Transitions from Guardrail to Bridge Rail That Meet Safety Performance Requirements

2000 ◽  
Vol 1720 (1) ◽  
pp. 30-43 ◽  
Author(s):  
C. Eugene Buth ◽  
Wanda L. Menges ◽  
King K. Mak ◽  
Roger P. Bligh
Keyword(s):  
Full Scale ◽  
Safety Performance ◽  
Steel Bridge ◽  
Performance Requirements ◽  
Box Beam ◽  
Crash Tests ◽  
Test Level

Three guardrail-to-bridge rail transitions were developed and subjected to full-scale crash tests. The transitions were ( a) a nested W-beam with W-beam rub rail that transitioned from a W-beam guardrail to a vertical concrete parapet bridge rail, ( b) a nested thrie-beam that transitioned from a W-beam guardrail to a tubular steel bridge rail, and ( c) a tubular steel transition that transitioned from a weak-post box-beam guardrail to a tubular steel bridge rail. The nested W-beam and the tubular steel transitions were tested and met NCHRP Report 350 Test Level (TL)-3 requirements. The nested thrie-beam transition was tested and met TL-4 requirements.

Development of a 34-in. Tall Thrie-Beam Guardrail Transition to Accommodate Future Roadway Overlays

2019 ◽  
Vol 2673 (2) ◽  
pp. 489-501
Author(s):  
Scott K. Rosenbaugh ◽  
Ronald K. Faller ◽  
Jennifer D. Schmidt ◽  
Robert W. Bielenberg
Keyword(s):  
Full Scale ◽  
Safety Performance ◽  
Performance Criteria ◽  
Concrete Barriers ◽  
Before And After ◽  
Level 3 ◽  
Crash Tests ◽  
Test Level

Roadway resurfacing and overlay projects effectively reduce the height of roadside barriers placed adjacent to the roadway, which can negatively affect their crashworthiness. More recently, bridge rails and concrete barriers have been installed with slightly increased heights to account for future overlays. However, adjacent guardrails and approach transitions have not yet been modified to account for overlays. The objective of this project was to develop an increased-height approach guardrail transition (AGT) to be crashworthy both before and after roadway overlays of up to 3 in. The 34-in. tall, thrie-beam transition detailed here was designed such that the system would be at its nominal 31-in. height following a 3-in. roadway overlay. Additionally, the upstream end of the AGT incorporated a symmetric W-to-thrie transition segment that would be replaced by an asymmetric transition segment after an overlay to keep the W-beam guardrail upstream from the transition at its nominal 31-in. height. The 34-in. tall AGT was connected to a modified version of the standardized buttress to mitigate the risk of vehicle snag below the rail. The barrier system was evaluated through two full-scale crash tests in accordance with Test Level 3 (TL-3) of AASHTO’s Manual for Assessing Safety Hardware (MASH) and satisfied all safety performance criteria. Thus, the 34-in. tall AGT with modified transition buttress was determined to be crashworthy to MASH TL-3 standards. Finally, implementation guidance was provided for the 34-in. tall AGT and its crashworthy variations.

Test Level 4 Bridge Rails

2000 ◽  
Vol 1720 (1) ◽  
pp. 80-94
Author(s):  
C. Eugene Buth ◽  
Wanda L. Menges ◽  
William F. Williams
Keyword(s):  
Full Scale ◽  
Safety Performance ◽  
Crash Test ◽  
Test Results ◽  
Recent Past ◽  
Design Specifications ◽  
Performance Requirements ◽  
Steel Tubing ◽  
Aashto Lrfd ◽  
Test Level

Design details and full-scale crash test results are presented for three bridge rails tested for compliance with NCHRP Report 350 Test Level 4 requirements. Designs of these rails are based on AASHTO LRFD Bridge Design Specifications. Each bridge rail consists of structural steel tubing rail elements mounted on wide-flange posts. The rails are generally stronger than many designs commonly used in the recent past. Full-scale crash test results demonstrated that all bridge rails meet NCHRP Report 350 safety performance requirements.

Approach Guardrail Transition for Single-Slope Concrete Barriers

1996 ◽  
Vol 1528 (1) ◽  
pp. 97-108 ◽  
Author(s):  
Ronald K. Faller ◽  
Ketil Soyland ◽  
Dean L. Sicking
Keyword(s):  
Performance Evaluation ◽  
Full Scale ◽  
Safety Performance ◽  
Vehicle Crash ◽  
Concrete Barriers ◽  
Level 3 ◽  
Crash Tests ◽  
Test Level

An approach guardrail transition for use with the single-slope concrete median barrier was developed and crash tested. The transition was constructed with 3.43-mm-thick (10-gauge) thrie-beam rail and was supported by nine W6 × 9 steel posts. Post spacings consisted of one at 292 mm (11.5 in.), five at 476 mm (1 ft 6.75 in.), and three at 952 mm (3 ft 1.5 in.). A structural tube spacer block (TS 7 × 4 × 3/16) was also developed for use with the thrie-beam rail. Two full-scale vehicle crash tests were performed, and the system was shown to meet the Test Level 3 requirements specified in NCHRP Report 350: Recommended Procedures for the Safety Performance Evaluation of Highway Features.

Development of Universal Breakaway Steel Post for Bullnose Median Barrier

2012 ◽  
Vol 2309 (1) ◽  
pp. 94-104
Author(s):  
Robert W. Bielenberg ◽  
Karla A. Lechtenberg ◽  
Dean L. Sicking ◽  
Steve Arens ◽  
Ronald K. Faller ◽  
...  
Keyword(s):  
Controlled Release ◽  
Full Scale ◽  
Successful Completion ◽  
Safe Alternative ◽  
Long Span ◽  
Level 3 ◽  
Crash Tests ◽  
Test Level ◽  
Bolt Steel ◽  
Satisfactory Manner

A new fracturing-bolt universal breakaway steel post (UBSP) was developed and evaluated for use as a replacement for the controlled-release terminal (CRT) wood post currently used in the Thrie beam bullnose system. After numerous steel post concepts were investigated, a fracturing-bolt steel post was selected as the most promising design. The fracturing-bolt steel post successfully matched the strength and dynamic behavior of the CRT wood post in three impact orientations. The UBSP was incorporated into the Thrie beam bullnose barrier system and subjected to three full-scale vehicle crash tests according to the Test Level 3 guidelines provided in NCHRP Report 350. Test Designations 3–30, 3–31, and 3–38 were chosen to evaluate the performance of the Thrie beam bullnose system with UBSPs. All three full-scale crash tests demonstrated that the UBSP performed in a satisfactory manner in the bullnose system, as the vehicle was captured and safely brought to a controlled stop. On the basis of the successful completion of the three full-scale crash tests, it is recommended that the UBSP be considered a safe alternative to CRT posts in the original Thrie beam bullnose median barrier system. It is also noted that the performance of the UBSP suggests that it may have additional applications, including in long-span guardrail, end terminals, and guardrail in mow strips or encased in pavement.

Reduced-Height Performance Level 2 Bridge Rail

1996 ◽  
Vol 1528 (1) ◽  
pp. 116-123
Author(s):  
James C. Holloway ◽  
Dean L. Sicking ◽  
Ronald K. Faller
Keyword(s):  
Single Unit ◽  
Full Scale ◽  
Performance Level ◽  
Safety Performance ◽  
Concrete Bridge ◽  
Structural Failure ◽  
Impact Location ◽  
Reduced Height ◽  
Crash Tests ◽  
Level 2

The safety performance of a 737-mm (29-in.)-high open concrete bridge railing was evaluated. The evaluation included four full-scale crash tests, investigating two critical impact locations where structural failure was most likely to occur. Each impact location was evaluated with a single-unit truck and a ballasted pickup truck. The safety performance of the 737-mm-high open concrete bridge rail was shown to meet the Performance Level 2 requirements specified in the AASHTO Guide Specifications for Bridge Railings (1989).

scholarly journals Two Test Level 4 Bridge Railing and Transition Systems for Transverse Timber Deck Bridges

2000 ◽  
Vol 1696 (1) ◽  
pp. 334-351 ◽  
Author(s):  
Ronald K. Faller ◽  
Michael A. Ritter ◽  
Barry T. Rosson ◽  
Michael D. Fowler ◽  
Sheila R. Duwadi
Keyword(s):  
Forest Products ◽  
Service Level ◽  
Safety Performance ◽  
Performance Criteria ◽  
Transition Systems ◽  
Roadside Safety ◽  
Safety Standards ◽  
Crash Tests ◽  
Test Level ◽  
The U.S

The Midwest Roadside Safety Facility, in cooperation with the Forest Products Laboratory, which is part of the U.S. Department of Agriculture’s Forest Service, and FHWA, designed two bridge railing and approach guardrail transition systems for use on bridges with transverse glue-laminated timber decks. The bridge railing and transition systems were developed and crash tested for use on higher-service-level roadways and evaluated according to the Test Level 4 safety performance criteria presented in NCHRP Report 350: Recommended Procedures for the Safety Performance Evaluation of Highway Features. The first railing system was constructed with glulam timber components, whereas the second railing system was configured with steel hardware. Eight full-scale crash tests were performed, and the bridge railing and transition systems were acceptable according to current safety standards.

NCHRP Report 350 Crash Test Results for Connecticut Truck-Mounted Attenuator

1996 ◽  
Vol 1528 (1) ◽  
pp. 52-60
Author(s):  
John F. Carney ◽  
Charles E. Dougan ◽  
Eric C. Lohrey
Keyword(s):  
Full Scale ◽  
Test Series ◽  
Crash Test ◽  
Test Results ◽  
Impact Attenuation ◽  
Crash Tests ◽  
Test Level ◽  
Level 2

The results of four full-scale crash tests performed on the Connecticut Truck Mounted Attenuator (CTMA) are summarized. The tests were conducted in accordance with the guidelines of NCHRP Report 350 for Test Level 2 devices. NCHRP Report 350 specifies two required and two optional tests. The four crash tests passed all requirements of NCHRP Report 350. No repeat tests were required, and the results were uniformly excellent. The successful CTMA test series is the first of several NCHRP Report 350 test programs that are anticipated to gain compliance for various impact attenuation systems designed and developed in Connecticut.

Long-Span Guardrail System for Culvert Applications

2000 ◽  
Vol 1720 (1) ◽  
pp. 19-29 ◽  
Author(s):  
Ronald K. Faller ◽  
Dean L. Sicking ◽  
Karla A. Polivka ◽  
John R. Rohde ◽  
Bob W. Bielenberg
Keyword(s):  
Simulation Modeling ◽  
Research Study ◽  
Full Scale ◽  
Wood Block ◽  
Long Span ◽  
Crash Testing ◽  
Vehicle Crash ◽  
Level 3 ◽  
Crash Tests ◽  
Test Level

A long-span guardrail for use over low-fill culverts was developed and successfully crash tested. The guardrail system was configured with 30.48 m of nested, 12-gauge W-beam rail and centered around a 7.62-m-long unsupported span. The nested W-beam rail was supported by 16 W152×13.4 steel posts and 6 standard CRT posts, each with two 150-mm×200×360 mm wood block-outs. Each post was 1830 mm long. Post spacings were 1905 mm on center, except for the 7.62-m spacing between the two CRT posts surrounding the long span. The research study included computer simulation modeling with Barrier VII and full-scale vehicle crash testing, using 3/4-ton (680-kg) pickup trucks in accordance with the Test Level 3 (TL-3) requirements specified in NCHRP Report 350. Three full-scale vehicle crash tests were performed. The first test was unsuccessful because of severe vehicle penetration into the guardrail system. This penetration resulted from a loss of rail tensile capacity during vehicle redirection when the swagged fitting on the cable anchor assembly failed. A second test was performed on the same design, which contained a new cable anchor assembly. During vehicle redirection, the pickup truck rolled over and the test was considered a failure. The long-span system was subsequently redesigned to incorporate double block-outs on the CRT posts and crash tested again. Following the successful third test, the long-span guardrail system was determined to meet TL-3 criteria.

Dynamic Evaluation and Implementation Guidelines for a Nonproprietary W-Beam Guardrail Trailing-End Terminal

2013 ◽  
Vol 2377 (1) ◽  
pp. 61-73 ◽  
Author(s):  
Mario Mongiardini ◽  
Ronald K. Faller ◽  
John D. Reid ◽  
Dean L. Sicking
Keyword(s):  
Safety Performance ◽  
Crash Test ◽  
Impact Location ◽  
Close Proximity ◽  
Level 3 ◽  
Implementation Guidelines ◽  
Potential Risks ◽  
Departments Of Transportation ◽  
Crash Tests ◽  
Test Level

Most state departments of transportation use simple adaptations of crashworthy guardrail end terminals, which typically include breakaway posts and an anchor cable, for downstream anchorage systems. The guardrail safety performance for vehicular impacts occurring in close proximity to these simplified, downstream anchorage systems is not well known. Further, the length of need (LON) for the downstream end of these systems has yet to be adequately determined. This research project assessed the safety performance of the Midwest Guardrail System (MGS) for impacts occurring in close proximity to a nonproprietary, trailing-end guardrail terminal under the Test Level 3 conditions of the Manual for Assessing Safety Hardware. The two research objectives were to (a) determine the end of the LON for impacts with light pickup trucks and (b) investigate potential risks for a small passenger car to become unstable when striking the downstream end of the MGS anchored by the nonproprietary, trailing-end terminal. Numerical simulations were carried out to identify the most critical impact location for the 1100C small car and the end of the LON for the 2270P pickup truck. In full-scale crash tests, considerable snag of the 1100C vehicle occurred; however, occupant risk values and vehicle stability were within acceptable limits. The crash test with the 2270P pickup indicated that the end of the LON was located at the sixth post from the downstream-end post. Guidelines were proposed for installing the MGS to shield hazards in close proximity to the tested nonproprietary, trailing-end terminal.

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