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Home > Roadway Departure Safety > Policy/Guidance > Roadside Hardware Policy and Guidance > Longitudinal Barriers
Safety Acceptance Letter B-171
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U.S. Department of Transportation
Federal Highway Administration
1200 New Jersey Ave. S.E.
Washington, D.C. 20590
April 16, 2008
In Reply Refer To: HSSD/B-171
Tim Aschenbrenner, P.E.
Project Development Branch Manager
Colorado Department of Transportation
4201 East Arkansas Avenue
Denver, CO 80222-3400
Dear Mr. Aschenbrenner:
This letter is in response to your request for Federal Highway Administration (FHWA) acceptance of a roadside safety system for use on the National Highway System (NHS).
- Name of system: Colorado Portable Concrete Barrier
- Type of system: Modified F-Shape Concrete Median Barrier
- Test Level: Test Level 3 (TL-3)
- Testing conducted by: [N/A; Modification of Oregon CMB in B-86]
You requested that we find this system acceptable 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.”
Requirements
Roadside safety 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 requirements of longitudinal barriers.
Description
The Colorado portable concrete barrier is a modification of the Oregon barrier covered in FHWA acceptance letter B-86 dated August 17, 2001. Drawings of the Colorado barrier, the Oregon barrier, and a comparison of the two shapes are enclosed for reference. Here is a brief description of the Colorado barrier:
Each 12-foot, 6-inch long barrier segment is reinforced longitudinally with eight #5 bars. The barrier is 34 inches tall, 23 inches wide at the base, and 8 inches wide at the top. The distance from the ground to the slope break point is 11 inches which is 1 inch higher than the standard “F” shape and 2 inches lower than the New Jersey shape.
The pin and loop connection consists of two 3/4-inch A36 steel loops near the top of one segment end, above a single 3/4-inch steel loop near the bottom on the same end. The corresponding loops on the adjacent barrier segment consisted of a single loop near the top and double loops on the bottom. When placed together, the single loops fit between the double loops, forming two connection points, each consisting of three loops. A one-inch diameter, 29-inch long ASTM A449 steel pin, with no nut or retention device, is dropped through the loops to complete the connection.
Crash Testing
The Oregon barrier was tested by KARCO Engineering and had a deflection of 30 inches. The modified Colorado barrier is approximately 5 percent lighter, a factor which should have no significant effect on the crashworthiness of the barrier system.
Findings
We concur that the Colorado portable concrete barrier system is comparable to the Oregon barrier that was previously accepted and is acceptable for use on the NHS as a TL-3 barrier when allowed by the highway agency.
Please note the following standard provisions that apply to FHWA letters of acceptance:
- This acceptance is limited to the crashworthiness characteristics of the system and does not cover their structural features, nor conformity with the Manual on Uniform Traffic Control Devices.
- Any changes that may adversely influence the crashworthiness of the system 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 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 crashworthiness requirements of the FHWA and the NCHRP Report 350.
- To prevent misunderstanding by others, this letter of acceptance is designated as number B-171 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.
- This acceptance letter shall not be construed as authorization or consent by the FHWA 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 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.
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Sincerely yours,
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David A. Nicol, P.E.
Director, Office of Safety Design
Office of Safety |
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