MRCompliant Barriers End Treatments

Road Safety Barrier Systems, End Treatments and Other
Related Road Safety Devices

Assessed as accepted for use on state controlled roads in Queensland

Jul y 2014

Transport and Main Roads, J uly 2014
Copyright

http://creativecommons.org/licenses/by/3.0/au/
State of Queensland (Department of Transport and Main Roads) 2014
Feedback: Please send your feedback regarding this document to: mr.techdocs@tmr.qld.gov.au
Where relevant, the use of product images in this document has been permitted by the supplier.

Amendment Register
Issue /
Rev no.
Reference
section
Description of revision Authori sed by Date
1 Whole First Release Noel Dwyer 27 Aug 2013
2 Whole
Introductory Sections amended
Flexfence amended (TL-4)
Armourguard removed
Roadliner 2000S removed
Triton TL-0 removed
Barrierguard 800 Gate added
Armorzone and Triton modified
Supplier contacts amended
Other minor amendments
Owen Arndt 1 J ul 2014

Transport and Main Roads, J uly 2014 i

Contents
1 Introduction .................................................................................................................................... 1
1.1 Audience of the document .............................................................................................................. 1
1.2 Assessment process ....................................................................................................................... 1
1.3 Legacy products ............................................................................................................................. 1
1.4 Expiry dates .................................................................................................................................... 2
1.5 Proprietary products ....................................................................................................................... 2
1.6 Definitions ....................................................................................................................................... 2
2 Standards ....................................................................................................................................... 2
2.1 Governing manuals, specifications or guidelines ........................................................................... 2
2.2 Other reference documents ............................................................................................................ 2
2.3 Testing & impact parameters .......................................................................................................... 2
3 Other issues ................................................................................................................................... 3
3.1 Anti-gawk screens .......................................................................................................................... 3
3.2 Delineation ...................................................................................................................................... 3
3.3 Test Level TL-0 ............................................................................................................................... 3
4 Accepted road safety barriers & devices .................................................................................... 4
4.1 Permanent ...................................................................................................................................... 4
4.1.1 Longitudinal barriers ....................................................................................................... 4
4.1.2 End treatments ............................................................................................................... 6
4.2 Temporary ....................................................................................................................................... 8
4.2.1 Longitudinal barriers ....................................................................................................... 8
4.2.2 End treatments .............................................................................................................10
4.3 Other road safety devices ............................................................................................................. 11
4.3.1 Gates ............................................................................................................................11
4.3.2 Miscellaneous ...............................................................................................................12
Appendi x A Proprietors, suppliers & industry contacts ...............................................................13
Appendi x B Product information sheets .........................................................................................14

Transport and Main Roads, J uly 2014 ii
Road Safety Barrier Systems, End Treatments and Other Related Road Safety Devices
1 Introduction
This is a controlled document which presents a listing of the road safety barrier systems and devices
which the Department of Transport and Main Roads (TMR) has assessed and considers acceptable
(subject to appropriate design and installation) for use on the state controlled road network.
Users of this document should note that road safety barrier selection and design for both temporary
and permanent installations is a complex process frequently requiring risk assessment and the
application of engineering judgement.
The responsibility remains with the Designer/Principal to confirm the currency of this document.
1.1 Audience of the document
This is a public document.
1.2 Assessment process
The assessment of road safety barrier systems, end treatments and related road safety devices is
undertaken by the Austroads Safety Barrier Assessment Panel (ASBAP).
Suppliers (or proponents) seeking acceptance for use on state controlled roads in Queensland of a
road safety barrier system, product or device which is not included in this document are referred to the
ASBAP secretariat
1
for an Assessment Submission Package.
Where an assessment by ASBAP results in a recommendation for acceptance, the recommendation
together with any recommended conditions of acceptance will be published by Austroads. This
department will be cognisant of the recommendations of the ASBAP process.
Suppliers (or proponents) seeking to use a road safety barrier system, product or device on state
controlled roads in Queensland which is not included in this document but which has been assessed
by ASBAP should submit an application to this department. It should be noted that whilst this
department will be cognisant of the recommendations of the Austroads Panel, this department
reserves the option to reject, restrict or condition the use of any road safety barrier system, product or
device for use on state controlled roads in Queensland.
This department may rescind or modify at any time any product acceptance. This is particularly the
case should the status of the acceptance be modified by the Austroads Safety Barrier Assessment
Panel or should acceptance be modified in any way in other jurisdictions.
1.3 Legacy products
This document was first released in 2005 as a way of communicating to suppliers, contractors,
designers and other practitioners a listing of road safety barrier systems and devices that the
department considers acceptable for use on the state controlled road network.
The acceptance of road safety barrier system, product or device for use on state controlled roads in
Queensland predates the Austroads Safety Barrier Assessment Panel process. As such, this list may
include road safety barrier systems, products or devices which have not yet been assessed by
ASBAP.
1
For details, contact: Principal Engineer (Road Engineering Standards), Engineering & Technology Branch, Department of
Transport and Main Roads, GPO Box 1412, Brisbane QLD 4001
Transport and Main Roads, J uly 2014 1

It is the intention of this department that all road safety barrier systems, products or devices will
eventually have been assessed by the ASBAP process.
It is the intention that for an undefined interim period, road safety barrier systems, products or devices
that have not yet been assessed by ASBAP will be retained on this list. From time to time, suppliers of
systems products or devices that have not been assessed by ASBAP will be invited to make a
submission to ASBAP. Department will review the existing acceptance and determine whether to
retain, rescind or otherwise modify the acceptance.
1.4 Expiry dates
The department does not currently specify expiry dates for acceptances.
However, the department may at any time review, rescind or otherwise modify the acceptance of a
particular road safety barrier system, product or device.
1.5 Propri etary products
This listing nominates a Registered Supplier for each proprietary product. It is a requirement of this
department that proprietary products installed on state controlled roads in Queensland are sourced
from the nominated recognised supplier.
1.6 Definitions
Refer AS 3845:1999, and Road Planning and Design Manual - 2nd Edition Volume 3.
2 Standards
2.1 Governing manuals, specifications or guidelines
Australian Standard AS 3845:1999
Manual of Uniform Traffic Control Devices (TMR)
Road Planning and Design Manual - 2nd Edition Volume 3 (TMR)
Main Roads Technical Specification MRTS14 (TMR)
Main Roads Technical Specification MRTS02 (TMR)
National Cooperative Highway Research Program Report 350 (NCHRP350) (TRB, 1993)
Manual for Assessing Safety Hardware (MASH) (AASHTO, 2009)
European Standard EN1317 (various parts)
2.2 Other reference documents
Roadside Design Guide 4th Edition (AASHTO 2011)
Guide to Road Design Part 6: Roadside Design Safety and Barriers (Austroads 2009)
Traffic and Road Use Management Manual (TRUM)(TMR)
2.3 Testing & impact parameters
Unless noted otherwise, products listed are deemed to be capable of resisting the impact parameters
given in Table 2.3.19 of AS 3845:1999. These impact parameters are consistent with the testing
requirements of NCHRP Report 350.
Subject to the outcomes of product assessment, this department may accept for use on state
controlled roads products and systems which are demonstrated to meet other testing standards,
specifically MASH and/or EN1317. Where these test standards have been used to assess a product,
the test standards are noted.
3 Other issues
3.1 Anti-gawk screens
The department does not maintain a list of accepted anti-gawk (or anti-debris) screens. Guidance
pertaining to anti-gawk screens is provided in Section 7.5 of the Traffic Use and Road Use
Management Manual (TRUM).
The provisions for attachments to barriers is discussed in Australian/New Zealand Standard
AS/NZS 3845:1999 cl.2.3.13, which states (among other things):
Road furniture, such as delineators, headlight screens, signs, lighting posts and fences for
pedestrians, shall not be attached to any road safety barrier system unless it can be shown by
crash testing, clearly documented historical information or other professionally accepted methods
of engineering analysis that this is acceptable. This shall particularly apply to road safety barrier
systems that are designed to move on impact, e.g. non-rigid systems.
Anti-gawk screens are considered to be an attachment to a road safety barrier system and as such
are subject to the above provisions of the Standard. Wherever full scale crash testing is not provided
then an engineering assessment (as required by AS 3845:1999) is required. Such an assessment
would need as a minimum to address among other things the provisions of AS/NZS 3845:1999 and
TRUM s.7.5.
Thereafter, a second engineering assessment is required to determine whether any road safety barrier
and associated anti-gawk screen is appropriate for use at a site-specific project location.
3.2 Delineation
Nose delineation for road safety barrier terminals, including crash cushions should be provided in
accordance with the Manual of Uniform Traffic Control Devices.
3.3 Test Level TL-0
This department has determined to discontinue the acceptance of test level TL-0 road safety barrier
systems and devices for use as road safety barrier systems on state controlled roads in Queensland.
This determination is on the basis that:
There is little demand for the use of test level TL-0 categorised road safety barrier systems on
state controlled roads in Queensland.
Test level TL-0 does not exist in the DRAFT release of Australian Standard AS 3845 (DR
AS/NZS 3845.1, published for public comment 14 Dec 2012).
There are no test level TL-0 categorised road safety barrier systems and devices that have
been assessed as acceptable by the Austroads Safety Barrier Assessment Panel.
Devices or systems that have been tested satisfactorily to meet the requirements of test level TL-0
may be suitable for use as longitudinal channelizing devices.
4 Accepted road safety barriers & devices
4.1 Permanent
4.1.1 Longitudinal barri ers
Single Slope Concrete Barrier
Type: Rigid Barrier.
Test Level: TL-4 / TL-5 (subject to configuration)
Registered Supplier: Public Domain. Departmental Standard.
Drawing 1468 Rigid Concrete median barrier.
Notes: Compare with permanent configurations for PCB shown on
Standard Drawing 1473, which may be TL-3 or TL-4 depending on
configuration.

THRIE beam
Type: Semi-Rigid Steel Barrier
Test Level: TL-3
Registered Supplier: Public Domain. Various departmental Standard
Drawings.
Notes: Used primarily in transitions.

MODIFIED THRIE beam
Type: Semi-Rigid Steel Barrier.
Test Level: TL-4
Drawings.
Notes: Uses notched blockout.

W- beam
Type: Semi-Rigid Steel Barrier.
Test Level: TL-3
Drawings.

Ezy-Guard SMART
Type: Semi-Rigid Steel Barrier
Test Level: TL-3 (MASH)
Registered Supplier: Ingal

BRIFEN 4-rope
Type: Flexible Barrier. Wire Rope.
Test Level: TL-4
Registered Supplier: Hill & Smith
Notes: Requires BRIFEN End Anchor TL-3

Flexfence 4-rope
Test Level: TL-4 / TL-3 configuration also exists.
Notes: Requires Flexfence End Anchor TL-3.

SENTRYLINE II 4-rope
Test Level: TL-4
Registered Supplier: ACP
Notes: Requires Sentryline II End Anchor TL-3

Suspension Notices (Permanent Longitudinal Barriers):
SENTRYLINE (3-rope TL-3). Type: Flexible Barrier Wire Rope. Registered Supplier: ACP. All 3-
wire Wire Rope Safety Barrier systems were disapproved for use for new installations on State
Controlled Roads on 8 April 2013.
BRIFEN (4-rope TL-3). Type: Flexible Barrier Wire Rope. Registered Supplier: Hill & Smith. All
new BRIFEN 4-wire TL-3 wire rope barrier systems are suspended from this register of
accepted Road Safety Barrier System & End Treatments from 1 August 2012 while proposed
new configuration is assessed.
GIBRALTAR (TL-3 and TL-4 versions) and Gibraltar End Terminal TL-3. Type: Flexible Barrier
Wire Rope. Gibraltar wire rope barrier systems were suspended from this register of compliant
Road Safety Barrier System & End Treatments on 17 J une 2009.
4.1.2 End treatments
MELT
Type: Gating (Redirective from 3
rd
Post)
Test Level: TL-3
Registered Supplier: Public Domain, Departmental Standard
Drawingg 1474
Notes: Flared, Parabolic; Non Energy Absorbing; slip based post
system. Refer to TMR Technical Alert Notice #2/12 for vandalism
countermeasures.

Departure End Terminal (DET)
Type: Gating (Redirective to penultimate post)
Test Level: TL-3
Registered Supplier: Public Domain, Departmental Standard
Drawing 1474
Notes: Non Energy Absorbing. Must only be used when there is no
feasible chance of being impacted in the opposite direction. Typically
this only will occur on one-way roads or divided roads with a median
barrier. Refer to Austroads Guide to Road Design Part 6, Section J .1.3.

INGAL MELT
rd
Post)
Test Level: TL-3
Notes: Flared, Parabolic; Non Energy Absorbing; Steel Yielding
Terminal Post System and Ingal plastic blockout.

ACP MELT
rd
Post)
Test Level: TL-3
Notes: Flared, Parabolic; Non Energy Absorbing; X350 Post System
and ACP plastic blockout.

ET2000 Plus
rd
Post)
Test Level: TL-2 (7.6m - shorter l ength)
TL-3 (15.2m - longer l ength)
Notes: Tangential/Flared; Extruder Head. Refer to the departments
Technical Alert Notice #2/12 for vandalism countermeasures.

FLEAT-350
rd
Post)
Test Level: TL-3
Registered Supplier: Safe Direction
Notes: Flared; Extruder Head. (FLEAT =FLared Energy Absorbing
Terminal)

SKT-350
rd
Post)
Test Level: TL-3
Registered Supplier: Safe Direction
Notes: Tangential/Flared; Extruder Head. (SKT =Sequential Kinking
Terminal)

X-Tension 350
Type: Gating (Redirective 600mm downstream from 1
st
Post)
Test Level: TL-3
Notes: Tangential/Flared; Friction/Tension. Median (back to back)
variant may be used. Also identified as X350.

QUADGUARD
Type: Redirective Crash Cushion
Test Level: TL-3(+)
Registered Supplier: Boylan
Notes: (+) This device has been successfully crash tested at
116.5 km/h.

QUADGUARD ELITE
Test Level: TL-3(+)
113.7 km/h.

BRAKEMASTER 350A
Test Level: TL-2
TL-3

QUEST
Test Level: TL-3

TRACC
Test Level: TL-3(+)
Notes: (+) A FAST variant of this device has been successfully crash
tested at 112.2 km/h.

Rubber Crash Cushion
Test Level: TL-2
Registered Supplier: Saferoads

Universal TAU II
Test Level: TL-3(+)
109.4 km/h.

THRIE-beam Bullnose
Type: Non-redirective system
Test Level: TL-3
Registered Supplier: Public Domain. Departmental Standard
Drawing 1488
Notes: Hazard free zone required.

4.2 Temporary
4.2.1 Longitudinal barri ers
Precast Concrete Barrier (PCB)
Type: Temporary Concrete Barrier Single Slope
Test Level: TL-3
Registered Supplier: Public Domain. Departmental Standard
Drawings 1473 & 1458
Notes: Has a permanent configuration option, refer TMR SD1473.
Photo shows example of anti-gawk screen attached.

DB80 Precast Concrete Barrier
Type: Temporary Concrete Barrier F Shape
Test Level: TB32 (EN1317)
TB42 (EN1317)
Registered Supplier: RMS
Notes: This F shape temporary concrete barrier is only acceptable for
use on roads with speed limits of 80 km/h or less.

JJ-Hooks Precast Concrete Barrier
Test Level: TL-3
Registered Supplier: Australian Road Barriers
Notes: This F shape temporary concrete barrier is acceptable for use
only on roads with speed limits of 80 km/h or less.

T-LOK Precast Concrete Barrier
Test Level: TL-3
Notes: This F shape temporary concrete barrier is acceptable for use
only on roads with speed limits of 80 km/h or less.

BARRIERGUARD 800
Type: Temporary Steel Barrier
Test Level: TL-4 (End Anchored)
Notes: Minimum Deflection System available at TL-3.

IRONMAN
Test Level: TL-2 (Unanchored)
TL-3 (End Anchored)
Notes: Note that Light Duty and Heavy Duty variants of this product
exist. They are not to be mixed. Consult supplier for any differences in
performance characteristics.
ZONEGUARD
Test Level: TL-3 (MASH)
TL-4
Registered Supplier: Hill & Smith
Notes: TL-4 system with end and intermediate anchors only.

ARMORZONE
Type: Temporary Plastic Water Filled Device
Test Level: TL-1(* see below)
Notes: Water-filled temporary barrier for use in work zones where
posted speed 50 km/h. May subject to detailed site-specific risk
assessment be used to shield worksites where the posted speed does
not exceed 70 km/h.

TRITON (TL-1 variant)
Type: Temporary Plastic Water Filled Device (with internal steel frame)
Test Level: TL-1(* see below)
Notes: Internal steel frame. Water-filled temporary barrier for use in
work zones where posted speed 50 km/h. May subject to detailed
site-specific risk assessment be used to shield worksites where the
posted speed does not exceed 70 km/h.

Suspension Notices (Temporary Longitudinal Barri ers):
1. TRITON (TL-3). Type: Temporary Plastic Water Filled Device. Registered Supplier: Boylan.
The TL-3 variant of the Triton TL-3 on pedestals is suspended from 1 August 2012.
2. TL-0 products see Paragraph 3.3 of this document.
3. Armourguard temporary steel barrier is no longer available in Queensland.

4.2.2 End treatments
QUADGUARD CZ
Test Level: TL-3
Notes: Permanent system as above may be used in temporary
configuration seek advice from supplier of barrier system.

Universal TAU II
Test Level: TL-3(+)
109.4 km/h. Permanent system as above may be used in temporary
configuration seek advice from supplier of barrier system.

Absorb 350
Type: Non-Redirective, Gating Plastic Water Filled Crash Cushion
Test Level: Limited to 70 km/hr
Notes: May be used in higher speed environments subject to site-
specific risk assessment noting that product may only be used where
high speed side impacts are unlikely, penetration behind the barrier is
acceptable and use of a redirecting impact attenuator is not feasible for
reasons other than cost or convenience. Note that configuration
changes with impact speed rating.

TRITON Concrete End Terminal (CET)
Type: Non-Redirective, Gating Plastic Water Filled Crash Cushion
Test Level: Limited to 70 km/hr
Notes: May be used in higher speed environments subject to site-
specific risk assessment noting that product may only be used where
high speed side impacts are unlikely, penetration behind the barrier is
acceptable and use of a redirecting impact attenuator is not feasible for
reasons other than cost or convenience. Note that configuration
changes with impact speed rating, i.e., must be installed on pedestals
where speed >70 km/h.

4.3 Other road safety devices
4.3.1 Gates
ARMORGUARD Gate
Type: Gate
Test Level: TL-3

BARRIERGUARD 800 Steel Gate
Type: Gate
Test Level: TL-3

4.3.2 Miscellaneous
RAPTOR
Type: Pole Cushion
Test Level: N/A
Notes: Single Point Protector for use in lower speed environments.
THIS IS NOT A ROAD SAFETY BARRIER.

ET 2000plus Head Cover
Type: Extruder Head Cover
Test Level: N/A
Notes: Head cover for ET2000. THIS IS NOT A ROAD SAFETY
BARRIER. This component is not mandated for use, but may be used
where there is a risk of motorcycle impact.

ACP Plastic Blockout
Type: Blockout
Test Level: N/A
Notes: For use in selected terminals only.
Approval for use of plastic blocks on W-beam guardrail strong posts
was withdrawn in March 2008. Plastic blocks remain accepted for use
in respective proprietary MELTs and when used with breakaway or
weak posts. Where W-beam with plastic blocks is damaged the
downstream blocks are to be removed and replaced with a compliant
blockout.
No picture
Ingal Plastic Blockout
Type: Blockout
Test Level: N/A
Notes: For use in selected terminals only.
Approval for use of plastic blocks on W-beam guardrail strong posts
was withdrawn in March 2008. Plastic blocks remain accepted for use
in respective proprietary MELTs and when used with breakaway or
weak posts. Where W-beam with plastic blocks is damaged the
downstream blocks are to be removed and replaced with a compliant
blockout.
No picture
Appendix A Proprietors, suppliers & industry contacts
(Subject to change without notice)

Australian Construction Products (ACP) 339 Horsley Road, Milperra NSW 2214
Ph: 1800 724 172 Mob: +64 21 431858
www.acprod.com.au
Contact: Sue Walker
Email: sue.walker@csppacific.co.nz
Australian Road Barriers RMB H535, Old Creswick Rd, Ballarat Victoria 3352
Ph: 1800 003 826 Fax: (03) 5339 9273
www.roadbarriers.com.au
Contact: Ben Sexton
Email: ben@roadbarriers.com.au
Boylan Group 19 Tolmer Place, Springwood, QLD 4127
Ph: (02) 9425 3000 Mob: 0437 359 990
www.boylan.net.au
Contact: Craig Rush
Email: craigr@boylan.net.au
Hill & Smith 10/65 Business Street, Yatala, QLD. 4207
Ph: 3807 8050 Fax: 3807 9189
www.hillandsmith.com.au
Contact: Casey Lee
Email: sales@hsroads.com
Ingal Civil Products 77-81 Parramatta Road, Underwood, QLD. 4119
Ph: 3387 3000 Fax: 3387 3030
www.ingalcivil.com.au
Contact: Brett Wells
Email: bwells@ingalcivil.com.au
Road Management Solutions 1/60 Alexandra Place, Murrarie, QLD 4172
Ph: 3890 8000 Fax: 3890 8188
www.rmssolutions.com.au
Contact: David Young
Email: dyoung@rmssolutions.com.au
Saferoads 17 Quarry Rd, Stapylton, QLD 4207
Ph: 3441 4107 Fax: 3441 4102
www.saferoads.com.au
Contact: Irwin Stewart
Email: irwin.stewart@saferoads.com.au
Safe Direction 11C, 35-37 Railway Pde, Engadine, NSW. 2233
Ph: (02) 8521 6549
www.safedirection.com.au
Contact: Terry Colquhoun
Email: terryc@safedirection.com.au
Appendix B Product information sheets
(Information Only)
1. Single Slope Concrete Barrier
2. Thrie beam
3. MODIFIED Thrie beam
4. W-beam
5. Ezy-Guard SMART
6. BRIFEN 4-Wire TL-4
7. Flexfence 4-Wire TL-4 (and TL-3 configuration)
8. SENTRYLINE II 4-Wire
9. MELT
10. Departure End Terminal (DET)
11. "INGAL" MELT
12. "ACP" MELT
13. ET2000 & ET200 Plus
14. FLEAT-350
15. SKT-350
16. X-Tension 350 or X-350
17. QUADGUARD
18. QUADGUARD ELITE
19. BRAKEMASTER 350A
20. QUEST
21. TRACC
22. Rubber Crash Cushion
23. Universal TAU II
24. THRIE-beam Bullnose
25. Precast Concrete Barrier (PCB)
26. DB80 Precast Concrete Barrier
27. J -J Hooks
28. T-LOK
29. BarrierGuard 800
30. Ironman
31. Zoneguard
32. Armorzone
33. Triton
34. Absorb 350
35. Triton Concrete End Terminal (CET)
36. Armourguard Gate
37. BarrierGuard 800 Steel Gate
38. Raptor

SingleSlopeConcreteBarrier
TMRStandardDrawing1468
Category: Longitudinal
Permanent/Temporary: Permanent
Introduction:
The single slope barrier is a rigid extruded reinforced
concretebarrierwitha10.8profile.Heightsmayvary.
AASHTO Roadside Design Guide (2011) (section 6.4.1.8)

states"ConcretebarriershapesthatmeettheNCHRPReport
350criteriaaretheNewJerseyandFshapes,thesingleslope
barrier(twovariations in slope),andthevertical wall.These
shapes,whenadequatelydesignedandreinforcedmayallbe
considered TL4 designs at the standard height of 813mm
andTL5designsatheightsof1067mmandhigher".
An advantage of the single slope shape is that it can

accommodate adjacent overlays without compromising the
profile of the barrier. However, designers do need to be
cognisantthatoverlayswillreducetheeffectiveheightofthe
barrierandhencereduceitsoverallcontainmentcapacity.
Ownership:
PublicDomain
Supplier:
PublicDomain
Page1of2
TestLevel:
ExtrudedVariant
NCHRP350TL4(1100mmhighunanchored)
NCHRP350TL5(1100mmhighanchored)
Refer to TMR Standard Drawing 1468 (rev. E) for further

guidanceoncontainmentlevel.
PCB:Precastvariant
RefertoPrecastConcreteBarrier(PCB)datasheet
Permanent configurations for PCB shown on TMR
StandardDrawing1473
Status*: Accepted
StatusCommencementDate: NotSet
StatusExpiryDate*: NotSet
*TMRreservestherighttoaltertheStatusandStatusExpiry
Dateatanytime.AlwaysrefertolatestversionofTMR's
RoadSafetyBarrierSystemsandEndTreatmentsdocument.
Gating/NonGating: NotApplicable
Redirective/NonRedirective: Redirective
MainMaterial: Concrete
SubCategory: Rigid
Thisinformationsheetshallbe,whererelevant,readinconjunctionwiththemanufacturer'slatestmanual.
RoadSafetyBarrierSystemsandEndTreatments:ProductInformationSheet
DepartmentofTransportandMainRoads
11:39AM Wednesday,2July2014 Created:
RecommendedEndTreatments:
Quadguard;QuadguardElite;QuadguardCZ;TRACC;Rubber
CrashCushion(<=70km/hr);TauII
Design:
Standard configurations of single slope extruded barrier are
providedonTMRStandardDrawing1468.
Whilst TMR Standard Drawing 1468 nominates the single

slope barrier as a median barrier, it may be used at other
locations. In order to maintain the specified containment
capacity, adequate footing restraint must be provided to
resistoverturningandlateraldeflection.
TheminimumlengthsofbarriernominatedonTMRStandard
Drawing 1468 apply to lengths between gaps provided for
streetlightingand/orexpansionjoints.
Where there isa risk that the end ofaconcrete barrier can
beimpacted,theendmustbeshieldedbyoneof:
(i)anacceptedconnectiontoanotherbarriersystem,
(ii)asuitablemethodofoverlap,
(iii)anacceptedcrashworthycrashcushion.
Overlays (or lift or corrector) courses placed after initial

constructionof the barrier may reduce the relative/residual
height of barriers and/or their profile. Designers should
makeprovisionforsuchfuturetreatmentswhendesigninga
barrier.
When specifying the use of rigid barrier, sight distances,

especially around horizontal curves, at intersections and at
accessesaretobecheckedforadequacy.
Theminimumclearancetothesafetybarriershouldbe0.5m
to allow for vehicle overhang. Clearance may need to be
more than 0.5m; designers should check clearance to the
barrierisadequateforthedesign(orcheck)vehicleusingits
sweptpath.
Drainage should be checked and drains installed from the

highsideofsuperelevatedsectionstopreventponding.
Limitations:
RefertoTMRStandardDrawing1468.
Rigid barriers are designed and tested to operate with flat

terrain approaches. Kerbing and drainage facilities placed
within the approaches to the barrier may impart a vertical
force to the vehicle, the dynamic effect of which could
adverselyaffecttheinteractionbetweenthevehicleandthe
barrier.
Designers and project managers should be cognisant that

provision of lighting within barriers introduces some
additionalexposuretorisk:
(i) Streetlightingpolesarelikelytoexistwithintheworking
widthenvelope.
(ii) Steelcover plates shownon standard Drawing1469are
not expected to provide test level TL5 containment
capability.
Such design decisions should be documented in the design
documentation.
SingleSlopeConcreteBarrier
Page2of2
References:
StandardDrawing1468(rev.E)
GuidetoRoadDesignPart6(Austroads,2009)
RoadsideDesignGuide(AASHTO,2011)
Deflection:
Whilst this barrier type is rigid and should exhibit zero
deflection under impact, designers should be cognisant of
the possibility of vehicle roll and working width when
locatingobjectsmountedonorsituatedbehindthebarrier.
Thriebeam
VariousTMRStandardDrawings
Introduction:
Thriebeamisalongitudinalsteelbarriercomprisingpostand
rail.Therailsection is deeperthanwbeam andcomprisesa
triplewave section (as opposed to the doublewave of w
beam).
The system isstiffer thanwbeamandmightbeusedwhere

localisedstiffeningisrequired(forreduceddeflection).Thrie
beam is most commonly used in transitions between w
beamandconcretebarrier.
NOTEthatmodifiedthriebeamisadifferentsystem.
Ownership:
PublicDomain
Supplier:
PublicDomain
Page1of2
TestLevel:
BasedonAustralianStandardAS3845:1999,thesystemis
deemedtomeettherequirementsofNCHRP350testlevelTL
3.
Status*: Accepted
MainMaterial: Steel
SubCategory: SemiRigid
There is no suitable end treatment for Thriebeam. An
acceptable transition (including length) to wbeam or
concretebarriermustbeprovidedanduseanapprovedend
treatmentforeitherofthosesystems.
Design:
To reduce twisting of the rail, the rail to blockout bolts
should alternate between the top and the bottom
indentations.
Railtoblockoutboltwashersshouldnotbeinstalledforthis
system, as they are not necessary for strength over the
normaloperatingrangeofcrashes.However,theywillcause
the rail to ride down during severe impact, leading to the
possibility of vaulting by colliding vehicles. Omitting these
washers keeps railheights relativelyconstant duringsevere
crashes,thus ensuringthesystemoperates moreeffectively
thanifrailtoblockoutboltwasherswerepresent.
When using semirigidbarrier,designersmustcheckbarrier

require sight distances to be checked for adequacy,
especially sight distances around horizontal curves, at
intersectionsandataccesses.
Transitionpiecesareavailableforconnectiontowbeam.AS
3845andMainRoadsStandardDrawingsgivedetailsofsuch
transitions.
The standard post spacing for thriebeam blockedout

(strongpost)shouldbeat2masperAS3845.
Limitations:
Informationhasnotbeenentered.
Thriebeam
Page2of2
References:
AS/NZS3845:1999
NCHRP350
RPDMChapter8
AASHTORoadsideDesignGuide(4
th
Edition2011)
Deflection:
RefertoAS3845:1999
0.6m(2000kgvehicleat100km/hrand25degrees)
MODIFIEDThriebeam
Introduction:
Modified ThrieBeam is a steel rail barrier system with a
triplewaveprofile.
The modification refers to the blockout, which is wider

thanaconventionalblockoutandincludesatriangularnotch
in the web behind the front flange. This notch allows the
lowerportionofthethriebeamandtheflangeofthespacer
blocktobendsuchthatuponimpact,therailremainsnearly
vertical in the collision area and the posts are pushed
backwards.
Ownership:
PublicDomain
Supplier:
PublicDomain
Page1of2
TestLevel:
Based on Australian Standard AS3845: 1999, the system is
deemed to meet the requirements ofNCHRP350test level
TL4.
Status*: Accepted
MainMaterial: Steel
There is no suitable end treatment for Thriebeam. An
acceptable transition (including length) to wbeam or
concrete barrier must be provided together with an
approvedendtreatmentforeitherofthosesystems.
Design:
Themodifiedthriebeamisanimprovedversionofthethrie
beamguardrail,withcapacitytocontainlargervehiclesthan
boththriebeamandWbeamguardrail.
A spacer block, with a triangular notch cut from its web,

allowsthelowerportionofthethriebeamandtheflangeof
the spacer block to bend when hit and results in small
vehicles being redirected less severely in collisions. This
characteristicisidealforguardrailsituationsonhighvolume
roads carrying a mix of heavy vehicle through traffic and
local passenger vehicle traffic (e.g., highways approaching
regionalcentres).
Upon impact,the railremains nearly vertical in the collision

areaandthepostsarepushedbackwards.
The triangular notch cut from the web of the
blockout allows the lower portion of the thrie beam
to and the flange of the steel blockout to bend
inward during a crash, keeping the rail face nearly
vertical in the impact zone as the posts are pushed
backwards. This raises the height of the rail and
further minimizes the likelihood of a vehicle rolling
overthebarrier.
AASHTORDG,2011
Railtoblockoutboltwashersshouldnotbeused.
AS3845 provides more information on these semirigid

systems.
Limitations:
Refer to RPDM and TMR Standard Drawings including but
not limited to SD1475, SD1477, SD1481, SD1482, SD1483,
SD1484,SD1486.
MODIFIEDThriebeam
Page2of2
References:
AS/NZS3845:1999
NCHRP350
RPDMChapter8
Deflection:
Australian Standard AS3845:1999 nominates a dynamic
deflection of 1.0m under the following test conditions:
8,000kg vehicle at 100km/h and 25 impact (with posts
spaced at 2m intervals). It is noted thatthe test conditions
describedinthestandardarenotTestLevelTL4conditions:
thismaybeanerrorintheStandard.
Wbeam
Introduction:
WBeamisasteelrailbarriersystemwithadoublewave
profile.Thewbeamrailissupportedbyablockoutattached
tosteelposts.Whenimpacted,theblockoutassiststokeep
thepointofimpactoutsidetheplaneoftheposts,thereby
reducingtheriskofvehiclesnagging.Thelikelihoodofvehicle
vaultingoverthebarrierisalsoreducedbecauseoftherail
heightbeingmaintainedduringtheinitialstagesofpost
deflectionduringimpact.
TheWBeamsystemusedbyTransportandMainRoads(TMR)
isbasedonthe"G4"designinAustralianStandard
AS3845:1999RoadSafetyBarriersystems.Thisisbasedonthe
AASHTO"G4"systemusedintheUnitedStates:however,the
AustraliandesignusesaCSectionasthepostandthe
blockout.
Ownership:
PublicDomain
Supplier:
PublicDomain
Page1of2
TestLevel:
BasedonAustralianStandardAS3845:1999,thesystemis
deemedtomeettherequirementsofNCHRP350testlevelTL
3.
Status*: Accepted
MainMaterial: Steel
Therearemanyrecommendedendtreatmentsthatcanbe
appliedtowbeam,suchaspublicdomainsystems(MELT and
DET(notelimitations))andnumerousproprietarysystems.
Design:
When installed correctly, the middle of the rail will be at a
height of 570mm with the top of rail at 726mm. Adjacent
overlaysmust not result in a height to thetopofthe railof
lessthan705mm(~27asrecommendedbyFHWA).
Posts need to be buried to sufficient depth in order to

achievetherequiredstiffnesstoredirectvehiclesinacrash.
Sometimes this depth cannot be achieved because other
underground features (eg. gully pits, PUP) conflict with
where the posts should be installed. In these situations, a
plateandpostassemblymaybefixedtotheconcreteupper
portion of the pit orother feature. Plateand postassembly
detailsareshownonMainRoadsStandardDrawingNumber
1478. Where this solution cannot be achieved, it is possible
to delete a single post and install a nested double rail (i.e.
twowbeamrails)overthissection.Specialistadviceshould
be sought for any direct connections or interactions with
otherstructures.
The use of multiple blockouts is not appropriate, as this

affects the height of the rail due to rotation about the post
duringacrash.
Posts should not be driven through any bound pavement

layer such as a cement treated pavement layer or deep lift
asphalt (or installed with a concrete surround) as this will
impede the performance of the system as well as creating
difficulties for maintenance and repair. Refer to TMR
standardspecificationMRTS14.
When shielding an embankment, a minimum distance of

0.5m should be provided between the back of the barrier
postsandtheembankmentedge.
The system must be anchored at its ends in order that the

system can generate tension when impacted. TMR also
requires that where there is a risk of impact the end
terminals should be crashworthy as appropriate to the
directionfromwhichanimpactmightoccur.
Railtoblockoutboltwashersshouldnotbeinstalledforthis
system, as they are not necessary for strength over the
normaloperatingrangeofcrashes.However,theymaycause
the rail to ride down during severe impact, leading to the
possibility of vaulting by colliding vehicles. Omitting these
washers keeps rail heights relatively constant during severe
crashes,thusensuringthesystemoperatesmoreeffectively
thanifrailtoblockoutboltwasherswerepresent.
Limitations:
Theareabetweenthetrafficlaneandtheroadsafetybarrier
system hasacrossfallgreaterthan 1 on10.Wherekerbing
is unavoidable, WBeam guardrail barrier should not be
locatedcloserthan0.2m(0.3mmaximum)totheedgeofthe
kerb except where the speed limit is 70km/h or lower in
which case the barrierfacemaybealignedwiththe faceof
thekerb.0.2misthedesirableoffset distanceforplacement
of a semirigid barrier behind a kerb, taking into
considerationtheoverhangdimensionofavehicle.
Successive overlays(orliftor correctorcourses)mayreduce

the relativeheight of barriers. Abraham blockouts (referto
Main Roads Standard Drawing Number 1478) with slotted
boltholesandanoffsetweballowrailstoberepositionedat
thecorrectheightsafteroverlayswithoutreinstallingposts.
Wbeam
Page2of2
References:
AustralianStandardAS3845:1999
FHWAWBeamGuardrailFactsheet(Sep2010)
RoadPlanning&DesignManualChapter8(TMR,June2005)
GuidetoRoadDesignPart6(Austroads,2009)
Deflection:
Australian Standard AS3845:1999 nominates a dynamic
deflection of 1.0m under NCHRP350 Test 311 test
conditions(i.e.,2,000kgvehicleat100km/hand 25impact)
forasystemwithpostsspacedat2mintervals.
The standard wbeam post spacing is 2m. Where excessive

deflection would be undesirable, the distances between
postsmaybedecreasedorthriebeammaybeused instead.
TMR gives no definitive quantitative guidance ontheuseof
decreasedpostspacinginordertolimitdeflection.
EzyGuardSMART
Introduction:
EzyGuard SMARTis a proprietary WBeam steel rail barrier
systemutilizing51x91x1600Zsectionpostsdrivenintothe
ground to a depth of 880mm. A slider eliminates the need
forblockingpiecesandstiffenerbackingplates.Installationis
restricted to soils equivalent to an AASHTO weak soil or
stronger.
Ownership:
IngalCivilProducts
5765AirdsRoad,Minto,NSW2566
Ph:0298273333
Fax:0298273300
Supplier:
IngalCivilProducts
7781ParramattaRoad,Underwood,QLD.4119
Ph:33873000Fax:33873030
Page1of2
TestLevel:
Itis notedthat EzyGuardSMART hasbeen testedto MASH
TestLevelTL3.
Status*: Accepted
MainMaterial: Steel
MELT;DET(notelimitations);ET2000Plus.
Design:
Product limitations, tolerances for installation, material
specifications,etc.needtobefurnishedbythesupplier.The
principles forroadsidesafety barrierdesign(lengthofneed,
hazard free deflection zones, etc.) remain governed by
RPDMch.8.
EzyGuard SMART is not a replacement for other products,

but a new product. Designers needto be satisfied that the
productmeetsthesitespecificdesignrequirements.
Limitations:
EzyGuardSMART
Page2of2
References:
AS/NZS3845:1999
MASH
HolmesTestReportref.102350.97.05.2.5.1(Feb2011)
HolmesTestReportref.102350.97.05.2.5.2(Mar2010)
EzyGuardSMARTProductManual(Ingal,ver.01/11)
Deflection:
Measured(CrashTest)Deflections:
Nominal
Mass
(kg)
Nominal
Angle
(deg)
Nominal
Speed
(km/h)
Recorded
Deflection
(m)
2,270 25 100 1.65
1,100 25 100 0.99
BRIFEN4ropeTL4
Introduction:
Brifenwirerope(4wireTL4)isaproprietaryflexiblebarrier
system comprising four 19mm wire rope cables supported
on a post. Wire rope cable heights are 480mm, 630mm,
780mmand 930mm, the lowest three of which are woven
fromsidetosidearoundalternate posts.Postsare1430mm
longandare supportedinaconcretefooting,andareZor
Sshapedtosuitthedirectionoftraffic.Trafficshouldpass
totheright side of a Zpost and totheleftsideofanS
post.Nominalpostspacingis3.2m.
Ownership:
Hill&Smith
10/65BusinessStreet,Yatala,QLD.4207
Ph:38078050Fax:38079189
Supplier:
Hill&Smith
Ph:38078050Fax:38079189
Page1of2
TestLevel:
NCHRP350TL4
Status*: Accepted
MainMaterial: WireRope
SubCategory: Flexible
BRIFENEndAnchorTL3
Design:
PointofRedirection:Thesystemisdeemedtoberedirective
9.6mfromtheanchorpoint.
Length:ThetestedTL4systemwas275mlong(157mofTL4
post configuration transitioning to TL3 posts with a TL3
terminalconfiguration.
Rope Tension: Nominal Tension is 22.25kN. Note that

testedTL4ropetensionwas28kN.
Terminal:
TheTL3terminalconfigurationisacceptedbyTMR.TheTL4
terminalconfigurationhasnotbeenassessedbyTMR.
Practitionersshouldbeawareofthecorrectconfigurationof
the end terminal which comprises among other things, an
anchor block, an angled post (post 1) and a finger plate.
Uponareverseimpact,thecablesaredesignedtouncouple.
Asafetycheckropeconnectedtotheanchorisintendedto
restrainthemovementofthereleasedropeifimpacted.
Anchorsshallbedesignedtosuitsitespecificconditions.
AdviceforDesigners:
As wire rope safety barriers may lose capability after an
impact, it is recommended that the length of wire rope
barrier installations do not exceed 1000m between end or
intermediateanchors.
Designers should also consider the effect of site specific

temperature fluctuation on wire rope tension (and hence
deflection).
Subjecttositespecificriskassessment,designersmayinstall
configurationsthatdifferfromthetestedconfigurations.
Designers should consult with the supplier, particularly for

configurationsotherthantested,todetermine/verifythe:
(1) system length and post spacing and their effect on
systemdeflection(andriskofvehicularpenetration),and
(2)minimumallowablelength,and
(3)maximumallowablelengthbetweenendorintermediate
anchors.
(4) product limitations, tolerances for installation, material
specifications,etc.
Notethatthesuppliermayprovidedeflectioninformationto
supportwiderpostspacing.Designersareurgedtobe
cautiouswhenconsideringpostspacingwhichdiffersfrom
thenominalpostspacing.

Limitations:
The TL4 configuration was tested with posts installed in
galvanised steel post sockets in concrete footings. Driven
postsarenotaccepted.
BRIFEN4ropeTL4
Page2of2
References:
AS/NZS3845:1999
NCHRP350
MIRAtestreportref.MIRA051009968
MIRAtestreportref.MIRA041007578(Feb2005)
MIRAtestreportref.MIRA041009967(Aug2005)
MIRAtestreportref.MIRA041008159(Feb2005)
Deflection:
Nominal
Mass
(kg)
Nominal
Angle
(deg)
Nominal
Speed
(km/h)
Recorded
Deflection
(m)
Note
820 20 100 1.35 1
2,000 25 100 2.5 2
8,000 15 80 2.21 3
Note(refertablebelowfortestconfiguration):
Note
TestLength
(m)
Post
Spacing
(m)
Test
Tension
(kN)
1=NCHRP350410 275 3.2 28
2=NCHRP350411 60 6.4
3=NCHRP350412 275 3.2 28
Flexfence4rope
TL4(&TL3)variants
Introduction:
Flexfence is a proprietary flexible barrier system comprising
four 19 mm wire rope cables supported on a slotted post.
Wireropecableheightsare480mm,560mm,640mmand
720 mm. Posts are 1230 mm long sigmashaped () posts
andaresetinto600mmdeepx300mmdiameterconcrete
footings. Each post also comprises a stiffening plate at
groundlevel,andaropehook.
Nominalpostspacingis2.5m.
Nominalropetensionin25kN.
NotethataTL3configurationalsoexists,whichdiffersfrom
the TL4 system by omission of the ground level stiffening
plateandropehook.TheTL3systemisnominallytensioned
to15kN.
Ownership:
IngalCivilProducts
Ph:0298273333
Fax:0298273300
Supplier:
IngalCivilProducts
Ph:33873000Fax:33873030
Page1of2
TestLevel:
NCHRP350TL4
DesignersshouldnotethataTL3variantdoesexistandmay
be specified for use on statecontrolled roads. The data
provided in this design sheet pertains to the TL4 tested
system.
Status*: Accepted
StatusCommencementDate: Apr2014
FlexfenceEndAnchorTL3
Design:
Length: The length of effective barrier in the tested article

(testlevelTL4)was121m.
Rope Tension: Tested rope tension (test level TL4) was

25kN.
Terminal:
Designers should be aware that more than one end
treatment configuration exists. The accepted (NCHRP350
tested) end treatment configuration comprises a tapering
height from ground level to full height over 11 posts. This
terminal shall be used on State Controlled Roads in
Queensland.
The terminal is sometimes described as a nonrelease

terminal.Uponareverseimpact,thecablesmayuncouple.A
safety check rope connected to the anchor is intended to
restrainthemovementofthereleasedropeifimpacted.
AdviceforDesigners:

deflection).

system deflection (and risk of vehicular
penetration),and
(2) minimumallowablelength,and
(3) maximum allowable length between end or
(4) product limitations, tolerances for installation,
materialspecifications,etc.
Limitations:
Flexfence4rope
Page2of2
References:
AS/NZS3845:1999
NCHRPReport350
FlexfenceProductManualRelease02/14
HolmesTestReport102350.1212
Deflection:
TL4configuration
Nominal
Mass
(kg)
Nominal
Angle
(deg)
Nominal
Speed
(km/h)
Recorded
Deflection
(m)
Note
820 20 100 1.28 1
2,000 25 100 1.41 2
8,000 15 80 1.21 3
Note TestLength
(m)
Post
Spacing
(m)
Test
Tension
(kN)
1=NCHRP350410 121 2.5 25
2=NCHRP350411 121 2.5 25
3 =NCHRP350412 85 2.5 25
TL3configuration
Contactsupplierfortestdeflectionsderivedfromcrashtesting
oftestlevelTL3configuration.Refertothefollowing:
FlexfenceProductManualRelease004
VTITestReportref.56379
SENTRYLINEII4ropeTL4
Introduction:
SentrylineII(4wireTL4)isaproprietaryflexiblebarrier
systemcomprisingfour19mmwireropecablessupportedin
notchesinflatsidedhollow,ovalsectionpostswithtworopes
placedinacentralslot.Cableheightsare530mm,650mm,
770mmand790mm.Nominalcabletensionis25kN.
Notethatdespitewhatisdepicted,postsshouldbewhite
unlessspecifiedotherwise.
Ownership:
AustralianConstructionProducts(ACP)
339HorsleyRoad,Milperra,NSW2214
Ph.1800724172
www.acprod.com.au
Supplier:
Ph.1800724172
www.acprod.com.au
Page1of2
TestLevel:
NCHRP350TL4
Status*: Accepted
SENTRYLINEIIEndAnchorTL3

Design:
Length:ThetestedTL4systemwas130mlong.
RopeTension:TestedTL4ropetensionwas25kN.
Terminal:
Practitionersshouldbeawarethattheterminaloperatesby
releasingcables.
AdviceforDesigners:

deflection).
Subjecttositespecificriskassessment,designersmayinstall
configurationsthatdifferfromthetestedconfigurations.

systemdeflection(andriskofvehicularpenetration),and
(2)minimumallowablelength,and
(3)maximumallowablelengthbetweenendorintermediate
anchors.
(4) product limitations, tolerances for installation, material
specifications,etc.

Limitations:
Practitionersshouldbeawarethattherearetwomethodsof
connectingsectionsofwirerope.Theacceptedmethodisa
fullyswagedcoupling.Thespringloadedcouplingisnot
acceptedfornewinstallations.RefertoTMRTechnicalAdvice
NoteTAN02.
SENTRYLINEII4ropeTL4
Page2of2
References:
AS/NZS3845:1999
NCHRP350
SentrylineIIProductandInstallationManual(ACP,Dec2011)
SentrylineIITerminalManual(ACP,Dec2011)
TMRTechnicalAdviceNoteTAN002
HolmesTestReport102350.026412,Aug2009
Deflection:
Nominal
Mass
(kg)
Nominal
Angle
(deg)
Nominal
Speed
(km/h)
Recorded
Deflection
(m)
Note
820 20 100 1.3 1
2000 25 100 1.54 2
8,050 15 82.5 1.65 3
Note TestLength
(m)
Post
Spacing
(m)
Test
Tension
(kN)
1=NCHRP350410 120 3.0
2=NCHRP350411 130 3.0 25
3=NCHRP350412 130 3.0 25
MELT
TMRStd.Dwg.1474
Category: EndTreatment
Introduction:
The Modified Eccentric Loader Terminal (MELT) is a gating
endterminalwithaWBeamprofilewhichis installedwitha
parabolic flare on six slipbase posts. Redirection begins at
the3rdpostfromtheapproachend.
Ownership:
PublicDomain
Supplier:
Various
Page1of2
TestLevel:
DeemedtomeetNCHRPReport350TL3.
Status*: Accepted
Gating/NonGating: Gating
Redirective/NonRedirective: NonRedirective
MainMaterial: Steel
SubCategory: Terminal
NotApplicable.
Design:
DesignistobeinaccordancewithMainRoadsStandard
Drawingno.1474.
Installation is to be in accordance with Main Roads
Standard Drawing no. 1474 and Main Roads
SpecificationMRS11.14.
As the end treatment is gating a runout area in
accordance with the requirements of AS/NZS 3845
FigureF11shouldbeprovided.
With regard to slip base post installation, Main Roads
EngineeringNoteEN1states:
The six steel posts of the terminal type 1 MELT have slip
bases.It isappropriateforthe bottomofthe slip base posts
to be installed in a concrete footing (i.e., posts 1 to 6 as
shown on Standard drawing 1474). Furthermore, the first
twopostsofthisterminalhavesoilplates.Inthe caseofthe
slip base posts being set in a concrete footing these soil
platescanbeomitted.
The concrete footing for each slip base post should be a

minimum diameter of 450mm and depth 1100mm (i.e., the
fulllengthofthepost),N25/20concrete.
Limitations:
Cannotbeusedoncrossfallssteeperthan8%.
Elevatedkerbs,islands,drainagestructuresoranyotheritem
thatcanaffecttheheightatwhichavehiclecouldimpactthe
unit shouldnotbeplaced 15m priortotheunit oralong the
length of the unit. Refer RPDM Ch.8/8.2.2.2 for further
discussion.
MELT
Page2of2
References:
AS/NZS3845:1999
NCHRP350
EngineeringNoteEN1(issued23Dec2002)
Deflection:
Noinformationentered.
DepartureEndTerminal(DET)
TMRStd.Dwg.1474
Introduction:
RefertoAustroadsGuidetoRoadDesignPart6,SectionJ.1.3.
TheDepartureEndTerminalisatrailingterminalproviding
anchorageforwbeamlongitudinalbarrierinstallations.This
terminalisnotcrashworthywhenimpactedonthefreeend
andthusmustnotbeusedwhenthereisapracticalchanceof
beingimpactedfromopposingtraffic.Thissituationwill
normallyonlyoccurononewayroadsorondividedroads
withamedianbarrier.
Ownership:
PublicDomain
Supplier:
Various
Page1of2
TestLevel:
Tobeusedwithwbeamlongitudinalbarrier.
Status*: Accepted
MainMaterial: Steel
NotApplicable.
Design:
WbeamwithaDETisredirectiveuptothepenultimatepost
(Source:AustroadstoRoadDesignPart6).
Limitations:
Onewaytrafficdepartureendtreatmentsaretobeusedon
safetybarriersonlywhenthereisnopossibilityofopposing
trafficimpactingthem.
DepartureEndTerminal(DET)
Page2of2
References:
AS/NZS3845:1999
NCHRP350
AustroadsGuidetoRoadDesignPart6
Deflection:
Notapplicable.
"INGAL"MELT
SYTPostSystem
Introduction:
The Ingal MELT (SYT Post System) is a proprietary flared
gating Wbeam profile guardrail terminal end treatment,
comprising a combination of slipbase and yielding posts
(SYT).
Ownership:
IngalCivilProducts
Ph:0298273333
Fax:0298273300
Supplier:
IngalCivilProducts
Ph:33873000Fax:33873030
Page1of2
TestLevel:
DeemedcompliantwithNCHRP350TestLevel3
Status*: Accepted
MainMaterial: Steel
NotApplicable.
Design:
Design and Installation to be in accordance with the
Ingal Product Manual. Drawings CABSTD74 and CAB
STD75apply.
accordance with the requirements of AS / NZS 3845
Limitations:
Cannotbeinstalledbehindkerb.
discussion.
"INGAL"MELT
Page2of2
References:
AS/NZS3845:1999
NCHRP350
Deflection:
Notapplicable.
"ACP"MELT
X350PostSystem
Introduction:
The ACP MELT (X350 Post System) is a proprietary flared
gating Wbeam profile guardrail terminal end treatment,
comprising a combination of slipbase and yielding posts
(SYT).
Ownership:
Ph.1800724172
www.acprod.com.au
Supplier:
Ph.1800724172
www.acprod.com.au
Page1of2
TestLevel:
DeemedcompliantwithNCHRP350TestLevel3
Status*: Accepted
MainMaterial: Steel
NotApplicable.
Design:
Design and Installation to be in accordance with the
ACPMELTProductManual.
Posts1and2areslipbasepostsasperMainRoadsStd.
Dwg.1474.
Posts3to6areX350Posts.
Adepartureendvariantofthisproductdoesexist.
Limitations:
Cannotbeinstalledbehindkerb.
discussion.
"ACP"MELT
Page2of2
References:
AS/NZS3845:1999
NCHRP350
Deflection:
Notapplicable.
ET2000Plus
Introduction:
The ET2000 Plus is an extruderhead gating end treatment
withaWBeamprofile.Whenhitendon,theimpactheadis
forcedalongtheWbeamextrudingthebeamontotheverge
side.
Ownership:
TrinityIndustries
USA
www.highwayguardrail.com
Supplier:
IngalCivilProducts
Ph:33873000Fax:33873030
Page1of2
TestLevel:
TestedtoNCHRPReport350TL2andTL3.
Status*: Accepted
MainMaterial: Steel
NotApplicable.
Design:
DesigntobeinaccordancewiththeET2000PlusDesign
ManualprovidedbyIngal.
TheET2000Plusisavailableintwovariants:
Rating TL2 TL3

Length 7.62m 15.24m
Preferred planlayout is to installthe end treatment at

the recommended flare of 25:1 to reduce nuisance
impacts.
In locations of constrained width or on high
embankments where the cost to provide additional
width is not warranted then the terminal may be
installedparallelto the road [refer BarrierTermination
BestPracticeReminderissued1February2009].
Length ofneed commencesat the third post from the
end.
accordance with the requirements of AS /NZS 3845
Configuration:
System is to be installed with the first post being a
Hinged Breakway(HBA) Post with the remaining posts
beingSteelYieldingTerminal(SYT)Post.
Useofoptionalextruderheadcoverisencouraged.
Limitations:
Careful consideration should be taken when used in
closeproximitytokerbs.
discussion.
ET2000Plus
Page2of2
References:
AS/NZS3845:1999
NCHRP350
IngalCivilProductsET2000PlusProductManual (02/13)
Deflection:
FLEAT350
Introduction:
TheFLEATisanextrudergatingendtreatment.Whenhitend
on the impact head is forced along the Wbeam extruding
thebeamontothesamesideasthetraffic.
Ownership:
RoadSystems
Texas.USA
www.roadsystems.com
Supplier:
SafeDirection
11C,3537RailwayPde,Engadine,NSW.2233
Ph:(02)85216549
Page1of2
TestLevel:
TestedinaccordancewithNCHRPReport350toTL2&TL3.
Status*: Accepted
MainMaterial: Steel
NotApplicable.
Design:
Design to be in accordance with the FLEAT Design
ManualprovidedbySafeDirection.
Preferredplan layout isto install the end treatment at
therecommendedstraightflareratesbetween15:1and
9.375:1.
TestLevel:
TestedinaccordancewithNCHRP350toTL2&TL3.
TL
Length
(m)
Speed
(km/hr)
Allowable
Flare
(mm)
2 7.62 70km/hr 510810
3 11.43 100km/hr 7601220
(L.O.N.startsat3rdpostfromheadofsystem)
Configuration:
Thesystemistobeinstalledwithsteelbreakawayposts
asspecifiedinFHWALetterCC61andwithposts1&2
with1830mmfoundationtubes.Remainingpoststobe
installedwithoutfoundationtubes.
Systemshallbesuppliedwithplasticblockoutinsteadof
timberblockout.
Partstobereplacedafterimpact:
Railandposts.
Partstypicallyreuseableafterimpact:
Impacthead.
References:
Departure end terminal guardrail to be lapped against
thenormaltrafficflowasshown.
Post associated with the end treatment are to be
orientated for an endonimpact ontheextruder head,
thatis,againstthenormal
Limitations:
Mustbeinstalledonastraightflare,notparalleltoroad
alignment.
Nottobeinstalledbehindkerbs.
Shall not be used in situation where there is less than
2.9m between the impact head and thenearest edge
oftrafficlane.
discussion.
FLEAT350
Page2of2
References:
AS/NZS3845:1999
NCHRP350
Deflection:
Notapplicable.
SKT350
Introduction:
The Sequential KinkingTerminal (SKT)350is an extruder an
extrudergating endtreatment.Whenhitend onthe impact
head is forced along the Wbeam extrudingthe beamonto
therearofthebarrier.
Ownership:
RoadSystems
Texas.USA
www.roadsystems.com
Supplier:
SafeDirection
11C,3537RailwayPde,Engadine,NSW.2233
Ph:(02)85216549
Page1of2
TestLevel:
Status*: Accepted
MainMaterial: Steel
NotApplicable.
Design:
Design:
DesigntobeinaccordancewiththeFLEAT&SKTDesign
ManualprovidedbySafeDirection.
Preferred plan layout is to install the end treatment at
therecommendedflareof25:1(straighttaper).
In locations of constrained width or on high
embankments where the cost to provide additional
width is not warranted then the terminal may be
installedparalleltotheroad.
When the SKT is installed on the departure end of a
barriersystemthesystemconsidertationshallbegiven
tothe
Lengthofneedcommencesat3rdpostmeasuredfrom
theheadofthesystem.
Configuration:
Rating LengthofEndTreatment
TL2 11.81m
TL3 15.81m
Limitations:
Maximumflareis25:1.
Must be installed on a straight flare or parallel to the
travelway.
Needstobeinstalledclearofkerbs.
discussion.
SKT350
Page2of2
References:
AS/NZS3845:1999
NCHRP350
Deflection:
Notapplicable.
XTension350
AlsoidentifiedasX350.
Introduction:
The XTension is a gating endtreatment whose length of
need commences 600mm downstream of the first post.
There is a singlesided version and a doublesided median
versionofthisproduct.
UsefulProductData:
Overallphysicallengthofsystem 13.0m
Width(singlesidedvariant) 0.48m
Width(doublesidedvariant) 0.76m
Height 710mm
Maximumflare 1200mm
Ownership:
Amorflex
http://www.armorflex.co.nz/
Supplier:
Ph.1800724172
www.acprod.com.au
Page1of2
TestLevel:
TestedinaccordancewithNCHRP350toTL3.
Status*: Accepted
MainMaterial: Steel
NotApplicable.
Design:
Design
Thefulllengthoftheterminal600mmdownstreamof
post 1may be placed inside the length of needfor the
hazardbeingprotected.
Ahazardfreezoneinaccordancewiththerequirements
ofAS3845FigureF11isrequired.
The XTension must be installed and maintained in
accordance withthe product installation/maintenance
manual.
OffsetfromTraffickedLane:
Straightandflaredvariantsofthisproductexist.
Theflared variantcanaccommodateastraight flareof
1200mmoveritsfulllength.
The designer should also note the requirements of
RPDMTable8.12withregardtoflarerate.
The head assembly is 50mm proud of the WBeam. If
the system is installed parallel to the road the barrier
shouldbeoffsettoensuretheheadassemblyisclearof
theshoulder.Thisappliesespeciallywherethedeviceis
usedasadeparturetreatment.
InteractionwithKerbs
Refer RPDM 8.2.2.2 for installations in proximity to
kerbing.
Installation
Wire rope components shall be prestretched, have a
minimum galvanizing coating of 400g/m2 and have
documentationidentifyingthesourceofsupply.
YellownoseconecowlingisNOToptionalandistobe
usedinallinstallationsofthisproduct.
Maintenance:
Units may needtoberepairedorreplacedafterimpact
depending on the extent of damage. Product is to be
installed and repaired after impact in accordance with
manufacturersspecificationsandguidelines.
Limitations:
Straight (parallel totraffic), flared andmedian variants
ofthisproductareavailable.
Median version of this product may be used in
median/gore areas. Singlesided version is notsuitable
formedian/goreinstallations.
Nottobeusedwithwoodencomponents(e.g.,postsor
blockouts).Solidplasticblockoutistobeused.
Suitableforpedestrian/cycleareausage.
Product may be installed on a maximum longitudinal
andcrosssectionalslopeof15H:1(7%).
discussion.
XTension350
Page2of2
References:
AS/NZS3845:1999
NCHRP350
ArmorflexTechnicalSpecificationSheet
Deflection:
QUADGUARD
Permanent/Temporary: PermanentorTemporary
Introduction:
The QuadGuard System is a proprietary redirective, non
gating crash attenuator for hazards ranging in width from
610mmto3200mmsuitableforuseinpostedspeedzones
up to 100km/h. Itemployscrushable cartridgesto absorb
theenergyfromimpact.
This product may be used as a permanent installation or

can be installed in a construction zone configuration (for
detailsreferQuadGuardProductManual.
Ownership:
EnergyAbsorptionSystems
Chicago,Illinois
www.energyabsorption.com
Supplier:
BoylanGroup
19TolmerPlace,Springwood,QLD4127
Ph:1300500055Mob:0437359990
www.boylan.net.au
Page1of2
TestLevel:
TestedtoNCHRP350testlevelsTL2andTL3.
NotetheQuadguardhasbeencrashtestedto116.5km/hr.
Status*: Accepted
Gating/NonGating: NonGating
MainMaterial: Steel
SubCategory: Attenuator
Notapplicable.
Design:
Design to be in accordance with the QuadGuard Product
Manual.
Insituationswheretrafficisapproachingfromtherearofthe
systemtheDesignermustchoosetheappropriatetransition
(refer to ProductManual).Transitiontypemustbe specified
bytheDesigner.
Limitations:
Uponimpact,thefenderpanelstelescopetowardsand
beyondthebackup.Therearfenderpanelsslidebackwards
762mm.Provisionshallbemadeforrearfenderpanelstoslide
rearward762mm(min.)uponimpact.
discussion.
QUADGUARD
Page2of2
References:
AS/NZS3845:1999
NCHRP350
QuadGuardProductManualproducedbyEnergyAbsorptionSystemsInc.(rev.15Jan2008).
Deflection:
Notapplicable.
QUADGUARDELITE
Introduction:
The QuadGuard Elite System is a redirective, nongating
crashattenuatorfor hazards ranging in widthfrom610 mm
to 2285 mm.It employscrushable cartridges to absorb the
energyfromimpact. The productis similar in many waysto
thebasicQuadguardsystemexceptthattheQuadguardElite
is highly reusable and is more suited to more frequent
impacts.
Thisproductmaybeusedas apermanentinstallationorcan
beinstalled in a construction zoneconfiguration(for details
refer QuadGuard Product Manual produced by Energy
AbsorptionSystemsInc.).
Ownership:
Chicago,Illinois
Supplier:
BoylanGroup
Ph:1300500055Mob:0437359990
www.boylan.net.au
Page1of2
TestLevel:
TestedtoNCHRP350testlevelsTL2andTL3.
Note the Quadguard Elite has been crash tested at

113.7km/hr.
Status*: Accepted
MainMaterial: Steel
NotApplicable.
Design:
Design to be in accordance with the QuadGuard Product
ManualproducedbyEnergyAbsorptionSystemsInc.
The Designer must select the appropriate design speed

takingintoaccountthepostedspeedlimit.
systemtheDesignermustchoosetheappropriatetransition
(refer to ProductManual).Transitiontypemustbe specified
bytheDesigner.
Limitations:
Upon impact, the fender panels telescope towards and
beyond the backup by as much as 635mm from their pre
impact position. Provision shall be made for rear fender
panelstosliderearward635mmuponimpact(min.).
discussion.
QUADGUARDELITE
Page2of2
References:
AS/NZS3845:1999
NCHRP350
QuadGuardEliteProductManualproducedbyEnergyAbsorptionSystemsInc.
Deflection:
Notapplicable.
BRAKEMASTER350A
Introduction:
The Brakemaster 350 isaproprietaryredirective gatingend
treatment/crashcushion witha WBeam profile.Thesystem
consists of a framework of wbeam steel guard rail panels
whichmoverearwardduringheadonimpacts.
Ownership:
Chicago,Illinois
Supplier:
BoylanGroup
Ph:1300500055Mob:0437359990
www.boylan.net.au
Page1of2
TestLevel:
Status*: Accepted
MainMaterial: Steel
NotApplicable.
Design:
accordance with the requirements of AS/NZS 3845
Redirection (inthe event of side impact) begins at the
fourthpostfromtheapproachend.
Where connection to a more rigid barrier system is
required,atransitionsystemistobeinstalled.
Manufacturer recommends removal of all kerbs and
islandsforproperimpactperformance.
Thissystemcanbeusedaseitheracrashcushionorabarrier
endtreatmentandredirectsvehiclesfollowing side crashes.
This system can be used for protection of narrow hazards
(such as median barriers in wide medians), bridge piers or
semirigid guardrail, particularly for lowfrequency impact
occurrences. It can be used in front of a rigid barrier
providing a suitabletransition sectionis installedtoprevent
pocketing. Sincethefender panelsof this system can flare
out to 3m wide during a design impact, installations in
mediansnarrowerthan5marenotrecommended.
Thesitemustbeabletoaccommodateaconcreteanchorage
system installed at the nose of the device. The transverse
slope should not exceed 8%. The system can be used in
nearside or offside situations. It must be designed and
installedaccordingtomanufacturersspecifications.
Up to40%ofthesystemelementsmay be recoverable and

reuseable after a design impact and this system is
characterisedbyitsshortrepairtimesafterimpact.
Field experience has shown that nuisance crashes do not

affect this systems ability to perform satisfactorily in
subsequentdesigncrashes.
Limitations:
discussion.
BRAKEMASTER350A
Page2of2
References:
AS/NZS3845:1999
NCHRP350
Deflection:
Notapplicable.
QUEST
Introduction:
The QUEST DCM System is a redirective, nongating crash
cushiondesigned toshield hazards610mm orlessin width
that has been crash tested to Test Level 3 (100 km/h) and
TestLevel2(70km/h)accordingtorecommendationsinthe
NationalCooperativeHighwayResearchProgramReport350
(NCHRP 350). The steel backup is designed to be placed
againstandnestaroundthehazard.
Ownership:
Chicago,Illinois
www.energyabsorption.comm
Supplier:
BoylanGroup
Ph:1300500055Mob:0437359990
www.boylan.net.au
Page1of2
TestLevel:
Status*: Accepted
MainMaterial: Steel
NotApplicable.
Design:
DesigntobeinaccordancewiththeQuestDesignManual.
To be used where the design speed is 100 km/hr or less.

Configurationsfor designspeeds are provided in the Design
Manual.
All curbsand elevatedobjectsover 100 mm high shouldbe

removed. If possible, curbs under 100 mm high should be
removed approximately 15 m in front of the QUEST DCM
System, and as far back as the systems backup. Any curbs
that must remain should be 100 mm maximum and be
mountable.
system the transition type between the crash cushion and
thebarriermustbespecifiedbytheDesigner.
Upon impact, the fender panels telescope towards and

beyond the backup by as much as 635mm from their pre
impact position. Therefore the unit must be positioned a
minimumof635mm forwardofobjects thatcouldinterfere
withmovementofthepanels.
Limitations:
Cannot be used on crossfalls steeper than 8%. If there is a
cross slope of more than 8% (5 deg.), or if the cross slope
varies (twists) morethan 2%(1deg.)overthe lengthof the
system,aconcretelevellingpadmayberequired.
discussion.
QUEST
Page2of2
References:
AS/NZS3845:1999
NCHRP350
Deflection:
Notapplicable.
TRACC
Introduction:
The TRACC (Trinity Attenuating Crash Cushion) System is a
fullyredirective, nongating, bidirectionalcrash attenuator
that consists of apair of guidance tracks, an impact sled,
intermediate steel frames, and WBeam fender panels. A
concretepadandrigidbackuparerequired
Ownership:
TrinityIndustries
USA
www.highwayguardrail.com
Supplier:
IngalCivilProducts
Ph:33873000Fax:33873030
Page1of2
TestLevel:
TestedinaccordancewithNCHRPReport350toTL2andTL
3.
NotetheFasTRACChasbeencrashtestedat110km/h.
Status*: Accepted
MainMaterial: Steel
NotApplicable.
Design:
Design to be in accordance with product manual
producedbyIngalCivilProducts.
Thedesignmustallowthesidepanelsattherearofthe
unittoretract1.524mduringanendonimpact.
Systemcomesinvariouswidthsrangingfrom610mmto
1470mm.The width of the WideTRACC can be further
increased along one or both sides by adding wing
extensions.Designermustdeterminewidthrequired.
All the stopping loads pass to the foundation through
theanchorboltsandarenottransferredtothebackup.
No elevated kerbs, islands, drainage structures or any
otheritemthatcanaffecttheheight atwhichavehicle
couldimpact theunitshall beplaced eitherinfrontof
theunitoralongthelengthoftheunittotherearofthe
backup.
Transitiontypemustbespecified bytheDesigner. Uni
directional traffic flow requires no transition. For
transitiontypesrefertoTRACCFamilySystemManual.
Designershouldalsoidentifywhatnosemarkingsareto
beapplied.
Unit is generally to be installed on a 150mm thick
reinforced or 200mm thick unreinforced concrete pad.
Other foundation optionsarecontainedintheproduct
manualproducedbyIngalCivilProducts.
Limitations:
discussion.
TRACC
Page2of2
References:
AS/NZS3845:1999
NCHRP350
Deflection:
Notapplicable.
RubberCrashCushion
Introduction:
The Rubber Crash Cushion is a reusable redirective crash
cushion.
Itconsistsofrecycledcartyresspeciallymouldedintolinked
modularunits.IthasbeentestedtoNCHRP350TestLevel2
asaredirectivecrashcushion.
Applications include connection to concrete barriers, toll

plazasandothernarrowrigidends.Thesitemustbeableto
accommodate a concrete anchorage for the steel mounting
frame.
Ownership:
Chicago,Illinois
Supplier:
Saferoads
17QuarryRd,Stapylton,QLD4207
Ph:34414107Fax:34414102
Page1of2
TestLevel:
TestedtoNCHRPReport350TL2.
Status*: Accepted
MainMaterial: Other
NotApplicable.
Design:
Design to be in accordance with the Product Manual
producedbySaferoads.
No elevated kerbs, islands, drainage structuresoranyother

item that can affect the height at which a vehicle could
impact the unit at shall be placed 15m prior to the unit or
along the lengthof the unit to the rearof the backup. Only
flushkerbingshallbepermittedaroundtheunit.
Saferoads Design & Installation Manual states A smooth

transition must be provided when attaching the Rubber
Crash Cushion to other barrier systems. This may be
purchased from saferoads as an extra attachment or
providedbythecustomer.
Responsibility is with designer to ensure that any transition

orconnectiontoanyrigidobjectiscrashworthy.
Limitations:
unitshouldnotbeplaced15mpriortotheunitoralongthe
discussion.
RubberCrashCushion
Page2of2
References:
AS/NZS3845:1999
NCHRPReport350
RubberCrashCushionDesign&InstallationManualversion03/0501
Crashlabevaluationletterdated9January2002
Deflection:
Notapplicable.
UniversalTAUII
Introduction:
The TAU II system is a proprietary fully redirective non
gating crash attenuator, designed for hazards ranging in
widthfrom700mmto2.6m.
Ownership:
BarrierSystems
3333VacaValleyPkwy,Ste.800,Vacaville,CA95688,USA
www.barriersystemsinc.com
Supplier:
Ph.1800724172
www.acprod.com.au
Page1of2
TestLevel:
TestedinaccordancewithNCHRPReport350toTL2andTL
3.
NotetheUniversalTauIIhasbeencrashtestedat110km/h.
Status*: Accepted
MainMaterial: Steel
NotApplicable.
Design:
Design to be undertaken in accordance with the
UniversalTauIIProductDesignGuide.
No elevated kerbs, islands, drainage structures or any
otheritemthatcanaffecttheheight atwhichavehicle
could impact the unit shall be place 15m prior to the
unit or along the length of the unit to the rear of the
backstop.
The unit has a number of different backstop options
witheach having itsown limitationsintermsofwidths
ofhazardthatcanbeprotected.
Designer to select appropriate backstop based on site
conditions.
As the panels slide rearwards during an impact the
hazard width must not impede the panels.The panels
can, throughtheuseofavariablewidthdiaphragm,be
angledat5degreestoallowtheunittoprotectawider
hazard.
Transitions to be selected appropriate to the hazard
beingprotected.
Limitations:
discussion.
UniversalTAUII
Page2of2
References:
AS/NZS3845:1999
NCHRP350
Deflection:
Notapplicable.
THRIEbeamBullnose
Introduction:
The Thrie Beam Bullnose attenuator is a nonproprietary
crash attenuator suitable as an end treatment for Thrie
Beam barriers and with appropriate transitions for other
systems (WBeam) for use in median or gore area
applications.
Ownership:
PublicDomain
Supplier:
Various
Page1of2
TestLevel:
TestedinaccordancewithNCHRPReport350toTL3.
Status*: Accepted
MainMaterial: Steel
NotApplicable.
Design:
To be constructed in accordance with Main Roads
StandardDrawing1488.
Used in median locations to protect the ends of two
separatebarriersystems.
Althoughshownto be usedwith a separationof5.0m
between the face of the barrier systems can be used
wheretheseparationbetweenthebarriersisgreaterby
flaringthebarriersintoanoffsetof4.5mat flarerates
inaccordancewithAS/NZS3845TableB2.
May also be used to link two nonparallel barrier
ends.
Hazard free zone between trailing barriers measured
19m from apex of bullnose should be maintained
traversableandfreefromnonfrangibleobjects.
Configuration:
To be constructed in accordance with Main Roads
StandardDrawing1488.
Limitations:
discussion.
THRIEbeamBullnose
Page2of2
References:
AS/NZS3845:1999
NCHRP350
RPDMChapter.8
DMRStandardDrawingno.1488rev.A
Deflection:
Notapplicable.
PrecastConcreteBarrier(PCB)
TMRStandardDrawing1473
Introduction:
ThePrecastConcreteBarrier(PCB)isaconcretebarrierwith
asingleslopeprofile.
UsefulProductData:
Unitlength 7250mm
Unitwidth(base) 620mm
Unitheight 1050mm
Note limitations regarding lifting: seek latest advice from

TMRStructuresBranch
Ownership:
PublicDomain
Supplier:
Various
Page1of2
TestLevel:
TL3whenproperlyconnectedviabasestraps(normaluse).
DeemedtobeTL4compliantwhenshearkeyisinstalledand
baseisanchoredbyembedment/dowels.
ReferSD1473.
Status*: Accepted
SubCategory: Rigid
Quadguard CZ; TAU II; Triton CET (<=70km/hr); Absorb 350
(<=70km/hr) (requires transition in concrete barrier to
maximumheightof812mm).
Design:
MinimumLength:30m
RecommendedMinimumRadius:R150m
Barriershouldnotbemorethan5mfromtravelledlane.
The barrier should be placed a minimum of 500 mm
fromtheedgeofthetravelledway(RPDM8.3.4.4).
In unrestrained configurations, the system cannot be
placed adjacent to kerbs or other objects within the
deflectionlimitsofthebarrier thatmay preventlateral
displacement.
EndTreatments:
A proprietary end treatment should be installed
wherever any risk exists that the blunt end could be
impacted.
Any proprietary end treatment system must be
specifically designed or adapted for use with single
slope shape barrier and must be installed and
maintained strictly in accordance with the
manufacturersinstructions.
Barrierflarerateshouldnotexceed1:10.
VehicleRoll:
Wherethehazardbeingprotectedbya barrier extends
above the height of the barrier the Designer should
ensure that adequate separation from the face of the
barriertothehazard isprovidedtoallow fortherollof
highvehicles(suchastrucks)hittingthehazard.
Limitations:
ReferMainRoadsStdDwg1473[Check forcurrencyof
revision].
Placement of barriers and effects on surface drainage
aretobeconsidered.
Maintenance:
Inspect units for damage after impact. Damaged units
tobereplaced.
PrecastConcreteBarrier(PCB)
Page2of2
References:
AS/NZS3845:1999
NCHRPReport350
MainRoadsStandardDrawing1473(rev.F)
Deflection:
400mmunderTL3conditions.
Notethat theRoadPlanning& Design ManualChapter 8 cl.

8.3.4.4 recommends that a minimum clearance of 1 metre
should be provided between the barrier and work
area/hazard.
Actual clearance distance should be determined by risk

assessmentpriortoinstallation.
DB80
Permanent/Temporary: Temporary
Introduction:
DB80is aFshapesteelreinforcesconcretebarrier,6m unit
lengths withtension bar coupling system andjointrotation
limitingwedgeswithoutintermediategroundattachment.
ThevariantsNOTacceptedare:
Systemswithintermediategroundattachment
Systemswithoutjointrotationlimitingwedges
ProfilesotherthanFshape.
Variantsotherthan6m.
Ownership:
DeltablocInternational
28Industristrase,Sollenau,2601,Austria
www.deltabloc.com/en
Supplier:
RoadManagementSolutions
1/60AlexandraPlace,Murrarie,QLD4172
Ph:38908000Fax:38908188
www.rmssolutions.com.au
Page1of2
TestLevel:
NCHRP350TL4.
Status*: Accepted
SubCategory: Rigid
TauII
Design:
Minimum length betweenterminalsis108m.Atthe trailing
endthepointofneedis36mfromtheendoftheterminal.
Limitations:
Slopedendterminalsarenotpermitted.
DB80
Page2of2
References:
AS/NZS3845:1999
NCHRP350
Deflection:
Nominal
Mass
(kg)
Nominal
Angle
(deg)
Nominal
Speed
(km/h)
Recorded
Deflection
(m)
Note
1500 20 110 0.38 1
10000 15 70 0.63 2
13000 20 70 1.00 3
Note:
1=EN1317TB32
2=EN1317TB42
3=EN1317TB51
JJHooks
Introduction:
JJHooks isatemporary concrete barriersystemwhichhas
anFtypeprofile.
UsefulProductData
3.6metrebarrierunit,2.5tonnes
Ownership:
EasiSetIndustries
MidlandVirginia
Supplier:
AustralianRoadBarriers
RMBH535,OldCreswickRd,BallaratVictoria3352
Ph:1800003826Fax:(03)53399273
www.roadbarriers.com.au
Page1of2
TestLevel:
TestedinaccordancewithAS/NZS3845toNCHRP350TL3.
Note that F type profile concrete barriers are only

acceptableinQueenslandforuseonroadswithspeedlimits
of80km/horless.
Status*: Accepted
SubCategory: Rigid
Absorb350(<=70km/hr);QuadguardCZ;TAUII
Design:
Minimumlength:
InordertocomplywithTMRrequirementsaminimum
of 30 metres of barrier should be placed on the
approachtoanddeparturefromthepointatwhich the
testdeflectionistobeachieved,i.e.,minimumlengthof
barrier:60metres.
The offset between the barrier and the travelled lane
shouldbenotlessthan500mm(RPDM8.3.4.4).
Barriers should be placed at the same level as the
travelling surface and should not be placed behind or
ontopofkerbing.
If placed in front of kerbs, maximum expected
deflection distance between face of kerb and back of
barriermustbemaintained.
EndTreatments:
impacted.
specifically designed or adapted for use with F type
barriersandmustbeinstalledandmaintainedstrictlyin
accordancewiththemanufacturersinstructions.
Barrierflarerateshouldbenotexceed1:10.
VehicleRoll:
Wherethehazardbeingprotectedbya barrier extends
barriertothehazard isprovidedtoallow fortherollof
high vehicles (such as trucks) hitting the hazard. Refer
toTable4.5oftheAssessmentofRoadsideHazards.
Maintenance:
Units may needtoberepairedorreplacedafterimpact
depending on the extent of damage. ARB require that
incidents resulting in damage tothe barriers shouldbe
reported for investigation and/or replacement of the
damagedbarrier.
Limitations:
Thecrossfallbetweentheedgeoftravelledwayandthe
barrier,andtheareaimmediatelybehindthebarrierfor
thefullwidthofthedeflectionshallnotexceed6%.
Barrierscanaccommodate:
o ahorizontalcurvatureofapproximately30metres
radius,
o averticalcurvatureof30metresradiusinsag,and
o a53metresradiusonacrest.
JJHooks
Page2of2
References:
AS/NZS3845:1999
NCHRP350
JJHooksInstallationManual
Deflection:
TLOK
Introduction:
TLok is a semirigid temporary concrete barrier system
whichhasaTypeFprofile.
UsefulProductData
Unitheight810mm
Unitwidth(base)610mm
Ownership:
RockinghamPreCast
Supplier:
Saferoads
Ph:34414107Fax:34414102
Page1of2
TestLevel:
NCHRP350TL3(AS/NZS3845).
Note that F type profile concrete barriers are only

acceptableinQueenslandforuseonroadswithspeedlimits
of80km/horless.
Status*: Accepted
SubCategory: Rigid
TritonCET(<=70km/hr);QuadguardCZ
Design:
Minimumlength:
Theminimum lengthof freestanding TLok Barrieris 48
metres.Thislengthmaybereducedasafunctionofend
anchorage. This information is provided in the TLok
BarrierInstallationManual.
Barriers should be placed at the same level as the
travelling surface and should not be placed behind or
ontopofkerbing.
If placed in front of kerbs, maximum expected
deflection distance between face of kerb and back of
barriermustbemaintained.
EndTreatments
impacted.
specifically designed or adapted for use with F type
barriersandmustbeinstalledandmaintainedstrictlyin
accordancewiththemanufacturersinstructions.
Barrierflarerateshouldnotexceed1:10.
VehicleRoll:
Wherethehazardbeingprotectedby abarrierextends
barriertothehazardisprovidedtoallowfortherollof
high vehicles (such as trucks) hitting the hazard. Refer
toTable4.5oftheAssessmentofRoadsideHazards.
Maintenance:
Unitsmayneedtoberepairedorreplacedafter impact
dependingontheextentofdamage.
Limitations:
thefullwidthofthedeflectionshallnotexceed5%.
TLokbarrierscan beinstalledonlongitudinalslopesup
to5%.
Barrierscanaccommodate:
o ahorizontalcurvatureof30metresradius,
o asagupto20:1
o acrestupto20:1.
TLOK
Page2of2
References:
AS/NZS3845:1999
NCHRP350
TLokInstallationManual
Deflection:
1.2munderTL3conditions.
BarrierGuard800
Introduction:
BarrierGuard 800 is a steel semirigid portable temporary
steel safetybarriersystemwhich isrequiredtobeanchored
tothepavement.
UsefulProductData:
Majorcomponentscomprise12munitsand6munits.
Ownership:
HighwayCare
http://www.highwaycare.co.uk
Supplier:
BoylanGroup
Ph:1300500055Mob:0437359990
www.boylan.net.au
Page1of2
TestLevel:
DeemedtocomplywithAS/NZS3845toNCHRP350TL3and
TL4.(RefertoFHWALetterHSA10/B131dated30/11/2004)
MinimumDeflectionSystematTL3(NCHRP350)only.
Status*: Accepted
MainMaterial: Steel
Absorb350(<=70km/hr);QuadguardCZ;TauII
Design:
The longitudinal barrier product is supplied in 6m and
12msections.
As the barrier is designed to resist loadings by
deflecting, the units should be free to move but the
systemmustbeanchoredateachendwith8x500mm
long by 32 mm diameter pins and if required at
intermediatelocations.
Thesystemisanchoredattheendsandatintermediate
points. Maximum anchor spacing is nominated as
480m. Closer anchor spacing (60m) is necessary to
replicate test conditions. Wider anchor spacings will
resultingreaterdeflections.
MinimumLength:
Barrier length requirements should be determined by
theLengthofNeedmethodology.
The minimum length of barrier is 60m between
anchors.
EndTreatments:
EndsoftheBarrierGuard800systemmaybeprotected
with proprietary end treatments. The supplier
nominatestheQuadguardCZ,TAUIIandAbsorb350.
FlareratesshallbeasperRPDMch.8(Table8.11).
Cannot be placed adjacent to kerbs or other objects
within the deflection limits of the barrier, which may
preventlateraldisplacement.
VehicleRoll:
Wherethehazardbeingprotectedbyabarrierextends
Maintenance:
Unitsmayneedtoberepairedorreplacedafterimpact
Limitations:
thefullwidthofthedeflectionshouldnotexceed10%.
Barriers can be installed on longitudinal slopes not
exceeding8%.
Barriers cannot be used on radii less than 20 m and
thesesmallerradiirequire600mmlongspecialunits.
To be used where pavement thickness is at least 350
mmandwithanasphaltsurfacingof30mm.
BarrierGuard800
Page2of2
References:
AS/NZS3845:1999
NCHRPReport350
RPDMch.8
FHWAletterref.HAS10/B127dated30Nov2004
BarrierGuard800AustraliaInstallationManual(rev.1bAUSdatedNovember2008)
Deflection:
StandardBarrierGuard800(TL4equivalent&TL3)
60mbetweenanchors
Nominal
Mass
(kg)
Nominal
Angle
(deg)
Nominal
Speed
(km/h)
Recorded
Deflection
(m)
Note
13000 20 70 1.67 1
7500 45 50 2.05 1
2000 25 100 1.6 2
Notes:
1. TL4 These are EN1317 test results. FHWA letter ref.
HSA10/B127 dated 30Nov2004 cites these test
results as demonstrating equivalence to NCHRP Report
350 test level TL4, and nominates an equivalent
designdeflectionof1.5mfortestlevelTL4impacts.
2. TL3NCHRPReport350311(Test#BG1303).
BarrierGuard800MDS(TL3)
Anchorsat6mspacings
Nominal
Mass
(kg)
Nominal
Angle
(deg)
Nominal
Speed
(km/h)
Recorded
Deflection
(m)
Note
2000 25 100
0.305Top
0.076Toe
3
Notes:
3. NCHRPReport350311(Test#BG808).
Actualclearancedistancebetweenbarrierandwork
area/hazardshouldbedeterminedbyriskassessment.
Ironman
Introduction:
Ironman is a steel semirigid temporary safety barrier
system, which may be installed freestanding or tethered
withendanchors.
Thissystemisavailableinanumberofvariants.
Thescope of thisinformation sheet,which reflects the
acceptance status of the Ironman system for use on
StateControlledRoadsinQueensland,isfor:
o Heavyduty(orangebulkhead)units.
o Lightweight system units (with silver unpainted
bulkheads) the use of which is being
phasedoutinNSW.
Atthe dateofthis CompliantProduct Data Sheetboth
systems are accepted for use as TL2 (unanchored) or
TL3 (anchored) products in Queensland. A single
temporary barrier installation must comprise units of
onlyonetype.
Ownership:
Saferoads
Ph:34414107Fax:34414102
Supplier:
Saferoads
Ph:34414107Fax:34414102
Page1of2
TestLevel:
TestedinaccordancewithAS/NZS3845toNCHRP350TL3.
Ironman is NOT accepted by DTMR in Queensland as a TL4

system.
Status*: Accepted
MainMaterial: Steel
TritonCET(<=70km/hr);QuadguardCZ
Design:
Deflectionlimitingspacersshallbeused.
Bothsystemsaresuppliedin4mand12munits.Asingle
temporary barrier installation must comprise units of
onlyonelength.
Constituent units are connected together using 48mm
(OD)connectorpins.
The system may be installed freestanding or tethered
withendanchors.
MinimumLength:
Barrier length requirements should be determined by
theLengthofNeedmethodology.
The minimum length of freestanding Ironman barrier
maybecomposedasfollows:
Approach 95m
EffectiveBarrier 74m
Departure 95m
TOTAL 264m
Thislength can be reducedbyusinganchored terminal
endsasperinstructionsprovidedbythesupplierinthe
installationmanual.
EndTreatments:
Ends of the Ironman system may be protected with
proprietaryendtreatments.Thesuppliernominatesthe
Quadguard CZ and the Triton CET. Practitioners should
note that the Quadguard CZ is an anchored terminal,
whereastheTritonCETisafreestandingsystem.
shouldbenotlessthan500mm.
FlareratesshallbeasperRPDMch.8(Table8.11).
VehicleRoll:
Wherethehazardbeingprotectedbyabarrierextends
Maintenance:
Limitations:
Ironman barrier may not be used where cross slope

exceeds5%.
Ironmanbarrier can beinstalledon longitudinal slopes
uptobutnotexceeding5%.
Units may be rotated maximum 3 at each joint to
deriveaminhorizontalcurveofR=78m.
Cannot be placed adjacent to kerbs or other objects
within the deflection limits of the barrier, which may
preventlateraldisplacement.
Ironman
Page2of2
References:
AS/NZS3845:1999
NCHRPReport350
RPDMch.8
IronmanInstallationManual
Deflection:
Deflection characteristics for given impact conditions

are a function of the anchorage conditions and the
lengthofthesystem.
Thefollowingtable,whichisderivedfromtheresultsof
crash testing, is intended to provide guidance for
practitioners when designing a temporary barrier
systemusingIronman.
Nominal
Mass
(kg)
Nominal
Angle
(deg)
Nominal
Speed
(km/h)
Recorded
Deflection
(m)
Note
2000 25 70 4.0 1
2000 25 100 2.1 2
Notes:
1. Freestanding
2. 58mbetweenendanchors
Wideranchorspacingswillresultingreaterdeflections.
Actualclearancedistancebetweenthebarrierandwork
area/hazard should be determined by risk assessment
priortoinstallation.
Zoneguard
TemporarySteelBarrier
Introduction:
ZoneguardisSteelBarrierforTemporaryuseatWorkZones.
Ownership:
Hill&Smith
Ph:38078050Fax:38079189
Supplier:
Hill&Smith
Ph:38078050Fax:38079189
Page1of2
TestLevel:
NCHRP350TL4/MASHTL3whenanchoredwithendand
intermediateanchorsonly.
MASHTL3whenfullyanchored(i.e.,theMinimumDeflection
System).
Status*: Accepted
StatusCommencementDate: Mar2013
MainMaterial: Steel
Absorb350(<=70km/hr);TauII
Design:
General
Zoneguardhastwovariants:
(i) thestandardconfigurationhasendanchorsand
(ii) TheMinimumDeflectionSystemwhichiscontinuously
anchored.
Notethatflaringoutsidetheclearzoneandrampedendsare
notacceptedendtreatmentsolutions.
MinimumLength
Standardconfiguration:72mbetweenterminals
MinimumDeflectionSystem:60mbetweenterminals
Designersshouldnotetheanchorspacingrequiredto
replicatetestconditions.Wideranchorspacingswillresultin
greaterdeflections.
Limitations:
Anchoredsystemslongerthan75mmusthavean
intermediateanchor.Maximumspacingofintermediate
anchoris75m.
Zoneguardcannotbeconnectedtoothersystems.
Zoneguard
Page2of2
References:
AS/NZS3845:1999
NCHRPReport350
RPDMch.8
NSWRMSDesignReportdated15Mar2013
FHWAletterref.HSSD/B176Adated17Jul2008
FHWAletterref.HSSD/B176dated27Jun2008
ZoneGuardSpecificationManualMetricAustralian
VersionOctober2013,Rev5
Deflection:
StandardZoneguard(TL4)
65mbetweenanchors
Nominal
Mass
(kg)
Nominal
Angle
(deg)
Nominal
Speed
(km/h)
Recorded
Deflection
(m)
Note
2000 25 100 1.65(Base) 1
2270 25 100 1.88(Base) 2
8000 15 80 1.27(Base) 3
Note:
1=NCHRP350311;2=MASH311;3=NCHRP350412
MinimumDeflectionSystemZoneguard(TL3)
Anchorsat10.2mspacings
Test
Mass
(kg)
Nominal
Angle
(deg)
Nominal
Speed
(km/h)
Recorded
Deflection
(m)
Note
1065 25 100 0.10(Base)
2118 25 100 0.05(Base)
2208 25 100
0.41(Top)
0.13(Base)
4
Note:
4. Designersshouldnotethebaseis271mmwider
horizontally(oneachside)thanthetop.Inthistestthe
maximumintrusionintotheworkzonewasrecordedat
thetopofthebarrierratherthanthebase.
Actualclearancedistancebetweenbarrierandwork
area/hazardtobedeterminedbyriskassessment.
Armorzone
PlasticWaterFilledBarrierSystem
Introduction:
ArmorzoneisaPlasticWaterFilledBarrierTypeDevicefor
TemporaryUseatWorkZones.
Standardlongitudinalunitsare ORANGEcolouredandto be
operational must be filled with the appropriate volume of
water in accordance with the Installation/Maintenance
manual.TheTerminal UnitisYELLOWcoloured andmust be
maintainedempty.
Ownership:
ArmorflexInternationalLimited
www.armorflex.co.nz
Supplier:
Ph.1800724172
www.acprod.com.au
Page1of2
TestLevel:
NCHRPReport350testlevelTL1.
Note: While this system is rated test level TL1 here, it has
demonstrated capacity to contain a test level TL2 impact
andmaysubjecttodetailedsitespecificriskassessmentbe
used to shield worksites where the posted speed does not
exceed 70 km/h. Such a risk assessment would identify for
example(amongotherthings)therationaleforselectingthis
system as opposed to any other barrier system and would
include an indication of how the expected deflection of the
systemwillbemanagedwithintheworkzonewithreference
tohowoperatingspeedwouldbeexpectedtobemanaged.
Status*: Accepted
StatusCommencementDate: Nov2012
MainMaterial: Plastic
SubCategory: Other
This temporary system self terminates. Refer to system
Product Manual. The terminal unit is YELLOW and must be
maintainedEMPTY.
Design:
EndTreatments:
This system has an end treatment that has been
successfullycrashtested.
UnderTL1impactconditions,thesystemisconsidered
toberedirectivefromapoint16mfromtheheadofthe
system.
MinimumLength:
52mbetweenterminals,56mtotal.
Designers of work zones should refer to the suppliers
installationmanualfor further guidanceonhazardfree
zonesanddeflection.
Deflection:
ForTL1impacts:
Whenmeasuredfromtheheadofthesystem,thefirst
16misconsideredtobegating/nonredirective.
Between16mand28m(measuredfromboththe
upstreamandthedownstreamend)theexpected
deflectiondistanceis2.4m.
Downstreamof28m(uptoapoint28mfromthe
downstreamend),theexpecteddeflectiondistanceis
1.51m.
For a minimum lengthinstallation (56m)the system is
redirectivebetween16mand40mfromtheend,and
the expected deflection distance for a TL1 impact in
thiszoneistakenas2.4m.
Limitations:
Armorzone
Page2of2
References:
AS/NZS3845:1999
NCHRPReport350
FHWAletterref.HSST/B223dated22Aug2011
ArmorzonePlasticBarrierProductManual(ref300812)
ArmorzoneEndTreatmentProductManual(ref300812)
NSWTransportRMSSafetyBarrierDesignReport11M965(29Aug2012)
Deflection:
Measureddeflectionsfromcrashtestingareasfollows:
Vehicle Speed Angle Deflection
824kg 71.7km/h 20 1.05m
1500kg 72km/h 20 1.51m
Triton
PlasticWaterFilledBarrierSystem
Introduction:
TheTritonbarrierisaportablewaterfilledtemporarybarrier
system,withaninternalsteelframe.
UsefulProductData:
PhysicalLength 2130mm
EffectiveLength 2000mm
Width 530mm
Height 810mm
Massempty 65kg
Mass(fullofwater) 610kg
Note:
TheTritonTL3variant(i.e.mountedonpedestals)isno
longer supported by TMR as a longitudinal barrier
system.
The Triton TL0 variant (i.e. without the internal steel
frame) is no longer accepted by TMR for use as a road
safetybarrieronstatecontrolledroadsinQueensland.
Ownership:
Chicago,Illinois
Supplier:
BoylanGroup
Ph:1300500055Mob:0437359990
www.boylan.net.au
Page1of2
TestLevel:
NCHRPReport350testlevelTL1.
Note: While this system is rated test level TL1 here, it has
demonstrated capacity to contain a test level TL2 impact
andmaysubjecttodetailedsitespecificriskassessmentbe
used to shield worksites where the posted speed does not
exceed 70 km/h. Such a risk assessment would identify for
example(amongotherthings)therationaleforselectingthis
system as opposed to any other barrier system and would
include an indication of how the expected deflection of the
systemwillbemanagedwithintheworkzonewithreference
tohowoperatingspeedwouldbeexpectedtobemanaged.
Status*: Accepted
SubCategory: Other
Refer to Design in this data sheet and the manufacturers
manualforterminalconfiguration.
Note: Triton CET (Concrete End Terminal) is not a suitable

endtreatmentfortheTritonlongitudinalbarriersystem.
Design:
MinimumLength:
Barrier
Configuration
MinimumOverall
Length
TL1 30m*
*Informationprovidedbythesupplier(Underreview
notevidencedbycrashtestingrefertosectionon
deflection).
Notethatunitsneedtobeproperlyconnectedtogetherto
constituteabarriersystem.
Thebarriershouldbeplacedaminimumof500mm
fromtheedgeofthetravelledway(RPDM8.3.4.4).
InteractionwithKerbs:
Cannotbeplacedadjacenttokerbsorotherobjectswithin
thedeflectionlimitsofthebarrier,whichmayprevent
lateraldisplacement.
EndTreatments:
Endtreatmentcomprisestenregularunits,fiveofwhich
aretooccurpriortothebeginningofthelengthofneed.
Firstunitonlyisnotwaterfilled,andpinisremoved
fromexposedend.
Maintenance:
Unitsneedtoberoutinelycheckedtoensurethatthey
remainwaterfilled.Leakingunitsshouldbe
repaired/replaced.
Limitations:
Barriersmaybeplacedoncrossslopesupto5%.
Barrierscanbeplacedonlongitudinalslopesupto5%.
Barriers can accommodate a longitudinal change in
gradeof5%.
Cannotbeusedonradiismallerthan11.3m.
Units are not symmetrical. Units should generally be
orientedsothatthereleasevalveislocatedaway from
thetraffickedfaceofthebarrier.
Triton
Page2of2
References:
AS/NZS3845:1999
NCHRPReport350
TritonBarrierCrashTestReport147043
TritonBarrierCrashTestReport147044
FHWAletterref.HNG14dated27Nov1992
FHWAletterref.HNG14dated27Sep1994
TritonBarrierProductInstallationManual(#619487B
rev.EApril2012)
Deflection:
Barrier
Configuration
Deflection Note
820kg 2000kg
TL2* 1.0m 3.9m 1
TL1* 2.0m 2
Notes
1. Thesearethedeflectionsrecordedduringcrash
testing.3.9mwasrecordedincrashtest147043
whichcomprisedan89.1mlonginstallation.Shorter
lengthsofinstallationarelikelytodeflectfurther
underthesameimpactconditions.Refersectionon
Design/minimumlength.
2. Byinterpolation,basedonlateralimpactenergy
fromTL2testresult.
Actualclearancedistancebetweenthebarrierandwork
area/hazardshouldbedeterminedbyriskassessmentpriorto
installation.
Absorb350
Introduction:
Absorb 350 is a water filled nonredirective, gating
LDPE/Steel crash attenuator that attaches to temporary
concretebarriers.
UsefulProductData
UnitLength 1m
UnitWidth 0.61m
UnitHeight 0.8m
UnitWeight 39kgempty,326kgfull.
Restrict to use on work zones posted <= 70km/hr, with

placement in higherspeedzonessubjectto site specific risk
assessment noting that product may only be used where
highspeedsideimpactsareunlikely,penetrationbehind the
barrier is acceptable and use on redirecting impact
attenuator is not feasible for reasons other than cost or
convenience. (Note that configurations will vary at higher
speeds.)
Ownership:
BarrierSystems
Supplier:
Ph.1800724172
www.acprod.com.au
Page1of2
TestLevel:
TestedtoNCHRP350TL2.
Status*: Accepted
NotApplicable.
Design:
Design shall be in accordance with the Absorb 350
Installation and Maintenance Manual by Barrier
SystemsInc.
As the system is gating, a runout area in accordance
with the requirements of AS/NZS 3845 Figure F11
shouldbeprovided.
A proprietary transition from the Absorb 350 to a
concretebarrierisrequired.
InstallationandMaintenanceRequirements:
Theproductshallbeinstalledandrepairedafterimpact
in accordance with the Absorb 350. Installation and
MaintenanceManualbyBarrierSystemsInc.
TL2compliantsystemis5.9m(5units)long.
Limitations:
As the system is nonredirective, a vehicle may
penetrate the system. A runout area in accordance
with the requirements of AS3845 Figure F11 shall be
provided.
Systemshallnotbeusedinapermanentapplication.
All kerbs, islands and elevated objects greater than
100mmhighthatwouldbebeneath,besideorlessthan
15min frontofthe unitor alongthe lengthofthe unit
shouldberemoved.
Absorb350
Page2of2
References:
AS/NZS3845:1999
NCHRP350
TMRRoadPlanningandDesignManual(RPDMCh.8)
TMREngineeringTechnicalNoteETN1208
Absorb350CrashCushionACPInstallationManual
Deflection:
TritonConcreteEndTerminal(CET)
Introduction:
The Triton Concrete End Treatment (CET) System is a
portablewaterfilledgatingcrashattenuator.Itisavailablein
aTL2configuration.
Restrict to use on work zones posted <= 70km/hr, with

placement in higherspeedzonessubjectto site specific risk
assessment noting that product may only be used where
highspeedsideimpactsareunlikely,penetrationbehind the
barrier is acceptable and use on redirecting impact
attenuator is not feasible for reasons other than cost or
convenience. (Note that configurations will vary at higher
speeds.)
Ownership:
BarrierSystems
Supplier:
BoylanGroup
Ph:1300500055Mob:0437359990
www.boylan.net.au
Page1of2
TestLevel:
Status*: Accepted
NotApplicable.
Design:
Design
DesigntobeinaccordancewiththeProductManualby
BoylanGroup.
As the system is gating, a runout area in accordance
with the requirements of AS/NZS 3845 Figure F11
shouldbeprovided.
Configuration
TL2
6sectionsinlength=12.6m
Nopedestals
Firstsectionempty
Firstsectionrightsideup
Firstsectionhasnopedestal
IfusedbeyondTL2conditions,configurationwillvaryseek
advicefromsupplier.
shouldbenotlessthan500mm.
Installationandmaintenancerequirements:
The product shall be installed and in accordance with
therelevantBoylanGroupInstallationandMaintenance
Manual.
Everyunitmustbefilledwithwaterexceptthefirst.
All units are to be connected by supplied connecting
pins.
Thelastunitistobeconnectedtotheconcretebarrier
viatheproprietarytransitionpiece.
Limitations:
As the system is nonredirective, a vehicle may
penetrate the system. A runout area in accordance
with the requirements of AS3845 Figure F11 shall be
provided.
Systemshallnotbeusedinapermanentapplication.
Not to be used on longitudinal slopes or crossfalls
greaterthan5%.
Cannot be placed adjacent to kerbs or other objects,
whichmaypreventlateraldisplacement.
TritonConcreteEndTerminal(CET)
Page2of2
References:
AS/NZS3845:1999
NCHRP350
TMRRoadPlanningandDesignManual(RPDmCh.8)
TMREngineeringTechnicalNoteETN1208
TritonCETInstallationandMaintenanceManual
FHWALettersCC47A,CC47B,CC47C
Deflection:
ArmorguardGate
Introduction:
Armorguard Gate is a hinged steel barrier gate to span
betweenpermanentopeningsinconcretebarrier.
Ownership:
BarrierSystems
Supplier:
Ph.1800724172
www.acprod.com.au
Page1of2
TestLevel:
NCHRPReport350TL3
Status*: Accepted
MainMaterial: Steel
No endtreatmentasthegateisembeddedinto longitudinal
barriersystem.
Design:
May only be installed in a maximum total opening of 16m,
includinghingesections.
Limitations:
Mayonlybeinstalledinagapinrigidconcretebarrier.
ArmorguardGate
Page2of2
References:
AS/NZS3845:1999
NCHRP350
NSWRMSAcceptanceDocumentdated03/08/2013
FHWAletterRef:HAS10/B87
Deflection:
Nominal
Mass
(kg)
Nominal
Angle
(deg)
Nominal
Speed
(km/h)
Recorded
Deflection
(m)
Note
2,000 25 100 0. 57 1
Note:
1=NCHRP350321
BarrierGuard800SteelGate
Introduction:
BarrierGuard 800 Steel Gate is a hinged steel barrier gate
intended primarily to provide openings in permanent
concrete barrier and to provide construction access in runs
oftemporaryBarrierGuard800.
Ownership:
HighwayCare
http://www.highwaycare.co.uk
Supplier:
BoylanGroup
Ph:1300500055Mob:0437359990
www.boylan.net.au
Page1of2
TestLevel:
NCHRPReport350TL3
Status*: Accepted
StatusCommencementDate: Jun2014
MainMaterial: Steel
No endtreatmentasthegateisembeddedinto longitudinal
barriersystem.
Design:
BarrierGuard800SteelGateisahingedsteelgatecomprising
6 metre and 12 metre sections of Barrierguard 800 steel
barrierwithTTopattachments.
Thesystemis530mmwide,and800mmhigh.
The maximum length of gate is 30 metres (on the basis of

operational manageability). The system is tested on longer
lengths.
Thesystemshouldbeinstalledonsmoothlevelground.The
intended sweep of the gate should be free from kerbs or
rapid changes in gradient. Designer should check with
supplierforsitespecificfoundationrequirements.
Limitations:
Wheelsmustbefullyretractedmustnotinuse.
Posted speed should be restricted to 40 km/h when gate is

openunlessexposedbarrierendscanbeotherwiseshielded.
BarrierGuard800SteelGate
Page2of2
References:
AS/NZS3845:1999
NCHRPReport350
Austroadsdeterminationletterdated14March2014
NSWRMSAcceptanceDocumentdated14March2014
FHWAletterRef:HSSD/B159dated8May2007
Deflection:
Nominal
Mass
(kg)
Nominal
Angle
(deg)
Nominal
Speed
(km/h)
Recorded
Deflection
(m)
Note
2,000 25 100 1.162 1
Note:
1 = NCHRP 350 321 test ref. BG807. This test comprised a
60 metrelengthoffreebarrier betweenanchors.Shorter
lengthsbetweengroundanchorsarelikelytoresultinlower
deflections. Designer should consult with supplier for
performanceofdifferentconfigurations.
Raptor
THISISNOTAROADSAFETYBARRIER
Category: Other
Introduction:
TheRAPTORisaproprietaryplasticsinglepointprotectorthat
maybeusedtoshieldhighriskutilitypolesorothersingle
pointhazards(e.g.,trees)whereconventionalbarriersystems
maybeimpractical.
Variants:
Twovariantsexist:
2.46mx1.15mx1.05m(LxWxH)300mmvoid
2.76mx1.15mx1.05m(LxWxH)600mmvoid
Ownership:
Ph.1800724172
www.acprod.com.au
Supplier:
Ph.1800724172
www.acprod.com.au
Page1of2
TestLevel:
NotApplicable.
Status*: Accepted
MainMaterial: Other
SubCategory: Other
NotApplicable.
Design:
Installation:
The supplier producesaProductManualandanInstallation
Manual.Installersshallbecognizantofthecontentsofthese
manuals.
This device was deemed to be successfully tested using a

smallcar(820kg)at 80km/h outsideofstandardisedtesting
arrangements. This device is accepted for use in the
followingapplicationsituation:
urban environment, maximum design speed (or speed

environment) 70 km/h, exposed singlepoint hazards
withcrashhistorywhereconventionalbarriersystemis
impracticalornotwarranted.
Subject to the above and subject to risk assessment this

device may be appropriate for use in the following
situations:
Medians
Goreareas
Pedestrianuseareas
Cycleuseareas
Limitations:
Thisdevicecannotbeusedoncrossfallssteeperthan10%.
Thisdeviceshouldnotbeinstalledlowerthan100mmbelow
theroadlevel.
Thisdeviceisintendedforuseonclosedsystems,i.e.,notfor
use onIsectionorchannelcolumns. Thesuppliershouldbe
consultedfor sitespecific advicewhenthereisdoubt about
theshapeofthehazardbeingshielded.
Soilat thepostandground anchorsites shallbecompacted

tonotlessthan95%relativecompaction.
Raptor
Page2of2
References:
Deflection:
Notapplicable.

MRCompliant Barriers End Treatments

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Road Safety Barrier Systems, End Treatments and Other

Related Road Safety Devices

AASHTO Roadside Design Guide (2011) (section 6.4.1.8)

An advantage of the single slope shape is that it can

Refer to TMR Standard Drawing 1468 (rev. E) for further

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When specifying the use of rigid barrier, sight distances,

Drainage should be checked and drains installed from the

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Designers and project managers should be cognisant that

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A spacer block, with a triangular notch cut from its web,

Upon impact,the railremains nearly vertical in the collision

AS3845 provides more information on these semirigid

Posts need to be buried to sufficient depth in order to

The use of multiple blockouts is not appropriate, as this

Posts should not be driven through any bound pavement

When shielding an embankment, a minimum distance of

The system must be anchored at its ends in order that the

Successive overlays(orliftor correctorcourses)mayreduce

The standard wbeam post spacing is 2m. Where excessive

EzyGuard SMART is not a replacement for other products,

Rope Tension: Nominal Tension is 22.25kN. Note that

Designers should also consider the effect of site specific

Designers should consult with the supplier, particularly for

Length: The length of effective barrier in the tested article

Rope Tension: Tested rope tension (test level TL4) was

The terminal is sometimes described as a nonrelease

Designers should also consider the effect of site specific

Designers should consult with the supplier, particularly for

Designers should also consider the effect of site specific

Designers should consult with the supplier, particularly for

The concrete footing for each slip base post should be a

Rating TL2 TL3

Preferred planlayout is to installthe end treatment at

This product may be used as a permanent installation or

Note the Quadguard Elite has been crash tested at

The Designer must select the appropriate design speed

Up to40%ofthesystemelementsmay be recoverable and

Field experience has shown that nuisance crashes do not

To be used where the design speed is 100 km/hr or less.

All curbsand elevatedobjectsover 100 mm high shouldbe

Upon impact, the fender panels telescope towards and

Applications include connection to concrete barriers, toll

No elevated kerbs, islands, drainage structuresoranyother

Saferoads Design & Installation Manual states A smooth

Responsibility is with designer to ensure that any transition

Note limitations regarding lifting: seek latest advice from

Notethat theRoadPlanning& Design ManualChapter 8 cl.

Actual clearance distance should be determined by risk

Note that F type profile concrete barriers are only

Note that F type profile concrete barriers are only

Ironman is NOT accepted by DTMR in Queensland as a TL4

Ironman barrier may not be used where cross slope

Deflection characteristics for given impact conditions

Note: Triton CET (Concrete End Terminal) is not a suitable

Restrict to use on work zones posted <= 70km/hr, with

Restrict to use on work zones posted <= 70km/hr, with

The maximum length of gate is 30 metres (on the basis of