Guardrail Connection for Low-Fill Culverts

2003 ◽  
Vol 1851 (1) ◽  
pp. 105-116 ◽  
Author(s):  
Karla A. Polivka ◽  
Ronald K. Faller ◽  
John R. Rohde
Keyword(s):  
Computer Simulation ◽  
Performance Evaluation ◽  
Simulation Modeling ◽  
Research Study ◽  
Dynamic Testing ◽  
Safety Performance ◽  
Rigid Foundation ◽  
Level 3 ◽  
Crash Tests ◽  
Test Level

A W-beam guardrail system was developed for attachment to the top slab of a low-fill concrete culvert. The guardrail design was constructed with a single, 2.66-mm-thick W-beam rail totaling 53.34 m in length. Over the culvert, W150×13.5 steel posts 946 mm long spaced 952.5 mm on center supported the W-beam rail. The research study included dynamic testing with a bogie vehicle and steel posts attached to a rigid foundation, computer simulation modeling with BARRIER VII, and two full-scale vehicle crash tests. The crash tests used three-quarter-ton pickup trucks and were conducted in accordance with the Test Level 3 (TL-3) requirements specified in NCHRP Report 350: Recommended Procedures for the Safety Performance Evaluation of Highway Features. The first test was successfully conducted on the guardrail system with the back sides of the posts positioned 457 mm away from the front of the culvert’s headwall. The second test was unsuccessfully performed on the guardrail system with the back sides of the posts positioned 25 mm away from the front of the headwall. The safety performance of the W-beam guardrail system attached to the top of a low-fill concrete culvert was determined to be acceptable according to the TL-3 criteria found in NCHRP Report 350. Recommendations for the final placement of the guardrail system with respect to the culvert headwall are also made.

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.

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.

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.

Approach Guardrail Transition for Concrete Safety Shape Barriers

1998 ◽  
Vol 1647 (1) ◽  
pp. 111-121 ◽  
Author(s):  
Ronald K. Faller ◽  
John D. Reid ◽  
John R. Rohde
Keyword(s):  
Performance Evaluation ◽  
Transition System ◽  
Safety Performance ◽  
Level 3 ◽  
Test Level

An approach guardrail transition for use with concrete safety shape barriers was developed and crash-tested. The transition was constructed with two nested thrie-beam rails, measuring 2.66 mm thick, and supported by nine W150 x 13.5 steel posts. Post spacings consisted of one at 292 mm, five at 476 mm, and three at 952 mm. Structural tube spacer blockouts were used in the transition system. The system successfully met the Test Level 3 requirements specified in NCHRP Report 350: Recommended Procedures for the Safety Performance Evaluation of Highway Features.

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.

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.

Crash Testing and Evaluation of Culvert-Mounted Midwest Guardrail System

2020 ◽  
Vol 2674 (7) ◽  
pp. 161-171
Author(s):  
Mojdeh Asadollahi Pajouh ◽  
Robert W. Bielenberg ◽  
Jennifer D. Schmidt-Rasmussen ◽  
Ronald K. Faller
Keyword(s):  
American Association ◽  
Water Drainage ◽  
Test Installation ◽  
State Highway ◽  
Crash Testing ◽  
Test Number ◽  
Box Culverts ◽  
Level 3 ◽  
Crash Tests ◽  
Test Level

Concrete box culverts are usually installed under roadways to allow water drainage without affecting the motoring public. Culvert openings can represent a hazard on the roadside when they do not extend outside of the clear zone, and often require safety treatments in the form of roadside barriers. In this study, a modified design of Midwest Guardrail System (MGS) was evaluated for installation on a low-fill culvert with the strong-post attachment using through-bolts and epoxy anchorage through full-scale crash testing. The test installation consisted of MGS with a 31 in. top rail height, supported by W6 × 9 posts, spaced at 37½ in., attached to a low-fill culvert’s top slab with a 12 in. offset from the back of the post to the culvert headwall. Two crash tests were conducted according to the American Association of State Highway and Transportation Officials’ (AASHTO) Manual for Assessing Safety Hardware (MASH) 2016 Test Level 3 impact safety criteria. In test number CMGS-1, a 2,428-lb car impacted the MGS attached to the culvert at a speed of 61.3 mph and at an angle of 25.1°. In test number CMGS-2, a 5,013-lb pickup truck impacted the MGS attached to the culvert at a speed of 62.8 mph and an angle of 25.7°. In both tests, the vehicle was safely redirected and captured. Both tests were deemed acceptable according to TL-3 safety criteria in MASH. Recommendations were made for the safe installation of MGS atop low-fill culverts as well as transitions from the standard MGS to the culvert-mounted MGS.

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.

Correlation Analysis of Computer Simulation with Full-Scale Impact Test for Barrier Safety Evaluation

2011 ◽  
Vol 94-96 ◽  
pp. 2092-2101
Author(s):  
Xin Peng Shao ◽  
Hui Ji ◽  
Shu Ming Yan ◽  
Qi Qian Li ◽  
Ning Jia ◽  
...  
Keyword(s):  
Computer Simulation ◽  
Performance Evaluation ◽  
Impact Test ◽  
Safety Evaluation ◽  
Simulation Models ◽  
Simulation Method ◽  
Full Scale ◽  
Safety Performance ◽  
Computer Simulation Method ◽  
Set Up

In order to analyze the feasibility of barrier safety performance evaluation with computer simulation method, finite-element models of various vehicles and barriers were set up and simulations results are compared to multiple full-scale impact test data. The results indicate that all safety performance index such as vehicle trajectory, structural adequacy, occupant risk and dynamic deformation can be extracted from computer simulation and FEA results are coincident with those of tests with error less than 10%. Computer simulation method is proved to be highly feasible for safety performance evaluation of barriers. The concept that simulation models must be verified through tests is stressed and the suggestion that laws and regulations on professional audit and management of CAE engineers should be completed is brought out.

NCHRP Report 350 Testing of W-Beam Slotted-Rail Terminal

1997 ◽  
Vol 1599 (1) ◽  
pp. 22-31 ◽  
Author(s):  
King K. Mak ◽  
Hayes E. Ross ◽  
Roger P. Bligh ◽  
Wanda L. Menges
Keyword(s):  
High Speed ◽  
Safety Performance ◽  
The Other ◽  
Federal Aid ◽  
Speed Limits ◽  
Crash Testing ◽  
National Highway ◽  
Level 3 ◽  
Test Level ◽  
Highway System

Two slotted-rail terminal (SRT) designs, one for use on roadways with speed limits of 72.4 km/hr (45 mi/hr) or less and the other for high-speed facilities, were previously developed and successfully crash-tested in accordance with guidelines set forth in NCHRP Report 230. Those SRT designs have been approved by FHWA for use on federal-aid projects. However, FHWA has since adopted NCHRP Report 350 as the official guidelines for safety performance evaluation of roadside features and required that all roadside features to be used on the National Highway System be crash-tested in accordance with the NCHRP Report 350 guidelines by 1998. It is therefore necessary to modify and retest the SRT designs in accordance with NCHRP Report 350 guidelines. The modified SRT design has successfully met the guidelines set forth in NCHRP Report 350 for Test Level 3 conditions, that is, 100-km/hr (62.2 mi/hr) and the results of the crash testing. The modified SRT design has been approved by FHWA for use on the national highway system.

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