A ‘Legacy VRS’ is basically a system and its components that existed prior to CE Marking.
The most common ‘Legacy’ Bridge Parapets’ included; British Steel, BACO and HDA designs. Other less common
systems comprise; Phoenix, Grundy, Lionweld Kennedy and Saferoads and one off bespoke designs.
These systems have owners.
This will depend on the asset owner. The asset owner of any Bridge Parapet can choose the answer to this
question as the asset belongs to them, but must be mindful of the culpability should the repair not be
compliant and fails with the resultant consequences. An analogy could be, If you were to purchase a
BMW there would be nothing preventing a non approved garage or even yourself from working on the car
and replacing components with copies. In the event of an accident BMW would not be liable where the
failure of the vehicle to perform as designed may have been attributable to non approved components
fitted by an unauthorised installer.
Highways England made the following statement as to what they would expect from the repair of
Legacy Bridge Parapets.
1) The repair meets the original specification. 2) Would expect that would also apply to material spec as well as dimensions and workmanship.Only the system owner will know this information. A set of drawings only gives some of the informationrequired to ensure an authentic repair.
We can repair all bespoke designs for which there is no Intellectual Property (I.P.) owner and are able to repair all British Steel designs. In aluminium we own
the I.P. for HDA, HDE, AHDE, Almetex, BAL & BACO designs. We do NOT subcontract the manufacturing of these systems.
HDA, HDE, AHDE, Almetex, BAL & BACO explainedThe HDA system was originally developed by High Duty Alloys, a division of Hawker Siddeley Aircraft Manufacturer in the late 60s. The fabrication was licensed to Lindley (not the present day company) and Varley and Gulliver.In 1980 HDA was sold to British Aluminium. BACO Contracts were part of British Aluminium.In 1982 British Aluminium was bought by ALCAN and British ALCAN was formed.In September 1992 the HDA, HDE and AHDE system was revalidated with a test. The company providing the material was Almetex, part of ALCAN.On 20th March 1995 The Highways Agency banned the systems use following a failed test, where Lindley (not the present day company) had fabricated the test parapet. It transpired that the material used had properties and thicknesses less than the mean values of the typical supply from Almetex.In May 1995 The Highways Agency concluded “that the parapets supplied by Lindley (not the present day company) for the test on the 20th March lie outside the scope of the Almetex system as defined in BS 6779:Part 1:1992 Appendix G.3.1.In 1996 ALCAN sold British ALCAN to investors lead by Ian McKinnon, who created the Luxfor Group and renamed the business British Aluminium.BACO took control of the drawings for the HDA, HDE and AHDE parapet system. BS 6779:Part1:1998 Annex F shows BACO as the promoter.On 19th May 1997, British Aluminium sent a letter to BACO stating that they are the sole suppliers of extrusions for the AHDE parapet system. They renamed the system BAL 100 to bring it into line with The Highways Agency approved test. The letter also specified Varley and Gulliver as the only authorised fabricator and supplier of the system.In 2000 ALCOA acquired some operations from British Aluminium.In 2000 Varley and Gulliver acquired the I.P. from BACO for all their Highway Products (HDA, HDE, AHDE, Almetex, BAL & BACO).We have all the legally privileged documentation to prove our ownership and have communications from The Highways Agency and British standards referencing named systems that corroborate the above.
Essentially no. Some Legacy products were never tested, there are those that were tested and failed
and there are those that were tested and successfully passed the criteria. The standard used prior
to EN 1317 in the UK was BS 6779. During the time of BS 6779 there wasn’t any criteria for occupant
safety as in EN 1317. Therefore no Legacy system satisfies today’s criteria. Primarily there were three
containment levels in BS 6779; Low, Normal and High. In comparison with EN 1317 they would translate
to N1, N2, & H4a respectively. Putting occupant safety aside, the most important criteria for any VRS
is containment. Products compliant with BS 6779 are likely to satisfy the containment classification of