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1 U.S. Department of Transportation Memorandum Federal Highway 400 Seventh Street, SW Administration Washington, DC Subject: From: INFORMATION: Design and Materials of Crashworthy Work Zone Traffic Control Devices; Portable Sign Stands, Type III Barricades, and Category IV Devices Rudolph M. Umbs Acting Director, Office of Safety Design Date: Reply to Attn. of: HSA-10/WZ-85 To: Safety Field Staff Introduction On September 15, 2000, this office issued a memorandum dealing with various aspects of crashworthy work zone traffic control devices. The topics covered in Acceptance Letter WZ-54 included Generic Type I, Type II, and Type III barricades, Drums with Lights, and Lightweight Warning Lights. This memorandum, WZ-85, distributes additional information on the materials used and the design of crashworthy work zone traffic control devices. It includes guidance on proprietary materials as well as updates some information on generic designs. This information is based upon crash test results, direct comparisons between similar products, and/or extrapolation. This memorandum consists of two sections. The first will deal with the design and materials of crashworthy devices. The second section includes frequently raised Questions and Answers (Q&A s) which will be added to the appropriate page on the Federal Highway Administration (FHWA), Safety Core Business Unit website. ( DESIGN and MATERIALS: I. Portable Sign Stands A. Sign Substrates 1. The crash-tested signs of corrugated polypropolylene and polyethylene plastic substrates, with a thickness of 10 mm (0.4 in), going by the names of IntePlast, InteCell, CoroPlast, and SafetyCor are considered interchangeable. Wall thicknesses are approximately 0.9 mm (0.035 in) and cell size is 10 mm (0.4 in). This means that any portable sign stand or other device successfully crash tested with one brand will be acceptable when used with any of the other brands mentioned. 2. The 2 mm (0.079 in) thick aluminum/plastic laminates called Reynalite, Alpolic, and DiBond have been crash tested on certain portable sign stands and are considered equivalent to each other. These aluminum faced composite substrates have thin (0.25 to 0.50 mm, to in) aluminum outer layers surrounding a core of polyethylene or other thermoplastic material. As in the case of the plastic substrates discussed above any portable sign stand or other device successfully crash

2 2 tested with one brand will be acceptable when used with any of the other brands mentioned. B. Sign Shapes and Sizes Most crash tests of portable sign stands have been with 1220 mm x 1220 mm (48 x 48 in) diamond signs on flat and level terrain, which appears to be the most common situation in actual use. However, many square and rectangular signs are also used, and sometimes the sign stands are placed off of the pavement on non-level terrain. National Cooperative Highway Research Program (NCHRP) Report 350 testing represents idealized conditions. We recognize that a test matrix to cover all shapes, sizes, and terrain conditions would be impractical. As many sign stands of various designs and materials have been laboratory crash tested with diamond signs, we believe the safety performance of these same stands when used with rectangular signs will be satisfactory. Those portable sign stands that have been successfully crash tested with a 1220 mm x 1220 mm (48 x48 in) diamond sign will be considered acceptable with a rectangular sign up to 1525 mm (60 in) wide if: 1. The same lightweight sign substrate is used. 2. The height to the top of the sign remains the same or less for short stands and meets or exceeds the height for tall stands.* 3. The overall area of the sign does not exceed the area of the crash tested sign (approximately 1.5 square meters or 16 square ft.). This would permit a sign up to 1525 x 976 mm or 60 x 36 in. This acceptability is not extended to rigid aluminum or plywood substrates. These substrates must still be handled on a case-by-case basis. * In most cases, windshield damage is caused by the top of the sign/mast striking the windshield. If the sign and stand assembly passed the testing, then either the assembly separated and passed harmlessly over the vehicle, or the sign struck the vehicle but the top struck the roof causing little damage. Maintaining the same height to the top of the sign should lead to similar performance. During some tests the stand remained intact but did not deflect enough to come in contact with the test vehicle. For short stands with sign mounting heights of 300 to 450 mm (12 to 18 in) to the bottom, the height to the top of the sign may be any distance equal to or less than that of the tested diamond sign. For tall stands with mounting heights of 1500 mm (60 in) or more to the bottom of the diamond sign, then the height to the top may be any distance exceeding that of the tested diamond sign. C. Installation conditions At times signs need to be placed on sloping terrain. As with other roadside safety hardware, portable sign stands should be used on slopes 1:10 or flatter. However, we will use laboratory testing of portable signs on level soil to judge the acceptability of the various stands wherever used. Additional crash testing on non-level terrain will not be required unless the stand is specifically designed for non-level terrain. Not all stands successfully crash tested on 1:10 or flatter slopes will perform similarly when placed on slopes steeper than 1:10. However, in those situations where you MUST place a sign on that slope, a crashworthy sign stand should perform better than a stand that has not been tested at all. Many sign stands have been crash tested on concrete or asphalt pavements rather than on soil. Testing on soil has turned out to be a more critical condition since the device cannot slide as easily on

3 the ground. Legs of barricades and sign stands tend to dig into the ground, sometimes changing the failure mechanism and behavior of the device. Because we cannot always predict the behavior of devices on unpaved areas when they have been crash tested on concrete, judgement should be used when placing these devices on soil. In short, if a device was tested on soil it may be used on tranversable slopes subject to the engineer s judgement. If it was tested on concrete or asphalt, its use should be limited to 1:10 slopes or flatter. II Generic Type III Barricades and Attachments A. Generic Type III Barricade Designs 1. Bent Barricade Angle Iron Framed Type III The generic Type III barricade was covered in Acceptance Letter WZ-54 dated Septermber 15, 2000, (crash tested by Bent Manufacturing.) It is 2440 mm (8 ft) wide and consists of a pair of 1525 mm (5 ft) long, 3.5 mm (10 gage) thick, 38 mm x 38 mm (1 ½ x 1 ½ in) hot rolled-high carbon steel angles as the base. To the center of each of these is welded a 200 mm (8 in) long, 51 mm (2 in) square tube into which are inserted 1600 mm (63 in) tall, 3.5 mm (10 gage) thick, 38 mm x 38 mm (1.5 x 1.5 in) hot rolled high carbon steel angle uprights. The three barricade panels are each 19 mm (3/4 in) ACX plywood and are attached with mm (3/8 in) diameter bolts, nuts, and washers to each upright. The Type III barricade is also acceptable with panels that are 1830 mm (6 ft) or 1220 mm (4 ft) long. This Type III barricade is also acceptable with lightweight (1.5 kg or less) warning lights attached with the standard vandal resistant hardware (i.e., using the cupped washer.) The metal legs/frame of these barricades may be either painted or galvanized. Attached to this memo are detail sheets in Metric and in English units - only the Metric version had been supplied with WZ-54. An acceptable modification that may be made to the Generic Type III barricade is the use of perforated square steel tube sections, such as 51 mm (2 in) Telespar or equivalent, to fabricate the horizontal base legs. 2. Illinois L-Channel Type III and Minnesota Perforated Square Steel Tube (PSST) Type III Two additional State-designed Type III barricades have also been successfully crash tested. The Illinois L-channel Type III barricade was found acceptable in WZ-40 dated June 6, It uses 50 mm (2 in) angle iron of 5 mm (6 gage) thick mild steel. The Minnesota PSST Type III barricade was found acceptable in WZ-55 dated December 18, 2000, and uses 38 mm (1 ½ inch) square, 14 gauge Telespar posts. The rails are extruded aluminum dog-bone panels as used in street name signs. See section II B below Type III Barricade of PSST

4 There have been many tests run on PSST framed barricades to the extent that we are satisfied that a generic Type III PSST barricade can be found acceptable. The PSST sections should be twelve gage ASTM A-653 steel, grade 50. The overall dimensions are similar to the Angle Iron framed Type III: i. Horizontal legs: 50 mm (2 in) PSST, 1500 to 1800 mm long (60 to 72 in) i. Base socket: 50 mm (2 in) PSST, 150 mm (6 in) long welded or bolted to the legs. ii. Vertical supports: 45 mm (1-3/4 in) PSST, 1500 mm (60 in) tall iv. Horizontal Rails: See the discussion Type III Barricade Rails below. The same variety of rails may be used as long as they are firmly attached to the vertical supports with minimum 10 mm diameter bolts and 25 mm o.d. washers. This generic Type III PSST barricade should be limited to an overall width of 2440 mm (8 ft) unless successfully crash tested with longer rails. 4. Sand Bag Ballast Sand bag ballast may be used on the legs of the barricades even if they were not included in the crash testing. It is common to use four 20.4 kg (45 pound) bags, one near the end of each leg. The typical precaution of mixing salt with the sand should be followed in freezing weather. B. Type III Barricade Rails Rails for the Generic Angle Iron framed or PSST Type III barricades may be the crash tested plywood detailed above or hollow extruded rigid polyolefin or high density polyethylene panels (i.e., Davidson Plastics, Bunzl Extrusion, Itaska Plastics) fastened in place with 10 mm (3/8 in) diameter hardware including 25 mm [1 in] o.d. washers or better. These extruded plastic elements are approximately 20 mm (3/4 in) thick and have 2 to 3 mm (1/16 to 3/32 in) thick walls. Barricade rails of frangible plastics such as PVC may not be used as they may separate from the frame or may fracture and penetrate the windshield. Without additional end-on crash testing, barricade rails should be limited to a maximum of 2440 mm (8 ft) long. The overhang from the uprights to the end of the rail should be kept to a desirable 150 mm (6 in) and may not exceed a maximum of 300 mm (1 ft). C. Lights on Type III Barricades The Type III barricades discussed above may be used with one or two lightweight warning lights. The lights should be attached atop the back side of the upright supports. As an alternative, removable head warning lights may be mounted on the supports, with the battery pack located at the base. III. Type III Barricades as Sign Supports Rigid sign panels should not be attached to the center of Type III barricades. Certain Type III Barricade designs can support signs as shown in the Millenium Manual on Uniform Traffic Control Devices, figure 6F-2. The Pennsylvania Type III (see WZ-44) and a barricade crash tested for the pooled-fund study (see WZ-40) were both crash tested and accepted with diamond signs mounted on vertical supports above the top rail. The Minnesota Type III barricade (WZ-55, reference above) was crash tested and accepted with a rectangular aluminum sign panel attached to the top rail. This was effective because the rails were of extruded aluminum and had the strength to support the sign during impact. 4 For other Type III barricade designs, signs on lightweight substrates (as defined in section I A of this memorandum, plus roll-up signs) may be mounted on or above the top rail. The overall height to the top of the sign should be at least 2210 mm (87 in). Any barricade successfully crash tested with a

5 wood or aluminum sign panel may use signs made of these materials. For barricades that were only tested without signs, wood or solid aluminum substrates should be avoided. IV. Category IV Devices As discussed in the September 13, 2000, memorandum WZ-45" the crashworthiness of Category IV devices will be revisited in Category IV is limited to the following trailer mounted devices unless specifically authorized by this office. 1. Flashing arrow panels. 2. Changeable message signs 3. Temporary traffic signals 4. Portable work zone lighting devices This office is seeking documentation on real-world crash experience with these devices. Please ask your State to provide accident reports for crashes with trailer mounted devices and forward them to Mr. Nicholas Artimovich, FHWA, HSA-10, 400 Seventh Street SW, Washington, DC Conclusion - Design and Materials The variations on portable sign stands and Type III barricades described above are similar to crash tested devices and should perform satisfactorily. Therefore, they are acceptable for use on the NHS accordance with the criteria contained in NCHRP Report 350. Some of the untested devices may be crash tested in the future under pooled-fund studies or by private parties and are, therefore, subject to recall or revision. The FHWA does not endorse proprietary products. Brand names have been included because the devices have been accepted as crashworthy under certain conditions. The following questions and answers provide additional guidance on sign substrates and on certain portable sign stands. QUESTIONS & ANSWERS: 1. Can the new, lightweight substrates that have been crash tested on work zone portable sign stands be used on permanent breakaway sign supports? The following substrates may be used on permanent (ground-mounted) breakaway sign supports, without further crash testing, as long as they are attached in such a manner that they will not separate from the supports when impacted: a. Corrugated polypropelylene and polyethylene plastic substrates b. Aluminum faced composite laminates c. Corrugated Lexan plastic signs (e.g., Endurance) This may be accomplished if a washer (approximately 25 mm or 1 in o.d.) is used under the head of the bolt Aren t all compact stands with roll-up signs crashworthy? Compact sign stands are X-Footprint sign stands of steel or aluminum with a short mast. For the purposes of this Q&A, the mounting height of a 1220 mm x 1220 mm (48 x 48 in) diamond sign is

6 300 mm to 450 mm (12 to 18 in) only. A number of manufacturers have crash tested compact sign stands. These stands have performed well because there are no metal elements at a height that can impact the windshield during a crash. Based on the results of crash testing of these designs we have identified elements that contribute to the successful crashworthy performance. Based on a declaration of conformity and potential for crashworthiness, FHWA will review requests for acceptance of compact sign stands conforming to the list of conditions below. FHWA will decide whether to accept the stand or require crash testing. Requests must include:! Complete drawings and specifications on the stands and roll-up signs (including welds and connecting hardware, and overall weight of sign stand)! Information on any evaluations (e.g., informal crash testing) that may have been conducted.! An engineering analysis of the crashworthiness of the stand. This analysis may be performed by the manufacturer or third party, such as a crash test laboratory.! A declaration from the petitioner that they consider the device to be crashworthy. The following conditions apply to FHWA s acceptance of these stands based on the petitioner s declaration of conformity:! Mounting height is between 300 mm to 460 mm (12 to 18 in) from the ground to the bottom of the sign.! Square tube legs and the short mast should be no larger than 32 mm (1-1/4 in) on a side.! Maximum vertical mast of steel or aluminum is no taller than necessary to grip the bottom of the vertical fiberglass brace. The mast may not extend to the middle or top of the sign. The grip should be a quick-release type that would allow the vertical fiberglass brace to pull out quickly, releasing the sign.! Fiberglass bracing of the roll-up sign should be no wider than 32 mm (1-1/4 in).! The horizontal fiberglass brace should be no thicker than 4.76 mm (3/16 in).! The vertical fiberglass brace should be no thicker than 6.35 mm (1/4 in).! No flags or lights may be added. Compact stands that have been successfully crash tested and found acceptable by FHWA do not need to meet all of the above criteria. 3. Can I substitute a Lexan or fiberglass sign panel for a polyethylene or polypropylene corrugated plastic sign? The corrugated Lexan plastic substrate that is 16 mm (5/8 in) thick has been successfully crash tested on certain portable sign stands [See WZ-52 dated September 21, 2000, and WZ-69 dated May 9]. However, the material properties of Lexan are significantly different from the lightweight corrugated plastic substrates. Therefore, Lexan is not interchangeable with other substrates. Fiberglass substrates have not been crash tested and are not yet acceptable. 4. What is the procedure for getting an acceptance on a device that is similar to one already accepted, without doing additional crash testing? Can I just "certify" that my device is similar to the accepted device? This depends on whether you are copying a generic design or one that is the property of the company that paid for the crash testing. Any manufacturer or vendor can replicate the generic 6

7 Type II and Type III barricades that are covered in Acceptance Letters WZ-45 (September 15, 2000) or WZ-85 (this memorandum) and use these Acceptance Letters. The testing of these devices was paid for with public funds (or permission was granted to distribute the design). The manufacturer or vendor must certify their barricades substantially conform to the generic designs, and the devices will be crashworthy. For devices crash tested at the expense of a private company, a vendor may use the acceptance letter written to the company that had the devices tested only if they: (a) purchase the devices from the company that paid for the testing (or another authorized distributor), or (b) obtain permission from that company to reproduce their design. For more information on crash testing of work zone traffic control devices please contact Mr. Nicholas Artimovich at (202) or nick.artimovich@fhwa.dot.gov. 2 Attachments 7 FHWA:HSA-10:NArtimovich:tm:x61331:11/14/01 File: WZ85-Sept.wpd cc: HSA-10 (Reader, HSA-1; Chron File, HSA-10; N. Artimovich, HSA-10) Specifications for Generic Crashworthy Barricades Metric Units WZ-85 Attachment 1 Barricades Type I or II Type II Type III

8 Frame 1156 mm long, 12 ga steel angle, x mm A-Frame design 12.7 mm fasteners 1156 mm long 12 ga or 14 ga steel angle x mm A-Frame design 12.7 mm fasteners Panels 13 mm thick plywood 13 mm thick plywood or 13 mm thick waffleboard Panel Length 914 mm 914 mm (610 mm also OK) Two 1525 mm long, 10 ga (3.5 mm thick), 38x38 mm angle bases. Uprights same except 1600 mm tall. All steel to be high-carbon, hot rolled steel. 19 mm ACX plywood ( See iv below) 2440 mm (or shorter: 1830mm or 1220mm)** Panel Width 203mm to 305mm 203mm to 305mm 203 mm to 305 mm Fastener Hardware All hardware zinc plated (Acceptance based on test of Type II barricades.) 1/4"-20 x 1" Steel Carriage Bolt, Class 1 1/4"-20 Steel Hex Lock Nut 3/8"-16 x 1 3/4" Steel Hex Bolt, Class #2 3/8"-16 Steel Hex Nut Steel flat lock washer Height to top 1200 mm to top of light 1525 mm to top of rails Mass 13.2 kg 30 kg Lights 1 lightweight 1 lightweight 2 lightweight * The tested Type III barricade had a mass of 40.1 kg which included the lights (an acceptable option) and a 48x48-in aluminum sign which is not part of the accepted barricade. ** Rails are not to extend more than 200 mm beyond the uprights. Generic Type III PSST barricade should be framed with12 gage ASTM A-653 steel, grade 50. The overall dimensions are similar to the Angle Iron barricade:. Horizontal legs: 50 mm PSST, 1500 to 1800 mm long. i. Base socket: 50 mm PSST, 150 mm long welded or bolted to the legs. ii. Vertical supports: 45 mm PSST, 1500 mm tall. v. Horizontal Rails: Rails for the Generic Angle Iron or PSST Type III barricades may be the crash tested plywood detailed above or hollow extruded rigid polyolefin or high density polyethylene (HDPE) panels (i.e. Davidson Plastics, Bunzl Extrusion, Itaska Plastics) fastened in place with 10 mm diameter hardware including 25 mm o.d. washers or better. These extruded plastic elements are approximately 20 mm thick and have 2 to 3 mm thick walls. Barricade rails of frangible plastics such as PVC may not be used as they may separate from the frame or may fracture and penetrate the windshield. Without additional end-on crash testing, barricade rails should be limited to a maximum of 2440 mm long. The overhang from the uprights to the end of the rail should be kept to a desirable 150 mm and may not exceed a maximum of 300 mm.

9 Specifications for Generic Crashworthy Barricades - English Units WZ-85 Attachment 2 Barricades Type I or II Type II Type III Frame 45.5 in long, 12 ga steel angle, 1.25 x 1.25 in A-Frame design ½ in fasteners 45.5 in long, 12 gage or 14 gage steel angle, 1.25 x 1.25 in A-Frame design ½ in fasteners Panels ½ in thick plywood ½ in thick plywood or ½ in waffleboard Panel Length 36 in (24 in also OK) 36 in (24 in also OK) Panel Width 8 to 12 in 8 to 12 in 8 to 12 in Fastener Hardware All hardware zinc plated (Acceptance based on test of Type II barricades.) 1/4"-20 x 1" Steel Carriage Bolt, Class 1 1/4"-20 Steel Hex Lock Nut Two 60 in long, 10 gage (0.14 in thick), 1.25 x 1.25 in angle bases. Uprights same except 60 in tall. Steel to be high-carbon, hot rolled steel. 3/4 in thick ACX plywood (see iv below) 96 in (or shorter: 72 in or 48 in mm)** 3/8"-16 x 1 3/4" Steel Hex Bolt, Class #2 3/8"-16 Steel Hex Nut Steel flat lock washer Height to top 48 in to top of light 60 in to top of rails Mass 30 pounds 66 pounds Lights (Optional) 1 lightweight 1 lightweight 2 lightweight * The tested Type III barricade had a mass of 88.4 pounds which included the lights (an acceptable option) and a 48x48 inch aluminum sign which is not part of the accepted barricade. ** Rails are not to extend more than 8 inches beyond the uprights. Generic Type III PSST barricade should be framed with12 gage ASTM A-653 steel, grade 50. The overall dimensions are similar to the Angle Iron barricade:. Horizontal legs: 2 in PSST, 60 to 72 in long. i. Base socket: 2 in PSST, 6 in long welded or bolted to the legs. ii. Vertical supports: 1-3/4 in PSST, 60 in tall. v. Horizontal Rails: Rails for the Generic Angle Iron or PSST Type III barricades may be the crash tested plywood detailed above or hollow extruded rigid polyolefin or HDPE panels (i.e. Davidson Plastics, Bunzl Extrusion, Itaska Plastics) fastened in place with 3/8 in diameter hardware including 1 in o.d. washers or better. These extruded plastic elements are approximately 3/4 in thick and have 1/16- to 3/32 in thick walls. Barricade rails of frangible plastics such as PVC may not be used as they may separate from the frame or may fracture and penetrate the windshield. Without additional end-on crash testing, barricade rails should be limited to a maximum of 8 ft long. The overhang from the uprights to the end of the rail should be kept to a desirable 6 in and may not exceed a maximum of 1 ft.

10 Memorandum Subject: INFORMATION: Work Zone Safety: Generic Crashworthy Barricade Designs, Drums with Warning Lights, Generic Lightweight Warning, and Lights Acceptance Letter WZ-54 Date: September 15, 2000 From: To: Original signed by Frederick G. Wright, Jr. Program Manager, Safety Directors of Field Services Division Administrators Federal Lands Highway Division Engineers Reply to Attn. of: HSA-1 A) INTRODUCTION The FHWA memorandum INFORMATION: Crash Tested Work Zone Traffic Control Devices, dated August 28, 1998, listed work zone hardware accepted under National Cooperative Highway Research Program (NCHRP) Report 350. It also explained the revised deadline dates established by the AASHTO/FHWA Agreement. The AASHTO/FHWA agreement established October 1, 2000, as a date significant to work zone channelizing devices. This present memorandum, which will be included in our Acceptance Letters as number WZ-54, provides additional information and guidance to help highway agencies implement crash tested barricades, drums, and warning lights. B) BARRICADES Type one, two, and three barricades newly purchased for use on the NHS after October 1, 2000, must meet the crashworthiness guidelines contained in NCHRP Report 350 Recommended Procedures for the Safety Performance Evaluation of Highway Features. Numerous designs have been and are being crash tested by States, FHWA pooled-fund studies, and private industry. This memorandum transmits the details of a set of generic steel-frame barricade designs that have been tested by a private manufacturer. The sponsor of the testing, Bent Manufacturing Company, has asked that the designs of these crashworthy barricades be distributed for use free of charge by anyone who wishes to build a NCHRP Report 350-acceptable barricade. These barricade designs remain Work Zone Category II devices because only specific variations are permitted (in type and dimensions of reflectorized rail, gage of steel angles, and presence or absence of warning lights). (See our memorandum of July 25, 1997, and August 28, 1998 for discussion of work zone device categories. Both are on the Office of Safety Web Site). This means that any manufacturer, contractor, subcontractor, vendor, or State forces may build and/or supply these barricades and certify

11 2 that they conform to the attached designs and specifications. By doing so they meet the requirement to supply a crashworthy device under NCHRP Report 350. The barricades were the subject of our November 23, 1998, acceptance letter number WZ-6 to Bent Manufacturing Company. They were tested in accordance with our guidelines which call for head-on and 90-degree testing. The Type two barricade was tested using lightweight warning lights (the ToughLite 2000" was the model used, with a mass of 1.3 kg). The Type III barricade was tested with two lightweight warning lights. The Type three plywood panel barricades also carried aluminum warning signs mounted on the face of the striped rails, but the sign panel caused significant windshield damage and deformation in the head-on test. Therefore, this Type three barricade should not be used with rigid signs. (See acceptance letter number WZ-40 dated June 6, 2000, for a crash-tested Type three barricade supporting a sign mounted above the top rail). These generic designs were also sent to all members of the American Traffic Safety Services Association (ATSSA) on October 20, A description and discussion of each barricade follows: Type One and Type Two Barricade The 914-mm wide A-frame Type two barricade was successfully crash tested. It consists of four 1156-mm long, 12 gage steel, x mm angle legs, each with a mm (9/16-inch) hole at the top for bolting the two halves together and/or attaching a warning light of 1.5-kg mass or less. Four 13-mm thick plywood panels were attached to the legs using mm bolts, nuts, and washers. The top two panels were 305-mm in width and the bottom two were 203-mm wide. This barricade is also considered acceptable when the plywood panels are 203-mm wide, or when 14 gage steel legs are used. Ballast, when used, may not be placed higher than the bottom rail (a sandbag placed on the bottom rail, or hanging from the top rails barely suspended above the pavement is acceptable). The Type two barricade may also use waffleboard plastic panels as shown in the attached specification sheets. This same device becomes a Type one barricade when only the top rail carries reflective sheeting per the MUTCD. If a Type one barricade with no bottom rail is needed, then the legs should 12 gage steel angle. The lighter, 14 gage legs should not be used without the bottom panel as the barricade s center of gravity and structural integrity may change, significantly altering its crash performance. Type Three Barricade The 2440-mm wide barricade consists of a pair of 1525-mm long, 3.5-mm thick, 38-mm x 38-mm hot rolled-high carbon steel angles as the base. To each of these is welded a 200-mm long, 51-mm square tube into which are inserted 1600-mm tall, 3.5-mm thick, 38-mm x 38-mm hot rolled high carbon steel angle uprights. The three barricade panels are each 19-mm ACX plywood and are attached with mm diameter bolts, nuts, and washers to each upright. The Type three barricade is also acceptable with panels that are 1830-mm or 1220-mm long.

12 3 Common Features As mentioned above, both barricades were tested with lightweight warning lights. The Type two barricade may support one and the Type three barricade may support two such lights attached with the standard vandal resistant hardware (i.e., using the cupped washer). The metal legs/frame of these barricades may be either painted or galvanized. No additional signs or flags should be mounted on either barricade type unless tested and found to be crashworthy. Acceptance As discussed in Acceptance Letter WZ-6, the results of the testing met the FHWA requirements. Therefore, the devices listed in this memorandum and shown in the attached drawings are acceptable for use as Test Level 3 devices on the NHS under the range of conditions tested, when proposed by a state. C) DRUMS WITH WARNING LIGHTS Plastic drums with warning lights attached were considered Category II devices requiring crash testing of individual combinations. Because of successful crash testing of drums and other channelizing devices with common warning lights we now believe that most drums with Type A or C warning lights firmly affixed with vandal resistant hardware are crashworthy and may be self-certified by the vendor. The American Traffic Safety Services Association solicited information from their members on the sizes, weights, and materials used in drums and warning lights. The following table shows the range of drums and lights which are in common use and may be considered crashworthy without additional testing. A vendor may self-certify that her/his drums with lights are within the acceptable range that is considered crashworthy, or they may conduct their own in house crash testing to demonstrate that their drums with lights do not have the potential to severely damage the windshield of an vehicle striking the drum. The FHWA will not review test results or specifications of drums with lights that fall within the range considered crashworthy. (Note that FHWA does not advocate live driver crash testing. As the intent of any crash testing is to determine whether or not a device is safe, serious damage to the vehicle and/or injury to a driver may result).

13 4 CATEGORY 1 - PLASTIC DRUMS WITH WARNING LIGHTS Drums Mass* Diameter Height Handle thickness*** Warning Lights Dimensions 4.5 kg to 7.3 kg 450 mm to 600 mm** 900 to 1100 mm 13 mm Typical Materials High Density Polyethelene or Low Density Polyethelene Mass Up to 2.4 kg Polypropylene or Polyethelene Lens diameter 180 mm to 200 mm battery case Polycarbonate lens Height Fastener Hardware 270 mm to 340 mm 12.7 mm diameter cadmium plated steel bolt/nut and a 38.1mm diameter, 19mm high cup washer. The typical length of the bolt is mm. * Ballast placed at the base is not included. Low profile ballast may be added without compromising crashworthiness. ** MUTCD Minimum diameter is 18" or 457-mm. Actual measurement of drums range from 305- mm for the narrow top dimension on a rectangular cross-section drum to 600-mm diameter bases. *** Thickness of plastic handle or ears to which the warning light is attached. The thickness of the plastic at the point of the attachment hole should be a minimum of 8-mm. D) LIGHTWEIGHT WARNING LIGHTS A number of other channelizing devices (various vertical panels, barricades) have been successfully crash tested using lightweight warning lights. These are MUTCD Type A or C (flashing or steadyburn, respectively) lights which have a mass of 1.5 kg or less (including batteries if the lens is mounted on top of the battery case). In general, they either have a separate battery pack located at the base of the device and only the lens assembly is attached to the top of the barricade; or the lens assembly is attached to a small battery pack and the unit, including batteries, is less than 1.5 kg. The circular plastic lens is approximately 180-mm to 200-mm in diameter (nominal 7 inches). Most lightweight warning lights use LED technology.! These lightweight warning lights may be considered interchangeable. That is, any channelizing device successfully crash tested with a lightweight warning light will be considered crashworthy when used with any other lightweight warning light.! Channelizing devices successfully crash tested with any warning light will be considered crashworthy when used with a lightweight warning light.

14 ! These lightweight light consist of a circular lens mounted on a plastic block with rounded edges. Other shapes such as thin cylindrical lights (roughly the size and shape of a flashlight) are not covered by this action as they may concentrate the impact force and penetrate a windshield.! Lightweight warning lights generally conforming to this description but powered by batteries recharged by integral solar cells are also acceptable. These solar powered warning lights are limited to a mass of 1.0 kg.! The standard warning light powered by two lantern batteries is not covered by this action. These standard units have a mass of approximately 2.0 kg and may not be interchanged with lightweight warning lights. However, they are acceptable when securely attached to plastic drums as discussed in the section above, and where they have been specifically included in a successful crash test and found acceptable for use.! All warning lights should be securely attached to the channelizing device using standard vandalresistant hardware as described in the table above referring to lights on drums. E) SUMMARY Please note the following provisions which apply to this letter of acceptance:! Our acceptance is limited to the crashworthiness characteristics of the devices and does not cover their structural features, nor conformity with the Manual on Uniform Traffic Control Devices.! Only the variations in design and materials discussed above are acceptable for devices covered by this memorandum. Any changes other than normal manufacturing tolerances will require a new acceptance letter.! Should the FHWA discover that the qualification testing was flawed, that in-service performance reveals unacceptable safety problems, or that the devices being marketed are significantly different from the version considered crashworthy, it reserves the right to modify or revoke its acceptance.! Manufacturers, vendors, and/or suppliers will be expected to supply potential users with sufficient information on design and installation requirements to ensure proper performance.! Contractors, vendors, etc., will be expected to certify to highway agency users that the barricades, drums, warning lights, and connecting hardware furnished have essentially the same chemistry, mechanical properties, mass, and geometry as those shown in the attached drawings and specifications, and that they will meet the crashworthiness requirements of FHWA and NCHRP Report 350.! Vendors supplying drums with lights under this letter must provide a self-certification of crashworthiness (a sample is attached to this memorandum). This self-certification will satisfy the requirements as a Category 1" device under the FHWA guidelines. The FHWA will no longer write separate acceptance letters covering devices made to these specifications.! To prevent misunderstanding by others, this letter of acceptance, designated as number WZ- 54, shall not be reproduced except in full. 4 Attachments 5

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17 Specifications for Generic Crashworthy Barricades Barricades Type One or Two Type Two Type Three Frame 1156 mm long, 12 ga steel angle, x mm A-Frame design 12.7 mm fasteners 1156 mm long 12 ga or 14 ga steel angle x mm A-Frame design 12.7 mm fasteners Two 1525-mm long, 10 ga (3.5 mm thick), 38x38 mm angle bases. Uprights same except 1600 mm tall. All steel to be high-carbon, hot rolled steel. Panels 13-mm thick plywood 13-mm thick plywood or 13-mm thick waffleboard 19-mm ACX plywood Panel Length 914 mm 914 mm 2440 mm (or shorter: 1830mm or 1220mm) Panel Width 203mm to 305mm 203mm to 305mm 203 mm to 305 mm Fastener Hardware All hardware zinc plated (Acceptance based on test of Type II barricades.) 1/4"-20 x 1" Steel Carriage Bolt, Class 1 1/4"-20 Steel Keps Lock Nut 3/8"-16 x 1 3/4" Steel Hex Bolt, Class #2 3/8"-16 Steel Hex Nut Steel flat lock washer Height to top 1200 mm to top of light 1525 mm to top of rails Mass 13.2 kg 30 kg Lights (Optional) 1 lightweight 1 lightweight 2 lightweight * The tested Type III barricade had a mass of 40.1 kg which included the lights (which are an acceptable option) and a 48x48-inch aluminum sign which is not part of the accepted barricade. Specifications for optional waffleboard material for use with Generic Type One and Two Barricades WAFFLEBOARD PLASTIC BARRICADE PANELS Intended Application Material Type I and II Barricades High density comopolymer polyethylene with UV stabilizers Dimensions (panel size) 6" x 24", 8" x 24", 12" x 24" Thickness:.500 ( ½ ") Tensile strength (ASTM) D PSI Elongation 2" min % (ASTM) D % Flexural Modulus (ASTM) D Brittle Temperature 240,000 PSI -180 Deg F Softening Temperature +320 Deg F

18 This is only one format that a Certificate of Crashworthiness might follow. "Certificate of Crashworthiness Category 1 Crashworthy Traffic Control Device(s) Name and address of vendor making the certification: Unique identification number of this certificate: Number of pages to this certificate: Description and unambiguous identification of the item being certified: (may refer to attached drawings or product literature. If product literature covering numerous devices is attached, the certification must spell out which models / versions are covered under this action.) Identification of the basis for the self certification process used and to what Test Level of NCHRP Report 350. [There are a number of options that a vendor may choose to show evidence of crashworthiness. These include: Signature: 1. Refer to reports on file of crash testing that was done on his/her traffic control devices. 2. Refer to an engineering analysis on file that compares his/her device to one that has been successfully crash tested. ( The crash testing may be the simplified testing allowed by NCHRP Report 350 for work zone devices. It must show that a device poses no risk to vehicle occupants and must, as a minimum, be documented by a written report, observed by an independent, impartial observer, recorded on videotape, and include a means, other than the test vehicle s speedometer, for determining the vehicle speed at time of impact.) 3. Refer to the standard design, based upon crash testing, to which the device complies. Title of the person(s) accepting responsibility for the content of the certificate: Date of issue; This certificate shall not be reproduced except in full.

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