PWS_QUUG_181008_ATFP_Add_Alt_Apron_Security.pdf

PERFORMANCE WORK STATEMENT

(PWS)

FOR

QUUG 18 1008

ADD/ALT APRON SECURITY

CIVIL ENGINEERING 496 ABS/CEORM

(28 May 2018)

PERFORMANCE WORK STATEMENT (PWS)

TABLE OF CONTENTS

SECTION PAGE

1. DESCRIPTION OF SERVICES 5-6

2. SERVICES SUMMARY 6

3. GOVERNMENT FURNISHED PROPERTY AND SERVICES 6

4. GENERAL INFORMATION 6/8

5. APPENDICES 9-65

6. DRAWINGS 01-06

1. DESCRIPTION OF SERVICES. The contractor shall provide all management, tools, supplies, equipment and labor needed to repair existing TT212M crash beam barriers (4 units), provide and install TT212M crash beam barriers (3 units), install FOD grate (2 units) and provide and install TC8 sabre tooth in accordance with the plans attached.

1.1. Description of Work.

The work will consist of:

- Zones A, B, C and D: Repair and service existing TT212M crash beam barrier manufactured by DELTA Scientific. Existing corrosion will be removed and the barrier will be painted (prime and two finished coating in accordance with manufactured recommendation). Bearing will be greased or replaced as required.

Parts bended or defective will be replaced. Concrete supports will be repaired and painted. All the maintenance activities shall be accomplished following manufacturer recommendation (see appendix A).

- Zones E, F, and G: Provide and install TT212M crash beam barrier manufactured by DELTA Scientific. Concrete footing support will be accomplished in accordance with manufactured recommendation, the barrier will be installed and painted (prime and two finished coating IAW manufactured instructions). All the maintenance activities shall be accomplished following manufacturer recommendation (see appendix A).

- Zone H: Install in the out lane of main road IAW attached drawing a group of three units of Sabre Tooth traffic controller model TC8 from DELTA Scientific.

- Zone I: Replace existing damage 6.10x4.30 meters galvanized FOD steel grate by a new one of the same characteristic and dimension.

- Zone J: Provide and install new 6.10x4.30 meters galvanized FOD steel grate on concrete box of the same characteristic of Zone I.

1.2. Special Requirements.

FOD grates will be accomplished using as reference existing model as indicated in the attached drawings. The contractor must submit shop drawings for approval before to accomplish any work. Shop drawings shall include the civil work and the mechanical configuration of the galvanized angles and steel plates. The contractor shall not be authorized to perform any work until such drawings have been approved by the Contracting Officer.

1.3. Regulation.

It is mandatory to meet all the requirements established in par 6-1.4 Crash Beam Barrier System and 6-2.8 Tire Shredders from UFC SELECTION AND APPLICATION OF VEHICLE BARRIERS 4-022-02, 8 June 2009. See appendix B.

1.4. Final Cleaning.

Final cleaning of installations affected by this contract.

1.5. Period of Performance.

The period of performance for this contract is one hundred and eighty (180) days of field work. The contractor will provide its deadline with its proposal.

The items mentioned and the list of main tasks do not limit in any way the responsibility of the contractor to perform all work required by the contract to provide a complete and operational installation.

2. SERVICES SUMMARY.

Performance Objective SOW Performance Threshold Activities. Par 1.1 100%

3. GOVERNMENT FURNISHED PROPERTY AND SERVICES.

3.1. Use of Base Utilities: Base utilities are available to the Contactor at no additional expense to the Contractor. The following utilities shall be available from the existing Base utility connections in reasonable quantities:

a. Electricity 120/208 volts, 60 Hz.

b. Water.

All of the equipment, materials and labor required to accomplish the aforementioned items stipulated shall be supplied by the Contractor, as part of this contract.

4. GENERAL INFORMATION.

4.1. Security Requirements. The contractor will request installation access through 496

ABS/CE.

4.2. Physical Security. The contractor shall be responsible for safeguarding all government property provided for contractor use. At the close of each work period, government facilities, property, and materials shall be secured.

4.3. Hours of Operation.

4.3.1. Normal Hours of Operation. The contractor shall perform the services required under this contract during the following hours: Monday to Friday, 08:00-17:00. The contractor may work, with prior approval of the Contracting Officer, extended hours to ensure timely completion of work at no additional cost to the Government.

4.3.2. Recognized Holidays. The contractor is not required to provide service on the following days: New Year’s Day, Martin Luther King Day, Presidents Day, Memorial Day, Independence Day, Labor Day, Columbus Day, Veterans Days, Thanksgiving Day and Christmas Day. If the holiday falls on Saturday, it is observed on Friday. If the holiday falls on a Sunday, it is observed on Monday.

4.4. Conservation of Utilities. The contractor shall instruct employees in utilities conservation practices. The contractor shall be responsible for operating under conditions which prevent the waste of utilities which include the following:

4.4.1. Lights shall be used only in areas where and when work is actually being performed.

4.4.2. Mechanical equipment controls for heating, ventilation, and air conditioning systems shall not be adjusted by the contractor or by contractor employees unless authorized.

4.4.3. Water faucets or valves shall be turned off after the required use has been accomplished.

4.4.4. Government telephones shall be used only for official government business.

4.5. Records. The contractor shall be responsible for creating, maintaining, and disposing of only those government required records that are specifically cited in this PWS.

4.6. Environmental Controls:

4.6.1. Compliance with Laws and Regulations. The contractor shall be knowledgeable of and comply with all applicable Interstate, Federal, State, and Local laws, regulations, and requirements regarding environmental protection. In the event environmental laws/regulations change during the term of this contract, the contractor is required to comply as such laws come into effect. If there is an increase or decrease in cost as a result of the change, the contractor shall inform the Contracting Officer pursuant to notice requirements and negotiate a modification to the contract.

4.6.2. Notification of Environmental Spills. If the contractor spills or releases any substance contained in 40 CFR 302 into the environment, the contractor or its agent shall immediately report the incident to Moron AB Fire Dept at 117. The liability for the spill or release of such substances rests solely with the contractor and its agent.

4.6.3. Material Storage and Use. The contractor shall follow manufacturer’s guidelines and professional recommendations for control of humidity, temperature, cleanliness, and materials handling. This includes hazardous materials.

4.7. Government Observations. Government personnel, other than contracting officers (COs) and quality assurance personnel (QAPs), may from time-to-time, with CO coordination, observe contractor operations. However, these personnel may not interfere with contractor performance or make any changes to the contract.

4.8. Safety Requirements. In performing work under this contract, the contractor shall:

4.8.1. Conform to the safety requirements contained in the contract for all activities related to the accomplishment of the work.

4.8.2. Take such additional immediate precautions as the contracting officer may reasonably require for safety and mishap prevention purposes.

4.8.3. Develop and provide at the start of the orientation period or the start of the first operational performance period (if there is no orientation period) a safety plan for the protection of government facilities and property and to provide a safe work environment for contractor personnel.

4.8.4. Provide protection to government property to prevent damage during the period of time the property is under the control or in possession of the contractor.

4.8.5. Include a clause in all subcontracts to require subcontractors to comply with the safety provisions of this contract as applicable.

4.8.6. Record and report promptly (within one hour) to the contracting officer or designated government representative (GR), all available facts relating to each instance of damage to government property or injury to either contractor or government personnel.

4.8.7. In the event of an accident/mishap, take reasonable and prudent action to establish control of the accident/mishap scene, prevent further damage to persons or property, and preserve evidence until released by the accident/mishap investigative authority through the contracting officer.

4.8.8. If the government elects to conduct an investigation of the accident/mishap, the contractor shall cooperate fully and assist government personnel in the conduct of investigation until the investigation is completed.

4.8.9. Include a clause in each applicable subcontract requiring the subcontractor's cooperation and assistance in accident reporting and investigation.

4.9. Special Qualifications. The Contractor shall submit any commercial certifications and a reference of past performance on similar works performance to the existing as a means to verify experience in this field of work.

4.10. Continuation of Essential DOD Contractor Services During Crisis IAW DoDI 3020.37.

IAW AFI 63-124, para 2.7.1, and DODI 3020.37 this requirement is not considered mission essential.

4.11. Contract Restriction: In accordance with the Agreement of Defense and Cooperation between the Kingdom of Spain and the United States of America, any contract resulting from this notice/solicitation can only be entered into with companies authorized to carry out these activities in Spain under Spanish law. Companies must meet the requirements established by Spanish legislation for execution of Government works. In addition, in accordance with the Office of Defense Cooperation Policy Directive 400- 5 "(4) Spanish material, labor, and equipment must be used if permitted by the requirements of the contract specifications."

APPENDIX A

DELTA SCIENTIFIC CORPORATION

MODEL TT212 (M)

MANUAL CRASH BEAM

THECNICAL SPECIFICATION

INDEX

1. DESCRIPTION

2. SYSTEM CONFIGURATION

3. OPERATION

4. PERFORMANCE

5. BEAM LOCKING METHOD

6. QUALITY ASSURANCE PROVISIONS

7. INSTALLATION INSTRUCTIONS:

1. DESCRIPTION: This specification defines the procurement of a Cable Crash Beam Barrier, Model TT212(M), consisting of a hinged rigid wire rope crash beam, counter weights, locking pin with padlock hasp, mounting hardware, cast in place supports, and options as defined herein.

2. SYSTEM CONFIGURATION:

2.1. Barrier Construction. Barrier shall be an above grade assembly containing a hinged rigid wire rope crash beam counterbalanced for easy operation. When in the down position the beam shall present a formidable obstacle to approaching vehicles. Upon impact, the force shall first be absorbed by the rope beam assembly and then transmitted to the foundation bollards of the unit.

2.2. Barrier Height. Height of the Barrier shall nominally be 30 inches (762 mm) as measured from the roadway surface to the center line of the crash beam. Height can be varied to suit security threat analysis.

2.3. Barrier Length. Barrier length shall be 126 inches (3.2 M) as measured inside to inside

(clear opening) of the bollard supports (Barrier can be optionally specified with lengths of 72 inches [1.8 M] to a maximum length of 288 inches [7.3 M]).

2.4. Finish. The foundation base of the Barrier shall be asphalt emulsion coated for corrosion protection. Barrier top surface shall have a rust inhibiting painted surface. The wire rope shall be galvanized. The wire rope supporting tube shall be provided with yellow/black safety tape (alternating red/white safety tape).

3. OPERATION: Manual Operation. The Barrier shall be effectively counterbalanced to be capable of being raised or lowered with minimal manual effort.

4. PERFORMANCE:

4.1. Experience. Barrier and auxiliary equipment shall be of a proven design. Manufacturer shall have 15 years documented experience with similar vehicle Barriers.

4.2. Qualification Tests. Barrier design shall be successfully passed actual crash tests performed by an independent agency. Barrier shall have a performance evaluation per US Navy TM- 56-86-05 of 1/L3.0.

4.3. Stopping Capacity. Normal Operation. Barrier shall provide excellent security and positive control of normal traffic in both directions by providing an almost insurmountable obstacle to non-armored or non-tracked vehicles. The Barrier system shall be designed to stop a vehicle attacking from either direction when the vehicle is within the weight and velocity characteristics as defined in paragraph 4.4. Damage to the Barrier system is probable at these levels.

4.4. The Barrier shall be capable of stopping a vehicle(s) weighing:

6,000 pounds at 40 mph (26.7 KN at 64 kph) 10,000 pounds at 27 mph (44.4 KN at 43 kph)

5. BEAM LOCKING METHOD:

5.1. Manual Locking Pin. The Barrier shall be provided with a locking pin with padlock hasp for securing the Barrier in the down position. The padlock will be furnished by others.

6. QUALITY ASSURANCE PROVISIONS:

6.1. Testing. Upon completion, the Barrier system will be fully tested in the manufacturer's shop.

The following checks shall be made:

6.2. Identification. A nameplate with manufacturer's name, model number, serial number and year built shall be located at the hinged end structure.

6.3. Workmanship. The Barrier shall have a neat and workmanlike appearance.

6.4. Dimensions. Principle dimensions shall be checked against drawings and ordering information.

6.5. Finish. Coatings shall be checked against ordering information and shall be workmanlike in appearance.

7. INSTALLATION INSTRUCTIONS:

7.1. General: The objective of the Delta Model TT212(M) installation is to accurately excavate, form and pour the two steel support post assemblies. The center distance between the support posts is determined by the order data. So there are no mistakes, the materials should be laid out and examined, in particular, the crash beam steel chain assembly should be measured to confirm it's free length. The crash beam assembly is shipped with a heavy, special processed steel chain inside the crash beam with the latch end pin installed. With the crash beam assembly laid out on a horizontal surface measure the distance between the outside of the latch pin and the inside of the last chain link at the free end. This dimension less 34.75 inch [88.3 cm] should be at least 2.0 inches [5 cm] greater than the specified clear opening.

If on first examination the chain appears to be shorter that specified, the chain should be inspected to see that it has not been twisted or tangled within the crash beam assembly. A twisted chain that appears to be short can most often be corrected by turning the free end of the chain while still in the crash beam assembly. If this doesn't work the chain should be removed from the crash beam assembly and checked while laying straight, flat and untwisted on a horizontal surface.

After the posts are cast in place and the concrete allowed to harden, the Beam Barrier itself is assembled on the posts.

7.2. Referenced Dimensions: The length of the beam assembly is defined as the clear opening length, and it is purchased on that basis. The center to center distance of the support post centers is 28.63 inches [72.7 cm] longer than the clear opening. For example, if a 144 inch [3.66 m] Barrier was purchased the center to center of the support posts will be 172.6 inches [4.38 m].

The beam height above the roadway is to be 34 inches [86 cm] ± 2 inches [± 5 cm] and can be modified within this range to meet various security considerations. The standard height range will effectively block the main body of most of the vehicle classes which may constitute a typical security threat.

Note: The height of the crash beam center line above the support post top surface is noted on the drawing(s). If a dimension of other than 34 inches [86 cm] is used for the beam center line height, these dimensions must be used to calculate new support post top plate dimensions above grade. The dimension above the post top plate is different for both the hinge and latch end posts.

7.3. Application Notes: When designing a TT212(M) or its variations into a roadway site, it is helpful to consider the following points:

a. The gate is purchased on the basis of the clear opening, which is defined as the inside dimension measured between the support posts.

b. Make sure that there are no obstructions that will interfere with the path of the Crash Beam's swing; for example, power lines, trees, overhanging buildings, etc. Additionally, since the ground must be excavated for the foundation posts, the site must be examined for underground utilities that may interfere with the excavation.

c. Delta Scientific Corporation suggests that a layout be done of the actual site to examine the fit of the Barrier. The thought put into the layout can mean the difference between a successful installation or a poorly performing Barrier.

Delta Scientific Corporation welcomes your questions in regard to application of our products and we will be pleased to review any site drawings or make recommendations on the appropriate length and position of the Crash Beam Barrier.

7.4. Site Preparation and Pour:

a. Establish the distance between the mounting posts as per above.

b. Layout with a chalk line the location of the Barrier and the support post centers. The distance between the posts should be within plus or minus 1.0 inch [25 mm]. There is some lateral (side to side) adjustment but be as accurate as possible.

c. Confirm from site drawings that no buried power lines, drains, etc are present at the installation location.

d. Excavate two holes on the support post center lines in accordance the specific project drawing.

Note: The size of the excavation, the composition of the back fill material and it's compaction are important elements in the operation of this Barricade system and must be adhered to maintain the full crash rating.

e. Prepare wooden forms that begin at grade and extend the required height above grade to obtain the correct support post top plate heights. The forms should be in accordance with Drawing 90196 and be square and sufficiently braced to maintain their shape during the concrete pour. The interior corners of the forms should have beveled or rounded corners for an attractive appearance after the form is removed. Note any imbedded items such as hose ducts and conduits and make allowances for them in the forms.

f. Place the indicated rebar in the pattern shown in the Drawing 90196. The rebar should be welded or tied by wire to the rebar provided on the support posts.

g. Place PVC ducts for the hydraulic lines. Pull conduit for any of the optional electrical devices as required.

h. Set the posts in place so that they are at the correct centers in the excavations. Block the posts to keep them square and plumb.

i. Excavate and prepare suitable forms for the foundation base of the hydraulic power unit.

j. Concrete notes and specifications (minimum requirements):

1. Contractor shall verify and be responsible for all dimensions and conditions at the job site.

2. Foundation concrete may be placed directly into neat excavations, provided the sides of the excavation are stable. Where caving occurs, provide shoring. Type and method of shoring shall be at the contractor's option.

3. The excavation shall be kept dry at all times. Groundwater, if encountered, shall be pumped from the excavation.

4. Concrete shall be laboratory designed, machine mixed, producing 3,000 psi (20.68 MPa) at 28 days.

5. Cement shall be tested Portland cement conforming to ASTM C150, Type I or II.

6. Aggregates shall conform to ASTM C33. Maximum size of aggregate shall be 1.5 inch (38 MM).

7. Reinforcing steel shall be deformed bars conforming to ASTM A615, Grade 60

(60,000 psi or 413.7 MPa).

8. Hooks and bends shall conform to AIC standard 318, latest revision. Inside diameter of hooks and bends shall be at least 6 bar diameters.

9. Provide spacer bars, chairs, spreaders, blocks, etc, as required to positively hold the steel in place. All dowels shall be firmly wired in place before concrete is poured.

10. Concrete shall be conveyed from the mixer to final deposit by methods that will prevent separation or loss of materials. Troughs, buckets or the like may be used to convey concrete. In no case shall concrete be allowed to free drop more than 5 feet (1.5 M).

11. Concrete shall be thoroughly consolidated by suitable means during placement and shall be thoroughly worked around reinforcement and embedded fixtures and into corners of forms.

12. Concrete shall be maintained above 50ºF [10ºC] and in a moist condition for at least 7 days after placement. Adequate equipment shall be provided for heating concrete materials and protecting concrete during freezing or near freezing weather.

13. Where exterior wall face requires shoring and/or forming, the forms shall be substantial and sufficiently tight to prevent leakage. Forms shall not be removed until the concrete is 7 days old.

14. Backfilling shall be done by depositing and tamping into place clean base material compacted to 90 percent. Water jetting shall not be allowed.

Base material shall be as follows:

Sieve Size Mass Percentage Passing

50 mm (2 in.) 100 25 mm (1 in.) 75-95 9.5mm (3/8 in.) 40-75 4.75mm (no. 4) 30-60 2.00mm (no. 10) 20-45 0.425mm (no. 40) 15-30 0.075mm (no. 200) 5-20

15. Conduits and pipes of aluminum shall not be embedded in concrete unless effectively coated or covered to prevent aluminum/concrete reaction or electrolytic action between aluminum and steel.

16. Construction joints not indicated on the drawings shall not be allowed. Where a construction joint is to be made, the surface of concrete shall be thoroughly cleaned and all laitance and standing water removed.

17. Contractor shall be responsible for the protection of all adjacent areas against damage and shall repair or patch all damaged areas to match existing improvements.

18. Contractor shall keep the construction area clean at all times and at completion of work remove all surplus materials, equipment and debris and leave the premises in a clean condition acceptable to the owner or owner's representative.

k. The pour can be accomplished in one of two methods:

1. Pour foundation and finish off to grade, set forms and complete above grade portion of work.

or:

2. Place forms and pour foundation and above grade portion in a single pour, being careful to control any concrete seepage from the edge of the forms.

l. After required concrete cure time, strip the forms. Confirm center to center dimensions and that the posts are vertical. Back fill and compact to 90 percent around the foundation area. Back fill material and compaction must be in accordance with paragraph j 14.

m. Paint, stucco or texture the above grade concrete faces as desired for appearance.

7.5. Crash Beam Assembly:

Component List

Hinge End Support Post Assembly w/Hinge End Top Plate and Hydraulic Cylinder Latch End Support Post Assembly Yoke Assembly w/Bearing (Pillow) Blocks Crash Tube Clamp Barrier Crash Tube with PVC liner w/Crash Beam Chain Assembly Limit Switch(es) (optional) Hydraulic Counterbalance System Hydraulic Interconnect Hoses Hydraulic Fittings (as required) Miscellaneous Mounting Hardware Miscellaneous Purchased Options

The assembly can be done most conveniently by two persons and a small fork lift or other lifting device.

Note: If mechanized lifting equipment is not available, adequate personnel for handling are necessary as the crash beam assembly weighs up to 350 pounds [160 kg] (depending on length).

7.6. Assembly Sequence

1. Allow the concrete to harden as specified.

2. If necessary, mount the hinged end top plate on the hinged end post assembly using the 3/4"-10 nuts and washers (leave loose).

3. Remove the hinge end support post hydraulic cylinder access cover and set aside.

4. If necessary, mount the lower end of the hydraulic cylinder using the clevis attachment point in the cylinder cabinet. Lock the clevis pin in place with the locking pin furnished.

5. If necessary, set bearing blocks on the yoke pivot shafts.

6. Set the yoke assembly (with bearing blocks attached) on the hinged end top plate.

Loosely fasten the bearing block bolts (1/2"-13 x 1.5" long).

7. Remove the 3/4"-10 nuts and washers from the hinge end top plate and install the yoke safety retainer brackets. Re-install the 3/4"-10 nuts and washers (leave loose).

8. Place the tube locking collar around the crash beam with the positioning tab facing the hinge end. Do not tighten the collar bolts until the tube is positioned in the yoke.

9. Lift the crash beam tube assembly containing the chain and latch pin and slide it into the yoke. It is necessary to start the loose end of the chain into the yoke.

10. Loosen one of the yoke bearing blocks and raise one side of the yoke to have clearance while installing the hardened anchor pin. Insert the hardened 1.25 inch [3.18 cm] diameter pin through the two anchor ears and through the last link of the chain.

11. Lower the yoke and tighten the bearing block bolts.

12. Place both set collars on the outside of the anchor ears and tighten in place.

13. With the crash beam in the horizontal position push the chain into the tube at the yoke end, so that a minimum of chain is exposed. Next insert the 3/4 inch [1.9 cm] round cross pin through the hangers on the yoke and though the closest chain link. Tighten the set screws in the hanger. This is to minimize the amount of free chain exposed beyond the end of the tube.

14. Attach the upper end of the hydraulic cylinder to the mounting clevis on the bottom side of the yoke. Secure the clevis pin in place with the locking pin furnished.

15. With the Crash Beam in the full down position, check the side clearance between the latching pin mounting box and the latching end posts. The box should be centered.

Note: If not the box is not centered, with the four nuts securing the hinged end top plate loose, swing the beam until it is centered on the latching post - then tighten the four nuts.

16. With the crash beam in the full down position, check the clearance between the hardened latching pin and the latch posts. The clearance should be approximately 1/2 inch [12 mm]. This should be confirmed by raising and lowering the Crash Beam and insuring there is no interference in any direction.

If there is interference, the crash tube can be moved in or out or turned as required.

Once the proper clearance is established the locking collar on the tube can be nested into the notch in the yoke and firmly tightened.

17. Grease the bearing blocks, actuator clevises and the chain at the points where the chain exits the crash beam. Use Shell Oil Company "Dolium R", Chevron "SRI No.

2" or Texaco Inc. "Premium RB" or similar.

18. Set the hydraulic power unit on the foundation, locate and drill for the anchor bolts.

Caulk the base of the power unit enclosure to the foundation using a suitable RTV compound. Tighten foundation bolts.

19. Pull the hydraulic hoses from the hydraulic power unit to the hydraulic cylinder on the hinge post.

20. Pull any wires from the hydraulic power unit to the end support posts as required. Pull power and control wires to the hydraulic power unit.

21. Replace the hinge end support hydraulic cylinder access cover.

22. Touch up paint if required. Stripe the beam with the reflective tape if desired. Apply a thin film of anti-seize lubricant (compound) to any non painted or non plated carbon steel surfaces (such as bearing blocks and exposed threads of fasteners).

Crash-Rated

Cable & Chain Beam Barriers

Delta cable and chain beam barriers are designed and used for both traffic control and high security applications. These proven Delta barricade systems are deployed at government facilities, embassies, corporate headquarters, parking structures, nuclear power plants, and automotive sales lots. The Delta cable and chain crash beam series of rising barrier gates includes models that will immobilize a vehicle weighing up to 15,000 pounds traveling at 40mph (66,7kN at 65kph).

Choose from manual or hydraulic operation, vertically rising or horizontally swinging, fixed or transportable versions.

GSA Contract Number GS-07F-9982H

Complete design, installation & consulting services are available worldwide.

Heavy-duty design yields superior traffic regulation.

Delta’s cable and chain beam barriers include the crash-rated TT212, TT212E, TT212EC, TT218, BB10MS hydraulic and manual models plus the transportable IP500. All incorporate a heavy duty, multi-stranded cable or chain within the boom profile, which is held securely at both ends when fully lowered, offering a formidable traffic control barrier. Impact from a moving vehicle is transmitted to the boom-supporting pillars. These barriers come in rising or swing boom versions.

Choose from the TT barrier series or the BB10MS Hydraulic version or the portable IP500.

The TT212 Cable Reinforced Crash Beam Barrier Gate is crash rated and crash tested. It is a counterbalanced, hinged semaphore type gate consisting of a crash beam, support and pivot assembly, steel foundation implants, cast-in-place concrete buttresses, and locking and anchoring mechanisms.

The TT212 Cable Crash Beam Barrier has been tested and successfully passed full-scale crash tests by a U.S. government test facility. The barrier has been certified per U.S. Navy TM-56-86-05 to have a performance evaluation of 1/L3.0. It will stop a non-armored or non-tracked vehicle weighing 6,000 pounds at 40mph (26,7kN at 64kph) and 10,000 pounds at 27mph (44,4kN at 43kph). The crash beam incorporates a high strength wire rope that is firmly attached to both buttresses when the crash beam is in the down position. In a collision, the energy of the impact is transmitted through the crash beam to the buttress and the foundation.

The basic Series TT212 is manually operated, but is available in an automatic hydraulic configuration for remote or unattended operation (model TT212H). The TT212H crash beam is raised and lowered by a precision hydraulic power unit with an adjustable operating speed.

The lifting and lowering of the hydraulic cable crash beam can be controlled remotely by a wide range of options including but not limited to key switches, master and slave control panels, radio controls, velocity sensors, key pads, card readers and automatic sensors.

The TT212E Enhanced Cable Crash Barrier is similar in design to the TT212 and is also available in both hydraulic and manual versions. The TT212E was designed specifically for nuclear power plants. Crash rated, the TT212E provides clear opening ranges from 10.5 to 24 feet (3,200mm to 7,315mm). It will stop a non-armored or non-tracked vehicle weighing 15,000pounds at 30mph (66,7kN at 48kph). This barricade meets NUREG Specification.

The TT212EC Enhanced Chain Crash Barrier has the highest crash rating of Delta’s beam barricades. It has been certified by the U.S. Department of State to stop a 15,000pound (66,7kN) vehicle in less than 20feet (6,096mm). It is DOS rated at K4/L2. Actual penetration is 5 feet (1,524mm).

Both hydraulic and manual versions are available.

The TT218 Swing Boom Version is a manually operated swing cable crash beam derived from the TT212 model and earning the same crash ratings. U.S. Navy assessment:

TM-56-86-05, 1/L3. It will stop a non-armored or non-tracked vehicle weighing 6,000pounds at 40mph (26,7kN at 64kph) and 10,000pounds at 27mph (44,4kN at 43kph).

The BB10MS Hydraulic Cable Beam Barrier features an integral hydraulic pumping unit with bolt in place cabinet along with a cast in place latch and cable post. It will stop a non-armored or non-tracked vehicle weighing 6,000pounds at 40mph (26,7kN at 64kph) and 10,000pounds at 27mph (44,4kN at 43kph). Its length range is from 10 to 16 feet (3,048mm to 4,876.8mm).

The IP500 Transportable Drop Arm Barrier deploys or redeploys for full manual or automatic operation within two hours.

It will stop and destroy a 15,000 pound (6,800kg) truck traveling at 30mph (48kph) in less than 20feet (6m). Crash-tested and certified by the U.S. Department of State, pods are easily filled with concrete. A forklift quickly picks them up.

IP500, U.S. Embassy, Marine Guardpost, Kabul, Afghanistan, 2002.

Why are Delta crash gates the de facto solution?

It’s a fact that over 5,000 sites worldwide are protected by Delta systems. These include U.S. embassies, nuclear plants, banks, manufacturing facilities, military bases, courthouses, private companies, major airports, car and rental lots, logistics centers, palaces, private residences and many more. For over 25 years, Delta systems have been protecting some of the most important people and facilities in the world.

Since 1974, Delta has been producing products and systems that promote safety and security for people and property. Our staff is knowledgeable and experienced.

Delta has been the leader in using Finite Element Analysis to study vehicle collisions with fixed and moveable barriers. With our database of full-scale test results, we have superb computer models that enable us to test new designs at our desktops.

We’re able to analyze unique situations and design products that will meet your special needs.

Our cable and chain beam barriers work well with others.

Delta’s cable and chain beam barriers are designed to integrate easily into existing security systems. When CarMax, the Auto Superstore® and the nation’s leading specialty retailer of used cars, needed a low maintenance system that would deter theft from their lots and assimilate easily into its present security system, it chose Delta Scientific’s cable beam barricades.

The high-strength wire rope of the TT212 will stop a non-armored or non-tracked vehicle weighing 6,000pounds at 40mph (26,7kN at 64kph).

IP500 at FBI National Headquarters, Washington, D.C.

Our crash ratings speak for themselves...

Our cable and chain beam barriers are tough. But don’t take our word for it—check out our certified test results:

Testing Vehicle Kinetic Authority Rating Weight Speed Energy (ft lbs)

TT212EC U.S. Dept. of State K4/L2 15,000lbs (66,7kN) 30mph (48kph) 450E3

TT212E Delta K4/L2 Equivalent 15,000lbs (66,7kN) 30mph (48kph) 450E3

TT212H U.S. Navy TM-56-86-05 1/L3 6,000lbs (26,7kN) 40mph (64kph) 319E3

TT212 U.S. Navy TM-56-86-05 1/L3 6,000lbs (26,7kN) 40mph (64kph) 319E3

TT218 U.S. Navy TM-56-86-05 1/L3 6,000lbs (26,7kN) 40mph (64kph) 319E3

BB10MS Delta 1/L3 Equivalent 6,000lbs (26,7kN) 40mph (64kph) 319E3

IP500 U.S. Dept. of State K4/L2 15,000lbs (66,7kN) 30mph (48kph) 450E3

*Non-armored and non-tracked

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THECNICAL SPECIFICATION

APPENDIX B

UNIFIED FACILITIES CRITERIA

UFC 4-022-02

SELECTION AND APPLICATION OF

VEHICLE BARRIERS

8 June 2009

Change 1, 9 August 2010

UNIFIED FACILITIES CRITERIA (UFC)

SELECTION AND APPLICATION OF

VEHICLE BARRIERS

APPROVED FOR PUBLIC RELEASE; DISTRIBUTION UNLIMITED

SELECTION AND APPLICATION OF VEHICLE BARRIERS

Any copyrighted material included in this UFC is identified at its point of use.

Use of the copyrighted material apart from this UFC must have the permission of the copyright holder.

U.S. ARMY CORPS OF ENGINEERS

NAVAL FACILITIES ENGINEERING COMMAND (Preparing Activity)

AIR FORCE CIVIL ENGINEER SUPPORT AGENCY

Record of Changes (changes are indicated by \1\ ... /1/)

Change No. Date Location 1 August 9, Revisions throughout Document: Deleted Appendix B – List of Manufacturers; revised document text and appendices accordingly.

This UFC supersedes MIL-HDBK-1013/14, dated 1 February 1999.

FOREWORD

The Unified Facilities Criteria (UFC) system is prescribed by MIL-STD 3007 and provides planning, design, construction, sustainment, restoration, and modernization criteria, and applies to the Military Departments, the Defense Agencies, and the DoD Field Activities in accordance with USD(AT&L) Memorandum dated 29 May 2002. UFC will be used for all DoD projects and work for other customers where appropriate. All construction outside of the United States is also governed by Status of Forces Agreements (SOFA), Host Nation Funded Construction Agreements (HNFA), and in some instances, Bilateral Infrastructure Agreements (BIA.)

Therefore, the acquisition team must ensure compliance with the more stringent of the UFC, the SOFA, the HNFA, and the BIA, as applicable.

UFC are living documents and will be periodically reviewed, updated, and made available to users as part of the Services’ responsibility for providing technical criteria for military construction. Headquarters, U.S. Army Corps of Engineers (HQUSACE), Naval Facilities Engineering Command (NAVFAC), and Air Force Center for Engineering and the Environment (AFCEE) are responsible for administration of the UFC system. Defense agencies should contact the preparing service for document interpretation and improvements.

Technical content of UFC is the responsibility of the cognizant DoD working group.

Recommended changes with supporting rationale should be sent to the respective service proponent office by the following electronic form: Criteria Change Request. The form is also accessible from the Internet sites listed below.

UFC are effective upon issuance and are distributed only in electronic media from the following source:

• Whole Building Design Guide web site http://dod.wbdg.org/.

Hard copies of UFC printed from electronic media should be checked against the current electronic version prior to use to ensure that they are current.

JAMES C. DALTON, P.E.

Chief, Engineering and Construction U.S. Army Corps of Engineers

JOSEPH E. GOTT, P.E.

Chief Engineer Naval Facilities Engineering Command

PAUL A. PARKER

The Deputy Civil Engineer DCS/Installations & Logistics Department of the Air Force

MICHAEL McANDREW Director, Facility Investment and Management Office of the Deputy Under Secretary of Defense (Installations and Environment) http://www.wbdg.org/pdfs/ufc_implementation.pdf� http://dod.wbdg.org/�

NEW DOCUMENT SUMMARY SHEET

Document: UFC 4-022-02, Selection and Application of Vehicle Barriers Superseding: Military Handbook 1013/14, Selection and Application of Vehicle Barriers

Description: Provides a unified approach for the design, selection, and installation of active and passive vehicle barriers associated with Department of Defense (DoD) facilities. The examples provided in this UFC are for illustration only and shall be modified and adapted to satisfy installation specific constraints. This UFC is not intended to address procedural issues such as threat levels or to provide specific design criteria such as impact forces.

This UFC was developed by consolidating and refining criteria from USACE Protective Design Center, Security Engineering Working Group (SEWG); Naval Facilities Engineering Command (NAVFACENGCOM), Engineering Criteria Office, Engineering Service Center and available military, government, and commercial sources\1\ /1/.

Commanders, security and antiterrorism personnel, planners, designers, architects, and engineers should use this UFC when evaluating existing and providing new vehicle barriers. Technical information considered generally known to professional designers, architects, engineers, or readily available in technical references (UFC, Military Handbooks, Technical Manuals, etc.) has not been included.

Reasons for Document: Vehicle barriers are primarily used as one of many elements that define perimeters that require a final denial barrier to be provided for certain restricted areas. This UFC focuses of the design, selection, and application of active and passive vehicle barriers.

Impact: The following direct benefits will result:

• A standardized approach for identifying and justifying security and antiterrorism design criteria for DoD facilities;

• A standardized nomenclature and criteria for asset, threat, and level of protection definition;

• A standardized procedure for identifying costs for DoD facilities with security and antiterrorism requirements to a planning level of detail;

• A standardized process for evaluating design criteria and protection options based on cost and risk management;

• Guidance for incorporating security and antiterrorism principles into installation master planning; and

• There are no adverse impacts on environmental, sustainability, or constructability policies or practices.

CHAPTER 1 - INTRODUCTION

1-1 PURPOSE.

This UFC provides the design requirements necessary to plan, design, construct, and maintain vehicle counter-mobility barriers used within Entry Control Facilities (ECF) or as perimeter protection. This UFC is to be used during the design of Department of Defense (DoD) facilities to ensure an optimal vehicle barrier system is selected by engineers and security personnel for a specific operation within an installation. Barrier performance, maintenance, and cost should all be optimized. It is intended to establish consistent requirements, standards, and design basis for barrier planning, design, construction, and maintenance for all military departments. This UFC identifies design features necessary to ensure that infrastructure constructed today will have the flexibility to support future technologies, a changing threat environment, and changes in operations.

1-2 INTRODUCTION.

A vehicle barrier selection and placement process is presented herein, along with criteria for the design, selection, installation, operation, and maintenance of security barrier systems. The selected barrier system must effectively stop and/or disable vehicles that pose a threat, including explosive laden vehicles, of breaching the perimeter of a protected area. Both passive (static or non-movable) perimeter barriers and active (operational for access control) barriers at facility entrances are included.

The examples presented in this UFC are for illustration purposes only and should be modified and adapted to satisfy installation specific constraints. This UFC is not intended to address procedural issues such as tactics and techniques; however, an appropriately designed vehicle barrier system used within an ECF/ACP or along an installation perimeter can enhance and improve operations.

1-3 BACKGROUND.

Guidance and documentation regarding issues of vehicle barriers and vehicle counter-mobility design are provided within the joint military services. Each document presents useful information to engineers, planners, architects, and security personnel responsible for Entry Control Facilities (ECFs) and Access Control Points (ACPs), both existing and new facility construction involving vehicle barriers and counter-mobility techniques.

Until now, there has been no single DoD document that provides all the information required for vehicle barrier design. This UFC, in conjunction with UFC 4-022-01 for Entry Control Facilities/Access Control Points, establishes consistent standards and requirements for each military service branch. The UFC supplements and is referenced by the Security Engineering Facility Planning Manual (UFC 4-020-01) and the Security Engineering Facility Design Manual (UFC 4-020-02). The design of a vehicle barrier system should begin with planning as directed in UFC 4-020-01, then graduate to design guidance provided in UFC 4-020-02, then culminate with selection and installation of a barrier system using this UFC.

1-4 SCOPE AND USE OF GUIDANCE.

Commanders, security personnel, planners, designers, and engineers should use this UFC when designing vehicle barrier systems for ECFs or other perimeter locations.

Technical information considered generally known to professional designers or engineers or readily available in existing technical references (Unified Facility Criteria, Military Handbooks, Technical Manuals, etc.) has not been included.

1-5 SECURITY ENGINEERING UFC SERIES.

This UFC is one of a series of security engineering Unified Facilities Criteria documents that cover minimum standards, planning, preliminary design, and detailed design for security and antiterrorism. The manuals in this series are designed to be used sequentially by a diverse audience to facilitate development of projects throughout the design cycle. The manuals in this series include the following:

a. DoD Minimum Antiterrorism Standards for Buildings. UFC 4-010-01 DoD Minimum Antiterrorism Standards for Buildings and UFC 4-010-02 DoD Minimum Antiterrorism Standoff Distances for Buildings establish standards that provide minimum levels of protection against terrorist attacks for the occupants of all DoD inhabited buildings. Those UFC are intended to be used by security and antiterrorism personnel and design teams to identify the minimum requirements that must be incorporated into the design of all new constructions and major renovations of inhabited DoD buildings. They also include recommendations that should be, but are not required to be, incorporated into all such buildings.

b. Security Engineering Facilities Planning Manual. UFC 4-020-01 Security Engineering Facilities Planning Manual presents processes for developing the design criteria necessary to incorporate security and antiterrorism into DoD facilities and for identifying the cost implications of applying those design criteria. Those design criteria may be limited to the requirements of the minimum standards, or they may include protection of assets other than those addressed in the minimum standards (people), aggressor tactics that are not addressed in the minimum standards or levels of protection beyond those required by the minimum standards. The cost implications for security and antiterrorism are addressed as cost increases over conventional construction for common construction types. The changes in construction represented by those cost increases are tabulated for reference, but they represent only representative construction that will meet the requirements of the design criteria. The manual also includes a means to assess the tradeoffs between cost and risk. The Security Engineering Planning Manual is intended to be used by planners as well as security and antiterrorism personnel with support from planning team members.

c. Security Engineering Facilities Design Manual. UFC 4-020-02 Security Engineering Facilities Design Manual provides interdisciplinary design guidance for developing preliminary systems of protective measures to implement the design criteria established using UFC 4-020-01. Those protective measures include building and site elements, equipment, and the supporting manpower and procedures necessary to make them all work as a system. The information in UFC 4-020-02 is in sufficient detail to support concept level project development, and as such can provide a good basis for a more detailed design. The manual also provides a process for assessing the impact of protective measures on risk. The primary audience for the Security Engineering Facility Design Manual is the design team, but it can also be used by security and antiterrorism personnel.

d. Security Engineering Support Manuals. In addition to the standards, planning, and design UFC mentioned above, there is a series of additional UFC that provide detailed design guidance for developing final designs based on the preliminary designs developed using UFC 4-020-02. These support manuals provide specialized, discipline specific design guidance. Some address specific tactics such as direct fire weapons, forced entry, or airborne contamination. Others address limited aspects of design such as resistance to progressive collapse or design of portions of buildings such as mailrooms.

Still others address details of designs for specific protective measures such as vehicle barriers or fences. The Security Engineering Support Manuals are intended to be used by the design team during the development of final design packages.

CHAPTER 2 - EXISTING REQUIREMENTS AND TECHNICAL GUIDANCE

2-1 GENERAL.

This UFC should be used in conjunction and coordination with UFC 4-020-01 Security Engineering Facilities Planning Manual, UFC 4-020-02 Security Engineering Facilities Design Manual, UFC 4-022-01 Security Engineering: Entry Control Facilities/Access Control Points, and UFC 4-022-03 Security Engineering: Fences, Gates and Guard Facilities to guide the user through a selection process to establish a protective barrier system around a DoD installation and…