Development and Testing of a Test Level 4 Concrete Bridge Rail and Deck Overhang

2020 ◽  
Vol 2674 (8) ◽  
pp. 455-465
Author(s):  
Scott K. Rosenbaugh ◽  
Jennifer D. Rasmussen ◽  
Ronald K. Faller
Keyword(s):  
Single Unit ◽  
Design Procedure ◽  
Safety Performance ◽  
Performance Criteria ◽  
Front Face ◽  
Vehicle Stability ◽  
Concrete Bridge ◽  
Yield Line Theory ◽  
Line Theory ◽  
Test Level

A Manual for Assessing Safety Hardware (MASH)-compliant Test Level 4 (TL-4) concrete bridge rail was optimized to satisfy MASH TL-4 design loads, maximize vehicle stability, minimize installation costs, and mitigate the potential for deck damage by minimizing loads transfer to the deck. Additionally, the bridge rail was designed with a 39 in. installation height so that it would remain crashworthy after future roadway overlays up to 3 in. thick. The barrier had a front face with a 3-degree slope from vertical to promote vehicle stability during impacts while also providing some slope to allow for slipforming installations. Yield line theory was utilized to design both interior and end regions of the barrier. Further, minimum deck strengths were determined and a deck overhang design procedure was provided for users desiring to modify their existing deck details. Finally, MASH Test 4-12 was conducted on the new bridge rail to evaluate its safety performance criteria, damage to the barrier and a critical deck configuration, and its working width. In test 4CBR-1, the 22,198 lb single-unit truck impacted the concrete bridge rail at a speed of 57.6 mph and an angle of 16 degrees. The single-unit truck was successfully contained and redirected, and all safety performance criteria were within acceptable limits as defined in MASH. Therefore, test 4CBR-1 was determined to be acceptable according to MASH Test 4-12. Conclusions and recommendations for implementation are provided.

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.

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.

Design and Testing of Tie-Down Systems for Temporary Barriers

2003 ◽  
Vol 1851 (1) ◽  
pp. 83-94 ◽  
Author(s):  
Bob W. Bielenberg ◽  
Ronald K. Faller ◽  
John D. Reid ◽  
John R. Rohde ◽  
Dean L. Sicking
Keyword(s):  
Bridge Deck ◽  
Safety Performance ◽  
Performance Criteria ◽  
Crash Test ◽  
Concrete Bridge ◽  
Safety Standards ◽  
Vehicle Crash ◽  
Rigid Attachment ◽  
Level 3 ◽  
Concrete Bridge Deck

Two tie-down temporary barrier systems were developed and crash tested according to the safety performance criteria provided in NCHRP Report 350: Recommended Procedures for the Safety Performance Evaluation of Highway Features. Both tie-down systems were designed to reduce barrier displacements and to retain deflected barriers on the bridge deck edge. The first system consisted of a steel tie-down strap concept for use with the Iowa F-shape temporary concrete barrier. At each barrier joint, the trapezoidal-shaped strap retained the vertical pin and was attached to the concrete bridge deck using two drop-in anchors. An acceptable fullscale vehicle crash test of the tie-down strap concept was conducted according to the Test Level 3 (TL-3) impact safety standards in NCHRP Report 350. The second tie-down system was developed for use with Iowa’s steel H-section temporary barrier. A new barrier connection was developed to simplify barrier attachment and to accommodate deviations in horizontal and vertical alignment. It consisted of two steel shear plates positioned within an opening on the adjacent barrier section and held in place with two steel drop pins. Four steel angle brackets were welded to the barrier’s base to allow for rigid attachment to the concrete bridge deck with drop-in anchors. Two full-scale vehicle crash tests were conducted on the steel H-barrier system according to TL-3 impact safety standards found in NCHRP Report 350. After an unacceptable first test, the system was successfully tested with minor design modifications.

scholarly journals μ-Synthesis for Fractional-Order Robust Controllers

Mathematics ◽  
2021 ◽  
Vol 9 (8) ◽  
pp. 911
Author(s):  
Vlad Mihaly ◽  
Mircea Şuşcă ◽  
Dora Morar ◽  
Mihai Stănese ◽  
Petru Dobra
Keyword(s):  
Control Problem ◽  
Fractional Order ◽  
Design Procedure ◽  
High Order ◽  
Numerical Control ◽  
Performance Criteria ◽  
Iteration Algorithm ◽  
Optimization Approach ◽  
Cnc Machine ◽  
Bee Colony

The current article presents a design procedure for obtaining robust multiple-input and multiple-output (MIMO) fractional-order controllers using a μ-synthesis design procedure with D–K iteration. μ-synthesis uses the generalized Robust Control framework in order to find a controller which meets the stability and performance criteria for a family of plants. Because this control problem is NP-hard, it is usually solved using an approximation, the most common being the D–K iteration algorithm, but, this approximation leads to high-order controllers, which are not practically feasible. If a desired structure is imposed to the controller, the corresponding K step is a non-convex problem. The novelty of the paper consists in an artificial bee colony swarm optimization approach to compute the nearly optimal controller parameters. Further, a mixed-sensitivity μ-synthesis control problem is solved with the proposed approach for a two-axis Computer Numerical Control (CNC) machine benchmark problem. The resulting controller using the described algorithm manages to ensure, with mathematical guarantee, both robust stability and robust performance, while the high-order controller obtained with the classical μ-synthesis approach in MATLAB does not offer this.

Multi-performance blast pressure-duration curves of laminated glass panes

2020 ◽  
pp. 204141962096883
Author(s):  
Mohammadreza Eslami ◽  
Khalid M Mosalam ◽  
Venkatesh Kodur ◽  
Shalva Marjanishvili ◽  
Brian Katz ◽  
...  
Keyword(s):  
Blast Resistance ◽  
Design Procedure ◽  
Performance Criteria ◽  
Laminated Glass ◽  
Limit States ◽  
Performance Levels ◽  
Performance Pressure ◽  
Pull Out ◽  
Aspect Ratios ◽  
Ultimate Failure

The current design procedure for blast resistant glass panes is based on dynamic analysis of idealized SDOF models under simplified triangular impulse loads or code-specified pressure-duration (pressure-impulse) curves. In both cases, the main objective is to prevent failure of the pane with no explicit consideration of other limit states to reach higher performance levels. In this study, multi-performance pressure-duration curves of Laminated Glass (LG) panes are estimated by accurate pre-validated Finite Element (FE) models. Multiple performance criteria including initial cracking, PVB-50% (maximum polyvinyl butyral, i.e. PVB, interlayer strain of 50%), PVB-100% (maximum PVB interlayer strain of 100%), and ultimate failure of the pane are considered and pressure-duration curves are estimated for each of these performance levels. Ultimate failure of the pane can be either due to rupture of the PVB interlayer or pull-out of the pane from its frame. Multi-performance pressure-duration curves are obtained for 18 different LG panes with three different layups, two widths, and three aspect ratios. According to the obtained results, the thickness of the glass layers has more pronounced contribution to the blast resistance of the panes in all limit states compared with the PVB thickness. Moreover, the ultimate failure mode of the LG panes with thicker PVB interlayer is observed to be typically pull-out of the pane rather than PVB rupture. Therefore, these panes require frames with deeper bites to develop their full blast resistance. Finally, the blast performance of the LG panes are compared with that of Thermally Tempered Glass (TTG) panes to shed more light on the superior blast resistance of LG panes.

Experimental Behavior of One-Way Concrete Slabs at Large Displacements

2011 ◽  
Vol 105-107 ◽  
pp. 1035-1039
Author(s):  
Da Shan Zhang ◽  
Yu Li Dong
Keyword(s):  
Vertical Displacement ◽  
Concrete Slabs ◽  
Large Displacements ◽  
Membrane Action ◽  
Yield Line Theory ◽  
Reinforced Concrete Slabs ◽  
Load Carrying ◽  
Line Theory ◽  
Support Conditions ◽  
Displacement Transducers

This paper presents the tensile membrane action on one-way reinforced concrete slabs, and two full-scale specimens with one edge clamped and one edge simply supported were tested at large displacements. The details of the two tests including support conditions, arrangement of reinforcements and layout of displacement transducers are described. The test results show that the load-carrying capacity of the two slabs is significantly improved due to the tensile membrane action, about 26.6% more than the predicted value using the well-established yield-line theory. Until maximum vertical displacement reached 1/15 of the span-length, the slab did not fail and carried the load steadily.

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.

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