OVERVIEW

The REACT 350® II is a redirective, non-gating crash cushion that consists of 6 High Molecular Weight/High Density Polyethylene (HMW/HDPE) cylinders attached to a steel base track. It is tested to NCHRP Report 350 Test Level 3.

The REACT 350® II crash cushion can be used to shield narrow fixed objects of up to 3′ (914 mm) wide.


SPECIFICATIONS

Test Level 3 System

  • 21′ 2¾” Long (6.47 m) Self-Contained Backup Structure
  • 19′ 5″ Long (5.92 m) Concrete Backup Structure
  • 3′ 10¾” Width (1.19 m) at Backup Structure
  • 4′ 3½” High (1.31 m)
  • 3,470 lbs.
PRODUCT DOCUMENTS
FEATURES
  • HMW/HDPE cylinders.
  • Optional cylinder covers available.
  • Various cylinder wall thicknesses designed to help withstand impact by light cars or heavier, high-center-of-gravity vehicles.

 

The system has shown self-restoring characteristics when impacted within NCHRP Report 350 crash test standards at 62 mph by a 1,808 lb. (820 kg) car, or by a 4,409 lb. (2,000 kg) pick-up truck.*

 

*After an impact, the product must be inspected and evaluated per the direction of the specifying roadway authority. The ultimate decision on reusability rests with the specifying roadway authority and/or state DOT.

ASSEMBLY & MAINTENANCE
  • Installs on new or existing concrete pad or asphalt.
  • Anchorage options include asphalt, concrete, and soil-drive pile.
  • Units with self-contained backup arrive assembled.
  • Units that mount to a concrete backup require onsite assembly.
  • Crash testing results have shown that the system may regain much of its original shape and capacity when impacted within NCHRP Report 350 crash test standards.*
  • Major components are potentially reusable when impacted within NCHRP Report 350 crash test standards.*

 

Back-Up Structure and Attachments

  • Portable or permanent concrete barrier(s)
  • Concrete backup structure(s)
  • Self-contained, steel backup
  • Bridge pier(s)
  • Bridge parapet(s)
  • Square block(s)
  • W-beam
  • Thrie-beam

 

*After an impact, the product must be inspected and evaluated per the direction of the specifying roadway authority. The ultimate decision on reusability rests with the specifying roadway authority and/or state DOT.