Temporary barriers and crash cushions: tested protection for road crews and hazards
How they shield workers, what MASH testing means and what to ask before roadwork
Safety Behind the Wheel Foundation built this guide from Federal Highway Administration (FHWA) rules and guidance, including the Manual on Uniform Traffic Control Devices (MUTCD), Occupational Safety and Health Administration (OSHA) standards and published work zone research. Every source is listed at the end.
What these devices are and what they do
A road crew may work a few feet from fast traffic. Cones and signs guide drivers, but they do not stop a vehicle that drifts into the work space. Barriers and crash cushions do. Their main job is injury protection.
A temporary traffic barrier is a portable wall made of connected sections. Makers use concrete, water, sand and collapsible designs, among others [2]. The barrier keeps a vehicle out of the work space or away from a hazard. Some designs also redirect the vehicle back toward the lane.
A crash cushion, also called an impact attenuator, guards a spot where a vehicle could hit something hard head on. The blunt end of a barrier run is a common example. The cushion is built to crush, bend or slide in a planned way, so the vehicle slows more gently [11]. FHWA separates cushions that redirect a vehicle from “nonredirective” ones. The second type suits hazards that are unlikely to be hit from the side at speed [12].
Federal rules group these tools under one name: positive protection devices. The term covers devices that contain or redirect vehicles and meet industry crash test criteria [6]. A truck mounted attenuator is a related tool. The MUTCD lists a shadow vehicle with a rear mounted attenuator as an option to shield workers [5]. This article stays with barriers and cushions.
Where you see them and who uses them
Road contractors set up barrier runs beside live lanes on long projects. Highway maintenance crews use them for bridge work, shoulder repairs and lane closures. Utility crews use them when a trench or machine sits close to traffic. Towing firms and event operators may use them at planned closures if the road owner allows it.
Barriers shield hazards as well as people. The federal rule names drop offs and unfinished bridge decks as roadside hazards to weigh when choosing protection [6]. A cushion often goes where a barrier end faces oncoming traffic.
Public traffic control devices are selected, designed and placed by authorized agencies and trained crews. Anyone who wants to place them on a public road needs the road owner’s approval first. That owner is usually a state highway agency, a county or a city. Residents should never place or move these devices.
Why vehicle intrusion is the risk to plan for
Engineers use the word “intrusion” when a vehicle enters an active work area [14]. One study reviewed 3,268 OSHA accident reports from 2000 to 2022. Struck by events made up over half of the reported construction work zone accidents. They also caused nearly 70% of the related deaths [13].
A Texas study looked at five years of collisions, from 2020 to 2024, in which vehicles entered active work areas. Its authors describe these intrusions as having high potential for severe outcomes. Pickups and SUVs were more often linked to fatal or serious injury, and weather and darkness also changed how severe the wrecks were [14].
Heavier vehicles carry more impact energy. So a barrier must suit the vehicles and speeds on that road. For national work zone death counts, see our article on work zone and move over safety.
What “crash tested” means
FHWA says crash test scenarios and standards come from the Manual for Assessing Safety Hardware, called MASH, which AASHTO maintains [7]. A device that passed MASH tests was hit under set conditions and judged against set criteria. FHWA lists crash cushions and barrier terminals tested to MASH. Some entries carry a test level such as TL-2 [15]. Higher levels mean tougher tests, so engineers match the level to the road’s speeds and traffic.
FHWA and AASHTO agreed on dates for the move from the older standard, NCHRP Report 350, to MASH [8].
- After 2016, FHWA stopped issuing eligibility letters for hardware not tested to the 2016 edition of MASH [8].
- On National Highway System contracts let after December 31, 2018, new permanent installations and full replacements of crash cushions must use MASH tested units [8, 9].
- Temporary work zone devices, including portable barriers, made after December 31, 2019 must have passed the 2016 MASH tests [8].
- Older devices made on or before that date may stay in use for their normal service lives if they passed NCHRP 350 or the 2009 MASH tests [8].
So one equipment yard may hold old and new barriers. Ask which is which.
An FHWA eligibility letter says a device is eligible for federal reimbursement. It does not approve the device for any particular use [7]. States can install devices without such a letter [10]. This table explains terms you may see on paperwork.
Comparison compiled by Safety Behind the Wheel Foundation
Terms you may see on barrier paperwork
| Term | Plain meaning | Why it matters |
|---|---|---|
| NCHRP Report 350 | An older hardware test standard | Older units may still be in service |
| MASH | The newer hardware test standard | Ask which edition the unit passed |
| Test level (TL) | A label for how tough the test was | Match it to road speed and traffic |
| Eligibility letter | An FHWA letter about federal reimbursement | Not approval for every use |
| Positive protection | Devices that contain or redirect vehicles | The term used in the federal rule |
Who decides when a barrier is needed
Public agencies and employers decide, and rules guide them. FHWA’s work zone rule, 23 CFR Part 630 Subpart K, requires agencies on federal aid highway projects to have a process for using positive protection to keep traffic out of work spaces [6]. At a minimum, they must use it in high speed work zones that give workers no means of escape, unless an engineering study finds otherwise [6]. The rule also tells agencies to weigh long projects, fast and busy traffic, workers close to open lanes, and hazards such as drop offs [6]. Other highway projects are encouraged to follow it [6].
States were to update their policies by December 31, 2025, and put them in place by December 31, 2026 [6]. As of October 2026, the second date is still ahead. Ask the agency for its current policy.
The MUTCD, the national manual for traffic control devices, adds guidance. It says barrier placement should depend on how close workers are to traffic, traffic speed and volume, how long the work lasts, the type of work and the time of day [5]. The 11th Edition took effect January 18, 2024. Revision 1 took effect March 5, 2026 [4]. The wording here comes from the December 2023 text, so check the current edition.
OSHA’s construction standard requires devices that protect workers to conform to Part 6 of the MUTCD [3]. OSHA’s work zone page points employers to the same manual [1].
Two shortcuts do not count. A normal vertical curb cannot stand in for a temporary barrier when one is needed [5]. Police presence does not replace the devices Part 6 requires [6].
Getting the layout right: design, anchoring, transitions and end treatments
FHWA warns that misuse often starts when people misread the details of tested roadside hardware during design, construction or upkeep [12]. It stresses using the correct device for the situation and installing it correctly [12]. Safety Behind the Wheel Foundation gives road agencies and contractors the same advice. Layout matters as much as the device. Follow this order for a barrier run.
- Define the hazard or work space, plus the speed, volume and vehicle types on the road.
- Pick a tested device whose documented test conditions fit those facts.
- Leave room behind the barrier. Temporary barriers may deflect, or move sideways, when hit [5]. Keep workers and equipment out of that space. Chapter 9 of AASHTO’s Roadside Design Guide covers where to place them [5].
- Install the device exactly as the maker’s installation manual says [11]. That includes the connections, pins and anchors. Anchoring fastens sections to the road so they stay put. Some designs rely on weight instead, and the manual says which.
- Protect each end that faces traffic with an approved end treatment, such as a cushion or terminal. Where the barrier meets a different barrier or a bridge rail, use a tested transition. A transition joins two barrier types so a vehicle does not snag at the joint.
- Inspect the finished run, write down what you checked, and only then open the lane.
Choosing, renting and buying
Traffic control suppliers, equipment rental firms and qualified traffic contractors supply most temporary barriers and cushions. Public agencies follow their own purchasing and approval rules. Small employers often rent or hire a contractor, because correct setup needs trained staff. FHWA says anyone who installs or maintains roadside safety hardware should be capable, for example trained, credentialed or authorized by the maker [11].
Limits, common mistakes and upkeep
Every barrier has limits. Crash tests cover set vehicle types, speeds and angles, and real collisions vary. Barriers also do not replace speed control, training or planning. The MUTCD lists training, barriers, speed management and activity area planning as separate parts of worker safety [5].
Common mistakes include:
- Using cones or a curb where a barrier is needed [5].
- Swapping in parts that were never tested with the device. FHWA warns that incompatible parts can lead to serious injury or death [11].
- Leaving out the end treatment or the transition.
- Placing workers or machines in the deflection space.
- Treating an eligibility letter as approval for every use [7].
Upkeep matters too. The federal rule tells agencies to keep quality guidelines for temporary traffic control devices for the whole project [6]. FHWA’s guardrail guidance shows why a trained eye helps. Small dents do not seriously affect performance, but vertical tears and bent posts need a different response [12]. If substitute parts do not crush, break, bend or slide like the tested parts, the device performs differently [11].
After any hit, a crew would follow this routine:
- Make the area safe for workers and the public before repairs begin.
- Inspect the whole run, including ends, connections and anchors.
- Replace damaged parts with parts approved for that device [11].
- Reset the device as the manual shows.
- Record the hit, the damage and the repair.
What drivers, neighbors and local leaders can do
When you see a barrier or crash cushion, slow down early and stay in your lane. Leave extra space ahead so you can stop without swerving. Put your phone away. A barrier is a last line of protection, not a margin for error. Our article on speeding and speed management explains why a few miles per hour matter.
Report problems to the road owner. Look for a barrier that leans, has a gap or has shifted toward the lane. Look for a crushed cushion or loose parts. The owner may be a state highway agency, county or city public works, or a toll authority. Use its nonemergency line or website. Call 911 if anyone is hurt or traffic is blocked.
Local leaders, school boards and small employers can ask the agency or contractor a few questions:
- Who owns this road, and who approves the traffic control plan?
- Will barriers protect workers, and were they tested to MASH?
- Who inspects them, and how often?
- Does the plan change if the work runs longer than expected?
Frequently asked questions
What is the difference between a temporary barrier and a crash cushion?
A temporary barrier is a wall of connected sections that blocks or redirects a vehicle along its length. A crash cushion sits at a barrier end or in front of a fixed hazard and slows a vehicle that hits it head on. Many work zones use both. The cushion protects the barrier’s exposed end, and the barrier protects the work space.
Does “crash tested” mean every barrier gives the same protection?
No. Protection depends on the standard the device passed, its test level, the vehicles and speeds on the road, and whether it was installed as tested [7, 12]. An FHWA eligibility letter is not approval for every use [7]. Ask for the documentation and the maker’s manual for the exact model.
Can older barriers still be used?
Sometimes. FHWA and AASHTO agreed on a cutoff date of December 31, 2019. Devices made on or before it may stay in use for their normal service lives if they passed NCHRP Report 350 or the 2009 MASH tests [8]. Newer temporary devices must have passed the 2016 MASH tests [8]. A road owner or contractor can tell you which rules apply to a given job.
Who has to follow the federal rule on positive protection?
The rule applies to federal aid highway projects, and other projects are encouraged to follow it [6]. It sets duties for the agencies that run those projects. Separately, OSHA requires devices that protect construction workers to conform to Part 6 of the MUTCD [3]. Your state may add its own rules, so ask the road owner.
Can a utility crew or event team place barriers on a public road on its own?
Not without the road owner’s approval. Public traffic control is planned by authorized agencies and set up by trained crews. OSHA ties devices that protect construction workers to Part 6 of the MUTCD [3, 5]. Requirements differ by agency, so contact the state, county or city office that owns the road before you plan any closure.
What should I do if I see a damaged barrier or crash cushion?
Do not touch it or try to move it. Note the road, direction and nearest mile marker or cross street. Report it to the road owner through its nonemergency line or website. A damaged unit may not perform as tested, and incompatible repairs can raise the risk of serious injury [11]. Call 911 if someone is hurt or traffic is blocked.
The bottom line
Recommendation from Safety Behind the Wheel Foundation
Safety Behind the Wheel Foundation urges road agencies and contractors to choose tested devices, install them exactly as tested and repair them after every hit. Temporary barriers and crash cushions can reduce the harm from a collision. They work only when the right device is chosen, tested to a recognized standard, installed as tested and kept in repair. You can ask for the key checks: the standard, the test level, the manual, the end treatment, the transition and the inspection plan.
Drivers and neighbors have a role too. Slow down near these devices, give crews room and report damage to the road owner. Leave the setting and repairing of public road devices to the agencies and trained crews who are authorized to do it.
Related articles
- Work zone and move over safety: protect road crews, responders and you
- Safe System approach: how road design protects you from human mistakes
- Move over laws by state: who's protected and what you must do
- Speeding and speed management: why a few mph matter so much
- Post crash care: what to do in the first minutes after a crash
Sources and further reading
- 1Occupational Safety and Health Administration (OSHA). Highway Work Zones and Signs, Signals, and Barricades – Overview. Published or updated: date not shown; reviewed October 2026. osha.gov/highway-workzones
- 2Occupational Safety and Health Administration (OSHA). Work Zone Traffic Safety (fact sheet). Published September 2005. osha.gov/…/work_zone_traffic_safety.pdf
- 3Occupational Safety and Health Administration (OSHA). 1926.200 – Accident prevention signs and tags. Published or updated: date not shown; reviewed October 2026. osha.gov/…/1926.200
- 4Federal Highway Administration (FHWA). Manual on Uniform Traffic Control Devices (MUTCD). Page reviewed October 2026 (11th Edition effective January 18, 2024; Revision 1 effective March 5, 2026). mutcd.fhwa.dot.gov
- 5Federal Highway Administration (FHWA). Manual on Uniform Traffic Control Devices, 11th Edition, Part 6: Temporary Traffic Control. Published December 2023. mutcd.fhwa.dot.gov/pdfs/11th_Edition/part6.pdf
- 6U.S. Government Publishing Office, eCFR. 23 CFR Part 630, Subpart K – Temporary Traffic Control Devices. Rule published November 1, 2024 (89 FR 87296); eCFR text current through September 2026. ecfr.gov/…/subpart-K
- 7Federal Highway Administration (FHWA). Reduce Crash Severity. Updated March 12, 2025. highways.dot.gov/…/reduce-crash-severity
- 8Federal Highway Administration (FHWA). AASHTO/FHWA Joint Implementation Agreement for Manual for Assessing Safety Hardware (MASH). Memorandum listed by FHWA as January 7, 2016. highways.dot.gov/media/13516
- 9Federal Highway Administration (FHWA). Memorandum: Eligibility of Crash Cushion Devices. December 20, 2018. highways.dot.gov/…/memorandum-eligibility-crash-cushion-d…
- 10Federal Highway Administration (FHWA). Federal-aid Reimbursement Eligibility Process. Updated February 10, 2026. highways.dot.gov/…/federal-aid-reimbursement-eligibility-…
- 11Federal Highway Administration (FHWA). ACTION: Guardrail Terminal Installations and Repairs. November 30, 2016. highways.dot.gov/media/13571
- 12Federal Highway Administration (FHWA). Memorandum: Application and Installation of Roadside Hardware. November 3, 2010. highways.dot.gov/…/memorandum-application-and-installatio…
- 13Khan M, Gbiengu P, Ibrahium A, Nnaji C. Investigating patterns and causes of struck-by accidents in roadway construction projects. International Journal of Occupational Safety and Ergonomics, 2025. PubMed record (PMID 40459033). Data year: 2000 to 2022. pubmed.ncbi.nlm.nih.gov/40459033
- 14Chowdhury TI, Starewich M, Barua S. Impact assessment of contributing factors in direct-impact work zone crashes using heterogeneity and constrained-based discrete choice models. Accident Analysis and Prevention, 2026. PubMed record (PMID 41806800). Data year: 2020 to 2024. pubmed.ncbi.nlm.nih.gov/41806800
- 15Federal Highway Administration (FHWA). Hardware Eligibility Letters (barrier terminals and crash cushions listing). Page date not shown; entries through February 2026. highways.dot.gov/…/hardware-eligibility-letters?combine=&…
This article reflects the safety priorities of work zone safety and roadside safety hardware. It is general education, not legal or engineering advice, and it does not replace the design, permit or approval of the road owner. Rules and standards change, so verify details with official sources. For your own situation, contact the agency that owns the road, the contractor's traffic control supervisor, or your regional OSHA office or state OSHA program. Reviewed October 2026.
Cite this article: Safety Behind the Wheel Foundation. “Temporary barriers and crash cushions: tested protection for road crews and hazards.” drivewithcare.org, https://drivewithcare.org/temporary-barriers-and-crash-cushions/. Reviewed October 2026.
Special thanks to our contributors
We appreciate the professionals, experts, and community members who share their knowledge and perspectives to help make this resource better. Your insights are always welcome and appreciated.
Have professional expertise, firsthand experience, or a perspective that could make this resource better?
We welcome your input. Your knowledge and experience can help us make this resource more useful, accurate, and meaningful to the people who rely on it.
Thank you. Your contribution is on its way.
We’re grateful you took the time to share your knowledge with us. Our team reviews every contribution with care. If it helps improve this resource, we’ll update the page and recognize you the way you chose.
Keep learning
Safe Driving Resource Center
Guides, self-checks and articles for drivers, parents of new drivers, and families recovering after a crash.
