APPENDIXA3

GUIDELINE ON DESIGNAND

SELECTION OF CRASH

CUSHION, DRAFT FINAL,

MAY2004

MEMBEKAL DAN MEMASANG ·CRASH CUSHION" DI JALAN PERSEKUTUAN DI

SELURUH NEGARA DALAM TEMPOH LIMA (5) TAHUN, MEl 2005

JABATAN KERJA RAYA

GUIDELINES ON DESIGN &

SELECTION OF CRASH CUSHION

JAWATANKUASA REAM TC 09
- KESELAMATAN JALANRAYA

- DRAFT FINAL
(MAY 2004)
1.0 INTRODUcnON

2.0 BASIC CONCEPT OF CRASH CUSHION

3.0 PERFORMANCE CHARACfERISTICS OF CRASH CUSmONS

4.0 WARRANTS

5.0 APPLICATION

5.1 Dimensions of the Obstruction

5.2 Space Requirement

5.3 Site Characteristics

5.4 Characteristics of Impact Attenuation System

5.5 Initial Cost

5.6 Maintenance

6.0 PERFORMANCE REQUIREMENTS OF CRASH CUSmON

7.0 REFERENCES

1.0 INTRODUCTION

The design of our road network is based on the existing standard featured in the design manuals.
These manuals present various alternatives of an ideal cross-sectional layout of proposed
roadway. A design may range from a simple alignment to a much complicated road network that
may include structures like bridges, viaducts and flyovers, thus creating fixed and rigid objects
within the right-of-way. Similarly, over the years, plants, trees and other fixed structures are
sometimes being installed along the central median and roadside verge not only to provide
facilities for the public including improving the esthetical splendor of our carriageway, much
without realising the fact that these objects are creating unsafe road environment for the road
users and are the causes ofroad casuahies.

One inevitable result of the complicated designs and progression ofthe roadway features will be
the creation of hazardous objects, or potentially dangerous accident sites. "Hazard" refers to any
fIXed object by the roadside, the median or gore area that, by virtue of its structure and
placement, results in, or is likely to result in, an increased probability of vehicle damage,
occupant injury or fatality in the event of a motor vehicle leaving the roadway. These hazards
will typically be rigid roadside objects found both in the verge and central reserve, such as
bridge abutments, bridge piers, parapet rail ends, sign supports, gantries or safety barrier
terminals.

Hazards within the clear zones should either be removed, relocated or modified so as to be
breakaway. When this is not practical, the obstruction should be shielded so as to prevent an
impact of the obstruction by an errant vehicle. In order to protect the motorists from the high
risk of fatality, commonly longitudinal barriers such as guardrails are being deployed. One other
tool that design engineers can employ to shield these hazardous sites and provide a safer road
especially the approach ends ofthe hazards is a crash cushion.
2.0 BASIC CONCEPT OF CRASH CUSmON

A crash cushion or an impact attenuator is a type of protective device that can be used to shield
warranting obstructions or fixed and rigid objects from being impacted by errant vehicle. Such
warranting obstructions are overhead sign supports, bridge piers, bridge abutments, ends of
retaining walls, bridge parapets, bridge railings, longitudinal barriers, etc. Warranting
obstructions in the median and along the roadside can also be shielded but the most common use
ofa crash cushion is to shield obstruction in a gore area.

Due to the maintenance needs of crash cushions, the designer should when practical attempt to
place obstructions beyond the clear zone, or provide designs that will avoid the need to require
shielding by a crash cushion.

An accident involving a single vehicle impacting a blunt end of a roadside barrier or a rigid
fixed object has a very high severity potential since the vehicle would come to a sudden,
violent stop. The driver and passengers, who for a brief millisecond would be traveling at the
current speed, could be thrown forward hitting the steering, dashboard and windscreen causing
severe injury. In addition, an impact with a longitudinal barrier end can result in barrier
elements penetrating the passenger compartment, thereby increasing the risk to the occupants.

With a crash cushion placed at the approach end of the hazard, the out-of-control vehicle
would be given a controlled stop thus avoid hitting the hazard. The crash cushion has the
ability to absorb energy of the impacting vehicle, thus stopping it in such a way that the
occupants may avoid serious injury.

There are basically two concepts in the crash cushion design. These are:

a. Kinetic energy principle

b. Conservation of momentum

The kinetic energy principle involves the absorption of the kinetic energy of an impacting
vehicle by 'crushable' or 'plastically deformable' material placed in front of an obstruction.
The crushing ofthe frontal components ofthe vehicle also dissipates some ofthis energy. This
system is generally referred to as a compression crash cushion. It requires a rigid back-support
In order to resist the vehicle impact force that deforms the energy absorbing material.
The second concept in the design is based on the transfer of momentum of the moving vehicle
to an expandable mass of material placed in the path of the vehicle. This expandable material
usually consists of containers filled with sand. This type needs no rigid back-support since the
kinetic energy is not absorbed, but rather transferred to another mass. The system based on
this concept is known as the 'inertial barrier'.

'1
3.0 PERFORMANCE CHARACTERISTICS OF CRASH CUSmONS

Many different types of crash cushions exist and their differing characteristics influence their
intended use and limitations. In order to correctly select an appropriate crash cushion for any
applicatio~ it is essential to understand the following performance characteristics, which
dictate the capabilities of different types of attenuators:

a. Redirective Capability:
• Redirective system - A redirective system (see Figure 3.1a) will redirect an
impacting vehicle away from a fixed object when the system is struck on the side.

• Non-redirective system - If a vehicle strikes a non-redirective system at an angle, it

will continue in nearly the same direction until it impacts a fixed object, another
vehicle or comes to a shop as shown in Figure 3.1 b.

Site conditions will dictate whether a redirective or non-redirective system is required.

Redirective systems should be employed in all instances where the use of non-redirective
systems would result in undesirable secondary impacts (see Figure 3.1b). If a redirective
system is required, a further determination will be if it is necessary to have redirective
capabilities for one direction (unidirectional) or both directions (bi-directional).

...

 a) RedlNellYe system

b) Non-redlrectlYe system
"

Figure 3.1: Redirective Capability

b. Gating Capability:
• Gating - When a gating system is struck at an angle on the front (system nose) it will
allow the vehicle to pass through the system in the same general direction of travel as
shown in Figure 3.2a

• Non-Gating Systems - If the safety device is non-gating, it will bring the impacting
vehicle to a controlled stop in the vicinity of the system without allowing the vehicle to
pass through the device (see Figure 3.2b)

Gating systems should never be used where the site characteristics indicate that an impacting
vehicle would be at high risk of a secondary impact or by encroaching into the opposing or
adjacent traffic lanes. Examples of such situations include median and gore area applications.
 SYSTEM LENGTH
OF NEED POINT

a) Gating system

b) Non-gatlng system

Figure 3.2: Gating and Non-Gating System

c. Pocketing Capability:
Pocketing occurs when the sti:ffuess oftwo redirective barriers is so different that the impacting
vehicle deflects the softer barrier and impacts the end ofthe strong barrier (see Figure 3.3). The
stiffness and deflection characteristics of adjacent barrier systems should be determined and a
properly designed transition used to reduce the potential of pocketing.
 GUARDRAIL

RIGID BARRIER
TRAFFIC .~
."""'­ --.. -­

Figure 3.3: Pocketing

d. Capacity:
The capacity of a system refers to the test or performance level that the safety device
successfully passed during independent crash testing. Designers should always select a
system, which has the proven capacity to absorb or redirect all of the kinetic energy of the
vehicles, which can be anticipated to impact the object being shielded. Thus, the anticipated
impact speed for all sites at which crash cushions are proposed should be clearly stated in
design-related documents.

The capacity of a system is often dependent upon a specified lengt~ width, attachments or
anchoring conditions for the device. These options should be clearly understood and
compatible with the site conditions before finally selecting the device that ensures the required
capacity is always provided. Figure 3.4 provides further guidance on the proper positioning
and placement ofcrash cushions.

,...,... ­ . .............

IN •

,....... ­

Figure 3.4: Area of Placement of Crash Cushion

'7
4.0 WARRANTS

Regardless of the reason for a vehicle leaving the roadway, a roadside environment free of
fixed objects with stable, flattened slopes enhances the opportunity for the driver to regain
control of the vehicle and therefore avoid an accident or reduces the severity of those
accidents if do occur. The forgiving roadside concept anticipates that vehicles will leave the
roadway and supports a roadside design where the serious consequences of such an incident
are reduced.

The application of the forgiving roadside concept has been refined to a point where roadside
design is now an integral part of transportation design criteria. Further look at other factors
that may influence and draw the drivers attention should be given some consideration.

It is also necessary to determine whether an obstruction within the roadway or roadside

merits the attention of the designer. The following method of determining whether these
fixed objects warrant for redesign is based on a mathematical and probabilistic approach. A
"run-off-the-road" (ROR) crash is the result of a chain of events, each having some
probability of occurrence. There is the probability that a motorist will leave the traveled
way; a further probability that this motorist will not be able to recover and return to the
road; then there is the probability that whilst the vehicle is away from the road it will hit
some object with serious consequences to either the occupants or the vehicle. It will be
noted that interrupting this chain of events at any point will mean that a run-off-the-road
crash will be averted. Each of these probabilities can be estimated from experience,
observation and analysis of road crash statistics.

Based on the work by Troutbeck (ARRB Internal Report AIR 833-1), the number of persons
killed or seriously injured per year in collisions with an object on the side of the road is
estimated to be
 N=ExQx(a+ p)xrxgxOR (Eqn.l)

where

N = Number of persons involved in collisions with a particular object on the side

of
the road per year
E = Encroachment Rate (from Table 4.1)
Q Annual average daily traffic (AADT)
a = Factor modeling the length of the object and its offset from the closest lane or
the
average of the lanes within the clear zone (See Figure 4.5)
p Factor modeling the width and offset of the object (See Figure 4.1)
r = Factor modeling the horizontal alignment ofthe site, as given in Table 4.2
(r = 1 for straight alignments; r = 3 for divergent gore area)
g = Factor accounting for descending gradient at the site, as given in Table 4.3
(g=1 for ascending gradients and flat sections)
OR = Vehicle Occupancy Ratio (OR = 1.3 persons per vehicle)

No. of Design Speed

Lanes 560 80 100 110
1 0.00010 0.00015 0.00025 0.00030
2
* o.ooens 0.00020 0.00025
J
* . *
11
0.00015 0.00020

Table 4.1: Encroachment Rate

o
 4 .••.•••.••••..••••••. ~ .•••..••••••••••.•:.."'.__
.
r 3 ·
....•.•..•. ·COf"w-I····· .....•.......•:

2 .....+·· .
:
Inside of CUM
1 --_.!- ...... --:-­
~...--.=:..=..;:::;;;.:;;;~---=-:--
o 20·

Table 4.2: Horizontal Alignment Factor (r)

2 ···········:·········:·········r·········:········
i ! ~ : ~
9 1.5
.......··r·······T··...- !·········r·······t

1 ..._ ..... ~----=:....-_-=-_......:._----::

2 .. .. • 10

"".""...
Table 4.3: Descending Gradient Factor (g)
 ·······I··..··..·l···..···'I·········t·······..r····
.030 .~ _.··..·.:..••..... ·1·· ••••••••1•••••
: 10m i I I I
.020
-L
·········t·-Sm··t·
:---l-··r·····r , ·······-t·········t·········!········· . J
~=~~~ r.......•1
.
--r-..... :.' i
: !: ::
.............! .
: 41ft: ! i
.015 ·········:·········r··· ..:... ····t····.. ···i-········ t---A. • +l +%
~:.
j ---r-lm i . i I
i No. 01"'"
.010 ••..••.. -t.·········t. ==~....... i. . . ~ .... DERNmON OF TERMS
!
005 •••__•• l _ i! ! i ~ ~.. :··..······4···_···~
.

o
::
.......:
:
::
:
W. 1m : :
r-r~~~
::
I I

i i 3 4 5
: : : ~ ACm~ : :
.005 •...••.. ··r······T···..·..r·······;·········r······..r········t··
: : -il.lm
.010 • .:" .•• 1....... . ':,:0'-!JiOo-=::~~~

.015 .••

! i --fIOm i
.020 •••__ ··t·········~..·······+········f....
j l--iSm 1
a .025 ········+·.. ·····~····· ..···l·~ . ·····~
i L-lC!'" j

.
030
~
..;
i
+ i
: ....
j.••••
J~
; ~.
---=--: i
.035 ·········f········+·········~··
i ~~: when L>4Om
~: ;
.040 ········-7··..·····i··········: a. L + 101rP(A)
: fJ5m ; ~
--l---1 !
.045
'.0
P(A) hobt*Mld
.050 'Whent
rom Rgure 6.9
COEmCIENTS a and JI

Figure 4.1: Determination of Hazard Modeling factors a+ p

Note that for double-sided guardrail terminals or barrier ends found in a gore area location,
the values of w = L = 1 should be used to model the hazard. Additionally, when assessing
objects located in road medians, the correct number of persons involved in such collisions is

1 1
gIven by the sum of the parameter 1M calculated for each direction of traffic taken
individually.

Once the total number of persons involved in such collisions per year has been determined,
then the overall risk posed by the site in question can be assessed with the aid of Figure 4.2.
The severity index of the hazard identified at the site is determined from Table 4.4. Any
hazard which fall into the "Urgent", "High" or "Medium" Risk categories must be treated.
"Low" Risk hazards which fall within the desirable clear zone area may be allowed to
remain within the clear zone.

10 1 0.1 0.01
10
T
CRITICAL 9

+
MAJOR
8

Severity

+
SEVERE
6
5

+
Index

4
lOW
MINOR 3 ~'1+-I--I--""'+RISK -+----1

+
INSIGNIFICANT
2

Figure 4.2: Risk Assessment Chart

It should be noted that this method on warrant for some kind of protection is applicable to
both new construction and major reconstruction projects as these projects offer the greatest
opportunity for implementing the roadside safety enhancements presented herein. In such
cases, all obstructions within the desirable clear zone that are assessed to be of "Urgent" or
"High" Risk must be treated before opening (or reopening) of the project to motoring public.
Sites that are assessed to be of "Medium" Risk should preferably be treated prior to opening.
However, where budget funds are limited, "Medium" Risk sites may be treated as part of a .
long-term program, provided all such sites are treated within a maximum period of five years
from the date that the roadway is first opened to the motoring public. Treatment of "Low"
Risk sites, while always encouraged, shall be at the discretion ofthe relevant authority.

1.,
For those cases where this method is used to assess various high accident locations which
might be treated on an ad-hoc basis, those sites which fall furthest towards the upper left-hand
comer of Figure 6 shall be given priority.

When faced with the issue of "Urgent" or "High Risk" hazard within the existing roadway
(i.e. roadside, median or gore) the designer must evaluate the options available under the
current situation. A summary of the options and strategies available to the design engineer for
reducing the risk or severity of a probable accident with the hazards or obstacles might be
represented by (in order of priority):

• Remove the obstacle

• Redesign the obstacle so it can be safely traversed
• Relocate the obstacle outside the desirable clear zone
• Reduce the impact severity by using a break-away device
• Delineate the obstacle especially at the approach
• Shield the obstacle with a longitudinal barrier and/or a crash cushion

Fixed object that generally requires shielding when located within the designated clear zone
for a specific roadway. Some of these objects can best be shielded with a crash cushion. The
most common application of a crash cushion is at an exit ramp (i.e. divergent) gore or an
elevated or depressed structure where a concrete abutment, bridge rail end or rigid pier
requires shielding. Crash cushions are also frequently used to shield the ends of roadside and
median barriers.

1'1
 _n_:
1lQA05IDE RATURE

........,'
.'JO
DESIGN _ _ (IaIIlIaJ

Ill-Ill it_

-'~
.l.
IIOADSlOE FEATUIlE

-c.... I
="10
DESIGN SPEED (IlInIlt)
Ill·. it 100

-
0_.-'
p_.-.
_flfIRIlCI
~~
~ J
I.S

I.S
1.1

1.1
U

11
~~.

-­ ...-...........----­==
""""'
T .

Ir •
,.­ ~
W_1G4l :LO 11 1.1
U
1.1 I" 2.5
4.,
U-S.' U-U U,U

I.
1.1 U-U U·... 1.1,7"
8 1M 4.5 7.5

--
1.1 I.O-U U-U U'U

...---.-.
U 1.1 U# t4.t 1.5.4-' 2AI-U 11·7..
:: ...
r I~

__
U U
'.5 U

W u •
--­
1.1 1.1
............. _- ........ _-.... ....... ................ _- . ..................... . ..
... ~
} --­ .......... -
-... .'
..... 10M'. . . . IoMM. wi'" ... s.o U 7"

"""', ~ 2., U U e--_-.o

.... .-.
-~
illolGIc ........
U·U U-u U-U

11 2AI
••• 5.5-7.5 U,U

--­-
u
''''~
11 U
•• O·Z 1.5.... 7.·U
...
U·U
7,J.&J

-­
M
-.:r..=
"U
'-10
U
U-U
•
'.5
7"-'" U·...

- ......
- - - e_ _

-,-­--­
Ie

........... 0 ­_ _ _
>­ "
.....""" ...
-
I.e U

~
~
!.O U 1.1
.,c••••

,
.-,-­

~
•
~ ..SC
- - - - " " " ". . . . . .11)
......
as
1.1
t.s

...
1.1
1.1

11
-­
.-
,--!­

....,.­
...
SnleelII.­
.,.•
........
11

....
U
2.5
..•
1.1
U
U
1.1
U
U
U
11
11

..
J[

_ _IY_""Sl..."
~

IIOADSIOEFEAlUU
1.1 2.S

DESIGN SPEED (bWh,

U
.--
...... ---­
- ­..................... ~~
•.5
J.S
U
U
s.o
U

O£SIGNSJ'EEDCt. . .,
U
U

ROADSlOE FEAlUIIE
I "10 Ill-Ill it 100 ;1;10 Ill,.
"""-0UIm
it1GO
rv-_ .........
I ........
~ ........... --.~.,. ... ~
s..-.._.-__.­
'~~:1J:
I - -c••••
• ..,
,...
.... • I '.I U U

=~-....-
u u u
....., U 5
U 1.1 1.1

-­
2. U I.
It I.J 1.1

.,~
2.J
Rot as I.e 1.1

=:-.. . . . . _...­--­
~-_ ~
.........

rom.--­ -­
•
..• a,
-­ J.S
4.t
U
U
U 1.1
U
7.
•....
lO.O
I
• ,.
U ,..
'.5
11
U

--.......
U
•• I U
l'
!==tn:=n- y
u 1.1 U I.e
10
Rot ...
U
1.1
U
U
U
U

t--S u ~-.-_--'"
..
U
I'fNtIor--...... U

jCIURlS: 1;::-_.........._..­
1-... .......
tlr.",
................y. Of'
2.5 U

~._. ..... 4.0

U
U
s.s
7.
7.5
""-'-.........
1---...,­
7.5

...
7.5

u
U

,
~ ... .. .......

~=
U ... U
u
U
SAl
U ...
U

Table 4.4: Severity Indices for all Vehicles at Varying Speeds (ref 2)

1"
s.o APPLICATION

Once it has been determined that a crash cushion is to be used to shield a warranting obstruction,
a choice must be made as to which crash cushion is best for the particular location under
consideration. The crash cushions presently recommended for permanent installations are:

1. Inertial Barrier:
a. Fitch Inertial Barrier
b. Energite Inertial Barrier

2. QuadGuard System:
a. Guard Rail Energy Absorbing Terminal (GREAT) Systems,
b. Hi-Oro Sandwich Systems,
c. Hex-Foam Sandwich Systems and
d. Advanced Dynamic Impact Extension Modules (ADIEM)

3. QuadGuard Low Maintenance Crash Cushion (LMC) System:

Use is to be limited to locations where numerous incidents occur requiring excessive
maintenance

Existing crash cushions which are not of the type listed shall be evaluated to determine whether
repairs or replacement are necessary..
 Tenninal Type Tenninal Detail Design Speed (kmIh)
Location Width Length Classification
(mm)
Hi-Dro Sandwich Median 900, Non-gating Non compliance to
system Roadside 1600, Redirective NCHRP 350
Gore 2000
Hi-Dro Cell Cluster Median Gating Below 70
Roadside Non- Non compliance to
Gore Redirective NCHRP 350
Hex-Foam Sandwich Median 1200 4500 Non-gating 70 -110
system Roadside to to Redirective
Gore 2300 9500
Guardrail Energy Median 485, 2000 Non-gating 70 - 110
Absorbing Terminal Roadside 610, to Redirective
Gore 760, 12000
915
Sand-Filled Plastic Median ::=: 5500 Gating 70 - 110
Barrier Roadside 2100 to Non-
Gore 12000 Redirective
Connecticut Impact Median Non-Gating 70 -110
Attenuation System Roadside Redirective
Gore
CAT Median 725 9550 Gating 70 -100
Roadside Redirective
Gore
Brakernaster Median 450 9600 Non-gating 70 - 100
Roadside Redirective
Gore
Low Maintenance Median 1100 11000 Non-gating 70 -100
Attenuator Roadside Redirective
Gore

Table 5.1: Selection Guide for Some Impact Attenuators

Several factors must be evaluated when determining which of the recommended crash cushions
should be used. The number and type of the factors to be evaluated precludes the development
of a simple, systematic selection procedure. Table 5.1 above shows the selection guide for some
ofthe impact attenuators mentioned above.

1.1::
The factors which normally should be considered are briefly discussed below. In many cases,
evaluation of the first few items will establish the type of crash cushion to be used. When
designing a crash cushion, take the time to review the design instructions and product
limitations in the manufacturer's design manual thoroughly before performing the necessary
work.

5.1 Dimensions of the Obstroction

Inertial barriers can be designed to shield obstructions of practically any width. Standard
QuadGuard Systems are available in widths from 600 rom to a maximum of2250 mm. The 600
rom wide QuadGuard System will be used as a crash cushion treatment for barrier kerb. The
QuadGuard LMC System is used to shield obstructions approximately 900 mm wide at locations
where a high frequency of impacts can be expected.

Crash cushions are not ordinarily used along the length of an obstruction. Usually guide mil or
barrier kerb is used. Figure 5A shows typical installations where a crash cushion is used in
conjunction with a barrier kerb or guide rail.

5.2 Space Requirement

1. Area occupied by the crash cushion
The QuadGuard System will usually require about 20 percent less length than an inertial barrier.
To meet the requirement of Figure 5B, inertial barriers will have a minimum width of
approximately 1950 mID (two barrels each at 900 rom wide plus a 150 mm space between
them). The QuadGuard Systems are available in five standard widths of: 750 mm, 900 rom,
1725 mm, and 2250 rom (see Figure 5C). Figure 5C indicates the lengths of the QuadGuard
System required to satisfy the allowable deceleration forces.

2. Reserve area for attenuator:

Figure 5D shows dimensions to be used in determining if adequate space is available for the
installation of a crash cushion. Although it depicts a gore location, the same recommendations
will apply to other types of obstructions that require shielding by a crash cushion. Also, Figure
5D shows a range of dimensions, the significance ofwhich is as follows:

1"'7
a. Minimum:
Restricted Conditions - These dimensions approximately describe the space required for
installation of the current generation of impact attenuator devices without encroachment on
shoulders and the nose of the device offset slightly back of the parapet or shoulder line.
However, there are designs already developed that would not fit in the space provided by these
dimensions and it is recognized that often it will not be possible to provide the recommended
reserve are~ particularly on existing roadways. In either case, the crash cushion should be
designed so as not to encroach into the shoulder. In e:x1reme cases, where the crash cushion
must encroach into the shoulder, a reusable crash cushion should be given serious consideration
since a higher than normal frequency of impacts could reasonably be expected when the crash
cushion is so close to the traveled way.

Umestricted Conditions - These dimensions should be considered as the minimum for all
projects where plan development is not far advanced except for those sites where it can be
shown that the increased cost for accommodating these dimensions, as opposed to those for
Restricted Conditions, will be umeasonable. For example, if the use of the greater dimensions
would require the demolishing of an expensive building or a considerable increase in
construction costs then the lesser dimensions might be considered.

b. Preferred:
These dimensions, which are considerably greater than required for the present generation of
impact attenuator devices should also be considered optimum. There is no intention to imply
that if a space is provided in accordance with these dimensions that the space will be fully
occupied by an impact attenuator device. The reason for proposing these dimensions is so that
if experience shows that devices should be designed for greater ranges of vehicle weights and/or
for lower deceleration forces there will be space available for installation of such devices in the
future. In the meantime, the unoccupied reserved impact attenuator space will provide valuable
additional recovery area.

10
 ~T • MEDIANS

- Traffic - Traffic

Traffic - ­

FLAT • ROADSIDE AREA

Trafflc- Traffic-
O'C ...._.Q.;;;;.h-~._._----

--~~;t:(j=-D
L:::'" CMffI 0. -.s. lad

e = 10 DIGIIII MAl[
• - SLOPE 5'llo ott WS

Figure SA: Typical Installation of Crash Cushion

NOTI. A IIlIIlI.... m of _ a.. _ 1M

........... In the thne ro_

_ .-"OIfi
.........Cf...
Iorn,-'Of"'--"TrafIIc="----_~
...

Figure 5B: Layout for Interial Barrier

H\
 Varies (See Hole 2)
... TnIIIic

KEY
I DESIGN DATA
IDISlIfI IMMI jEIRCIM NOMINAL
I SfEB) Of !LINGKf: WlIITlI
(MPH) 0A1S !Of UNIf: l
J Y
QUADGUAID
tJl
\..1 CMTllIDGE
25 I 5'4' ; 2'-t",t'....
! J5 2 r.¥ 7~.5'-t"

@ DWIlIAGM I
4S 2
11"'" . 7....
5G
•
,
j W-r

" "'...
·.··_.~ ... ·~ ...._..'-- ....i-I!'=!:..
13'
'VI RNDEI PAHD. I 6G 7 , tr-r
65
• 5''''
(4)
'-
NOSE
ASRMILY
7G
111 It
• W.,. W-r
!
7Q
n
n
12 .....
:15'''­

\.!!!!!!l;.
OIt..,
­
rI.. ~_ , . .. . . _
"" 11 ..
2. '-II' rI _ _ _ ........... ,..,
......

Figure 5C: QuardGuard System

ImpGd AHenualor
hserYe Area

_ _ _T_raft_Ic_~ __
---1--;'-'--C~~:-:-=-:-::::-::~_~
- - - - _.. T

/ FGce Of Stall ~
Shoulder Or Parapet

DESIGN SPEED DIMENSIONS FOR uaPACT A1TI!NUATOR

AR&A ON NWf CONSTRU<:TIQN (fEET)
RlSERVEI
ON
MINIMUM
MAlNUNE PREfERRED
I IIES11llcrED UNRESl1llCI'ED
CONDITIONS CONDITIONS
(M.P.H.) N l I F N L F N l F
30 6 8 I 2 8 11 3 12 17 4
50 6 17 I 2 8 25 3 12 33 4
70 6 28i 2 8 45 a 12 55 4

NOR:
Far Intennedlcote de!IIgn ~ _ the valva for !he higher design speed
(La., f_ design speed of 40 M.P......... _ ..... f_ 50 M.P.H. design speed)

Figure 5D: QuardGuard System

'l(\
5.3 Site Characteristics
The vertical and horizontal alignment, especially curvature of the road and sight distance, are
important factors to be considered. Adverse geometrics could contribute to a higher than normal
frequency of impacts.

The presence of a kerb can seriously reduce the effectiveness of a crash cushion. It is
recommended that all kerbs and islands be removed approximately 15 m in front of a crash
cushion and as far back as the unit's backup. While new kerbs should not be buih where crash
cushions are to be installed, it is not essential to remove existing kerbs less than 100 mm in
height. Kerbs from 100 mm to 150 mm in height should be removed unless consideration of the
kerb shape, site geometry, impending overlays that would reduce the kerb height, and cost of
removal indicates the appropriateness of allowing the kerb to remain. Kerbs over 150 mm high
should be removed before installing a crash cushion. When a kerb is terminated behind a crash
cushion, the kerb should be gently flared and/or ramped. Flares of 15:1 and ramps of20:1 are
recommended on high speed facilities.

All crash cushions should be placed on a concrete or asphalt surface as required by the
manufacturer. However, a concrete footing is required at the backup and for the front cable
anchorage ofthe QuadGuard System

It is recommended that crash cushions be placed on a relatively flat surface. Longitudinal and
transverse slopes in excess of 5 percent could adversely affect the performance of a crash
cushion and should be avoided. If the cross slope varies more than 2 percent over the length of
the unit, compensating alterations may have to be made at the site.

Joints, especially expansion joints, in the crash cushion area may require special design
accommodations for those crash cushions that require anchorage.

")1

1
5.4 Characteristics of Impact Attenuation System
Redirection Characteristics
The QuadGuard System has redirection capabilities. Since sand-filled plastic barrels have no
redirection capabilities, it is important that the recommended placement details shown in Figure
9-B be adhered to so as to minimize the danger of a vehicle penetrating the barrier from the side
and hitting the obstructions.

Maximum Impact Speed

Quad Guard and Inertial Barrier systems can be designed for any reasonable speed.

Allowable Deceleration Force

Where practical, crash cushions should be designed for a deceleration force of 6G's. Where
space is limited, a crash cushion may be designed for a maximum of 8G's.

Backup Structure Requirements

The QuadGuard System, and QuadGuard LMC System and Hi-Dro Cell Cluster requires a
backup structure that is capable ofwithstanding the forces ofan impact.

Anchorage Requirements
The QuadGuard and QuadGuard LMC Systems require an anchorage which is capable of
restraining the crash cushion during an impact. The manufacturer's standard designs of these
crash cushions include the necessary anchorage.

Flying Debris Characteristics

Impact with an inertial barrier will produce some flying debris. However, this is not considered
a serious drawback.

5.5 Initial Cost

The inertial barriers have the lowest initial cost. Compared to inertial barriers, the QuadGuard
System has the higher initial cost. Assuming that about the same site preparations are required,
the initial cost of a QuadGuard System will usually be 5 to 6 times higher than an inertial
barrier. The initial cost ofthe QuadGuard LMC System is significantly higher than the standard
QuadGuard System; however, due to its reusability after a crash, the cost to maintain the system
is much less than the other systems.

5.6 Maintenance
Inertial barriers are particularly susceptible to damage during minor impacts. At locations
where nuisance hits may be common or there is a high probability of accidents, crash cushions
with redirection capabilities should be considered as a means of reducing maintenance
requirements.

The QuadGuard System is generally reusable after a collision, however, the QuadGuard
Cartridges must be replaced after the units are repositioned.

For most impacts with the QuadGuard LMC System, the main structural elements and energy
absorbing materials do not require replacement. The unit is reusable after most impacts and can
generally be placed back into service in approximately one hour.
6.0 PERFORMANCE REQUIREMENTS OF CRASH CUSmON

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

Procedures for the Safety Performance Evaluation of Highway Features, contains the current
recommendations for testing and evaluating the performance of crash cushions and longitudinal
barrier end terminals. The evaluation criteria by which the success of each test is judged require
that the impacting vehicle be gradually stopped or redirected by the crash cushion or end
terminal when impacted end-on at the Test Level selected by the manufacturer of the device.
NCHRP Report 350 designates three discrete Test Levels, namely, TL-l (50 kph), TL-2 (70
kph) & TL-3 (100 kph). In addition to end-on impacts, barrier end terminals and redirective
crash cushion must be capable of safely redirecting a vehicle impacting the side of the device.
No debris may penetrate the passenger compartment or encroach on other traffic. Generally, the
vehicle must remain upright during and after the collision and not be redirected into adjacent
traffic lanes. Finally the velocity with which an unrestrained passenger strikes the interior ofthe
vehicle should not exceed 12 m/s and the subsequent vehicle deceleration (highest 10
millisecond average) should not exceed 20 times the Earth's gravitational force (i.e. 20 g's).
Preferred values are 9 mls and 15 g's.

All crash cushions and crashworthy end treatments employed to satisfy the criteria of this
document shall be completely compliant with the testing conditions set out in NCHRP 350.
Accordingly, when specifying the use of crash cushion, the design engineer shall clearly
indicate the required system capacity (i.e. design speed or applicable Test Level) and whether
the desired unit shall be redirective - non-gating, redirective-gating or non-redirective. Only
those devices which can demonstrate their compliance with the NCHRP 350 criteria, in writing,
under testing conditions which are consistent with the intended site (inclusive of all product
anchorage's, etc.) and applicable environmental conditions typically found in Malaysia (i.e. ­
high ambient temperature, high humidity and high annual rainfall) may be used in satisfying the
guidelines set out herein.

'lA
7.0 REFERENCES

1. I.Task Force for Roadside Safety, 'Roadside Design Guide - 1996". American

Association of State Highway and Transportation Officials (AASHTO).

2. Roads and Traffic Authority, New South Wales, Australia, "Road Design Guide- May
1996".

3. Bowman B., "Design, Construction and Maintenance ofHighway Safety Features and
Appurtenances". American Association of State Highway and Transportation Officials
(AASHTO),1997.

4. Troutbeck R J., "Background to Proposed NAASRA Guidelines for the Provision of

Safety Barrier". Australian Road Research Board Internal Report 833-1. ARTRB
Victoria (Ref 625.738/ARRB.4).

5. Araban Teknik (lalan) 1/85, Manual on Design Guidelines ofLongitudinal Traffic

Barrier, Cawangan Jalan, Jabatan Kerja 'Raya Malaysia, Third Edition, 1993.

6. 6. NJDOT Design Manual - Roadway

http://www.state.nj.us/transportation/cpm/RoadwayDesignManualEnglish/

,,'"