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

Faller, Ronald K.; Ritter, Michael; Rosson, Barry T.; Fowler, Michael; Duwadi, Sheila Rimal

doi:10.3141/1696-35

Cited by 6 publications

(8 citation statements)

References 3 publications

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“…The original AGT to Thrie beam and tube bridge rail for use on transverse glulam timber deck bridges and the adaptation of the simplified steel post stiffness transition are shown in Figure 7a (19)(20)(21)(22). The original AGT was 18 ft 9 in.…”

Section: Implementation Of Simplified Mgs Stiffness Transitionsmentioning

confidence: 99%

Development and Implementation of the Simplified Midwest Guardrail System Stiffness Transition

Lechtenberg

Rosenbaugh

Bielenberg

et al. 2012

Transportation Research Record

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The varied lateral stiffness between bridge rails and approach guardrail systems may cause vehicle pocketing or wheel snagging to occur near rigid bridge rail ends. To mitigate this potential hazard, an approach guardrail transition (AGT) is used to provide a gradual increase in the lateral stiffness of the barrier between the W-beam guardrail system and the bridge railing. However, these transitions can also cause a propensity for vehicle pocketing or wheel snagging if the change in lateral stiffness occurs too rapidly. Recently, a stiffness transition based on NCHRP Report 350 was developed for use with the Midwest Guardrail System (MGS) and a stiff Thrie beam AGT, and successful testing was performed close to the upstream end of the AGT. The transition was designed with three sizes of steel posts, one of which was nonstandard for state departments of transportation. Thus, a simplified version of the original MGS stiffness transition that used two common sizes of steel posts was developed and was subjected to full-scale crash testing according to Test Level 3 as set forth in the Manual for Assessing Safety Hardware. Subsequently, dynamic post properties obtained from bogie testing and numerical simulations were used to develop an equivalent wood post version of the simplified MGS stiffness transition. Recommendations are made regarding the attachment of the stiffness transitions to FHWA-accepted Thrie beam bridge rail AGTs.

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Section: Implementation Of Simplified Mgs Stiffness Transitionsmentioning

confidence: 99%

Development and Implementation of the Simplified Midwest Guardrail System Stiffness Transition

Lechtenberg

Rosenbaugh

Bielenberg

et al. 2012

Transportation Research Record

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“…It should be noted that 10-gauge thrie beam can be substituted for the nested 12-gauge in actual installations if desired. The substitution of 10-gauge thrie beam in lieu of nesting is allowable based on the previous design and crash testing of approach guardrail transitions that utilized 10-gauge thrie beam (Faller et al, 2000(Faller et al, , 2001. The thrie beam was bolted to the barriers using five 19-mm diameter × 152-mm long, Power Fasteners Wedge-Bolt Anchors at each end of the beam.…”

Section: Tcb Approach Transition To 42-inch High Single-slope Barriermentioning

confidence: 99%

Transition of Temporary Concrete Barrier

Bielenberg

Rosenbaugh

Faller

et al. 2012

Journal of Transportation Safety & Security

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The objective of this research was to design a transition from temporary concrete barriers to a permanent concrete barrier for median applications. The researchers at Midwest Roadside Safety Facility utilized a combination of free-standing and tied-down Kansas temporary concrete barriers and a dual-nested thrie beam for the transition to the single-slope permanent barrier as well as a transition cap. Two full-scale vehicle crash tests were performed on the system. Evaluation of the approach transition required testing at two Critical Impact Point (CIP) locations. The first tests was performed using a half-ton pickup truck that impacted the temporary barriers 1,432 mm upstream from the permanent barrier, at a speed and angle of 100.7 km/h and 24.7 degrees, respectively. The second crash test was also performed using a half-ton truck that impacted the temporary barriers 16.6 m upstream from the permanent barrier, at a speed and angle of 100.1 km/h and 26.2 degrees, respectively. Both tests were conducted and reported in accordance with requirements specified in the Manual for Assessing Safety Hardware (MASH) and were determined to be acceptable according to the Test Level 3 (TL-3) evaluation criteria.

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“…During the 1990s, two other research programs lead to the development of crashworthy railing systems for timber deck bridges. The first program, a collaborative effort among MwRSF, FPL, and FHWA engineers, resulted in development of nine railing systems for longitudinal timber deck bridges (10-15) and two railing systems for transverse timber deck bridges (1,16,17). Subsequently, standard plans were developed for adapting several of these wood systems to concrete deck bridges (18).…”

Section: Bridge Railing Historymentioning

confidence: 99%

“…During the last 11 years, several crashworthy bridge railing systems were developed for use on longitudinal timber deck bridges and for multiple service levels, ranging from low-speed, low-volume roads to higher-service roadways. One recent research study led to the development of two higher-performance-level railing systems for use on transverse timber deck bridges (1). However, little research has been conducted to develop crashworthy railings for use on transverse timber deck bridges located on lowto medium-service roadways.…”

mentioning

confidence: 99%

Development of Two Test Level 2 Bridge Railings and Transitions for Use on Transverse Glue-Laminated Deck Bridges

Faller¹,

Rosson

Ritter

et al. 2001

Transportation Research Record

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The Midwest Roadside Safety Facility, in cooperation with the United States Department of Agriculture Forest Service Forest Products Laboratory and FHWA, designed two bridge railing and approach guardrail transition systems for use on transverse glue-laminated timber deck bridges. The bridge railing and transition systems were developed and crash tested for use on medium-service roadways and evaluated according to the Test Level 2 safety performance criteria provided in NCHRP Report 350. The first railing system was constructed by using steel hardware, whereas the second railing system was built by using glulam timber components. Four full-scale crash tests were performed, and the bridge railing and transition systems were determined to be acceptable according to the current safety standards in NCHRP Report 350.

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

Cited by 6 publications

References 3 publications

Development and Implementation of the Simplified Midwest Guardrail System Stiffness Transition

Development and Implementation of the Simplified Midwest Guardrail System Stiffness Transition

Transition of Temporary Concrete Barrier

Development of Two Test Level 2 Bridge Railings and Transitions for Use on Transverse Glue-Laminated Deck Bridges

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