UFC 4-022-01
25 May 2005
When designing a Response Zone, maximize the response time by lengthening the
Response Zone, which will increase the distance between the Access Control Zone and
the final denial barrier. In certain instances, there may not be enough space available
to provide an acceptable response time. In those cases, it may be necessary to operate
the facility with barriers normally in the activated or "up" position blocking traffic. The
barriers are then only lowered for authorized vehicles. It may also be necessary to
incorporate sally ports to provide adequate security. UFC 4-022-02 will provide
additional guidance in estimating the activation time for final denial barrier systems and
determining the available response time for a given layout.
6-3
CONTAINMENT AND CONTROL OF VEHICLES
Full containment and control of vehicles is required for all ECFs. The design of an ECF
should ensure that vehicles are contained through an arrangement of passive and
active vehicle barrier systems. Both types of vehicle barriers, passive and active, can
be fixed or movable. Active barriers require some action, either by personnel,
equipment, or both, to prevent entry of a vehicle. Passive barriers are used to direct
and channel the flow of traffic in the desired direction. UFC 4-022-02 provides
additional discussion of the selection and application of active and passive vehicle
barriers.
The passive and active vehicle barrier systems are designed based on their capacity to
stop threat vehicles. The design basis threat will be determined by a site-specific threat
assessment or specified by the installation. Some Services may establish minimum
barrier capacities or specify threat vehicles for primary and secondary ECFs. The
velocity of the threat vehicle will be determined based on vehicle characteristics and the
roadway layout. For non-perpendicular approaches, the necessary barrier capacity
should be based on the specified weight of the threat vehicle, the maximum attainable
velocity, and the angle of approach. The allowable penetration following impact should
be based on site considerations and the proximity of inhabited facilities or high value
assets. For barriers provided in addition to the containment and final denial barriers,
such as barriers used for control in inspection areas, the capacity will be specified by
the installation. Further information concerning design and specification of active
vehicle barrier systems is provided in UFC 4-022-02.
It is recommended that the barrier capacity should be based on a vehicle with a
N
15,000 lb (6800 kg) gross weight at the maximum attainable velocity based on the
roadway layout.
6-3.1
Roadway Containment.
Roadway containment is necessary to prevent inbound vehicles from unauthorized
access and must extend from the installation perimeter to the final denial barrier in order
to be effective. Passive vehicle barriers should encompass a contiguous perimeter
around the ECF, with the final denial barriers completing the containment. The barriers
should be arranged to ensure that a vehicle couldn't circumvent the ECF once the
vehicle has entered.
6-9
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