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                Safety Eligibility Letter B-158
  
  **Hardware Type:**
            Longitudinal Barriers and Bridge Rails
                          **Code:**
            B-158
                          **Date:**
            05/08/2007
                          **Testing Criteria:**
            NCHRP 350
                          **Manufacturer:**
            Barrier Systems
                          **Device Description:**
            BarrierGuard 800 (minimum deflection system)
                          **View PDF:**
            b158.pdf (2.75 MB)
    
    HSSD/B-158


DOT logo
U.S. Department of Transportation
**Federal Highway Administration**
400 Seventh St., S.W.
Washington, D.C.  20590May 8, 2007
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 94571-1208
	
Dear Mr. Denman:
Thank  you for your letter of December 18, 2006, requesting the Federal Highway  Administration’s (FHWA) acceptance of the **BarrierGuardTM  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 BarrierGuardTM 800 - 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 BarrierGuardTM  800 system of October 2004 and report on crash testing of BarrierGuardTM  800 with Intermediate Anchors of October 2005.
**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 BarrierGuardTM  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 BarrierGuardTM  800 has a 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 BarrierGuardTM 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 BarrierGuardTM  800 - Minimum Deflection system is a modification of the previously approved BarrierGuardTM 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,  BarrierGuardTM 800 - Minimum Deflection system incorporates the  following modifications to the standard BarrierGuardTM 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) BarrierGuardTM 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 BarrierGuardTM 800 - 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  BarrierGuardTM 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 BarrierGuardTM 800 - 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 BarrierGuardTM 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 BarrierGuardTM 800 -  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  BarrierGuardTM 800 - Minimum Deflection system is redundant and can  be waived.
The  full-scale NCHRP Report 350 Test 3-11 conducted on your company’s BarrierGuardTM 
  800 -  Minimum Deflection system involved a 2000P vehicle impacting the device at  101.4 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 BarrierGuardTM  800 - 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 BarrierGuardTM  800 - 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 BarrierGuardTM  800 - 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 BarrierGuardTM  800 system (without intermediate anchors and T-top) and BarrierGuardTM  800 - 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  BarrierGuardTM 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  BarrierGuardTM 800 system (without intermediate anchors and T-top)  and BarrierGuardTM 800 - Minimum Deflection systems would be  redundant.
In summary I agree  that BarrierGuardTM 800 - 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 635.411 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 BarrierGuardTM 800 provided that proper transitions are used  and changes in deflections are taken into account. This  acceptance is based on the reported crash performance of the BarrierGuardTM  800 - 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 800 - 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 635.411.
  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.
  Since BarrierGuardTM 800 - Minimum  Deflection system is a steel product, the provisions of Title 23, Code of Federal  Regulations Section 635.410 (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,
			Signature of George E. Rice, Jr.
			George E.  Rice, Jr.
Acting  Director, Office of Safety Design
Office  of SafetyEnclosures
Intermediate Anchor Installation
Anchor Plate Weldment
6mT-Top, Barrier Guard 800 Assembly
T-Top Transition Detail Assembly Anchored
T-Top Transition Detail Assembly
Test Article Placement
Summary of Test Results and Conditions
**Title 23, Code of Federal Regulations****§ 635.410   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 §635.409(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. U.S. DEPARTMENT OF TRANSPORTATION

**Federal Highway Administration**

1200 NEW JERSEY AVENUE, SE

WASHINGTON, DC 20590

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