U.S. Depur trnenl 

of Transportation 

Federal Highway 

Administration 

Mr. Dallas James 

Armorflex International Ltd. 

8 Paul Matthews Road, 

North Harbour 0751 

New Zealand 

Dear Mr. James: 

March 30, 201 1 

1200 New Jersey Ave., SE 

Washington, D.C. 20590 

In Reply Refer To: 

HSST/B-217 

This letter is in response to your request for the Federal Highway Administration (FHW A) 

acceptance of a roadside safety system for use on the National Highway System (NHS). 

Name of system: 

Type of system: 

Test Level: 

Testing conducted by: 

Designator: 

Date of request: 

Request initially 

acknowledged: 

Armorflex ORION tm Steel Barrier for Standard and Low Deflection 

Applications 

Portable Longitudinal Steel Barrier 

NCHRP Report 350 Test Level3 (TL-3) 

Holmes Solutions Ltd and Safe Technologies Inc. 

Task Force 13 

SWM16 

November 24, 2010 

December 7, 2010 

You requested that we find this system acceptable for use on the NHS under the provisions of the 

National Cooperative Highway Research Program (NCHRP) Report 350 "Recommended 

Procedures for the Safety Performance Evaluation of Highway Features." 

Requirements 

Roadside safety devices should meet the guidelines contained in the NCHRP Report 350 or the 

American Association of State Highway and Transportation Officials' Manual for Assessing 

Safety Hardware (MASH). The FHW A memorandum "Identifying Acceptable Highway Safety 

Features" of July 25, 1997, provides further guidance on crash testing requirements of 

longitudinal barriers. 

Decision 

The following devices are found acceptable, with details provided below: 

• OrionTM TL-3 Standard Steel Barrier 

• Orion'" TL-3 Low Deflection Steel Barrier 

Archived - 

For 

Research 

and 

Historical 

Purposes 

Only
2 

Description 

The proprietary ORION tm Standard Steel Barrier (barrier) is a portable barrier for use on edge of 

road or a median application that is designed to redirect impacting vehicles on the traffic side of 

the system. This report addresses the following three (3) sets of system drawings and 

corresponding crash testing. 

The first test article consisted of five 12.32 meters ( 40.4 feet) sections and one 8.4 meter 

(27.5 feet) section of temporary steel barrier giving a nominal length of 70 meters (230 feet). 

The first and last sections were pinned into Asphalt Concrete test surface. Test 3-10 with the 

820C vehicle is described later. 

The barrier is made up of nominal 12 meters (40 feet) long units connected to each other with 

two steel pins (2 x 32 millimeters (1.25 inches) diameter by 720 millimeters (28 inches) long) 

and anchored at either end to form a longitudinal barrier. Each side of the barrier is comprised 

of three (3) thrie-beam and three (3) w-beam standard guardrail panels positively fixed 

together with standard guardrail splice bolts. The side panels are made of a thrie beam panel 

located immediately above a w beam panel. These panels are fixed to two (2) internal and 

two (2) end frames, each of which include feet in contact with the roadway pavement, and 

three (3) internal horizontal trays which attach directly to the thrie beam only. Each barrier 

section measures 11.93 meters ( 470 inches) long x 865 millimeters (34 inches) high with an 

effective width of 450 millimeters (18 inches). The total width including (protruding) frame 

feet is 600 millimeters (24 inches). 

Assembly of the barrier includes joining each individual section together using the 'twin-pin' 

connectors (2 x 32 millimeters (1-114 inches) diameter by 720 millimeters (28-l/2 inches) 

long steel pins). Standard anchoring of total barrier length requires anchoring barrier sections 

at either end using eight (8) hold-down pins at each end. The hold-down pins are 24 

millimeters (l-inch) in diameter. The steel pin length is 500 millimeters (20 inches) long, 

embedded 450 millimeters (18 inches) into asphaltic concrete (AC). 

Soil type & anchor pins: 200 millimeters (8 inches) thick AC with 8 x 24 millimeters 

(l-inch) diameter x 500 millimeters (20 inches) long pins at each end ofthe system with 

450 millimeters (18 inches) embedment. The driven pins have no bonding agent. 

Details of this system are provided as enclosure to this correspondence. 

The second test article consisted of four 12.32 meters (40.4 feet) sections giving a nominal 

length of 49.3 meters (161.7 feet). The first and last sections were pinned into Asphalt 

Concrete test surface. Test 3-11 with the 2000P vehicle is described later. 

Typical barrier sections consisted of a 12.32 meters ( 40.4 feet) long by 0.477 meter (19 inches) 

wide section of double sided self-supporting steel barrier. Each section has seven steel frames 

spaced at two meter intervals along the length of the section. Each frame measures 

880 millimeters (34.5 inches) high by 315 millimeters (12.4 inches) wide with a 

600 millimeters 23.6 inches) wide foot at the base. The frames located at the ends of each 

section incorporate three horizontal plates for joining to the next section via a vertical pin. 

Archived - 

For 

Research 

and 

Historical 

Purposes 

Only
Mild steel angle cross bracing was fixed horizontally and at a height of 510 millimeters 

(20 inches) and bolted between each frame. The barrier face consisted of three 4.0 meter 

lengths (13 feet) of standard AASHTO M-180 Class A W -beam guard rail topped with three 

4.0 meter (13 feet) lengths of standard AASHTO-M 180 Class A thrie-beam guard rail. The 

two rails sections combined total section height is 833 millimeters (32.75 inches). Guard rail 

sections were fixed to the frames with standard FBBOl 16 x 35 and FBB02 50 millimeters 

(2 inches) galvanized splice bolts. 

3 

This test was conducted specifying the following anchorage pattern. The first and last barrier 

sections were pinned to the asphalt concrete surface with eight pins. Each pin consisted of a 

M24 diameter x 450 millimeters (18 inches) length of galvanized threaded rod fitted with an 

M24 nut. Each pin passed through a 28 millimeters (l-inch) diameter hole in the barrier 

section footing and was adhered into the Asphalt Concrete surface to a depth of 

400 millimeters (17 .7 inches) using specialized structural concrete adhesive. 

Soil type & anchor pins: 200 millimeters (8 inches) thick AC with 8 x 24 millimeters (l-inch) 

diameter x 500 millimeters (20 inches) long pins at each end of the system with 

450 millimeters (18 inches) embedment. The driven pins also specify epoxy glue. 

Details of this system are provided as enclosure to this correspondence. 

The third test article consisted of the Low Deflection Steel Barrier for applications where a lower 

deflection is required. The Low Deflection Steel Barrier is anchored at the ends in the same 

manner as previously described for Standard Anchored applications, with an additional anchor 

pin every 3.81 meters (12.5 feet) on the traffic-side of the barrier face only. The installation 

length was 47 meters (154 feet). The critical impact point (CIP) was 23.5 meters (77 feet) from 

the downstream end (at join between barriers 2 and 3). This CIP area was anchored on Portland 

Cement Concrete (PC C). Barriers constructed from 3810 millimeters (12.5 feet) beams. The 

internal frames and horizontal bracing were modified. The total number of frames was decreased 

from 7 to 4 per barrier section and the horizontal bracing was changed from X-bracing to flat 

plates. 

Specifications for the 24 millimeters (1 inch) diameter anchor pins are as follows: 

1. 200 millimeters (8 inches) long pins, embedded 150 millimeters (6 inches) in 

200 millimeters (8 inches) thick unreinforced PCC pad. 

2. 500 millimeters (20 inches) long pins, embedded 450 millimeters (18 inches) in 

75 millimeters (3 inches) thick AC pad. 

In regards to crash testing of low deflection PCC anchorages (as per No. 1 listed above), 

FHW A assumes the worst case is that upon impact, the barrier will separate away from the 

concrete anchors. Since crash test result indicates this did not happen and the vehicle was 

redirected, this satisfies the requirements of NCHRP Report 350. 

Archived - 

For 

Research 

and 

Historical 

Purposes 

Only
In regards to non-testing of low deflection AC anchorages (as per number 2listed above), 

FHW A assumes these anchors might pull out of an asphalt pavement upon impact. This 

difference in deflection between AC and PCC anchorages should be addressed by the design 

of the anchors in asphalt to ensure they remain rigidly fixed as per the concrete anchors. 

Details of this system are provided as enclosure to this correspondence. 

Crash Testing 

The barrier was crash tested at the test facilities at Holmes Solutions Limited testing facility 

located at the Wigram Airfield, Christchurch New Zealand according to the following 

NCHRP Report 350 testing criteria for the evaluation of temporary longitudinal barriers used in 

work and construction zones and as described below. 

This report presents findings of the following four (4) tests required for compliance to 

NCHRP Report 350 TL-3 for this portable barrier. The specified crash testing for the first test 

article is as follows: 

4 

A. Test 3-10: 820C, Small Car: An 820 kg small car impacting on the test article with a 

length of 70.0 meters (229 feet 8 inches) at an angle of 20 degrees, at a nominal speed of 

100 kph (62 mph). The CIP was located 43 meters (141 feet l-inch) from the barrier 

downstream end of the test installation. The purpose of this test is to evaluate the overall 

performance of the length of need section, in general, and occupant risks, in particular. 

B. Test 3-11: 2000P, Pick-up Truck: A 2000 kg pick-up truck impacting the test article at an 

angle of 25 degrees and at a nominal speed of 100 kph (62 mph). The CIP was located 

43 meters (141 feet l-inch) from the barrier downstream end. This test is designed to 

evaluate the strength of the test article section and its ability to contain and redirect a 

2000P test vehicle. Two crash tests were conducted, one for each of the following 

anchorage patterns: 

1. Hold Down Pins: The first and last barrier sections were pinned to the Asphalt 

Concrete surface with eight mild steel pins per barrier section. Each pin consisted of 

a 25 millimeters (l-inch) diameter x 500 millimeters (20 inches) long pin with a steel 

retaining collar located 50 millimeters (2 inches) down from the top. Each pin passed 

through a hole in the barrier section footing and was driven through the Asphalt 

Concrete surface to a depth of 450 millimeters (17.7 inches). 

2. Hold Down Pins: Same as above with additional pins at every 3810 millimeters 

( 12.5 feet) using 1 pin on the impact side of the barrier. The install length was 47 meters 

(154 feet) and the CIP was 23.5 meters (77 feet) from the downstream end (at join 

between barrier 2 and 3). 

C. Test 3-21: 2000P, Pick-up Truck: A 2000 kg pick-up truck impacting the test article at an 

angle of 25 degrees and at a nominal speed of 100 kph (62 mph). This test is intended to 

evaluate the maximum strength of the section in containing and redirecting a 2000P vehicle. 

Archived - 

For 

Research 

and 

Historical 

Purposes 

Only
5 

The install length was 49.2 meters (161 feet) and the CIP was 12 meters (40 feet) from the 

downstream end, 6 meters (20 feet) upstream of the first end anchors. The dynamic 

deflection was 970 millimeters (38 inches). The barriers are constructed from 

4000 millimeters (13 feet) beams. 

Findings 

The analysis of the NCHRP Report 350 TL-3 testing showed there were no detached elements 

from the impacting vehicle or gate system that penetrated the occupant compartment of the 

impacting vehicle or presented hazards to others in the area. There was no significant 

deformation of the roof, windshield or occupant compartment. The occupant impact velocities 

and ridedown accelerations were within the recommended limits for the impacting vehicle. 

Therefore, the system described in the request above and detailed in the enclosed drawings is 

acceptable for use on the NHS under the range of conditions tested, when such use is acceptable 

to a highway agency. 

The crash test summary details of this system are provided as enclosure to this correspondence. 

Please note the following standard provisions that apply to FHW A letters of acceptance: 

• 

• 

• 

• 

• 

• 

• 

This acceptance is limited to the crashworthiness characteristics of the systems and does 

not cover their structural features, nor conformity with the Manual on Uniform Traffic 

Control Devices. 

Any changes th<\t may adversely influence the crashworthiness of the system will require 

a new acceptance letter. 

Should the FHW A discover that the qualification testing was flawed, that in-service 

performance reveals unacceptable safety problems, or that the system being marketed is 

significantly different from the version that was crash tested, we reserve the right to 

modify or revoke our 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 it will meet the crash worthiness requirements of the FHW A and the 

NCHRP Report 350. 

To prevent misunderstanding by others, this letter of acceptance is designated as number 

B-217 and 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 at our office upon request. 

The Armorflex ORION tm Steel Barrier system is a patented product and considered 

proprietary. If proprietary systems are specified by a highway agency for use on Federalaid projects, except exempt, non-NHS 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 

Archived - 

For 

Research 

and 

Historical 

Purposes 

Only
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 FHW A to 

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

holder. The acceptance letter is limited to the crashworthiness characteristics of the 

candidate system, and 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. 

Enclosures 

Sincerely yours, 

Michael S. Griffith 

Director, Office of Safety Technologies 

Office of Safety 

6 

Archived - 

For 

Research 

and 

Historical 

Purposes 

Only
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REPORT 1 02350.02•5 3-2l.OOC 

NCH R P 350 T EST 3 · 21 ON ARMORFLEX 

TEMPORARY STEEL BARRIER 

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DECEMBER 2009 

PAGE 11 

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NCHRP 350 T EiiiT 3·2 1 ON ARMORF"LEX 

T EMPORARY STE:EL BARRIER 

:»it 5'EEI Sa;ri: • _TEST 1\EPOR-_ ='1\:S 

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NCHRP 350 C OMPLIANCE T I!ST L CVCL 3 ON 

ARMCRF'LII!:X TE:MPORARY STEEL BARRIER 

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ISSUE 8 

.JULY 2009 

PAGE 13 

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'TEST ARTICLE •C IP 

Armorflex temporary steel median barrier 43.2 me tres downstream of end of barrier 

'IMPACT C O N DITIONS 

Test Level ............ NCHRP Report 350 Test 3-10 Impact Speed .. ... ....... 101.5 kph 

Length .. 

Heigh t .. . 

Width .. . 

Section Lengths 

Soil Type ........... . 

• TES T V EHICLE 

70 metres 

883mm 

4 77 mm (600 mm at feet) 

5 X 12.3, 1 X 8 .4 

Asphalt concrete surface 

GradeAC14 

200 mm thick 

Impact Angle . . . . . . . . . . . 20 degrees 

Exit Speed 

Exit Angle 

'TEST ART ICLE 0 E F"L ECTIONS (METRES) 

Test Article Damage moderate 

Dynan:Lic............ ....... 1450 mm 

Permanent. .......... 1450 mm 

Working Width.......... 1450 mm 

'VEHICLE D AMAGE - EXTERIOR 

VDS ...................... .. . 

CDC .................. . 

llFL1 

llFLEE1 

Designation.... 820C Max Deformation...... 110 rom 

Make/Model. ..... Toyota Starlet EP8l •VEH tcLE D AMAGE - I N TERioR 

Dimensions (lwh) 3630 x 1530 x 1380 OCDI....... ................ . LF 0101000 

Test Weight.. ... .. 901 kg Max. Deformation ..... 50 .0 mm 

•• Max. Roll and pitch values were recorded after the test vehicle had lost contact with the test article . 

R EPORT 1 0 2350.02· 5 TL3C.ooc 

NCHRP 350 COMPLIANCE TEST LEVEL. 3 ON 

ARMORF"LE:X TEMPORARY STEEL BARRIER 

"'.:::2/:•. . ... A ~ •J9l. \'@/ l1..,M..ry 

ISSUE C 

.J ULY 2009 

PAGE 22 

I J:: z ~ 

'POST I MPACT BEHA VIOUR 

Vehicle Stability ............... . 

Stopptng Distance ..... . 

Max. Roll angle . .... . 

Max. Pitch angle ..... ......... . 

Max. Yaw angle ............... . 

'OC CUPAN T R ISK VALUES 

Good 

32.5 metres 

14.52 at 3. 7076 sec•• 

9. 1 • at 3 .5235 sec•• 

-3 I .5 • a t 0.4050 sec 

IMPACT VELOCITY (MS - ON RIGHT SlOE OF INTERIOR) 

x-direction ..... ..... ............ . 

y-dlrection ............•.. ......... 

THIV 

-3. 1 ms at 0. 1203 sec 

4.8 ms at 0 .1203 sec 

6.5 ms a t 0.1275 sec 

RIOEOOWN DECELERATIONS ( G) 

x-direction ................ ........ . 

y-dlrection ......... ..... ......... . 

PHD 

ASI 

-2.6 gat 0.2340 - 0 .2440 sec 

-6.1 gat 0.2278 - 0.2378 sec 

6. 1 gat 0.2279- 0.2379 sec 

0.87 a t 0.0213 - 0 .07 13 sec 

MAX. 0.050 SECON D AVERA GE (G) 

x-dlrection.. .... ... ...... .... ....... -4.2 gat 0.0 I 88 - 0.0688 sec 

y-direction .... ............. ....... -7.1 gat0.0212 -0.712sec 

z-dlrection .......................... 0.9 gat 0.3778- 0.4278 sec 

Archived - 

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Purposes 

Ol
1=0.000 sec 1=.100 sec 1=.200 sec 

.,.... , 

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General Information 

Test Agency ............................ ..................... SAFE TECHNOLOGIES, INC. 

Test Designation ...... ...... ...... ............... ........... NCHRP Report 360 3-11 

Test No .......... ........ ............ .......................... STI Test# ORB01 

Date ......... .................. ................ ................. 7/30/2010 

Test Article 

Type ........................................... ...................... Longitudinal Barrier 

Name 

Dimensions 

Size and/or dimension and material 

of key elements 

Test Vehicle 

Orion Longitudinal Barrier 

Length: 11935 mm (469.88") 

Height: 865 mm (34.06") 

Width: 600 mm (23.62") 

Type ......... .. ................................... ......... Production Model 

Designation .............................. ..•... ........... 2000P 

Model ...................................................... 2001 Chevrolet 3/4 Ton Pickup 

Mass (kg) 

Curb . ............................................. ...... 2134 

Test Inertial ...... ...... .............. ....... .......... 2026 

Dummy(s) ............ ...... ... ........................ N/A 

Gross Static ................................... ....... 2026 

Impact Conditions 

Speed (kph) ............................................. 100 

Angle (deg) ........ ...................................... 25 

Impact Severity (kJ) 140.7 

1=.300 sec 1=.400 sec 1=.500 sec 

Typical Orion'M LB 

®t ~~~ n IB 

Exit Conditions 

Speed (kph) 

Angle (deg) 

Occupant Risk Values 

Impact velocity (m/s) 

x-direction 

y-direction 

Ridedown Acceleration (g's) 

x-direclion 

y-direclion 

Test Article Deflection fmml 

Dynamic 

Permanent 

Vehicle Damage 

Exterior 

VDS .... 

CDC 

Interior 

73 

7 

.... 6 

5 

...... . 5 

12 

950 

600 

.. .... FL-2 

11FLEN1 

OCDI .................................................. LFOOOOOOO 

Post-Impact Vehicular behavior fdeg -gyro @ c.gj 

Maximum Roll Angle .......... .......... .......... ...... 11 

Maximum Pitch angle .. ...... ........ .... ........... ... 20 

Maximum Yaw Angle .................................... 38 

Figure 1. Summary of Results, OrionTM Test# ORBOl 

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•TEST ARTICLE 

Annorflex temporary steel median barrier 

Test Level ..... ... ... . NCHRP Report 350 Test 3-1 I 

Length ... . 

•CIP 

43.0 metres downstr!'!3111 of end of barrier 

•IMPACT CONDIT IONS 

Impact Speed ... 

Impa ct. Angle .. 

Exit Speed 

•PeST IMPACT BEHAVIOU R 

Vehicle Stability .. .. 

Stopping Distance .... ....... . 

Max. Roll angle-...... ......... . 

Max. Pitch angle .. ... ........ . 

Max. Yaw angle ..... . 

•OcCUPANT RISK VAL.UES 

Good 

98 metres 

5.1• at 0.307 seconds 

5.4° at 0.48 seconds 

-34.8 ' at l. 783 seconds 

Height.. .............. . 

69.98 metres 

883 mm Exit Angle 

101.2 kph 

25 degrees 

5 1.4 kph 

5• I MPACT VELOCITY IMS - ON R I GHT SIDE O F I N TERIOR) 

Width ................. . 

Section Lengths 

Soil Type ........ . 

•TEST VEHICLE 

477 mm (600 mm at feet) 

5 X 12.3. l X 8.4 

Asphalt concrete surface 

GradeAC14 

200 mm thick 

•TEST ARTICLE DEFLECTIONS (METRES) 

Test Article Damage moderate 

Dynamic................... 1850 mm 

Permanent ...... ..... . 

Working Width ....... . 

1850mm 

1850 mm 

•VEHICLE D AMAGE - EXTERIOR 

VDS .. . 

CDC . ... ............... . 

ll-FL-1 

II-FLEE-I 

x-direclion ... ..... .... . 

y-dire"tion .. 

THIV 

RIOEDOWN DECELERATION S (G) 

x-direclion .. .. ..... . 

y-direction ... . 

PHD 

AS! 

Designation......... 2000P Max Deformation.:.... 80 mm MAx. o.o5o S Ec::oNo AvERAGE ( G) 

Make/Model......... Chevrolet Silverado 2500 •VE HICLE DAMAGE - INT ERIOR x-direction ... ............ ......... . 

Dimensions (lwh) 5550 x 1950 x 1830 OCDI.... ... . ...... ........ ASOOOOOOO y-direction ............ .. . 

Test Weight....... .. 2025.5 kg Max. Deformation . . . .. 0.0 mm z-direction .... .... ................. . 

•• Ridedown calculated as an average of impact and exit velocities. measured on lime s pen t tn contact wlth the test article. 

REPORT 1 0 2350.0 2 · 5 TL3C.coc 

NCHRP 3 50 COMPLIANCE T EST LEVEL 3 ON 

ARMORF"LEX T EMPORARY STEEL BARRIER 

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ISSUE C 

.JUL.Y 2009 

PAGE 30 

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SPECIFICATIONS 

OrionTM has been tested to the NCHRP Report 350 testing procedures for TL-3 conditions. 

OrionTM is intended to be a low cost, temporary steel barrier for use on edge of road or median 

applications which will keep an errant vehicle on the impact side of the system. 

The OrionTM steel barrier is made up of nominal 12m (40') long units which, when connected to 

each other with two pins (2 x 32mm 1 W') diameter by 720mm (28 Yz") long steel pins.) and 

anchored at either end form a longitudinal barrier. 

Each side of the barrier is comprised of3 Thrie beam (RTM08a) and 3 w-beam (RWM02a) panels 

fixed together with standard guardrail splice bolts (FBBO 1) and fixed to the frames, with the Thrie 

beam immediately above thew beams. Each barrier is 11 .93 m (470") long x 865mm (34") high and 

its effective width is 450mm ( 18") with the feet protruding to a width of 600mm (24") 

The OrionTM units are identical which means there are no special end units required making for easy 

installation. In addition the standard Thrie and W beam panels and fixings allow for easy and 

economical maintenance if required. 

Armorflex International Ltd. 

8 Paul Matthews road 

North Harbour 

Auckland 

New Zealand 

Phone: 0064 9 415 2991 

Fax: 0064 9 415 2993 

E-mail:,info@armorflex.co.nz 

2010 

SHEET NO. 

2of2 

CONTACT INFORMATION 

ORION 

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