The Experts below are selected from a list of 240 Experts worldwide ranked by ideXlab platform
Dean L Sicking - One of the best experts on this subject based on the ideXlab platform.
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Racetrack SAFER Barrier on Temporary concrete Barriers
International Journal of Crashworthiness, 2013Co-Authors: John D. Reid, Robert W. Bielenberg, Ronald K Faller, Karla A Lechtenberg, Dean L SickingAbstract:Previously, the Steel and Foam Energy Reduction (SAFER) Barrier system was successfully developed and crash tested for use in high-speed racetrack applications for the purpose of reducing the severity of racecar crashes into permanent, rigid, concrete containment walls. The SAFER Barrier has been implemented at all high-speed oval race tracks that host events from NASCAR's top three race series and IRL's top series. However, there are a number of racetrack facilities in the United States that use Temporary concrete Barriers as a portion of the track layout during races. These Barriers are typically used on race tracks to shield openings or protect portions of the infield. Some of these Temporary Barrier installations are in areas where current safety guidance would recommend treatment with the SAFER Barrier. Thus, a system was successfully designed, tested, and evaluated for a system targeted towards the most pressing need in the US motorsports industry, a system for spanning openings between rigid concre...
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Development and Evaluation of a Tie-Down System for the Redesigned F-Shape Concrete Temporary Barrier
2003Co-Authors: Karla A. Polivka, Ronald K Faller, James C Holloway, John R. Rohde, Bob W. Bielenberg, Dean L SickingAbstract:Often, Temporary Barriers are used in applications where it is desired that their deflection during vehicular impact be limited. One such application is in the installation of Temporary Barriers placed adjacent to the edge of a concrete bridge deck in order to maximize lane width. Acceptable tie-down systems for Temporary Barriers have previously been developed, but there are concerns when the Barriers and tie-down systems are used on bridges that are reconstructed in stages and where very little tolerance in Barrier deflection is allowable. Therefore, a rigid tie-down system was developed that minimizes Barrier deflections. For this system, the original Kansas Temporary Barrier was redesigned in order to strengthen the Barrier around the tie-down holes and to standardize the Barriers for use in adjacent states and in various Temporary and tied-down configurations. The tie-down anchor system fastened the traffic-side of the Barriers to the concrete bridge deck with three 29-mm (1.125-in.) diameter ASTM A307 anchor bolts with heavy hex nuts and 76-mm (3-in.) x 76-mm (3-in.) x 13-mm (0.5 in.) thick washers. The research study included one full-scale vehicle crash test, using a 3/4-ton pickup truck. The full-scale test, with an impact speed of 99.8 km/hr (62.0 mph) and an impact angle of 25.3 deg, was conducted and reported in accordance with the requirements specified in the National Cooperative Highway Research Program (NCHRP) Report No. 350, "Recommended Procedures for the Safety Performance Evaluation of Highway Features." The safety performance of the tie-down anchor system for use with concrete bridge decks and the redesigned F-shape Temporary concrete Barrier was determined to be acceptable according to the Test Level 3 (TL-3) evaluation criteria specified in NCHRP Report No. 350.
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DEVELOPMENT OF A STEEL H-SECTION Temporary Barrier FOR USE IN LIMITED DEFLECTION APPLICATIONS
2003Co-Authors: Karla A. Polivka, Dean L Sicking, Ronald K Faller, Robert W. Bielenberg, John R. Rohde, John D. Reid, J C HollowayAbstract:A tie-down system was developed for use with Iowa's steel H-section Temporary Barrier. For this system, the original Barrier connection detail was modified in order to simplify Barrier attachment to one another as well as to more easily accommodate deviations in horizontal and vertical alignment. At each Barrier joint, two steel shear plates were 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 at every joint in order to allow for the Barriers to be rigidly attached to the concrete bridge deck using drop-in anchors. Two full-scale vehicle crash tests, using 3/4-ton pickup trucks, were performed on the steel H-section Barrier system. Due to vehicle snag and subsequent vehicle rollover, the first test was unsuccessful. Following minor design modifications, the Barrier system was retested. The second test was successfully conducted on the tied-down steel H-Barrier system which safely redirected the pickup truck. The tests were conducted and reported in accordance with the requirements specified in the National Cooperative Highway Research Program (NCHRP) Report No. 350, "Recommended Procedures for the Safety Performance Evaluation of Highway Features." The safety performance of the tie-down system for use with Iowa's steel H-section Temporary Barrier was determined to be acceptable according to the Test Level 3 (TL-3) evaluation criteria specified in NCHRP Report No. 350.
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Design and Testing of Tie-Down Systems for Temporary Barriers
Transportation Research Record: Journal of the Transportation Research Board, 2003Co-Authors: Bob W. Bielenberg, John R. Rohde, Ronald K Faller, John D. Reid, Dean L SickingAbstract: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.
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DEVELOPMENT OF A TIE-DOWN SYSTEM FOR Temporary CONCRETE BarrierS
2002Co-Authors: Bob W. Bielenberg, Ronald K Faller, John R. Rohde, John D. Reid, J C Holloway, Dean L SickingAbstract:During construction of highways and bridges, it is common for Temporary concrete Barriers to be installed near the edge of a roadway or bridge deck during construction. Free-standing Temporary Barriers placed close to the bridge deck edge pose a major safety hazard to errant vehicles as there is a significant risk for the Barrier segments to be propelled off of the bridge. Previous testing of Temporary Barriers has shown deflections of more than one meter. These large dynamic deflections, in combination with a narrow gap located behind the Barriers, would prove sufficient to push the Barriers as well as the impacting vehicle off of the bridge deck. In 1998, researchers at the Midwest Roadside Safety Facility at the University of Nebraska, Lincoln were approached to develop a tie-down system for this type of installation. This report details the development and testing of an NCHRP Report 350 compliant tie-down system for use with F-shape Temporary concrete Barriers. Development of the tie-down system began with the creation and evaluation of several design concepts. Following the researchers' evaluation of the design prototypes, the steel strap tie-down concept was selected for further study. This concept consisted of a steel strap that connected to the Barrier joints and then bolted to the concrete bridge deck. The steel strap tie-down was analyzed and redesigned using LS-DYNA finite element computer simulation modeling. The strap tie-down is comprised of a 76-mm x 6.4-mm x 914-mm piece of ASTM A36 steel bent into a trapezoidal shape. Holes are punched in the plate to allow the connecting pin at the Barrier joints to pass through the strap as well as allow the strap to be anchored to the bridge deck at each end. Anchoring of the strap to the bridge deck is done using two of 19-mm diameter drop-in anchors for each strap. The steel strap tie-down was bogie tested to evaluate its performance. One full-scale vehicle crash test, test no. ITD-1, was conducted according to Test Level 3 (TL-3) test no. 3-11 found in the NCHRP Report No. 350. The test consisted of a 2,012-kg pickup truck impacting the Temporary Barrier system at a speed of 97.6 km/h and at an angle of 24.3 deg. The impact occurred 1.2 meters upstream of the Barrier joint. Results from the crash test showed that the system safely redirected the impacting pickup truck, and the test was judged to be successful according to the NCHRP Report No. 350 safety performance criteria. Based on the results of the NCHRP Report No. 350 compliance test, it is recommended that this design be approved for use on Federal-aid highways. Recommendations for proper application of the new design are also given.
Andrey R. Sharifullin - One of the best experts on this subject based on the ideXlab platform.
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Experimental Study of a Viscoelastic Surfactant-Based in Situ Self-Diverting Acid System: Results and Interpretation
Energy & Fuels, 2013Co-Authors: Guzel T. Bulgakova, Rinat Ya. Kharisov, Aleksey Vladimirovich Pestrikov, Andrey R. SharifullinAbstract:Recently, self-diverting acid systems based on viscoelastic surfactants (SDVAs) have been successfully used for carbonate reservoir treatment. Changes in the SDVA viscosity during the interaction with carbonate reservoirs are associated with the transformation of spherical surfactant micelles into worm-shaped micelles as the acid concentration decreases and the fluid salinity increases. The highly viscous fluid acts as a Temporary Barrier and diverts the acid fluid into the untreated lower permeability zones. After treatment, the SDVA Barrier breaks down when it makes contact with newly formed hydrocarbons. The objectives of this study were to examine in detail the viscoelastic surfactant effect on the HCl and calcite reaction and to examine the effects of the surfactant and acid concentrations on the SDVA apparent viscosity. Rheological measurements were conducted using rotational viscometers at 25 °C. A proposed semi-empirical rheological model describes the relationships between the apparent viscosity,...
John R. Rohde - One of the best experts on this subject based on the ideXlab platform.
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Development and Evaluation of a Tie-Down System for the Redesigned F-Shape Concrete Temporary Barrier
2003Co-Authors: Karla A. Polivka, Ronald K Faller, James C Holloway, John R. Rohde, Bob W. Bielenberg, Dean L SickingAbstract:Often, Temporary Barriers are used in applications where it is desired that their deflection during vehicular impact be limited. One such application is in the installation of Temporary Barriers placed adjacent to the edge of a concrete bridge deck in order to maximize lane width. Acceptable tie-down systems for Temporary Barriers have previously been developed, but there are concerns when the Barriers and tie-down systems are used on bridges that are reconstructed in stages and where very little tolerance in Barrier deflection is allowable. Therefore, a rigid tie-down system was developed that minimizes Barrier deflections. For this system, the original Kansas Temporary Barrier was redesigned in order to strengthen the Barrier around the tie-down holes and to standardize the Barriers for use in adjacent states and in various Temporary and tied-down configurations. The tie-down anchor system fastened the traffic-side of the Barriers to the concrete bridge deck with three 29-mm (1.125-in.) diameter ASTM A307 anchor bolts with heavy hex nuts and 76-mm (3-in.) x 76-mm (3-in.) x 13-mm (0.5 in.) thick washers. The research study included one full-scale vehicle crash test, using a 3/4-ton pickup truck. The full-scale test, with an impact speed of 99.8 km/hr (62.0 mph) and an impact angle of 25.3 deg, was conducted and reported in accordance with the requirements specified in the National Cooperative Highway Research Program (NCHRP) Report No. 350, "Recommended Procedures for the Safety Performance Evaluation of Highway Features." The safety performance of the tie-down anchor system for use with concrete bridge decks and the redesigned F-shape Temporary concrete Barrier was determined to be acceptable according to the Test Level 3 (TL-3) evaluation criteria specified in NCHRP Report No. 350.
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DEVELOPMENT OF A STEEL H-SECTION Temporary Barrier FOR USE IN LIMITED DEFLECTION APPLICATIONS
2003Co-Authors: Karla A. Polivka, Dean L Sicking, Ronald K Faller, Robert W. Bielenberg, John R. Rohde, John D. Reid, J C HollowayAbstract:A tie-down system was developed for use with Iowa's steel H-section Temporary Barrier. For this system, the original Barrier connection detail was modified in order to simplify Barrier attachment to one another as well as to more easily accommodate deviations in horizontal and vertical alignment. At each Barrier joint, two steel shear plates were 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 at every joint in order to allow for the Barriers to be rigidly attached to the concrete bridge deck using drop-in anchors. Two full-scale vehicle crash tests, using 3/4-ton pickup trucks, were performed on the steel H-section Barrier system. Due to vehicle snag and subsequent vehicle rollover, the first test was unsuccessful. Following minor design modifications, the Barrier system was retested. The second test was successfully conducted on the tied-down steel H-Barrier system which safely redirected the pickup truck. The tests were conducted and reported in accordance with the requirements specified in the National Cooperative Highway Research Program (NCHRP) Report No. 350, "Recommended Procedures for the Safety Performance Evaluation of Highway Features." The safety performance of the tie-down system for use with Iowa's steel H-section Temporary Barrier was determined to be acceptable according to the Test Level 3 (TL-3) evaluation criteria specified in NCHRP Report No. 350.
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Design and Testing of Tie-Down Systems for Temporary Barriers
Transportation Research Record: Journal of the Transportation Research Board, 2003Co-Authors: Bob W. Bielenberg, John R. Rohde, Ronald K Faller, John D. Reid, Dean L SickingAbstract: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.
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DEVELOPMENT OF A TIE-DOWN SYSTEM FOR Temporary CONCRETE BarrierS
2002Co-Authors: Bob W. Bielenberg, Ronald K Faller, John R. Rohde, John D. Reid, J C Holloway, Dean L SickingAbstract:During construction of highways and bridges, it is common for Temporary concrete Barriers to be installed near the edge of a roadway or bridge deck during construction. Free-standing Temporary Barriers placed close to the bridge deck edge pose a major safety hazard to errant vehicles as there is a significant risk for the Barrier segments to be propelled off of the bridge. Previous testing of Temporary Barriers has shown deflections of more than one meter. These large dynamic deflections, in combination with a narrow gap located behind the Barriers, would prove sufficient to push the Barriers as well as the impacting vehicle off of the bridge deck. In 1998, researchers at the Midwest Roadside Safety Facility at the University of Nebraska, Lincoln were approached to develop a tie-down system for this type of installation. This report details the development and testing of an NCHRP Report 350 compliant tie-down system for use with F-shape Temporary concrete Barriers. Development of the tie-down system began with the creation and evaluation of several design concepts. Following the researchers' evaluation of the design prototypes, the steel strap tie-down concept was selected for further study. This concept consisted of a steel strap that connected to the Barrier joints and then bolted to the concrete bridge deck. The steel strap tie-down was analyzed and redesigned using LS-DYNA finite element computer simulation modeling. The strap tie-down is comprised of a 76-mm x 6.4-mm x 914-mm piece of ASTM A36 steel bent into a trapezoidal shape. Holes are punched in the plate to allow the connecting pin at the Barrier joints to pass through the strap as well as allow the strap to be anchored to the bridge deck at each end. Anchoring of the strap to the bridge deck is done using two of 19-mm diameter drop-in anchors for each strap. The steel strap tie-down was bogie tested to evaluate its performance. One full-scale vehicle crash test, test no. ITD-1, was conducted according to Test Level 3 (TL-3) test no. 3-11 found in the NCHRP Report No. 350. The test consisted of a 2,012-kg pickup truck impacting the Temporary Barrier system at a speed of 97.6 km/h and at an angle of 24.3 deg. The impact occurred 1.2 meters upstream of the Barrier joint. Results from the crash test showed that the system safely redirected the impacting pickup truck, and the test was judged to be successful according to the NCHRP Report No. 350 safety performance criteria. Based on the results of the NCHRP Report No. 350 compliance test, it is recommended that this design be approved for use on Federal-aid highways. Recommendations for proper application of the new design are also given.
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DEVELOPMENT OF A Temporary Barrier SYSTEM FOR OFF-ROAD APPLICATIONS
1998Co-Authors: K A Addink, B G Pfeifer, John R. RohdeAbstract:The safety shape portable concrete Barrier (PCB) has been approved for use when placed on a bituminous or concrete pad. Construction personnel would like to use PCBs in Temporary situations along roadways where the use of a bituminous or concrete pad is impractical and costly. However, when PCBs are placed on soil foundations with no anchorage, they tend to dig into the soil, causing the Barrier sections to rotate or overturn. The objective of this research was to develop a device which will allow Temporary PCBs placed on soil foundations to translate without significant rotation when impacted by errant vehicles. This device was developed and successfully tested to Test Level 3 of the National Cooperative Highway Research Program (NCHRP) Report No. 350.
Ronald K Faller - One of the best experts on this subject based on the ideXlab platform.
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Racetrack SAFER Barrier on Temporary concrete Barriers
International Journal of Crashworthiness, 2013Co-Authors: John D. Reid, Robert W. Bielenberg, Ronald K Faller, Karla A Lechtenberg, Dean L SickingAbstract:Previously, the Steel and Foam Energy Reduction (SAFER) Barrier system was successfully developed and crash tested for use in high-speed racetrack applications for the purpose of reducing the severity of racecar crashes into permanent, rigid, concrete containment walls. The SAFER Barrier has been implemented at all high-speed oval race tracks that host events from NASCAR's top three race series and IRL's top series. However, there are a number of racetrack facilities in the United States that use Temporary concrete Barriers as a portion of the track layout during races. These Barriers are typically used on race tracks to shield openings or protect portions of the infield. Some of these Temporary Barrier installations are in areas where current safety guidance would recommend treatment with the SAFER Barrier. Thus, a system was successfully designed, tested, and evaluated for a system targeted towards the most pressing need in the US motorsports industry, a system for spanning openings between rigid concre...
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Development and Evaluation of a Tie-Down System for the Redesigned F-Shape Concrete Temporary Barrier
2003Co-Authors: Karla A. Polivka, Ronald K Faller, James C Holloway, John R. Rohde, Bob W. Bielenberg, Dean L SickingAbstract:Often, Temporary Barriers are used in applications where it is desired that their deflection during vehicular impact be limited. One such application is in the installation of Temporary Barriers placed adjacent to the edge of a concrete bridge deck in order to maximize lane width. Acceptable tie-down systems for Temporary Barriers have previously been developed, but there are concerns when the Barriers and tie-down systems are used on bridges that are reconstructed in stages and where very little tolerance in Barrier deflection is allowable. Therefore, a rigid tie-down system was developed that minimizes Barrier deflections. For this system, the original Kansas Temporary Barrier was redesigned in order to strengthen the Barrier around the tie-down holes and to standardize the Barriers for use in adjacent states and in various Temporary and tied-down configurations. The tie-down anchor system fastened the traffic-side of the Barriers to the concrete bridge deck with three 29-mm (1.125-in.) diameter ASTM A307 anchor bolts with heavy hex nuts and 76-mm (3-in.) x 76-mm (3-in.) x 13-mm (0.5 in.) thick washers. The research study included one full-scale vehicle crash test, using a 3/4-ton pickup truck. The full-scale test, with an impact speed of 99.8 km/hr (62.0 mph) and an impact angle of 25.3 deg, was conducted and reported in accordance with the requirements specified in the National Cooperative Highway Research Program (NCHRP) Report No. 350, "Recommended Procedures for the Safety Performance Evaluation of Highway Features." The safety performance of the tie-down anchor system for use with concrete bridge decks and the redesigned F-shape Temporary concrete Barrier was determined to be acceptable according to the Test Level 3 (TL-3) evaluation criteria specified in NCHRP Report No. 350.
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DEVELOPMENT OF A STEEL H-SECTION Temporary Barrier FOR USE IN LIMITED DEFLECTION APPLICATIONS
2003Co-Authors: Karla A. Polivka, Dean L Sicking, Ronald K Faller, Robert W. Bielenberg, John R. Rohde, John D. Reid, J C HollowayAbstract:A tie-down system was developed for use with Iowa's steel H-section Temporary Barrier. For this system, the original Barrier connection detail was modified in order to simplify Barrier attachment to one another as well as to more easily accommodate deviations in horizontal and vertical alignment. At each Barrier joint, two steel shear plates were 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 at every joint in order to allow for the Barriers to be rigidly attached to the concrete bridge deck using drop-in anchors. Two full-scale vehicle crash tests, using 3/4-ton pickup trucks, were performed on the steel H-section Barrier system. Due to vehicle snag and subsequent vehicle rollover, the first test was unsuccessful. Following minor design modifications, the Barrier system was retested. The second test was successfully conducted on the tied-down steel H-Barrier system which safely redirected the pickup truck. The tests were conducted and reported in accordance with the requirements specified in the National Cooperative Highway Research Program (NCHRP) Report No. 350, "Recommended Procedures for the Safety Performance Evaluation of Highway Features." The safety performance of the tie-down system for use with Iowa's steel H-section Temporary Barrier was determined to be acceptable according to the Test Level 3 (TL-3) evaluation criteria specified in NCHRP Report No. 350.
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Design and Testing of Tie-Down Systems for Temporary Barriers
Transportation Research Record: Journal of the Transportation Research Board, 2003Co-Authors: Bob W. Bielenberg, John R. Rohde, Ronald K Faller, John D. Reid, Dean L SickingAbstract: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.
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DEVELOPMENT OF A TIE-DOWN SYSTEM FOR Temporary CONCRETE BarrierS
2002Co-Authors: Bob W. Bielenberg, Ronald K Faller, John R. Rohde, John D. Reid, J C Holloway, Dean L SickingAbstract:During construction of highways and bridges, it is common for Temporary concrete Barriers to be installed near the edge of a roadway or bridge deck during construction. Free-standing Temporary Barriers placed close to the bridge deck edge pose a major safety hazard to errant vehicles as there is a significant risk for the Barrier segments to be propelled off of the bridge. Previous testing of Temporary Barriers has shown deflections of more than one meter. These large dynamic deflections, in combination with a narrow gap located behind the Barriers, would prove sufficient to push the Barriers as well as the impacting vehicle off of the bridge deck. In 1998, researchers at the Midwest Roadside Safety Facility at the University of Nebraska, Lincoln were approached to develop a tie-down system for this type of installation. This report details the development and testing of an NCHRP Report 350 compliant tie-down system for use with F-shape Temporary concrete Barriers. Development of the tie-down system began with the creation and evaluation of several design concepts. Following the researchers' evaluation of the design prototypes, the steel strap tie-down concept was selected for further study. This concept consisted of a steel strap that connected to the Barrier joints and then bolted to the concrete bridge deck. The steel strap tie-down was analyzed and redesigned using LS-DYNA finite element computer simulation modeling. The strap tie-down is comprised of a 76-mm x 6.4-mm x 914-mm piece of ASTM A36 steel bent into a trapezoidal shape. Holes are punched in the plate to allow the connecting pin at the Barrier joints to pass through the strap as well as allow the strap to be anchored to the bridge deck at each end. Anchoring of the strap to the bridge deck is done using two of 19-mm diameter drop-in anchors for each strap. The steel strap tie-down was bogie tested to evaluate its performance. One full-scale vehicle crash test, test no. ITD-1, was conducted according to Test Level 3 (TL-3) test no. 3-11 found in the NCHRP Report No. 350. The test consisted of a 2,012-kg pickup truck impacting the Temporary Barrier system at a speed of 97.6 km/h and at an angle of 24.3 deg. The impact occurred 1.2 meters upstream of the Barrier joint. Results from the crash test showed that the system safely redirected the impacting pickup truck, and the test was judged to be successful according to the NCHRP Report No. 350 safety performance criteria. Based on the results of the NCHRP Report No. 350 compliance test, it is recommended that this design be approved for use on Federal-aid highways. Recommendations for proper application of the new design are also given.
John D. Reid - One of the best experts on this subject based on the ideXlab platform.
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Racetrack SAFER Barrier on Temporary concrete Barriers
International Journal of Crashworthiness, 2013Co-Authors: John D. Reid, Robert W. Bielenberg, Ronald K Faller, Karla A Lechtenberg, Dean L SickingAbstract:Previously, the Steel and Foam Energy Reduction (SAFER) Barrier system was successfully developed and crash tested for use in high-speed racetrack applications for the purpose of reducing the severity of racecar crashes into permanent, rigid, concrete containment walls. The SAFER Barrier has been implemented at all high-speed oval race tracks that host events from NASCAR's top three race series and IRL's top series. However, there are a number of racetrack facilities in the United States that use Temporary concrete Barriers as a portion of the track layout during races. These Barriers are typically used on race tracks to shield openings or protect portions of the infield. Some of these Temporary Barrier installations are in areas where current safety guidance would recommend treatment with the SAFER Barrier. Thus, a system was successfully designed, tested, and evaluated for a system targeted towards the most pressing need in the US motorsports industry, a system for spanning openings between rigid concre...
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DEVELOPMENT OF A STEEL H-SECTION Temporary Barrier FOR USE IN LIMITED DEFLECTION APPLICATIONS
2003Co-Authors: Karla A. Polivka, Dean L Sicking, Ronald K Faller, Robert W. Bielenberg, John R. Rohde, John D. Reid, J C HollowayAbstract:A tie-down system was developed for use with Iowa's steel H-section Temporary Barrier. For this system, the original Barrier connection detail was modified in order to simplify Barrier attachment to one another as well as to more easily accommodate deviations in horizontal and vertical alignment. At each Barrier joint, two steel shear plates were 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 at every joint in order to allow for the Barriers to be rigidly attached to the concrete bridge deck using drop-in anchors. Two full-scale vehicle crash tests, using 3/4-ton pickup trucks, were performed on the steel H-section Barrier system. Due to vehicle snag and subsequent vehicle rollover, the first test was unsuccessful. Following minor design modifications, the Barrier system was retested. The second test was successfully conducted on the tied-down steel H-Barrier system which safely redirected the pickup truck. The tests were conducted and reported in accordance with the requirements specified in the National Cooperative Highway Research Program (NCHRP) Report No. 350, "Recommended Procedures for the Safety Performance Evaluation of Highway Features." The safety performance of the tie-down system for use with Iowa's steel H-section Temporary Barrier was determined to be acceptable according to the Test Level 3 (TL-3) evaluation criteria specified in NCHRP Report No. 350.
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Design and Testing of Tie-Down Systems for Temporary Barriers
Transportation Research Record: Journal of the Transportation Research Board, 2003Co-Authors: Bob W. Bielenberg, John R. Rohde, Ronald K Faller, John D. Reid, Dean L SickingAbstract: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.
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DEVELOPMENT OF A TIE-DOWN SYSTEM FOR Temporary CONCRETE BarrierS
2002Co-Authors: Bob W. Bielenberg, Ronald K Faller, John R. Rohde, John D. Reid, J C Holloway, Dean L SickingAbstract:During construction of highways and bridges, it is common for Temporary concrete Barriers to be installed near the edge of a roadway or bridge deck during construction. Free-standing Temporary Barriers placed close to the bridge deck edge pose a major safety hazard to errant vehicles as there is a significant risk for the Barrier segments to be propelled off of the bridge. Previous testing of Temporary Barriers has shown deflections of more than one meter. These large dynamic deflections, in combination with a narrow gap located behind the Barriers, would prove sufficient to push the Barriers as well as the impacting vehicle off of the bridge deck. In 1998, researchers at the Midwest Roadside Safety Facility at the University of Nebraska, Lincoln were approached to develop a tie-down system for this type of installation. This report details the development and testing of an NCHRP Report 350 compliant tie-down system for use with F-shape Temporary concrete Barriers. Development of the tie-down system began with the creation and evaluation of several design concepts. Following the researchers' evaluation of the design prototypes, the steel strap tie-down concept was selected for further study. This concept consisted of a steel strap that connected to the Barrier joints and then bolted to the concrete bridge deck. The steel strap tie-down was analyzed and redesigned using LS-DYNA finite element computer simulation modeling. The strap tie-down is comprised of a 76-mm x 6.4-mm x 914-mm piece of ASTM A36 steel bent into a trapezoidal shape. Holes are punched in the plate to allow the connecting pin at the Barrier joints to pass through the strap as well as allow the strap to be anchored to the bridge deck at each end. Anchoring of the strap to the bridge deck is done using two of 19-mm diameter drop-in anchors for each strap. The steel strap tie-down was bogie tested to evaluate its performance. One full-scale vehicle crash test, test no. ITD-1, was conducted according to Test Level 3 (TL-3) test no. 3-11 found in the NCHRP Report No. 350. The test consisted of a 2,012-kg pickup truck impacting the Temporary Barrier system at a speed of 97.6 km/h and at an angle of 24.3 deg. The impact occurred 1.2 meters upstream of the Barrier joint. Results from the crash test showed that the system safely redirected the impacting pickup truck, and the test was judged to be successful according to the NCHRP Report No. 350 safety performance criteria. Based on the results of the NCHRP Report No. 350 compliance test, it is recommended that this design be approved for use on Federal-aid highways. Recommendations for proper application of the new design are also given.
