U.S. Deportment 1200 New Jersey Ave .. SE 

of Transportation Washington , D.C. 20590 

Federal Highway 

Administration December 23, 2015 

In Reply Refer To: 

HSST/B-255A 

Ms. Karla Lechtenberg 

Midwest Roadside Safoty Facility 

130 Whiuier Research Center 

2200 Vine Street 

Lincoln, NE 68583-0853 

Dear Ms. Lechtenberg: 

This letter is in response to your May 11, 20 15 request for the f-ederal Highway Administration 

(FH W /\) to review a roadside safety device, hardware, or system for eligibility for 

reimbursement under the Federal-aid highway program. This f-HWA letter of eligibility is 

assigned FHWA control number B-255A and is va lid until a subsequent letter is issued by 

FHWA that expressly references this device. 

Decision 

The following devices are eligible, with details provided in the form which is attached as an 

integral part of this letter: 

• Low-Denection Po1iable Concrete Barrier Version 2 

Scope of this Letter 

To be fo und eligible for Federal-aid fund ing, new roadside safety devices should meet the crash 

test and evaluation criteria contained in the American Association of State Highway and 

Transportation Officials' Manual for Assessing Safety Hardware (MASH). However, the 

FHWA, the Department of Transportation, and the United States Government do not regulate the 

manufacture of roadside safety devices. Eligibility for reimbursement under the Federal-aid 

highway program does not establish approval, certification or endorsement of the device for any 

pa11icular purpose or use. 

This letter is not a determination by the FHWA, the Department of Transportation, or the United 

States Government that a vehicle crash involving the device will result in any particular 

outcome, nor is it a guarantee of the in-service pcrfomiance of this device. Proper 

manufacturing, installation, and maintenance arc required i11 order for this device to function as 

tested. 
2 

This finding of eligibility is limited to the crashworthiness ofthe system and does not cover other 

structural features, nor conformity with the Manual on Uniform Traffic Control Devices. 

Eligibility for Reimbursement 

Based solely on a review of crash test results and certifications submitted by the manufacturer, 

and the crash test laboratory, FHWA agrees that the device described herein meets the crash test 

and evaluation criteria ofthe American Association of State Highway and Transportation 

Officials' Manual for Assessing Safety Hardware (MASH). Therefore, the device is eligible for 

reimbursement under the Federal-aid highway program if installed under the range oftested 

conditions. 

Name ofsystem: Retrofit, Low-Deflection Portable Concrete Barrier Version 2 

Type of system: Longitudinal Barrier 

Test Level: MASH Test Level 3 

Testing conducted by: Midwest Roadside Safety Facility 

Task Force 13 Designator: SWC20a-b 

Date of request: May 11, 2015 

Date initially acknowledged: May 28, 2015 

Date of completed package: August 21, 2015 

Full Description of the Eligible Device 

The device and supporting documentation, including reports ofthe crash tests or other testing 

done, videos of any crash testing, and/or drawings of the device, are described in the attached 

form. 

Notice 

Ifa manufacturer makes any modification to any of their roadside safety hardware that has an 

existing eligibility letter from FHW A, the manufacturer must notify FHW A of such modification 

with a request for continued eligibility for reimbursement. The notice of all modifications to a 

device must be accompanied by: 

o 	 Significant modifications - For these modifications, crash test results must be 

submitted with accompanying documentation and videos. 

o 	 Non-signification modifications - For these modifications, a statement from the 

crash test laboratory on the potential effect ofthe modification on the ability of 

the device to meet the relevant crash test criteria. 

FHW A's determination of continued eligibility for the modified hardware will be based on 

whether the modified hardware will continue to meet the relevant crash test criteria. 

You are expected to supply potential users with sufficient information on design, installation and 

maintenance requirements to ensure proper performance. 

You are expected to certify to potential users that the hardware furnished has the same chemistry, 
3 

mechanical properties, and geometry as that submitted for review, and that it will meet the test 

and evaluation criteria ofthe MASH. 

Issuance ofthis letter does not convey property rights of any sort or any exclusive privilege. This 

letter is based on the premise that information and reports submitted by you are accurate and 

correct. We reserve the right to modify or revoke this letter if: (1) there are any inaccuracies in 

the information submitted in support of your request for this letter, (2) the qualification testing 

was flawed, (3) in-service performance or other information reveals safety problems, (4) the 

system is significantly different from the version that was crash tested, or (5) any other 

information indicates that the letter was issued in error or otherwise does not reflect full and 

complete information about the crashworthiness ofthe system. 

Standard Provisions 

• 	 This letter provides a AASHTO/ARTBA/AGC Task Force 13 designator that should be 

used for the purpose of the creation of a new and/or the update of an existing Task Force 

13 drawing for posting on the on-line 'Guide to Standardized Highway Barrier Hardware' 

currently referenced in AASHTO Roadside Design Guide. 

• 	 To prevent misunderstanding by others, this letter of eligibility designated as FHWA 

control number B-255A shall not be reproduced except in full. This letter and the test 

documentation upon which it is based are public information. All such letters and 

documentation may be reviewed upon request. 

• 	 This letter sh~ll not be construed as authorization or consent by the FHW A to use, 

manufacture, or sell any patented system for which the applicant is not the patent holder. 

• 	 Ifthe subject device is a patented product it may be considered to be proprietary. If 

proprietary systems are specified by a highway agency for use on Federal-aid projects: 

(a) they 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 ofroad for experimental purposes. 
4 

Our regulations concerning proprietary products are contained in Title 23, Code of Federal 

Regulations, Section 635.41 l. 

Sincerely yours, 

Michael S. Griffith 

Director, Office of Safety Technologies 

Office of Safety 

Enclosures 
Version 8.0 (08/14) 

Page 1 of 4 

Request for Federal Aid Reimbursement Eligibility 

OfHighway Safety Hardware 

Date of Request: May 11, 2015 €New O Resubmission I 

Name: Karla Lechtenberg 

... 

GI Company: Midwest Roadside Safety Facility 

~ Address: E 130 Whittler Research Center, 2200 Vine Street, Lincoln, NE 68583-0853

.ca 

:I Country: Cl) USA 


Michael S. Griffith, Director 
 To: FHWA, Office of Safety Technologies 

I request the following devices be considered eligible for reimbursement under the Federal-aid 

highway program. 

l~H'r--:1 {,"~JJ_., 

System Type Submission Type 'Device Name I Variant Testing Criterion Test 

Level 

'B': Barriers (Roadside, 

Median, Bridge Ralllngs) 

<!-·Physical Crash Testing 

0 FEA & V&V Analysis 

(\Engineering Analysis 

Retrofit, Low-Deflection 

Portable Concrete Barrier 

Version 2 

AASHTOMASH TL3 

By submitting this request for review and evaluation by the Federal Highway Administration, I certify 

that the product(s) was (were) tested in conformity with the MSHTO Manual for Assessing Safety 

Hardware and that the evaluation results meet the appropriate evaluation criteria in the MASH. 

Identification of the individual or organization responsible for the product: 

Contact Name: Karla Lechtenberg Same as Submitter 181 

Company Name: Midwest Roadside Safety Facility Same as Submitter 181 

Address: 130 Whittler Research Center, 2200 Vine Street, Lincoln, NE 68583­ Same as Submitter 181 

Country: USA Same as Submitter 181 
Version 8.0 (08/14) 

Page 2 of 4 

PRODUCT DESCRIPTION 

(i) New Hardware Modification to ('

· 'Existing Hardware 

The Low-Deflection Portable Concrete Barrier Version 2 system (SWC20b) Is comprised of Portable F-shape 

Concrete Barrier Element (SWC09) joined with the Portable Concrete Barrier Connector Pins with or without the 

retainer bolt (FMW02 or FMW03) and stiffened by attachment of a steel cap across each joint of the barrier 

system and the addition of tubular beams on both faces of the barrier. The system Is not anchored to the 

roadway surface and Is designed for use with PCB segments (SWC09) placed in a straight line or large-radius 

curves where the design tolerances can accommodate the small angels between adjacent barrier segments. A 

42-ln. long, 10-gauge, ASTM A1011 Grade SO bent steel cap was centered across each joint and through-bolted 

to the barriers wltt:i either four 12 3/4-ln. long, ASTM A449 bolts with nuts (FBX24b) and washers (FWC24a) on 

both sides of the barrier or four 14-ln. long, ASTM A449 threaded straight anchor studs with nuts {FRS24b) and 

washers (FWC24a) on both sides of the barrier. A153 3/6-ln. long, 5-ln. x 5-ln. x 3/16-ln. ASTM ASOO Grade B 

steel tube was welded to the steel cap on both sides of the barrier. The steel tubes were spliced at the center of 

each Portable F-shape Concrete Barrier Element (SWC09). Each splice contained a 22-ln. long, 4 1/2-ln. x 4 1 /2-ln. 

x 1/2-ln. LI-shape bent ASTM A572 Grade 50 steel splice Insert which was placed Inside the end of each of the 

adjoining tubes. The tube splices were bolted together on both the front and back sides with four 6 1 /2-ln. long, 

3/4-ln. diameter Grade 5 bolts with nuts (FBX20a) and washers (FWC20a) under the head of the bolt and the 

nut. A 12-ln. long, 4-in. x 3-in. x 3/8-in., ASTM A529 Grade 50 L-bracket was welded to the bottom.side of the 

steel tubes at 13 1/2-in. from the each end of the steel tubes. The L-brackets were through-bolted to the barriers 

with either two 13-ln. long, ASTM A449 bolts with nuts (FBX20b) and washers (FWC20a) on both sides of the 

barrier or two 14 1/4-ln. long, ASTM A449 threaded straight anchor studs with nuts (FRS20b) and washers 

(FWC20a) on both sides of the barrier. The bolts and threaded anchor studs should not have more than 1/2 In. 

of length exposed past the end of the nut. 

I

CRASH TESTING 

A brief description of each crash test and Its result: 

Required Test 

Number 

Narrative 

Description Evaluation Results 

3-10 (1100() 

In test no. 7069-3 found In FHWA report nos. FHWA-RD-93-058 and 

FHWA-RD-93-064, a rigid, F-shape bridge rail was successfully 

impacted by a small car weighing 1,800 lb at 60.1 mph and 21.4 

degrees according to the American Association of State Highway 

and Transportation Officials (AASHTO) Gulde Specifications for 

Bridge Railings. Rigid New Jersey safety shape barriers struck by 

small cars have been shown to meet safety performance standards. 

In test no. 2214NJ-1 found In MwRSF report no. TRP-03-177-06,a 

New Jersey safety shape barrier was Impacted by a passenger car 

weighing 2,579 lb at 60.8 mph and 26.1 degrees according to the 

TL-3 standards set forth in MASH. Temporary New Jersey safety 

shape concrete median barriers have experienced only slight 

barrier deflections when Impacted by small cars and behave 

similarly to rigid barriers. Therefore, the 11 OOC passenger car test 

was deemed unnecessary for this system. 

WAIVER REQUESTED 
Version 8.0 (08/14) 

Page 3 of 4 

Required Test Narrative Evaluation Results 

Number Description 

The results of test no. RDTCB-2 conducted on August 9, 2013 are 

found in MwRSF report no. TRP-03-295-14. A 4,978-lb pickup truck 

with a simulated occupant seated In the right-front seat, Impacted 

the low-deflection PCB version 2 system offset 24 in. from the edge 

ofa simulated bridge deck at a speed of 64.8 mph and at an angle 

of25.4 degrees. At 0.192 sec after impact, the vehicle became 

parallel to the system with a speed of58.4 mph. At 0.684 sec, the 

vehicle exited the barrier system at a speed of47.9 mph and at an 

angle of7.2 degrees. The vehicle was smoothly redirected. After 

exiting the system, the vehicle yawed back toward the system and 

came to rest in contact with the barrier. 

Exterior vehicle damage was moderate. Interior occupant 

compartment deformations were minimal with a maximum of 1 in., 

consequently not violating the limits established in MASH. Damage 

3-11 (2270P) to the barrier was also moderate, consisting of vehicle contact PASS 

marks on the front face of the PCB segments and steel tubes, 

concrete spalling, concrete cracking, and permanent deformation 

ofthe steel tube rails. The additional attachment points for the steel 

tubes successfully stiffened the PCB system and transmitted the 

impact loads more effectively to adjacent barrier segments to 

engage more of the barrier system. However, due to the amount of 

flexural cracking and damage to the PCB segments, the flexural 

capacity ofthe PCB segments was exceeded which limited the 

systems effectiveness in reducing barrier deflections. The maximum 

lateral dynamic barrier deflection was 40.7 in., which included 

tipping ofthe barrier at the top surface. The working width ofthe 

system was 51.9 in. All barrier segments were safely retained on the 

edge ofthe bridge deck. All occupant risk measures were within the 

recommended limits, and the test vehicle showed no tendency to 

roll over. 

3-20 (1 lOOC) Not Applicable WAIVER REQUESTED 

3-21 (2270P) Not Applicable WAIVER REQUESTED 

Fu II Scale Crash Testing was done in compliance with MASH by the following accredited crash test 

laboratory (cite the laboratory's accreditation stat us as noted in the crash test reports.): 

°""'"' Ofll(_~'!a~ ~°'~~ .......... 
 Submitter Signature•:LKarlhat b ,._....s.._,..,~ ... ....,..~l......,,.,c..US ec en erg O.t>f >01tos,11 11 :,,11.otw 

Laboratory Name: 

Laboratory Contact: 

Address: 

Country: 

Accreditation Certificate 

Number and Date: 

Midwest Roadside Safety Facility 

Karla Lechtenberg Same as Submitter 181 

130 Whittier Research Center, 2200 Vine Street, Same as Submitter 181 Lincoln, NE 68583-0853 

USA - \ Same as Submitter 181 

n~""' ::> c\-'- A2LA Certificate Number: 2937.01, Valid to ~Je1i1e~l uii~ 30, 2015 

Submit Form 
Version 8.0 (08/14) 

Page 4 of 4 

ATIACHMENTS 

Attach to this form: 

1) A copy of the full test report, video, and a Test Data Summary Sheet for each test conducted in 

support of this request. 

2) A drawing or drawings of the device(s) that conform to the Task Force-13 Drawing Specifications 

[Hardware Guide Prawing Standards]. For proprietary products, a single isometric line drawing is 

usually acceptable to illustrate the product, with detailed specifications, intended use, and contact 

information provided on the reverse. Additional drawings (not in TF-13 format) showing details that 

are key to understanding the performance ofthe device should also be submitted to facilitate our 

review. 

fHWA Official Business Only: 

Eligibility Letter AASHTOTF13 

Number Date Designator Key Words 
SCOPE OF ACCREDITATION TO ISO/IEC 17025:2005 

MIDWEST ROADSIDE SAFETY FACILITY (MwRSF)

1 


Uni versity of Nebraska-Li ncoln 


4800 NW 35111 Street 


Lincoln. NE 68524 


Ms. Karla Lechtcnberg Phone: 402 472 9070 


MECHAN ICAL 

Valid To: December 31. 20 I 5 	 Certificate Number: 2937.0 1 

In recognition of the successful completion of the A2LA evaluation process, accreditation is granted to this 

laboratory to perform the following tests: 

Test Methods

2 

Full-Scale Vehicle Crash Tests of I lighway Safety NCHRP Report 350; MASH: EN 1317 

Features 

Full-Scale Vehicle Crash Tests of Perimeter ASTM F2656; SD-STD-02.0 I Revision A 

Protection Systems and Access Control Devices 

Bogie and Pendulum Dynamic Tests of Highway Non-Standard Test Method: Dynamic Testing of 

Safety r:eawrcs 	 Steel Post and Rigid Foundation: Non-Standard Test 

Method: Dynamic Testing of Post in Soil; 

Non-Standard Test Method: Dynamic Testing of 

Spacer Blocks 

Crushable Nose Pendulum/Bogie Testing for Non-Standard Test Method: Dynamic Testing of 

Breakaway Supports Breakaway Supports: AASHTO Breakaway 

Poles and Supports; NCH RP Report 350 

On the following tvpes of products, materials. and/or structures: Metal. Wood. Concrete and Plastic Structures, 

Components of Structures, Fasteners, and Roadway Pavements. 

1 Administrati ve office located at: 2200 Vine Street. 130 Whittier Building, Lincoln. NE 68583-0853. 

2 This laboratory meets A2LA RI 04 - General Requiremems: Accreditation ofField Testing and Field 

Calibration Laboratories for these tests. 

(A2LA Cert. No. 2937.0 I) Revised 11/25/2015 

5202 Presidenls Courl, Suite 220 I Frederick, MD 21703-8398 Phone: 301 644 3248 Fox: 240 454 9449 I www.A2LA.org 
Accredited Laboratory 

A2LA has accrediled 

MIDWEST ROADSIDE SAFETY FACILITY (MWRSF) 

Lincoln, NE 

for technical competence in the field of 

Mechanical Testing 

This laboratory is accredited in accordance with the recognized International Standard ISO/IEC 17025:2005 


General requirements for the competence of testing and calibration laboratories. This accreditation demonstrates 


technical competence for a defined scope and the operation of a laboratory quality management system 


(refer to joint ISO-ILAC-IAF Communique dated 8 January 2009). 


Presented this 31 si day of December 2013. 

Pr!!:&!:fr= 

For the Accreditation Council 

Certificate Number 2937.0 I 

Valid to December 31. 2015 

For the tests to which this occreditotion applies. please refer to the loborotorv's Mechonicol Scooe of Accreditation. 

• 
MIDWEST ROADSIDE SAFETY FACILITY 

August 27, 2015 

Subject: Financial Interest Statement 

Dear Will: 

This letter is intended to be a disclosure of any financial interest that the Midwest 

Roadside Safety Facility (MwRSF) and its employees have in the Retrofit, LowDeflection Portable Concrete Barrier Version 1 and Version 2 for which we are 

requesting a letter of eligibility on behalf of the state departments of transportation 

participating in the Midwest States Regional Pooled Fund Program, specifically 

Wisconsin Department of Transportation. 

MwRSF's financial interests are as follows: 

i) No compensation, including wages, salaries, commissions, professional fees, or fees 

for business referrals; 

(ii) Consulting relationships consist of answering design and implementation questions 

from the member states; 

(iii) Research funding or other forms of research support include continuing to fund the 

Midwest States Regional Pooled Fund Program as well as state departments of 

ransportation funding individual research projects with MwRSF; 

iv) No patents, copyrights, or other intellectual property interests for this system; 

v) No licenses or contractual relationships for this system; and 

vi) No business ownership and investment interests for this system. 

(

t

(

(

(

If you need any further information or clarification, please feel free to contact Dr. Ron 

Faller or myself. 

Sincerely, 

ffe... (i ;t~t Karla A. Lechtenberg 

Research Associate Engineer 

cc: Ronald K. Faller, Ph.D., Director and Research Associate Professor 

130 Whittier Research Center I P.O. Box 830853 I Linco!n, NE 68583-0853 I mwrsf.unl.edu 
MIDWEST ROADSIDE SAFETY FACILITY 

December 2 I, 20 I 5 

Subject: Small Car Test Waiver Information 

Dear Will: 

This letter is intended to address the request by FHWA for additional information 

pertaining to vehicle stability of the small car in regards to the Retrofit, LowDeflection Portable Concrete Barrier Version 2 for which we are requesting a letter 

of eligibility on behalf of the state departments of transportation participating in the 

Midwest States Regional Pooled Fund Program, specifically Wisconsin Department of 

Transportation. 

In test no. 7043-2 found in Volume II - Appendices of NCHRP Project 22-6 (final 

report NCHRP 318), a rigid, New Jersey shape concrete barrier was successfully 

impacted by a small car weighing 1,722 lb at 59.9 mph and 21.9 degrees similar to the 

standards set forth in NCHRP 350. In test no. 7043-12 found in Volume II ­

Appendices of NCHRP Project 22-6 (final report NCHRP 318), a rigid, New Jersey 

shape concrete barrier was successfully impacted by a small car weighing 1,695 lb at 

61.6 mph and 20. I degrees similar to the standards set forth in NCHRP 350. In test no. 

7069-3 found in FHWA report nos. FHWA-RD-93-058 and FHWA-RD-93-064, a rigid, 

F-shape bridge rail was successfully impacted by a small car weighing 1,800 lb at 60.1 

mph and 21.4 degrees according to the American Association of State Highway and 

Transportation Officials (AASHTO) Guide Specifications for Bridge Railings. 

During all three tests, the small car climbed the face of the barrier and became airborne. 

Although the small cars were airborne for a brief period, the vehicle remained upright 

and was smoothly redirected. The geometry of the F-shape exhibited improved vehicle 

stability characteristics when compared to the New Jersey shape even though both 

barrier shapes allow the small car to climb the face of the barrier. 

Further, in test no. 2214NJ-l found in MwRSF report no. TRP-03-177-06, a rigid, New 

Jersey safety shape barrier was successfully impacted by a passenger car weighing 

2,579 lb at 60.8 mph and 26.1 degrees according to the TL-3 standards set forth in 

MASH. The I I OOC vehicle once again climbed the face of the barrier and became 

airborne, but remained upright and was smoothly redirected. Therefore, based on the 

above noted tests, the I I OOC passenger car test was believed to be unnecessary for this 

system. 

130 Whittier Research Center I P.O. Box 830853 I Lincoln, NE 68583.0853 I mwraf.unl.edu 
If you need any further information or clarification, please feel free to contact Dr. Ron 

Faller, Bob Bielenberg, or myself. 

Sincerely, 

±te---a;;t~t Karla A. Lechtenberg 

Research Associate Engineer 

cc: Ronald K. Faller, Ph.D., Director and Research Associate Professor 

Bob Bielenberg, Research Associate Engineer 

130 WhiWer Research Center I P.O. Box 830853 I Lincoln, NE 68583-0853 I mwrsf.unl.edu 
NDIVERSITYKa 

e~ras MIDWEST ROADSIDE SAFETY FACILITY 

December 14, 2015 

Subject: Small Car Test 

Dear Will: 

This letter is intended to address the question pertaining to concerns for occupant 

compartment intrusion with the 11 OOC vehicle raised by FHWA in regards to the 

Retrofit. Low-Deflection Portable Concrete Barrier Version l and Version 2 for 

which we are requesting a letter of eligibility on behalf of the state departments of 

transportation participating in the Midwest States Regional Pooled Fund Program, 

specifically Wisconsin Department of Transportation. 

The top rail height for the low-deflection PCB system is 29". This height was based on 

the 27" and 28" heights of the previously tested box beam roadside and median barrier 

systems, respectively. The height was adjusted to 29" due on connection and 

interference issues with the PCB reinforcement. This height was not believed to be an 

issue as the height of the small car ( 11 OOC) vehicle window is generally over 31 ". Thus, 

the height of the box beam rail is lower than the A-pillar, windshield, and side-window 

structures, and the potential for the box beam to intrude or cause excessive damage in 

these areas is minimal. 

Additionally, the box beam is mounted on an F-shape PCB. Typically, small cars that 

interact with the toes of F-shape barriers tend to climb the barrier and roll away from 

the face of the barrier. This motion would further reduce the potential for damage to the 

A-pillar or other areas above the door frame by the box beam. The box beam railing 

used in the system is a continuous element that is spliced longitudinally similar to other 

box beam and tubular bridge rail designs. The box beam is anchored to the PCB at the 

cap over the PCB joint and at the mid-section of the barrier. This prevents the tubes 

from disengaging from the PCB and becoming an intrusion hazard. The increased 

impact loading of the 2270P impacts would have indicated any potential for the tubes to 

disengage or separate. 

Previous testing with small cars on an identically similar system does not exist, but 

similar testing appears to indicate that it is not a safety concern. Previous testing of 

box-beam systems or tubular bridge rails, as summarized below, has not indicated that 

occupant compartment deformation of the small cars due to the tubes is an issue. 

I. 	In test no. 473160-8, a box-beam transition to two tube bridge rail was evaluated 

according to NCHRP 350 Test Level 3 (TL-3) with the 820C vehicle. The 

transition had a top rail height of 29". This test passed NCHRP 350 with a 

130 Whittier Research Center I P.O. Box 830853 I Lincoln, NE 68583-0853 I mwrsf.unl.edu 
similar rail height and a much stiffer tubular rail configuration than the lowdetlection PCB system which deflects approximately 40". While the angle of the 

NCHRP 350 test was 20 degrees rather than the 25 degrees required by MASH, 

this test would suggest that there is minimal concern for occupant compartment 

deformation for MASH test designation no. 3-10. 

2. 	 In test no. 7202-5, a box beam median barrier terminal was evaluated according 

to NCHRP 350 TL-3 with the 820C vehicle. The box beam median terminal had a 

rail height of 28". The small car was safely redirected and no occupant 

compartment concerns arose. Again, the tests were not identical to the lowdetlection PCB system in terms of impact conditions and the rail height is 

slightly lower by l ". However, it further indicates that occupant compartment 

intrusion would be a concern. 

Therefore, based on a comparison of similar previous testing and engineering analysis 

of the box-beam rail height mounted on the low-deflection PCB system relative to the 

vehicle structure, we do not believe that occupant compartment deformation or 

intrusion concerns warranted conducting MASH test designation no. 3-10, the 11 OOC 

small car vehicle. 

Lastly, this letter is intended to further clarify the Not Applicable statement in the 

Narrative Description for Required Test Number 3-20 and 3-21 in the Request for 

Federal Aid Reimbursement Eligibility of Highway Safety Hardware form submitted. 

Not Applicable means that test numbers 3-20 and 3-21 are not applicable for this type 

of system. 

If you need any further information or clarification, please feel free to contact Dr. Ron 

Faller, Bob Bielenberg, or myself. 

Sincerely, 

jjJ... .(1 it~t Karla A. Lechtenberg 

Research Associate Engineer 

cc: Ronald K. Faller, Ph.D., Director and Research Associate Professor 

Bob Bielenberg, Research Associate Engineer 

130 Whittier Research Center f P.O. Box 830853 f Lincoln, NE 68583-0853 f mwrsf.unl.edu 
0.000 sec 0.150 sec 0.300 sec 0.450 ~cc 0.600 sec 

Test Agency .. MwRSf 

TestNum~ RDTCD-2 

Dato AuguSI 8. 2013 

MASH Tn1 Dosigmtion 3-11 

Test Aniclo Stiffened Temporary Concrete Barrier 

T011I Lmg1h 204 n7'1,. in (62 4 m) 

Koy Component -Concrete Banicr 

Length. ISO in (J.SIOmm) 

Daso \\1dth 22S in (572 mm) 

Height. J2 in (813 mm) 

Koy Component - Oo•·llnm 

Length 153'1,.in (3,891mm) 


Dimen~on. Sin xSin (127mmx 127mm) 


Woll Thickness '11.in (Smm) 


Soil Type NIA 


Vehicle Mako /Model Dodgo lbm ISOO Quid Cab 


Curb 4,887 lb (2,21 Hg) 


Test lnonial 4,978 lb (2.2S8 kgl 


Groos Static S, 143 lb (2,333 kg) 


lmp•ct Conditions 

Speed 64 8 mph (IO·U km·li) 

Ang!• 2S 4 dog 

Impact Locltion S3'1" in (13S9 mm) US ofb41Ticn 8 and 9 jo4nt 

Exit Conditions 

Spood. S6 7 mph (91 2 kmili) 

Anglo .7 2 dog 

E•it Bo• Criterion Pau 

Vehicle SW>ility Satisfact()<} 

Vehicle Stopping Diuanc:o 164 ft (SOO m) 

Vehicle D1mago 

VDs'"'····· .l·RfQ-3 cDC'"l... 1-RYEN2 

Maximum In1crior Dcfonnation I in (25 mm) 

Roll 

Pitch 

Yaw 

Impact Severity (IS) 

Transducer Data 

faaluation Criteria 

orv Longitudinal 

Ills 

(mis) later•! 

ORA Longitudinal 

g"s Lateral 

Tll!V -ft/s (mis) 


PHD-g"s 


ASI 


Figure 141. Summary ofTest Results and Sequential Photographs. Test No. RDTCB-2 

.1.) 

Maximum Test Anicle Deflecticns 

Pennanont Set 39.S in (l.OOJ mm) 

Dynamic 40 7 in (1.034 mm) 

Working Width SI 9 in (1.318 mm) 

Ma.,imum Angular Displacomcnts 1-1 95° < 7SQ 

·S 92 °< 75° 


-JS 07' 


128 6 kip-ft ( 174 4 kJ) > 106 kip·R (144 kJ) 


EDR-3 


12 II 
 I) 691 


21 OS 


1642) 


48S 


768 


NA 


NA 


I 34 


Transducer MASH 

EDR-1 DTS Limit 

1230 1299 5:40 

13.751 IJ.96) 112 21 

2141 2306 $40 

16S3l 17.031 11221 

SS6 566 ~2049 

8 S2 704 ~2049 

2192 2S S6 n<>t 

(7 291 17791 rrauircd 

921 8 31 not 

rcauircd 

I 32 142 nOI 

tte1uired 
Bridge 

2·- 0· 

4'- 3 3/16· 1 I iJ 

Pit 

~~~~~~ca.ca.ca.~ca.ca.ca.ca.ca.ca.ca.CLL:CLL:CLL:;(LLCLLLJ I I610J 

[ 1300 ] ,...--j ~ 

PLAN VIEW ~"2~g~t 

Downstream Upstream 

End 

-------------------- 204' -7 5/ 1 ~--------------- -----En__, ( 62365 ) ! 16 15 14 13 12 11 10 9 8 7 6 5 4 3 2

!·. .. .·!· .,. I

1 ti r ,f f Ii C .r r ?fop;;;;;;r 2 I I ,· I · ·t 

I 


I 


ELEVATION VIEW 

Note: (I) Impac t location is 51 3/16" (1 300) upstream of joint between barrier nos. 8 and 9 . 

Wisconsin DOT Low Deflection Portable 

Concrete Barrier 

....... ,,, 
 System Layout savtsc 

Midwfestt RFoa.d.stide..,,owc. """"'.....c.------=-=-.~, 10c.-r.""' .. 5 1 a e y oc1 1y UlOCl...•i•.on • i.c~i ..,,11... 
6 

Downstream Upstreom 

5 3 2

'> 

PLAN VIEW 

I 

I 12 / I 

J 11/16" [94) nominol gap 1.-(3 J J/ 8" [86] min - 4" L102] max 810)--l 

ELEVATION VIEW 

Noto: (1) Bridgo deck omitted. 

Wisconsin DOT Low Deflection Porta ble O.IL 

Concrete Barrier 2/'1f2Gl4 

DM.*"flY: 

Concrete Barrier Assembly Sllll/LSG Midwest Roadside Safety Facility t::ll'#C.=--:...., =::r------i::=.--:,-,;; ...,;-t:lllV""'""'"'"'"'"-1 LDPC8...Vl.Jl1 . "'(....) -/l<AL 

8 A 
2'-8 l/8

(816 ] 

2'-5" 

( 736 ) 

2'­ /16" 


(61s : 


I 

I 

I 

I 

--------'-- ---'---' _L 

I 

I 

I 

: : I : 

__, :b ,___: ..,.,_ : I I I I 

' ' ' , ,,, 

I

,, 

I I

,,, , : : ~ ~ I : d. II 

...-'T --,-.--- 1 I I 1 I I l I 

:: H f I 1 •

•' ... 1 1 t 1

I-' I I

.; ~ ~ t-t I I l·- 9 11/16- • [551) ' ...., --,•' ..... ' --•.,.-· -- : I ;·J :--:! I 1 I I

:,/,, 

t=: ~ IL 

1 a ,, , ' ,- ~, · I ' 

/j 

---;~r~ ~----· -------- -.L~'f -,--

I I I 

='~----r :-_-::::i 

I 

I 

o-- --~~ -- t J '\ 

: I '\ D ,· 

, : C\~ 

d r-, 

.J.._-:_-_-::::if!...i-_-_-_-rc· I I I I 

I 

I 

0 _-_-_-_ 

1/8" 

·- 131 {lYP} 

b8 

SECTION A-A 

Notes: (l} ASHA A449 or ASTM Al IJJ 67 threaded rod may be used In lieu of 

bolts (Perts b9 end b5). 

(2) 	 II threaded rod is used in lieu of c11p Of. J.-Brocl\j!t bolts, limit 

threod extension beyond nut to 1/4 - 1/2 (6- !Jj. 

SECTION 8-8 

SMCtT1 

Wiscon l .. 11 sin DOT Low 

Deflection Portable 

Concrete Barrier 

Assembly Section View Midwest Roadside Safety Facility l=cwa = Ul"CI... ,..._ ......_=::'7...J	 ,..-.,------.=,,,...-_--::-:-; .... -+:·:V....:-' ""

­
3 1Ys16" £94) nominal ro& J J a· [e J min - 4• 1 2) max 

I 	 \ 

\ 	 \ \ 

~ ~ DETAIL C (PLAN VIEW) 

Notes: (1) 	 Shown with nominal gap, but voriotions in gap idt~ 

will change overlap ol cop. 

(2) Cop shall be centered over joint. 

Slo!CO: 

W • o! ISi isconsin DOT Low Deflection 	Portable Oo\T[.;

Concrete Barrier 2/11/2( .. 

atAJN l "t'. 

Vounting Breckel Detail ~ 

DETAIL D (ELEVATION VIEW) Midwest Roadside '=~"-------==-=--'...,..,= Safety Facility """""""'" E ''11 Jl£V.,, .,...._..,_., L_..-(.....jl_,,... 
DETAIL E (PLAN VIEW) 

1/2" [13) nomina l gap 

Wisconsin DOT Low 

Deflection Portable 

Concrete Berrier 

Splice Connection Detail Midwest Roadside Sofety F ocili ty 1:-.=-:..,.,,,.,,,,,.._---------.:=-,,~A--+....,, ,,. =--i

L!l"C8...~1 "'(""'") """""• 
@ @ 

1'-1 1;2· @ 

(343 ) 

DETAIL F (ELEVATION VIEW) 

Wisconsin DOT Low 

Deflection Portable 

Concrete Sorrier 

h~ 

Splice Conneclion/L- Brocket soo;uo Midwest Roadside Detail Safety Fac i Ii ty t;;CMC.;;;:--;...... ;'ft;c.-----­=7..-.,,:;;,0:-t."' ;;;:";-;;; "'-i 

tDPCa...~' '"c-1 l'Wll.,• 
ISOMETRIC VIEW 

PLAN VIEW 

ELEVATION VIEW 

b3 

J15/1} r10oi6" \ (lYP) 

-IUl ' - 1 1/2" b8 

[343 ) 

(TYP) 

PROFILE VIEW 

Note: ( 1) Ports shell be golvonized ofter assembly ond weld1n9. 

Midwest Roadside Mounting Brocket Assembly 

Safety Facility ewo. ...we. · '·" ""' "' UM'C11.:n_•1 s .,4wm} ..,,,..,._ 
-1~/8~~[~3)~--< (TYP) 

(TYP) 3/16" (5) 

bB 

'-3-'-/_1_6 "_ :_(5.:J. ) -'---<' (TYP)

PROFILE VIEW 

SCALE 1:3 r-~~~ ~~~~.---~~~~~~~~~~~.;;rnW • Of II isconsin DOT Low 

Deflection Portable °"IL

Concrete Sorrier J/11/7:)14 

Midwest Roadside ~g~o~\~",,9s Bracket Weld 

Safety Facility """·- ·· Ul"a_Y2J1 
1/8" 

' 

R2 

L- 4·-3· M-~~ 1·- 0· 2·- 0· 1·-0· 4· 3· 

~~\ 

( 1295 ) 

1J2" 

(3051 (

LJl 610] [ 305 ) --- -11295} _J

PLAN VIEW 

,.15: 

(432 ) 

~~*--~tir-~-r-- ~~ ~ 

l'-10· 4" Lr,~·2 1'-o· (559] [ 102 ) [305 ) 

o 4" ELEVATION VIEW 102 ) Port al (TYP) il'ln: 

Notes: (1) Holes for barrier joint ore prefal;lrifotqd using 1/4" [32] schedule 40 W I Gf 1t isconsin DOT Low PVC with Inner diameter of 1.36 35J. Deflection Portable CAIL 

Concrete Barrier J/ll/'1JU instollolions. (2) The nominal hole size cf 1 3/8" (35] should be used for actual 

~.ft (3) O~e tp prototype fobricotion issues, hole location tolerances were 1/4 " ­ Portable Concrete Barrier 5"11/LSl

P C 

1 2" waL6s - 13J 

removed 

off in 

to 

vertical 

increase and hole longitudinal Cllometer 

direction, 

to 1.66 Ihu~. 42J ond 

for 

allo

testing, w Tor 
 Midwest Roadside i.,....::c:.e:..:ac:.: ils~- --~--,-1,~~--1 bolt instollotlon. This would represent a worse case scenario for bolt 
 Safely F ocility """· NAllL • •m 11tv "' 

hole tolerances. lb"a...vt...•1 ..( ..... ] OWi/ .... 
2 1/4" 


5· l 57l 


[ 1271 
 I" (25] Chamfer 

....... --... 
 J. 

., 

/,/

I I 

:, 

I

I"t 

-r--r.P 

,'"' ...,',,, 7 1/2" [ 152 ] \I (191 

" 

"

., 3• :',~----r~·~------~• :1~1----· 1\\ (761 I I I I I I \I 

--n-t r- -- ~-;-~r 1·-10· 

(559 ) -7-f-r------:-'" ~t· .•: H H ~~ ,, H H ,, I 1 I I I t It 

f I f ~ I I ' I 2·-0· I 1 - I I I\ 1·-s I I I I tt ,, 1 11 (813) (432 ) 1·-s· •h : di -....... -.. .,----.-., --,..
 ( 432 ] It I I t I It 


I I I I I I II 


I 1 I I I It 
 It I I It II 
 I 1 I t I I H 


~ tL IL II - ,.._,---rr·--,-, --~-

H --~ ',\ ~ ~- - - -1'1---',"'"'"-->,------L. 3• : I t I OJ [ 178 ) I I I I 1' (76 ] G----tJ.___..,""''.,.__,,___~ -- I r--r - s· ..1--­

3• v:-__ .:~.::::-::::.:i. __....c:.:::::.:r.Z'.!-_-_-_:r, 4 1/2" (1 52 ) I I I I [ 114 ] (76) I I --.___....'__'.__, _J_ 

L {1"j~ 1-~ 1'-10 1/2" 

(572 ) 

SECTION G-G 

Note: (1) 2" [51 ] clear cover used for ell reinforcement. 

----------- J 9716 " 

1-------'-[65 J 

7 L4. [ 197 ] 

I 

-----7-J16"

---t--lr 

(203 

I_.__._'--1--r6 5/8" 

[ 168 ) 

10 11/16" 

(27 1) 

SECTION H-H 

Wisconsin DOT Low 

Deflection Porto ble 

Concrete Sorrier 

­

­
PLAN VIEW 

2·- 9• 	 0 3/4"

3• ------[838 )------~ - ( 19 ) 

(76)1 

1·-4· 

[ 406 ' 

1'-5· 1'-4" [ 432 ) (406 ] o 9" 

a8 	 ( 229 ) 

(lYP) 

_1__~==========~==========::;;;2::..J.~_J_ 

2·-10 1/2" l ,______ (876 ) -------!

2· -1--- -1- 4 1I4• [5 1) [ 107 ) 

0 4 1/4"

I 1001 

2'- 4 1/4" 

(7 18) 


l.'inimum 
 Bending


Diameter 


,..]" [13] 1'- 4 3/8" 

( 416 ) 

16" 0 6 1/2" 0 2 1;2· [ 165 ] ( 189 ) [ 64 ) 

-'--~== ..L ==~ 4 1;2· ~ I 114 J 

1'-.3" 

(381)-­

PROFILE VIEW 	 PLAN VIEW 

Port o2 	 Port o5 

ELEVATION VIEW ~ttl 

Wi 11 of I) sconsin DOT Low 

Deflection Portable 

Concrete Barrier 

~IY; 

Midwest Roadside b~a,?~1e Concrete Barrier Rebar s.oa/($(;

· 1:10 ffl)I SY; Safety Facility """· """c. Ull'Cl..."4~7 · "'-(-]l!WI/.... 
PLAN VIEW 

2 1/2" 

[ 64 ) 

l 1/2" 

(38 ) 

,---t--1-'' --

L 1/2" 

I 13 ] 

PLAN VIEW 

2'- 4" 

(7 11) 

2 1/2" 

(64) ti 

¢1 1/4" rr::::o .l. L. (32 ] 1/2· ISOMETRIC VJEW 

( 13 ) 

ELEVATION VIEW 


PLATE 
 oS/B" 

[1 6 1 

geflection Portot~t ~ oncrete Barrier e

ELEVATION VIEW 

Port Mkdwest Roo.~side Connector Pin Octoils o9 -~"""'-

Wisconsin DOT L 

....., 

tJ. ,. 

O.!L 

'1/1 1/Ml14 

......,. rn 

ofety F oc1hty ~- -----.===-~ Slll/UG 
~ 10·-1 3/16" n=J .__[ 0 - - . . _-- -t-T-_---_- -----~----=--=--=-_--_3078-J -_---=- · -=· -__­­ _----l( =:) 

PLAN VIEW 

s· s· 

(127Jti r(1 27 ] 

:------------~------· - ·---·_________,] D l. 

3/16" I 

[5] +­ 12'- 9 3/16" 1----------------~ [3891} ----------------1 

ELEVATION VIEW PROFILE VIEW 

11'- 3 3/16"

(3434 ) ------------­

[ o a __ 

BOTIOM VIEW 

Wi ""°' 1l of 19 sconsin DOT Low Part bl Deflection Portable 

Concrete Barrier 

Splice Moln Tube Midwest Roadside Safety Facility 1;;""";;:-;:Mlll.~----- ,.--,-,.,..,,=--"'_~"'::::-1 Ull'al..117.J1 ...1-:'ll'd/Ml 

:::::=> J 
1'- 2" 

2 

2 1;2· 

(64 ) 

07/8" 

l~~ 

DETAIL I (PLAN VIEW) DETAIL J (PLAN VIEW) 

07/8" 8 1;2· 1 • 

1 :21s1­ (251 l~~ 2 1;2· 

(64] 

1;2· 

(64 J 

--+-----1J56i----l 

2 1;2·1J 1· 0 7/6" 

I64 J I2s J l~~~ 

DETAIL K (BDTIOM VIEW) S>oUl 

Wisconsin DOT Low "." 

Deflection Portable 

Concrete Sorrier 

CIRA'llilrCrf 

Midwest Roadside f:::=S...,. pl.,.,,i c,,.. e _s_10_1_o_e_ia_il­ --,,;;:.,.-;,...,..-;.Sll8/UC

Safety Facility ewe ......c. •• oifi-"'J UlPCll..v.t_~, ' "'("'"') ....,,.... 
ISOMETRIC VIEW 

PLAN VIEW 

3' - 6" I 

t----------11067 J----------l 

t

R1/8" 84.16' {3) .. 

(312) 8 1/4" 

{210 ) 


0 0 0 0 
 _J .-J_.1345 

[ 3 ] 

ELEVATION VIEW PROFILE VIEW 

Port b.3 Wisconsin DOT Low Deflection Portable 

Concrete Sorrier 

Midwest Roadside llounting Brocket (Bent) 

Safety Facility ...: Miit. 

Ull'C8. VUl7 
- - - - - - --- --- - - - -

84.16· , R1/8" (3] UP 

2" 

[ 51 J 

--EED ----EED ---9 -·

---------

··- L,,. {315 ) 

84. 16-, Rl/8" (3] UP 

R9/ 16" 

[f.,i,) \ I f- 1 • \l 1 (25 ] 

-- e ---EED ---9 --- e 

10 1/4" 10 1/4" 3 3/16"-[" [80 ] (260 ] [ 260 ] 

3'- 6" f.-- - - - - - - - - --11067]--­

Port b3 (Unbent) 

--- - - - - - --l 

51-W: 

Wisconsin 10 d 11 DOT Low 

Deflection Portob le MIE: 

Concrete Barrier 2/ll/201 • 

Midwest Roadside Safety Facility 

2' -9" 

[839 ) 

2· 

E (51 ) 

CAAWH Irr': 

Mounting Brocket (Unbent) soe/csa 

""cwo. ,,,..,.....L---- """'=·...,."7"" " -r.""' :;;-;-;·..,. ;;:;;_-i 

U>OC8..V2.JI • "l-l ""11/l<Al 
,. R7/16" 

l~~~ 

J_ 

1 3/8" 


[35 ) 


,­

- (25) 

' 

r-

"-

T ' 

\. I '7 E1-i3 

a· 

(203 j 

1·-0· 

[305 ] 

_.________ 

ELEVATION VIEW PROFlLE VIEW 

Port bB 

Wisconsin DOT Low 

Deflection Portable 

Concrete Barrier 

L-Brackct 

....., 

,, .. ,, 

R3/8" 

{10 ) 
,,,,. 

ISOMETRIC VIEW 

0 7/B" --------------------------------------------------------- ~ 2 5/16" 

l~~ (59 ] 

. ----- . ----- . - -- 0--~2 

1 3/4"1 6" 6 1/2" 6" (52] 

[ 44 J ·- -+---1152 1- -+-- ( 165 J --+--(152] ~ 

PLAN VIEW 

4 3/8" 1·- 10· 

{559] 1/4" r I 111 I

1 (6 ] l__ . ,­ --::4. 3 • Rl/4"

[ 108 ] (95 ] 161 L (lYP) I 

~========~=====c===== : ==== 1_J_ 

ELEVATION VIEW PROFILE VIEW

Port b2 

Wisconsin DOT Low 

Deflection Portable 

Concrete Sorrier '1./U/7014 

Splice Insert Midwest Roadside Safety Facility ...,;;::,,...., =r-L- - ----.::=-:-:-,.. ,-11-:: or.,,...=­.,,. lDl'Cll..Y2.Jl7 .. c~ ~ 
Item No. I OTY. Description Material Specifications Hordwo1e 

al 16 Portable Concrete Sorrier min f'c= 5000 psi (34.5 MPo] SWC09 

o2 192 1/2" (1 3] Dia.• 72• [1 829] Long form Bar ASTM A615 Grode 60 SWC09 

o3 I 32 1/2" (1 3] Dia.. 145 • [3708] Long Longitudinal Bar ASTM A615 Grode 60 SWC09 

o4 I 48 5/8" (1 6] I 

Dia., 146" [ 370B) Long Longitudinal Bar ASTM A6 15 Grode 60 SWC09 

o5 96 3/4. ( 19) Dia .. 36" [914] Long Anchor Loop Ber ASTM A6 15 Grode 60 SWC09 

06 I 32 3/4" [1 9) Die .. 101 • (2565) Long Connection Loop Bar ASTM A709 Grode 70 or A706 Grode 60 SWC09 

o7 32 3/4" (1 9] Die .• 91 " (2311] Long Connection Loop Bar ASTM A709 Grode 70 or A706 Grode 60 SWC09 

08 3 2 3/4" (1 9] Dia., 102" (2591) Long Connection Loop Ber ASTM A709 Grode 70 or A706 Grode 60 SWC09 

o9 15 1 1/4" (32] Dia., 2a· (711 ) Long Connector Pin ASTM A36 Galvanized l'MW02 

bl 22 5"x5"x3/16" [ 127x127x5], 12'- 9 3/16. (3891 ] Long Splice Main Tube ASTM A500 Grode B Galvani zed ofter Welding -

b2 20 4 1/2"x4 1/ 2"x 1/4• [11 4x 11 4x6], 22" [559] Long Splice Insert ASTM 572 Grode SO Galvanized -

b3 11 42"x33• [ 1067x838] 10 Gage Mounting Brocket Plate ASTM A 101 1 Grode 50 Galvanized ofter Welding -

b4 88 ,. [ 25] Dia. Wosher ASTM 1'844 Galvanized -

b5 I 44 ,. [25] Dio. UNC. 12 3/4" [ 324) Long Heavy Hex Bolt end Nut Bol t ASTM A32S/A449 T'(fco 1 Galvanized, A563 olvonizcd 

Nut ASTM -

b6 248 3/4" [1 9] Dia. Wosher ASTM 1'844 Galvanized -

b7 80 3/4" J.1 9] Dia. UNC. 6 1 / 2" [ 165] Long, 2" [51 ] Threaded Hex Bolt Bolt ASTll A325kf449,SAE Grode 5 Galvanized. Nut - I and ut ASTM 63D Grode S Galvanized 

b8 I 44 4·x3"x3/8" [102x76x10]. 12" (305) Long L- Brockct ASTM A529 Grode 50 Galvanized -

b9 44 3/4" (1 9) Dia. UNC, 13" (330) Long, 2· (51 ] Threaded Hex Bolt and Bolt ASTM A325kA449/SAE Grode 5 Galvanized, Nut 

Nut ASTM 630H Grode 5 Galvanized -

'"Ulo

+ ar Wisconsin DOT Low ,. o:t ,, 

Deflection 

Concrete Berrier 

Portable ~ 

J/11/7'0'4 

~ 

Midwest Roadside Bill of Materials savc.sa 

Safety Facility owe. ..... (. i'C"L ..... lllV,,,. LOPC8...Y2_., ~·1-11.. ....... 
- -

0" 

f 

-- 0 -"\\ ~" 0 ­

0 0 

0 I 

-

I 3 0 w ro ~ 

.......... r-­ 0 0 5 ,,., 0 .... 

0 0 - a:> z r-­ 0 .,., I ::i 

Cl. 

I 0 

'­

0 

u.. 

- - ~, - -

CD 

3 

w 

5 

·lD ~ z 

0 0 I r

ro f= • I") 

~ ~ w 

_J 

w 

RETROFIT, LOW-DEFLECTION, PORTABLE CONCRETE BARRIER 

SWC20a-b 

SHEET NO. DATE: 

1of 10 3/19/20 15 
~TEl'i D USE 

Retrofit, Low-Deflection. Ponnblc Concrete 13arricr is n non-proprietary system and is to be used in situations where limited system 

deflection is required. The Retrofit, Low-Dellcction, Ponab\c Concrete Barrier should be used in locations where a maximum dynamic 

deflection of -B.O" [1.092] or less is acceptable and where a working width of 55.1" (1.400] is pro,idcd. The Retrofit. LO\\· 

Deflection. Ponablc Concrete Unrricr '' ith L-Brackcts should be used in locmions where a maximum dynamic deflection of 40.7" 

[1,034] or less is acceptable and where a working width of 51.9" [ 1,31 8] is provided. TI1c system should be placed with a minimum 

distance of 24" (610] between the back face of the concrete barrier and the edge of the bridge deck or drop off. Retrofit. LowDcflection. Ponablc Concrete 13arricr may be used on a concrete or asphalt surface. The Retrofit. Low-Deflection. Portable Concn:tc 

Uarrier system is intended for u'c with the Portable F-shape Concrete Barrier Element (SWC09) and the Ponable Concrete Barrier 

Connector Pins with or without the rctnincr bolt (FMW02 or FMW03). The Portable F-shape Concrete Barrier Elements (SWC09) arc 

to be placed in a straight line or a large radius cun•c where the existing design tolerances can accommodate the small angles between 

adjacent Ponnblc F-shapc Concrete Bnrrier Elements (SWC09). 111c Retrofit, Low-Deflection. Ponablc Concrete Barrier has been 

crash tested under Test Lc\ cl 3 (TL-3) conditions of the t\lanunl for Assessing Safety Hardware (f\IASH) and deemed ncccptablc 

according to the t\IASI I safety perfonnance criteria. 

CO~I POl'iEl'iTS 

Unit Length 307 318'' [7807] 

DES IG 'ATOR 

FBX20n 

FBX20b 

or 	FRS20b 

FBX24b 

or FRS24b 

FM\\102 

or 	FM\\103 

FWC20a 

FWC24a 

SWC09 

cm1PONENT 

6 l/2" ( 165] Ilcx Uolt and Nut 

13" [330] !lex Bolt and Nut 

14 1/4" [362] 111readed Straight Anchor Stud and Nuts 

12 3/4" [324) Hex Bolt and Nut 

14" [356] Threaded Straight Anchor Stud and Nuts 

Connector Pin 

Connector Pin with Retaining Bolt 

Plain Round Washer 

Plain Round Washer 

Ponnblc Concrete Barrier with IJolt Holes 

I 0-Gaugc Mounting Bracket 

Main Tube 

Splice Tube Insert 

L-Brackct 

NUi\113ER 

16 

8 

8 

8 

8 

2 

2 

48 

16 

2 

2 

2 

2 

8 

SYST Ei\l 

a-b 

b 

b 

a-b 

a-b 

a-b 

a-b 

a-b 

a-b 

a-b 

a-b 

a-b 

a-b 

b 

ELIC ll31LITY 

FllWA eligibility will be pursued. 

REFEHENCES 

Uiclenberg. R. W .. Quinn. T.E., Faller, R.K .. Sicking, O.L.. and Reid, J.D .. De1•elop111e11t ofa Retrofit. l ow-Dejlectio11, Temporary 

Concrete Barrier Sy.1te111. Final Rcpon to Wisconsin Department ofTransponmion. Transponation Research Report No. TRP-03-295­

14. Project o. TPF-5( 193) Suppl. 11 15. Project Code RPFP-WISC-4. Midwest Roadside Safety Facility. Uni,crsity of NebraskaLincoln. t\ larch 31, 20 14. 

CO:'ITACT l'iFO AT ON 

t\lidwcst Roadside Safety Facility 

Nebrnska Trnnsponation Center 

Uni' ersity of Nebraska-Lincoln 

130 Whittier Research Center 

2200 Vine Street 

RETROFIT, LOW-DEFLECTION, PORTABLE CONCRETE BARRIER 

SWC20a-b 

SHEET NO. DATE: 

2of 10 J/19/201 5 
Main Tube 

FMW02 

or 

F\IW03 

H3X20o 

@ 

SWC09 

with bolt 

holes 

r'flC20o 

1 0 Gouge Mounting 13rocket 

Main ~ube rWC2Ao 

DETAIL A 

ELEVATION VIEW 

FRS20b or 

FBX?Ob tor b 

DETAIL 8 

ELEVATION VIEW 

r8X74b 

or 

rRS74b 

SWC09 

with bolt 

holes 

for b 

L Hrocket 

for b 

RETROFIT, LOW-DEFLECTION, PORTABLE CONCRETE BARRIER 

SWC20a-b 

SHEET '0 . DATE: 

3of10 311 91201 5 
10-Gouge Moun ting Bracket 

Main Tube 

32 / 8" FWc2Lo 

[8 16 ) 29 1/16 " 


(735 l 2L 1I 16" 


FBX2Lb 

or 

FRS24b 

2 1 1 /16" [ 61 2) 

--'-----'---------'-----L-l._--'------ -- --------- ------.1....--L-J _J' I

SECTION C- C 

FBX20a 

Main Tube Main l ube 

Splice Tube Splice Tube L- Brackel Insert Insert 


FWC20o
 FWC20o FBX20b 

or FRS20b 

l-WC20o 

2 

J 

" 

[559 ] 

SECTION D- D SECTION E- E 

for b 

Main -ube 

SWC20a-b 

SHEET NO. DATE: 

4 of 10 3/ 19/20 15 
ISOMETRIC VIEW 

/ Main Tube 

lB - r- I i ---, 8 8 J 

I B El [ _ _ _ l ~ _ e I 

PLAN VIEW 

55 19/J7" 47" 55 19/J2"

r [ l '· ' ' i - - - --i-·- --[1061 ]- - ----- [ ' '·''] I 

1 

l I 0 0 lo o o ol o 01 

-- ~ 

L-Brockct "---- 10-Gouge Mounting L Brocket for b Brocket for b ELEVATION VIEW 1J 1/2" 


[3'-J) 


(TYP) 


RETROFIT, LOW-DEFLECTION, PORTABLE CONCRETE BARRIER 

SWC20a-b 

SJIEET NO. DATE: 

5 of 10 3/ 19/20 15 
SPECIFICATI ONS 


The nin Tube shnll be manufactured using AST~! A500 Grade B steel. The Splice Tube Insert shall be manufactured 

using /\STM /\572 Grade 50 steel or equivalent. and the I 0-Gaugc Mounting Bracket shall be manufactured using 

ASTM A I 011 Grade 50 steel. 

The L-Brackct should be a pre-manufactured piece made from AST~I A529 Grade 50 steel and meeting the dimension 

spccilicntions herein. 

The Main Tube, Mounting Bracket. L-Brackct assembly, and the Splice Tube Insert should be zinc-coated according to 

AAS!ITO M111 (ASTM A 123) except when co1Tosion resistant steel is requested. 

Dimension tolerances not shown or implied are intended to be those consistent with the proper functioning of the part, 

including its appearance and accepted manufacturing practices. 

RETROFIT, LOW-DEFLECTION, PORTABLE CONCRETE BARRIER 


SWC20a-b 

SHEET NO. DATE: 

6of' 10 31 19/201 5 
l 0-Gouge Mounting Brocke' 

(TYP) 1/8" [3] 

Main Tube 

Main ~uoe 

3/16" [=>j 

8rOCKCt 

for b 

(TYP) b

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SWC09 BOLT HOLE PLACEMENT 


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RETROFIT, LOW-DEFLECTION, PORTABLE CONCRETE BARRIER 


SWC20a-b 

SHEET NO. DATE: 

7of 10 3/ 19/2015 
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RETROFIT, LOW-DEFLECTION, PORTABLE CONCRETE BARRIER 

SWC20a-b 

SHEET NO. DATE: 

8of10 3/ 19/20 15 

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10-GAUGE MOUNTING BRACKET PLATE 


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SWC20a-b .. 

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9 of 10 311912015 
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RETROFIT, LOW-DEFLECTION, PORTABLE CONCRETE BARRIER 

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SHEET NO. DATE:

10of10 3/ 19/2015