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 Passive vehicle barriers shall be provided starting at the installation boundary. The passive
vehicle barriers shall continue around the entire perimeter of the ECF, to the active vehicle
barriers at the end of the response zone. Any of the passive barrier systems defined in MIL-
HDBK 1013/14 are acceptable. The aesthetics of the barrier system shall also be
considered. Breaks in the passive barrier system will be provided to support pedestrian
access to the access control point, however no break will exceed 1 meter (3 feet) in width.
All entry control points will be provided with active vehicle barriers to enable the entry control
point to be closed and prevent a threat vehicle from breeching security. All active barriers
for the main traffic lanes shall have a minimum Department of State (DOS) rating of K12. The
penetration is designated L1 L3 in the DOS rating system. The allowable penetration will
be based on site considerations and the proximity of inhabited facilities or high value assets.
Active barriers for secondary lanes or to be used as access gates to the ECF are to be
designed in accordance with MIL-HDBK 1013/14 based on a design vehicle with a gross
weight of 15,000 lbs, a maximum speed based on the site design, and considering the angle
of approach. Provide active vehicle barriers in the incoming and outgoing lanes in order to
prevent threat vehicles from using the outgoing lanes to gain access to the installation (1).
Insure the active vehicle barriers are planned and constructed in accordance with MIL-HDBK
1013/14, including all necessary safety measures. The emergency activation of active
vehicle barriers will in all cases trigger the ECF duress alarm. Active vehicle barrier systems
can require significant maintenance. Therefore to facilitate maintenance and reduce costs it is
desirable that the types of vehicle barriers be minimized at each installation. One example
would be employing hydraulically operated, wedge type barriers at all ECFs at an
installation.
As discussed when defining the response zone, the reaction time required between the
detection of threat and the activation of the active vehicle barriers is a critical factor in
determining the function and layout of an entry control point. It is also important to identify
where controls for the active vehicle barriers will be located. It is suggested that as a
minimum, tamperproof activation controls be provided at each guard facility or post
(channelization island, gatehouse, sentry booth, and alternate guard position). This will reduce
reaction time and increase the effectiveness of response by providing redundant control.
Most active barrier systems are capable of being operated through several devices such as
push button switches, wired and wireless hand operated switches, computer control systems,
and radar or detection loop monitoring excessive speed or unauthorized entry (1). Due to the
dangers associated with activation of a barrier system and the potential for false alarms, in
no case shall activation of the barrier system be triggered through automatic detection and
response. All control systems shall be based on the actions of the security personnel manning
the entry control facility (such as push button or hand operated switches). This will provide an
opportunity for security personnel to distinguish confused, inattentive, or drunk drivers from
potential terrorists attempting forced entry (1). Automatic detection equipment such as
detection loops or radar for excessive speed could be utilized for warning security personnel.
Final selection of control systems should follow the guidance in MIL-HDBK 1013/14 and the
preferences of the user. The active vehicle barrier control system shall be designed such that
deactivation of the barrier requires a key or similar device. This requirement is based on the
need to ensure a potential attacker is not capable of re-opening the ECF if the security
personnel are incapacitated during an attack. The deactivation key would normally be kept
by the duty officer or in a central location.
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