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12-13 February 2015 | Athens, Greece
EN 1317 and its Implementation
in Greece
Despina Drymalitou
Member of WG1 and TG2/TC 226/CEN
Transportation and Infrastructure Dipl. Engineer

Overview:
• Introduction
• Implementation of EN 1317
• What ACHIEVED
• Usual problems
• FAQ in Greece for the implementation of EN 1317
• Answers to FAQ
• Benefits by following the above process
• Summary
• Conclusions

Introduction:
• The implementation of EN 1317 is mandatory
• All installed RRS must be CE marked (if
appropriate CE marking available)
• CE marking allows products to be placed on
the market
• Important to understand – EN 1317 restricted
to determining product performance

What does it mean?
• EN 1317 does not include any reference to
Design, Installation and Maintenance
• EU member states maintain responsibility
for road safety and so need additional
national guidelines (as long as these do
not contradict EN 1317)

Implementation of EN 1317 in Greece:
Before the end of co-existence period (31.12.2010) the Greek
State has proceeded with National Guidelines for the
installation of RRS in order to be defined the performance of
products placed on the roads.
The preparation of harmonized National Guidelines for Road
Restraint Systems and its necessary adoption to the increased
safety requirements on roads is an important step for the
implementation of EN 1317.

Greek National Guidelines for
RRS installation, define:
• the roadside hazards
• the logical minimum protection
level for roadside hazards
• a reliable tool to take effective and
sustainable decisions regarding
minimum system performance
against determined roadside
hazards
• the lengths before and after the
obstacle

Flowchart
for the
definition of
barriers'
performance
at the outer
edge of roads,
an important
decision tool…

what ACHIEVED:
• rules assure Road Safety
• troubleshooting during the drafting of the tender
specifications of stakeholders, e.g.
 Authorities,
 Consulting Firms,
 Designers,
 Contractors
 etc.

Usual problems:
 Roadside configurations on roads they are not
suitable to barriers test conditions, such as:
• Safety barrier on bridges

Questions
 Barriers of first row are piled in?
 What there is underneath?
 Does Product Manual cover
these installation conditions?

• Safety barrier on asphalt
pavement
• Drainage ditches close to
pavement edge line

• Transitions from one to
another barrier
• End terminal

• Central reserve openings
How effective are
the existing barriers?

• Terminals
• Distance of obstacle from the road edge line

Other usual problems:
 Soil categories
 Selection criteria of barriers between numerous CE
marked products are placed on market
 The large number of existing road sections with
roadside configurations they do not meet the
modern principals and requirements for road
safety

FAQ in Greece for the implementation of EN 1317:
• How can be faced all these cases that are usual in Greek roads
in terms of road safety?
• Are all CE marked products suitable for these particular
installation cases?
• Is there any contradiction between Guidelines for Road Design
and EN 1317 as well as harmonized Guidelines for Road
Restraint Systems?
• Which can be the selection criteria of products?

and finally:
• Is it possible the implementation of EN 1317 in Greece
and especially in existing road sections?
• Is it possible to ask for an exception of the guideline
and the EN 1317?
• Do we need exception rules?
• The cost of RRS is prohibitive high?

Answers to FAQ:
• YES, there are solutions and the implementation of EN
1317 in Greece is possible!
• The cost of the certified products is not prohibitive
In case of motorway is approximately 35.000 €/km according to
indicative prices
This amount includes the cost of all types of restraint systems,
i.e. safety barriers, transitions, terminals, RBS and crash
cushions

• Since the implementation of EN 1317 is possible in
existing road sections it’s also possible for new projects
• From my experience with big projects concern existing
road sections I would say that
in order to face successfully all the above issues we
need to proceed with the following steps:

Step 1:
Proper implementation of the National
Installation Guidelines for the definition of barriers
performance and installation lengths.

Step 2:
Data collection on current conditions of existing road sections where
road restraint systems are to be installed, such as
 Verge width
 Drainage ditches close to pavement edge line
 Distance of obstacle from the road edge line
 Plinth height on bridges
 Installation on asphalt pavement
 etc
Note:
The particularity of existing roads is that we don't know the exact current
installation conditions while in roads under design preparation, we define
the installation conditions.

Step 3:
Evaluation and selection of restraint systems, which should be
based on their total performance i.e. containment level, impact
severity level, and deformation class.
But in addition the following parameters – factors shall be
considered:

• Modularity
Modular systems consist of the same main components and
have the same working mechanism during impact
• Systems test length (L1)
Increased length results in longer applications and thus cost of
Installation and maintenance cost per running meter
• Systems weight per running meter
Increased weight results in increased costs
• Compatibility with existing CE certified systems

• Impact loads transferred to the bridge deck by restraint
systems and measured during impact test (EN 1317-2)
• Detailed installation manuals
Installation conditions should covered by installation manual
• Existence of transitions and terminals (tested if possible)
• Whether systems are new generation systems
New generation systems combine high performance and
excellent impact characteristics
• Existence more than one producers for each module of
barriers

Benefits by following the above process:
• Same components for all barrier configurations
• Easy assembly
• Easy replacement, warehousing and handling
• Limited number of spare parts  easy maintenance logistics
• No dangerous spots due to homogeneity of connections
• Minimized number of transitions
• Homogeneity on road sections  simple maintenance
• Minimized maintenance cost

Summary:
• The Harmonization of National Guidelines for Safety Systems
to EN 1317 is an important step to improve safety level on
roads within EU-Territories and the decrease of the number of
fatal accidents
• it is obvious that there is an understanding problem but it is
not right
 to require systems according to the Norm but without
changing the cross-section of existing roads and/or
 to ask for an exemption of the guideline, just because it is the
easiest way

• We have to face the problems and to look for the
barriers which solve this problem due to their specific
crash-test.
• CE marking does not guarantee suitability of products
for all installation conditions.
Therefore in special cases the system must be tested
under the installation conditions in order to assure that
its performance is not changed and
Installation manual should updated after the verification
of NB that system covers the use conditions

Conclusions:
in consequence of the before described it should be necessary
for the implementation of EN 1317
• EU-data base with all CE marked products with
 their technical characteristics, e.g. systems height,
components cross section, material etc.
 installation manual
 CE certificates
• EU-basic Guidelines for the Roadside configurations

Thanks for the attention!

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