CEN/TR 1317-10:2023
(Main)Road restraint systems - Part 10: Assessment methods and design guidelines for transitions, terminal and crash cushion connection - transitions
Road restraint systems - Part 10: Assessment methods and design guidelines for transitions, terminal and crash cushion connection - transitions
This Technical Report defines assessment methods for transitions, considered as the linkage between safety barriers or between
safety barriers and removable barrier sections defined by CEN/TS RBS.
This Technical Report also defines assessment methods for connection-transitions to terminals and crash cushions.
Road Authorities and regulatory authorities are free to determine assessment methods, values, measurements etc. and to fix the
details of the requirements.
Assessment methods and design rules can also be utilised in connection to evaluation of changed versions.
Rückhaltesysteme an Straßen - Teil 10: Prüfmethoden und Design-Richtlinien für Übergangskonstruktionen und Anbindungen von Anpralldämpfern und von Anfangs- und Endkonstruktionen an Schutzeinrichtungen
Dispositifs de retenue routiers - Partie 10: Méthodes d'évaluation et lignes directrices de conception pour les raccordements et les raccordements d'extrémités de file et d'atténuateur de choc
Le présent document définit les méthodes d’évaluation des raccordements, considérés comme formant le lien entre les barrières de sécurité ou entre les barrières de sécurité et les sections de barrière amovibles.
Le présent document définit également les méthodes d’évaluation pour les raccordements d’extrémités de file et d’atténuateurs de choc.
Les autorités routières et les organismes de réglementation sont libres de déterminer les méthodes d’évaluation, les valeurs, les mesures, etc. et de préciser les détails des exigences.
Les méthodes d’évaluation et les règles de conception peuvent également être utilisées dans le cadre de l’évaluation des versions modifiées.
Oprema cest - 10. del: Metode ocenjevanja in smernice za načrtovanje prehodnih konstrukcij za povezovanje med različnimi sistemi za zadrževanje, vključno z zaključnicami in blažilniki trkov
Ta dokument določa metode ocenjevanja za prehodne konstrukcije, ki delujejo kot povezava med varnostnimi
ograjami in med varnostnimi ograjami in odstranljivimi elementi varnostnih ograj.
Ta dokument prav tako določa metode ocenjevanja za povezave/prehodne konstrukcije do zaključnic in blažilnikov trkov.
Cestni in regulativni organi lahko prosto določijo metode ocenjevanja, vrednosti, meritve itd. in tudi podrobnosti zahtev.
Metode ocenjevanja in pravila za načrtovanje je prav tako mogoče uporabiti v zvezi z ocenjevanjem spremenjenih različic.
General Information
Relations
Standards Content (Sample)
SLOVENSKI STANDARD
01-marec-2024
Nadomešča:
SIST ENV 1317-4:2002
Oprema cest - 10. del: Metode ocenjevanja in smernice za načrtovanje povezave
prehodov, zaključnic in naletnih blažilnikov trkov - Prehodi
Road restraint systems - Part 10: Assessment methods and design guidelines for
transitions, terminal and crash cushion connection - transitions
Rückhaltesysteme an Straßen - Prüfmethoden und Design-Richtlinien für
Übergangskonstruktionen und Anbindungen von Anpralldämpfern und von Anfangs- und
Endkonstruktionen an Schutzeinrichtungen
Dispositifs de retenue routiers - Méthodes d'évaluation et lignes directrices de
conception pour les raccordements et les raccordements d'extrémités de file et
d'atténuateur de choc
Ta slovenski standard je istoveten z: CEN/TR 1317-10:2023
ICS:
13.200 Preprečevanje nesreč in Accident and disaster control
katastrof
93.080.30 Cestna oprema in pomožne Road equipment and
naprave installations
2003-01.Slovenski inštitut za standardizacijo. Razmnoževanje celote ali delov tega standarda ni dovoljeno.
CEN/TR 1317-10
TECHNICAL REPORT
RAPPORT TECHNIQUE
September 2023
TECHNISCHER REPORT
ICS 13.200; 93.080.30 Supersedes ENV 1317-4:2001
English Version
Road restraint system - Part 10: Assessment methods and
design guidelines for transitions and terminal and
crashcushion connection - Transitions
Dispositifs de retenue routiers ¿ Méthodes d'évaluation Rückhaltesysteme an Straßen - Prüfmethoden und
et lignes directrices de conception pour les Design-Richtlinien für Übergangskonstruktionen und
raccordements et les raccordements d'extrémités de Anbindungen von Anpralldämpfern und von Anfangs-
file et d'atténuateur de choc und Endkonstruktionen an Schutzeinrichtungen
This Technical Report was approved by CEN on 28 August 2023. It has been drawn up by the Technical Committee CEN/TC 226.
CEN members are the national standards bodies of Austria, Belgium, Bulgaria, Croatia, Cyprus, Czech Republic, Denmark, Estonia,
Finland, France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania, Luxembourg, Malta, Netherlands, Norway,
Poland, Portugal, Republic of North Macedonia, Romania, Serbia, Slovakia, Slovenia, Spain, Sweden, Switzerland, Türkiye and
United Kingdom.
EUROPEAN COMMITTEE FOR STANDARDIZATION
COMITÉ EUROPÉEN DE NORMALISATION
EUROPÄISCHES KOMITEE FÜR NORMUNG
CEN-CENELEC Management Centre: Rue de la Science 23, B-1040 Brussels
© 2023 CEN All rights of exploitation in any form and by any means reserved Ref. No. CEN/TR 1317-10:2023 E
worldwide for CEN national Members.
Contents Page
European foreword . 3
Introduction . 4
1 Scope . 5
2 Normative references . 5
3 Terms and definitions . 5
4 Abbreviations. 7
5 Assessment methods and design rules for transitions . 7
6 Assessment methods for connection-transitions . 15
7 Performance of transitions and connection-transitions . 17
8 Reporting . 18
Annex A (informative) Reduction factors for normalized dynamic deflection in design rule C2. 19
Annex B (informative) Working width and vehicle intrusion for transitions . 20
Annex C (informative) Choice of the impact point for long transitions . 21
Bibliography . 22
European foreword
This document (CEN/TR 1317-10:2023) has been prepared by Technical Committee CEN/TC 226 “Road
equipment”, the secretariat of which is held by AFNOR.
Attention is drawn to the possibility that some of the elements of this document may be the subject of
patent rights. CEN shall not be held responsible for identifying any or all such patent rights.
This document supersedes ENV 1317-4:2001 in conjunction with CEN/TS 1317-7:2023, CEN/TS 1317-
9:2023.
This document is read in conjunction with EN 1317-1:2010, EN 1317-2:2010, EN 1317-3:2010,
EN 1317-5:2007+A2:2012, EN 16303:2020 and CEN/TS 1317-7:2023, CEN/TS 1317-9:2023,
CEN/TS 17342:2019.
Any feedback and questions on this document should be directed to the users’ national standards body. A
complete listing of these bodies can be found on the CEN website.
Introduction
In the design of roads, safety problems may arise in the connection between two different safety barriers
having consistent difference in design and/or in performance. Transitions are required to provide a smooth
and safe change from one safety barrier to another.
If the two safety barriers are not connected or if the connection is not strong enough to resist the forces
under impact and to transfer these forces at least from the weaker to the stronger safety barrier, an impact
on the connection, or its vicinity, may represent an undue risk. A similar risk can arise if the change from
one safety barrier to the other is not gradual enough.
A special type of transition is the connection of two parts of the same barrier separated by a span with
particular requirements that cannot be covered by a piece of the same barrier. For example, the barrier
expansion joint corresponding to a bridge deck expansion joint with large movement. In this document
such connections are called barrier interruptions.
The performances of transitions can be ascertained by tests, with the test methods and the acceptance
criteria similar to those specified for safety barriers in EN 1317-2:2010. Due to the increasing number of
different safety barrier types, which leads to a high number of barrier combinations for which transitions
are needed, efforts have been made to propose simplified assessment methods for some types of transition
that can be assessed more easily.
For these reasons, different Countries have established different assessment methods for transitions or, in
some cases, simple design rules. Such different assessment methods and design rules cannot be considered
equivalent but, if correctly applied, can allow the development of performing transitions.
Some similar problems might arise in the connection of crash cushions with barriers and in the connections
of terminals with barriers different from the one connected in the terminal TT installation. As for the
transitions, also these connections provide a continuous passage to and from the barrier.
A barrier-to-barrier transition should have, all along its length, at least the same containment category
value as the lowest value containment level of the connected barriers (as defined in EN 1317-2:2010). On
the contrary this is not required for a barrier-terminal system tested in accordance with FprCEN/TS 1317-
7:2023. The terminal is always connected at the beginning (or at the end) of a barrier whose performance
is measured at one third of the test installation length. The main requirement of the terminal-to-barrier
connection is to carry the axial forces of barrier end anchorage and the push of the terminal. Furthermore,
the surface of the connection that can come in contact with the vehicles should be continuous and smooth.
Similar considerations apply to the connections of crash cushions with barriers.
For all these reasons, connections of terminals and crash cushions to barrier are not denominated
transitions but terminal connection-transitions.
Due to specific local conditions on national and local road networks there might be a need to connect safety
barrier(s) or cushions to other infrastructures. Road authorities can see the need to require specific
connections that in part, or as a whole, can be assessed according to the principles of the methods in this
document. Every connection scenario (e.g. to tunnel portal, bridge pier or a sign gantry pillar) should be
analysed individually. In general, the testing and assessment methods describe herein can have a wider
application than the one specified in the scope of this document.
This document is a guideline for assessment methods and design rules that are not equivalent, but are good
practice for designing performing transitions and terminal connections.
This document aims to propose a set of assessment methods that might help to move closer to the
harmonization of assessment methods in different countries.
1 Scope
This document defines assessment methods for transitions, considered as the linkage between safety
barriers or between safety barriers and removable barrier sections.
This document also defines assessment methods for connection-transitions to terminals and crash
cushions.
Road Authorities and regulatory authorities are free to determine assessment methods, values,
measurements etc. and to fix the details of the requirements.
Assessment methods and design rules can also be utilized in connection with the evaluation of changed
versions.
2 Normative references
The following documents are referred to in the text in such a way that some or all of their content
constitutes requirements of this document. For dated references, only the edition cited applies. For undated
references, the latest edition of the referenced document (including any amendments) applies.
EN 1317-1:2010, Road restraint systems - Part 1: Terminology and general criteria for test methods
EN 1317-2:2010, Road restraint systems - Part 2: Performance classes, impact test acceptance criteria and
test methods for safety barriers including vehicle parapets
EN 1317-3:2010, Road restraint systems - Part 3: Performance classes, impact test acceptance criteria and
test methods for crash cushions
3 Terms and definitions
For the purposes of this document, definitions given in EN 1317-1:2010, EN 1317-2:2010,
EN 1317-3:2010 as well as the following terms and definition apply.
ISO and IEC maintain terminological databases for use in standardization at the following addresses:
• IEC Electropedia: available at https://www.electropedia.org/
• ISO Online browsing platform: available at https://www.iso.org/obp
3.1
transition
device connecting two safety barriers of different design and/or performance assessed in accordance with
this document
3.2
transition element
transition used to join two similar safety barriers
Note 1 to entry: Such transition may be a simple joint and its length may be 0.
3.3
length of a transition
distance between the start and end points of the transition
Note 1 to entry: A transition’s start and end points are located where a safety barrier starts to have changes in its
standard design pattern that exists over the complete length of the safety barrier. Such changes could be post distance
spacing, changes in the material or in its composition, additional/other elements such as spacers, different/additional
beams, height, width, etc.
3.4
severity test
initial type test carried out with a passenger car, which focuses on measuring the severity of the impact
Note 1 to entry: These are the tests listed in the column labelled ”impact severity level ASI-THIV” in
EN 1317-2:2010, Table 6.3.5
3.5
impact point
point of intersection of a straight line parallel to the vehicle centreline, at the maximum width of the vehicle,
with the traffic side of the transition, or of the safety barrier (see Figure 1)
Key
1 Impact point
Figure 1 — Impact point
3.6
critical impact point
CIP
impact point identified to reasonably represent the worst case for testing the transition
Note 1 to entry: An impact point can be critical from several points of view, e.g. containment, deflection or severity.
Hence, critical impact points may be different from test to test.
3.7
containment test
vehicle impact test providing the highest impact momentum among tests specified for the chosen
containment level in accordance with EN 1317-2:2010, Table 2
Note 1 to entry: The term “containment category” used in this document has the same meaning as the term
“containment level” used in EN 1317-2:2010
3.8
full scale test
real crash test performed with a physical vehicle and a physical test item
Note 1 to entry: See also EN 1317-1:2010 and EN 1317-2:2010
3.9
virtual test or virtual testing
activities related to the use of a numerical model to reproduce a real test and/or to simulate an impact
Note 1 to entry: In accordance with EN 16303:2020
3.10
connection-transition to terminal or crash cushion
connection of a crash cushion to a barrier or of a terminal to a barrier different from the one in the TT
installation
3.11
downstream
situated in the direction of the traffic on the side of the barrier
3.12
upstream
situated in the opposite direction from that of the traffic on the side of the barrier
3.13
barrier interruption
connection of two parts of the same barrier separated by a span with particular requirements
...
SLOVENSKI STANDARD
01-marec-2024
Nadomešča:
SIST ENV 1317-4:2002
Oprema cest - 10. del: Metode ocenjevanja in smernice za načrtovanje prehodnih
konstrukcij za povezovanje med različnimi sistemi za zadrževanje, vključno z
zaključnicami in blažilniki trkov
Road restraint systems - Part 10: Assessment methods and design guidelines for
transitions, terminal and crash cushion connection - transitions
Rückhaltesysteme an Straßen - Prüfmethoden und Design-Richtlinien für
Übergangskonstruktionen und Anbindungen von Anpralldämpfern und von Anfangs- und
Endkonstruktionen an Schutzeinrichtungen
Dispositifs de retenue routiers - Méthodes d'évaluation et lignes directrices de
conception pour les raccordements et les raccordements d'extrémités de file et
d'atténuateur de choc
Ta slovenski standard je istoveten z: CEN/TR 1317-10:2023
ICS:
13.200 Preprečevanje nesreč in Accident and disaster control
katastrof
93.080.30 Cestna oprema in pomožne Road equipment and
naprave installations
2003-01.Slovenski inštitut za standardizacijo. Razmnoževanje celote ali delov tega standarda ni dovoljeno.
CEN/TR 1317-10
TECHNICAL REPORT
RAPPORT TECHNIQUE
September 2023
TECHNISCHER REPORT
ICS 13.200; 93.080.30 Supersedes ENV 1317-4:2001
English Version
Road restraint system - Part 10: Assessment methods and
design guidelines for transitions and terminal and
crashcushion connection - Transitions
Dispositifs de retenue routiers ¿ Méthodes d'évaluation Rückhaltesysteme an Straßen - Prüfmethoden und
et lignes directrices de conception pour les Design-Richtlinien für Übergangskonstruktionen und
raccordements et les raccordements d'extrémités de Anbindungen von Anpralldämpfern und von Anfangs-
file et d'atténuateur de choc und Endkonstruktionen an Schutzeinrichtungen
This Technical Report was approved by CEN on 28 August 2023. It has been drawn up by the Technical Committee CEN/TC 226.
CEN members are the national standards bodies of Austria, Belgium, Bulgaria, Croatia, Cyprus, Czech Republic, Denmark, Estonia,
Finland, France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania, Luxembourg, Malta, Netherlands, Norway,
Poland, Portugal, Republic of North Macedonia, Romania, Serbia, Slovakia, Slovenia, Spain, Sweden, Switzerland, Türkiye and
United Kingdom.
EUROPEAN COMMITTEE FOR STANDARDIZATION
COMITÉ EUROPÉEN DE NORMALISATION
EUROPÄISCHES KOMITEE FÜR NORMUNG
CEN-CENELEC Management Centre: Rue de la Science 23, B-1040 Brussels
© 2023 CEN All rights of exploitation in any form and by any means reserved Ref. No. CEN/TR 1317-10:2023 E
worldwide for CEN national Members.
Contents Page
European foreword . 3
Introduction . 4
1 Scope . 5
2 Normative references . 5
3 Terms and definitions . 5
4 Abbreviations. 7
5 Assessment methods and design rules for transitions . 7
6 Assessment methods for connection-transitions . 15
7 Performance of transitions and connection-transitions . 17
8 Reporting . 18
Annex A (informative) Reduction factors for normalized dynamic deflection in design rule C2. 19
Annex B (informative) Working width and vehicle intrusion for transitions . 20
Annex C (informative) Choice of the impact point for long transitions . 21
Bibliography . 22
European foreword
This document (CEN/TR 1317-10:2023) has been prepared by Technical Committee CEN/TC 226 “Road
equipment”, the secretariat of which is held by AFNOR.
Attention is drawn to the possibility that some of the elements of this document may be the subject of
patent rights. CEN shall not be held responsible for identifying any or all such patent rights.
This document supersedes ENV 1317-4:2001 in conjunction with CEN/TS 1317-7:2023, CEN/TS 1317-
9:2023.
This document is read in conjunction with EN 1317-1:2010, EN 1317-2:2010, EN 1317-3:2010,
EN 1317-5:2007+A2:2012, EN 16303:2020 and CEN/TS 1317-7:2023, CEN/TS 1317-9:2023,
CEN/TS 17342:2019.
Any feedback and questions on this document should be directed to the users’ national standards body. A
complete listing of these bodies can be found on the CEN website.
Introduction
In the design of roads, safety problems may arise in the connection between two different safety barriers
having consistent difference in design and/or in performance. Transitions are required to provide a smooth
and safe change from one safety barrier to another.
If the two safety barriers are not connected or if the connection is not strong enough to resist the forces
under impact and to transfer these forces at least from the weaker to the stronger safety barrier, an impact
on the connection, or its vicinity, may represent an undue risk. A similar risk can arise if the change from
one safety barrier to the other is not gradual enough.
A special type of transition is the connection of two parts of the same barrier separated by a span with
particular requirements that cannot be covered by a piece of the same barrier. For example, the barrier
expansion joint corresponding to a bridge deck expansion joint with large movement. In this document
such connections are called barrier interruptions.
The performances of transitions can be ascertained by tests, with the test methods and the acceptance
criteria similar to those specified for safety barriers in EN 1317-2:2010. Due to the increasing number of
different safety barrier types, which leads to a high number of barrier combinations for which transitions
are needed, efforts have been made to propose simplified assessment methods for some types of transition
that can be assessed more easily.
For these reasons, different Countries have established different assessment methods for transitions or, in
some cases, simple design rules. Such different assessment methods and design rules cannot be considered
equivalent but, if correctly applied, can allow the development of performing transitions.
Some similar problems might arise in the connection of crash cushions with barriers and in the connections
of terminals with barriers different from the one connected in the terminal TT installation. As for the
transitions, also these connections provide a continuous passage to and from the barrier.
A barrier-to-barrier transition should have, all along its length, at least the same containment category
value as the lowest value containment level of the connected barriers (as defined in EN 1317-2:2010). On
the contrary this is not required for a barrier-terminal system tested in accordance with FprCEN/TS 1317-
7:2023. The terminal is always connected at the beginning (or at the end) of a barrier whose performance
is measured at one third of the test installation length. The main requirement of the terminal-to-barrier
connection is to carry the axial forces of barrier end anchorage and the push of the terminal. Furthermore,
the surface of the connection that can come in contact with the vehicles should be continuous and smooth.
Similar considerations apply to the connections of crash cushions with barriers.
For all these reasons, connections of terminals and crash cushions to barrier are not denominated
transitions but terminal connection-transitions.
Due to specific local conditions on national and local road networks there might be a need to connect safety
barrier(s) or cushions to other infrastructures. Road authorities can see the need to require specific
connections that in part, or as a whole, can be assessed according to the principles of the methods in this
document. Every connection scenario (e.g. to tunnel portal, bridge pier or a sign gantry pillar) should be
analysed individually. In general, the testing and assessment methods describe herein can have a wider
application than the one specified in the scope of this document.
This document is a guideline for assessment methods and design rules that are not equivalent, but are good
practice for designing performing transitions and terminal connections.
This document aims to propose a set of assessment methods that might help to move closer to the
harmonization of assessment methods in different countries.
1 Scope
This document defines assessment methods for transitions, considered as the linkage between safety
barriers or between safety barriers and removable barrier sections.
This document also defines assessment methods for connection-transitions to terminals and crash
cushions.
Road Authorities and regulatory authorities are free to determine assessment methods, values,
measurements etc. and to fix the details of the requirements.
Assessment methods and design rules can also be utilized in connection with the evaluation of changed
versions.
2 Normative references
The following documents are referred to in the text in such a way that some or all of their content
constitutes requirements of this document. For dated references, only the edition cited applies. For undated
references, the latest edition of the referenced document (including any amendments) applies.
EN 1317-1:2010, Road restraint systems - Part 1: Terminology and general criteria for test methods
EN 1317-2:2010, Road restraint systems - Part 2: Performance classes, impact test acceptance criteria and
test methods for safety barriers including vehicle parapets
EN 1317-3:2010, Road restraint systems - Part 3: Performance classes, impact test acceptance criteria and
test methods for crash cushions
3 Terms and definitions
For the purposes of this document, definitions given in EN 1317-1:2010, EN 1317-2:2010,
EN 1317-3:2010 as well as the following terms and definition apply.
ISO and IEC maintain terminological databases for use in standardization at the following addresses:
• IEC Electropedia: available at https://www.electropedia.org/
• ISO Online browsing platform: available at https://www.iso.org/obp
3.1
transition
device connecting two safety barriers of different design and/or performance assessed in accordance with
this document
3.2
transition element
transition used to join two similar safety barriers
Note 1 to entry: Such transition may be a simple joint and its length may be 0.
3.3
length of a transition
distance between the start and end points of the transition
Note 1 to entry: A transition’s start and end points are located where a safety barrier starts to have changes in its
standard design pattern that exists over the complete length of the safety barrier. Such changes could be post distance
spacing, changes in the material or in its composition, additional/other elements such as spacers, different/additional
beams, height, width, etc.
3.4
severity test
initial type test carried out with a passenger car, which focuses on measuring the severity of the impact
Note 1 to entry: These are the tests listed in the column labelled ”impact severity level ASI-THIV” in
EN 1317-2:2010, Table 6.3.5
3.5
impact point
point of intersection of a straight line parallel to the vehicle centreline, at the maximum width of the vehicle,
with the traffic side of the transition, or of the safety barrier (see Figure 1)
Key
1 Impact point
Figure 1 — Impact point
3.6
critical impact point
CIP
impact point identified to reasonably represent the worst case for testing the transition
Note 1 to entry: An impact point can be critical from several points of view, e.g. containment, deflection or severity.
Hence, critical impact points may be different from test to test.
3.7
containment test
vehicle impact test providing the highest impact momentum among tests specified for the chosen
containment level in accordance with EN 1317-2:2010, Table 2
Note 1 to entry: The term “containment category” used in this document has the same meaning as the term
“containment level” used in EN 1317-2:2010
3.8
full scale test
real crash test performed with a physical vehicle and a physical test item
Note 1 to entry: See also EN 1317-1:2010 and EN 1317-2:2010
3.9
virtual test or virtual testing
activities related to the use of a numerical model to reproduce a real test and/or to simulate an impact
Note 1 to entry: In accordance with EN 16303:2020
3.10
connection-transition to terminal or crash cushion
connection of a crash cushion to a barrier or of a terminal to a barrier different from the one in the TT
installation
3.11
downstream
situated in the direction of the traffic on the side of the barrier
3.12
upstream
situated in the opposite direction from that of the traffic on the side of the barrier
3.13
barrier interruption
connection of two parts of the same barr
...
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