Safe Barriers Defender 100LDS User manual

Defender 100LDS™
MASH TL-3
Low Deflection
Temporary Steel Safety Barrier
Anchored
Product Design and Installation Manual
Safe Barriers Pte. Ltd.
Reference: D100LDS-M-1804
April 18

Defender 100LDS™ – Product Manual Version 1.4 1
Safe Barriers Pte Ltd
REVISION HISTORY
Safe Barriers Pte. Ltd.
PO Box 148, Novena Post Office, Singapore 913017
T: [phone]
W: www.safebarriers.com
E: [email protected]
Local Information
Australia 1800 169 799
New Zealand 09 9507186
USA 1 888 215 4535
Email All Locations [email protected]
Rev
No.
Author
Reviewed/Approved
Description
Date
Name
Signature
1
C.Lee
R.Hood
Draft Issue
30 April 2017
2
D.Moule
R.Hood
Ver 1.0
21 Sept 2017
3
D.Moule
R.Hood
Ver 1.1
16 Jan 2018
4
D.Moule
R.Hood
Ver 1.2
22 Jan 2018
5
D.Moule
R.Hood
Ver 1.3
15 March 2018
6
D.Moule
R.hood
Ver 1.4
17 Apr 2018
7

Defender 100LDS™ – Product Manual Version 1.4 2
Safe Barriers Pte Ltd
Advice for your Safety
Ensuring all handlers of the product detailed within this installation manual are aware of the
potential hazards that could arise while using this product, the guidelines set forth within
ASNIZ535 series standards are identified and displayed where appropriate to show the
activities potential severity.
Safety Alert Symbol
This symbol is to alert you to potential personal injury hazards. All safety messages that have
this image attached shall be followed to ensure injury and death does not occur.
DANGER Symbol
This symbol defines a situation that is hazardous and which, if cannot be avoided, will result in
death or serious injury.
WARNING Symbol
This symbol defines a situation that is hazardous and which, if cannot be avoided, could result
in death or serious injury.
CAUTION Symbol
This symbol defines a situation that is hazardous and which, if cannot be avoided, may result in
minor or moderate injury.
NOTICE Symbol
This symbol defines a situation that could potentially result in non-personal injury. I.e.
property damage.

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Safe Barriers Pte Ltd
Contents
1. Introduction 5
1.1. System Overview 5
1.2. Delineation 6
1.3. Important Notes 7
2. Design and Performance 8
2.1. Barrier Design 8
2.1.1. Physical Barrier Design 8
2.1.2. Alignment Design 8
2.1.3. Clear Zone, Offset and Deflection Requirements 8
2.2. Barrier Installation 9
2.2.1. The Anchored System Installation 9
2.2.2. Installation Termination and Crash Cushions 10
2.3. Barrier Performance 11
2.3.1. Point of Need 11
2.3.2. Length of Need Deflection 11
2.4. Pavement Conditions and Anchorage Requirements 13
2.4.1. Pavement Conditions 13
2.4.2. Anchorage 13
3. Installation Procedure 14
3.1 Planning 14
3.1.2 Length of Need Anchor Layout Requirements 14
3.1.3 Terminal Anchor Layout Requirements 15
3.2 Lifting and Loading 16
3.3 Loading –Unloading Sequence 17
3.4 Site Activities 18
3.4.1 Unloading Sequence 18
3.4.2 Connection of the Units 18
3.4.3 Anchor Pin Installation 20
3.5 Post Construction and Maintenance 21
3.5.1 Post Installation Inspections 21
3.5.2 System Maintenance 21
3.5.3Post Impact Pin Relocation 22
3.5.4 End of Useful Life 22
Appendix A Product Drawings 23
Appendix B End Terminal 27
Appendix C Crash Test Summary 28
Appendix D Installation Checklist 29
Appendix E State & Local Approvals 30

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Safe Barriers Pte Ltd
Table Index
Table 2.1: Design Deflection Table .............................................................................................11
Figure Index
Figure 1.1: Defender 100LDS™ Cross Section...............................................................................5
Figure 1.2: Barrier Installation Setup for 3-11 LDS Crash Test......................................................6
Figure 2.1: Standard Barrier Unit ................................................................................................9
Figure 2.2: TAU-II End Terminal.................................................................................................10
Figure 2.3: Point of Need Diagram ............................................................................................11
Figure 2.4: Defender 100LDS™ Clear Zone Requirements ........................................................12
Figure 2.5: Ground Anchor Pin Installation Location ................................................................13
Figure 3.1: Defender 100LDS™ Anchor Layout ...........................................................................15
Figure 3.2: Top Rail Slot with Lifting Plate ................................................................................16
Figure 3.3: Loaded Truck ............................................................................................................16
Figure 3.4: Sequence of Unit Connection...................................................................................19
Figure 3.5: Correct Pin Installation .............................................................................................20
Figure 3.6: Incorrect Pin Installation ..........................................................................................20
Appendices
Appendix A Product Drawings 23
Appendix B End Terminal 27
Appendix C Crash Test Summary 28
Appendix D Installation Checklist 29
Appendix E State & Local Approvals 30

Defender 100LDS™ – Product Manual Version 1.4 5
Safe Barriers Pte Ltd
1. Introduction
1.1. System Overview
The Defender 100LDS™ is a steel safety barrier that is made of hot dip galvanised steel and is
intended for use as a temporary barrier system for the protection of workers and motorists
within and through a work zone. The barrier is anchored to the road surface every 9.15 metres.
The secure connection of the Defender 100LDS™ units is made by interlocking the Male and
Female end units together with the insertion of a connection pin to secure each unit in place.
The cross section of the unit is detailed within Figure 1.1 below and consists of a 680mm width
base with an 800mm height which results in a centre of gravity at 342mm. Each single unit is
3959mm in length, with an effective barrier length of 3900mm and weighs 303kg, or 77.7kg
per lineal meter.
Figure 1.1: Defender 100LDS™ Cross Section
The Defender 100LDS™ has undergone the crash tests required by MASH 16 and
AS/NZS3845:2015 for safety barriers, as well as the mandatory test for transitions from the
safety barrier to the end terminal. A more detailed description and crash test results are
detailed within Section 2.3. The system can be installed in one (1) configuration:

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Safe Barriers Pte Ltd
•Defender 100LDS™, anchored every second barrier at a maximum of 9.15m between
anchors with TAU-II End Terminals at each end with a minimum of 20 barriers between
terminals.
Figure 1.2 below shows the general arrangement of the Defender Barrier™System before test
3-11.
Figure 1.2: Barrier Installation Setup for 3-11 LDS Crash Test
1.2. Delineation
Barrier installations, whether they are permanent or temporary, may require delineation to be
attached for the duration of the installation. The type/shape/colour of this delineation will
vary dependant on the local regulatory requirements. Local regulations should be reviewed to
ensure correct delineation is attached to the Defender 100LDS™.
No modifications are to be made to the
skin of the barrier without prior approval
form the manufacturer.

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Safe Barriers Pte Ltd
1.3. Important Notes
Defender 100LDS™ must be installed in accordance with the approval conditions of the
governing road authority in your state or country. Proper site design and deployment of the
Defender 100LDS™ is essential to assure performance. If you have any questions about the
deployment of the Defender 100LDS™ please contact Safe Barriers before deploying the
barrier.
Incorrect installations can lead to outcomes different from the
laboratory certification test outcomes.

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Safe Barriers Pte Ltd
2. Design and Performance
2.1. Barrier Design
2.1.1. Physical Barrier Design
The standard barrier unit, as detailed within Section 1.1, has an effective barrier length of
3900mm with a base width of 680mm and a height of 800mm. The units are connected using
male to female connections with an additional connecting pin through the centre of the joint
assembly to ensure a secure connection.
The lifting points are located within the slots in the top rail which allow access to the lifting
plates. The lifting plate has a dual purpose, firstly, to ensure structural capacity when lifting
and manoeuvring the barrier into place and secondly, to increase structural capacity of the
system during an impact. All of these components and the general construction of the barrier
unit can be found within Appendix A.
2.1.2. Alignment Design
Horizontal Design
The Defender Barrier™system can be installed to accommodate a minimum horizontal
curvature of 230m. This curvature is accommodated by the end plate assembly connection
containing up to 1.0 degree of horizontal movement per joint. This movement allows each
section to create a bend in the alignment resulting in the ability to curve the barrier along the
roadway to accommodate the road environment.
The sliding/pulling of the units to achieve the required radius
can potentially damage the barrier and/or roadway. Care
must be taken during this process.
Vertical Design
The Defender Barrier™can accommodate a minimum vertical curve radius of 230m within the
roadway. This is due to the short individual sections (3.9m each) and their connections which
contain 1.0 degree of vertical allowance at each joint.
2.1.3. Clear Zone, Offset and Deflection Requirements
The clear zone is the horizontal distance behind the barrier that is required to support the
unobstructed movement of the barrier during an impact. The rear toe of the barrier should be
clear of all obstructions, embankments, kerbing and any other object that will impede the
sliding movement of the barrier during an impact. In the case of the Defender 100LDS™
system, this measurement is also equal to the design deflection that has been obtained during
the required crash testing of the product. These crash tests have been conducted with the
purpose of obtaining the physical deflections that occur during a design impact.

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Safe Barriers Pte Ltd
The incorrect design and placement of the barrier system
can result in outcomes different from the laboratory tested
outcomes.
2.2. Barrier Installation
The configuration (Section 1.1) in which the Defender 100LDS™ System can be installed
requires the use of a TAU-II crash cushion.
2.2.1. The Anchored System Installation
The Defender 100LDS™ has been tested on 150mm asphaltic concrete over / 150mm granular
subbase. The system is anchored to the road surface using two steel ground anchor pins, each
30mm x 500mm, in every second barrier to a maximum of 9.15 metres between anchor
locations. The pins are placed directly opposite each other in the same barrier drain location.
Each barrier has two (2) sets of symmetrically opposed ground anchor pin locations pre-cut
into the barrier drain.
Please refer to drawing D100 within Appendix A for more details.
Figure 2.1: Standard Barrier Unit
3900
150
1350
220
3959
680
800
200
342
Center of Gravity
ITEM DRAWING NO. DESCRIPTION QTY.
1 D1 DEFENDER MAIN BODY 1
D100
DEFENDER 100
D
HOT DIP GALVANISED
SEE PARTS TABLE
RHAPPROVEDRMCHECKEDDCDRAWN BY
DRAWING
REF.
DRAWING
DESCRIPTION
15 Dec. 2016DATE MMDIMENSIONS
FINISH
MATERIAL
Tolerances unless otherwise stated
Machining: up to 300mm ±0.50
300 to ~ ±0.80
Fabrication: up to 300mm ±2.00
300 to 1000mm ±3.00
1000 to ~ ±6.00
Angular: all ±2.0°
APPRD.DRAWN
DESCRIPTIONDATEREV
4 3
C
B
A
4 32
1
D
C
B
A
1 2
SHEET 1 of 1
WEIGHT 302.64 KG

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Safe Barriers Pte Ltd
2.2.2. Installation Termination and Crash Cushions
The Defender 100LDS™ System has been designed to accommodate the following end
treatments:
•TAU-II Crash Cushion
Crash Cushions –End Terminal
Crash cushions can be used for both uni-directional and bi-directional traffic flows. The TAU-
II® crash cushion has been crash tested for use with the Defender 100LDS™ system. Figure 2.2
below shows the TAU-II® crash cushion. The connections and transition details can be found
within Appendix B. The use of a terminal system may be required on both approach and
departure ends of the barrier as per local road authority regulations.
Figure 2.2: TAU-II End Terminal

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Safe Barriers Pte Ltd
2.3. Barrier Performance
2.3.1. Point of Need
The tested length of Defender 100LDS™ is twenty (20) barrier segments or 78.0m. The TAU-II
end terminal is a Non-Gating re-directive terminal which establishes the length of need
location at the nose of the TAU-II end terminal. If an installation is to be less than 78 m,
contact Safe Barriers for further advice.
Figure 2.3: Point of Need Diagram
2.3.2. Length of Need Deflection
The following table outlines the clear zone requirements for each installation type and each
testing requirement. These values can be used during the design process to ensure safe and
adequate clearance is catered for.
Table 2.1: Design Deflection Table
MASH16 Deflection Table
Defender 100LDS™
Test Level 3
2,270 kg Pickup Truck @
100kph
25o
0.93
The above deflection value is the tested deflection on the Length of Need of the Defender
100LDS™ anchored at every second barrier to a maximum of 9.15 metres between
intermediate anchors.
Trailing point
of need Leading point
of need
Direction of travel (2)
Direction of travel (1)
Safety Barrier
Hazard or
Work zone
Offset to travel lane
First possible point of
contact from direction 1
First possible point of
contact from direction 2
Leading impact angle from direction 2, a
Length of need
Leading impact angle from direction 1, a
Two directions
Leading Terminal
(may be outside, inside or partially within the
length of need, see terminal restrictions)
Trailing Terminal
(may be outside, inside or partially within the
length of need, see terminal restrictions)
See road authority
guidelines for angles

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Safe Barriers Pte Ltd
Figure 2.4: Defender 100LDS™ Clear Zone Requirements

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Safe Barriers Pte Ltd
2.4. Pavement Conditions and Anchorage Requirements
2.4.1. Pavement Conditions
The Defender 100LDS™ System has been tested while sitting atop an asphalt surface,
150mm/150mm asphaltic concrete over granular subbase.
2.4.2. Anchorage
The Defender 100LDS™ System is anchored at every second barrier to a maximum of
9.15m between anchor locations using two symmetrically installed 30mm x 500 mm steel
ground anchor pins. The pins are placed in the pre-cut slot in the barrier drain at the base of
the Defender 100 LDS barrier.
Figure 2.5: Ground Anchor Pin Installation Location

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Safe Barriers Pte Ltd
3. Installation Procedure
3.1 Planning
When planning the job, it is essential that the following points are established and agreed with
the contractor:
•The start, finish and alignment of the Defender 100LDS™
•Any curvature of the Defender 100LDS™ in both the horizontal and vertical planes
•There is sufficient clearance from overhead cables to allow lifting
•There is adequate working room and safety zone during installation
3.1.2 Length of Need Anchor Layout Requirements
•Two Anchor pins must be placed directly opposite each other in the pre-cut location at
a spacing of no greater than 9.15 m. refer Appendix A: D100LDS Installation
•Each Defender Barrier™ has two pinning locations on each side of the barrier, 1350
mm apart. Refer Appendix: A D100
•Pins must be placed in the first available holes after the Approach Terminal and before
the Departure Terminal. Refer Appendix A: BSI-1707033-AP
•From the pins installed in the first Length of Need Barrier measure a maximum of 9.15
meters to install the next set of pins in the sequence. In other words, after the first
barrier is pinned, put pins in every second barrier. refer Appendix A: D100LDS
Installation
•Continue with this process for the entire length of need. Because of the distance
between pre-cut pin locations it may be possible that some pins will only be 7.85
meters apart. This is acceptable as it is required to place pins in every second barrier.
•At the Departure Terminal it may occur that pin spacing is narrower than 9.15 meters
or 7.85 meters. As you approach the Departure Terminal ensure that pin spacing does
not exceed 9.15m.
•If the distance between the second to last pin installed and the final pin in the Length
of Need is greater than 9.15 m, place a Pin as close as possible to the mid-point.

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Safe Barriers Pte Ltd
Figure 3.1: Defender 100LDS™ Anchor Layout
3.1.3 Terminal Anchor Layout Requirements
•All Installations of Defender 100LDS™ Systems require an Approach Terminal.
oAppendix A: BSI-1707033 AP and D1-TAU-Approach
•Local Regulations may also require a Departure Terminal.
oAppendix A: BSI-1707033 AP and D1-TAU-Departure
•The Approach Terminal and the Departure Terminal each are connected to a specific
Defender Barrier as part of the tested transition. Each of these barriers is to have 4
anchor pins on each side. Refer Appendix A: BSI-1707033-AP and D7
•After the Approach Terminal, standard Defender Barrier™ is installed for the rest of
the run until the departure point is reached.
•Should a departure terminal be required, install as per Drawings referenced in point 2.
Otherwise terminate in a locally approved manner.
•The minimum installation length between terminals is 78 meters (20 barrier units).
Should it be necessary to install a shorter system due to site conditions contact Safe
Barriers.
3.9 m
TRAFFIC FLOW
ANCHOR
SPACING 1.28 m 9.15 m BETWEEN PINS CONTINUATION OF STD 3.9m UNITS
1XD7 PIN EACH SIDE
TRAFFIC FLOW
1XD7 PIN EACH SIDE
680
800
CONNECTION DETAIL-STEP 1
ORIENATE FEMALE END TO MALE END INSERT THE PIN
F
M
F
M
FEMALE END MALE END
F M
SLIDE MALE END ONTO FEMALE
CONNECTION DETAIL-STEP 2
CONNECTION DETAIL-STEP 3CONNECTION DETAIL-STEP 2
D10 PIN
D
RHAPPROVEDRMCHECKEDDCDRAWN BY
DRAWING
REF.
DRAWING
DESCRIPTION
DATE
DIMENSIONS
FINISH
MATERIAL
Tolerances unless otherwise stated
Machining: up to 300mm ±0.50
300 to ~ ±0.80
Fabrication: up to 300mm ±2.00
300 to 1000mm ±3.00
1000 to ~ ±6.00
Angular: all ±2.0°
APPRD.DRAWN
DESCRIPTIONDATEREV
4 3
C
B
A
4 32
1
D
C
B
A
1 2
SHEET 1 of 1
WEIGHT
MM
DEFENDER D100LDS SYSTEM
INSTALLATION DETAILS
D100-LDS

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Safe Barriers Pte Ltd
3.2 Lifting and Loading
Each barrier unit contains two (2) lifting plates, 1350mm apart. These lifting plates are equally
spaced along the barrier length to ensure adequate weight distribution during the lift and can
be found where the open slots are along the top of the barrier, as shown in Figure 3.1 (right).
Alternatively, when using a forklift to transport the barrier, the forklift prongs can be used
within the drainage slots to lift the barrier and manoeuvre into place.
Figure 3.2: Top Rail Slot with Lifting Plate
Figure 3.2 below shows a fully loaded truck with the maximum number of layers available for
transport. Generally, a standard transportation vehicle (19m flat-bed semi-trailer) will be able
to accommodate three (3) layers consisting of three (3) units per layer. This typical stack can
be mounted on a standard truck three (3) times resulting in a maximum of 27 units per
delivery. These 27 units will enable up to a 105.3m length of run per delivery vehicle.
Figure 3.3: Loaded Truck
680mm
800mm
2600mm
2040mm
100mm Timber Dunnage
D
RHAPPROVEDRMCHECKEDDCDRAWN BY
DRAWING
REF.
DRAWING
DESCRIPTION
DATE
DIMENSIONS
FINISH
MATERIAL
APPRD.DRAWN
DESCRIPTIONDATEREV
4 3
C
B
A
4 32 1
D
C
B
A
1 2
SHEET 1 of 1
WEIGHT

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This loading configuration will result in a width of approximately 2.04m with 800mm height
per layer. The overall height of the loaded vehicle will vary depending upon the trailer height.
In addition to the barrier, and in accordance with Australian transportation requirements,
layers of steal cannot be transported without non-metal separation. In this case, the usage of
100mm x 100mm timber dunnage is recommended, however the use of other non-metal
separation material is acceptable.
3.3 Loading –Unloading Sequence
The loading of each layer consists of identifying the deployment start point.
Deployment from leading terminal (this is the standard). The Defender 100LDS™ units are
loaded with the MALE end to the rear of the truck and the FEMALE end toward the front of the
truck.
1. Base layer of 9 units is loaded
2. Timber dunnage is installed
3. 2nd layer of 9 units is loaded
4. Timber dunnage is installed
5. 3rd layer of 9 units is loaded
The unloading of the truck is done from the rear and done by unloading the full top layer, then
moving to the 2nd layer, and finally the bottom layer.
When un/loading ensure site safety rules are adhered. Special consideration should be given
to the proximity of overhead cables. Ensure that slings/chains used are rated to lift the weight
and have been serviced.
The direction of approach to the site will also affect the barrier loading arrangement. If
delivering to site for installation in the same direction as traffic flow, load the barriers with the
female end to the front of the truck and the male end to the rear of the truck. If delivering to
site for installation against the traffic flow, load the barriers with the male end to the front of
the truck and the female end to the rear of the truck. This will allow the installation to
continue without the need to rotate any of the units during placement.

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3.4 Site Activities
3.4.1 Unloading Sequence
Before the unloading can occur, a check to ensure the delivery vehicle is resting on solid, level
ground is required. This will ensure the barrier units will remain stable when the harnesses are
released.
Please ensure delivery vehicle is level and secure before
releasing the harnesses used for transport. Unstable
barriers are a falling risk.
All slings, chains, tag lines and machinery will need to be checked to ensure they are
maintained and in acceptable working condition.
The unloading sequence is detailed in section 3.3 above..
3.4.2 Connection of the Units
When connecting the units on site, care must be taken to ensure each section is placed level
on the ground with each footing section having contact with the surface. In most cases, the
installation process will begin with the upstream (approach) end of the barrier being installed
first. Once the first unit is placed, each consecutive unit can be lowered onto the joint of the
previously placed unit to create a secure connection at the male/female joints. Once the run
has been installed, a second pass can be conducted to engage the connecting pins at the joints,
marking the correct connections being done.
During the connection of units, ensure spotters are in place
and the use of tag lines is incorporated to reduce the
chance of workers being pinned/pinched by the lowering
barrier.
Figure 3.3 below has been shown in three (3) parts:
Part 1: Shows the difference between the Male (top) and Female (bottom) joints.
Part 2: Shows a typical lifting / connection process using a sling arrangement.
Female Defender Joint
Male Defender Joint
Traffic Direction

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Safe Barriers Pte Ltd
Part 3: Shows the internal connection (before the pin is inserted) of the Male and Female
joints.
Figure 3.4: Sequence of Unit Connection