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                Safety Eligibility Letter WZ-106
  
  **Hardware Type:**
            Work Zone Devices
                          **Code:**
            WZ-106
                          **Date:**
            02/07/2002
                          **Testing Criteria:**
            NCHRP 350
                          **Manufacturer:**
            Yodock Wall Co., Inc.
                          **Device Description:**
            Energy Dispersement Cell Channelizer (EDCC)
                          **View PDF:**
            wz106.pdf (336.03 KB)
    
    
Refer to: HSA-10/WZ-106
  Mr. Leo J. Yodock, III
    Yodock Wall Co., Inc.Ft. Lauderdale, FL  33315
  Dear Mr. Yodock:
  Thank you for your letter of September 4, 2001, requesting Federal Highway 
    Administration (FHWA) acceptance of your company's Energy Dispersement 
    Cell Channelizer (EDCC) as a crashworthy traffic control device for use 
    in work zones on the National Highway System (NHS).  Accompanying your letter 
    was a report of crash testing conducted by the Texas Transportation Institute 
    and videos of the tests. You requested that we find this device acceptable 
    as a Test Level 2 (TL-2) device for use on the NHS under the provisions of 
    National Cooperative Highway Research Program (NCHRP) Report 350 “Recommended 
    Procedures for the Safety Performance Evaluation of Highway Features.”
  On December 13, 2001, you met with members of the Office of Safety Design 
    staff to discuss the crash-testing program, the results, and the proposed 
    uses associated with these devices.  On January 9,2002, you submitted additional 
    information as discussed at our meeting.
  Introduction
  The FHWA guidance on crash testing of work zone traffic control devices is 
    contained in two memoranda.  The first, dated July 25, 1997, titled “INFORMATION:  
    Identifying Acceptable Highway Safety Features,” established four categories 
    of work zone devices: Category I devices were those lightweight devices which 
    could be self-certified by the vendor, Category II devices were other lightweight 
    devices which needed individual crash testing, Category III devices were barriers 
    and other fixed or massive devices also needing crash testing, and Category 
    IV devices were trailer mounted lighted signs, arrow panels, etc.  The second 
    guidance memorandum was issued on August 28, 1998, and is titled “INFORMATION:  
    Crash Tested Work Zone Traffic Control Devices.”  This later memorandum lists 
    devices that are acceptable under Categories I, II, and III.
  A brief description follows:
  Energy Dispersement Cell Channelizer  - TL-2
  The Yodock Barrier Model 2001 EDCC units are rotomolded, low-density polyethylene, 
    containers that can be partially filled with water as ballast.  Overall dimensions 
    on the units are 1830 mm long, 1170 mm tall, 610 mm width at the base, and 
    280 mm wide at the top.  There are two forklift holes at 530 mm above ground 
    level that nominally measure 150 mm x 280 mm.  The bottom vertical face of 
    the device is 230 mm in height.  Water ballast was placed in the units to 
    the top of the vertical face located approximately 495 mm from the base of 
    the device.  The approximate measured volume of water in each unit was 170 
    L (45 U.S. Gallons.)  A total of 40 units were placed adjacent to each other 
    and coupled with Polyethylene couplers.  Total length of the installation 
    was 73.2 m (240 feet.)  An internal flashing beacon and solar battery, weighing 
    4.0 kg, was installed on segments 13 and 14.  Details of the EDCC units and 
    couplers are shown in the enclosed drawings for reference.
  This device was evaluated as a longitudinal channelizing barricade.  This 
    is a subcategory of barricades now being considered for inclusion in the Manual 
    on Uniform Traffic Control Devices (MUTCD).  They can be used singly as Type 
    I, II or III barricades, or connected so they are highly visible and have 
    good target value.  The interlocking units of a longitudinal channelizing 
    barricade can be used to delineate or channelize traffic flow including pedestrian 
    traffic.  The interlocking barricade does not have gaps through which pedestrians, 
    bicyclists, or motor vehicles can filter.  However, it is not designed to 
    prevent penetration by vehicles under minimum crash test performance conditions.  
    After discussions with my staff, it was determined that NCHRP Report 350 test 
    2-10 (820 kg passenger car impacting at 70 kmh at an angle of 20 degrees) 
    would be appropriate; however, when evaluating its performance as a longitudinal 
    channelizer barricade during this test, occupant risk and vehicle stability 
    should be the determining criteria, and not structural adequacy.  In other 
    words, when the EDCC are used for channelizing, it would be acceptable for 
    the vehicle to penetrate the longitudinal channelizer barricade in a safe 
    manner.
  Testing
  Full-scale automobile testing was conducted on your company's device.  The 
    test results are summarized in the following table.
  Test Number
      400001-YWC1NCHRP Report 350 Test #
      2-10Test Article
      Longitudinal ChannelizerHeight to Bottom of Sign
      n/aHeight to Top of Sign
      n/aFlags or lights
      NoneTest Article Mass (each)
      60 kg + 200 kg waterVehicle Inertial Mass
      820 kgImpact Speed
      68.3 km/hrOccupant Risk ValuesOccupant Impact Velocity
      7.0 m/sRidedown x-direction
      -4.9 g'sRidedown y-direction
      -4.3 g'sMax 0.050-s accel x-dir
      -5.9 g'sMax 0.050-s accel y-dir
      -3.6 g'sMax 0.050-s accel z-dir
      -2.5 g'sVehicle crush
      100 mmOccupant Compartment Intrusion
      92 mm (crush)Windshield Damage
      noneIn the test of the EDCC the vehicle penetrated the channelizer and 
    yawed sharply.  The side of the car then struck the exposed blunt end, causing 
    minor deformation of the passenger compartment at the door.  The resulting 
    deformation has a low potential to cause serious injury to occupants of the 
    impacting vehicle.  The vehicle traveled 6.1 m behind the channelizer before 
    coming to rest.
  Findings
  The EDCC does not meet the redirective requirements for a barrier.  
    However, as a longitudinal channelizer it can provide an unbroken line of 
    units that warn motorists from crossing into the protected area.
  Because this device has been tested and met the unique requirements that 
    have been set for them, the device described above and shown in the enclosed 
    drawings for reference are acceptable for use on the NHS under the range of 
    conditions tested and the additional conditions discussed above, when proposed 
    by a State.  In addition, the Model 2001m EDCC, which is 812 mm tall, will 
    also be acceptable subject to the same conditions and restrictions as the 
    crash-tested Model 2001 EDCC.
  Please note the following standard provisions that apply to FHWA letters 
    of acceptance:
Our acceptance is limited to the crashworthiness characteristics of the 
    devices and does not cover their structural features, nor conformity with 
    the MUTCD.
  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 the will meet the crashworthiness 
    requirements of FHWA and NCHRP Report 350.
  To prevent misunderstanding by others, this letter of acceptance, designated 
    as number WZ-106 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 Yodock Wall plastic safety shape units are patented and considered “proprietary.”  
    The use of proprietary work zone traffic control devices in Federal-aid projects 
    is generally of a temporary nature.  They are selected by the contractor for 
    use as needed and removed upon completion of the project.  Under such conditions 
    they can be presumed to meet requirement “a” given below for the use of proprietary 
    products on Federal-aid projects.  On the other hand, if proprietary devices 
    are specified 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 the 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 
    types 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, a copy of which is 
    enclosed.Sincerely yours,
  Michael L. Halladay
  Acting Program Manager, Safety
  Enclosure U.S. DEPARTMENT OF TRANSPORTATION

**Federal Highway Administration**

1200 NEW JERSEY AVENUE, SE

WASHINGTON, DC 20590

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