barriers for moveable bridges: options & design...
TRANSCRIPT
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Barriers for Moveable Bridges: Options & Design Considerations
William Williams, P.E.Associate Research EngineerTexas Transportation Institute
College Station, Texas
Roadside Safety and Physical Security Division
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Current Practice for Roadside Safety Barriers
• Strength Requirements & Design Test Level from Section 13, LRFD Specifications
• Performance Requirements as per MASH (Manual for Assessing Safety Hardware)
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Review of AASHTO Design Forces For Traffic Railings: AASHTO Section 13, Table A13.2-1
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MASH Performance Evaluation Criteria – Structural Adequacy
• A. Structural Adequacy - Barrier should contain and redirect the vehicle or bring the vehicle to a controlled stop. The vehicle should not penetrate, underride, or override the installation
• B. Structural Adequacy – The test article should readily activate in a predictable manner by breaking away, fracturing, or yielding
• C. Structural Adequacy – Acceptable test article performance may be by redirection, controlled penetration, or controlled stopping of the vehicle
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MASH Test Designation 3-40 to 45 – Non-Redirective Crash Cushions
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MASH Performance Evaluation Criteria – Occupant Risk
• D. Occupant Risk – Detached elements, fragments, or other debris from the test article should not penetrate or show potential for penetrating the occupant compartment, or present undue hazard to other traffic, pedestrians, or present undue hazard to other traffic, pedestrians, or personnel in a work zone.
• F. Occupant Risk – The vehicle should remain upright during and after collision. The maximum roll and pitch angles are not to exceed 75 degrees.
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MASH Performance Evaluation Criteria – Occupant Risk
• H. Occupant Impact Velocity (OIV): – Longitudinal & Lateral
• Preferred – 30 ft/sec (9.1 m/s)• Maximum – 40 ft/sec (12.2 m/s)
• I. Occupant Ridedown Acceleration (G’s):– Longitudinal & lateral
• Preferred – 15 G’s• Maximum – 20.49 G’s
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Question?
• Rigid or MASH?• Lethal barriers …. Any impact condition
above MASH occupant risk thresholds• Nonlethal barriers …. Well below the
MASH occupant risk thresholds• Examples of Barrier Types
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•SD-STD-02.01 Revision A “Specification For Vehicle Crash Test Of Perimeter Barriers and Gates” (2003)
•15,000 lb single unit truck
•3 impact severities (i.e., energy levels)
•50 mph (K12); 40 mph (K8); 30 mph (K4)
•DOS oversight of all testing
•Adopted by other agencies
Certification Crash Testing
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Standard Truck
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• ASTM F2656-07– Committee Chaired by TTI
• Standard Test Method for Vehicle Crash Testing of Perimeter Barriers
• Incorporated SD-STD-02.01 Revision A• Incorporated DOE Standard Test Vehicle• Incorporated NCHRP Report 350 Vehicles• Adopted the reporting of NCHRP Report 350
Occupant Risk• Maybe PU40 Test Conditions (4000 Pickup @
40 MPH)
New Test Standard for Crash Testing Perimeter Devices
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Devices to be Tested
• Bollards• Walls• Fences• Gates
• Berms• Soil Filled• Drop Arms• Wedges
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USR GRAB Net System
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USR GRAB Net System
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Ideal Manufacturing, Inc. Drop Arm Gate
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Drop Arm for Dept. Of State
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Pop-Up Bollards
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Fixed Bollards
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Flush Mounted Wedge Barriers
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Vehicle Testing with 90-degree Impacts
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TxDOT Type T223 Bridge Rail
• Concrete post and beam bridge rail Common in Texas• Needed more strength for new 32-inch high design• Increase in Rail strength due to larger rail and posts• T223 has a smaller post width (4-ft) and larger clear
opening (6-ft.) for drainage• Evaluate the strength of the T223 rail with different
reinforcing steel details in the rail and deck
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Design & Testing of
TXDOT T223 Bridge Rail
• Increase the rail height from 27 inches to 32 inches•Increase overall strength of the rail (at mid-span & joint) using optimum reinforcing steel orientation, placement, and frequency in post & rail•Review deck strength and consider new deck • reinforcement to increase deck strength
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Typical T223 Details Cont’d
10'
4'4' 6'
1'-1"
1'-7"
1'-1"
8"
2'-8"
CLPOST
CLPOST
#4 @ 9" OC
BARS B (#5) 18" OC
BARS A (#5) 6" OCBARS H (#5) SPACED W/ BARS U
BARS L (#4) SPACED W/ BARS U
BARS U (#5) @ 6" OC(8 PER POST)
BARS S (#3) @ 6" OC
BAR J (#5) 1 EA. POST
#5 BOTT. LONG.
#4 RAIL LONG. (TYP.)
A
A
T223 FRONT VIEW
1'-6"
6" (TYP.)
(TYP.)
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Construct Full-Scale Test Installation with 4 different Rail & Deck Reinforcing Configurations
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T223 Mid-Span Failure
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Test @ End/Joint
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T223 Failure @ End/Joint
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Recommended Details @ T223 Post/Joint (w/o “J” Bars)
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Recommended Details @ T223 Post/Joint (w/o “J” Bars)
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Recommended Details @ Mid-Span Post (w/o “J” Bars)
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Recommended Details @ Mid-Span Post (w/o “J” Bars)
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Summary of T223 Design & Testing
• Mid-Span strength varied from approx. 75 kips to 85 kips
• Joint strength approximately 54 kips• New T223 Bridge Rail Reduced the severity of deck
damage for severe impact loads from the previous T203 Design (27 inches high)
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Tests on Portable Concrete Barriers
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PCB Barrier with Signs Attached
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441621-3 After Test Photos
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Mounting Design Option #3
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MASH Crash Test Conditions
• Full Scale Crash Test Performed on May 24, 2010• MASH Test 3-11, Test Conditions, Speed 62 mph,
Impact Angle 25 degrees• 2270P (5000lb +/- 110 lb)• CIP : 9 ft. Upstream of centerline of joint between
barriers 4 & 5
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Computational Mechanics• Crash Testing Expensive
– >$30,000/test• Advanced Finite Element Technology
– Predictive Impact Simulations Lead Design Efforts– Reduces Development Cost
• Minimizes number of crash tests needed to achieve successful design
• Computer Simulation Approach– Explicit Modeling of Hardware and Vehicle– Cost Effective Evaluation of Design Alternatives– Design Optimization– Verification Crash Tests
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Component Testing• Investigate dynamic impact
response of key system components – Reusable surrogate impact
vehicles• Used for design & validation
of computer models
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Model Validation
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•Vehicle Model
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•Vehicle Model
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•Vehicle Model
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•Vehicle Model
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•Vehicle Model
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•Vehicle Model
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•Vehicle Model
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•Vehicle Model
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•Vehicle Model
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•Chevrolet C2500 Pickup Truck
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Full-Scale Guardrail Model 107,839 Elements 111,361 Nodes 207 CPU hours / 0.500 s
(Compaq Alpha Server)
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•W-Beam Guardrail
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•Pin-and-Loop PCB
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