Crash Barrier

Crash Barrier
Presented by:
Prafull Agrawal (Assistant Mechanical Engineer)
Md Ahtesham Danish (Assistant Mechanical Engineer)
Basic Principle
• Crash Barrier system ensures minimum
damage to the vehicle and its occupants.
• The design of the barrier ensures that on

impact, the vehicles are redirected along
the line of the barrier.
• Prevents the vehicle from skidding back onto

the carriageway by controlling exit angles
through gradual deceleration and effective
redirection of the vehicle back on to the road.
• The energy of the collision is spread across a

wider area and so the force of the impact is
reduced.
• This prevents the vehicle from re-joining the

carriageway or turning over, or around.
EN 1317
• The EN 1317 European Standard was developed within the framework of
the Construction Products Directive 89/106/EEC and was established in
February 1989.
• EN 1317 defines common testing and certification procedures for Road
Restraint Systems. The EN 1317-5 standard serves as the framework for the
CE marking of road safety systems such as Barriers, Crash Cushions, Barrier
Terminal Ends and Transitions. In order to receive the CE marking, road
safety systems must be tested following the requirements described in EN
1317.
• To be implemented within Europe, Vehicle Restraint Systems (VRS) have to
meet the requirements of the European Standard EN 1317. The systems
have to undergo crash tests, whose parameters and acceptance criteria are
defined by the norm. Depending on the test results, the systems are divided
into performance classes.
EN 1317
• EN 1317-1: Terminology and general criteria for test methods
• EN 1317-2: Performance classes, impact test acceptance criteria and test
methods for safety barriers including vehicle parapets
methods for crash cushions
• ENV 1317-4: Performance classes, impact test acceptance criteria and test
methods for terminals and transitions of safety barriers.
• EN 1317-5: Product requirements and evaluation of conformity for vehicle
restraint systems
• TR 1317-6: Pedestrian restraint system - Pedestrian parapets
methods for terminals of safety barriers
• TS 1317-8: Motorcycle road restraint systems which reduce the impact severity of
motorcyclist collisions with safety barriers
Manual for Assessing Safety Hardware
(MASH)
• MASH presents uniform guidelines for crash testing permanent
and temporary highway safety features and recommends
evaluation criteria to assess test results.
• MASH updates and replaces NCHRP Report 350. This manual is
recommended for highway design engineers, bridge engineers,
safety engineers, researchers, hardware developers, crash test
laboratories, and others concerned with safety features used in
the highway environment. Products addressed in MASH
include longitudinal barriers, transitions, end terminals, crash
cushions, breakaway supports, truck mounted attenuators, and
work zone traffic control devices. The crash performance is judged
on structural adequacy, occupant risk, and vehicle trajectory.
Performance Classes
Performance parameters for safety barriers:
• Containment Level
• Impact Severity Level
• Working Width and Vehicle Intrusion
Containment Level
Containment level is an indication of the severity of impact – type,
weight and speed of vehicle – which the safety barrier is designed to
contain.
IS EN 1317
Containment Level
Tests
Impact Severity
The resulting impact accelerations and decelerations are measured using:
• The Accelerated Severity Index (ASI), characterizing the intensity of the impact,
and is regarded as the most important rate of impact on occupants.
• The Theoretical Head Impact Velocity (THIV), describes the theoretical speed of
the head, colliding with an obstacle during an impact. It has to be less than
33km/h.
• The Post-impact Head Deceleration (PHD) describes the head deceleration after
an impact and has to be less than 20g (acceleration of gravity).
Occupant Impact Velocity
The occupant impact velocity (OIV), as defined by the flail space model
(Michie, 1981), is a competing severity metric used by the roadside
safety community to evaluate occupant risk. Unlike delta-V, the OIV
requires a full crash pulse to calculate a theoretical impact velocity of
the occupant with the vehicle interior.
Dynamic Deflection and Working Width
• Dynamic deflection is calculated as the distance between the front of the system
before impact and its maximum displacement after impact. The dynamic
deflection is measured in meters.
• The working width (Wm) is the maximum lateral distance between any part of the
barrier on the undeformed traffic side and the maximum dynamic position of any
part of the barrier. If the vehicle body deforms around the road vehicle restraint
system so that the latter cannot be used for the purpose of measuring the
working width, the maximum lateral position of any part of the vehicle shall be
taken as an alternative.
Vehicle Intrusion
The vehicle intrusion (VIm) of the Heavy Goods Vehicle (HGV) is its maximum
dynamic lateral position from the undeformed traffic side of the barrier; it shall be
evaluated from high speed photographic or video recordings, in consideration of a
notional load having the width and length of the vehicle platform and a total height
of 4 m. The VIm shall be evaluated by measuring the position and angle of the
vehicle platform and assuming the notional load stays undeformed and rectangular
to the vehicle platform or by using test vehicles with the notional load.
Dynamic Deflection
(Dm), Working Width
(Wm) and Vehicle
Intrusion (VIm)
Measured Values
Thank you!

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Crash Barrier

• The design of the barrier ensures that on

• Prevents the vehicle from skidding back onto

• The energy of the collision is spread across a

• This prevents the vehicle from re-joining the

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