DN Req 03034 12

The Design of Road Restraint
Systems (Vehicle and Pedestrian)

for Roads and Bridges
DN-REQ-03034
May 2019
TRANSPORT INFRASTRUCTURE IRELAND (TII) PUBLICATIONS
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TII Publication Title The Design of Road Restraint Systems (Vehicle and Pedestrian)
for Roads and Bridges
TII Publication Number DN-REQ-03034
Activity Design (DN) Document Set Standards

Stream Road Equipment (REQ) Publication Date May 2019
Document 03034 Historical NRA TD 19, BD 52
Number Reference
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TII Publications DN-REQ-03034
The Design of Road Restraint Systems (Vehicle and Pedestrian) for Roads and Bridges May 2019
TII Publications
Activity: Design (DN)

Stream: Road Equipment (REQ)
The Design of Road Restraint Systems (Vehicle and
TII Publication Title:
Pedestrian) for Roads and Bridges
TII Publication Number: DN-REQ-03034
Publication Date: May 2019
Set: Standards
Contents
1. Introduction ................................................................................................................. 1
2. Roadside Hazards ....................................................................................................... 7
3. Permanent Safety Barriers ....................................................................................... 13
4. Temporary Safety Barriers ....................................................................................... 35
5. Terminals ................................................................................................................... 36
6. Transitions ................................................................................................................. 43
7. Crash Cushions ......................................................................................................... 47
8. Vehicle Parapets ....................................................................................................... 49
9. Bespoke Parapets ..................................................................................................... 54
10. Pedestrian Parapets and Guardrails........................................................................ 58
11. Requirements for Parapet Anchors and Supports ................................................. 63
12. References ................................................................................................................. 65
....................................................................................................................... 67
Examples of Safety Barrier Parameters............................................................................... 67
....................................................................................................................... 70
Lengths of Flared Barriers ................................................................................................... 70
....................................................................................................................... 72
VRS Justification Sheet ....................................................................................................... 72
Page i
....................................................................................................................... 74
Hazard Ranking ................................................................................................................... 74
........................................................................................................................ 76
prEN 1317 PART 7 .............................................................................................................. 76
........................................................................................................................ 78
Containment Level Assessment Procedure ......................................................................... 78
....................................................................................................................... 82
Containment Level Assessment Procedure - Worked Example .......................................... 82
....................................................................................................................... 89
Parapet Local and Global Effects – Load Designation......................................................... 89
Page ii
Updates to TII Publications resulting in changes to

The Design of Road Restraint Systems (Vehicle and Pedestrian) for Roads and Bridges
DN-REQ-03034
Date: May 2019
Amendment Details:
The Standard supersedes DN-REQ-03034, Safety Barriers (Including Amendment No. 1, dated
January 2016 (November 2015) and DN-STR-03011, The Design of Vehicle and Pedestrian
Parapets (June 2017).
The principal changes from the previous Standard are:
• The document title has been updated to The Design of Road Restraint Systems
(Vehicle and Pedestrian) for Roads and Bridges to better reflect the updated
document contents.
• DN-STR-03011, The Design of Vehicle and Pedestrian Parapets (June 2017) has
been incorporated into this standard DN-REQ-03034.
• A VRS Design Process has been added to support a Designer in choosing the
applicable standard for the design of VRS in various scenarios i.e. VRS for new
build road schemes and VRS at constrained locations.
• The Risk Assessment Procedure for assessing the need for VRS on online
improvement schemes (previously Chapter 8 of this standard DN-REQ-03034)
has been moved to DN-REQ-03079, Design of Road Restraint Systems for
Constrained Locations (Online Improvements, Retrofitting and Urban Settings).
• Chapters relating to Hazard Mitigation and Clear Zone have been relocated to
DN-GEO-03036, Cross Sections and Headroom so that the provision of a Clear
Zone through hazard mitigation is considered at the very outset of a scheme and
considered as part of the landtake requirements.
• The hazard ranking for Timber Post and Rail Fencing has been increased to High
within Appendix D.
• The minimum containment levels for VRS in various scenarios have been revised
in Table 3.6.
• A separate Containment Level Assessment Procedure has been included to
assess if the minimum containment level prescribed is appropriate for the specific
application. The procedure requires the Designer to consider the site-specific
circumstances and follow a prescribed process to assess if it is appropriate to
increase the containment level.
• The requirements for Crash Cushions as per EN 1317 have been introduced as a
new chapter.
• Guidance on the use of this standard for the design of Temporary Restraint
Systems has been provided.
• Clarification has been included on the appropriate provision of terminals for
various scenarios.
• Clarification has been provided in relation to the Exit Box Class requirements for
terminals.
Page iii
• Appendix H in relation to Parapet Local and Global Effects – Load Designation

has been added to the document.
Page iv
Contents Table
1. Introduction ........................................................................................................... 1
1.1 General ......................................................................................................... 1
1.2 Scope ........................................................................................................... 1
1.3 Implementation ............................................................................................. 1
1.4 VRS Design Process Flow ............................................................................ 2
1.5 Definitions ..................................................................................................... 4
2. Roadside Hazards ................................................................................................. 7

2.1 Categories of Roadside Hazards .................................................................. 7
2.2 Justification for the installation of VRS and the use of the SAVeRS Tool ... 12
3. Permanent Safety Barriers ................................................................................. 13

3.1 General ....................................................................................................... 13
3.2 I.S. EN 1317 Performance Classes ............................................................ 13
3.3 Containment Level ...................................................................................... 13
3.4 Impact Severity Level ................................................................................. 14
3.5 Dynamic Deflection (Dm) and Working Width (Wm) ..................................... 15
3.6 Maximum Permanent Deflection ................................................................. 16
3.7 Vehicle Intrusion (Vlm)................................................................................. 16
3.8 VRS Provision Criteria ................................................................................ 17
3.9 Precast and In-Situ Concrete Barriers ........................................................ 18
3.10 Lane Segregating VRS on Type 2 and 3 Dual Carriageways ..................... 18
3.11 Containment Level Assessment Procedure ................................................ 19
3.12 Set-back ..................................................................................................... 22
3.13 Lateral Positioning and Working Width ....................................................... 22
3.14 Total Length of VRS ................................................................................... 23
3.15 Minimum Length ......................................................................................... 23
3.16 Length of Need (LoN) ................................................................................. 23
3.17 Approach Length (AL)................................................................................. 25
3.18 Overlaps and Gaps ..................................................................................... 27
3.19 Departure Length ........................................................................................ 27
3.20 Height of VRS ............................................................................................. 28
3.21 Kerbs .......................................................................................................... 29
3.22 Flare ........................................................................................................... 29
3.23 Ground Conditions ...................................................................................... 29
3.24 Sloped Verges ............................................................................................ 29
3.25 Emergency Crossover ................................................................................ 30
Page v
3.26 VRS at Junctions ........................................................................................ 30

3.27 VRS in Urban Settings within Reduced Speed Limit Zones........................ 32
3.28 Cycle Tracks ............................................................................................... 33
3.29 Motorcyclists ............................................................................................... 34
3.30 Examples of VRS Requirements ................................................................ 34
4. Temporary Safety Barriers ................................................................................. 35
5. Terminals ............................................................................................................. 36
5.1 General ....................................................................................................... 36
5.2 Options for Terminating Barriers ................................................................. 36
5.3 Performance Class ..................................................................................... 38
5.4 Terminal Direction Class ............................................................................. 39
5.6 Permanent Lateral Displacement Class...................................................... 40
5.7 Exit Box Class............................................................................................. 41
5.8 Compatibility ............................................................................................... 42
6. Transitions ........................................................................................................... 43
6.1 General ....................................................................................................... 43
6.2 Transition between Safety Barriers and Bridge Parapets ........................... 44
6.3 Testing ........................................................................................................ 46
6.4 Removable Safety Barrier Sections ............................................................ 46
7. Crash Cushions ................................................................................................... 47

7.1 General ....................................................................................................... 47
7.2 Options for Crash Cushions ........................................................................ 47
7.3 Performance Class ..................................................................................... 47
7.4 Redirection Zone Class .............................................................................. 48
7.6 Permanent Lateral Displacement Zone Class............................................. 48
8. Vehicle Parapets.................................................................................................. 49
8.1 General ....................................................................................................... 49
8.2 Containment Level ...................................................................................... 49
8.4 Working Width ............................................................................................ 50
8.5 Height ......................................................................................................... 50
8.6 Form and Aesthetics ................................................................................... 51
8.7 Pedestrian Restraint on Vehicle Parapets .................................................. 51
8.8 Paved Verge ............................................................................................... 53
Page vi
8.9 Divided Structures ...................................................................................... 53
9. Bespoke Parapets ............................................................................................... 54

9.1 General ....................................................................................................... 54
9.2 Materials ..................................................................................................... 54
9.3 Vehicle Parapets of Metal Construction ...................................................... 55
9.4 Vehicle Parapets of Concrete Construction ................................................ 56
9.5 Vehicle Parapets of Combined Metal and Concrete Construction .............. 57
9.6 Masonry Cladding ....................................................................................... 57
10. Pedestrian Parapets and Guardrails.................................................................. 58

10.1 Scope ......................................................................................................... 58
10.2 Height of Pedestrian Parapets .................................................................... 58
10.3 Pedestrian Parapets Design Criteria ........................................................... 58
10.4 Pedestrian Restraint at Head Walls, Wingwalls and Retaining Walls ......... 59
11. Requirements for Parapet Anchors and Supports ........................................... 63

11.1 Anchorages General ................................................................................... 63
11.2 Main Structure ............................................................................................ 63
11.3 Assessment of Existing Structures ............................................................. 64
12. References ........................................................................................................... 65

12.1 TII Publications (Standards):....................................................................... 65
12.2 Irish and European Standards .................................................................... 65
.................................................................................................................. 67
Examples of Safety Barrier Parameters.........................................................................67
.................................................................................................................. 70
Lengths of Flared Barriers .............................................................................................70
.................................................................................................................. 72
VRS Justification Sheet .................................................................................................72
.................................................................................................................. 74
Hazard Ranking .............................................................................................................74
.................................................................................................................. 76
prEN 1317 PART 7 ........................................................................................................76
.................................................................................................................. 78
Containment Level Assessment Procedure ...................................................................78
................................................................................................................. 82
Containment Level Assessment Procedure - Worked Example.....................................82
Page vii
.................................................................................................................. 89
Parapet Local and Global Effects – Load Designation...................................................89
Page viii
1. Introduction
1.1 General
This Standard details the design requirements for Road Restraint Systems on National Roads for
roads and bridges, including retaining walls and similar structures where there is a need to prevent
vehicles, equestrians, livestock or pedestrians from falling off the edge of a structure.
The Standard supersedes DN-REQ-03034, Safety Barriers (Including Amendment No. 1, dated
January 2016 (November 2015) and DN-STR-03011, The Design of Vehicle and Pedestrian
Parapets (June 2017).
The Standard adopts the performance requirements of:
• I.S. EN 1317-1, Road Restraint Systems - Part 1: Terminology and General

Criteria for Test Methods;
• I.S. EN 1317-2, Road Restraint Systems - Part 2: Performance Classes, Impact
Test Acceptance Criteria and Test Methods for Safety Barriers;
• I.S. EN 1317-3, Road Restraint Systems - Part 3: Performance Classes, Impact
Test Acceptance Criteria and Test Methods for Crash Cushions;
• I.S. ENV 1317-4, Road Restraint Systems - Part 4: Performance Classes,
Impact Test Acceptance Criteria and Test Methods for Terminals and
Transitions of Safety Barriers;
• I.S. EN 1317-5, Road Restraint Systems – Part 5: Product Requirements,
Durability and Evaluation of Conformity;
• PD CEN/TR 16949:2016 Road Restraint System. Pedestrian restraint system.
Pedestrian parapets; and
• preEn 1317-7, Road Restraint Systems - Part 7: Performance Classes, Impact
Test Acceptance Criteria and Test Methods for Terminals of Safety Barriers
(latest version).
1.2 Scope
The requirements contained within this document apply to Vehicle Restraint Systems (VRS) in
common situations in the verge and central reserve of roads, vehicle and pedestrian parapets,
retaining walls and similar structures. The requirements for positioning and detailing of vehicle
and pedestrian restraint systems required at wingwalls, headwalls and buried structures are also
included within this document.
The requirements for assessing the need for VRS at constrained locations, and VRS design at
constrained locations where full compliance with this Standard may not be achievable is provided
in DN-REQ-03079 Design of Road Restraint Systems for Constrained Locations (Online
Improvements, Retrofitting and Urban Settings).
1.3 Implementation
This Standard shall be used forthwith on all schemes for the construction and/or improvement of
National Roads.
Page 1
Prior to designing a VRS, it is expected that the principles of forgiving roadsides provided within
DN-GEO-03036 will have been adopted and that suitable mitigation and/or removal of hazards
from the Clear Zone has first been attempted. It is intended that this Standard be used when this
has not been achievable and where a VRS is subsequently required on a scheme. Use of this
Standard shall be confirmed by following the process outlined in Section 1.4 and Figure 1.1.
The three main reasons for installing a VRS are:
i. To minimise injuries to the occupants of vehicles which leave the carriageway;

ii. To provide protection to third parties who may otherwise be adversely affected
by errant vehicles, and
iii. To protect property, damage to which would result in the instability of a
structure.
If this Standard is to be used for the design of Regional and Local Roads (non-National Roads),
the Designer should agree with the relevant Road Authority the extent to which the document is
appropriate in any particular situation.
There may be situations where it may be necessary to apply for a Departure from Standards in
respect of the provisions of this Standard. Proposals to adopt Departures from Standards must
be submitted to TII for approval before incorporation into a design layout to ensure that safety is
not unduly compromised. For new schemes, the Designer shall apply for a Departure in the
normal manner. For schemes on existing roads and which fall within the types and categories
described in DN-REQ-03079, the Designer is directed to the guidance provided therein for the
development of such Departure documentation.
1.4 VRS Design Process Flow

An overview of the VRS design process is presented in the flowchart in Figure 1.1. The flowchart
shall be followed at the commencement of the project to confirm that the correct design standards
and associated processes are being followed. There are three Standards which are primarily
applicable to the design and documentation of VRS, namely:
• DN-GEO-03036 Cross Sections and Headroom – for considering the Principles

of Forgiving Roadsides and the opportunities therein to remove or mitigate the
need for a VRS.
• DN-REQ-03034 (this Standard) – for use on all new projects and where project
constraints permit the provision of a compliant restraint system (e.g. where
sufficient space is available for the requirements of this Standard).
• DN-REQ-03079 Design of Road Restraint Systems for Constrained Locations
(Online Improvements, Retrofitting and Urban Settings). – for assessing the
need for VRS on online improvement projects and the design of VRS on
projects which fall within the types and categories described in DN-REQ-03079
where project constraints do not permit the provision of a compliant system (e.g.
where sufficient space is not available for the requirements of this Standard) or
where a risk assessment identifies that a VRS provision may not be warranted
(e.g. in an urban scenario).
Once it has been established that the use of this Standard is applicable then the Designer shall
follow all requirements herein. It should be noted that this flowchart is non-exhaustive and does
not preclude the Designer from following any requirements set out in the stated design standards.
Page 2
Figure 1.1 Detailed Flowchart for VRS Design Process
Page 3
1.5 Definitions
1.5.1 General
For the purposes of this Standard, the following terms defined in I.S. EN 1317-1 and I.S. EN 1317-
3 apply:
• Road restraint system

• Vehicle restraint system
• Safety barrier
• Terminal
• Crash cushion
• Pedestrian restraint system
• Combined vehicle/pedestrian parapet
• Obstacle
• Front face of obstacle
• Family of crash cushions
• Crash cushion head
In other parts of TII’s Publications, the term ‘safety fence’ is used to describe a deformable safety
barrier other than a vehicle parapet. Similarly, the term ‘safety barrier’ is used to describe a rigid
safety barrier other than a vehicle parapet.
1.5.2 Summary of I.S. EN 1317 Performance Classes

I.S. EN 1317 defines various performance parameters for Safety Barriers, Transitions, Terminals
and Crash Cushions. These parameters are described in more detail in the following chapters.
a) Safety Barriers and Transitions:

− Containment Level (N1, N2, etc.)
− Impact Severity Level (A, B or C)
− Working width, (W1, W2, etc.)
− Vehicle Intrusion (VI1, VI2 etc.)
b) Terminals:
− Performance Class (T80, T110)
− Impact Severity Level (A, B, C)
− Permanent Lateral Displacement Class (X1/Y1, X1/Y2, etc.)
− Exit Box Class (Za1, Za2, Zd1, Zd4)
− Terminal Directions Class (uni-directional, bi-directional)
c) Crash Cushions:
− Performance Class (50, 80, 100, 110)
− Impact Severity Level (A, B, C)
− Permanent Lateral Displacement Class (X1/Y1, X1/Y2, etc.)
− Redirection Class (redirectional, non-redirectional)
Page 4
The performance parameters for a particular design of safety barrier, transition, terminal and
crash cushion are established empirically by full-scale testing of representative samples and
simulations. Details of the tests are specified in I.S. EN 1317-2, I.S. EN 1317-3, I.S. ENV 1317-4
and prEN 1317-7.
1.5.3 Additional Definitions

a) Forgiving Roadsides: The principles of Forgiving Roadsides (as provided in
DN-GEO-03036) are to minimise the risk and severity of loss of control;
incidents. It seeks to reduce the number of fatalities and serious injuries
associated with run-off road incidents through the design of safer roadsides
that:
− Minimise the risk of vehicles leaving the carriageway without resorting to
safety barriers in the first instance;
− Provide adequate recovery space when errant vehicles do run off the
road;
− Ensure that any collision that does occur in the roadside will be with
objects that limit the impact forces on vehicle occupants to minor levels
(no serious injury outcomes).
b) Hazard: A hazard is any physical obstruction which may, in the event of an
errant vehicle leaving the carriageway, result in significant injury or death to
the occupants of the vehicle.
c) Choice of Design/Operational Speed: Design / Operational Speed shall be
determined based upon the following definitions:
− For all new road schemes (including new builds, road realignments and
minor improvements) where a new or revised road cross section is being
provided, the Designer shall use the design speed as calculated using
DN-GEO-03031 Rural Road Link Design;
− For retrofitting works where the existing road cross section is not being
changed i.e. VRS works only, the Designer may use the operational
speed for the section of road under consideration subject to the conditions
detailed within in DN-REQ-03079. Indicative operational speeds for use
when designing VRS on legacy National Roads only are detailed in DN-
REQ-03079.
d) Clear Zone: The Clear Zone is the total width of traversable land on the
nearside or offside of a road which is to be kept clear of unprotected hazards.
This width is available for use by errant vehicles.
The zone is measured from the nearest edge of the trafficked lane: i.e. the
hard shoulder or hard strip forms part of the Clear Zone, refer to DN-GEO-
03036 for the required Clear Zone widths.
e) Set-back: The Set-back is the dimension between the traffic face of the
restraint system and the edge of the road pavement, see Section 3.12.
f) Length of Need (LoN): The Length of Need is the length of a restraint system
which provides the full level of protection required for a particular hazard. An
additional length (Intermediate Length) may be required between the start of
the Length of Need and the upstream terminal in order for the system to attain
full performance over the full extents of the Length of Need, see Sections 3.15
and 3.16.
Page 5
g) Transition: A product for safely connecting two safety barriers of different

designs and/or performance class and for connecting a safety barrier to a
crash cushion or parapet. Refer Section 6.
h) Vehicle parapet: safety barrier along a bridge, retaining wall, or similar
structure where there is a vertical drop, and which may include additional
protection and restraint for pedestrians or other road users.
i) Pedestrian parapet: Restraint system for pedestrians or other road users
along a bridge, retaining wall, or similar structure which is not intended to act
as a road restraint system.
j) Pedestrian guardrail: Restraint system for pedestrians or other road users
intended to restrain such users from entering a road or other area likely to be
hazardous including areas remote from the road (e.g. headwalls and
wingwalls).
k) Bespoke parapet: A vehicle or pedestrian parapet which is not a product and
thus not compliant with I.S. EN 1317, but which has been subject to a detailed
design for a specific situation and set of circumstances. Where bespoke
parapets are designed via numerical simulation they shall be designed in
accordance to CEN/TR 16303-1-2-3-4-2012.
l) Effective longitudinal member: Those longitudinal members of a post and rail
type parapet or safety barrier that become effective in restraining a vehicle in
the event of an impact.
m) Front face: The face of a parapet or member nearest to vehicular traffic.
n) Outer face: The face of a parapet or member furthest from vehicular traffic.
o) Traffic face: A vertical plane aligned with the front face of the main longitudinal
member or the bottom of a concrete parapet or plinth.
p) Adjoining paved surface: The paved area on the traffic side of a parapet
immediately adjacent to the plinth or base of the parapet.
q) Designer: The organisation responsible for undertaking and/or certifying the
design. Individuals within the organisation responsible for the design of a
proposed VRS must have successfully completed the two-day TII Design of
Vehicle Restraint Systems course run in conjunction with Engineers Ireland.
r) Direct Line of Traffic: The position and orientation of a terminal whereby an
errant vehicle will likely strike the terminal end-face straight on and along the
longitudinal alignment of the terminal.
Page 6
2. Roadside Hazards
A hazard is any physical obstruction which may, in the event of an errant vehicle leaving the
carriageway, result in significant injury or death to the occupants of the vehicle.
In completing the overall design of a road, the Designer shall consider the long-term implications
of all design features e.g. planting of trees – the mature tree size should be considered rather
than the planted tree size, or seasonal changes in water depths in streams or roadside drainage
features.
2.1 Categories of Roadside Hazards

The general categories of roadside hazards include but are not limited to:
• Single fixed objects / Point hazards;

• Continuous / Linear hazards;
• Dynamic roadside hazards.
In addition to these, several other conditions may require special consideration:
• Locations with high collision histories;

• Locations with pedestrian and bicycle usage;
• Playgrounds, monuments, and other locations with high social or economic
value;
• Central reserves
The following sections provide guidance for determining when the main categories of hazard
present a significant risk to an errant vehicle. Appendix D provides descriptions of the Hazard
Ranking associated with hazard types.
2.1.1 Single Fixed Obstacles/Point Hazards

The following obstructions within the Clear Zone shall be considered as hazards requiring
mitigation unless they can be provided as easily deformable elements or have been tested and
passed as passively safe for the appropriate speed class in accordance with I.S. EN 12767,
Passive Safety of Support Structures for Road Equipment – Requirements, Classification and
Test Methods:
• Wooden poles or posts with cross sectional area greater than 25,000mm2 that
do not have breakaway features;
• Tubular steel posts or supports greater than 89mm diameter and 3.2mm thick,
or equivalent strength;
• Road sign posts not certified as passively safe in accordance with I.S. EN
12767;
• Lighting columns not certified as passively safe in accordance with I.S. EN
12767;
• Gantry poles/columns;
• Road or railway crossings;
• Emergency telephones & surrounding fencing that are not considered
deformable;
Page 7
• Trees having a girth of 314mm or a diameter of 100mm or more (measured at

0.3m above the ground);
• Substantial fixed obstacles extending above the ground by more than 150mm;
• Concrete posts with cross sectional area greater than 15,000mm2;
• Drainage features, such as culvert headwalls and transverse ditches that are
not designed and installed to be traversed safely;
• Abutments, overpasses, bridge piers and walls of underpasses;
• Rocks and/or boulders.
Where an object is not considered a hazard but is grouped together with similar objects, the group
may form a hazard (e.g. closely spaced lighting columns, road signs, etc). The Designer shall
assess the risk presented in these scenarios when deciding on the need for a VRS.
2.1.1.1 Signs and/or Lighting Columns

Signs and lighting columns within the Clear Zone, which do not incorporate passively safe signage
supports are classified as a hazard.
Steel tubular posts up to 76mm diameter and 3.2mm wall thickness may be used as passively
safe posts where post centres are ≥ 750mm spacing. Steel tubular posts up to 89mm diameter
and 3.2mm wall thickness may be used as passively safe posts where post centres ≥ 1500mm
spacing. All other scenarios shall be considered a hazard. Where passively safe supports are
used, they shall comply with I.S. EN 12767.
Mounting a large sign on passively safe supports may avoid the need for a safety barrier in front
of the sign. However, such posts should not be used in the central reserve, since an impact could
cause the sign to fall into the opposing carriageway. Sign supports and lighting columns shall be
located beyond the working width of all VRS installations even if they are passively safe.
2.1.1.2 Trees
When evaluating new plantings or existing trees within the Clear Zone, the maximum allowable
diameter shall not exceed 100mm or a girth of 314mm (when measured at 0.3m above the
ground). For new plantings, the Designer shall consider the mature size of the tree).
The Designer should consider whether the grouping of trees with trunk diameters ≤ 100mm and/or
girths ≤ 314mm together may constitute a hazard due to the cumulative impact of the trees on an
errant vehicle. A spacing of less than 1500mm will warrant consideration.
2.1.1.3 Culvert Ends/Headwalls

Non-traversable end treatments are a hazard when the culvert end section or opening is on the
roadway side slope and within the Clear Zone. Culverts exceeding the following criteria will require
protection using a VRS:
• A single cross culvert opening exceeding 1000mm measured parallel to the

direction of travel;
• Multiple cross culvert openings exceeding 750mm each, measured parallel to
the direction of travel; or
• A culvert approximately parallel to the roadway that has an opening exceeding
600mm measured perpendicular to the direction of travel.
Page 8
2.1.1.4 Hazardous Safety Barrier Ends

Poorly designed or positioned barrier ends, including end treatments which do not fulfil the
requirements of I.S. EN 1317 and this Standard e.g. “fish tails” shall be considered a Hazard.
2.1.2 Continuous/Linear Hazards

Continuous/Linear hazards are distributed objects that are of considerable length often running
parallel to the road, making it impractical to remove or relocate them. Examples of
Continuous/Linear hazards are:
• Embankments and Slopes

• Rock Cuts / Retaining Walls or Structures / Drop offs
• Other Roads
• Railway lines
• Central Reserves / Medians / Kerbs
• Drainage Features / Water hazards / Ditches
• Rows of trees
• All fences and linear boundary delineations with horizontal rails, including knee
rails, (but excluding those to CC-SCD-00320, CC-SCD-00321 or CC-SCD-
00324);
• Non-conforming VRS (e.g. improper installation or a damaged barrier) which
following a Designer’s risk assessment is deemed an unacceptable risk to
errant vehicles.
The recommended procedure for dealing with a continuous / linear hazard is to first consider re-
designing the hazard such that it is no longer a risk to road users as outlined in the Forgiving
Roadsides paragraph of DN-GEO-03036. If unsuccessful, a safety barrier shall be designed in
accordance with this Standard.
2.1.2.1 Embankment Slopes

Embankment slopes can present a hazard to an errant vehicle with the degree of severity
dependent upon the slope and height of the embankment.
Embankment Slopes are to be considered a hazard where the slope is steeper than 1:3 and the
height of the embankment is greater than 0.5m, or where slopes are within the range of 1:3 to 1:5
but the embankment height is ≥ 6m; The depth of ditches sited adjacent to the toe of an
embankment shall be included in the earthwork’s height measurement. Refer Figure 2.1.
Definitions for a number of Terrain Classes and the associated clear zone considerations are
provided within DN-GEO-03036 Cross Sections and Headroom. Where safety barriers are not
required due to slope steepness alone, obstacles on the slope may compound the hazard and
thus warrant the provision of a safety barrier or some other safety feature. The Designer shall
consider all factors that may, due to the sum of their parts, form a hazard requiring VRS protection.
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Figure 2.1 Embankment Slope Hazards
2.1.2.2 Cut Slopes

A cut slope is usually less of a hazard than a VRS provided the toe is rounded to a minimum
radius of 4m without narrowing the intended verge width. A slope steeper than 1:2 as shown in
Figure 2.2 or a rock cut with a rough face that could cause vehicle snagging rather than providing
relatively smooth redirection are considered hazards and shall be protected by a VRS unless
mitigation can be applied.
Figure 2.2 Cut Slope Hazards
2.1.2.3 Combinations of Slopes

Where combinations of side slopes occur, for example due to berms, bunding or large ditches,
changes in slope shall be rounded to a minimum of 4m radius. Each slope component shall be
considered independently and shall be treated as a hazard if that component, on its own, would
require protection in accordance with Table 3.6. The embankment heights defined in Table 3.6
shall be the total height from the highest point to the lowest point within the Clear Zone.
2.1.2.4 Central Reserves

The Designer shall provide VRS in central reserves of dual carriageway roads to protect against
errant vehicles crossing into the opposing flow of traffic. Further guidance on this is provided in
Table 3.6 and Section 3.10 of this document. Such consideration should take due account of:
• The design speed for the road;

• The volume of traffic using the road (each carriageway);
• The type of traffic using the road (e.g. percentage Heavy Commercial Vehicles
(HCVs);
• The width of the central reserve;
• The vertical alignment, horizontal alignment and super-elevation of each
carriageway; and
• The existence of lighting columns, traffic signs and other potential obstructions
within the reserve.
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2.1.2.5 Water
Water with a likely depth of 0.6m or more and located within the Clear Zone must always be
considered a hazard. If the water feature forms part of the design (e.g. a balancing pond),
consideration should be given to its relocation. In most cases however, it is likely that the feature
is existing or cannot be moved and a VRS will need to be provided.
Water may be present in the form of ditches, rivers, lakes, canals or small ponds.
2.1.2.6 Ditches
Ditches will often present a continuous hazard running parallel to the roadway and will present
both the potential to act as a destabilising hazard that increases the risk of a vehicle rolling and
the risk of drowning to vehicle occupants.
2.1.2.7 Roads and Railways

Locations where the road crosses or runs alongside another road or railway must be provided
additional consideration given the increased risk associated with an errant vehicle leaving the
carriageway. The rules and guidance concerning Clear Zones and Length of Need may need to
be increased for certain scenarios depending on the specific location. Additionally, the Designer
should undertake a risk assessment to identify the type of VRS to be used in accordance with the
containment level assessment procedure in this document.
2.1.2.8 Vehicle Restraint Systems

Vehicle Restraint Systems are themselves an obstacle to the movement of an errant vehicle and
will have a physical impact on an errant vehicle and its occupants. They are, therefore, a special
case as they can be both hazards and roadside treatments for safety. Where it is considered that
the VRS may be more hazardous than that of the hazard it is protecting, the Designer shall attempt
to remove or mitigate the hazard such that the VRS may be omitted.
2.1.2.9 Kerbs/Pavement Edge Drop Off

Kerbs or Edge Drop Offs alongside a road pavement can present a destabilising hazard which
may lead to an increased risk of an errant vehicle overturning or becoming unstable when
impacted. Refer Section 3.21 for further information.
2.1.3 Dynamic Roadside Hazards

Dynamic roadside hazards relate to moving objects and may include:
• Cyclists from nearby cycle facilities

• Pedestrians from shared cycle routes / footpaths
Dynamic hazards are not fixed but moving. They are more prevalent in urban scenarios and can
be more complex than fixed or continuous hazards. The associated risks typically relate to
pedestrians or cyclists using a facility, rather than the drivers of vehicles. They will typically require
a different approach to typical roadside treatments and must be dealt with on a case by case
basis.
In general, VRS should not be provided solely to protect pedestrians or cyclists – however, where
they are required to protect other roadside hazards beyond a cycle track, a shared use cycle and
pedestrian facility, or a footpath they should be located between the road and path.
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2.2 Justification for the installation of VRS and the use of the
SAVeRS Tool
Once a hazard has been identified as requiring protection by a VRS, the Designer is required to
complete a VRS Justification Sheet as per Appendix C, utilising the suggested hazard rankings
in Appendix D. The VRS Justification Sheet shall be used so that the Designer can systematically
review each safety barrier and confirm its justification for use on the project. The SAVeRS
(Selection of Appropriate Vehicle Restraint System) tool can be used as part of this justification
process.
When assessing the requirements of a VRS or the measures required to implement a forgiving
roadside it is often important to consider the whole life cycle cost analysis of the scheme. While
the initial cost of mitigation measures may be higher than the installation of a VRS, e.g. purchasing
additional land to allow removal of the hazard from the Clear Zone, the whole life costing of a
VRS solution should be considered when carrying out the cost benefit analysis.
The SAVeRS tool was developed as part of the CEDR Call 2012 (Refer to DN-REQ-03079 for a
worked example). It is a spreadsheet-based tool which can be used before a decision has been
made to install a VRS in accordance with this Standard or DN-REQ-03079. The SAVeRS tool
allows the Designer to:
• Assess the lifetime cost of VRS on a scheme

• Select the most appropriate VRS to be installed
• Justify up front mitigation costs which would allow for the removal of the need
for a VRS
The SAVeRS Tool allows Designers to assess the merits of different VRS solutions in terms of
• Potential penetrations
• Potential fatalities
• Whole life costing
The SAVeRS tool, guideline document and user manual are available for download from the
‘Downloads’ Section of the TII publications website.
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3. Permanent Safety Barriers

3.1 General
Permanent Safety Barriers should be considered an integral part of the road alignment design
since their positioning may affect the stopping sight distance and clearance to structures etc. In
particular, it will be necessary to ensure that the visibility requirements of DN-GEO-03031 Rural
Road Link Design and DN-GEO-03060 Geometric Design of Junctions (priority junctions, direct
accesses, roundabouts, grade separated and compact grade separated junctions) are not
compromised by the presence of a safety barrier.
The introduction of a safety barrier adjacent to the carriageway shall only be considered where
the elimination of all hazards within the Clear Zone is not reasonably practicable in terms of
engineering, economic, environmental or sustainability considerations. The concept of creating a
forgiving roadside and the mitigation steps outlined in DN-GEO-03036 should be followed by the
Designer prior to designing a VRS. In cases where removal or mitigation of the hazard is not
practicable, the provision of a VRS will be required.
The ideal position of a VRS in relation to the edge of the road will depend, inter alia, on the type
of device being considered and on the type and location of hazards being protected. In general,
the Designer should provide the maximum width of level verge or central reserve in front of the
system as possible to optimise the opportunity for an errant vehicle to regain control without
striking the VRS.
3.2 I.S. EN 1317 Performance Classes

I.S. EN 1317-2 defines various performance parameters for safety barriers as outlined in Tables
3.1 to 3.4 and Figure 3.1, 3.2 and 3.3.
3.3 Containment Level

Containment level is an indication of the containment capacity of a system and is dependent on
the type, weight and speed of vehicle which the VRS is designed to contain. The standard levels
stipulated in I.S. EN 1317-2 and applied in this Standard are as shown in Table 3.1. Minimum
containment levels are provided for a variety of Hazards in Table 3.6. A containment level
assessment procedure is provided in Section 3.11.
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Table 3.1 Containment Level Tests
Vehicle Impact Test

Containment Test Impact Impact Angle Vehicle Vehicle Type
Level Speed Mass
(degrees)
(km/h) (t)
Normal Containment
N1 TB 31 80 20 1.5 Car
N2 TB 32 110 20 1.5 Car
Higher Containment
H1 TB 42 70 15 10.0 Rigid HCV
TB 42 70 15 10.0 Rigid HCV

L1
TB 32 110 20 1.5 Car
H2 TB 51 70 20 13.0 Bus
TB 51 70 20 13.0 Bus
L2
TB 32 110 20 1.5 Car
H3 TB 61 80 20 16.0 Rigid HCV
TB 61 80 20 16.0 Rigid HCV

L3
TB 32 110 20 1.5 Car
Very High Containment
H4a TB 71 65 20 30.0 Rigid HCV
H4b TB 81 65 20 38.0 Articulated HCV
TB 71 65 20 30.0 Rigid HCV

L4a
TB 32 110 20 1.5 Car
TB 81 65 20 38.0 Articulated HCV
L4b
TB 32 110 20 1.5 Car
Note: Safety barriers with a Containment Level of N2 or higher shall also be subjected to Test TB 11, using a light vehicle (900kg),
in order to verify that satisfactory attainment of the maximum level is also compatible for a light vehicle.
(Source: I.S. EN 1317-2:2010)
3.4 Impact Severity Level

Impact Severity Level is measured as a function of the Acceleration Severity Index (ASI) and the
Theoretical Head Impact Velocity (THIV). I.S. EN 1317-2 defines these terms and describes how
they should be measured. The three levels given in the Standard are shown in Table 3.2.
Impact Severity Level A affords a greater level of comfort for vehicle occupants than Level B
and Level C. Impact Severity Level C is not permitted for VRS. The following Impact Severity
Levels are application for National Roads:
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• Verges – Level A is preferred but can be relaxed to Level B

• Central Reserve of Motorways – Level A or B
• Central Reserve of other roads – Level A is preferred but can be relaxed to
Level B.
Table 3.2 Impact Severity Levels
Impact Index Values

Severity
Level ASI THV
A ≤ 1.0 ≤ 33km/h
B ≤ 1.4 ≤ 33km/h
C ≤ 1.9 ≤ 33km/h
(Source I.S. EN 1317-2:2010)
3.5 Dynamic Deflection (Dm) and Working Width (Wm)

Dynamic Deflection (Dm) is a measure of the maximum lateral dynamic displacement of any point
on the VRS before and after the impact of an errant vehicle irrespective of the final resting position
of the VRS.
The Working Width (Wm) is the maximum lateral distance between any part of the safety barrier
on the un-deformed traffic side and the maximum dynamic position of any part of the safety barrier
during the impact. If the vehicle body deforms around the road safety barrier 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. Examples of Dynamic Deflection and
Working Width are illustrated in Figure 3.1. Working Width is specified as one of the classes listed
in Table 3.3.
Figure 3.1 Dynamic Deflection (Dm) & Working Width (Wm) Measured Values
(Source: I.S. EN 1317-2:2010)
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Table 3.3 Working Width Classes
Class of Level of
Working Working
Width Width
W1 ≤ 0.6m
W2 ≤ 0.8m
W3 ≤ 1.0m
W4 ≤ 1.3m
W5 ≤ 1.7m
W6 ≤ 2.1m
W7 ≤ 2.5m
W8 ≤ 3.5m
(Source: I.S. EN 1317-2:2010)
3.6 Maximum Permanent Deflection

Maximum Permanent Deflection may be an important design parameter for the provision of lane
segregating safety barriers (described in Section 3.10). It is recorded in the initial type test report
of the system but is not provided in the declaration of performance for a VRS.
It is a measure of the maximum permanent deflection of any point on a VRS between the original
face-line position on the trafficked face and the final resting position of the corresponding point
on the opposing face of the VRS following impact with an errant vehicle, as shown in Figure 3.2
which illustrates a verge side barrier on a single carriageway. Maximum Permanent Deflection
allows for a safety barrier to rebound from its maximum lateral dynamic displacement extent to its
final resting position.
Figure 3.2 Maximum Permanent Deflection
3.7 Vehicle Intrusion (Vlm)

The Vehicle Intrusion (VIm) of a VRS is the maximum dynamic lateral position of the body of a
vehicle measured from the un-deformed traffic side of a safety barrier. It shall be evaluated from
high speed photographic or video recordings during the safety barrier testing. The testing shall
consider a vehicle with a notional load with the same width and length of the vehicle platform and
a total height of 4m.
The VIm shall be evaluated by measuring the position and angle of the vehicle platform. It assumes
that the notional load remains un-deformed and rectangular to the vehicle platform. An illustration
of Vehicle Intrusion is provided in Figure 3.3.
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Vehicle Intrusion is specified as one of the classes listed in Table 3.4.
Table 3.4 Vehicle Intrusion Classes
Class of Level of
Working Vehicle
Width Intrusion
VI1 ≤ 0.6m
VI2 ≤ 0.8m
VI3 ≤ 1.0m
VI4 ≤ 1.3m
VI5 ≤ 1.7m
VI6 ≤ 2.1m
VI7 ≤ 2.5m
VI8 ≤ 3.5m
VI9 > 3.5m
(Source: I.S. EN 1317-2:2010)
A suitable value of VI shall be specified by a Designer to avoid the potential for a high vehicle
striking a vertical hazard adjacent to the road. Vehicle Intrusion is of particular importance when
installed at structures, tunnel entrances and gantries.
Clearances, both horizontal and vertical, must account for potential vehicle intrusion in the event
of a vehicle coming into contact with the VRS.
Figure 3.3 Vehicle Intrusion Level

Note: Dm refers to the Dynamic Deflection of the Safety Barrier; Wm refers to the Working Width of the Safety Barrier; VIm refers to
the Vehicle Intrusion of the Safety Barrier described elsewhere in this document.
3.8 VRS Provision Criteria

A safety barrier shall be provided in central reserves of dual carriageways and where there is a
hazard within the Clear Zone which requires protection.
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Justification for the proposed VRS installation is to be recorded as per the form located in
Appendix C and utilising the hazard rankings provided in Appendix D.
Table 3.6 outlines the minimum containment levels that shall be provided in various scenarios for
verges. To determine if the minimum containment values specified are appropriate for the site-
specific circumstances, the Designer shall complete the containment level assessment procedure
as described in Section 3.11.
On motorways and Type 1 dual carriageways safety barriers within the central reserve shall be
constructed from concrete. This safety barrier shall have a H2 Containment Level and in general,
requires a Working Width of W2. However, where the safety barrier transforms to provide a
vertical face in line with a bridge, tunnel portal or gantry support in a central reserve, as shown in
the Standard Construction Detail CC-SCD-00405, a working width of zero may be assumed.
Safety barriers on central reserves shall have an Impact Severity Level of A or B. However, on
central reserves wider than 7.5m, provision of Impact Severity Level A is preferred. The Designer
should attempt, in all instances, to provide the lowest Impact Severity Level.
Central reserve VRS shall be fitted with reflectors in accordance with the relevant section of the
Traffic Signs Manual (TSM).
Relaxations of up to two Design Speed steps below the Desirable Minimum Stopping Sight
Distance are permitted for visibility to the low object at the lane segregating VRS, provided
Desirable Minimum Stopping Sight Distance is obtained to a 1.05m high object, see DN-GEO-
03031.
3.9 Precast and In-Situ Concrete Barriers

Precast and in-situ Concrete barriers shall be CE marked products in accordance with CC-SPW-
00400.
3.10 Lane Segregating VRS on Type 2 and 3 Dual Carriageways

Lane segregating VRS for Type 2 and 3 Dual Carriageways shall be H2 containment as per VRS
in central reserves and shall also comply with the following additional requirements in order to
perform within the 1.5m central median:
• The VRS shall be a double-sided safety barrier which is generally open in

nature along its longitudinal section with a maximum height of 0.8m above the
road surface. End terminals shall also be double sided and comply with the
requirements of this standard.
• The Working Width shall be no greater than W4.
• The segregating VRS shall not exceed 0.3m width at any point above the road
surface to achieve a minimum set back of 0.6m.
• The segregating VRS shall not rely on a tensioning system to achieve the
required performance criteria such that any loss in tension under impact
impedes the barrier’s function along its length.
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3.11 Containment Level Assessment Procedure

The Designer shall assess if the minimum containment levels specified in Table 3.6 are
appropriate for a given situation by completing the Containment Level Procedure outlined in
Figure 3.4 and further detailed in Appendix F. This procedure is applicable to safety barriers
provided in the verge only. The minimum containment levels for bridge parapets are detailed in
Table 8.1. Where Table 3.6 specifies a minimum containment level greater than that assessed
using the Containment Level Assessment Procedure, the containment level specified in Table 3.6
shall apply.
Appendix G includes a worked example to assist the Designer in completing the containment
level assessment procedure. The procedure comprises of four key steps:
1. Determine the hazard ranking;

2. Define the speed (design speed or operational speed, as applicable);
3. Determine if Increased Risk Factor exists, and
4. Assess the level of HCV traffic.
This procedure shall be undertaken at each hazard location where the need for a safety barrier
has been identified. Where several hazards are located in close proximity, or where a linear
hazard runs parallel to the road at varying lateral distances, the highest required Containment
Level shall be provided across the entire VRS length to avoid the need to transition between
multiple containment levels.
The Containment (Record) Assessment Sheet contained within Appendix F shall be used to
record the assessment made at each hazard location.
The Designer's engineering judgement is required when completing the assessment. For online
improvements and VRS retrofit schemes, the Designer is equipped with additional data such as
collision history at the particular location and shall use this in conjunction with engineering
judgement to assess the Increased Risk Factor and inform the decision on the most appropriate
containment level, for the specific site circumstances.
The containment level procedure requires the Designer to assess if an Increased Risk Factor
(IRF) is present at the location in question which can be determined based on the parameters
listed in Table 3.5. Determination of the IRF is fully described in Appendix F.
Depending on the outcomes of the IRF assessment, combined with appropriate engineering
judgment, the minimum containment level for the safety barrier as described in Table 3.6 may
need to be increased.
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Figure 3.4 Containment Level Assessment Procedure Flow Chart

Notes:
1. As per Table 3.1 of this document, L1 containment requires a VRS to be certified to both N2 and H1 containment levels.
This has the benefit of ensuring the VRS remains appropriate for lighter vehicles at high speeds (N2) as well as being
capable of containing the heavier (H1) vehicle.
2. Vehicle intrusion is not a reported parameter for N2 barriers. Therefore, where Vehicle Intrusion (as per Section 3.7) is a
governing parameter, the minimum containment level to be provided is H1.
3. Where the VRS is required to protect property which, if damaged, would result in the instability of a structure, the
containment level shall be increased appropriately in agreement with the road authority.
Table 3.5 Parameters that may impact on the Increased Risk Factor
Additional Factors
Increased Risk Factor
(requiring engineering judgement)
• Slope/Angle of Run-Off Area
• Location of Hazard within Clear Zone, i.e. Proximity
to Carriageway
• High Design/ Operational Speed of
Section of Road
• Road Geometry / Sinuosity / Bendiness / Located
Outside of Bend
• Collision History
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Table 3.6 Hazard Definition and Minimum Containment Level for VRS
Hazards Minimum
Containment
Location Levels
1. Within the Clear Zone:
Embankments:
Slope Angle Slope Height
Steeper than 1:3 ≥0.5 N2
From 1:3 and up to 1:5 ≥6m N2
Cuttings:
At steep sided cuttings or earth bunds (steeper than 1:2) within the Clear Zone N2
Verges and Central Reserves:
Protecting bridge piers or abutments H2
At overhead gantry legs and foundations for Type 1 Dual Carriageways /
H2
Motorways
At individual hazards such as sign posts, gantry legs (on all roads other than Type
N2
1 Dual Carriageways / Motorways) and trees, etc. (see also Note 3)
At lighting columns that are not passively safe N2
At substantial obstructions such as retaining walls which extend more than
N2
150mm above the carriageway level (See Note 6).
At underbridges, underpasses or at retaining walls >0.5m high supporting the
road and a vehicle parapet or vehicle/pedestrian parapet of the required H2
performance class is not provided.
Central Reserves:
At central reserves up to 7.5m wide for Type 1 Dual Carriageways / Motorways H2
At central reserves for Type 2 and Type 3 Dual Carriageways H2
At central reserves greater than 7.5m wide N2
Where the difference in adjacent carriageway channel levels exceeds 1.0m and
H2
the slope across the reserve exceeds 1:4
Parapets (see Chapter 8):
For a minimum of 30m in advance of the approach end and 30m after the
See Note 4
departure end of a vehicle parapet or vehicle/pedestrian parapet.
For a minimum of 30m in advance of the approach end and 30m after the
See Note 4
departure end of a vehicle parapet or vehicle/pedestrian parapet over a railway.
2. Within or Beyond the Clear Zone:
Verges:
At locations where an errant vehicle may encroach onto an adjacent road (but see H2
Note 5) or impact another significant hazard
At locations where an errant vehicle may encroach onto an adjacent railway H2
At hazardous topographical features within the Clear Zone. N2
Notes:
1. This Table provides minimum Containment Levels for situations. Higher Containment Levels may be justified in certain
situations as determined through the Containment Level Assessment Procedure included in this document.
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2. Where there is more than one reason for a VRS (e.g. at a central reserve 6m wide with lighting columns that are not
passively safe), the highest of the required Containment Levels shall be provided.
3. Where the hazard is not designed to withstand collision loads and where impact may result in injuries to people other than
those in the errant vehicle, a higher Containment Level shall be specified.
4. The Containment Level of the safety barrier on the approach to and departure from a bridge parapet shall be at least
equal to that of the parapet. The lengths upstream and downstream of a parapet are minimum values. The actual lengths
shall be as per the Length of Need required to protect the given Hazard.
5. A VRS is not required (unless there is another reason) where the adjacent road joins the road under consideration, e.g. at
slip roads and junctions.
6. Retaining walls may incorporate a concrete safety barrier in accordance with CC-SPW-00400 rather than require a
separate safety barrier. In doing so, the Designer shall ensure that the surface of the wall presents a smooth traffic face
for at least 1.5m above the carriageway level and that the Vehicle Intrusion is assessed.
3.12 Set-back
The Set-back is the dimension between the traffic face of the VRS and the edge of the road
pavement. It should be noted that the road pavement includes any hard shoulder or hard strip.
The desirable Set-back on a verge shall be 1.2m. This may be reduced to minimum value of 0.6m
if a hard strip with a width of 1m or more or hard shoulder is present or where the road
design/operational speed is 85km/h or less.
At central reserves, the minimum Set-back shall be 0m (zero) where a hard strip of width 0.6m or
greater is present. If there is no hard strip present, the minimum Set-back shall be 0.6m.
The performance of the VRS must not be compromised by the presence of a filter drain, service
ducts or the like close to the system foundations. The clear distance required between the safety
barrier and any feature which may affect the VRS performance shall be ascertained.
The inclusion of surface water channels in the set-back area is acceptable in accordance with the
requirements of DN-DNG-03068.
3.13 Lateral Positioning and Working Width

For normal containment safety barriers, the Working Width should be maximised where space is
available. However, this must be balanced with providing a suitable Set-back which provides the
maximum width in which errant vehicles can regain control.
Within the limited verge or central reserve widths available with many road cross-sections, it will
be necessary to provide a reasonable compromise between a large Working Width and a
generous Set-back. It must also be ensured that the detailing of the drainage and services within
the verge does not restrict the selection of VRS unduly.
Design decisions regarding the lateral position of the safety barrier and its Working Width are
further complicated by factors such as the Set-back required to achieve the required stopping
sight distance. In some cases, additional verge width may need to be provided in order to
accommodate a higher Working Width safety barrier or a larger Set-back.
For isolated hazards, the VRS should be placed as close to the obstruction as possible and hence
a small Working Width (normally W2 to W4) should be selected. This provides the maximum
available Set-back and maximises the space available for the errant vehicle to be brought under
control.
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For high containment barriers with small Working Widths, it is considered preferable to keep the
Set-back distance as small as possible (subject to compliance with 3.12 above) as this will
minimise the angle of impact and consequently reduce the severity of impact on the occupants of
the errant vehicle.
Where combinations of hazards are to be protected by a single length of VRS, the Set-back of
the safety barrier shall be established by assessing the obstruction nearest to the road as if this
was an isolated hazard. This Set-back shall be retained for the remaining obstructions although
the Working Width can be varied to suit each obstruction. Changes in Working Width, however,
along the length of a safety barrier are subject to suitable transitions being available.
On verges, the Working Width of the VRS shall not allow the traffic face of the system, when
deflected to the full Working Width, to extend beyond the intersection of the embankment or cut
slope and the verge.
On central reserves, the VRS position and Working Width shall be such that under design impact
conditions, no part of the system will deflect into the opposing traffic lane, barring scenarios
described for Type 2 an 3 carriageways in the Section 3.10 of this document.
3.14 Total Length of VRS

The total length of VRS shall be derived from a detailed consideration of each location.
The total length of VRS will normally comprise the Length of Need plus the length of terminals at
each end, and an ‘intermediate length’ (refer Definitions) in advance of the calculated Length of
Need over which the safety barrier attains full containment.
The length over which various VRS achieve full containment varies. The Designer must specify a
total length of VRS that is sufficient so that commonly used systems attain full containment over
the required extents of the Length of Need for a given hazard. The Designer shall refer to the
VRS performance criteria within various manufacturer’s installation manual for commonly used
systems.
3.15 Minimum Length

An appropriate system must be provided whose minimum tested length is equal to or greater than
the minimum length of safety barrier required by the design calculations, thus ensuring fully
compliant operation of the VRS.
3.16 Length of Need (LoN)

The Length of Need, as a minimum, consists of the approach length, the length of the hazard and
the departure length, as referred to in Figure 3.5 and Figure 3.6. It is dependent on the geometry
and delineation of the road, the location and geometry of the hazard, the direction(s) of traffic,
and the type and location of VRS. The lengths of terminals are not to be included in the Length
of Need. A Transition between the safety barrier and the terminal can be included in the Length
of Need.
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Note: The approach lengths presented above are provided to illustrate the calculation of the Length of Need minimum requirements.
For approach & departure lengths, refer to section 3.17 and 3.19 respectively.
Figure 3.5 Sample Length of Need (Overtaking Section)
Note: The approach lengths presented above are provided to illustrate the calculation of the Length of Need minimum requirements.
For approach & departure lengths, refer to section 3.17 and 3.19 respectively.
Figure 3.6 Sample Length of Need (Non-Overtaking Section)
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3.17 Approach Length (AL)

The calculation of the Approach Length is based on the premise that the errant vehicle should not
be able to leave the carriageway, travel behind the safety barrier and thereby impact the obstacle
or hazard. The calculations are based on an impact angle of 8° (1:7).
3.17.1 Embankments and Level Ground

Where the ground behind the safety barrier is level or falling away from the road (e.g. road on
embankment), the Approach Length, AL, shall be at least 30m and not less than:
AL = 7 x DE
Where DE = distance from traffic face of the VRS either to the rear extent of the hazard or to the
back of the Clear Zone, whichever is the less. A typical example is illustrated in Figure 3.7.
Where the hazard is the embankment slope itself, the hazard shall be determined as per that
described in Chapter 2 Roadside Hazards i.e. based on the embankment slope and height. The
Length of Need shall be determined as per the normal approach described in Section 3.16.
3.17.2 Cuttings and Environmental Bunds

Where the ground behind the safety barrier rises (i.e. road in cutting or an environmental bund),
an errant vehicle may pass around the end of the system and alter direction towards the obstacle
or hazard. At such locations, the Approach Length shall be at least 30m and not less than:
AL = 7 x DC
Where DC = distance from traffic face of the VRS to the edge of the Clear Zone.
Additional protection of the obstacle may be provided by the use of dense vegetation or gravel
beds behind the safety barrier to provide a deceleration force on the vehicle. Safety barrier ends
should be returned to the cutting face wherever practicable as per CC-SCD-00409 to CC-SCD-
00411, as this will minimise the risk of end impact by an errant vehicle.
For obstacles which are only a hazard due to a face parallel to the road, such as a rock cutting or
a retaining wall with buried ends, both Approach and Departure Lengths shall be at least 10m and
not less than:
AL = 7 x DF
where DF = distance from traffic face of the VRS to the face of the hazard.
Page 25
Figure 3.7 Example of Approach Length with a hazard within the clear zone
Figure 3.8 Example of Approach Length with a hazard extending beyond the clear zone
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3.17.3 Horizontal Curvature

The equations given in Sections 3.17.1 and 3.17.2 are applicable to all normal road curvatures.
For particularly onerous circumstances, the Designer shall ensure that the Length of Need is
sufficiently long for the circumstance and provide suitable protection to the identified hazard(s).
3.18 Overlaps and Gaps

Where an overlap between two safety barriers is to be provided, the Designer shall ensure that
the lateral space between systems is minimised as far as possible (taking into account the space
required for the working width) so as to not allow an errant vehicle to pass between the systems.
This may be particularly applicable where breaks in vehicle safety barriers are provided for
pedestrian or cycle routes or similar.
Overlapping between safety barriers must not be undertaken within the Length of Need (LON) of
the higher containment barrier. For example, where the hazards are a bridge abutment located
along a length of road with a high containment barrier on approach, and cut slopes in advance of
the bridge are protected by a lower containment barrier and a transition cannot be provided, the
overlapping shall not occur within the length of need of the higher containment barrier.
Gaps of 100m or less between lengths of safety barriers shall be avoided. If the distance between
the ends of terminals is less than 100m, the systems shall be connected to form a continuous
system. Access for maintenance should be considered when determining whether it is acceptable
and logical to connect two sections of safety barrier.
3.19 Departure Length

The length of safety barrier beyond the hazard is termed the Departure Length. For dual
carriageways and motorways, the Departure Length shall extend at least 15m beyond the
downstream extremity of the hazard, unless the obstacle is only a hazard due to a face parallel
to the road, such as a rock cutting or a retaining wall with buried ends, in which case Section
3.17.2 applies.
For two-way carriageways, the departure length shall generally be determined using the same
equations as for the Approach Length (but must consider an overtaking vehicle colliding with the
hazard from the opposing lane of traffic) and shall be at least 15m long on non-overtaking sections
and 30m long on overtaking sections (except where the obstacle is only a hazard due to a face
parallel to the road, in which case Section 3.17.2 applies). The Clear Zone for the Departure
Length commences at the divide between opposing traffic flows on non-overtaking sections and
from the edge of carriageway for overtaking sections. Additional consideration shall be given to
the sinuosity of the road when calculating the Departure Length as the road curvature may impact
the effectiveness of the system.
An overtaking section of road is to be considered as any section of road where lane separation is
not defined by a continuous white line.
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Figure 3.9 Departure Length for two-way Trafficked Roads on Non-Overtaking Section
Figure 3.10 Departure Length for two-way Trafficked Roads on Overtaking Section
3.20 Height of VRS

VRS shall be set at the height specified for the system, within the specified tolerances. Particular
care shall be taken to ensure that the safety barrier is at the correct height following resurfacing
or overlay works.
Where the Set-back is less than 1.5m, the height of the safety barrier shall be related to the edge
of the road pavement. Elsewhere, the height shall be measured from the general ground level in
close proximity to the front of the safety barrier.
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3.21 Kerbs
Kerbs can have a significant impact upon the performance of a VRS and on the stability of a
vehicle impacting upon the VRS. Therefore, the placement of kerbs in front of a VRS should be
avoided. If kerbs in front of the VRS cannot be avoided, they shall be splayed over the full height
by at least 45° to the vertical and not higher than 80mm.
3.22 Flare
VRS should be installed in accordance with the manufacturer’s requirements. Where these allow
and wherever practicable, the ends of safety barrier shall be flared. There are three functions of
the flare:
i. To locate the safety barrier end and its terminal as far from the carriageway as
is feasible;
ii. To minimise a driver’s reaction to the introduction of an object adjacent to the
carriageway;
iii. To reduce the Length of Need.
Flaring of safety barriers may be used:
a) If to do so does not conflict with the manufacturer’s requirements, and

b) If it is necessary to change the Set-back of a safety barrier (e.g. at the
approaches to bridge piers in the central reserve).
It has been shown that an object (or safety barrier) close to the carriageway may cause a driver
to shift laterally, slow down, or both. The flare reduces this reaction by gradually introducing the
safety barrier so that the driver does not perceive the system as a hazard.
However, a flare increases the angle at which a vehicle may impact the safety barrier. A
compromise between flare and impact angle is needed. Flare rates less than 1:20 shall therefore
not be used.
The following general principles apply:
• Vehicles should not be able to pass easily behind the approach flare;
• Anchorages and concrete ramps on central reserves should not be located so
they protrude into the deflection space of the opposite fence.
Where parts of the Approach and/or Departure Lengths are flared, these lengths may be
calculated in accordance with Appendix B. In some circumstances, this will lead to shorter safety
barriers.
3.23 Ground Conditions

All VRS rely on certain ground conditions in order to function satisfactorily. Testing, as described
in the CC-SPW-00400, shall be undertaken to ensure that the system performs as intended.
3.24 Sloped Verges

VRS shall be installed on level ground. Where, due to site constraints, it is considered necessary
to install a VRS on a sloped verge, an application for a Departure from Standards will be required.
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3.25 Emergency Crossover

Where a central reserve safety barrier is to be installed, a removable safety barrier section, tested
and approved to EN1317-4, must be provided.
The section must be specifically designed to match the profile of the central reserve system and
its minimum level of containment must be N2 or the equivalent containment value of the adjacent
safety barrier, whichever is greater. Removable safety barrier sections and adjacent systems may
not differ by more than one containment class. Where containment or dynamic deflections of the
upstream and downstream adjacent systems differ, the section of removable safety barrier is to
match the greater containment value. Refer to Section 6.4 for additional information.
The full length of removable central reserve safety barrier in central reserve crossing points shall
be provided in accordance with the requirements of DN-GEO-03031 as a minimum.
3.26 VRS at Junctions

At junctions, safety barrier layouts shall be adjusted to suit the requirements of both converging
roads. Consideration shall be given to any hazard close to the junction which lies within the Clear
Zone of the main road.
It may be appropriate to provide a VRS in front of such a hazard, even though the safety barrier
will follow the line of the adjacent edge of pavement and may not be parallel to the main road.
The design of VRS at junctions must be assessed on a case by case basis. The type, size and
orientation of the hazard as well as the type and size of junction will affect the choice of VRS
implemented. The Designer must assess each junction on its own merits to provide the most
appropriate design for the given scenario. Some reduction in the crashworthiness of the safety
barrier may be unavoidable in such circumstances, but the installation shall be made as forgiving
as practical.
At junctions, as for typical roadside situations, where possible the hazard shall be removed from
the Clear Zone or modified to provide a forgiving roadside. If the hazard cannot be removed or
mitigated, then Designers shall assess the junction and hazard and provide VRS as appropriate
in order of preference outlined below:
1. Flared safety barriers with flares not exceeding 1:20, can be provided to shield
the hazard. Where appropriate, two flared safety barriers may provide the
required protection for the hazard. In some situations, it may be beneficial to
install an additional shielding safety barrier upstream of the junction as
additional protection of the hazard. The effects on visibility should be a major
consideration in the installation of all safety barriers at all junction scenarios.
(See Figures 3.11 to 3.13 below)
Figure 3.11 Single Flared Barrier
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Figure 3.12 Double Flared Barrier
Figure 3.13 Flared Barrier & Shielding Barrier

2. In some cases, a crash cushion may provide the most appropriate form of
protection of the hazard. Crash Cushions can operate in limited space and are
often suitable for use at junctions.
3. A curved safety barrier with intermediate terminals or anchor points as shown
in Figure 3.14 may be installed following the approval of a Departure from
Standards. It may in some high-risk situations be necessary to install a section
of high containment safety barrier on the radius as shown in Figure 3.15
although this scenario is not preferred given the impact on an errant vehicle
should it strike the high containment safety barrier at such an angle. The
Designer must assess this risk against the risk of striking the unprotected
hazard. Radius safety barriers have not generally been tested to I.S. EN 1317
and as such are not CE marked. The use of curved safety barriers requires a
Departure from Standard.
Figure 3.14 Radius safety barrier with intermediate terminals/anchor points.
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Figure 3.15 Radius safety barrier with section of high containment safety barrier on radius.
In all instances bar those identified above, care shall be taken to avoid positioning safety barriers
at greater than 20 degrees maximum to the likely approach direction of an errant vehicle. In
particular, safety barriers shall not be turned through sharp radii such that they could be hit head
on and create a greater hazard than the unprotected situation (e.g. at T-junctions and accesses).
Where the above scenarios are applicable, the Designer must assess the risk of applying the
scenario against the risk of striking the unprotected hazard.
VRS are not an appropriate solution to potential hazards at diverge junction nosings (such as at
commencement of free flow egress routes from routes). Alternative arrangements shall be made
to create a forgiving environment.
3.27 VRS in Urban Settings within Reduced Speed Limit Zones

VRS should be avoided in urban settings wherever possible unless exceptional circumstances
dictate that one is required, such as in one of the scenarios described below. The design process
to be followed when considering provision of a VRS located in an urban setting or speed limit
zone is presented in DN-REQ-03079. As an introduction, a risk-based assessment should be
carried out by the Designer when considering the installation of VRS in urban settings or their
removal from part of a legacy system as outlined in Figure 3.16.
Hazards which may require the installation of a VRS within an urban setting include but are not
limited to the following:
a) Playgrounds
b) Playing pitches
c) Schools
d) Monuments
e) Electrical/telecommunication sub-stations
f) Bridges with pedestrians
g) Areas with high/regular pedestrian traffic.
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Figure 3.16 Risk Assessment process for assessing the requirements for a VRS in urban
settings
3.28 Cycle Tracks

A VRS shall only be provided adjacent to pedestrian/cycle tracks where it is required to protect
an additional hazard within the Clear Zone, i.e. it should not be provided to protect
pedestrian/cycle tracks alone.
Where provided, the VRS shall be located between the carriageway and the pedestrian/cycle
track as indicated in Figure 3.17.
The minimum distance between the cycle track and the VRS shall be at least equal to the working
width of the VRS and comply with the lateral clearance requirements contained within DN-GEO-
03036 for cyclist safety.
Figure 3.17 Cycle Track alongside carriageway

Where a pedestrian/cycle facility is to be located behind a VRS, an enclosed double-sided box or
rounded beam type safety barrier shall be specified to limit the risk of injury to cyclists posed by
posts and rail sharp edges. The Designer shall consider this requirement in relation to the lateral
distance from the safety barrier. If sufficient distance is available for an errant bicycle to regain
control, then a single sided safety barrier may be considered.
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3.29 Motorcyclists
The installation of a VRS can cause particular risk to motorcyclists as the impact (particularly of
the posts) on dismounted riders can be considerable. However, additional protective measures
such as under riders or motorcycle protection systems can affect the performance of a VRS in
the event of impact with other vehicle types and as such these additional measures shall not be
specified as standard.
At locations identified as particularly high risk to motorcyclists, through historical collision records
and vehicle counts, such as tight bends or sub-standard sections of legacy networks, additional
protective measures shall be considered by the Designer to provide additional protection for
motorcyclists. Examples would include scenic roads with a high volume of motorcyclists where
sub-standard curves may be unavoidable.
The Designer must confirm the adequacy of VRS performance levels with the VRS
manufacturer / supplier when proposing additional protective measures on VRS and will require
a Departure from Standards.
3.30 Examples of VRS Requirements

Examples of the parameters of VRS in typical situations – in terms of Containment Level, Impact
Severity Level, Working Width, Vehicle Intrusion and Set-back – are indicated in Appendix A.
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4. Temporary Safety Barriers

Temporary safety barriers shall comply with the requirements of the Traffic Signs Manual (TSM)
Chapter 8, Temporary Traffic Measures and Signs for Roadworks, its associated guidance
documents and any project specific works / employer’s requirements. Where a temporary safety
barrier is proposed, the principles of permanent VRS design detailed within this document shall
be applied to the temporary safety barrier design. The performance parameters specified shall be
appropriate for the site-specific circumstances. The following information is provided as guidance
only. Further information in relation to the provision of temporary safety barriers is contained within
Chapter 8 of the Traffic Signs Manual and Temporary Traffic Management Design Guidance
document.
• The appropriate containment level shall be determined based on the type and
likely speed of vehicles using the road;
• The Working Width and Vehicle Intrusion shall be determined based on the
proximity of any hazards and the minimum set back and lateral safety zones as
detailed within the TSM Chapter 8;
• The Length of Need of safety barriers to be specified shall be appropriate for
the extent of the hazard/ work zone being protected but shall also account for
the additional longitudinal safety zone requirements detailed within Chapter 8 of
the TSM. The location and frequency of site access points needs to be
considered along with any specific manufacturer requirements for the chosen
system such as any requirements for a minimum installation length;
• The Designer shall also assess the requirements for terminating lengths of
temporary safety barriers, particularly where the safety barrier end is in the
direct line of traffic flow.
• Appropriate anchoring shall be determined and provided as per manufacturer’s
installation manual.
• On National Roads, a minimum containment level of N2 shall be provided for all
temporary barriers.
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5. Terminals
5.1 General
A Terminal is the treatment of the beginning and/or end of a VRS. In addition, it can provide an
anchorage for the safety barrier.
All full height terminals proposed for use on the National Road Network must be assessed for
compliance as per the requirements of DN-REQ-03080 - Terminal Assessment Procedure.
5.2 Options for Terminating Barriers

All VRS shall be terminated such that the risk of injury to the occupants of errant vehicles is
minimised.
Options for terminating safety barriers located in the verge in order of preference include:
a) Ramping the barrier down to ground level and anchoring the safety barrier as
it was anchored during the Initial Type Test (System Anchorage) where the
terminal is located outside of the Clear Zone;
b) Returning the safety barrier such that the end is buried in a cutting face in
accordance with CC-SCD-00409 to CC-SCD-00412; or
c) Terminating with a full height prEN 1317-7 compliant terminal of suitable
performance class for the design/operational speed of the road; the terminal
shall have been assessed for compliance under DN-REQ-03080 and be
included on the TII Compliant Terminal Systems list.
Terminating safety barriers as described in a) and b) above shall have a flare rate of not less than
1:20 away from the road.
Upstream terminals shall comply with the requirements of I.S. ENV 1317-4 and prEN 1317-7 (see
Appendix E) for the performance criteria detailed below.
Downstream terminals may be of types a), b) or c), dependent on the adjacent road environment.
If a full height terminal is used, this shall comply with the requirements of I.S. ENV 1317-4 and
prEN1317-7 (see Appendix E) for the performance criteria detailed below.
Regardless of design/operational speed, the minimum Performance Class for full height terminals
on National Roads is T80.
Based on the above criteria, the following arrangements described within Table 5.1 and further
demonstrated within Figures 5.1 to 5.3 are permissible:
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Table 5.1 Suitable Terminal Provision
Location Terminal Type Minimum Terminal

(refer Note 2) Classifications
Upstream T80
Single Lane Carriageway (No
overtaking, < 85km/h) T80 or as per System Anchorage
Downstream
(refer Note 1)
Single Lane Carriageway (With Upstream

T80
overtaking, < 85km/h) Downstream
Upstream T110
Single Lane Carriageway (No
overtaking, ≥ 85km/h) T110 or as per System Anchorage
Downstream
(refer Note 1)
Single Lane Carriageway (With Upstream

T110
overtaking, ≥ 85km/h) Downstream
Dual Carriageway/Motorway Upstream T80

(< 85km/h) Downstream As per System Anchorage
Dual Carriageway/Motorway Upstream T110

(≥ 85km/h) Downstream As per System Anchorage
Note:
1. The above table assumes that all upstream terminals are provided within the Clear Zone. A System Anchorage can only
be provided for this scenario if it is outside the clear zone.
1. The speeds noted in the table relate to the Design / Operational Speed of the road as relevant.
2. Safety Barriers which terminate by ramping down to ground level shall be anchored as per the Initial Type Tests of the
system (System Anchorage).
3. The above values are minimum values for given scenarios, the use of higher performance terminals (T100, T110, etc) in
these scenarios is permitted.
Figure 5.1 Permitted Terminal Arrangements – Single Carriageway (With Overtaking)
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Figure 5.2 Permitted Terminal Arrangements – Single Carriageway (No Overtaking)
Figure 5.3 Permitted Terminal Arrangements – Dual Carriageway or Motorway
5.3 Performance Class

Full height terminals of Performance Class T80 and T110 shall be tested and comply with all 6
relevant Tests Codes for that performance class as defined in Table 1 of prEN 1317-7. This
includes the additional tests for Approach Reference 3 and 6 reproduced in Table 5.2 which were
not previously required under I.S. ENV 1317-4.
The performance requirements for terminals located in the median are to be specified as per
terminals in the verge with the exception that they are required to be double-sided terminals.
Page 38
Table 5.2 Vehicle Impact Test Configurations and Performance Classes for Upstream
Terminals
Tests
Performance Vehicle
Class Approach Velocity Test
Approach Mass
Reference km/h Code
kg
T110 head (centre) at 15° 3 1 500 110 TT3.3.110
side, 165° at the

T110 6 1 500 110 TT6.3.110
critical impact point
(Extracted from prEN 1317-7: Table 1)
5.4 Terminal Direction Class

In addition to the Performance Class, the terminal shall also be classified according to the
Direction Class for which it has been tested as detailed in Table 5.3.
The following terminal direction classes are sub-levels applying to performance classes T80 to
T110:
a) UDTA Uni-directional terminal – Approach

b) UDTD Uni-directional terminal – Departure
c) BDT Bi-directional terminal
Table 5.3 Direction Classes and Acceptance Tests Required for Terminals
Category Direction Acceptance Tests
BDT TT1.2.80 T2.1.80 T3.2.80 T4.2.80 TT5.1.80 TT6.2.80
T80 UDTA TT1.2.80 T2.1.80 T3.2.80 T4.2.80
UDTD TT5.1.80 TT6.2.80
BDT TT1.3.110 TT2.1.100 TT3.3.110 TT4.3.110 TT5.1.100 TT6.3.110
T110 UDTA TT1.3.110 TT2.1.100 TT3.3.110 TT4.3.110
UDTD TT5.1.100 TT6.3.110
(Source: Draft BS EN 1317-5: Table 14)

Impact Severity Level (ISL) = B is acceptable for full height terminals tested in accordance with
prEN 1317-7 and it is permitted to connect such terminals to safety barriers of ISL = A.
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5.6 Permanent Lateral Displacement Class

The Permanent Lateral Displacement Class is a measure of the maximum permissible
displacement of a terminal in the event of an impact, as defined in I.S. ENV 1317-4.
Da is the maximum permissible deflection in front of the original front face line of the connecting
VRS. Dd is the maximum permissible deflection behind the original front face line of the
connecting VRS.
If the VRS is to be flared to maintain setback to the end terminal, this should be included in the
measurement of Dd and the measurement should still be taken from the original front face of the
connecting VRS.
The Permanent Lateral Displacement Class shall be specified as one of the classes listed in Table
5.4 (e.g. X2/Y2, X1/Y2, etc.). The Permanent Lateral Displacement Class shall be specified to
ensure that the deflected terminal does not encroach onto the traffic lanes (but may be permitted
to encroach onto a hard shoulder or hard strip) and does not encroach beyond the available clear
space behind the terminal.
The distances Da & Dd are shown by the lines Aa & Ad in Figure 5.4 below. The extents of
Permanent Lateral Displacement must remain within these extents.
Table 5.4 Permanent Lateral Displacement of Terminals
Class code Displacement (m)

1 0.5
X 2 Da 1.5
3 3.0
1 1.0
2 2.0
Y Dd
3 3.5
4 >3.5
(Source: I.S. ENV 1317-4)
Note: References 1 to 6 relate to the Test Approaches detailed within prEN1317-7
Figure 5.4 Permanent Lateral Displacement for Terminals in Direct Line of Traffic & Flared
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5.7 Exit Box Class

The Exit Box Class is a measure of the vehicle redirection following an impact with a terminal, as
defined in I.S. ENV 1317-4. Exit box testing requirements are defined in prEN 1317-7.
When defining the values for the Exit Box Class of a terminal, the Designer shall specify a value
for Za and Zd as per the following Table 5.5 and as illustrated in Figures 5.5 and 5.6 for upstream
and downstream terminals. The Designer must consider the list of approved Terminals available
on the ‘Downloads’ section of the TII publications website to ensure the availability of terminals
to meet the specified values of Za and Zd.
Tables 5.5 Exit Box Dimensions for Terminals
Class Dimension Class Dimension

Za1 4 Zd1 4
Za2 6 Zd2 6
Zd3 No limit
Za (as defined within Figures 5.5 and 5.6) is the maximum vehicle redirection in front of the original
front face line of the connecting safety barrier. The value of Za specified by the designer shall
ensure that an errant vehicle does not encroach beyond the first traffic lane adjacent to the safety
barrier, and in the case of dual carriageways, with a central reserve, beyond the hard strip of the
opposite carriageway.
Zd (as defined within Figure 5.6) is the maximum vehicle redirection behind the original front
face line of the connecting safety barrier. In circumstances where the full length of need of a
safety barrier is achieved and the terminal is only protecting the end of the safety barrier, the
value of Zd is not a critical design parameter. At constrained locations, where the full length of
need cannot be achieved, e.g. where a terminal is provided at a field access, the Zd value
chosen shall be appropriate to the available space behind the terminal.
Notes:
1. References 1 to 6 relate to the Test Approaches detailed within prEN1317-7.
2. Figure is indicative and is intended to cover both verge and median VRS scenarios.
Figure 5.5 Exit Box Extents (on Downstream)
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Notes:
1. References 1 to 6 relate to the Test Approaches detailed within prEN1317-7.
2. Figure is indicative and is intended to cover both verge and median VRS scenarios.
Figure 5.6 Exit Box Extents (on Approach)
Exit Box Class 3 or 4 (as defined within IS ENV 1317-4) for Za (i.e. Za3 and Za4) are not utilised
in this Standard as their dimensions are the same as Za1 and Za2. Exit Box Class 4 (as defined
within IS ENV 1317-4) for Zd (i.e. Zd4) is not utilised in this Standard as its dimension is the same
as Za3.
Terminals with Exit Box Class Zd3 should be used with caution due to the unlimited dimension of
the Exit Box on the departure side. Terminals with Exit Class Zd3 should not be considered where
limited space or hazards exist on the departure side of a terminal, such as at confined locations,
due to the undefined extents of the exit box in these scenarios.
There may be a number of locations where more than one Z class will meet the needs of the
particular scenario e.g. where a hazard is located greater than 6m behind a Terminal a Zd1 and
Zd2 would be applicable. The Designer shall specify the Z class most closely suited to the available
dimension at the specific location and should not default to specifying Za1 and Zd1 for all
scenarios.
5.8 Compatibility
It must be ensured that the terminal can function adequately in combination with the type of VRS
it is attached to. The TII Compliant Terminal Systems list available in the “Downloads” section of
the TII Publications website lists terminals permitted for use on the National Road Network and
the VRS they are permitted to connect with.
Where it is proposed to connect the terminal to a VRS other than that which it was tested with,
approval shall be sought from TII as per DN-REQ-03080.
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6. Transitions
6.1 General
Transitions are necessary between safety barriers with different Working Widths or Containment
Levels. They are also required between safety barriers and bridge parapets and safety barriers
and terminals.
A Transition is an interface between two VRS of different cross section or different lateral stiffness
to provide a gradual change from the first to the second system, to prevent the hazard of an abrupt
variation, often referred to as “snagging” or “pocketing”. A transition is designed to connect two
specified VRS.
Note:
* A Transition is required if:
Type 1 and Type 2 have incompatible cross sections
Type 1 and Type 2 have different lateral stiffnesses
Type 1 is a safety barrier and Type 2 is a parapet, terminal or a crash cushion
Figure 6.1 Requirement for Transition
The junction between two safety barriers having the same cross section and the same material
and differing in the Working Width by no more than one class, shall not be considered a transition
and is often referred to as “system progression”. This also applies when connecting an A-profile
barrier to a B-profile barrier of the same containment once the Working Width does not vary by
more than one class.
Where several hazards are located in close proximity to each other and a variety of working widths
are required, the lowest required Working Width value shall be provided throughout the safety
barrier length to avoid multiple changes in working widths over short distances. In such
circumstances, the containment level should also remain the same to meet the highest required
containment level at the location.
The design of transitions shall be such that changes in Working Width and Containment Level
are introduced gradually and evenly along its length. Additionally, the length of the transition
should be sufficient to ensure that no significant changes in the dynamic deflection occur over
short lengths. A length of 8 m or at least 10 to 12 times the change in Working Width (whichever
is greater) shall normally be provided. Where a transition is made to an immovable safety barrier,
the working width should be assumed to be zero for the purpose of this calculation.
Direct connections between a safety barrier and a vehicle parapet shall be treated as transitions
and shall be subject to all transition requirements in this document. So too shall expansion joint
assemblies.
Page 43
All transitions proposed for use on the National Road Network must be assessed as per the
requirements of DN-REQ-03081 - Transition Assessment Procedure until such time as there is a
harmonised European Standard. Refer to the TII Compliant Transitions list available in the
“Downloads” section of the TII Publications website for a list of transitions permitted for use on
the National Road Network and the VRS they are permitted to connect.
The definitions of the Containment Level, Impact Severity Level and Working Width for transitions
are the same as specified in I.S. EN 1317-2 for safety barriers (see Chapter 5). The Containment
Level for the transition shall not be lower than the lower Containment Level, nor higher than the
higher, of the two connected systems. Its Working Width shall not be larger than the larger
Working Width of the two connected systems. All transitions shall comply with the requirements
of the impact assessment test criteria specified in I.S. EN 1317-2 for safety barriers and the critical
impact requirements in Section 3.4. Evidence of compliance shall be submitted to TII as per the
requirements of DN-REQ-03081.
6.2 Transition between Safety Barriers and Bridge Parapets

6.2.1 On Approach / Departure to Bridge Parapets
To prevent direct impact between a vehicle and the end of the vehicle parapet, a safety barrier
shall be provided on each end of the parapet. The safety barrier shall be at least 30m long at full
height in advance of the approach end and at least 30m long at full height after the departure end
and should continue the line of the traffic face of the parapet. Where the safety barrier extends
beyond the 30m departure length, to a maximum of 60m, the containment level shall be
maintained for the full length of the system.
On roads with a mandatory speed limit of 50km/h or less, the requirements for safety barriers, in
accordance with the preceding paragraph may be relaxed subject to the approval of TII.
The Containment Level of the safety barrier on the approach to and departure from the parapet
shall be at least equal to that of the parapet.
For bridges over railways the safety barrier requirements on approach and departure shall be
subject to discussion/ agreement with Iarnród Éireann and shall be justified by means of a site-
specific risk analysis.
6.2.2 At the Connection Point Between a Safety Barrier and a Bridge Parapet
Where a safety barrier adjoins a vehicle parapet, a transition shall be provided between the
parapet and the safety barrier which shall be capable of maintaining the continuity of the
Containment Level and provide a gradual transition between the containment level and working
width of the safety barrier and the parapet.
Similar to safety barrier to safety barrier transitions, the Containment Level for the transition
between a safety barrier and parapet shall not be lower than the lower containment level, nor
higher than the higher, of the connected safety barrier or parapet. The Working Width of the
transition shall not be greater than either that of the safety barrier or parapet which it is connecting.
Where a transition is composed of posts and rails, the maximum change in height at any point
shall be 450mm. The projecting end of any terminated upper rail shall be treated so as to avoid
the possibility of an errant vehicle impacting directly with it.
Where it is necessary to transition between a safety barrier and a bridge parapet and the bridge
is narrower or wider than the approach road, it is essential that the change in width is introduced
gradually to prevent increasing the risk of pocketing between the safety barrier and bridge parapet
or of vehicles being redirected into oncoming traffic.
Page 44
The change in width shall be introduced at a flare rate of not less than 1:20 in advance of the
transition length required on Approach and Departure as per Figure 6.2 and 6.3 below.
Figure 6.2 Transition between safety barrier and bridge parapet (bridge narrower than
approaches)
Figure 6.3 Transition between safety barrier and bridge parapet (bridge wider than
approaches)
Page 45
When transitioning from a safety barrier to a bridge parapet, it is of vital importance that the bridge
parapet structure extends upstream and downstream sufficiently into the adjacent embankment
and the embankment is constructed to provide adequate embankment width behind the
VRS/Transition. This embankment width is critical to allow the VRS/transition foundations to
function as designed and tested. This is of particular importance when steepened reinforced earth
embankments are provided which may result in reduced embankment/verge widths.
An embankment/verge width behind the safety barrier less than the working width of the safety
barrier immediately adjacent to bridge abutments may result in the VRS not performing as tested
in the event of an impact due to inadequate ground support behind the post. In such instances a
suitable safety barrier foundation shall be designed to ensure the performance of the system. A
suitably designed detail similar to the foundation detail in CC-SCD-00412 and CC-SCD-00414
may be appropriate.
6.3 Testing
All transitions shall comply with the requirements of the test acceptance criteria specified in I.S.
ENV 1317-4 and be assessed for compliance in accordance with DN-REQ-03081. For a transition
to be approved for use based on its compliance it must pass two tests. These tests are as
specified in I.S. EN 1317-2 for safety barriers, one with a light vehicle for impact severity and
another with a heavy vehicle for maximum containment. Further details and clarification in relation
to testing, including the critical impact points for the specified tests is included within DN-REQ-
03081.
6.4 Removable Safety Barrier Sections

A Removable Safety Barrier Section not longer than 40m shall be considered a special transition
connecting two pieces of the system, installed to allow quick removal and reinstallation. It shall
be tested as a single transition.
A Removable Safety Barrier Section longer than 40m shall be considered a different system,
connected to the normal safety barrier by two transitions. The safety barrier must have passed
the two tests specified in I.S. EN 1317-2 relative to its class. The transition shall be tested as
specified in Section 1.1.
If the Removable Safety Barrier Section is longer than 40m but shorter than 70m, the systems
shall be tested in the Removable Barrier Section configuration, i.e. with the two transitions
installed, and the impact point shall be 1/3 of the Removable Barrier Section length. In this case,
the test with a light car (Test TB11 of I.S. EN 1317-2) on this impact point can be omitted.
Page 46
7. Crash Cushions
7.1 General
A crash cushion is a standalone device installed in front of an obstacle to protect the occupants
of a vehicle from colliding with the roadside hazard. They may be provided where a suitable length
or provision of VRS cannot be provided or is not appropriate. Roadside hazards for which the
installation of a crash cushion may be considered appropriate for may include the ends of
retaining walls, abutments, bridge piers, concrete safety barriers, tunnel portals and blunt walls in
tunnels, concrete buffers at toll stations etc. Connections between a crash cushion and a safety
barrier shall be treated as a transition and shall be submitted for assessment in accordance with
DN-REQ-03081 on case by case basis.
Crash cushions must be compliant with the general Test Acceptance Criteria requirements of I.S.
EN 1317-3, entitled, “Road Restraint Systems: Crash Cushions – Performance Classes, impact
test acceptance criteria and test methods” and the following criteria. They are tested and
approved as standalone structures.
Crash cushions are specified by their Performance Class, Redirection Zone Class, Impact
Severity Level and Permanent Lateral Displacement Zone Class.
7.2 Options for Crash Cushions

Crash cushions are divided into two types according to their ability to contain and decelerate or
redirect the vehicle in a side impact.
The options for crash cushions include:
a) Redirective (R)
b) Non-Redirective (NR)
In a frontal collision, both types will satisfactorily contain and decelerate a vehicle. A redirective
crash cushion will redirect the vehicle and thus perform similarly to a safety barrier in a side col-
lision. A non-redirective crash cushion is not designed to redirect a vehicle in a side impact must
satisfy only some of the tests in EN 1317-3.
7.3 Performance Class

The selection of a crash cushion is dependent of the design/operational speed of the road. The
Performance Class requirements are as follows:
Table 7.1 Performance Levels for Crash Cushions
Design /
Performance Operational
Level Speed
(km/h)
50 ≤ 50
80 ≤ 80
100 ≤ 100
110 > 100
Page 47
7.4 Redirection Zone Class

For a crash cushion to be acceptable, during tests, the wheels of the test vehicle must not
encroach the lines of what is called the Exit Box unless the velocity of the vehicle at the instant of
encroachment is less than 10% of the prescribed impact speed. The size of the Exit Box depends
upon the Redirection Class of the Crash Cushion. The Exit Box is bounded by the front face of
the object that the crash cushion is protecting, a line 6 m in advance of the crash cushion and by
lines parallel to and offset from each side of the crash cushion (i.e. ‘Za’ m offset on the approach
side and ‘Zd’ m offset on the departure side). Table 7.2 includes both Za and Zd dimensions for
each Redirection Zone Class (Z).
Table 7.2 Classes of Z for Redirection Zone Classes
Classes Approach side Departure side

of Z Za Zd
Z1 4m 4m
Z2 6m 6m
Z3 4m ≥ 4m, test 3, Figure 3*
Z4 6m ≥ 6m, test 3, Figure 3*

* Refer to EN 1317-3 for test 3, Figure 3

The Impact Severity Level (ISL) of crash cushions shall not exceed ISL B, as stipulated in Table
3 of EN 1317-3.
7.6 Permanent Lateral Displacement Zone Class

Each crash cushion should have its Permanent Lateral Displacement Zone Class specified
according to the Classes given Table 7.3. The crash cushion under test should remain within
distances Da and Dd from the initial face of the crash cushion.
Table 7.3 Permanent Lateral Displacement Zone Classes with corresponding

Displacement
Displacement
Classes
Approach side Da (m) Departure side Dd (m)
D1 0.5 0.5
D2 1.0 1.0
D3 2.0 2.0
D4 3.0 3.0
D5 0.5 ≥ 0.5, Test 3, Figure 3*
D6 1.0 ≥ 1.0, Test 3, Figure 3*
D7 2.0 ≥ 2.0, Test 3, Figure 3*
D8 3.0 ≥ 3.0, Test 3, Figure 3*
* Refer to EN 1317-3 for Test 3, Figure 3
Page 48
8. Vehicle Parapets
8.1 General
Vehicle parapets are required on the edges of all bridges where there is a vertical drop and the
bridge is designed to carry vehicular traffic. Vehicle parapets are also required on the edges of
retaining walls or similar structures where there is a vertical drop in excess of 1m and there is
access for vehicles adjacent to the top of the wall.
Unless particular circumstances apply which require the use of a bespoke parapet, vehicle
parapets shall be fully crash tested in accordance with I.S. EN 1317-2 and meet the acceptance
criteria of I.S. EN 1317-2 for the performance requirements specified below. The use of a bespoke
parapet requires the written agreement of the TII Structures Section.
Table 8.1 Minimum Parapet Containment Levels
Minimum
Parapet
Location
Containment
Level
All structures not otherwise explicitly dealt with in this table H2
Structures in urban areas where the legal speed limit is 60km/h or less, except
where:
• The structure crosses or adjoins a road or railway
• The structure is on a horizontal curve and / or gradient and the radius and /
or gradient does not comply with relevant desirable minimum standards. N2
Relevant desirable minimum standards are described in DN-GEO-03031.
All accommodation bridges serving a single landholding except accommodation

bridges over the railway.
All structures crossing or adjoining the railway H4a
8.2 Containment Level

At the locations described in Table 8.1, the vehicle parapet shall have at least the Containment
Level indicated. Vehicle parapets of containment level N1, T1, T2 or T3 shall not be used.
The containment levels in Table 8.1 are minimum requirements only. The responsibility rests with
the Designer to provide the appropriate containment level taking account of the following factors:
• The hazard formed by the parapet itself;

• The risk to vehicles from penetrating the parapet and reaching the hazard
below;
• The risk to others (either on or below the structure) arising from a vehicle
penetrating the parapet.
Where structures correspond to more than one location in Table 8.1, the highest relevant
Containment Level shall be used.
The Designer is required to obtain the agreement of Iarnród Éireann to any proposed road safety
barrier either over or alongside an existing (or proposed) railway.
Page 49
With the exception of bridges over the railway, vehicle parapets of Very High Containment Level
(H4a) shall only be considered in high risk locations where the consequences of parapet
penetration are judged to outweigh the hazards to vehicle occupants or other road users resulting
from the effects of the very high containment parapets. Such cases shall be considered (by the
Designer) on their merits and submitted for consideration (by TII) as part of the structure’s
Technical Acceptance process (refer DN-STR-03001).

Vehicle parapets of Normal Containment Level (N2) should have Impact Severity Level A.
Parapets of Higher or Very High Containment Level may have Impact Severity Level B.
8.4 Working Width

The Working Width of a parapet system shall be no greater than W4. Notwithstanding this, it
remains the responsibility of the Designer to ensure that the parapet system chosen has been
tested to circumstances similar to those in which the parapet is proposed to be used. In particular,
the Designer shall ensure that no wheel of an errant vehicle can fall between the parapet edge
beam and the deformed safety barrier.
8.5 Height
The height of the parapet shall be measured above the adjoining paved surface and shall not be
less than the highest of the minimum parapet heights given in Table 8.2 for the criteria relevant
to the structure in question.
Table 8.2 Minimum Parapet Heights
Minimum
Structure Criteria Parapet Height
(mm)
Structures carrying motorways or roads to motorway standard
from which pedestrians, animals and cyclists are excluded by 1000
Order
Other road structures not otherwise explicitly dealt with in this
1250
table
Where a cycleway is adjacent to the parapet 1400
Accommodation bridges 1500
Very High Containment Level applications except railway
1500
structures
All structures over railways 1800
Bridleway bridges 1800
Notwithstanding the above, the heights of parapets over railways shall be subject to the approval
of Iarnród Éireann.
Special conditions at particular sites may signify the need for higher parapets. Such cases should
be considered (by the Designer) on their merits and submitted for consideration (by TII) as part
of the structure’s Technical Acceptance process (refer DN-STR-03001).
Page 50
8.6 Form and Aesthetics

Parapet form is an important feature of the appearance of a structure. The aesthetic effects of the
vehicle parapet, including its details, shall be considered at the initial stage of the design of the
structure and also during development of the design. The aesthetic suitability of the parapet shall
be subject to the approval of TII Structures Section. TII may, at its discretion, refuse to approve a
proposed system based upon its aesthetics and suitability for the receiving environment.
The aesthetic effects of the vehicle parapet would include both the appearance (and detailing) of
the vehicle parapet itself as well as the inter relationship of the parapet with the main structure
(e.g. the setting out of the parapet posts with respect to bridge supports and/or joints in deck
fascia etc.).
Signature structures and long span bridges greater than 60m shall include open post and rail type
parapets that add to the aesthetic merit of the structure. The designer shall include aesthetic
requirements for parapets within the contract specific Appendix 4/1.
Parapet posts shall be set out symmetrically with respect to bridge supports (piers and abutments)
and any joints in the deck fascia.
8.7 Pedestrian Restraint on Vehicle Parapets

For all structures with vehicle parapets, except structures carrying motorways or roads to
motorway standard from which pedestrians, animals and cyclists are excluded by law, the
parapets shall restrain pedestrians as well as vehicles.
It is not practical to make vehicle parapets completely unclimbable but, where pedestrians have
access, infilling shall be provided such that the parapet will not have footholds.
Since pedestrians are excluded, infilling will not normally be required on motorway underbridges
or structures adjacent to motorway carriageways, except where they cross or are adjacent to
railways.
Pedestrian restraint shall be provided as an integral part of the vehicle parapet. Separate vehicle
and pedestrian parapets shall not be used.
Infilling of the traffic face of solid parapets shall conform to the following:
• Infilling shall comply with the loading and geometric requirements of PD

CEN/TR 16949:2016 Road restraint systems - pedestrian restraint system -
pedestrian parapets;
• Infilling shall be securely fixed such that the use of power tools shall be required
to detach it;
• No reflective surfaces shall be used that might create a hazard for users of any
road or railway;
• Vertical bar infill shall only be considered on parapets of Normal Containment
Level on roads with a mandatory speed limit of 50km/h or less.
Infills shall extend from not more than 25mm above the plinth at the traffic face to the full height
of the parapet.
On road bridges where provision is made for other road users, such as cyclists, equestrians or
livestock, pedestrian restraint in accordance with the preceding paragraphs of this Section shall
be provided.
Page 51
There may be a need for mesh infilling to part height on parapets with or without pedestrian
restraint, in order to prevent loose debris, stones or snow from falling onto the area beneath the
bridge.
Similarly, there may be a need for solid infill in order to prevent splash, reduce noise, screen
railway electrification equipment or, on accommodation bridges, to avoid frightening livestock
crossing the bridge. Such cases should be considered (by the Designer) on their merits and
submitted for consideration (by TII) as part of the structure’s Technical Acceptance process (refer
DN-STR-03001).
At locations subject to vandalism, there may be a need for a significant increase in height in the
pedestrian restraint. Mesh screening should be inclined away from the traffic and positioned such
that it cannot be struck by an errant vehicle. Also, at some bridges the parapet may need to
incorporate environmental barriers. Such cases should be considered (by the Designer) on their
merits and submitted for consideration (by TII) as part of the structure’s Technical Acceptance
process (refer DN-STR-03001).
On all bridges over or adjacent to railways, irrespective of whether pedestrians have access to
the bridge, infill or other restraint for pedestrians or other road users will be required in accordance
with the preceding paragraphs of this Section and with the following additional requirements:
a) On all bridges over railways, solid infill shall be provided over the full height of
the traffic face of the parapet. Infill shall extend so as to be no more than 3mm
above the plinth at the traffic face. Metal infill panels shall be of a type
approved by Iarnród Éireann and shall be at least 3mm in thickness;
b) In order to discourage walking on top of the parapet, either the overall width of
the top of the parapet shall be no greater than 100mm or the top shall have a
steeply inclined face at an angle not less than 45 degrees to the horizontal;
c) Metal parapets over railways shall also be provided with solid sheeting or
mesh on the outer face of the parapet, extending to the full height of the
parapet and with the lower part shaped to cover the outer ledge of the parapet
beam. The outer face sheeting shall deny access to the outer ledge and
extend along the length of the parapet for the width of the railway tracks plus
one parapet panel or 2.0m, whichever is the greater. In cases where overhead
electrification equipment is present, the sheeting shall extend to at least 3.0m
from the outside edge of the nearest rails or from any overhead electrification
equipment, whichever is greater. It shall also be provided at the ends of the
parapet for a distance of 2.0m, see Figure 8.1;
Figure 8.1 Metal Parapets over Railways
Page 52
d) The outer face sheeting at the ends of the parapet shall be extended in length
in locations where the outer ledge is deemed to be readily accessible from any
area adjacent to the bridge;
e) Any other method of denying access to the outer ledge of the parapet shall be
subject to the agreement of Iarnród Éireann.
8.8 Paved Verge

In order to discourage the stationing of vehicles with their wheels close to the vehicle parapet, a
raised verge shall be provided between the parapet and the edge of hard shoulder, hard strip or
carriageway. The raised verge shall have a minimum width of 600mm and be edged with a
minimum kerb height of 75mm. The paved surface of the verge shall fall towards the top of the
kerb. At the ends of the bridge, the kerb and verge shall slope at a gradient no greater than 5%
to the level of the road verge or footway on the bridge approaches.
8.9 Divided Structures

When designing a divided structure to carry a dual carriageway, the gap between the two
structures should be narrow (<100mm) and present no danger to pedestrians or vehicles. If a
wider gap of between 100mm and 2.0m is unavoidable, a horizontal grid or slab designed to carry
appropriate bridge deck traffic loading in accordance with I.S. EN 1991-2 shall be provided. If the
structure is over a railway, a grid is not permitted and a solid slab is required.
Where these provisions are impractical or the gap is greater than 2m, vehicle parapets shall be
provided.
Page 53
9. Bespoke Parapets
9.1 General
As stated in Section 8.1, vehicle parapets shall wherever possible be tested to and conform to
the requirements of I.S. EN 1317-2. However, it is acknowledged that, in certain limited
circumstances, suitable crash tested vehicle parapets may not be available and that a designed,
non-crash tested, bespoke vehicle parapet may be appropriate. This section provides specific
requirements for bespoke parapets which are to be considered as additional to the general
requirements for all parapets specified elsewhere in this Standard.
The need for bespoke vehicle parapets may arise, inter alia, for bridges over a railway, where
particular safety criteria apply, for heritage structures where particular aesthetic criteria may apply,
or in urban areas where traffic speeds are low and aesthetic criteria may apply. Wherever possible
safety barriers tested in accordance with I.S. EN 1317 should be used in these circumstances
and only as a last resort should a bespoke vehicle parapet be provided.
Subject to the above paragraphs, bespoke vehicle parapets shall be provided on bridges and
retaining walls at the locations described in Section 8.1.
Design of bespoke vehicle parapets shall be in accordance with the relevant Part of BS 6779 as
amended by this Standard. It will not be necessary for parapets designed to BS 6779 to be tested
to demonstrate the Impact Severity Level.
Containment level N1 in I.S. EN 1317 shall be taken as equivalent to Low Level of Containment
in BS 6779. Containment level N2 in I.S. EN 1317 shall be taken as equivalent to Normal Level
of Containment in BS 6779. Containment level H4a in I.S. EN 1317 shall be taken as equivalent
to High Level of Containment in BS 6779.
There is no containment level in BS 6779 equivalent to the H2 containment level specified in I.S.
EN 1317. Where bespoke parapets of containment level H2 are required, these shall be designed
from first principles for the vehicle impact criteria specified in I.S. EN 1317.
The design requirements given in this Standard for vehicle parapets are based on cantilever
action from the bridge deck. Main structural members of bridges shall not be designed to act as
vehicle parapets.
Transitions between safety barriers and bespoke parapets, provided in accordance with Section
6 of this Standard, shall be designed to meet the requirements of Section 6.2.2. The requirements
of Section 6.3 do not apply in these circumstances.
9.2 Materials
Bespoke vehicle parapets may be steel, aluminium, reinforced concrete (precast or in-situ) or a
combination of these. Where it is necessary to harmonise with local conditions, the outer face of
concrete vehicle parapets may be clad in masonry provided the cladding is securely fixed to the
concrete.
Masonry vehicle parapets shall not be used on new bridges over, under or adjacent to National
Roads. However, where it is necessary to replace parapets on existing masonry bridges,
reinforced or unreinforced masonry parapets may be used. Masonry parapets shall be designed
in accordance with BS 6779: Highway Parapets for Bridges and Other Structures, Part 4:
Specification for Parapets of Reinforced and Unreinforced Masonry Construction, as amended by
this Standard.
Page 54
Designers shall also take account of the relevant guidance contained within the UK Department
of Transport’s 2012 document “Guidance on the Design, Assessment and Strengthening of
Masonry Parapets on Highway Structures”.
Where a reinforced concrete core with masonry cladding parapet detail is used to replace
parapets on existing masonry bridges, and there is a connecting safety barrier, the Safety Barrier
to Concrete Parapet connection detail as detailed in CC-SCD-00412 to CC-SCD-00414 may be
used subject to the conditions listed within the SCDs.
9.3 Vehicle Parapets of Metal Construction

Metal vehicle parapets of open frame design, such as post and rail or post and beam shall be
designed in accordance with BS 6779: Highway Parapets for Bridges and Other Structures, Part
1: Specification for Vehicle Containment Parapets of Metal Construction Annex B, as amended
by this Standard, for the relevant Containment Level.
Metal vehicle parapets of open frame design, such as post and rail or post and beam shall be
designed for durability in accordance with BS 6779: Highway Parapets for Bridges and Other
Structures, Part 1: Specification for Vehicle Containment Parapets of Metal Construction Section
6.4, as amended by this Standard.
Joints shall be provided in metal vehicle parapets in accordance with BS 6779: Highway Parapets
for Bridges and Other Structures, Part 1: Specification for Vehicle Containment Parapets of Metal
Construction Section 6.5, as amended by this Standard.
The parapet shall consist of at least two effective longitudinal members. The overall depth of each
longitudinal member, measured as the depth of its projection onto a vertical plane, shall be not
less than 50mm or more than 150mm for Low or Normal Levels of Containment and not less than
100mm or more than 200mm for High Level of Containment. The clear gap between longitudinal
members and between the lowest longitudinal member and the top surface of the concrete plinth
shall be not more than 300mm. For parapets on accommodation bridges, the clear gap may be
increased to not more than 400mm.
On roads with a mandatory speed limit not greater than 50km/h, the vehicle parapet may, as an
alternative, be a design incorporating two longitudinal members and closely spaced vertical
members. The clear space between adjacent vertical members shall not exceed 100mm.
Parapets shall incorporate a reinforced concrete plinth (of height 50-100mm) and the front faces
of the effective metal longitudinal members shall be in the vertical plane containing the top edge
of the front face of the reinforced concrete plinth.
Metal rails or beams shall present smooth surfaces on the traffic face and on the top and bottom
faces and be free from sharp edges or corners on the front face.
Projections or depressions on the front, top and bottom faces shall only be allowed at joints in
rails and at connections to posts and shall be within the following limits:
a) Front face and top and bottom faces within 15mm of the front face: a
maximum of 15mm including the heads of any fastenings, which shall be of a
well-rounded shape.
b) Top and bottom faces beyond 15mm from the front face: a maximum of 25mm
including the heads of any fastenings.
Page 55
c) Tops of posts, including any caps or straps, shall not project above the level of
the top of the top rail by more than 16mm and the heads of any fastenings to
the top of the posts shall not project above the top face of the top rail by more
than 35mm, making allowance for sloping rails.
On post and rail type parapets with an overall height of 1.5m or more, the top rail may be a ‘non-
effective longitudinal member’. Such a member shall be designed to withstand a horizontal
ultimate load of at least 1.4kN/m and the parapet posts shall be designed to ensure that they are
capable of providing support for the consequential effects.
This loading need not be considered co-existent with the loading required for vehicle containment.
In the case of an application of such a rail to a High Level of Containment parapet, the post
extensions to carry the non-effective rail shall be designed for this purpose only.
On post and rail type parapets with an overall height of 1.5m or more over railways, the top rail
shall be of the same section as the main longitudinal members of the parapet. Where a small
extension in height is required, consideration may be given to the provision of a steeple coping
profile continuously attached to the top rail.
Bespoke metal parapets over the railway shall, in addition to the above requirements, comply with
the requirements of Section 8.7 of this Standard.
9.4 Vehicle Parapets of Concrete Construction

Vehicle parapets of precast reinforced concrete construction shall be designed in accordance with
BS 6779: Highway Parapets for Bridges and Other Structures, Part 2: Specification for Vehicle
Containment Parapets of Concrete Construction, as amended by this Standard and I.S. EN 1991-
2.
Vehicle parapets of insitu reinforced concrete construction shall be designed in accordance with
BS 6779: Part 2 as amended by this Standard and I.S. EN 1991-2.
All reinforced concrete parapet panel walls shall have a minimum thickness of 180mm for Normal
Level of Containment Level and 325mm at the critical design section for High Level of
Containment.
All reinforced concrete parapet panel walls shall have a minimum panel length of 1.5m and a
maximum panel length of 1/5th span or 3.5m whichever is lesser.
γm for the reinforcement in the in-situ and precast parapet panel wall shall be 1.0, not 0.8 as given
in Table 4 of BS 6779: Part 2.
Concrete parapets for Normal Level of Containment shall be designed for an equivalent static
nominal load (for calculating panel nominal bending moment) of 100kN over 1.0m, not 50kN over
1.0m as given in Table 2 of BS 6779: Part 2.
Concrete panel walls of parapets for Normal Level of Containment shall be designed with shear
transfer provision between panels. An equivalent static nominal load of 50kN shall be transferred
between panels within the top 0.5m of the panels.
Page 56
9.5 Vehicle Parapets of Combined Metal and Concrete

Construction
Vehicle parapets of combined metal and concrete construction shall be designed in accordance
with BS 6779: Highway Parapets for Bridges and Other Structures, Part 3: Specification for
Vehicle Containment Parapets of Combined Metal and Concrete Construction as amended by
this Standard.
γm for the reinforcement in the in-situ and precast parapet panel wall shall be 1.0, not 0.8 as given
in Table 6 of BS 6779: Part 3.
In addition to the requirements of BS 6779: Part 3, concrete panel walls and bases for vehicle
parapets of combined metal and concrete construction for Normal Containment Level (or more
severe) shall have a capacity not less than that required to satisfy BS 6779: Part 2, as modified
by this Standard, for a vehicle parapet of equivalent overall height.
Concrete panel walls of parapets shall be designed with shear transfer provision between panels.
An equivalent static nominal load of 50kN shall be transferred between panels within the top 0.5m
of the panels.
Bespoke parapets of combined metal and concrete construction over the railway shall, in addition
to the above requirements, comply with the requirements of Section 8.7 of this Standard.
9.6 Masonry Cladding

Where masonry cladding to concrete parapets is provided on new bridges the following criteria
shall be satisfied:
a) Fixings shall be spaced at not more than 450mm horizontally and 300mm
vertically;
b) Fixings shall be in stainless steel and shall not be placed in contact with
carbon steel reinforcement;
c) Uncoursed work will only be permitted where there is a low probability of
detached masonry presenting a hazard to the public. Such cases should be
considered (by the Designer) on their merits and submitted for consideration
(by TII) as part of the structure’s Technical Acceptance process (ref DN-STR-
03001).
Masonry cladding to the front face of a parapet will only be permitted in exceptional cases (based
principally on aesthetic considerations). Pointing shall be flush. Masonry on the front face may
have an irregular surface subject to the maximum amplitude of the steps and undulations in the
surface not exceeding 30mm when measured with respect to a plane through the peaks. The
plane shall be flat for straight parapets and curved to follow the nominal parapet curvature for
parapets which are curved on plan.
The above requirements of this Section 9.6 do not apply to the replacement of existing masonry
parapets on existing bridges.
Stone or precast concrete copings may only be used with vehicle parapets of concrete
construction where the mandatory speed limit is 50km/h or less. Such copings shall be fixed to
the concrete core by fixings capable of resisting, at the ultimate limit state, a horizontal force of
33kN per metre of coping.
Page 57
10. Pedestrian Parapets and Guardrails

10.1 Scope
This Chapter gives requirements and guidance on parapets for pedestrians, cyclists and
equestrians on bridges without vehicular traffic and also on pedestrian guardrails to provide
pedestrian restraint at structures. It does not provide guidance on the use of pedestrian guardrails
at locations away from structures.
The requirements in this Chapter for infill to pedestrian parapets are equally applicable to infill on
vehicle parapets where pedestrian restraint is also required, subject to the requirements of
Chapter 8 of this Standard.
This Chapter should be read in conjunction PD CEN/TR 16949:2016 Road restraint systems -
pedestrian restraint system - pedestrian parapets.
10.2 Height of Pedestrian Parapets

The height of pedestrian parapets (Ho) shall be measured above the adjoining pedestrian walking
surface and shall not be less than the highest of the minimum parapet heights given in Table 10.1
for the criteria relevant to the structure in question.
Table 10.1 Minimum Pedestrian Parapet Height
Minimum Parapet
Structure Criteria Height, Ho
(mm)
Footbridges except over railways 1250
Cycleway bridges except over railways 1250
Where a cycleway is adjacent to the parapet 1450
Bridleway bridges 1850
All non-vehicular bridges over railways 1850
Notwithstanding the above, the heights of parapets over railways shall be subject to the approval
of Iarnród Éireann.
The height requirements given in Table 10.1 shall include for a plinth of minimum height 50mm.
10.3 Pedestrian Parapets Design Criteria

Footbridges, cycleway bridges and bridleway bridges shall be provided with pedestrian parapets
complying with the requirements of PD CEN/TR 16949:2016.
The design working life for pedestrian parapets shall be as given in CC-SPW-00400.
Pedestrian parapets shall be designed or tested to conform to the requirements of PD CEN/TR

16949:2016.
Page 58
For designed parapets, horizontal uniformly distributed traffic loads shall be calculated in
accordance with Method 2 in PD CEN/TR 16949:2016. For all other traffic loads, the minimum
values given in PD CEN/TR 16949:2016 shall be used.
Pedestrian parapets of concrete construction shall be designed in accordance with I.S. EN 1992.
The horizontal traffic loads in PD CEN/TR 16949:2016 shall be assumed to act within 25mm of
the top of the parapet.
Snow and wind loads on pedestrian parapets shall be in accordance with I.S. EN 1991-1-3 and
I.S. EN 1991-1-4.
Pedestrian parapets shall be provided with infilling such that the parapet will not have footholds.
Infilling shall comply with the requirements of Section 8.7 of this Standard. Unless solid infilling is
required to meet other requirements of this Standard, the infilling shall contain spaces or voids
with a maximum Ds equal to 30mm in accordance with PD CEN/TR 16949:2016. Notwithstanding
this, vertical bar infilling shall have a maximum Ds equal to 100mm.
Stone or precast copings used with pedestrian parapets should be secured to the concrete
backing by fixings capable of resisting a horizontal force of 10kN at the ultimate limit state per
metre of coping.
10.4 Pedestrian Restraint at Head Walls, Wingwalls and Retaining

Walls
Within the road boundary, retaining walls often support the slope of a cutting or embankment.
Also present may be head walls and wingwalls at underbridges, underpasses, subways and
culverts. On motorways and some other rural National Roads, pedestrians are not normally
expected to be present near these walls. However, drivers and passengers of broken down or
damaged vehicles, maintenance staff, emergency services personnel and others may on
occasion walk near them.
Suitable protective safety barriers or pedestrian guardrails should be provided at these locations
in accordance with the following:
• Where a structure such as a retaining wall, head wall or wingwall presents a

vertical or near vertical face 1.5m or more in height and it would be possible for
a person to gain access to the upper edge of the structure, a pedestrian barrier
such as a protective safety barrier or guardrail should be installed close to or on
top of the structure.
• Consideration should also be given to installing a pedestrian protective safety
barrier or guardrail at walls less than 1.5m high if a particular hazard, such as a
watercourse or road, is in close proximity.
Examples of locations where pedestrian measures would generally be necessary are shown in
Figures 10.1 to 10.3.
The type of pedestrian protective measure to be used will need to be determined for each specific
location depending on the ease of pedestrian access to the hazard in question. It could be a
pedestrian guardrail, a pedestrian parapet or an appropriate type of boundary fencing (in
accordance with the TII Publications Series 300 SCDs). It will need to be in keeping with any
structural, drainage, environmental and aesthetic considerations of the site in question. The
choice of pedestrian protective measure shall be supported by a site-specific risk assessment.
Page 59
Figure 10.1 Typical Locations for Pedestrian Guardrailing/Protection
Page 60
Figure 10.2 Typical Locations for Pedestrian Guardrailing/Protection
Page 61
Figure 10.3 Typical Locations for Pedestrian Guardrailing/ Protection
Page 62
11. Requirements for Parapet Anchors and

Supports
11.1 Anchorages General
The design of parapet attachment systems and anchorages shall be such that:
• removal and replacement of damaged sections may be achieved readily;

• under no loading conditions (including the event of a failure) is damage sustained
by any part of the bridge.
Anchorages, attachment systems, bedding and plinths for metal parapets shall meet the
requirements of the tested vehicle parapet system and, unless otherwise specified in this
Standard or I.S. EN 1991-2, shall comply with the requirements of BS 6779: Part 1 Clause 6.6 as
amended by this Standard.
Anchorages and attachment systems for concrete parapets shall meet the requirements for the
tested vehicle parapet system and unless otherwise specified in this Standard or I.S. EN 1991-2,
shall comply with the requirements of BS 6779: Part 2 Clauses 6.2 and 10.
Reinforcement used to tie precast concrete parapets to the bridge deck or other supporting
structure (e.g. kentledge slab) shall comply with one of the following:
i. shall be stainless steel reinforcement Type 1.4301 to I.S. EN 10088 or

ii. shall be protected by bridge deck waterproofing system and the cover (Cmin) to
the face of all concrete forming part of the anchorage shall be in excess of
80mm.
Drill and fix anchors to parapets behave differently to parapets anchored using cast in cradles.
Parapet installations shall be anchored as per the installation type used during the Initial Type
Testing. If it is proposed to use an anchorage different than that used in the Initial Type Test,
evidence that the change in anchorage will not affect the performance of the parapet will be
required to ensure that the specified anchor is appropriate for its intended use.
11.2 Main Structure

The local and global effects of vehicular collision with the parapets is to be considered in the
design of elements of the main structure and on the superstructure, bearings and substructure of
the bridge and shall be as specified in I.S. EN 1991 Part 2 Traffic Loads on Bridges and Appendix
H of this Standard.
Where the Contractor has the facility to choose the vehicle parapet system to be used on a
particular structure, the parapet system to be used will not be known at the time that the detailed
bridge design is prepared. Accordingly, it will not be possible to design fully the corresponding
anchor requirements, nor to specify the requirements in terms of either the design resistance or
the characteristic resistance. The Designer will, therefore, need to check the adequacy of the
selected anchors after the Contractor’s proposals are known.
The Designer is responsible for assessing the condition and proving the strength sufficiency of
an existing structure on which a new or replacement vehicle parapet is to be erected and for
evaluating the factors to be used in determining the design resistance value of the Contractor’s
chosen anchorage. Since the parapet system to be used may not be known at the time of
preparing the design, the Designer will be required to make assumptions relating to the loads
applied to the supporting structure.
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If these loads are incapable of being carried by the structure then it will be necessary for the
Contractor to propose an alternative parapet design so as to not exceed the limitations of the
structure. Any limitations to the design of the parapet that emanate from this assessment will be
made clear to the Contractor as soon as they are known.
Information shall be included in the Appendices to the Specification to enable the Contractor to
make an initial selection of the parapet and its anchorages.
11.3 Assessment of Existing Structures

Because of the interaction of the proposed safety barrier with the existing structure it will be
necessary for the Designer to undertake a bridge inspection/assessment to determine whether
the proposed containment level/parapet system is appropriate to the limitations of the structure.
Approval to a proposed system will not be given by TII until the results of the above bridge
inspection / assessment are known and the Contractor has verified suitability of their proposed
system. In the event of failure to meet the specified criteria the Contractor will be required to
consider, and submit for approval, an alternative which maintains the specified containment level.
In the event that no alternative system that meets the specified containment level is available or
viable, a risk-based approach, including a cost benefit analysis, for identifying the appropriate
containment level shall be used.
The Designer will specify site tests which the Contractor has to carry out on anchors to
demonstrate that they have been installed correctly.
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12. References
12.1 TII Publications (Standards):
• DN-STR-03001 Technical Acceptance of Road Structures on Motorways and
Other National Roads
• DN-GEO-03030 Guidance on Minor Improvements to National Roads (including
Erratum No. 1, dated April 2013 and Erratum No. 2, dated June 2013)
• DN-GEO-03031 Road Link Design
• DN-GEO-03036 Cross Sections and Headroom
• DN-REQ-03079 Design of Road Restraint Systems for Constrained Locations
(Online Improvements, Retrofitting and Urban Settings).
• CC-SPW-00400 Specification for Road Works Series 400 - Road Restraints
Systems (Vehicle and Pedestrian)
12.2 Irish and European Standards

• I.S. EN 12767: 2000, Passive Safety of Support Structures for Road Equipment
– Requirements and Test Methods.
• I.S. EN 1317-1, Road Restraint Systems – Part 1: Terminology and General
Criteria for Test Methods.
• I.S. EN 1317-2, Road Restraint Systems – Part 2: Performance Classes, Impact
Test Acceptance Criteria and Test Methods for Safety Barriers.
• I.S. EN 1317-3: Part 3: Performance classes, impact test acceptance criteria
and test methods for crash cushions.
• I.S. ENV 1317-4, Road Restraint Systems – Part 4: Performance Classes,
Impact Test Acceptance Criteria and Test Methods for Terminals and
Transitions of Safety Barriers.
• I.S. EN 1317-5, Road Restraint Systems – Part 5: Product Requirements,
Durability and Evaluation of Conformity.
• PD CEN/TR 16949:2016 Road restraint system. Pedestrian restraint system.
Pedestrian parapets.
• prEN 1317-7, Road Restraint Systems - Part 7: Performance Classes, Impact
Test Acceptance Criteria and Test Methods for Terminals of Safety Barriers
• BS 6779 Highway parapets for bridges and other structures - Part 1:
Specification for vehicle containment parapets of metal construction.
Specification for vehicle containment parapets of concrete construction.
Specification for vehicle containment parapets of combined metal and concrete
construction.
Specification for parapets of reinforced and unreinforced masonry construction.
• I.S. EN 1991-1-3:2003 Eurocode 1: Actions on structures - Part 1-3: General
Actions – Snow Loads (Including Irish National Annex).
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• I.S. EN 1991-1-4:2005 Eurocode 1: Actions on structures - Part 1-4: General

Actions – Wind Actions (Including Irish National Annex).
• I.S. EN 1991-2:2003 Eurocode 1: Actions on structures - Part 2: Traffic loads on
bridges (Including Irish National Annex).
• I.S. EN 1992-1-1:2005 Eurocode 2: Design of concrete structures - Part 1-1:
General rules and rules for buildings (Including Irish National Annex).
• I.S. EN 1992-2:2005 Eurocode 2: Design of concrete structures – Concrete
bridges – Design and detailing rules (Including Irish National Annex).
Page 66
Examples of Safety Barrier
Parameters
Examples of Safety Barrier Parameters

The following Tables A.1 and A.2 give examples of the parameters (Containment Level, Impact
Severity Level, Working Width and Set-back) which the Designer could select in typical situations.
The examples illustrate ways in which the requirements of this Standard can be met. In many
cases, other parameters could also be chosen to meet the requirements.
Table A.1. Typical Examples of Safety Barrier Layouts on Verges
Grassed Hard Safety Barrier Criteria

Shoulder Set
Verge
Road Type or 1m Back Contain Impact Comments
Width Working
Hard (m) - ment Severity
Width
(m) Strip Level Level
1. Top of Embankment (1:2, 2m to 6m high)
Standard Assumes safety

barrier is
Motorway or 0.6 –
2.0 Yes N2 A W4 100mm wide
Type 1 Dual 0.8 when deflected
Carriageway
(see Note 1)
Type 2 and
Type 3 Dual
Carriageway Assumes safety
barrier is
1.2 -
or 3.0 No
1.3
N2 A W4 100mm wide
when deflected
Reduced (see Note 1)
Single
Carriageway
Existing Assumes safety

1.2 – barrier is
Road 3.0 No N2 A W5
1.4 100mm wide
when deflected
Slip Road Assumes safety

barrier is
0.6 –
4.0 Yes N2 A W6 100mm wide
2.0
when deflected
(see Note 1)
2. At Isolated Obstruction
Pier 2.0
2.0* Yes 0.6 H2 A W4
(Note 2)
Abutment Working Width

2.0 0.6 H2 A W5 limited by
4.5* Yes or: encroachment
(Note 2) 1.1 H2 A W4 onto face of
cutting slope
Existing Pier Impact Severity

2.0 Level A would
be difficult to
2.0* No 1.2 H2 B W2
achieve in such
(Note 2) a restricted
space
Notes:
1. Traffic face of safety barrier must not extend beyond the top of the embankment slope.
2. * = distance from edge of road pavement to obstruction.
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Table A.2. Typical Examples of Safety Barrier Layouts on Central Reserves
Central Safety Barrier Criteria

Restraint Reserve Set Back
System Type Width1 Impact
(m) Containment Working
and Position Severity
(m) Level Width
Level
1. Double-Sided Restraint System
System 0.6m
wide on 2.6 0 H2 B W4
centreline
System 0.8m
wide on 2.8 0 H2 B W5
centreline
System 1.0m
wide on 3.2 0.1 H2 B W6
centreline
System 1.0m
wide on 4.5 0.75 H2 B W7
centreline
System 1.0m
wide offset or on 9.0 0.6 - 3.0 N2 A W7
centreline
2. Single-Sided Safety Barrier
At 2.0m wide
bridge pier on 9.0 0.6 N2 A or B W5
centreline
Note:
1. Central reserve width includes 2 x 1.0m hard strips.
2. On motorways and type 1 dual carriageways the requirement to use safety barriers constructed from concrete will typically
provide a reduced working width.
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Lengths of Flared Barriers
Lengths of Flared Barriers

In addition to flaring the terminals, Approach and Departure Lengths of safety barriers may be flared
away from the road. The rate of flare should not exceed 1:20.
For safety barriers with flares, the Approach and Departure lengths can be calculated as follows:
𝐿𝐿
𝐷𝐷 + 𝐹𝐹
𝐴𝐴𝐴𝐴 (𝑜𝑜𝑜𝑜 𝐷𝐷𝐷𝐷) =
1
+ 0.141
𝐹𝐹
where:
D= DE, DC or DF in accordance with Sections 3.17.1 and 3.17.2.
F= Flare rate (e.g. use 20 if flare is 1:20)
L= Distance from end of hazard to start of flare.
An example is illustrated in Figure B.1.
Figure B.1: Determination of Approach Length for Safety Barrier with Flare
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VRS Justification Sheet
Date: Completed By:

Risk Assessment Sheet for Safety Barriers Location ID/Description:
Site Survey Conducted (Y/N):
Is Hazard
Hazard Type Can the Has Lifetime Cost
within the Hazard Barrier to be Installed Reasons for
/Description Mitigation/Modification Hazard be Analysis of Barrier Length of
Clear Ranking (Y/N) Start and End Installing the Safety
(Start and End Co- Options Considered* Mitigated? Been Carried Out? Hazard (m)
Zone? (Appendix D) Coordinates Barrier
ordinates) (Y/N) (SAVeRS)
(Y/N)
*See DN-GEO-03036 for options for mitigation of hazards
Page 73
Hazard Ranking
Hazard Ranking
Hazard
Hazard Description
Ranking
• High volume of Road/Railway Crossing

• Power/Chemical/Industrial Plant
Very High • High volumes of off-road vulnerable road users
• Structures not designed for accidental collision loading
• Building with risk of collapse
• Lighting Columns that are not passively safe

• Tubular Steel Posts > 89mm diameter and 3.2mm thick or equivalent strength
• Wooden Poles or Posts with Cross Sectional Area > 25,000mm2 that do not have
breakaway features
• Trees having a girth of 314mm or more measured at 0.3m above the ground
• Concrete posts with Cross Sectional Area > 15,000mm2
• All fences and linear boundary delineations with rails (including knee rails but
excluding those to CC-SCD-00320, CC-SCD-00321 or CC-SCD-00324).
• Playgrounds/Monuments and other locations of high socio-economic value.
• Water of likely depth > 0.6m
High • Bridge Parapets, Bridge Piers, Abutments, Railing Ends, Gantry Legs
• Isolated location where an errant vehicle may encroach onto road/railway which
crosses or runs parallel to the road
• Substantial fixed objects e.g. walls extending above the ground by more than
150mm with projections or recesses ˃ 100mm and running parallel to the road
• Underbridges or retaining walls > 0.5m high supporting the road, where a vehicle
parapet or vehicle/pedestrian parapet of the required performance class is not
provided
• Industrial sites with potential for explosion or chemical spill
• Rock cutting with rough face
• Steep Embankment Slopes, steeper than 1:2 and ≥ 1m height
• Steep Embankment Slopes, steeper than 1:2 and between ≥ 0.5m and < 1m
height
• Embankment Slopes between 1:2 and 1:3 (inclusive) and ≥ 2m height.
• Slopes to ditches
• Drainage items such as culvert headwalls and transverse ditches that are not
detailed to be traversed safely
• Hazardous topographical features outside the Clear Zone
Medium • Single cross culvert opening exceeding 1000mm measured parallel to the
direction of travel
• Culvert approximately parallel to the roadway that has an opening exceeding
600mm measured perpendicular to the direction of travel
• Steep sided cuttings or earth bunds (steeper than 1:2) within the Clear Zone
• Multiple cross culvert openings exceeding 750mm each, measured parallel to
direction of travel
• Linear V-ditches alongside the scheme
• Environmental Barriers
• Shallow Slopes, between 1:3 and 1:5 gradient and ≥ 6m in height

• Embankment Slopes between 1:2 and 1:3 (inclusive) and between 0.5m and 2m
Low height
• Substantial fixed objects e.g. walls extending above the ground by more than
150mm with projections or recesses ≤ 100mm and running parallel to the road
Page 75
prEN 1317 PART 7
The current Draft of prEN 1317 Part 7 is available for download from the ‘Downloads’ section of the
TII Publications website https://www.tiipublications.ie/downloads/.
Page 77
Containment Level Assessment
Procedure
Containment Level Assessment Process
Step 1: Hazard Proximity Ranking

The Hazard Proximity Ranking is based on the percentage of Clear Zone that is available to an errant
vehicle. It is calculated based on the ratio of the lateral distance from the edge of the nearest trafficked
lane to the hazard versus the full Clear Zone width as detailed in DN-GEO-03036 for the
design/operational speed of the section of road in question as appropriate.
The designer shall assign a Hazard Proximity Ranking based on the percentage of Clear Zone width
available based on the following and record it in the Containment Assessment (Record) Sheet:
• High (H) – percentage of clear zone width available ≤ 30%;

• Low (L) – percentage of clear zone width available > 30%
Regardless of the above calculation, where a hazard is within 2m of the edge of the nearest trafficked
carriageway, it shall be ranked as High (H).
For continuous hazards, or in a case of multiple isolated hazards in close proximity, the proximity of
the hazard to the road edge is to be considered for the worst-case scenario and applied to the entire
length of need of the VRS.
Step 2: Increased Risk Ranking

The Designer shall assess the Sinuosity Ranking of the section of road at the hazard location. The
process for assessing this is described in detail within the Risk Assessment Procedure section of DN-
REQ-03079. Sinuosity is divided into three sinuosity rankings as follows:
• High (H) - Sinuosity Index > 1.02;

• Medium (M) – 1.004 ≤ Sinuosity Index ≤ 1.02;
• Low (L) - Sinuosity Index < 1.004
The resulting Sinuosity Ranking combined with the Hazard Proximity Ranking shall be used to
determine the Increased Risk Ranking using Table F.1.
Table F.1. Increased Risk Ranking
Hazard Proximity Sinuosity Ranking

Ranking H M L
H H H M
L M L L
Notes:
a) Where hazard is located on the inside of a bend or straight, it shall be assigned a 'Low' Sinuosity Ranking.
b) Where a hazard is located on the outside of bend equal to or greater than 1000m radius, a 'Low' Sinuosity Risk
Ranking shall be assigned.
Page 79
Step 3: Result interpretation - Increased Risk Factor

For each hazard location, the Hazard Ranking shall be assessed against the Increased Risk Rating
obtained in the previous step to determine if an Increased Risk Factor applies using Table F.2. The
determination shall be made as follows:
1. If the Increased Risk Rating is High, then the hazard is considered to have an
increased risk factor.
2. If the Increased Risk Rating is Medium and the Hazard Ranking as per Appendix D
is either High or Very High, then the hazard is considered to have an increased
risk factor.
3. If the Increased Risk is Low, the hazard is not considered to have an increased
risk factor.
Table F.2. Increased Risk Factor – Yes or No
Hazard Ranking Increased Risk Rating

(Appendix D) High Medium Low
Very High Yes Yes No
High Yes Yes No
Medium Yes No No
Low Yes No No
Upon completion of the Containment Level Assessment Procedure, the designer shall record the
results in the Containment Record Assessment sheet on the following page.
Page 80
Containment (Record) Assessment Sheet

Lateral
distance Inside
Design Hazard Required Clear zone Hazard Straight
AADT to hazard or Curve Sinuosity Sinuosity Proposed
Barrier speed Hazard Risk Clear requirement Proximity /
(HGV) from Outside radius Index (SI) Ranking Containment Comment
Ref. (km/h) description Ranking Zone (m) satisfied up Ranking Curved
* edge of of bend (m) *** * Level
* * ** to (%) * *
trafficked *
lane (m)
'*' Denotes key steps/parameters in the containment level design process that may influence the final Increased Risk Factor.
** Required Clear Zone as per DN-GEO-03036.
*** As described in the Risk Assessment Procedure section of DN-REQ-03079
Page 81
Containment Level Assessment
Procedure - Worked Example
Worked Example of Containment Level Assessment Procedure

The following provides a worked example of the application of the Containment Level Assessment
Procedure described in this Standard. It is intended as a guide to support the Designer in following
the requirements described heretofore.
The hazard in question is a directional informational sign with tubular Steel Posts > 89mm diameter
and 3.2mm thick, located on the outside of a 720m radius bend and provided as part of an Offline /
Green Field Project. The arrangement is as per Figure G.1 below. As per Table 3.6 the minimum
containment level to protect individual hazards such as sign posts within the verge is N2. To assess
if the minimum N2 requirement is appropriate at this location, the Designer shall complete the
containment level assessment procedure as described in the Steps below.
Figure G.1 – Hazard Location
Step 1 - Hazard Ranking identification

Consulting Appendix D - the Hazard Ranking for a sign with tubular Steel Posts > 89mm diameter and
3.2mm thick is High.
Step 2 - Governing Speed (Design speed or operational speed, as

applicable)
As this is an offline / green field scheme, the governing speed to be used for this assessment is the
design speed which in this instance is 100km/h.
Step 3 - Increased Risk Factor determination

In order to assess if there is an increased risk factor, the following must be considered:
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• Hazard proximity ranking (distance to hazard and clear zone availability); and
• Risk Ranking (sinuosity ranking and hazard proximity ranking).
Hazard proximity ranking
The appropriate clear zone as described in DN-GEO-03036 is 10.4m for a 720m horizontal centreline
radius curve and a design speed of 100 km/h, as replicated in Figure G.2. This value is denoted A in
Figure G.3
Figure G.2 – Clear zone determination example
There are two additional dimensions, B and C in Figure G.3, which need to be considered.
Page 84
Where A = Clear zone width
B = Lateral distance to hazard (from the edge of the trafficked lane to the face of the hazard)
C = Hardstrip width (or Hardshoulder width, as applicable)
Figure G.3 – Clear zone and hazard arrangement example Illustration
Assuming that the hazard is 2.4m set back from the edge of carriageway pavement and there is a
0.5m hardstrip, the percentage of clear zone available is calculated as follows:
𝐵𝐵
× 100 = 𝑃𝑃𝑃𝑃𝑃𝑃𝑃𝑃𝑃𝑃𝑃𝑃𝑃𝑃𝑃𝑃𝑃𝑃𝑃𝑃 𝑜𝑜𝑜𝑜 𝑝𝑝𝑝𝑝𝑝𝑝𝑝𝑝𝑝𝑝𝑝𝑝𝑝𝑝𝑝𝑝𝑝𝑝𝑝𝑝 𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐 𝑧𝑧𝑧𝑧𝑧𝑧𝑧𝑧 𝑓𝑓𝑓𝑓𝑓𝑓𝑓𝑓 𝑓𝑓𝑓𝑓𝑓𝑓𝑓𝑓 ℎ𝑎𝑎𝑎𝑎𝑎𝑎𝑎𝑎𝑎𝑎
𝐴𝐴
2.4 + 0.5
= 28%
10.4
28% < 30% therefore, a High Hazard Proximity Ranking is assigned.
Risk Ranking
Following a sinuosity index calculation procedure performed as described in the Risk Assessment
Procedure within DN-REQ-03079, a Low Sinuosity Ranking is applicable.
Combining the High Hazard Proximity Ranking with the Low Sinuosity Ranking the Increased Risk
Ranking is calculated as Medium, see Figure G.4.
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Figure G.4 – Increased Risk Ranking determination example
A Medium Increased Risk Ranking combined with a High hazard type ranking indicates there is an
Increased Risk Factor to be applied as shown below in Figure G.5.
Figure G.5 – Increased Risk Factor determination example
Step 4 - Assessment of HCV flow projection

Consulting the TII Traffic Count data for the route in question, a HCV traffic figure of 1020 AADT
applies to the location. Consulting Figure 3.4 Containment Level Assessment Procedure flow chart,
the containment level should be increased from the minimum N2 containment in Table 3.6 to L1
containment based upon the site specific risk analysis undertaken. The containment level
determination process of this worked example is summarised in Figure G.6 and recorded in the
Containment (Record) Assessment Sheet shown below.
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Figure G.6 – Use of Containment Level Assessment Procedure Flowchart for Worked Example
Page 87
Worked Example of Containment (Record) Assessment Sheet
Figure G.7 – Containment (Record) Assessment Sheet for Worked Example
Page 88
Parapet Local and Global Effects
– Load Designation
H1.1 General
Global Effects are defined as effects which relate to the response of the structure to the applied loads.
Examples of relevant global effects are as follows:
• Load effects in structural elements due to the overall deformation of the structure.
An example of elements of interest typically include (but are not limited to) deck
cantilevers, longitudinal beams, piers, piled foundations, etc.
• Stability of the structure. Elements impacted by stability issues include (but are not
limited to) the overall stability of the structure (sliding, overturning, bearing etc),
bearing deformation, superstructure dislodgement, etc.
Local Effects are defined as effects which relate to the portion of the structure directly supporting the
bridge parapet. Local effects are typically associated with parapet anchorages and the supporting
deck structure to which they are attached.
H1.2 Loads for the Assessment of Global Effects

Loads to be applied as the Accidental Action when assessing Global Effects due to a vehicle collision
load with the bridge parapet are summarised in Table H.1 below.
The loads applied directly to the parapet and the Simultaneous Vertical Axle Load are to be treated
as a single load event and represent the Accidental Action, Ad, as defined in Table NA.11 of I.S. EN
1990.
These loads are to be applied in accordance with Table NA.11 of I.S. EN 1990.
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Table H.1. Global Effect Assessment of Accidental Loads due to a Vehicle Collision with a Bridge
Parapet
Accidental Action – due to collision with vehicle safety barriers for determining global
effects(c)
Collision Load on Parapet (a)
Simultaneous
Transverse Longitudinal Vertical
Vertical Axle
Class Force Force Force(b) Examples of Applications
Load
(kN) (kN) (kN)
(kN)
Normal Containment (N1 & N2
A 100 - - 225 Level) flexible e.g. metal post and
rail parapets
Normal Containment (N1 & N2
B 200 - - 225 Level) rigid e.g. reinforced concrete
parapets
Very High Containment (H4a &
C 400 100 175 225 H4b) flexible e.g. metal post and rail
parapets
Very High Containment (H4a &
D 600 100 175 225 H4b) rigid e.g. reinforced concrete
parapets
High Containment (H2) flexible e.g.

E 225 50 75 225
metal post and rail parapets
High Containment (H2) rigid e.g.

F 375 50 75 225
reinforced concrete parapets
(a) the collision load shall be applied 100mm below the top of the selected vehicle restraint system or at a
height of 1.25m above the level of the adjacent carriageway/raised verge whichever is the lower over a length
of 3m.
(b) the direction of application is to be the most onerous for the loadcase considered.
(c) Accompanying Variable Actions shall be applied in accordance with NA 2.31 of the National Annex to I.S.
EN 1991-2
Page 91
Figure H.1 Plan – Accidental Actions due to Global Effects
Figure H.2 Elevation – Accidental Actions due to Global Effects
Figure H.3 Elevation – Variation where Safety Barrier is in front of Parapet
Page 92
H1.3 Loads for the Assessment of Local Effects

When assessing Local Effects, both the barrier itself and the supporting structural element are
considered below.
For clarity, bridge parapets are divided between those of Metal Construction and those of Concrete
Construction.
H1.3.1 Metal Parapets

Metal parapets, which are typically designed by the supplier, are designed to provide a certified level
of containment as defined in I.S. EN 1317-2.
The support posts, which form part of the metal parapet system, are to be supplier designed to provide
the certified level of containment.
The section directly beneath the anchorages should have a minimum capacity of 1.25 times the lesser
of the characteristic capacity of the anchorage or the parapet post.
Any reinforcement required to resist the forces should be adequately anchored into the next element
in the structural system (bridge deck or parapet support slab foundation) beyond the post anchorages.
Structural elements beyond the connection i.e. the bridge deck or parapet support slab foundations
should be designed to resist the greater of either the effects of the global loads described previously
in this document or 1.25 times the lesser of the characteristic capacity of the anchorage or the parapet
post.
Engineering judgement must be used to ensure that the correct hierarchy of failure is maintained along
the load path of the collision forces through the structure.
Figure H.4 Metal Parapet on Bridge
Page 93
Figure H.5 Metal Parapet on Parapet Support Structure
H1.3.2 Concrete Parapets

It is common practice in Ireland for concrete bridge parapets to be designed as bespoke barriers.
Table H.2 below defines loads to be used for the design of bespoke concrete parapets of in-situ or
precast construction.
The concrete section directly beneath the parapet section should have a minimum capacity of 1.25
times the characteristic capacity of parapet section itself.
Any reinforcement required to resist the forces in the point above should be adequately anchored into
the next element in the structural system (bridge deck or parapet support slab foundation) beyond the
bottom of the parapet;
Concrete sections beyond this point i.e. the bridge deck or parapet support slab foundations should
be designed to resist the greater or either the effects of the global loads described previously in this
document or 1.25 times the characteristic capacity of parapet section itself;
Engineering judgement must be used to ensure that the correct hierarchy of failure is maintained along
the load path of the collision forces.
The information presented above is illustrated in Figures H.6 and H.7.
Page 94
Table H.2. Loads for Assessing the Local Effects of Bespoke Concrete Parapets
Accidental Action – Equivalent Local Loads for in-situ and precast concrete parapets
applicable for parapets with a length of (L) 1.5m to 3.5m
Panel Joint
Panel Nominal
Panel Normal Nominal Shear
Examples of Applications Shear(b)
Bending(a) Transfer(c)
(kN)
(kN)
Nominal containment (N1 & N2

105 kN over 1m of
level) without shear transfer 225 0
panel
between panels(d)
High containment (H2) with shear

(145 + 20L) kN/panel 225 65
transfer between panels
High containment without shear

(155 + 20L) kN/panel 225 0
transfer between panels
Very high containment (H4a &

H4b) with shear transfer between (190 + 40L) kN/panel 225 110
panels(e)
Very high containment (H4a &

H4b) without shear transfer (220 + 40L) kN/panel 225 0
between panels
(a) the bending moment to be resisted is produced by applying transversely a horizontal, continuous, uniformly
distributed nominal load at a level 100mm below the top of the selected vehicle restraint system or 1.25m
above the level of the adjacent carriageway/raised verge whichever is the lower.
(b) the nominal shear force to be resisted by any transverse section of a panel.
(c) minimum ultimate transverse shear resistance to be provided within the top 1.2m of the panel wall.
(d) shear transfer provision between panels of normal containment parapets is not recommended because of
the problem of joint formation in the thinner sections.

(e) all end panels shall be designed as standalone units without any load shedding due to shear transfer
arrangements.
Page 95
Figure H.6 Concrete Parapet on Bridge
Figure H.7 Concrete Parapet on Parapet Support Structure
Page 96

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The Design of Road Restraint

Systems (Vehicle and Pedestrian)

About TII Publications

Activity Design (DN) Document Set Standards

TII Publications Website

TII Authorisation and Contact Details

Contact: Standards and Research Section, Transport Infrastructure Ireland

Activity: Design (DN)

2. Roadside Hazards ....................................................................................................... 7

3. Permanent Safety Barriers ....................................................................................... 13

4. Temporary Safety Barriers ....................................................................................... 35

7. Crash Cushions ......................................................................................................... 47

8. Vehicle Parapets ....................................................................................................... 49

9. Bespoke Parapets ..................................................................................................... 54

10. Pedestrian Parapets and Guardrails........................................................................ 58

11. Requirements for Parapet Anchors and Supports ................................................. 63

12. References ................................................................................................................. 65

Updates to TII Publications resulting in changes to

Date: May 2019

The principal changes from the previous Standard are:

• Appendix H in relation to Parapet Local and Global Effects – Load Designation

2. Roadside Hazards ................................................................................................. 7

3. Permanent Safety Barriers ................................................................................. 13

3.26 VRS at Junctions ........................................................................................ 30

4. Temporary Safety Barriers ................................................................................. 35

7. Crash Cushions ................................................................................................... 47

8.9 Divided Structures ...................................................................................... 53

9. Bespoke Parapets ............................................................................................... 54

10. Pedestrian Parapets and Guardrails.................................................................. 58

11. Requirements for Parapet Anchors and Supports ........................................... 63

12. References ........................................................................................................... 65

The Standard adopts the performance requirements of:

• I.S. EN 1317-1, Road Restraint Systems - Part 1: Terminology and General

The three main reasons for installing a VRS are:

i. To minimise injuries to the occupants of vehicles which leave the carriageway;

1.4 VRS Design Process Flow

• DN-GEO-03036 Cross Sections and Headroom – for considering the Principles

Figure 1.1 Detailed Flowchart for VRS Design Process

• Road restraint system

1.5.2 Summary of I.S. EN 1317 Performance Classes

a) Safety Barriers and Transitions:

1.5.3 Additional Definitions

g) Transition: A product for safely connecting two safety barriers of different

2.1 Categories of Roadside Hazards

• Single fixed objects / Point hazards;

• Locations with high collision histories;

2.1.1 Single Fixed Obstacles/Point Hazards

• Trees having a girth of 314mm or a diameter of 100mm or more (measured at

2.1.1.1 Signs and/or Lighting Columns

2.1.1.3 Culvert Ends/Headwalls

• A single cross culvert opening exceeding 1000mm measured parallel to the

2.1.1.4 Hazardous Safety Barrier Ends

2.1.2 Continuous/Linear Hazards

• Embankments and Slopes

2.1.2.1 Embankment Slopes

Figure 2.1 Embankment Slope Hazards

2.1.2.2 Cut Slopes

Figure 2.2 Cut Slope Hazards