Vehicle Ramming Self-Assessment Tool

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Load Previously Saved Vehicle Ramming Self-Assessment:

Assessment Name:

Select an area of interest on the left, and answer the self-assessment questions in each of the sections below.
NOTE: Self-Assessment questions cannot be answered unless an area of interest is added and/or selected.

Size of the vehicle selected

No Vehicle/Smaller than Passenger Car

Small Passenger Car (SC)

Full Size Sedan (FS)

Pickup Truck (PU)

Standard Test Truck (M)

Class 7 Cab Over (C7)

Heavy Goods Vehicle (H)

The worst-case scenario of the above questions determines the size of the vehicle. The self-assessment tool user has the ability to change the vehicle size, since the user may be aware of other variables that the tool does not cover, including intelligence on specific attacks or details about the area of interest.

No Vehicle/Smaller than Passenger Car - This selection draws a zero value and may be a golf cart or vehicle such as an ATV.
Small Passenger Car (SC), Full Size Sedan (FS), Pick-up Truck (PU), Standard Test Truck (M), Class 7 Cab Over (C7), and Heavy Goods Vehicle (H) - The size of the vehicles is determined by the ASTM F2656/F2656M − 15 Standard

What is the maximum population density of the space?

Level of Service (LOS) - Population Density
Lowest	Low	Medium-Low	Medium	High	Highest
LOS A (>60 ft^2/ped) At a walkway LOS A, pedestrians move in desired paths without altering their movements in response to other pedestrians. Walking speeds are freely selected, and conflicts between pedestrians are unlikely.	LOS B (>40-60 ft^2/ped) At LOS B, there is sufficient area for pedestrians to select walking speeds freely to bypass other pedestrians, and to avoid crossing conflicts. At this level, pedestrians begin to be aware of other pedestrians, and to respond to their presence when choosing a walking path.	LOS C (24-40 ft^2/ped) At LOS C, space is sufficient for normal walking speeds, and for bypassing other pedestrians in primarily unidirectional streams. Reverse-direction or crossing movements can cause minor conflicts, and speeds and flow rate are somewhat lower.	LOS D (15-24 ft^2/ped) At LOS D, freedom to select individual walking speed and to bypass other pedestrians is restricted. Crossing or reverse flow movements face a high probability of conflict, requiring frequent changes in speed and position. The LOS provides reasonably fluid flow, but friction and interaction between pedestrians is likely.	LOS E (8-15 ft^2/ped) At LOS E, virtually all pedestrians restrict their normal walking speed, frequently adjusting their gait. At the lower range, forward movement is possible only by shuffling. Space is not sufficient for passing slower pedestrians. Cross- or reverse-flow movements are possible only with extreme difficulties. Design volumes approach the limit of walkway capacity, with stoppages and interruptions to flow.	LOS F (>8 ft^2/ped) At LOS F, all walking speeds are severely restricted, and forward progress is made only by shuffling. There is frequent unavoidable contact with other pedestrians. Cross-and reverse-flow movements are virtually impossible. Flow is sporadic and unstable. Space is more characteristic of queued pedestrians than of moving pedestrian streams.

The level of service calculations are derived from the New York City Pedestrian Level of Service Study - Phase 1 page 10. The user must estimate the level of service based on a reasonable worst-case scenario or the pedestrian density at its highest potential pedestrian activity. Diagrams are available in the New York City Pedestrian Level of Security Study.
https://www1.nyc.gov/assets/planning/download/pdf/plans/transportation/td_fullpedlosb.pdf

Do any congregation features exist?

No

Yes

This question determines whether pedestrians have a reason to congregate; examples include outdoor eating locations, an area where people may queue in a line, or a space for a special event. Make the selection as an estimate of the largest number of pedestrians expected based on the nature of the feature. For example, if the observation is done outside of a theater when no event is taking place, the assessor should try to estimate how many people would be present during a theater event, thus capturing the reasonable worst-case scenario.

Are there sections of the environment where pedestrians can't escape?

No

Yes

Do walls, benches, planters, signs, bus/train stop enclosures, or other features exist that would prevent a pedestrian from moving out of the way if they observed a vehicle moving toward a gathering of people? This feature could also include a pedestrian bridge with guard rails on either side.

Would pedestrians have a clear view?

Clear View

Blocked View

Are objects in place that would prevent a pedestrian from seeing a vehicle moving toward a gathering of people? The assumption is, if people can see a vehicle coming, they will attempt to move out of the way if possible.

Areas of Interest Self-Assessment Score Results

Asset Name - Location	Score	Prioritization Scale
Blank	Blank	Blank

Information and Resources

Barrier Categories

The most common types of vehicle barriers are passive and active. Passive barriers are fixed in place and help to establish a perimeter and deny vehicle access beyond them. Examples of passive barriers are fixed bollards, engineered planters, Jersey barriers, and other heavy obstacles. Active barriers can be moved to control access into a perimeter or parking area and are usually used at vehicle control points or places that require vehicle access. Active barriers must be operated by an attendant or electronic system. Active barriers include retractable bollards, various wedge systems, and drop-arm crash gates. They are usually more expensive and require maintenance over time.

All of the barriers mentioned above can also be categorized as temporary or permanent. Temporary barriers can be either improvised or designed specifically as portable barriers. These barriers would apply to a special event, a construction area, or some other arrangement that may require barriers only for specific times and purposes. Permanent barriers are installed into a cityscape or landscape meant for the long term and can include natural barriers such as boulders or engineered barriers.

Some barriers are meant to redirect the energy of a moving vehicle in case it veers from its original direction of travel. These barriers are not meant to stop a vehicle completely but redirect the direction of travel and allow the vehicle to come to a stop naturally. An example would be a guard rail or jersey barrier. Often these barriers are used to protect the driver of the vehicle as much as objects or pedestrians in the path of the vehicle. Blocking barriers are designed to withstand a direct collision from various sizes of vehicles moving at a given speed. Blocking barriers have official crash ratings that standards organizations, such as ASTM, certify. These barriers include fixed or movable bollards, wedges, and nets.

Barrier Selection

Barrier ratings are usually determined by the need of the specific situation which includes the mass and speed of a vehicle. The actual space available in the target area limits the parameters. According to the ASTM F2656/F2656M-15 standard, the two main factors to consider in barrier selection are the combined speed of the vehicle and its mass, as described by a vehicle type code such as M50, combined with a penetration rating signified by the code P1, P2 or P3. P1 allows the least penetration.¹ However, variables like cost--and in temporary barrier situations, portability--can be part of barrier selection. According to the state of New York Department of Transportation,² for protection of pedestrians, an M50 - P1 rated barrier rating is best. This means that a standard test truck like the Ford F-650 traveling at 50 miles per hour would penetrate the barrier no more than 3.3 feet. A general rule is that if a barrier with a lower penetration rating of P2 or P3 is in place (for either cost or to gain greater portability with a temporary barrier), pedestrians should be kept more than 23 feet from a P2 barrier and more than 99 feet way from a P3 barrier. In this scenario, if a P2 or P3 barrier were chosen, more space beyond the barrier must be part of the planning criteria for pedestrians. If penetration space is limited or pedestrian traffic beyond the barrier cannot be controlled, then the higher barrier rating may be warranted. Note: The K-rating that the U.S. Department of State developed for barriers used to be the accepted standard. However, the ASTM standard has essentially taken the place of the K-rating system.

ASTM (American Society of Testing and Measures), Standard Test Method for Crash Testing of Vehicle Security Barriers, F2656/F2656M – 15.
New York Department of Transportation, Highway Design Manual Chapter 10: Roadside Design, Guide Rail, and Appurtenances. Ch. 10, section 10.2.2.8, p. 46.

Barrier Deployment

Strategies for employing barriers include combining many types of barriers for a permanent configuration or a special event. Barriers can disrupt the area in which they are applied, especially if space is limited. Bollards and other barriers can reduce sidewalk and pedestrian space. Generally, bollards should be no taller than 38 inches and spaced 36-48 inches apart based on specific application.³ All permanent barrier installations should follow Americans with Disabilities Act requirements as well as municipal regulations, ordinances, laws, and best practices. In an urban environment, barriers are also best employed as a part of an overall plan that incorporates elements of city planning.

FEMA, Risk Management Series – Site and Urban Design for Security, Guidance Against Potential Terrorist Attacks (FEMA 430). Ch. 4. December 2007.

Improvised Barriers and Using a Vehicle as a Barrier

Examples of improvised barriers include placement of a large dump truck or similar vehicle,⁴ or other large objects such as boulders. While improvised barriers may in some cases be better than no barriers, in general, barriers that are specifically designed for their purpose are best. The blocking capabilities of improvised barriers can be difficult to evaluate and can lead an organization to believe it has mitigated risk when, in fact, it has not.

Opinions vary regarding the effectiveness of using large trucks or other improvised barriers as a temporary barrier. This situation has not been tested to determine the mass of the vehicle that could be stopped. This means that the degree of penetration for each vehicle type is not known. Given this fact, as a general rule, an exclusion zone should be added behind the vehicle so that if a vehicle rams the temporary barrier and penetrates past it, no pedestrians will be in the penetration areas. When using vehicles as barriers, consider a large vehicle, such as a dump truck that can be loaded with sand or other heavy material.

DHS, Vehicle Ramming: Security Awareness for Soft Targets and Crowded Places.

Special Event

For a special event, two main methods exist to mitigate the risk of a vehicle ramming attack. The first is the use of barriers in and around the planned event space. If possible, choose a special-event location that has existing man-made or natural barriers such as berms, boulders, bollards, or planters, and attempt to limit the number of entrances where a vehicle could fit. If the event is recurring, consider making some permanent changes to the area. Establish a defined perimeter with "pedestrian-only" entrances, and consider closing off all vehicular access to the streets surrounding the event location using a combination of temporary and permanent barriers. Establish a buffer zone around the perimeter that prohibits large vehicles, and/or establish a screening procedure for large commercial vehicles before they can enter the buffer zone. Be sure to allow ingress for emergency vehicles.

Install a bollard system that is well-integrated into the perimeter security design and the streetscape to minimize visual impact. Bollard height should typically not be more than 30-38 inches. Bollard spacing should be between 36 and 48 inches, depending on the kind of traffic expected and the needs of pedestrians and the handicapped.⁵
Install heavy objects that can resist vehicle penetration, such as boulders, sculptures, and trees. Such objects need varying degrees of embedment and reinforcement, depending on their weight, footprint, and height/width ratio.⁵
Install Jersey barriers as a temporary solution. Jersey barriers are relatively inexpensive and readily available.⁵
Use vehicles as temporary physical barriers to eliminate straight-line vehicular access to the facility during elevated threat conditions.⁵

Another way to mitigate a vehicle ramming attack is to manage the size, presence and movement of a crowd of people. For the planned event, consider the size of the expected crowd and the how the crowd may move from one area or attraction to the next. This also may include areas where crowds may become bottlenecked such as near ticketed entrances, as well as food and bathroom lines. In some cases vehicles can and should be excluded from these areas. In other cases, excluding vehicles may not be possible. In those cases, temporary or permanent barriers may be necessary. Below is a limited checklist for identifying problem areas for managing crowds that may need to be protected or eliminated to reduce risk:

Are arrangements in place for vehicle parking and pedestrian approach to the venue?⁶
Are precautions in place to deal with possible crowd pressure at the entrances and exits to the venue?⁶
Do routes that become narrow exist, and are there areas in which people could congregate? Do these areas need additional protection?⁶
Are there bottlenecks such as stairs, escalators, and tunnels or bridges?⁶
Do areas where people queue, such as pay desks, food stands, information points, attractions, or exhibitions pose a problem?⁶
Are the means of escape identified in event of an emergency?⁶
Do emergency service vehicles have access?⁶

Some potential steps to mitigate these issues include the following:

Post signs for pedestrians to navigate the event area safely, while refraining from directing pedestrians through areas where vehicles are present to avoid causing significant pedestrian congestion.⁷
Do not locate pick-up or drop-off locations near entrances or exits.⁷
Separate flows of people, such as establishing different areas for entrances and exits.⁷
If possible use natural or existing barriers--such as bathrooms, kiosks and food stations--for areas where lines will form.⁷
If natural barriers are not available, consider adding temporary or permanent barriers in areas where people congregate.⁷
Avoid locating lines near entrances or exits to maintain good flow of pedestrian traffic near parking areas or roads.⁷
Avoid establishing areas where pedestrians and vehicles cross paths. Where people and vehicles must both be present, consider adding barriers where pedestrians can quickly move to the secure side of the barriers to avoid an instance of attempted vehicle-ramming.⁷
Consider using shuttle buses to move pedestrians from parking areas to entrances to disperse pedestrian density.⁷
Pre-position emergency vehicles before the event, and make sure egress paths are clear for exit should the vehicle be needed.⁷
Post security guards or other staff where vehicles and pedestrians cross paths to direct pedestrian traffic away from vehicle traffic.⁷

FEMA, Buildings and Infrastructure Protection Series – Reference Manual to Mitigate Potential Terrorist Attacks Against Buildings (FEMA 426/BIPS-06). Section 2.3.4.4, p. 2-43 to 2-56.
Health and Safety Executive, Managing Crowds Safely: A Guide for Organizers at Events and Venues. P. 15.

High-speed Avenue of Approach

A high-speed avenue of approach is usually a straight portion of road, or in some cases a parking area, where a vehicle can gain speed to crash into an object or a group of people. Two main strategies can help to mitigate the high-speed avenue of approach. The first is to eliminate the problem by re-routing the road or eliminating traffic on that portion of the road. This option will likely be expensive and require a great deal of planning for permanent applications. It might be a viable application for a special event where traffic can be eliminated temporarily. Other ways to mitigate a high-speed avenue of approach are to reduce the speed of an approaching vehicle by using traffic-calming devices and patterns such as a serpentine pathway.⁷ This can be done permanently with unmovable barriers or temporarily with mobile or improvised barriers.⁸ For the purposes of mitigating a potential vehicle-ramming attack that targets a crowd of people, a more feasible solution may be to prevent congregation in areas where a high-speed avenue of approach simply cannot be changed, due to either cost or the inability to reroute or calm traffic. Below are some options to consider.

Evaluate vehicle traffic patterns near the facility. Design and implement strategies to reduce vehicle speeds, improve pedestrian safety, and reduce the threat of vehicle approach velocities.⁹
Explore the possibility of adding speed controls (e.g., serpentines pathways or speed bumps) to limit vehicle speed at impact.⁹
Install barriers to mitigate high-speed avenues of approach, deny vehicle entry, and provide perimeter protection. Options include, but are not limited to, fixed and retractable bollards, engineered planters, heavy objects and trees, walls and ha-ha barriers, water obstacles, and Jersey barriers.¹⁰
Explore the possibility of installing active barriers, such as retractable bollards or a wedge system, to mitigate high-speed avenues of approach. Active barriers must be tended at all times by trained personnel and require regular maintenance to ensure continued operation.¹⁰
Employ temporary passive barriers (e.g., Jersey barriers) to eliminate straight-line vehicular access to the facility as needed (e.g., under special circumstances or during elevated threat situations).¹⁰
Use vehicles as temporary physical barriers to eliminate straight-line vehicular access to the facility during elevated threat conditions.¹⁰

G4S, Vehicular Terrorism: The Threat Behind the Wheel. 2017.
U.S. Department of Transportation, Federal Highway Administration, “Traffic Calming ePrimer – Module 3.” July 9, 2019.
FEMA, Risk Management Series – Site and Urban Design for Security, Guidance Against Potential Terrorist Attacks (FEMA 430). December 2007.
FEMA, Buildings and Infrastructure Protection Series – Reference Manual to Mitigate Potential Terrorist Attacks Against Buildings (FEMA 426/BIPS-06). October 2011.

All References

Chicago Department of Transportation, Rules and Regulations for Construction in the Public Way. January 2019.
CISA, Active Vehicle Barrier Selection Tool. August 2014.
CISA, Dam Sector: Active and Passive Vehicle Barriers Guide. September 2020.
CISA, Guide to Active Vehicle Barrier (AVB) Specification and Selection Resources. Undated.
City of New York, New York City Pedestrian Level of Service Study Phase I. April 2006.
Corporate Risk Services, Vehicular Terrorism: The Threat Behind the Wheel. 2017.
DHS, Vehicle Ramming: Security Awareness for Soft Targets and Crowded Places.
Event Safety Alliance of USA, Inc., The Event Safety Guide. November 21, 2013.
FEMA, Risk Management Series – Site and Urban Design for Security, Guidance Against Potential Terrorist Attacks (FEMA 430). December, 2007.
FEMA, Buildings and Infrastructure Protection Series – Reference Manual to Mitigate Potential Terrorist Attacks Against Buildings (FEMA 426/BIPS-06).October 2011.
Health and Safety Executive, Managing Crowds Safely. 2000.
National Capital Planning Commission, Designing and Testing of Perimeter Security Elements. Undated.
New York Department of Transportation, “Highway Design Manual.” 2021.
U.S. Department of Transportation Federal Highway Administration, “Traffic Calming ePrimer – Module 3.” July 9, 2019.

Elevated Concern	Areas of interest in this category usually have problems related to both vehicle size and pedestrian factors. Mitigation in this category will likely be more complex and depend on various factors.	76-100
Moderate Concern	Areas of interest in this category likely have problems in either vehicle size or pedestrian factors. Mitigation efforts may focus more heavily on one aspect of the problem.	51-75
Some Concern	Areas of interest in this level likely do not require immediate action but may benefit from general mitigation efforts. If there are areas of interest in other levels of concern, they should be considered first.	0-50

Elevated Concern	Areas of interest in this category usually have problems related to both vehicle size and pedestrian factors. Mitigation in this category will likely be more complex and depend on various factors.	76-100
Moderate Concern	Areas of interest in this category likely have problems in either vehicle size or pedestrian factors. Mitigation efforts may focus more heavily on one aspect of the problem.	51-75
Some Concern	Areas of interest in this level likely do not require immediate action but may benefit from general mitigation efforts. If there are areas of interest in other levels of concern, they should be considered first.	0-50

Vehicle Ramming Self-Assessment Tool

Data Entry per Area of Interest

VOFCs per Area of Interest

Vulnerabilities and Options for Consideration

Areas of Interest Self-Assessment Score Results

Information and Resources

Barrier Categories

Barrier Selection

Barrier Deployment

Improvised Barriers and Using a Vehicle as a Barrier

Special Event

High-speed Avenue of Approach

All References

[AssessmentName]

Areas of Interest – Elevated Concern

Areas of Interest – Moderate Concern

Areas of Interest – Some Concern

Areas of Interest – No Score Available

Appendix A: Information and Resources

Appendix B: Prioritization Scale