Saferoad MEGARAIL Operating instructions

Manual for the
Installation, Maintenance & Repair of
MEGARAIL
VRS Systems
Including Steel Step Barrier
REVISION 33Oct2022

2 Revision 33October 2022
Contents
1- General
1-1 Scope
1-2 Quality Assurance
1-3 Durability
1-4 Product Design Warranty and Liability
1-5 Training
1-6 Health and Safety
2- Design Requirements
2-1 Set back
2-2 Containment level
2-3 Working Width
2-4 Vehicle intrusion
2-5 MegaRail systems information
2-6 System progression
2-7 Visibility
2-8 Sloping Ground
2-9 MEGARAIL Height
2-10 Length of MEGARAIL
2-11 Post Foundations
3- Limitations on Use
4- Installation
4-1 Setting out
4-2 Driven Posts and driven foundations
4-3 Concrete Foundations
4-4 Surface Mounted Posts
4-5 Steel Plate Foundation
5- MEGARAIL Assembly
5-1 N2, H1 & H2 systems
5-2 Connection to TCB & OBB
5-3 Mega Guard
5-4 Mega Flex
5-5 Safe End P1
5-6 Safe End P4
5-7 Connection to Other Proprietary VRS
5-8 Installation on Curves

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6- Inspection Maintenance and Repair
6-1 Inspection
6-2 Maintenance
6-3 Repair
6-4 Innovation
7 – Driven and Foundation Post Foundation Testing
7-1 Ground Conditions
7-2 Soil test criteria
7-3 Recording Foundation Test Results
8 - Post Foundation Test Procedure
8-1 Procedure
8-2 Push Test drawings
8-3 Pressure Loading Chart
9 - Company Contact Details

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1. General
1.1 Scope
This manual sets out the procedures for the installation, repair, inspection
and maintenance of all MegaRail vehicle restraint systems both new and in
service supplied by SAFEROAD (inclusive of Mega Guard, terminals,
transitions, steel step corridor & steel step barrier gates). MegaRail has
been designed and impact tested in accordance with the performance
specification laid down in EN 1317 for classes N2, H1 and H2. The product
range has been carefully selected and developed from the SAFEROAD
broader range of systems to suit the requirements of the UK highways
network and is compatible with all Non-proprietary Safety barrier Systems
(NPSBS) and all reputable EN 1317 proprietary systems.
1.2 Quality Assurance
SAFEROAD are fully compliant with BS EN ISO 9001, and have procedures
in place to ensure compliance with EN 1317. SAFEROAD are committed to
providing quality products and services which fully comply with the
specification.
1.3 Durability
SAFEROAD’s Megarail products have a minimum serviceable life of twenty
years, this covers all safety barrier, terminals, transitions and crash
cushions.
1.4 Product Design, Warranty and Liability
The product assurances given by SAFEROAD for design, warranty and
liability for the MegaRail family of products will be invalidated if it is
demonstrated that components have been used from an unapproved source
in installation, maintenance or repair and if the VRS does not comply with
SAFEROAD’s specifications. Due to Saferoad’s research and development
program, systems are evolving constantly, so before installation reference
should be made to the Saferoad website to ensure that you are working to
the latest drawings.
When connecting to another safety barrier system we recommend that the
screws in the joint or beam lap should be supplied by SAFEROAD unless
the other promoter gives express permission to use their fasteners in which
instance SAFEROAD will accept the connection as long as the system being
connected to is fully tested and approved to EN 1317 or is an NPSBS safety
barrier.
1.5 Training
SAFEROAD’s policy is that all works to install, repair, inspect and maintain
MegaRail VRS on UK roads must be undertaken by fully trained and
properly qualified personnel in accordance with the mandatory requirements
of Sector Scheme 10B and as specified in the Design Manual for Roads &
Bridges (DMRB) volume 2 section 2 part 8, CD377 Requirements for Road
Restraint systems (which has replaced TD 19/06), and the Specification for

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Highway works Volume 1 clause 104. Sector Scheme 10B training is
available from SAFEROAD’s Lantra Awards approved training centre.
SAFEROAD’s training policy extends to anyone installing MegaRail from
outside of the UK who already has MegaRail training and therefore these
erectors must also have the LANTRA basic training for safety barriers and
hold a Blue, Gold or Black CSCS / FISS card. For details of available
training contact SAFEROAD. (Company contact details on page 28)
1.6Health and Safety
It is the installer’s responsibility to ensure that all necessary safety
procedures are in place and implemented at all times. The site specific
conditions and restrictions should be assessed and a risk assessment,
method statement and lift plan produced by the installation company for the
specific site. All endeavours must be used to ensure that no one is injured or
put at risk during the installation, repair, inspection or maintenance of the
MegaRail VRS systems.
2. Design Requirements
The installation, inspection and repair of the MegaRail family of products
must comply with the requirements of The Specification for Highways Works
series 400, CD377 Requirements for Road Restraint systems, CD127, EN
1317 and SAFEROAD product specifications. It is important to note that
whilst product specification is constant, the requirements of Highways
Authorities across Europe will have differing constraints. This manual only
takes cognisance of the requirements in the UK.
2.1 Set Back
Set Back should normally be as described in the table below, but the
Design Organisation may use further relaxations in accordance with the
notes on the table which is taken from CD127 2.24
If both set back and working width cannot be achieved, we recommend that
set back should be reduced and working width maintained.
(i)
(ii)
(iii)
Relaxation to 1000mm at existing roads with physical restraints (e.g. a structure)
where it would be difficult to provide the desirable value.
Relaxation to 450mm will be permitted where it is considered necessary to position
the VRS away from the edge of an existing embankment in order to provide support
to the foundation.
Available relaxations at sites
described in footnotes
1200
600
1200
Note (i), (ii)
Note (iii)
Note (i), (ii)
In verges with no adjacent hard
shoulder or hard strip
In verges with an adjacent hard
shoulder or hard strip
Central reserves
Desirable minimum
setback value (mm)
Location
Design Organisations may, where justified, consider Relaxations to set-back as follows:
Relaxation to 600mm for roads of speed limit 50mph or less (including temporary
mandatory speed limits).

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In central reserves where there are two single sided safety barriers it must
be ensured that the working width is maintained between the two.
Note: For either of the above situations, a departure from standard must be
obtained from the overseeing authority.
2.2 Containment level
This is the type of vehicle the system is designed to retain at a given speed
and angle of impact, see table below for the test criteria.
The system identification is made up of the containment level and the
working width for example N2 W2 for details of the available systems and
the post centres please see the table on page 8 and the working width table
below.
2.3 Working Width
The working width is the distance between the traffic face of the VRS and
the furthest point of deflection and therefore a safety barrier should be
selected to suit the location, see table below for working width classes
KPH MPH
N2 1500kg Car 110 68 20 degrees
900kg Car 100 62 20 degrees
H1 10000kg Rigid HGV 70 44 15 degrees
900kg Car 100 62 20 degrees
H2 13000kg Bus 70 44 20 degrees
900kg Car 100 62 20 degrees
Containment
level
Test Vehicle
Test speed
Impact
angle

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2.4 Vehicle intrusion
Consideration must be given to the available space behind the VRS
system to ensure that the errant vehicle does not strike the obstruction
when the system is impacted. Although a system may have a working
width of W2 ≥800mm its class of normalised vehicle intrusion (VI)
rating may be VI4 ≥1300mm.
See sketch below.

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2.5 MegaRail systems Information

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2.6 System progression

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2.7 Visibility
The design layout of the MegaRail shall comply with the sight distance
requirements set out in CD109 (section 3) which has replaced TD 9.
2.8Sloping Ground
The ground below the MegaRail shall be near level within the set back and
working width as shown in CD377 figures 3.28 & 3.29.
2.9MegaRail height
The MegaRail systems should be set to the heights shown on the drawings
with a tolerance of plus or minus 50mm for all systems. Where the kerb
height is less than 100mm and the distance between the face of the beam
and the edge of the adjacent paved area is less than 1.5m the height should
be measured from the edge of the paved area.
Where the kerb height is less than 100mm and the distance between the
face of the beam and the edge of the adjacent paved area is greater than
1.5m the height should be measured from the ground beneath the beam.
See drawing MR-GA-001
On certain systems where the kerb height is more than 100mm and the
distance between the face of the beam and the edge of the adjacent paved
area is less than 250mm the height should be measured from the edge of
the paved area.
Where the kerb height is more than 100mm and the distance between the
face of the beam and the edge of the adjacent paved area is greater than
250mm the height should be measured from the top of the kerb or adjacent
ground level.
See drawing MR-GA-003
See notes on system drawings to determine which method to use.
MegaRail installation and maintenance tolerances
Maintenance
tolerance
+/- 50mm
+/- 75mm
+/- 30mm
+/- 30mm
+/- 100mm
+/- 100mm
The maintenance tolerance can be used during
installation when the safety barrier height reference
is changing from carriageway to verge level or when
connecting to an existing VRS.
Post centres
Alignment
Height
Installation
tolerance

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2.10 Length of MegaRail
The minimum length of MegaRail required to meet the length of need FOR
N2, H1 or H2 systems are shown on our drawing numbers MR-GA-042 &
MR-GA-043.
Where MegaRail is being erected between other VRS systems, for example
between two parapets, the minimum length can be to suit the need. EN
1317 states: the length of the safety barrier tested shall be sufficient to
demonstrate the full performance characteristic of any longer length. It does
not require a minimum length of installation.
2.11 Post Foundations
The type of post foundation used will be dictated by the ground conditions
on the site. As a general rule, soil type ground properly compacted will allow
the use of driven posts or driven foundations. The suitability of driven posts
or foundations must be established by following the SAFEROAD testing
procedure for MegaRail driven posts or foundations.
Where site conditions preclude the use of driven posts, the posts may be
surface mounted or set in concrete foundations.
When using surface mounted posts, the anchors must be proven by
applying the test loads set out in the SAFEROAD testing procedure for
surface mounted MegaRail posts. The contractor must also prove by
calculation that the foundation will resist the overturning moment and that
the posts will become plastic before any movement in the foundation occurs
at the initial type test angle as described in EN 1317.
For posts set in concrete foundations the same test criteria applies as for
driven posts. However, this does not ensure a survivable foundation. A
compliant foundation which will pass the soil test can move under impact
such that it may need to be replaced when the VRS is repaired.
We recommend that survivable foundations are designed and installed
wherever practical. We would suggest this is clarified with the scheme
designers.
3. Limitations on Use
MegaRail VRS must be installed in accordance with this manual, current
MegaRail drawings, BS EN 1317, series 400 MCHW, CD377, CD127, TD 9
and
Refer to CD377, MR-GA-42 & MR-GA-43 for minimum lengths.
Refer to section 5.8 for installation on curves

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4. Installation
It is the installers responsibility to ensure that they are working to the current
manual and drawings.
These can be found at www.saferoad.co.uk/products/safety-barrier/
4.1 Setting Out
Establish the length of need both in advance and on departure from the
hazard excluding terminal lengths. Set out the post pitches ensuring that the
length of need is covered. If there are any obstructions on the fence line and
if the site conditions do not allow a post to be installed on the system pitch
deviations can be applied. The obstructed post can be omitted and extra
posts installed to span the obstruction.
Please note that each system has different rules so refer to each system
drawing GA-40 for details as to what can be done.
Although it would be beneficial to use the holes already in the beam it is
acceptable to drill new holes on site in the desired position and treat the
beam with a zinc rich paint to comply with the galvanising specification BS
EN ISO 1461.
Another method of deviating is by using an offset post. The posts can be
manufactured to suit the location within the following parameters, the base
plate must be a minimum of 50mm thick and the offset plate no longer than
700mm. Refer to each system drawing GA-00 for details.
The post pitch must return to the correct system position within 8 metres of
the last correctly positioned system post as and remain correctly positioned
for a minimum of 4m.
If obstacles cannot be circumvented by these methods it may still be
possible to provide a compliant design, contact our technical department
whose details can be found at the back of this manual.
If a bridge expansion joint is to be spanned, then a pre-assembled
expansion beam assembly should be installed as per drawing MR-GA-025.
Where system progression is required, the progression should be by only
one working width at a time. i.e. N2 W3 to N2 W2 or N2 W3 to N2 W4.
4.2 Driven Posts
Before any post driving is considered the area should be thoroughly
checked for the presence of services. Wherever it is practicable, the
installation of VRS over services should be avoided. We would recommend
a minimum of 500mm safe working distance between driven posts and
adjacent services.
Ensure the correct post is used and that on the verge the closed side of the
post faces the oncoming traffic. In the central reserve the closed side should
face the oncoming traffic on the carriageway nearest the VRS.

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Drive the posts to the correct height and line.
When driving the posts some minor damage to the post top is inevitable,
however this is generally superficial and does not affect either performance
of the post or serviceable life. Minor damage could be
Local crushing of galvanizing on post top.
Local micro cracking of posts.
Curling inwards of post top, local to top 10mm.
Driving times of more than 3.5 minutes for each post indicate that the
ground conditions are too hard and excessive damage may occur to the
posts and therefore in these circumstances concrete foundations should be
used as an alternative to driven posts. Examples of excessive damage are
Serious splitting of post top.
Distortion of preformed post holes
Curling inwards of post top, exceeding top 11mm
Unless the driven post has suffered significant deformation, it is unlikely to
lead to any detrimental effect on the VRS performance.
Posts may be up to 5 degrees out of vertical alignment and up to 5 degrees
out of rotational alignment without affecting the performance of the system.
On rotational alignment, the face of post must be in contact with the beam
for more than 75% of designed contact area.
It is also important to be aware that post damage does not only occur above
the ground where it can be seen, hard ground conditions can cause an
unacceptable amount of damage in the ground where it is not readily
detectable.
Regarding damage to the galvanisation, it is useful to note that during
testing of VRS the thickness of galvanizing does not contribute to the
performance level of the system, this is achieved through a combination of
structural shape, steel thickness and grade. It can be reasonably taken that
the system will still perform as tested even without any galvanized coating
thickness. The specified minimum life laid down in the specification for
highways works is generally exceeded in most situations as can be seen by
inspection of galvanized systems that have been installed in excess of 30
years. Saferoad have developed a driven foundation which can be driven as
a post is but is used as a socket. It is soil tested to the same standards as a
driven post.
4.3 Concrete Foundations
Before any excavation is considered the area should be thoroughly checked
for the presence of services. Wherever excavation is with a machine bucket,
it is preferable that the bucket should not be fitted with teeth.
The foundation design and size should be established by the installation of
test foundations before the actual permanent foundations are constructed.

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The test foundation should be designed so that the risk of displacement
under impact is avoided when struck at type test angle. (See section 7)
•Establish post centres and excavate foundations tothe size established.
When constructing the foundations ensure there isa minimum of100mm of
concrete cover to the post socket (70mm onaugured foundations). It is
advisable tohave some socket length protruding from the finished concrete
level andup to 100mm isacceptable.
•Excess spoil should wherever possible should be spread locally to avoid
unnecessary lorry movement andland fill otherwise it should bedisposed of
at a licensed tip. Or atan agreed location on site for disposal by others ina
correct and environmentally responsible manner.
•Where the sides of the excavation cannot be kept vertical then suitable
permanent ortemporary casings shall be used.
•Place concrete inthe foundation. Concrete should be able toresist the
plastic moment ofthe post when loaded at90 degrees (theposts strongest
axis) RC20/25 is the minimum grade of concrete- ST5 is an accepted
alternative prescribed concrete.
Thesuitability ofany concrete foundationirrelevant of what concrete grade
has been used can be demonstrated by destructive testing ofposts within a
particular foundation. To prove compliance the post must collapse without
causing any cracking or other failing of the concrete. This isnot to be
confused with a soil test, when testing to destruction the foundation may
move within the soil before the post collapses unless survivable foundations
have been installed.
•Put the post and socket (if required) into the concrete, install the reinforcing
ring and set the post toline and level. Make final adjustments to height and
line before the initial set ofthe concrete. Slope the concrete away from the
post and socket to help avoid corrosion where possible.
•The socket should be protected from the incursion of detritus by use of a filler
such asexpanding foam.(see series 400, 403.10)
•Where the concrete foundations are in filter drains they may require casings.
The outside of the casing should be backfilled with uncontaminated filter
media on the line of the filter drain, and backfilled with the excavated spoil
elsewhere. Aplastic membrane of at least 125 microns thick should be laid
at the base to prevent contamination of the filter media. In some filter drains
casings may not be required asthe filter drain “stands up” andmaintains
vertical sides unaided. Consideration should begiven byall parties onthe
best method of preventing contamination of the filter media, whilst taking into
consideration that in certain circumstances contamination may not be an
issue.
•It iscritical when determining the size of all test foundations that the lack of
ground support isconsidered and the foundation isofsufficient volume to
support the post and allow ittobecome plastic before the foundation is

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levered clear of the surrounding ground when the VRS is struck at the type
test angle.
4.4 Surface Mounted Posts
•Surface mounted posts are normally only used in locations where driven or
posts in sockets are not practicable, and therefore are often mounted on a
concrete slab of limited thickness. It must be ensured that such a slab is
adequately reinforced and is capable of resisting the overturning forces
incurred under impact at the initial type test angle. This should be
demonstrated through calculation and a design submitted to the overseeing
authority for approval.
•The foundation should be excavated to the correct depth in a continuous
length to at least the minimum length the design permits. Sides should be
shuttered where required and the reinforcing steel set in place. Reinforcing
should be designed in such a way that it is compatible with the use of
SAFEROAD anchorage systems which is the preferred method of anchoring
in a purpose-built foundation. However please note resin anchors can be
used.
•Concrete should be placed directly from the delivery truck and compacted
using vibration; posts on anchorages should be placed before the initial set
of the concrete and set to line and level, the concrete should be re-vibrated
around the anchorage after it has been placed in the concrete to ensure
there are no voids.
•Excess spoil should wherever possible be spread locally to avoid
unnecessary lorry movement and land fill otherwise it should be disposed of
at a licensed tip. Or at an agreed location on site for disposal by others in a
correct and environmentally responsible manner.
•Where the design organisation has deemed existing construction to be
suitable to provide a foundation for surface mounted posts the posts will be
installed on drilled anchors.
•The anchorage system must be installed in accordance with the
manufactures instructions and tests must be carried out as specified in
BS 5080 Part 1 to ensure the required strength has been achieved, see
table below. The frequency of the tests will be not less than 1 in 20 or as
specified in the contract.
•It is critical when fitting resin anchors that the holes are drilled to the correct
diameter and depth then thoroughly cleaned using clean compressed air
and or brushes.
•When the resin anchor has cured, fasteners should be tightened to the
minimum torque and thread engagement. Posts should be sat on a grout
bed of between 10 and 30mm where the concrete conditions dictate.
Alternatively, a plastic bed with a compressive strength in excess of the
plastic moment of the post may be used.
•When the grout has set the anchors should be tightened to 60 to 80Nm

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•Surface mounted posts should be manufactured to the correct height for the
location the use of detachable height adjusters is not permitted.
4.5 Steel Plate Foundation
It is becoming increasingly common to install a conventional safety barrier
across a structure in front of an existing parapet. This inevitably leads to
conflict between anchorage positions and the reinforcement within the
structure. There can also be an issue where ducts have been cast into the
bridge and sit on the line of the VRS at minimum setback and working width.
There are limited options to overcome these issues.
1. Cut through the reinforcing. Possibly compromising the structure.
2.Fill any ducts with concrete. Not guaranteed to be successful.
3. Introduce a secondary foundation which can be anchored to the bridge
and is able to receive the VRS post at its prescribed location.
In many instances the only acceptable option will be the 3rd solution.
This involves fixing a steel plate to the structure (See drawing MR-GA-026)
anchored by 4 number M20 A4-80 internally threaded stainless steel
anchorages resin bonded. The position of these anchorages can be
adjusted to avoid damage to reinforcement and or ducts.
The plate should be positioned so that the VRS post which is fixed to the 4
threaded M20 holes is in the correct position. Once this is done any of the
multiple anchorage holes can be used to secure the plate foundation to the
structure. In this way damage to the structure is avoided.
The adequacy of the foundation plate should be confirmed by performing a
pull out test equal to that applicable to the system which will be installed and

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also a push test on the surface mounted post equal to the load required for
the system which the plate is acting as a foundation for.
5 MegaRail ASSEMBLY
5.1 N2, H1 & H2 systems
•Posts must be set as described in section 4 and the post pitches and
positions must be as the system drawings dictate.
•Beams should be hung on the posts using the correct fixing hand tight only.
Beams must be hung in the correct orientation so that the teardrop holes in
the beam are over the top of the circular holes in the adjoining beam. The
system is innovatory designed to ensure there is no requirement for slack
removal using tapered bars. The beams are fastened with MegaRail M16
lap bolts. For diameter of the post bolts and all torque settings refer to the
MegaRail manual.
•Pedestrian or motor cycle protection should be fitted if it is required as the
system is assembled.
•An inspection of the safety barrier should be carried out using the inspection
check list on page 20, taking into account the tolerances detailed in section
2.9 above.
NOTE: when securing MEGARAIL fasteners, a minimum of one thread must
appear through the nut.
5.2 Connection to TCB and OBB
For connection to either TCB or OBB please see MegaRail drawing
MR-GA-040. The system requirements for both NPSBS and MegaRail must
be adhered to. When connecting to either TCB or OBB correct system
progression must be maintained. If connecting to TCB there must be an
adjuster assembly in the TCB within 35m of the connection. Connection to
OBB should be made using an A06 connection piece.
5.3 Mega Guard
Mega Guard should be installed on a concrete foundation, minimum length
of slab/trench detail as stated in General Note 6 on drawing H2W1-GA-11.
The slab/trench detail should be reinforced to prevent cracking.
When installing Mega Guard at standard 2mtr post spacings or using
permissible deviations, singular foundations may be used – minimum size
and type of foundation will be determined by following the post foundation
testing procedure.
When using surface mounted posts, these should be fixed with SAFEROAD
anchorages if wet set. Or a suitable proprietary resin anchor if post drilled.
Posts to be set on a grout bed of between 10 and 30mm. Beams should be
hung on the posts using the correct fixing hand tight only. Back Beams must
be hung in the correct orientation so that the arrow goes with the flow of
traffic. The beams are fastened with Mega Flex M16 lap bolts which should

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be tightened to between 70 and 140Nm. Post bolts should be tightened to
between 70 and 140Nm.
•When Mega Guard is installed as a safety barrier it may also be set in
sockets. However, when used as a parapet system it may only be set on
base plates.
5.4 Mega Flex Transition
•There are 3 Types of Mega Flex transition: -
1. Mega Flex to Mega Guard
2. Mega Flex to Aluminium Parapet
3. Mega Flex to Steel Parapet
•Posts must be set as described in section 4. Post pitches must be as the
system drawings, deviations within the transition are not permitted.
•Beams should be hung on the posts using the correct fixing hand tight only.
Backing beams must be hung in the correct orientation so that the arrow
goes with the flow of traffic. The beams are fastened with Mega Flex M16
lap bolts which should be tightened to between 70 and 140Nm.
•Post bolts should be tightened to between 10 and 17Nm
•An inspection of the safety barrier should be carried out using the inspection
check list on page 20.
5.5 Safe End P1
The Safe End P1 can be installed on either driven or concrete foundations.
The soil suitability should be established by applying the following test. A
bending moment of 6.5 kNm (6500Nm) must be achieved before the post’s
deflection exceeds 100mm, see sections 7 and 8 of this manual. In all
circumstances the post nearest the adjoining VRS should be the test post,
or a sacrificial post in the same area.
Please note if test data already exists from the adjoining VRS then this is
acceptable as confirmation that the ground conditions are suitable for the
P1.
The Safe End P1 can be used on high speed roads on the departure end of
a VRS. or where the speed limit is less than 50mph on both approach and
departure ends of a VRS.
The Safe End P1 can be connected to any N2 W2, W3, W4 or W5 system.
The Safe End P1 can also be connected to any H1 W2,W3 or W4 systems
that have been dual tested as N2 such as H1W3 ep and H1W3 ec3.3.
Refer to System progression chart on page 9 for compatible systems.
5.6 Safe End P4
The Safe End P4 can be installed on either driven or concrete foundations, a
foundation size of 450mm diameter by 1200mm deep should be sufficient.
The soil suitability should be established by applying the following test. A
bending moment of 8.5 kNm (8500Nm) must be achieved before the posts

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deflection exceeds 150mm measured at a height of 610mm, see sections 7
and 8 of this manual.
Please note if positive test data already exists from the adjoining VRS then
this is acceptable as confirmation that the ground conditions are suitable for
the P4.
If there is no test data for the adjoining VRS then a sacrificial post will be
needed to be installed to allow testing.
The Safe End P4 can be connected to any N2 system of the following
working widths, W1, W2, W3, W4, W5 and W6 which means it can be
connected directly to OBB and TCB see system drawings P4-GA drawings.
It can also be connected directly to MegaRail H1 W4.
Where the Safe End P4 is being installed over shallow drainage or other
obstruction it is advisable to reduce the length of the anchorage nail to an
absolute minimum of 800mm, the cut end of the nail should be treated with
zinc rich paint in accordance with the galvanising specification BS EN ISO
1461. The shortened nail should be set in a concrete foundation of not less
than 500mm square x 900mm deep
5.7 Connection to Other Proprietary VRS
SAFEROAD have such confidence in the MegaRail family of products and
their total compliance with EN 1317 that they are willing to allow connection
to any other reputable EN 1317 system that has been correctly tested and
where the promoters of that system confirm their product will perform
correctly up to but not including the joint.
SAFEROAD will guarantee the joint if it has been connected using our
fixings and is in specification. We will not however guarantee the
performance of the other system. It is critical that in the area of the
connection post centres are correct for both systems. Deviations should be
at least 8m from the joint.
5.8 Installation on Curves
On curves with a radius greater than 50 metre standard beams can be used.
On 30 metre radii to 50 metre radii 2 metre beams may be used.
On 5 metre to 30 metre radii pre-formed radius beams must be used.
Radii less than 5 metre cannot be achieved.
No pre-formed radius beams can be used on systems with post spacings
greater than 4 metres for example N2W4 EP c/c which has 6 metre post
spacings.
The normal system progression rules must be applied either side of any
radius.
MegaGuard cannot be used on radii less than 80 metre.
Megaflex Transition does not have a radius option and must be installed in a
straight line for the section that contains the backing beam, it then can be
flared up to a maximum of 250mm.

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6. Inspection Maintenance and Repair
6.1 Inspection
One of the MegaRail inspection certificates shown below should be
completed for each VRS fence and submitted to the client to confirm the
system has been inspected and is certified as compliant. The installation
must be checked and certified as compliant using the system drawings.
Specification and compliance with the contract drawings should also be
agreed. Where installation differs from the contract drawing the reason
should be documented. The system will not be deemed compliant unless
certified by a suitably qualified person who can demonstrate competence.
Either through LANTRA training or approval from SAFEROAD.
VRS INSPECTION CERTIFICATE
DATE:
CONTRACTOR:
CONTRACT:
LOCATION:
TYPE OF BARRIER:
Within Specification
CHECKS
Yes
No
N/A
COMMENTS
SET BACK
WORKING WIDTH
HEIGHT
SYSTEM
PROGRESION
FASTENERS
TERMINALS
BEAM
POSTS
FOUNDATIONS
SIZE:
ID MARKINGS
I confirm that I have checked the safety barrier in the above location and confirm that
the inspected work has been completed in accordance with the specification.
Signed on behalf of Installer
Signed on behalf of Contractor/ Client (when applicable),
Lead Fencer or Supervisor
Main Contractor
Client
Name (Print):
Name (Print):
Name (Print):
Signature:
Signature:
Signature:
Date:
Date:
Date: