gate, an intermediate anchor will be required (see Intermediate Anchoring section). BarrierGuard T-Top is also required to be added to the top of the barrier for the BarrierGuard 800 Gate installation. This T- Top is a standard 6m T-Top section and attached in the conventional way (see T-Top Installation section) along the length of the gate and for a gate installation only, at least 12m before and after the anchor point of the Fixed Gate Post except at the hinge point where a special removable section is used. Expansion joints Expansion joints are not required on long runs of barrier on normal carriageways. Where expansion joints exist in the road surface, such as at the edges of a bridge deck, these should be mirrored in the BarrierGuard 800. If the barrier is anchored either side of a bridge i.e. not on the bridge structure but into the ground either side of the structure then there is no need for expansion joints in the BarrierGuard 800. Expansion within the system is catered for by replacing the standard coupling plates found in the connection between two 6m elements with special plates which have elongated slots enabling movement of the system under temperature fluctuations. These units should be preinstalled and correctly located and identified on the load for speed of installation. If this is not possible however, this process can be performed on site. For sites where the expansion of the ground that the BarrierGuard 800 is to be anchored to is a concern there is a special section of BarrierGuard 800 called a Variable Length Section which could be used. The barrier expansion joint has a movement of 100mm. Where the road surface expansion joint movement is expected to exceed this amount additional expansion joints can be used on adjacent sections. Expansion joints could allow extra deflection of the barrier when hit. This can be prevented by securing the barrier either side of the expansion joint with intermediate anchors. Ph or visit May 2012 / Page 28

29 Adjust the gap between the barrier sections at the expansion joint before installation to reflect the situation - cold day large gap hot, sunny day small gap. Torque the nuts to 100 Nm. External Anchor Shoe Connection The External Anchor Shoe can be preinstalled into the BarrierGuard 800 or anchored to the ground and then BarrierGuard 800 placed on top of it and connected in the same way as the Internal anchor shoe (see Inner Anchor Shoe section). Any excess longitudinal slack in the anchorage is taken up by hanging the required number of shims from the steel retaining pin. Ph or visit May 2012 / Page 29

30 Inner Anchor Shoe Connection The Inner Anchor Shoe is connected to the BarrierGuard 800 by first opening the inspection hatch located on the side of the unit. Any excess longitudinal slack in the anchorage is taken up by inserting the required number of shims. The steel retaining pin is then pushed through the two guide holes on the Inner Anchor Shoe and held in place with a spring clip. The inspection hatch is then replaced. Ph or visit May 2012 / Page 30

31 Lifting BarrierGuard 800 Each standard 12m section of BarrierGuard 800 weighs 1080kg. If using the normal method of installation with a truck mounted crane (HIAB) then the safe working load of the crane must be in excess of 1.08 tonnes at a reach of 8m to enable 12m units to be safely offloaded, loaded and installed on site. BarrierGuard 800 is lifted with two leg chains attached to the lifting points on the top of the barrier. Each individual piece of BarrierGuard 800 has two lifting points and when these pieces are bolted together to make up a normal section of BarrierGuard 800 there are four possible lifting points along its length. (BarrierGuard 800 has identical lifting points on the underside to facilitate lifting inverted sections). If the barrier to be lifted has a bolted joint in its length (I.E. a section made from two pieces) then using the standard chains, the barrier must be lifted from the lifting points closest to and either side of this bolted joint. If the length of barrier is a piece without a joint in the middle (I.E. an individual piece) then the longer chains are required as the lifting points are at either end of the piece. Truck Mounted Cranes It is essential that the operators of such equipment are fully trained and are aware of the regulations related to lifting and lifting equipment. These brief notes are not intended to replace or supplement any training course that the crane operator should attend. However, they give an erector an indication of the factors that have to be considered by the authorised crane operator. Ph or visit May 2012 / Page 31

32 Before using the lifting equipment some of the things that it can be recommended the operators should check are: The safe working load of the equipment That there are no defects with the equipment That there are no overhead cables That the vehicle is stabilised That the vehicle is on reasonably level ground Before lifting the load it is recommended the operator should: Check the safe working load of any slings or chains Establish the weight of the load Check that the area to receive the load is clear Ensure that the load will not swing out of control Ensure that the load is balanced When lifting the load it is recommended the operator should: NOT swing the load over any other workers NOT allow others to walk under a suspended load NOT allow the load to swing out of control NOT swing the jib or load over a live traffic lane NOT exceed the safe working load After lifting the load the operator should: Stow the crane in such a way that it cannot move during the transit. Using Chains All fabric slings and metal chains must be checked before use to ensure: That they are undamaged; and The load imposed is within their capacity The recommended chains to use are two leg sets each leg 2 metres long, each with a shortening clutch to allow tilting the barrier if required. They are rated at 2 tonnes per pair provided that the angle between the legs does not exceed 90 or 2 tonnes per leg if one leg is used with the chain vertical. It is recommended that before using the chains: Ph or visit May 2012 / Page 32

33 Check the number on the chain against the test certificate and check that the test certificate is current. Check the chain for damage - look at the links for distortion and nicks. Look at the hooks - not bent open, not twisted, latches working; Check the chain lengths for the lift being carried out, and shorten one leg if necessary to adjust the slope of the barrier. Shortening one chain will raise the end with the short chain. Check the chain is properly seated in the shortening clutch. If hook type shortening clutches are used the chain goes across the hook into the slot formed by the hook. The point of the hook does not go into the chain link! Check chains are not twisted before hooking on. When hooking on to the barrier, make sure the hook is around the bar that runs across the slot. NEVER HOOK ONTO THE SHEET STEEL DIRECTLY. Make sure the hooks face outwards, i.e. the open side of the hook nearest the end of the barrier. Avoid overloading chains. This is particularly easy to do by snatching the chains, as when turning the barrier over. A chain which has been overloaded can break at any time. Inspection cannot detect imminent failure. A chain break can kill. Report any chain that has been overloaded - it must be replaced. When loading barrier on to trailers generally use the chains at equal length. This will give the barrier a slight slope down to the male end. Terminal end sections are heavier at the terminal end. Shorten one chain by about six links and attach the shortened chain to the terminal. Barrier where the central joint has been angled to follow a curve will not lift level with a two leg chain. Where the angle is more than 1-2 it is advisable to use 2 two leg chains on the crane hook. One two leg chain will need to have 3 metre legs, both with shortening clutches. The other two leg chains will need to have 6 metre legs, both legs with shortening clutches. Both chains need to be rated at least 1.4 tonnes at to vertical. Hook the 3 metre chains to the lifting points nearest the bolted joint and use the 6 metre legs for the outer lifting points. Adjust chain length for even lifting but keep the angle to the vertical of the outer chains less than 60. Ph or visit May 2012 / Page 33

34 Using Tag Ropes Use tag ropes to control the position of the barrier being lifted. They should not be too long, 8 metres is adequate for a load 3 sections high. They should be attached to the lifting eyes towards the ends of the barrier sections,. A light pull for a limited period is all that is needed to control the barrier; any more will give the barrier momentum which has then to be stopped. Do not wrap the rope around your hand or fingers and avoid treading on or over the rope. Keep at least 3 metres from the barrier as slight adjustments with the crane can cause a pendulum effect along the barrier. Never get between the length of the barrier and a solid object. A swinging barrier carries energy and can crush. Turning the Barrier Over In order to stack the barrier or work on the fastenings inside the barrier it is occasionally necessary to invert the barrier. Do not turn the barrier over by pulling it sideways with the crane. This can cause damage to the crane and chains which could cause an accident due to failure during subsequent lifting operations. The following method can be used but note that the chain hooks are subject to side load when using this method. Always, therefore, use hooks that are well overrated (typically 2 tonnes per hook) and use of the conventional type, not the type where the chain attaches to the extended latching bar. Inverting BarrierGuard 800 Lower the barrier onto a wooden block so that the barrier settles on the block near the centre of the barrier clear of cross members and with only one side of the barrier supported by the block. Continue lowering the barrier until it lies on its side. Transfer the chains from the lifting eyes on the top of the barrier to the lifting eyes on the bottom of the barrier and lift the inverted barrier. CAUTION - WHEN THE BARRIER IS SET DOWN INVERTED IT IS UNSTABLE AND MAY FALL OVER CAUSING INJURY. Ph or visit May 2012 / Page 34

35 Righting inverted BarrierGuard 800 Lower the barrier onto a timber wedge with approximately a one in three slope. The barrier will settle on its side. Transfer the lifting chains from the bottom of the barrier to the top of the barrier and lift in the normal way. CAUTION - WHEN INVERTING AND RIGHTING BARRIERS THE BARRIERS MAY KICK SIDEWAYS, ALWAYS KEEP AWAY FROM THE BARRIER - Control by the use of tag ropes. Safety Zones for offloading and loading The swinging load must be controlled with correctly fixed tag ropes. The loads must not be allowed to swing over or into live traffic lanes. Suitable safety zones will need to be considered as part of the planning process. The decision regarding these zones will need to take into account the lengths of the units being delivered. Strong winds will affect the controllability of the suspended load and risks must NOT be taken. The load should be lowered so that it is immediately above the ground as soon as it is clear of the truck and then jibbed out to the final position. Ph or visit May 2012 / Page 35

36 Loading and unloading from trucks When loading trailers it will be necessary for somebody to be on the top of the load to position the barrier and detach the lifting chains from the barrier. This is a potentially dangerous operation and great care must be taken. precautions must be observed:- The following When climbing onto the load a ladder must be used. This must extend at least 1 metre above the load. It must be held at ground level by a second person. All barriers being placed should be controlled by a tag rope, preferably two, and certainly two ropes in windy conditions. The barrier should not be lifted over the person on the trailer. Where it is necessary for the person to get to the other side of a barrier being placed the barrier should be put down temporarily on the trailer and the person climb over the barrier. Observe the same precautions when unloading. Barrier is usually loaded with the male ends at the front of the truck. Some loads may need a terminal end on the top or bottom layer. A female terminal end, if required, will usually be on the bottom layer in the centre of the trailer with the terminal towards the front of the trailer. A male terminal end, if required, will usually be on the top layer of the trailer with the terminal towards the back of the trailer. A minimum of 2 No. wooden bearers are required to support each layer of barrier. Trailers with side posts and head board These are loaded with 3 layers of barrier, 5 per layer (15 in total), all the right way up. To load the barrier first remove the side post extensions on the side the load is being loaded. Place the first layer directly onto the cross frames of the side post. Between the first and second and second and third layers use 75mm square hardwood cross bearers (2.9m long). Place two per layer, one each by the posts in a position to clear the feet of the layer above. After placing the third layer replace the side post extensions and secure the load with tie bars across the top of the posts. Note: When loading barrier which has been angled at the bolted joint, in order to follow a curve only four lengths can be carried per layer (12 in total). Ph or visit May 2012 / Page 36

37 Other trailers with no side posts These are loaded with a maximum of 3 layers of barrier, 5 barriers per layer (15 in total). On each layer the outer two barriers and the centre barrier are the right way up and the barriers between them inverted. Place the first layer directly on the trailer and secure it with two 2000kg ratchet straps. Place two 75mm square hardwood bearers on top of the barriers before the second layer. Ideally they should be 2.5 metres long, but 2.9 metre timbers can be used at an angle across the trailer. The timbers should be placed about 2 metres from the ends of the barrier and clear of the feet of the inverted first layer units and the feet of the second layer units. Secure the second layer with two 2000kg ratchet straps. Place the third layer on similar timbers and secure with ratchet straps. When placing ratchet straps over the layers, ensure that the two on the bottom layer are nearer the centre and space the straps for the subsequent layers further out towards the ends. On each layer not secured by a head board, prevent the load from sliding forward by passing a strap or chain through the male connections on the front of the barrier and diagonally back to the trailer. If straps are used, use sleeves to prevent the barrier chaffing the straps. Note: When loading barrier which has been angled at the bolted joint in order to follow a curve, only four lengths can be carried per layer and all must be the right way up (12 total). Noise Pollution The BarrierGuard 800 installation process requires the use of trucks, cranes and drilling equipment for fixing the anchors. Whilst this type of plant and equipment does not create excessive noise, care and consideration must be taken when working in residential areas at night. Ph or visit May 2012 / Page 37

38 Risk assessments Whereas these Risk Assessments outline the basic hazards and risks involved with installing BarrierGuard 800, you must provide your own, detailed Risk Assessment which will encompass your particular working environment and may require site specific information for certain applications. Unloading and Loading Units Hazard Precautions to minimize the risk Actions Injury to head Use of PPE (hard hats) Instruction Injury to hands Injury to feet Load slipping from crane Load swinging into other vehicles Units becoming dislodged while unsecured Units falling from delivery vehicle Competent crane operator/s Operative to be vigilant Use of PPE (gloves) Use of correct tools Competent crane operator/s Operative to be vigilant Use of PPE (safety boots) Competent crane operator/s Operative to be vigilant Use certified approved slings Competent slinger Use correct tag ropes Establishment of correct safety zones Competent crane operator Competent slinger Follow correct sequence for unloading/loading Operatives to stay clear of side of vehicle while unloading/loading Competent crane operator Training Training Instruction Training Training Training Instruction Training Training Inspection Training Training Training Training Training Training Training Training Ph or visit May 2012 / Page 38

39 Unloading and Loading Units continued Hazard Precautions to minimize the risk Actions Slinger falling from vehicle or Safe access and egress to vehicle and Instruction load load Injury from manoeuvring delivery vehicle Injury from traffic Electrocution from or damage to overhead power lines or cables Operative to be vigilant Competent crane operator Competent driver Operatives to be vigilant Correct traffic management procedures Operatives to be vigilant Site inspection prior to installation Training Training Training Training Training Training Training Connection of Units Hazard Precautions to minimise the risk Actions Injury to head Wear hard hats Instruction Injury to feet Wear steel toe capped boots Instruction Injury to hands or fingers Injury from collision with passing traffic Wear gloves Carry out all operations under the control of a competent crane operator Adhere to correct and approved working methods Use correct tools Correctly installed traffic management Training/ Instruction Training Ph or visit May 2012 / Page 39

40 Coring/Drilling for Installation of Anchor System Hazard Precautions to minimize the risk Actions Electrocution Before installation procedure: Training Damage to Under Ground Services Inspect services plans; Use cable locating equipment and Mark the position of underground apparatus Injury to eyes Use of PPE (safety glasses) Training Injury to ears Use of PPE (ear muffs) Training Dust inhalation Use of PPE (approved dust mask) Training Injury to skin from chemical Use of PPE (safety gloves) Training anchor resin Injury from traffic Correct traffic management procedures Training Operatives to be vigilant Training Righting Inverted Units/Inverting Units Hazard Precautions to minimise the risk Actions Load slipping Use certified slings Use competent operator Inspection Training Injury to heads Wear hard hats Instruction Injury to feet Wear steel toe capped boots Instruction Injury to legs Death or injury as a result of manoeuvring truck Injury from collision with passing traffic Undertake operation in safe restricted area under control of competent crane operator only All truck movements under control of competent crane operator Correctly installed traffic management Training/ Instruction Training Training Ph or visit May 2012 / Page 40

41 Frequently asked questions for BarrierGuard What equipment is required to install BarrierGuard 800? BarrierGuard 800 is too heavy to lift by hand so suitable lifting equipment will be necessary, you will also require a few tools for drilling the anchors and tightening up all the fasteners after installation. A full list of equipment can be found inside the manual. 2. With BarrierGuard 800 installed will this prevent surface water being able to run off the carriage way into the drainage channels? The design of BarrierGuard 800 incorporates 250mm long feet located at regular intervals along the barrier. These feet are 30mm tall so create a 30mm gap underneath the barrier that allow adequate drainage. There are three steel feet per 6m element and two per 3m element. 3. Can I install BarrierGuard 800 around curves and bends? Yes, there are several methods for achieving radii with BarrierGuard 800 to follow the curve in a road. The movement in the QuickLink and slacking the bolted joints. For further details on these and to help you work out the radius you are looking to achieve please refer to the Special Operations Curved Barrier section of this document. 4. I need to achieve a low deflection as I am working in a limited space, what are my options? The deflection of BarrierGuard 800 can be reduced to 0.92m by anchoring at 12m intervals and using additional T-Top sections. 5. How many units can I get on one truck? Up to 144m (non inverted) can be loaded onto a single truck, this may be increased depending upon local restrictions, by mounting special frames to the trailers to allow the safe loading of more barrier sections. 6. How long does BarrierGuard 800 take to install? Up to 288m of standard BarrierGuard 800 can be installed in 1 hour. 7. What is the width of the footprint of BarrierGuard 800 The width of the footprint of BarrierGuard 800 is 540mm 8. Can I anchor BarrierGuard 800 into a bridge deck? Usually yes, although you should work closely with the bridge designers to make sure that there is no damage caused to the bridge structure by any of the BarrierGuard anchors. Contact CSP Pacific for advise on any specific anchoring requirements. Ph or visit May 2012 / Page 41

42 BarrierGuard 800 Y The units are positioned on level ground i.e max across and approach slope of 1:8. All security bolts on the QuickLink are attached and tightened. All the hatch plates shut and bolt tightened. A T-Top is required for Gate and reduced deflection installations. Are intermediate anchors required? Is an approved crash cushion required? Workers and equipment are nor located in the CoPTTM safety clear zone. Are all hazards located outside the clear zone? Are all tools removed from site when installation is complete. If delineation is required it is applied as per MoTSam Part 2. Clear any debris from under and between the units. Arrange maintenance inspections as appropriate for location. Location: Installed by: Inspected by: Date: Date: For more information contact CSP Pacific on Ph or visit Installation Checklist January

43 Appendix A - Technical Drawings Re-directive page 44 Non Re-directive page 45 Flared page 46 Ph or visit May 2012 / Page 43

44 Re-directive Ph or visit May 2012 / Page 44

45 Non Re-directive Ph or visit May 2012 / Page 45

46 Flared Ph or visit May 2012 / Page 46

47 Appendix B - NZTA Letters of Acceptance B131 pages B158 pages B159 pages B160 pages Ph or visit May 2012 / Page 47

48 November 30, Seventh St., S.W. Washington, D.C In Reply Refer To: HSA-10/B-131 Mr. Owen S. Denman, P.E. President Barrier Systems, Incorporated 180 River Road Rio Vista, California Dear Mr. Denman: In your November 9 letter, you requested formal Federal Highway Administration review and acceptance of a proprietary temporary steel barrier named the BarrierGuard 800. To support this request, you also sent copies of an October test report entitled NCHRP Report 350 Crash Test Report: Highway Care Ltd. and Laura Metaal Eygelshoven, BV BarrierGuard 800, compiled and prepared by Safe Technologies, Inc. and videotapes of the crash tests that were conducted on the barrier. The BarrierGuard 800 is a longitudinal barrier constructed from 5-mm thick A36 galvanized steel panels assembled in 12-meter segments. Each segment is 800-mm high with a base width of 540 mm and a top width of 230 mm. As shown in Enclosure 1, the BarrierGuard 800 has a sloped face with a step 255 mm above the ground. Each segment weighs approximately 1080 kg. The system is anchored at each end and at a point approximately 6 m in from each end with a total of mm diameter by 460-mm long threaded steel rods (4 rods at each anchor location) in a minimum of 75-mm of asphaltic concrete over at least 200-mm of compacted dense graded aggregate. Alternative designs certified by the manufacturer to provide anchorage equal to or better than the tested design may also be used. The BarrierGuard 800 has been tested and approved under the European EN 1317 testing and evaluation criteria up to test level H2. Tests were successfully conducted at the BASt facility in Germany and the LIER facility in France with cars weighing 900 kg and 1500 kg. These tests may be considered equivalent to National Cooperative Highway Research Program (NCHRP) Report 350 test Safe Technologies, Inc. constructed a 72-m long test installation that was impacted by a 2000-kg pickup truck at 25 degrees and km/h. The impact point was approximately 15 m upstream from the anchored end section, thus effectively replicating a transition test (NCHRP Report 350 test 3-21). The vehicle was contained and redirected. Dynamic deflection was reported to be 1 m. Test results met all appropriate evaluation criteria as noted in Enclosure 2.

49 In addition to the passenger vehicle tests noted above, the BarrierGuard 800 was tested with a kg intercity bus impacting at 70 km/h and 20 degrees and a 7500-kg single unit truck at 50 km/h and at a 45 degree angle. You noted that the impact severity in the two latter crashes exeeded that required by the NCHRP Report 350 TL-4 single unit truck by factors of nearly 2 and 3, respectively. Staff members have reviewed the crash videos and test data for these tests and recommended that together, they be considered equivalent to the current TL-4 test with the 8000-kg single unit truck impacting at 80 km/h and 15 degrees. However, it is not my intention to set any precedent by accepting the European tests in lieu of Report 350 tests and any future requests for equivalent tests will be reviewed on a case-by-case basis. Based on the information you submitted, I agree the BarrierGuard 800, as tested, meets NCHRP Report 350 evaluation criteria and may be used on the National Highway System (NHS) as a test level 4 temporary barrier. Because NCHRP Report 350 test 3-11 was not conducted, the design deflection for the BarrierGuard anchored only at the ends will exceed the 1-m distance seen in test Based on a review of the deflections noted in BASt test S 08/JF, a design deflection of approximately 1.5 m appears reasonable. The approach ends of the system will, of course, need to be shielded if located within the design clear zone on projects on the NHS. Since the BarrierGuard 800 is a steel product and is proprietary, the provisions of Title 23, Code of Federal Regulations Sections and are applicable. Note that the Buy America provisions apply only to steel products that are permanently incorporated into highway projects, not to temporary barriers used only during construction or maintenance operations. Sincerely yours, 2 2 Enclosures /Original Signed by/ John R. Baxter, P.E. Director, Office of Safety Design Office of Safety

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53 Highway Care Limited BarrierGuard 800 STI Project: BG801 Page 13 of 119 Highway Care, Ltd and Laura Metaal Eygelshoven, BV BarrierGuard 800 STI Project: BG801 Page 13 of 147 t=0.000 sec t=.100sec t=.200sec t=.300sec t=.400sec t=.500sec General Information Exit Conditions Test Agency SAFE TECHNOLOGIES, INC. Speed (km/h) 78.7 Test Designation NCHRP Report 350 Test 3-21 Angle (deg) 4 Test No BG801 Occupant risk Values Date. 10/14/2004 Impact Velocity (m/s) Test Article x-direction 3.6 Type. Highway Care Ltd and Laura Metaal Eygelshoven, BV y-direction -4.8 BarrierGuard 800 Ridedown Acceleration (g's) Installation Length 72 meters overall x-direction -5.7 Size and/or dimension and material y-direction 13.3 of key elements. Section length 12000mm, height 800mm, THIV (km/h) 20.2 width 544mm, mass 90kg per meter. PHD (g's) 13.5 Test Vehicle ASI 0.9 Type Production Model Test Article Deflection (mm) Designation 2000 kg Dynamic 1000 Model GMC 3/4 Ton Pick-up Permanent 850 Mass (kg) Vehicle Damage Curb Exterior Test Inertial VDS LFQ-3 Dummy(s) n/a CDC 11FLEE3 Gross Static 2004 Interior Impact Conditions OCDI LF Speed (km/h) Post-Impact Vehicular Behavior c.g.) Angle (deg).. 25 Maximum Roll Angle Impact Severity (kj) Maximum Pitch Angle Maximum Yaw Angle Figure 1. Summary of Results-Test #BG801

54 May 8, Seventh St., S.W. Washington, DC In Reply Refer To: HSSD/B-158 Mr. Owen S. Denman, P.E. President and CEO Barrier Systems Inc. 180 River Road Rio Vista, CA Dear Mr. Denman: Thank you for your letter of December 18, 2006, requesting the Federal Highway Administration s (FHWA) acceptance of the BarrierGuard TM 800 (BG 800) - Minimum Deflection System of Highway Care, Ltd. and Laura Metaal Eygelshoven, BV, for use on National Highway System under the provisions of the National Cooperative Highway Research Program (NCHRP) Report 350 "Recommended Procedures for the Safety Performance Evaluation of Highway Features". Accompanying your letter was a report on testing of the BarrierGuard TM Minimum Deflection system prepared by Safe Technologies Inc, test videos, drawings and previously prepared crash test reports providing additional information and background, including report on crash testing of regular BarrierGuard TM 800 system of October 2004 and report on crash testing of BarrierGuard TM 800 with Intermediate Anchors of October Requirements Longitudinal barrier systems should meet the guidelines contained in the NCHRP Report 350, "Recommended Procedures for the Safety Performance Evaluation of Highway Features". FHWA Memorandum ACTION: Identifying Acceptable Highway Safety Features of July 25, 1997 provides further guidance on crash testing of longitudinal barriers. Product description The previously approved BarrierGuard TM 800 system (acceptance letter HSA-10/B-131) is a high containment and low deflection steel barrier designed for both permanent applications and temporary use in roadwork situations, preventing penetration of errant vehicles into working areas. It is constructed from 5-mm (0.2 ) thick A36 galvanized steel panels assembled in either 6-meter (19.7 ft) or 12-meter (39.4 ft) segments. Each segment is 800-mm (31.5 ) high with a base width of 540 mm (21 ) and a top width of 230 mm (9 ). The BarrierGuard TM 800 has a

55 2 sloped face with a "step" 255 mm (10 ) above the ground. Each 12 meter segment weighs approximately 1080 kg (2381 lb). The system is anchored at each end and at a point approximately 6 m (20 ft) in from each end. The test level 3 (TL-3) dynamic deflection of the BarrierGuard TM 800 system was reported to be 1000 mm (39.4 ) for Test 3-21 conditions and estimated to be 1500 mm (78.8 ) for Test 3-11 conditions. The BarrierGuard TM Minimum Deflection system is a modification of the previously approved BarrierGuard TM 800 system designed to minimize the dynamic deflection of the system. Minimum Deflection systems are valuable in application where there is only limited space available, such as bridge deck repairs/replacement projects. To achieve this reduction in deflection, BarrierGuard TM Minimum Deflection system incorporates the following modifications to the standard BarrierGuard TM 800: The barrier is anchored every 6 m (20 ft) with either joint anchors or intermediate anchors. The system consists of either 6 m (20 ft) or 12 m (40ft) BarrierGuardTM 800 sections. The barrier sections are fitted with a T-top attachment to aid in the redirection and stability of the vehicle after impact. The T-top measures 473mm (15 5/8 ) wide and is 121mm (4 3/4 ) tall. The effective width of the top section with the T-top installed is 474 mm (18 5/8 ). With the T-top installed the barrier height is 921mm (36 1/16 ) and the mass of each 6 meter (20 ft) BarrierGuard TM 800 section is approximately 135 kg per meter (90 lb/ft) or 800 kg (1800 lb). The mass of a similar 12 meter (40 ft) section is approximately 135 kg per meter ( 90 lb/ft) or 1600 kg (3600 lb). Drawings of the BarrierGuard TM Minimum Deflection system are provided in Enclosure 1. Test article installation The barrier installation consisted of eight 6 meter (20ft) sections for a total length of 48 meters (157 ft). The test article configuration and layout, including points of intersection, anchorage and impact, are summarized in the drawing provided in Enclosure 1. Testing The NCHRP Report 350 requires that in order for the length-of-need of longitudinal barriers to meet the NCHRP Report 350 TL-3 criteria they must successfully pass tests 3-10 and 3-11 while test S3-10 is optional. However, since your company s regular BarrierGuard TM 800 system (without intermediate anchors) was fully tested and approved before (acceptance letter HSA- 10/B-131), you ran only test 3-11 on the BarrierGuard TM Minimum Deflection system. The assumption was that this test will be more critical than the test 3-10 since it will deliver the maximum load to the anchor point and connection and evaluate the strength of the system in containing and redirecting the 2000P test vehicle. Taking into account that previous 3-10 comparable crash tests on regular BarrierGuard TM 800 system recorded occupant impact velocities and ridedown accelerations well below the maximum limits (6 m/s and 9.6 g, respectively), it can be reasonably assumed that while increase in lateral stiffness of the barrier provided by BarrierGuard TM Minimum Deflection system may lead to an increase in the occupant risk values, they will remain within the maximum NCHRP 350 limits. I therefore agree that test 3-10 on the BarrierGuard TM Minimum Deflection system is redundant and can be waived.

56 3 The full-scale NCHRP Report 350 Test 3-11 conducted on your company s BarrierGuard TM Minimum Deflection system involved a 2000P vehicle impacting the device at km/h and 25.0 deg. angle with the impact point 23 meters (76 ft) from the upstream end at a section joint and anchor point. The test vehicle impacted the article, was redirected away from the barrier, and lost contact with the barrier downstream from the impact point at a velocity of 72.4 km/h and an angle of 14 degrees. The impacted and the downstream barrier sections received moderate damage at the T-top and anchor assembly. The barrier was dented in the impact area, but did not separate or tear. The anchors upstream and downstream from the impact did not lift or crack the concrete or asphalt. The total permanent deflection was 19mm (0.75") at the base and 203 mm (8") at the T- top and the total dynamic deflection was 76mm (3") at the base and 305 mm (12") at the T-top. All occupant risk factors were within the limits specified in NCHRP Report 350. The theoretical occupant impact velocity values in the longitudinal and lateral directions were 5.9 and 6.5 m/s respectively and the theoretical occupant ridedown acceleration values in the longitudinal and lateral directions were 5.5 and 7.8 g s respectively. A summary of the test results is provided in Enclosure 2. It is my understanding that you also intending to use the BarrierGuard TM Minimum Deflection system with the intermediate anchoring every 12 m instead of 6 m. In October 2005 you conducted test 3-11 on the similar system with intermediate anchors every 12 m, however without T-top. While all evaluation criteria were met, the pitch angle was somewhat higher than in free standing tests previously submitted. I therefore agree that if this system is used with the T-top, as BarrierGuard TM Minimum Deflection system with anchoring every 12 m, its performance will be acceptable. Of course, maximum permanent and dynamic deflection will increase compared to the BarrierGuard TM Minimum Deflection system anchored every 6 m. The estimated deflection for the system with a T-top and 12 m anchors is less than that observed in the 3-11 test conducted without the T-top, approximately 890 mm (35 ). From the documentation accompanying your request for acceptance it is clear that you also request the acceptance of applications where regular BarrierGuard TM 800 system (without intermediate anchors and T-top) and BarrierGuard TM Minimum Deflection system are used in combinations, provided that transitions are used. You specified that to provide such transitions T-top is to begin a min of 12 m (39.4 ft) prior to any anchor and run a minimum 12 m (39.4 ft) past anchors with T-top transition sections extending additional 1.5 m (4.9 ft). No specific tests were conducted to test these transitions, however test 3-21 on the regular BarrierGuard TM that you successfully conducted in October 2004 (acceptance letter HSA-10/B131) is relevant to predict crash performance of such transitions. In that test the impact point was selected 15 m (49.2 ft) from the downstream end of the system, which was anchored at two points - at the end and 6 m (20 ft) in from the end. Thus, this impact point was located at the transition from freestanding and anchored sections of the barrier. Taking into account that this 3-21 test was successful and that you also propose the use of T-top as an additional treatment smoothening stiffness changes in the transitions between freestanding and anchored sections, I agree that full crash testing of transitions between BarrierGuard TM 800 system (without intermediate anchors and T-top) and BarrierGuard TM Minimum Deflection systems would be redundant.

57 4 In summary I agree that BarrierGuard TM Minimum Deflection system, as described above, meets the appropriate evaluation criteria for the NCHRP 350 TL-3 longitudinal barriers and may be used at all appropriate locations on the NHS when selected by the contracting authority, subject to the provisions of Title 23, Code of Federal Regulations, Section as they pertain to proprietary products. It can also be used with intermediate anchoring every 6m or 12 m when using the T-top adaptor and in combinations with regular BarrierGuard TM 800 provided that proper transitions are used and changes in deflections are taken into account. acceptance is based on the reported crash performance of the BarrierGuard TM Minimum Deflection system. Further, I am assuming that production models will be identical to the prototype test units. Standard provisions Please note the following standard provisions that apply to the FHWA letters of acceptance: This acceptance is limited to the crashworthiness characteristics of the devices. Any changes that may adversely influence the crashworthiness of the device will require a new acceptance letter. Should the FHWA discover that the qualification testing was flawed, that in-service performance reveals unacceptable safety problems, or that the device being marketed is significantly different from the version that was crash tested, it reserves the right to modify or revoke its acceptance. You will be expected to supply potential users with sufficient information on design and installation requirements to ensure proper performance. You will be expected to certify to potential users that the hardware furnished has essentially the same chemistry, mechanical properties, and geometry as that submitted for acceptance, and that they will meet the crashworthiness requirements of the FHWA and the NCHRP Report 350. To prevent misunderstanding by others, this letter of acceptance, designated as number B-158, shall not be reproduced except in full. This letter, and the test documentation upon which this letter is based, is public information. All such letters and documentation may be reviewed at our office upon request. The BarrierGuardTM Minimum Deflection system is a patented product and considered proprietary. If proprietary devices are specified by a highway agency for use on Federal-aid projects, except exempt, non-nhs projects, they: (a) must be supplied through competitive bidding with equally suitable unpatented items; (b) the highway agency must certify that they are essential for synchronization with the existing highway facilities or that no equally suitable alternative exists; or (c) they must be used for research or for a distinctive type of construction on relatively short sections of road for experimental purposes. Our regulations concerning proprietary products are contained in Title 23, Code of Federal Regulations, Section This acceptance letter shall not be construed as authorization or consent by the FHWA to use, manufacture, or sell any patented device for which the applicant is not the patent holder. The acceptance letter is limited to the crashworthiness characteristics of the candidate device, and the FHWA is neither prepared nor required to become involved in issues concerning patent law. Patent issues, if any, are to be resolved by the applicant. This

58 5 Since BarrierGuard TM Minimum Deflection system is a steel product, the provisions of Title 23, Code of Federal Regulations Section (a copy of which is enclosed) are applicable. Note that the Buy America provisions apply only to steel products that are permanently incorporated into highway projects, not to temporary barriers used only during construction or maintenance operations. Sincerely yours, Enclosures George E. Rice, Jr. Acting Director, Office of Safety Design Office of Safety

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66 Title 23, Code of Federal Regulations Buy America requirements. (a) The provisions of this section shall prevail and be given precedence over any requirements of this subpart which are contrary to this section. However, nothing in this section shall be construed to be contrary to the requirements of (a) of this subpart. (b) No Federal-aid highway construction project is to be authorized for advertisement or otherwise authorized to proceed unless at least one of the following requirements is met: (1) The project either: (i) Includes no permanently incorporated steel or iron materials, or (ii) if steel or iron materials are to be used, all manufacturing processes, including application of a coating, for these materials must occur in the United States. Coating includes all processes which protect or enhance the value of the material to which the coating is applied. (2) The State has standard contract provisions that require the use of domestic materials and products, including steel and iron materials, to the same or greater extent as the provisions set forth in this section. (3) The State elects to include alternate bid provisions for foreign and domestic steel and iron materials which comply with the following requirements. Any procedure for obtaining alternate bids based on furnishing foreign steel and iron materials which is acceptable to the Division Administrator may be used. The contract provisions must (i) require all bidders to submit a bid based on furnishing domestic steel and iron materials, and (ii) clearly state that the contract will be awarded to the bidder who submits the lowest total bid based on furnishing domestic steel and iron materials unless such total bid exceeds the lowest total bid based on furnishing foreign steel and iron materials by more than 25 percent. (4) When steel and iron materials are used in a project, the requirements of this section do not prevent a minimal use of foreign steel and iron materials, if the cost of such materials used does not exceed one-tenth of one percent (0.1 percent) of the total contract cost or $2,500, whichever is greater. For purposes of this paragraph, the cost is that shown to be the value of the steel and iron products as they are delivered to the project. (c)(1) A State may request a waiver of the provisions of this section if; (i) The application of those provisions would be inconsistent with the public interest; or (ii) Steel and iron materials/products are not produced in the United States in sufficient and reasonably available quantities which are of a satisfactory quality. (2) A request for waiver, accompanied by supporting information, must be submitted in writing to the Regional Federal Highway Administrator (RFHWA) through the FHWA Division Administrator. A request must be submitted sufficiently in advance of the need for the waiver in order to allow time for proper review and action on the request. The RFHWA will have approval authority on the request. (3) Requests for waivers may be made for specific projects, or for certain materials or products in specific geographic areas, or for combinations of both, depending on the circumstances.

67 (4) The denial of the request by the RFHWA may be appealed by the State to the Federal Highway Administrator (Administrator), whose action on the request shall be considered administratively final. (5) A request for a waiver which involves nationwide public interest or availability issues or more than one FHWA region may be submitted by the RFHWA to the Administrator for action. (6) A request for waiver and an appeal from a denial of a request must include facts and justification to support the granting of the waiver. The FHWA response to a request or appeal will be in writing and made available to the public upon request. Any request for a nationwide waiver and FHWA's action on such a request may be published in the Federal Register for public comment. (7) In determining whether the waivers described in paragraph (c)(1) of this section will be granted, the FHWA will consider all appropriate factors including, but not limited to, cost, administrative burden, and delay that would be imposed if the provision were not waived. (d) Standard State and Federal-aid contract procedures may be used to assure compliance with the requirements of this section. Title 23, Code of Federal Regulations Material or product selection. (a) Federal funds shall not participate, directly or indirectly, in payment for any premium or royalty on any patented or proprietary material, specification, or process specifically set forth in the plans and specifications for a project, unless: (1) Such patented or proprietary item is purchased or obtained through competitive bidding with equally suitable unpatented items; or (2) The State transportation department certifies either that such patented or proprietary item is essential for synchronization with existing highway facilities, or that no equally suitable alternate exists; or (3) Such patented or proprietary item is used for research or for a distinctive type of construction on relatively short sections of road for experimental purposes. (b) When there is available for purchase more than one nonpatented, nonproprietary material, semifinished or finished article or product that will fulfill the requirements for an item of work of a project and these available materials or products are judged to be of satisfactory quality and equally acceptable on the basis of engineering analysis and the anticipated prices for the related item(s) of work are estimated to be approximately the same, the PS&E for the project shall either contain or include by reference the specifications for each such material or product that is considered acceptable for incorporation in the work. If the State transportation department wishes to substitute some other acceptable material or product for the material or product designated by the successful bidder or bid as the lowest alternate, and such substitution results in an increase in costs, there will not be Federal-aid participation in any increase in costs. (c) A State transportation department may require a specific material or product when there are other acceptable materials and products, when such specific choice is approved by the Division Administrator as being in the public interest. When the Division Administrator's approval is not

68 obtained, the item will be nonparticipating unless bidding procedures are used that establish the unit price of each acceptable alternative. In this case Federal-aid participation will be based on the lowest price so established. (d) Appendix A sets forth the FHWA requirements regarding (1) the specification of alternative types of culvert pipes, and (2) the number and types of such alternatives which must be set forth in the specifications for various types of drainage installations. (e) Reference in specifications and on plans to single trade name materials will not be approved on Federal-aid contracts. (f) In the case of a design-build project, the following requirements apply: Federal funds shall not participate, directly or indirectly, in payment for any premium or royalty on any patented or proprietary material, specification, or process specifically set forth in the Request for Proposals document unless the conditions of paragraph (a) of this section are applicable. [41 FR 36204, Aug. 27, 1976, as amended at 67 FR 75926, Dec. 10, 2002]

69 May 8, Seventh St., S.W. Washington, DC In Reply Refer To: HSSD/B-159 Mr. Owen S. Denman, PE President and CEO Barrier Systems Inc. 180 River Road Rio Vista, CA Dear Mr. Denman: Thank you for your letter of December 18, 2006, requesting the Federal Highway Administration s (FHWA) acceptance of the BarrierGuard TM 800 (BG 800) Gate of Highway Care, Ltd. (a UK company) and Laura Metaal Eygelshoven, BV, for use on the National Highway System (NHS) under the provisions of National Cooperative Highway Research Program (NCHRP) Report 350 "Recommended Procedures for the Safety Performance Evaluation of Highway Features". Accompanying your letter was a report on testing of your company's BarrierGuard TM Gate prepared by Safe Technologies Inc, test videos, drawings and previously prepared crash test reports providing additional information and background, including report on crash testing of regular BarrierGuard TM 800 system of October Requirements Longitudinal barrier systems should meet the guidelines contained in the NCHRP Report 350, "Recommended Procedures for the Safety Performance Evaluation of Highway Features". FHWA Memorandum ACTION: Identifying Acceptable Highway Safety Features of July 25, 1997 provides further guidance on crash testing of longitudinal barriers. Product description The previously approved BarrierGuard TM 800 system (acceptance letter HSA-10/B131) is high containment and low deflection steel barrier designed for both permanent applications and temporary use in roadwork situations, preventing penetration of errant vehicles into working areas. BarrierGuard TM 800 Gate is designed to be used with regular application of BarrierGuard TM 800 system. In its basic design the gate is a 6 m (20 ft) barrier section that can be unpinned and swung open from either end to allow vehicle or pedestrian passage. 6 m (20 ft) gate is positioned between two 6 m (20ft) gate post connecting sections, making the total length of the basic gate system 18 m (60 ft). Larger gate sections, in 6 meter (20 ft) increments are available. Standard 6 m or 12 m (20 ft or 40 ft) sections of BG 800 can be inserted into the center section of the gate

70 2 (i.e. at the splice point). The limitation on gate length is based on handling the mass of the section and the equipment available to open and close the system. This limit will be in excess of 12 m (40 ft). The gate and adjacent sections are fitted with a T-top attachment to aid in the redirection and stability of the vehicle after impact. The T-top attachment measures 473mm (15 5/8 ) wide and is 121 mm (4 3/4 ) tall and shall begin minimum 12 m (40 ft) prior to the gate and extend past the gate a minimum of 12 m (40 ft). The beginning and ending of the T-top has a transition attachment element extending additional 1.5 m (4.9 ft). The purpose of this element is to ensure that there is no snag potential on either end of the T-top. Drawings of the BarrierGuard TM Gate are provided in Enclosure 1. Test article installation The system assembly that was tested consisted of different types of barrier sections: 12 m (40 ft) end anchor sections, 12 m (40 ft) midsections, 6 m (20 ft) gate post connecting sections and the 6 m (20 ft) gate section. The total installation length of the barrier was 78 m (256 ft). The 6 m (20 ft) gate was positioned between two 6 m (20 ft) gate post connecting sections, making the total length of the gate system 18 m (60 ft). The 6 m (20 ft) length of the gate section was selected for testing as it is the stiffest section and therefore provides the largest differential stiffness compared to standard runs of BarrierGuard TM 800. The critical impact point was selected to maximize the loading and snagging potential of the transition between the standard BG800 section and the gate section. Based on previous testing with the BG800, it was determined that this point would be approximately 4 m (13 ft) upstream from the upstream hinge point of the gate. This installation used two different types of end anchors: asphalt anchors (upstream end) and soil anchors (downstream end). At either end of the barrier there were two sets of anchors, one set at the very end and one set located 6 meters (20ft) inboard from the ends. The test article configuration and layout, including points of intersection and impact, are summarized in the drawing provided in Enclosure 1. Testing Since the profile and section properties of the standard BarrierGuard TM 800 system had already been validated in previous tests, and since the gate section is stiffer than the standard section, you determined that the transition test (3-21) would be more appropriate to evaluate the performance of the gate section under direct impact conditions, to evaluate the strength of the connection between barrier sections and the gate and to evaluate the functionality of the gate after such an impact. The NCHRP Report 350 requires that in order for transitions of longitudinal barriers to meet NCHRP Report 350 test level 3 (TL-3) criteria they must successfully pass tests 3-20 and 3-21 while test S3-20 is optional. However, since your company s BarrierGuard TM 800 system was fully tested and approved before (acceptance letter HSA-10/B-131), you ran only test 3-21 on the BarrierGuard TM 800 Gate.

71 3 Taking into account that previous 3-10 comparable crash tests on regular BarrierGuard TM 800 system recorded occupant impact velocities and ridedown accelerations well below the maximum limits (6 m/s and 9.6 g, respectively), I agree that test 3-20 on the BarrierGuard TM Gate system would be redundant and can be waived. The full-scale NCHRP Report 350 Test 3-21 conducted on your company s BarrierGuard TM Gate involved a 2000P vehicle impacting the device at 97.9 km/h and 25.0 degree angle, at the point 4 meters (13 ft) upstream from the upstream hinge point of the gate. The vehicle was redirected along the length of the barrier with the exit angle essentially parallel to the downstream barrier. The impacted section and the downstream sections of the barrier received minor to moderate damage. The gate section was dented in the impact area, but did not separate or tear. The upstream and downstream barrier end section anchors did not lift or significantly damage the asphalt. There was no debris expelled from the barrier. The maximum lateral dynamic deflection was 1162 mm (46 ) and the maximum permanent deflection of the test article was 1073 mm (42 ). The gate remained functional after the test. All occupant risk factors were within the limits specified in the NCHRP Report 350. The theoretical occupant impact velocity values in the longitudinal and lateral directions were 5.2 m/s and 4.9 m/s respectively and the theoretical occupant ridedown acceleration values in the longitudinal and lateral directions were 6.1 g and 7.5 g respectively. Summary of test results is provided in Enclosure 2. Minimum deflection modifications of regular BarrierGuard TM 800 are currently available. However, as you indicated during our review process, the BarrierGuard TM Gate is intended to be used with regular application of BarrierGuard TM 800 system (without intermediate anchors) only. However, intermediate anchoring may be used upstream or downstream of the gate system using proper T-top and anchoring transitions as recommended in the BarrierGuard 800 Minimum Deflection System acceptance letter, B-158. In summary I agree that BarrierGuard TM Gate, as described above, meets the appropriate evaluation criteria for NCHRP 350 TL-3 longitudinal barriers and may be used at all appropriate locations on the NHS when selected by the contracting authority, subject to the provisions of Title 23, Code of Federal Regulations, Section as they pertain to proprietary products. It can be used with regular application of BarrierGuard TM 800 or, when properly transitioned, with the Minimum Deflection System. This acceptance is based on the reported crash performance of the BarrierGuard TM Gate. Further, I am assuming that production models will be identical to the prototype test units. Standard provisions Please note the following standard provisions that apply to the FHWA letters of acceptance: Our acceptance is limited to the crashworthiness characteristics of the devices. Any changes that may adversely influence the crashworthiness of the device will require a new acceptance letter.

72 4 Should the FHWA discover that the qualification testing was flawed, that in-service performance reveals unacceptable safety problems, or that the device being marketed is significantly different from the version that was crash tested, it reserves the right to modify or revoke its acceptance. You will be expected to supply potential users with sufficient information on design and installation requirements to ensure proper performance. You will be expected to certify to potential users that the hardware furnished has essentially the same chemistry, mechanical properties, and geometry as that submitted for acceptance, and that they will meet the crashworthiness requirements of the FHWA and the NCHRP Report 350. To prevent misunderstanding by others, this letter of acceptance, designated as number B-159 shall not be reproduced except in full. As this letter and the documentation which support it become public information, it will be available for inspection at our office by interested parties. The BarrierGuard TM Gate is a patent pending device and is considered "proprietary". The use of proprietary devices specified on Federal-aid projects, except exempt, non-nhs projects: (a) must be supplied through competitive bidding with equally suitable unpatented items; (b) the highway agency must certify that they are essential for synchronization with existing highway facilities or that no equally suitable alternative exists or; (c) they must be used for research or for a distinctive type of construction on relatively short sections of road for experimental purposes. Our regulations concerning proprietary products are contained in Title 23, Code of Federal Regulations, Section , a copy of which is enclosed. Since BarrierGuard TM Gate is a steel product, the provisions of Title 23, Code of Federal Regulations Section (a copy of which is enclosed) are applicable. Note that the Buy America provisions apply only to steel products that are permanently incorporated into highway projects, not to temporary barriers used only during construction or maintenance operations. Sincerely yours, Enclosures George E. Rice, Jr. Acting Director, Office of Safety Design Office of Safety

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78 Title 23, Code of Federal Regulations Buy America requirements. (a) The provisions of this section shall prevail and be given precedence over any requirements of this subpart which are contrary to this section. However, nothing in this section shall be construed to be contrary to the requirements of (a) of this subpart. (b) No Federal-aid highway construction project is to be authorized for advertisement or otherwise authorized to proceed unless at least one of the following requirements is met: (1) The project either: (i) Includes no permanently incorporated steel or iron materials, or (ii) if steel or iron materials are to be used, all manufacturing processes, including application of a coating, for these materials must occur in the United States. Coating includes all processes which protect or enhance the value of the material to which the coating is applied. (2) The State has standard contract provisions that require the use of domestic materials and products, including steel and iron materials, to the same or greater extent as the provisions set forth in this section. (3) The State elects to include alternate bid provisions for foreign and domestic steel and iron materials which comply with the following requirements. Any procedure for obtaining alternate bids based on furnishing foreign steel and iron materials which is acceptable to the Division Administrator may be used. The contract provisions must (i) require all bidders to submit a bid based on furnishing domestic steel and iron materials, and (ii) clearly state that the contract will be awarded to the bidder who submits the lowest total bid based on furnishing domestic steel and iron materials unless such total bid exceeds the lowest total bid based on furnishing foreign steel and iron materials by more than 25 percent. (4) When steel and iron materials are used in a project, the requirements of this section do not prevent a minimal use of foreign steel and iron materials, if the cost of such materials used does not exceed one-tenth of one percent (0.1 percent) of the total contract cost or $2,500, whichever is greater. For purposes of this paragraph, the cost is that shown to be the value of the steel and iron products as they are delivered to the project. (c)(1) A State may request a waiver of the provisions of this section if; (i) The application of those provisions would be inconsistent with the public interest; or (ii) Steel and iron materials/products are not produced in the United States in sufficient and reasonably available quantities which are of a satisfactory quality. (2) A request for waiver, accompanied by supporting information, must be submitted in writing to the Regional Federal Highway Administrator (RFHWA) through the FHWA Division Administrator. A request must be submitted sufficiently in advance of the need for the waiver in order to allow time for proper review and action on the request. The RFHWA will have approval authority on the request. (3) Requests for waivers may be made for specific projects, or for certain materials or products in specific geographic areas, or for combinations of both, depending on the circumstances.

79 (4) The denial of the request by the RFHWA may be appealed by the State to the Federal Highway Administrator (Administrator), whose action on the request shall be considered administratively final. (5) A request for a waiver which involves nationwide public interest or availability issues or more than one FHWA region may be submitted by the RFHWA to the Administrator for action. (6) A request for waiver and an appeal from a denial of a request must include facts and justification to support the granting of the waiver. The FHWA response to a request or appeal will be in writing and made available to the public upon request. Any request for a nationwide waiver and FHWA's action on such a request may be published in the Federal Register for public comment. (7) In determining whether the waivers described in paragraph (c)(1) of this section will be granted, the FHWA will consider all appropriate factors including, but not limited to, cost, administrative burden, and delay that would be imposed if the provision were not waived. (d) Standard State and Federal-aid contract procedures may be used to assure compliance with the requirements of this section. Title 23, Code of Federal Regulations Material or product selection. (a) Federal funds shall not participate, directly or indirectly, in payment for any premium or royalty on any patented or proprietary material, specification, or process specifically set forth in the plans and specifications for a project, unless: (1) Such patented or proprietary item is purchased or obtained through competitive bidding with equally suitable unpatented items; or (2) The State transportation department certifies either that such patented or proprietary item is essential for synchronization with existing highway facilities, or that no equally suitable alternate exists; or (3) Such patented or proprietary item is used for research or for a distinctive type of construction on relatively short sections of road for experimental purposes. (b) When there is available for purchase more than one nonpatented, nonproprietary material, semifinished or finished article or product that will fulfill the requirements for an item of work of a project and these available materials or products are judged to be of satisfactory quality and equally acceptable on the basis of engineering analysis and the anticipated prices for the related item(s) of work are estimated to be approximately the same, the PS&E for the project shall either contain or include by reference the specifications for each such material or product that is considered acceptable for incorporation in the work. If the State transportation department wishes to substitute some other acceptable material or product for the material or product designated by the successful bidder or bid as the lowest alternate, and such substitution results in an increase in costs, there will not be Federal-aid participation in any increase in costs. (c) A State transportation department may require a specific material or product when there are other acceptable materials and products, when such specific choice is approved by the Division Administrator as being in the public interest. When the Division Administrator's approval is not

80 obtained, the item will be nonparticipating unless bidding procedures are used that establish the unit price of each acceptable alternative. In this case Federal-aid participation will be based on the lowest price so established. (d) Appendix A sets forth the FHWA requirements regarding (1) the specification of alternative types of culvert pipes, and (2) the number and types of such alternatives which must be set forth in the specifications for various types of drainage installations. (e) Reference in specifications and on plans to single trade name materials will not be approved on Federal-aid contracts. (f) In the case of a design-build project, the following requirements apply: Federal funds shall not participate, directly or indirectly, in payment for any premium or royalty on any patented or proprietary material, specification, or process specifically set forth in the Request for Proposals document unless the conditions of paragraph (a) of this section are applicable. [41 FR 36204, Aug. 27, 1976, as amended at 67 FR 75926, Dec. 10, 2002]

81 May 8, Seventh St., S.W. Washington, DC In Reply Refer To: HSSD/B-160 Mr. Owen S. Denman, PE President and CEO Barrier Systems Inc. 180 River Road Rio Vista, CA Dear Mr. Denman: Thank you for your letter of December 18, 2006, requesting the Federal Highway Administration (FHWA) acceptance of your company's BarrierGuard TM 800 (BG 800) Variable Length Barrier (BGVLB) for use on the National Highway System (NHS) under the provisions of the National Cooperative Highway Research Program (NCHRP) Report 350 "Recommended Procedures for the Safety Performance Evaluation of Highway Features". Accompanying your letter were crash test reports on testing of your company's BarrierGuard TM 800 system in regular and minimum deflection applications and test reports on the Reactive Tension System (RTS) and Quickchange Moveable Barrier (QMB) systems of April 2000, including results of the NCHRP 350 test 3-11 conducted to evaluate the performance of a concrete RTS Variable Length Barrier section under direct impact conditions. Requirements Longitudinal barrier systems should meet the guidelines contained in the NCHRP Report 350, "Recommended Procedures for the Safety Performance Evaluation of Highway Features". FHWA Memorandum ACTION: Identifying Acceptable Highway Safety Features of July 25, 1997 provides further guidance on crash testing of longitudinal barriers. Product description The previously approved BarrierGuard TM 800 systems (FHWA acceptance letters B-131 and B-158) are high containment and low deflection steel barriers designed for both permanent applications and temporary use in roadwork situations, preventing penetration of errant vehicles into working areas. The modifications of the system (the use of intermediate anchoring along with T-tops) allow lowering the deflection from maximum 1000 mm in regular BarrierGuard TM 800 system to approximately 300 mm in BarrierGuard TM 800 Minimum Deflection applications. BarrierGuard TM 800 Variable Length Barrier is designed to provide clearance and flexibility for expansion joints on bridges, overpasses, and roadways. The BGVLB is designed to be used with