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Table of Contents
Section Page
Table of Contents
(Continued)
Section Page
14.4.6.1 Curbs...........................................................................14.4(6)
14.4.6.2 Cross Drainage Structures ..........................................14.4(7)
14.4.6.3 Parallel Drainage Structures........................................14.4(9)
14.4.12 Luminaires.................................................................................14.4(14)
14.5.1 Types...........................................................................................14.5(1)
Table of Contents
(Continued)
Section Page
14.7.1 Types...........................................................................................14.7(1)
14.7.2 Median Barrier Warrants/Selection..............................................14.7(1)
14.7.3 Median Barrier Layout .................................................................14.7(1)
14.8.1 General........................................................................................14.8(1)
14.8.2 Warrants......................................................................................14.8(1)
14.8.3 Impact Attenuator Types .............................................................14.8(1)
14.8.4 Impact Attenuator Selection ........................................................14.8(1)
14.8.5 Impact Attenuator Design ............................................................14.8(2)
Chapter Fourteen
ROADSIDE SAFETY
The ideal roadway would be entirely free of any roadside obstructions or other
hazardous conditions. This is rarely practical because of natural, economic and
environmental factors. Chapter 14 presents clear zone distances which should
adequately provide a clear recovery area for approximately 80 percent of errant vehicles
that run off the road. In addition, the Chapter provides criteria for the use of roadside
barriers, median barriers and impact attenuators where providing the clear zone is not
practical.
14.1 APPLICATION
This Section presents the SCDOT application of roadside safety decisions based on
project type and appurtenance type. Chapter 14 presents the roadside safety criteria
for all new construction/reconstruction projects.
In addition to Chapter 14, the designer should use several other SCDOT publications to
provide a proper treatment for roadside safety applications:
The designer should also review the AASHTO Roadside Design Guide and may need to
review other publications in the roadside safety literature to address special issues.
May 2003 ROADSIDE SAFETY 14.2(1)
14.2 DEFINITIONS
1. Backslope. The side slope created by connecting the ditch bottom or shelf,
upward and outward, to the natural ground line.
a. Rigid Barrier. A longitudinal barrier which does not deflect upon impact.
Concrete barrier and bridge parapets are rigid barriers.
c. Safety Shape Barrier. A concrete barrier with a single slope on the face of
the barrier. Considered an innovative barrier.
3. Barrier Terminals. End treatments for roadside barriers, median barriers and
transitions to other types of barriers (e.g., to bridge rails).
4. Clear Zone. The total roadside border area, starting at the edge of the traveled
way, available for safe use by errant vehicles. This area may consist of a
shoulder, a recoverable slope (i.e., a slope of 4H:1V or flatter), a non-recoverable
slope and/or a clear runout area free of any non-crashworthy obstacles. The
desired width of the clear zone is dependent upon traffic volume, speed and
roadside geometry. SCDOT generally uses a maximum clear zone distance of
30 feet; however, more clearance may be used when hazards are introduced by
the project.
5. Concrete Median Barrier (CMB). A rigid barrier constructed in a median that can
accommodate most vehicular impacts without penetration.
6. Crashworthy. A feature that has been proven acceptable for use under specified
conditions either through crash testing or in-service performance.
7. Critical Parallel Slope. Fill sections with fill slopes steeper than 3H:1V that
cannot be safely traversed by a run-off-the-road vehicle. Depending on the
encroachment conditions and the reaction of the driver, a vehicle on a critical
slope may overturn.
14.2(2) ROADSIDE SAFETY May 2003
10. Fill Slope. Slopes extending outward and downward from the shoulder hinge
point to intersect the natural ground line.
11. Foreslope. The side slope in a cut section created by connecting the shoulder,
downward and outward, to the ditch bottom.
12. Gating. A term used to describe barrier end treatments that are designed to
allow controlled penetration by an impacting vehicle.
13. Gore. The location where one or more lanes of the road separate from the
previous direction of travel. An example is where a ramp separates from the
main line of a freeway.
b. Thrie Beam Guardrail. SCDOT standard steel beam guardrail system with
three corrugations to be used where a maximum rail deflection of 2 feet
can be tolerated. A strong post thrie beam guardrail system is designated
as SGR09.
c. Tubular Beam Guardrail. Two thrie beam sections welded back to back to
be used as a bridge railing retrofit. Use only at special locations.
15. Impact Angle. For a longitudinal barrier, the angle between a tangent to the face
of the barrier and a tangent to the vehicular path at impact. For an impact
attenuator, it is the angle between the axis of symmetry of the impact attenuator
and a tangent to the vehicular path at impact.
16. Impact Attenuator (Crash Cushion). A device that prevents an errant vehicle
from impacting fixed objects by gradually decelerating the vehicle to a safe stop
or by redirecting the vehicle away from the obstacle.
May 2003 ROADSIDE SAFETY 14.2(3)
17. Length of Need. Total length of a longitudinal barrier, measured with respect to
the centerline of roadway, needed to shield an area of concern. The length of
need is measured to the last point of full-strength rail.
19. Median Barrier. A longitudinal barrier used to prevent an errant vehicle from
crossing the median of a divided highway thereby preventing head-on collisions
between opposing traffic.
20. NCHRP 230. National Cooperative Highway Research Program Report No. 230,
outlines test and evaluation criteria for highway safety devices, which was used
prior to the publication of NCHRP 350.
21. NCHRP 350. The FHWA established October 1, 1998, as the deadline for
implementing hardware that has been crash tested to the criteria in NCHRP
Report 350. Exceptions were made for work zone crash cushions, including
truck-mounted attenuators and temporary concrete barriers. These devices must
have met NCHRP 350 by October 1, 2002.
24. Non-Recoverable Parallel Slope. Slopes which can be safely traversed but upon
which an errant vehicle is unlikely to recover and will continue down to the
bottom. Embankment slopes between 3H:1V and 4H:1V may be considered
traversable but non-recoverable if they are smooth and free of fixed objects.
25. Non-Redirective. A descriptive term which indicates that the roadside safety
device will not redirect an impacting vehicle but will, rather, “capture” the vehicle
(e.g., sand barrels) or allow the vehicle to pass through (e.g., breakaway sign
supports).
26. Operational System. A roadside barrier, end terminal or crash cushion which has
performed satisfactorily in full-scale crash tests and has demonstrated
satisfactory in-service performance.
27. Parallel Slopes. Fill and backslopes for which the toe runs approximately parallel
to the roadway.
28. Pocketing. The potential for a vehicle impacting a redirective device to undergo
relatively large lateral displacements within a relatively short longitudinal
distance.
14.2(4) ROADSIDE SAFETY May 2003
30. Recoverable Parallel Slope. Slopes which can be safely traversed and upon
which a motorist has a reasonable opportunity to regain control of the vehicle.
Fill slopes 4H:1V and flatter are generally considered recoverable.
31. Redirective. A term which indicates that the roadside safety device is designed
to redirect an impacting vehicle approximately parallel to the longitudinal axis of
the device.
32. Roadside Barrier. A longitudinal barrier, such as guardrail, concrete barrier, etc.,
used to shield roadside obstacles or non-traversable terrain features.
33. Roadside Hazards. A general term to describe roadside features that cannot be
safely impacted by a run-off-the-road vehicle. Roadside hazards include both
fixed objects and non-traversable roadside features (e.g., rivers).
34. Roadway. The portion of a highway for vehicular use, including shoulders
(shoulder break to shoulder break).
35. Shy Distance. The distance from the edge of traveled way beyond which a
roadside object will not be perceived as an obstacle by the typical driver, to the
extent that the driver will change vehicular placement or speed.
36. Shy Line Offset. The distance from the edge of the traveled way, beyond which
a roadside object will not be perceived as hazardous and result in a motorist’s
reducing speed or changing vehicle position on the roadway.
37. Side Slope. A ratio used to express the steepness of a slope adjacent to the
roadway. The ratio is expressed as horizontal to vertical (H:V).
38. Sloping Curb. A longitudinal element placed at the roadway edge for delineation,
to control drainage, to control access, etc. Sloping curbs have a height of 6
inches or less with a face no steeper than 1H to 3V.
39. Toe of Slope. The intersection of the fill slope, foreslope or backslope with the
natural ground line or ditch bottom.
40. Top of Slope (Cut). The intersection of the backslope with the natural ground
line.
41. Transverse Slopes. Fill slopes for which the toe runs approximately
perpendicular to the flow of traffic on the major roadway. Transverse slopes are
typically formed by intersections between the mainline and driveways, median
crossovers or side roads.
42. Traveled Way. The portion of the roadway for the movement of vehicles, not
including shoulders and auxiliary lanes.
May 2003 ROADSIDE SAFETY 14.2(5)
43. Vertical Curb. A longitudinal element, typically concrete, placed at the roadway
edge to provide delineation, to control drainage, to control access, etc. Vertical
curbs range in height between 6 and 12 inches with a face steeper than 1H to
6V.
44. Warrant. The criteria by which the need for a safety treatment or improvement
can be determined.
14.2(6) ROADSIDE SAFETY May 2003
May 2003 ROADSIDE SAFETY 14.3(1)
14.3.1 Background
The clear zone widths presented in this Manual are based on limited empirical data which
has been extrapolated to a wide range of conditions. Therefore, the distances imply a
degree of accuracy that does not exist. They do, however, provide a good frame of
reference for making decisions on providing a safe roadside area. Each application of the
clear zone distance must be evaluated individually, and the designer must exercise good
judgment.
When using the recommended clear zone distances, the designer should consider the
following:
1. Project Scope of Work. The clear zone distances in Section 14.3 apply to all
freeway projects and to new construction/reconstruction projects on non-freeways.
3. Boundaries. The designer should not use the clear zone distances as boundaries
for introducing roadside hazards (e.g., bridge piers, non-breakaway sign supports,
utility poles, landscaping features). Place these elements as far from the traveled
way as practical.
Figure 14.3A presents clear zone distances for design. The following discusses the use
of Figure 14.3A to determine the applicable clear zone.
14.3.2.1 Speed
The designer will use the design speed for the facility to determine the applicable clear
zone from Figure 14.3A.
For all new construction/reconstruction projects, the design year will be 20 years from
the anticipated date of construction completion.
As indicated in Figure 14.3A, the ADT influences the clear zone value. The figure is
divided into ranges of traffic volumes and ranges of recommended clear zones. In
general, the higher clear zones apply to the higher traffic volumes.
The roadway side slope will influence the recommended clear zone distance from
Figure 14.3A. Figure 14.3B presents a schematic of the general side slope
configurations, which may be:
• a fill slope,
• a section with a roadside ditch, or
• a section where the toe of the backslope is adjacent to the edge of shoulder.
Note: The values in Figure 14.3A for backslopes only apply to a section as illustrated in
Figure 14.3B(c) (e.g., valley gutter section); they do not apply where a roadside
ditch is present. See Chapter 13 for more discussion.
Many variables influence the selection of a clear zone distance for the various side
slope configurations. Sections 14.3.3 and 14.3.4 discuss side slope configuration in
detail.
November 2006 ROADSIDE SAFETY 14.3(3)
Fill/Foreslopes Backslopes
Design Design Year
6H:1V or 5H:1V to 5H:1V to 6H:1V or
Speed ADT 3H:1V
Flatter 4H:1V 4H:1V Flatter
Under 750 7 – 10 7 – 10 7 – 10 7 – 10 7 – 10
40 mph or 750 – 1500 10 – 12 12 – 14 10 – 12 10 – 12 10 – 12
less 1500 – 6000 12 – 14 14 – 16 12 – 14 12 – 14 12 – 14
Over 6000 14 – 16 16 – 18 14 – 16 14 – 16 14 – 16
Under 750 10 – 12 12 – 14 8 – 10 8 – 10 10 – 12
45 – 50 750 – 1500 14 – 16 16 – 20 10 – 12 12 – 14 14 – 16
mph 1500 – 6000 16 – 18 20 – 26 12 – 14 14 – 16 16 – 18
Over 6000 20 – 22 24 – 28 14 – 16 18 – 20 18 – 20
Under 750 12 – 14 14 – 18 8 – 10 10 – 12 10 – 12
750 – 1500 16 – 18 20 – 24 10 – 12 14 – 16 16 – 18
55 mph
1500 – 6000 20 – 22 24 – 30 14 – 16 16 – 18 20 – 22
Over 6000 22 – 24 26 – 32* 16 – 18 20 – 22 22 – 24
Under 750 16 – 18 20 – 24 10 – 12 12 – 14 14 – 16
750 – 1500 20 – 24 26 – 32* 12 – 14 16 – 18 20 – 22
60 mph
1500 – 6000 26 – 30 32 – 40* 14 – 18 18 – 22 24 – 26
Over 6000 30 – 32* 36 – 44* 20 – 22 24 – 26 26 – 28
Under 750 18 – 20 20 – 26 10 – 12 14 – 16 14 – 16
65 – 70 750 – 1500 24 – 26 28 – 36* 12 – 16 18 – 20 20 – 22
mph 1500 – 6000 28 34 – 42* 16 – 20 22 – 24 26 – 28
Over 6000 30 – 34* 38 – 46* 22 – 24 26 – 30 28 – 30
* Where a site-specific investigation indicates a high probability of continuing crashes, or such
occurrences are indicated by crash history, the designer may provide clear zone distances greater than
the clear zones shown in Figure 14.3A. Clear zones may be limited to 30 feet for practicality and to
provide a consistent roadway template if previous experience with similar projects or designs indicates
satisfactory performance.
Notes: 1. All distances are in feet and are measured from the edge of the traveled way.
2. For clear zones, the "Design Year ADT" will be the total ADT for both directions
of travel for the design year. This applies to both divided and undivided facilities.
Traffic volumes will be based on a 20-year projection from the anticipated date of
construction completion.
3. The values in the figure apply to tangent sections of highway. See the
discussion in Section 14.3.2.5 for possible adjustments on horizontal curves.
4. The values in the figure apply to all facilities without curbs. See Section
14.3.2.6 for curbed sections.
5. Clear zone distances for the 3H:1V fill slope have been omitted, because it is
not typically used in South Carolina. See the AASHTO Roadside Design Guide
for clear zone calculations where a 3H:1V fill slope is used.
The clear zone values in Figure 14.3A assume a tangent alignment. Horizontal curves
may increase the angle of departure from the roadway and thus increase the distance
the vehicle will need to recover. Desirably and if practical, the designer should adjust
the tangent values to provide wider clear zones on the outside of horizontal curves.
Figure 14.3C provides recommended adjustments for clear zones on horizontal curves.
Where adjustments are determined to be cost effective, Figure 14.3D illustrates the
application of the clear zone adjustment on a curve.
**********
Example 14.3(1)
Problem: Find the clear zone adjusted for the horizontal curve.
Solution: From Figure 14.3A, the minimum clear zone on the tangent (CZt) = 20
feet.
The transition length (equal to the runout length (LR)) from Figure 14.6D =
345 feet. See Figure 14.3D for application.
**********
Notes:
2. No adjustments are warranted for curve radii greater than 2860 feet.
5. See Figure 14.3D for the application of CZc to the roadside around a curve.
Where sidewalks are adjacent to the curb (i.e., there is no buffer area), locate all
appurtenances behind the sidewalk, if practical. In addition, the designer must insure
that sufficient sidewalk width is available between appurtenances and the curb to meet
the ADA clearance criteria; see Section 17.1.
As further discussed in Section 14.4, general Department policy is that roadside barriers
are typically not warranted to shield hazards outside of the calculated clear zone. This
also applies to hazards outside of the obstruction-free area behind curbs. However,
special conditions may dictate otherwise. For example, a barrier may be warranted
approaching a bridge rail on urban facilities with curbs. Other exceptions, as
determined on a case-by-case basis, may apply.
The clear zone distances in Figure 14.3A are, theoretically, predicated upon a 12-foot
lane width. However, they will be used for any lane width.
Auxiliary lanes are defined as any lanes beyond the basic through travel lanes which
are intended for use by vehicular traffic for specific functions. These include turn lanes
at intersections, truck-climbing lanes, weaving lanes, acceleration/deceleration lanes at
interchanges, etc. The clear zone for auxiliary lanes will be determined as follows:
1. Turn Lanes at Intersections. Where the intersection is without curbs, clear zones
will be determined based on the design speed and traffic volumes associated
with the through travel lanes (i.e., the presence of the turn lane is ignored when
determining clear zones), provided that a minimum 10-foot clear zone is
maintained beyond the edge of the shoulder. Where the intersection is curbed,
the criteria in Section 14.3.2.6 will apply (i.e., the minimum obstruction-free zone
is 1.5 feet from the gutter line).
2. Auxiliary Lanes Adjacent to Mainline. Clear zone applications for climbing lanes,
acceleration/deceleration lanes, weaving lanes, etc., will be as follows. Two
independent clear zone determinations are necessary. First, the designer
calculates the clear zone from the edge of the through traveled way based on the
total traffic volume, including the auxiliary lane volume. Second, the designer
calculates the clear zone from the edge of the auxiliary lane based on the traffic
volume in the auxiliary lane. The clear zone distance which extends the farthest
will apply.
May 2003 ROADSIDE SAFETY 14.3(9)
Figure 14.3B illustrates the basic configuration for fill slopes. Section 14.2 presents
definitions of parallel fill slopes which apply to clear zone determinations. Figure 14.3E
presents schematics for these definitions, and the following discusses the clear zone
application in conjunction with Figure 14.3A.
For parallel fill slopes 4H:1V and flatter (Figure 14.3E(a)), the recommended clear zone
distance can be determined directly from Figure 14.3A.
Fill slopes steeper than 3H:1V are critical (Figure 14.3E(b)). These typically require a
barrier and, therefore, there is no clear zone application. See Section 14.4. SCDOT
does not typically use a 3H:1V fill slope.
Ditch sections, as illustrated in Figure 14.3F, are typically constructed in roadside cut
sections without curbs. The applicable clear zone across a ditch section will depend upon
the foreslope, the backslope, the horizontal location of the toe of the backslope and
various highway factors. The designer will use the following procedure to determine the
recommended clear zone distance:
1. Check Foreslope. Use Figure 14.3A to determine the clear zone based on the
ditch foreslope.
2. Check Location of the Toe of Backslope. Based on the distance from Step 1,
determine if the toe of the backslope is within the clear zone. The toe of
backslope is defined as the point at which the ditch ends and the (uniform)
backslope begins. If the toe is at or beyond the clear zone, then the designer
usually need only consider roadside hazards within the clear zone on the
foreslope or within the ditch. If the toe is within the clear zone, the designer
should evaluate the practicality of relocating the toe of backslope. If the toe of
backslope will remain within the clear zone, Step 3 will apply to ditch sections in
earth cuts.
14.3(10) ROADSIDE SAFETY May 2003
3. Determine Clear Zone on Backslope (Earth Cuts). If the toe of the backslope is
within the clear zone distance from Step 1 above, a clear zone should be
provided on the backslope. This clear zone will be a distance beyond the toe of
backslope as follows:
a. Calculate the percentage of the clear zone (from Step 1) available to the
toe of the backslope.
b. Subtract this percentage from 100 percent and multiply the results by the
clear zone for the backslope in Figure 14.3A.
c. Add the available clear zone to the toe of the backslope to the value
determined in Step 3b. This yields the required clear zone from the edge
of traveled way to a point on the backslope.
4. Clear Zones (Rock Cuts). In rock cuts with steep backslopes, no clear zone is
required beyond the toe of backslope. However, the rock cut should be relatively
smooth to minimize the hazards of vehicular snagging. If the face of the rock is
rough or rock debris is present, a barrier may be warranted.
**********
Problem: Determine the clear zone application across the ditch section.
1. Check Foreslope. Figure 14.3A yields a clear zone of 30 feet for a 6H:1V
foreslope.
2. Check Location of Toe of Backslope. The toe of backslope is within the clear
zone. Therefore, Step 3 applies.
3. Determine Clear Zone on Backslope (Earth Cuts). Using the procedure in Step 3:
a. The percentage of the clear zone available to the toe of backslope is 20/30
= 67 percent.
c. Adding 8 feet to 20 feet yields 28 feet. Therefore, the total clear zone is 28
feet from the edge of traveled way or 8 feet up the 4H:1V backslope.
**********
May 2003 ROADSIDE SAFETY 14.4(1)
If a roadside hazard is within the clear zone, the designer should select the treatment
which is judged to be the most practical and cost-effective for the site conditions. The
range of treatments include:
In many cases, the alternatives for treating a roadside hazard may be narrowed to two
choices install a barrier or leave unshielded. Whether objectively or subjectively, the
decision will be based upon the traffic volumes, roadway geometry, proximity of the
hazard to the traveled way, nature of the hazard, installation costs and, where
applicable, crash experience. The following briefly discusses the Department’s
decision-making methods for barrier warrants.
For specific applications, the Department has adopted policies on warrants for roadside
barriers. These are documented throughout Chapter 14.
Barrier warrants have been typically determined based on engineering judgment. With
this approach, the designer first analyzes the site by a “relative severity” assessment
which is the greater hazard, the roadside barrier or the roadside hazard? Next, the
designer subjectively evaluates the site-specific parameters (e.g., traffic volumes,
design speed, location of hazard, barrier installation costs) to determine if a barrier
installation is a reasonable and practical solution. If yes, a barrier is warranted; if no,
then the unshielded alternative is selected. For example, it would probably not be
practical to install a barrier to shield an isolated point obstacle, such as a tree, located
near the edge of the clear zone. The designer must realize that a barrier is also a
14.4(2) ROADSIDE SAFETY May 2003
hazard and, if a clear decision cannot be reached, the general rule of "when in doubt,
leave it out" should apply.
2. Site Specific. RSAP may be used to evaluate any specific site by inputting the
data for that location (e.g., traffic volumes, design speed, proximity to traveled
way).
Section 14.3 presents the recommended clear zone distances for various highway
conditions. These distances should be free of any fixed or non-traversable hazards. In
general, barrier warrants are based on the relative severity between impacting the
barrier and impacting the obstacle.
Shielding obstacles located just outside the clear zone may be appropriate, especially
for features installed by the Department or sites that have an adverse crash history. For
example, shielding a bridge end location just outside the clear zone may be justified,
due to the potential severity of the crash and running speeds higher than the design
speeds.
14.4.4 Embankments
The severity of the roadside embankment depends upon the rate of fill slope and the
height of fill. Figure 14.4A presents barrier warrants for embankments.
Where the mainline highway intersects a driveway, side road or median crossing, a
slope transverse to the mainline will be present. See Figure 14.4B. In general,
transverse slopes should be as flat as practical. Figure 14.4C presents SCDOT criteria
for transverse slopes within the clear zone based on type of facility and design speed.
Figure 14.4C presents both desirable (i.e., flatter) and acceptable (i.e., steeper)
transverse slopes. The application at a specific site will depend upon an evaluation of
many factors, including:
Although the 10H:1V transverse slope may be desirable, its practicality may be limited
because of drainage structures, width restrictions and maintenance problems
associated with the long tapered ends of pipes or culverts.
If the criteria in Figure 14.4C cannot be met, the designer should consider the
installation of a roadside barrier.
14.4(4) ROADSIDE SAFETY May 2003
Desirable Acceptable
Type of Facility
(H:V) (H:V)
Freeway 10:1 6:1
Effective drainage is one of the most critical elements in the design of a highway or
street. However, drainage features should be designed and constructed considering
their consequences on run-off-the-road vehicles. Ditches, curbs, culverts and drop
inlets are common drainage system elements that should be designed, constructed and
maintained considering both hydraulic efficiency and roadside safety.
In general, the following options, listed in order of preference, are applicable to all
drainage features:
The South Carolina Requirements for Hydraulic Design Studies and Chapter 29 of the
SCDOT Highway Design Manual discuss the Department’s practices for hydrology and
hydraulics and for the physical design of roadside drainage structures. Sections
14.4.6.2 and 14.4.6.3 discuss the safety design of these structures.
14.4.6.1 Curbs
Curbs are typically used to control drainage or to protect erodible soils. Curbs may pose a
roadside hazard because of their potential to adversely affect a run-off-the-road vehicle.
When evaluating curbs relative to roadside safety, the designer should consider the
following:
1. Design Speed. In general, curbs are not desirable along high-speed roadways.
However, if necessary, a sloping curb may be used. Facilities with a design speed
May 2003 ROADSIDE SAFETY 14.4(7)
of 45 miles per hour or less may use either a sloping or vertical curb. See Chapter
21.
3. Redirection. Curbs offer no safety benefits on high-speed roadways and should not
be used to redirect errant vehicles.
Cross drainage structures convey water beneath the roadway and are designed to,
among other objectives, prevent overtopping of the roadway. However, if not properly
designed, they may present a hazard to run-off-the-road vehicles. The available
roadside treatments for cross culverts include:
If an inlet/outlet of a cross drainage structure is within the clear zone, the preferred
treatment is to extend the structure so that the obstacle is located beyond the clear
zone. Extending the culvert may result in warping the side slopes to match the opening.
1. Round Pipes. For RCP diameters 36 inches or less, use beveled end sections
as presented in the SCDOT Standard Drawings. Flexible pipe ends may be field
cut to match the surrounding slope.
2. Pipe Arches/Elliptical Pipes. The pipe rise and span will be used, rather than the
equivalent round diameter, to determine the safety treatment.
3. Bar Grates. These may be considered for all pipe applications where the end is
within the clear zone. Figure 14.4D(a) presents a schematic of a design for grate
protection of a cross drainage structure.
For box culverts and crossline pipes greater than 36 inches within the clear zone,
shielding with a roadside barrier will often be the most practical application. Flared end
sections may be used in lieu of beveled end sections.
14.4(8) ROADSIDE SAFETY May 2003
Parallel drainage culverts are those that are oriented parallel to the main flow of traffic.
They are typically used under driveways, field entrances, access ramps, intersecting
side roads and median crossovers. As with cross drainage structures, the designer’s
primary objective should be to keep the parallel drainage structure outside the mainline
clear zone. Because an errant vehicle will impact the structure at approximately 90
degrees, parallel drainage structures within the clear zone represent a potential hazard.
Therefore, the designer must coordinate their design with that of the surrounding
transverse slope (Section 14.4.5) to minimize the hazard.
1. Slope of Opening. The opening of the parallel drainage structure should be cut
to match the slope of the surrounding (transverse) embankment. This applies to
openings for approaching traffic and to departing openings that are within the
clear zone of opposing traffic.
3. Pipe Diameter ≥ 24 inches. For these pipe sizes, the designer should consider
providing bars across the opening or provide a roadside barrier if within the clear
zone. Figure 14.4D(b) presents a schematic of a design for grate protection of a
parallel drainage structure.
Figures 14.4E and 14.4F present foreslope and backslope combinations for basic ditch
configurations. Cross sections which fall in the shaded region of each of the figures are
considered traversable. Ditch sections which fall outside the shaded region are
considered non-traversable and, if practical, should be redesigned to an acceptable
cross section; however, if a redesign is not practical, a roadside barrier is typically not
warranted.
14.4(10) ROADSIDE SAFETY May 2003
Note: This chart is applicable to all V-ditches and flat-bottom ditches with bottom widths
less than 4 feet.
Note: This chart is applicable to flat bottom ditches with bottom widths equal to or
greater than 4 feet.
As indicated in Section 14.3.4, rough rock cuts located within the clear zone may be
considered a roadside obstacle. The following will apply to their treatment:
3. Barrier Warrant. If the rock cut is within the clear zone, a barrier may be
warranted.
Barrier protection is normally warranted on all approach ends to bridge rails or parapets,
and it is normally warranted on the departure ends of two-way roadways. No roadside
barrier is needed on the departure end of a one-way roadway, unless a barrier is
warranted for other reasons (e.g., foreslopes steeper than 3H:1V).
The end of the bridge rail may be outside of the clear zone for opposing traffic at the
departing end of a bridge on a two-way roadway. Although the hazard is outside the
clear zone, barrier protection for the bridge rail will be provided unless there are
compelling reasons not to provide protection (e.g., lack of available space on a low-
speed urban street).
Section 17.2 discusses the design of retaining walls. With respect to roadside safety,
barrier protection is not necessary for retaining walls within the clear zone which are
considered “smooth” (i.e., the general absence of any unevenness in the wall which
may adversely affect an impacting vehicle). Retaining walls built of sheet piling, H-piling
with timber or precast concrete inserts are usually considered smooth. In addition, the
following will apply to the roadside safety aspects of retaining walls:
May 2003 ROADSIDE SAFETY 14.4(13)
1. Flare Rates. Use the same rates as those for concrete median barrier. See
Figure 14.6L.
Traffic control devices include highway signs, traffic signals and luminaires. The
SCDOT Standard Drawings contain the Department’s details for structural supports for
traffic control devices. If not properly designed and located, these devices may become
a hazard to errant vehicles. The Traffic Engineering Division is responsible for the initial
placement of traffic control devices, based on proper conveyance of information to the
motorist, and the road designer reviews the location to insure that it is compatible with
the roadway design.
For roadside safety applications, the following will apply to highway signs:
2. Ground-Mounted Panel Signs. Large signs (i.e., over 50 square feet in area)
should have slipbase breakaway supports, whether within or outside the clear zone.
Where practical, the designer should locate signs behind a roadside barrier
which is warranted for other reasons. There should be adequate clearance to
the back of the guardrail post to provide for the barrier dynamic deflection (see
Section 14.6). Breakaway sign supports should not be located in or near the flow
line of ditches. The placement of breakaway sign supports on other than level
terrain could compromise the proper function of the breakaway device because,
among other reasons, a run-off-the-road vehicle may become airborne and strike
the support too high (i.e., too close to the hinge). General Department practice is to
avoid placing breakaway supports on side slopes steeper than 6H:1V.
14.4(14) ROADSIDE SAFETY May 2003
3. Overhead Sign Supports. All overhead signs will use non-breakaway supports.
Where supports are within the clear zone, the supports will be shielded with a
roadside barrier or, where applicable, an impact attenuator.
In general, the designer has limited options available in determining acceptable locations
for the placement of signal pedestals, signal poles, pedestrian detectors and controllers.
Considering roadside safety, these elements should be placed as far from the roadway as
practical. However, due to visibility requirements, limited mast-arm lengths, limited right of
way, restrictive geometrics or pedestrian requirements, traffic signal equipment often must
be placed relatively close to the traveled way. The designer should consider the following
when determining the placement of traffic signal equipment:
1. Clear Zones. If practical, the placement of traffic signals on new construction and
reconstruction projects should meet the clear zone criteria (without curbs) or
obstruction-free clearance criteria (with curbs) presented in Section 14.3.
2. Controller. In determining the location of the controller cabinet, the designer should
consider the following:
d. The controller cabinet should be located where the potential for water
damage is minimized.
14.4.12 Luminaires
Because of the potential hazard posed to vehicles by roadside fixed objects, the general
approach to lighting standards will be to use breakaway supports wherever practical.
May 2003 ROADSIDE SAFETY 14.4(15)
All new lighting standards located within the clear zone of a roadway where no
pedestrian facilities exist will be placed on breakaway supports, unless they are located
behind or on a barrier or protected by impact attenuators which are necessary for other
roadside safety reasons. Poles outside the clear zone on these roadways should also
be breakaway where there is a possibility of being struck by errant vehicles.
On roadways where pedestrian facilities exist, the designer should review the volume of
pedestrian traffic to determine if a breakaway support will present a greater potential
hazard to the pedestrian traffic than a non-breakaway support will to the vehicular
traffic. Examples of locations where the hazard potential to pedestrian traffic may be
greater include:
14.5.1 Types
SCDOT Standard Drawings present the details on the roadside barrier types used by
the Department. The following Sections briefly describe each system and its typical
usage.
The steel beam guardrail with strong posts is a semi-rigid system. The longitudinal
member is the traditional 12¼-inch W-beam. In general, this guardrail system is the
preferred selection on non-freeways and on rural freeways. A major objective of the
strong post system is to prevent a vehicle from “snagging” on the posts. This is
achieved by using blockouts to offset the posts from the longitudinal beam and by
establishing 6 feet – 3 inches as the maximum allowable post spacing. All blockouts
must be wood or composite; however, do not mix the blockout types on a new project.
The thrie beam guardrail is also a semi-rigid system on strong posts. The deeper
longitudinal member (20 inches) of the thrie beam decreases the probability of an
impacting vehicle overriding or underriding the guardrail. In addition, the thrie beam
performs somewhat better than the 12-inch beam when impacted by a bus or large
truck. Therefore, typical sites for installing the thrie beam include its use as a transition
into rigid obstacles (e.g., bridge parapets) or as a barrier between the traveled way and
a fixed object where the deflection distance is limited (e.g., bridge piers). For further
details, see SCDOT Standard Drawings.
A half-section concrete barrier may be considered on the roadside to shield rigid objects
where no deflection distance is available, where many hits are anticipated, and/or where
there is a high volume of heavy trucks (see Section 14.5.2). In particular, a concrete
barrier may be advantageous as a roadside barrier on urban freeways wherever a
barrier is warranted. If a rigid object is not continuous (e.g., bridge piers), this is also an
especially good candidate site to use a half-section concrete barrier. The shape of the
wall face should be determined based on the project application. To provide the
necessary lateral support, provide backfill behind the half-section, or the barrier should
have a special footing design (e.g., tied to a concrete surface with reinforcing steel). If
this is not practical, use the full-section concrete median barrier to provide the needed
stability and support.
14.5(2) ROADSIDE SAFETY May 2003
Many other roadside barrier systems are available which may have application at
specific sites (e.g., cable rail). The designer should reference the AASHTO Roadside
Design Guide for information on these systems. The Road Design Section must
approve the use of any system not included in the SCDOT Standard Drawings.
NCHRP 350 presents six roadside barrier test levels (TL) for application to various
highway conditions based on facility type, design speed and prevalence of heavy
vehicles. SCDOT has determined that the minimum acceptable test level for roadside
barriers is TL-3 on all State-maintained highways.
Traditionally, most roadside barriers have been developed and tested for passenger cars
and offer marginal protection when struck by heavier vehicles at high speeds and at other
than flat angles of impact. Therefore, if passenger vehicles are the primary concern, the
steel beam system will normally be selected. However, locations with high traffic
volumes, high speeds, high-crash experience and/or a significant volume of heavy trucks
and buses may warrant a higher performance level barrier (e.g., the thrie beam or half-
section concrete barrier). This is especially important if barrier penetration by a vehicle is
likely to have serious consequences.
The dynamic deflection must also be considered in barrier selection. Figure 14.6I
provides the deflection distances for the various systems. If there is no deflection
distance available, the half-section concrete barrier must be used.
May 2003 ROADSIDE SAFETY 14.5(3)
14.5.2.3 Maintenance
Figure 14.5A summarizes the advantages and disadvantages of the roadside barriers
used by SCDOT and provides their typical usage.
14.5(4) ROADSIDE SAFETY May 2003
The SCDOT Standard Drawings contain significant information on the layout of roadside
barriers. This includes:
The designer must insure that the layout of all roadside barriers is consistent with the
SCDOT Standard Drawings. Section 14.6 presents additional information that applies
to barrier layout.
Many factors combine to determine the appropriate length of need for a given roadside
condition. These include:
• the distance to the outside limit of the hazard (LA) or the clear zone (LC),
whichever is less;
• the distance between the edge of traveled way and the barrier (L2);
• the runout length (LR), which is based on the design speed (V) and the traffic
volume on the facility;
Figures 14.6A and 14.6B illustrate the variables that will determine the barrier length of
need. Figure 14.6A applies to a roadway with traffic moving in one direction or to a two-
way roadway where the hazard is not within the clear zone of the opposing direction of
travel. Figure 14.6B applies to a two-way facility where the roadside hazard is within
the clear zone of the opposing direction of traffic.
To determine the length of need, use the nomograph in Figure 14.6C and the following
procedure:
1. Construct a horizontal line at L2 on the y-axis (the lateral distance of the barrier
from the edge of traveled way). This assumes that the barrier is not flared (i.e., it
is parallel to the roadway).
3. Determine the LR from Figure 14.6D and locate LR on the x-axis. If barrier
protection is needed for only the approaching traffic, only use the scale marked
“Edge of Traveled Way Scale.” If needed for both directions of travel, locate LR
on both scales marked “Edge of Traveled Way Scale” and “Centerline Scale.”
See Step 7 to determine the downstream end of the barrier where the hazard
does not require shielding for the opposing traffic.
4. Connect the points in Steps 2 and 3 with a straight line or two straight lines.
5. Locate the intersection(s) of the lines in Steps 1 and 4. From this point(s), draw
a line vertically to the LR Scale(s).
7. Extend the barrier 12.5 feet past the far end of the hazard.
8. The length of need determined in the above steps must be adjusted to provide
full 12 feet – 6 inch panels of guardrail. The length of guardrail required is
always rounded up.
May 2003
ROADSIDE SAFETY
L2 = Distance to barrier
Note: This figure also applies to roadside hazards on two-way roadways where shielding is not required for the LC = Clear zone
opposing flow of traffic. See nomograph (Figure 14.6C) to solve for length of need. LA = Distance to back of hazard
L3 = Distance to front of hazard
LR = Runout length (see Figure 14.6D)
X = Length needed for approach end
LH = Length of hazard
LO = Length to be omitted from length of
need
BARRIER LENGTH OF NEED LAYOUT
14.6(3)
(One-Way Roadways)
Figure 14.6A
14.6(4)
ROADSIDE SAFETY
Note: This figure also applies to roadside hazards on two-way roadways where shielding is required for the opposing
flow of traffic. See nomograph (Figure 14.6C) to solve for length of need.
L2 = Distance to barrier
LC = Clear zone
LA = Distance to back of hazard
L3 = Distance to front of hazard
LR = Runout length (see Figure 14.6D)
X = Length needed for approach end
LH = Length of hazard
May 2003
BARRIER LENGTH OF NEED LAYOUT
(Two-Way Roadways)
Figure 14.6B
May 2003
ROADSIDE SAFETY
Note: This nomograph solves for X on Figures 14.6A and 14.6B.
14.6(5)
BARRIER LENGTH OF NEED CALCULATION
(For Approaching End)
Figure 14.6C
14.6(6) ROADSIDE SAFETY May 2003
*********
Solution: Using the procedure in Section 14.6.1.1, the following steps apply (see
solution in Figure 14.6E):
2. From Figure 14.3A, LC = 30 feet. Therefore, because LA < LC, locate LA = 25 feet
on the y-axis.
May 2003
ROADSIDE SAFETY
14.6(7)
BARRIER LENGTH OF NEED CALCULATION
(Example 14.6(1))
Figure 14.6E
14.6(8) ROADSIDE SAFETY May 2003
3. From Figure 14.6D, LR = 475 feet. Locate point on “Edge of Traveled Way
Scale.”
7. Extend the barrier to 12.5 feet past the far side of the hazard.
**********
Solution: Using the procedure in Section 14.6.1.1, the following steps apply (see
solution in Figure 14.6F):
2. From Figure 14.3A, LC = 30 feet. Therefore, because LA < LC, locate LA = 15 feet
on the y-axis.
3. From Figure 14.6D, LR = 400 feet. Locate point on “Edge of Traveled Way
Scale” and “Center Line Scale.”
6. Read X = 186 feet upstream from the hazard and X = 103 feet downstream from
the hazard.
Note: A barrier flare may be used to reduce the length of need. For more information,
see Section 14.6.5. This Example is identical to Example 14.6(1) except for the
use of a flared barrier.
Solution: Using the procedure in Section 14.6.1.1 (adjusted for flare), the following
steps apply (see solution in Figure 14.6G):
2. From Figure 14.3A, LC = 30 feet. Therefore, because LA < LC, locate LA = 25 feet
on the y-axis.
3. From Figure 14.6D, LR = 475 feet. Locate point on “Edge of Traveled Way
Scale.”
6. Read X = 146 feet. Note that, for the unflared barrier in Example 14.6(1),
X = 285 feet.
7. Extend the barrier to 12.5 feet past the far side of the hazard.
*********
The designer should note that only a portion of the terminal sections are included in the
overall barrier length of need. See the SCDOT Standard Drawings to determine the
portion of the terminal section which may be included in the total length of need for the
barrier.
The length of need for roadside barriers approaching bridges is determined by the basic
calculation presented in Section 14.6.1.1. The critical design parameter selection is for
LA. This will be set equal to the clear zone (LC) determined in Section 14.3.
Roadside barriers should be placed as far as practical from the edge of traveled way.
Such placement provides an errant motorist the best chance of regaining control of the
vehicle without impacting the barrier. It also provides better sight distance, particularly at
nearby intersections. The following factors should be considered when determining
barrier lateral placement:
May 2003 ROADSIDE SAFETY 14.6(13)
1. Shoulder. Typically, the roadside barrier is located at the edge of the shoulder so
that the face of the barrier is flush with the outside edge of the shoulder.
2. Deflection. The dynamic deflection distance of the barrier, as measured from the
back of the post, should not be violated. Figure 14.6I provides the deflection
distances for the types of roadside barriers typically used by SCDOT.
3. Shy Distance. Drivers tend to “shy” from continuous longitudinal obstacles along
the roadside, such as guardrail. Therefore, the lateral barrier offset should
desirably be based on the criteria in Figure 14.6J.
If practical, roadside barriers should not be placed in conjunction with either sloping or
vertical curbs, especially where V ≥ 50 miles per hour. Where this is necessary, the
following will apply (see Figure 14.6K):
1. Roadside Barrier/Curb Orientation. The barrier face should be 6 inches from the
face of curb. The height of the guardrail must be measured from the top of curb.
Consider stiffening the guardrail to reduce potential deflection. Measures that
usually prove satisfactory are bolting a W-beam to the back of the posts, reducing
post spacing, double nesting the rail or adding a rubrail.
2. Lateral Placement. The table in Figure 14.6K presents criteria to determine proper
barrier placement behind curbs.
October 2004 ROADSIDE SAFETY 14.6(15)
The criteria for the sloping curb are based on the Type E Curb. For the 30 < V ≤
45 mile-per-hour range, the 8-foot distance assumes an encroachment speed of
45 miles per hour and a 12.5 degree impact angle. For the V > 45 mile-per-hour
range, the 16-foot distance assumes 60 miles per hour and 20 degrees.
Slopes in front of a barrier should be 10H:1V or flatter. This also applies to the areas in
front of the flared section of guardrail and to the area approaching the terminal ends.
1. Flared guardrail results in increased impact angles with the potential for greater
severity of impact.
2. Flared guardrail increases the likelihood that the vehicle will be redirected into
the opposing lane of traffic or across the roadway.
3. The grading required to provide 10H:1V or flatter slopes in front of the flared
section of guardrail may interfere with roadside drainage and/or may require
additional right of way.
Figure 14.6L presents suggested flare rates for roadside barriers which are intended to
balance the advantages and disadvantages of flares.
The SCDOT Standard Drawings present the design details for end treatments used by
the Department. The following summarizes their usage:
1. Buried Guardrail Terminal. A buried terminal should be used where the barrier
end is in a cut section, where the backslope is 2H:1V or steeper and where the
depth of the cut exceeds the height of the rail by a minimum of 1 foot.
2. Type T End Treatment. Use the Type T terminal for all end treatments that
warrant a crashworthy treatment, most commonly on the approach end of a
barrier that is within the clear zone. The Type T end treatment does not require
an offset; however, it can be offset up to a maximum of 2 feet if installed on a
25:1 taper over the full length of the terminal.
3. Type B End Treatment. Use the Type B terminal for end treatments that do not
require a crashworthy treatment (e.g., on the departing end of a barrier on a one-
way roadway).
The standard end treatments allow a portion of the terminal to be included in the length
of need.
14.6.7 Transitions
Barrier transitions are necessary to join two systems with different structural and/or
dynamic characteristics. For example, this occurs when steel beam guardrail
14.6(18) ROADSIDE SAFETY May 2003
Short runs of barrier have limited value and should be avoided unless designed
especially to shield a point hazard. In general, a barrier should have at least 100 feet of
standard guardrail section exclusive of terminal sections and/or transition sections.
Likewise, short gaps between runs of barrier are undesirable. In general, gaps of less
than 200 feet between barrier termini should be connected into a single run. Exceptions
may be necessary for access.
Generally, adjustable guardrail should be placed in runs of 1,000 linear feet or more to be
cost effective. For locations requiring less than 1,000 linear feet of guardrail, adjustable
guardrail is not required but may be used. When adjustable guardrail is adjusted, end
treatments and bridge connections must be replaced. See the SCDOT Standard
Drawings.
May 2003 ROADSIDE SAFETY 14.7(1)
14.7.1 Types
The SCDOT Standard Drawings present the details on the median barrier types used by
the Department. The following briefly describes each type:
1. Concrete Median Barrier. The concrete median barrier (CMB) is a rigid system
that will rarely deflect upon impact. A half-section CMB may be necessary where
the median barrier must divide to go around a fixed object in the median (e.g.,
bridge piers). In this situation, the obstacle is typically encased within concrete to
create a level surface from CMB face to CMB face.
2. Cable Median Barrier. The cable median barrier is a weak-post, flexible system
with a large dynamic deflection. Most of the resistance to impact is supplied by the
tensile forces developed in the cable strands. Upon impact, the cables break
away from the posts, and the vehicle is able to knock down the posts as it is
redirected by the cables. The detached posts do not contribute to controlling the
lateral deflection. However, the posts which remain in place do provide a
substantial part of the lateral resistance to the impacting vehicle and are therefore
critical to proper performance. The cable median barrier is the most forgiving of
the available systems because of its large dynamic deflection.
SCDOT has adopted the following guidelines for the selection of median barrier
systems on freeways and other fully access-controlled facilities:
2. Median Width ≤ 72 Feet and ≥ 36 Feet. Use the cable median barrier.
3. Median Width < 36 Feet. Use the concrete median barrier. As indicated in the
SCDOT Standard Drawings, the height of the standard CMB is 32 inches.
However, this height may not successfully redirect heavy vehicles if the impact
speed and angle are high. Therefore, on some freeways, it may be warranted to
install the “tall” CMB, which includes a 24-inch barrier extension for a total height
of 56 inches.
The SCDOT Standard Drawings contain significant information on the design and layout
of median barriers. This includes:
14.7(2) ROADSIDE SAFETY May 2003
• the various CMB shapes that the designer may select from (e.g., Jersey shape,
single slope);
• placement on superelevated sections;
• barrier transitions around roadside obstacles in the median;
• barrier transitions specifically at bridge piers;
• the attachment of lighting standards to the top of a CMB; and
• placement where there is an elevation differential between the two roadways.
The designer must insure that the layout of all median barriers is consistent with the
SCDOT Standard Drawings. In addition, much of the information presented in Section
14.6 on roadside barrier layout also applies to median barriers (e.g., placement behind
curbs). Section 14.7.3 presents additional criteria specifically for the design of median
barriers.
A concrete median barrier (CMB) must not be placed on a slope steeper than 10H:1V.
The cable median barrier may be placed on median slopes as steep as 6H:1V. Also, the
cable median barrier should be offset 2 feet on either side of the median centerline to
avoid possible drainage structures.
It may be necessary to intermittently divide a median barrier or to flare the barrier from
one side to the other. A sloped median or a fixed object in the median may require this.
The median barrier may be divided by one of these methods:
3. The cable median barrier can be split into two separate runs of offset barrier
passing on either side of the median hazard (fixed object or slope).
If a median barrier is split, the designer should adhere to the suggested flare rates. See
Figure 14.6L. For the cable median barrier, use the rates presented for the semi-rigid
system. The SCDOT Standard Drawings illustrate median barrier applications around
fixed objects.
May 2003 ROADSIDE SAFETY 14.7(3)
As with roadside barrier terminals, median barrier terminals present a potential roadside
hazard for run-off-the-road vehicles. Therefore, the designer must carefully consider the
selection and placement of the terminal end. If practical, the median barrier should be
extended into a wider median area. See the SCDOT Standard Drawings for design
details.
14.7.3.4 Superelevation
Section 15.7 discusses Department policies on the warrants and design of maintenance
and emergency crossovers. If practical, these should be avoided where a median
barrier is present. If a crossover must be provided, the barrier should be terminated as
described in the SCDOT Standard Drawings. The width of the opening should be
approximately 25 to 30 feet. This is wide enough to safely allow a maintenance or
emergency vehicle to turn through, but it is narrow enough to minimize the possibility of
a run-off-the-road vehicle passing through.
If trucks or buses impact the CMB, their high center of gravity may result in a vehicular
roll angle which possibly will allow the truck or bus to impact obstacles on top of the
CMB (e.g., luminaire supports). If practical, move these devices to the outside, or
provide additional distance between the barrier and obstacles (e.g., bridge piers).
Headlight glare from opposing traffic can be bothersome and distracting. However, in
lieu of commercial glare screens, the Department uses the “tall” CMB designs where
headlight glare is considered a sufficiently severe problem to warrant attention. No
specific warranting criteria have been adopted by the Department; however, glare
treatment may be considered on, for example, urban freeways with narrow medians and
high traffic volumes (especially high truck volumes).
14.7(4) ROADSIDE SAFETY May 2003
May 2003 ROADSIDE SAFETY 14.8(1)
14.8.1 General
Impact attenuators (crash cushions) are protective systems that prevent errant vehicles
from impacting hazards by either decelerating the vehicle to a stop after a frontal impact
or by redirecting it away from the hazard after a side impact. They operate on the basis
of energy absorption. Impact attenuators are adaptable to many roadside hazard
locations where longitudinal barriers cannot practically be used.
14.8.2 Warrants
Impact attenuator warrants are the same as barrier warrants. Once a hazard is
identified, the designer should first attempt to remove, relocate or make the hazard
break away. If the foregoing is impractical, then an impact attenuator should be
considered.
Impact attenuators are most often installed to shield fixed-point hazards which are close
to the traveled way and where head-on impacts (as opposed to side impacts) are
probable. Examples include exit gore areas (particularly on structures), bridge piers
and median barrier ends. Impact attenuators are often preferable to a roadside barrier
to shield these hazards. Site conditions and costs will determine whether to use a
barrier or impact attenuator.
Impact attenuators operate on the principle of absorbing the energy of the vehicle
through the use of bays or modules filled with crushable or plastically deformable
materials. Some energy is also absorbed by the vehicle as the front end of the vehicle
is crushed on impact. Impact attenuators of this type require a rigid back-up support to
contain the forces created by the deformation of the device. Most devices of this type
capture the vehicle in a frontal impact. For side impacts, the vehicle is smoothly
redirected by means of side panels and/or cables. Vertical and lateral restraint of the
device is also required.
The selected impact attenuator must be compatible with the specific site characteristics.
Often, more than one of the operational systems will be adaptable to the site.
14.8(2) ROADSIDE SAFETY May 2003
Although Figure 14.8A depicts a gore location, the same recommendations will
generally apply to other types of fixed objects that require shielding. The “unrestricted”
conditions represent the minimum dimensions for all locations except for those sites
where it can be demonstrated that the increased costs for obtaining these dimensions
(as opposed to those for “restricted” conditions) will be unreasonable. The “preferred”
condition dimensions should be considered optimum. The information provided in this
Figure is generic and may not be adequate for some systems. Therefore, it is
recommended that the designer examine the various available systems that will
adequately shield the obstacle and determine the space requirements from the
manufacturer’s specifications.
Once an impact attenuator has been selected, the designer must insure that its design
is compatible with the traffic and physical conditions at the site. The following Sections
will provide criteria for the basic input parameters into impact attenuator design. The
designer should contact the manufacturer of the system for the detailed design of the
impact attenuator.
14.8.5.1 Deceleration
2. Vehicular Speeds. For freeways, use the design speed of the facility. For rural
non-freeways, use the design speed of the facility with a minimum of 50 miles per
hour. For urban non-freeways, use the design speed of the facility with a
minimum of 40 miles per hour.
May 2003 ROADSIDE SAFETY 14.8(3)
14.8.5.2 Placement
1. Level Terrain. All impact attenuators have been designed and tested for level
conditions. Vehicular impacts on devices placed on a non-level site could result in
an impact at the improper height which could produce undesirable vehicular
behavior. Therefore, the attenuator should be placed on a level surface or on a
cross slope not to exceed 5 percent.
5. Location. The system must not infringe on the traveled way. There should be a
minimum of 2 feet between the attenuator system and the hazard to allow access
to the system.
6. Bridge Joints. Avoid the placement of impact attenuators over bridge expansion
joints or deflection joints in deep superstructures because movement in these
joints could create destructive strains on the system’s anchor cables.
14.9 REFERENCES
2. Guide for Selecting, Locating, and Designing Traffic Barriers, AASHTO, 1977.
4. Safety Design and Operational Practices for Streets and Highways, FHWA,
March 1980.