H5 Roadside and Median Barrier Systems

Alberta Infrastructure and Transportation Roadside Design Guide November 2007
H5 Roadside and Median Barrier Systems

H5.1 Introduction
Barriersystemscanbeclassifiedintotwo categories,basedontheirlocationanddesign: x x roadside median.
Aroadsidebarriersystemisdesignedtoredirect vehiclesthatimpactononlyonesideofthe barrier.Itistypicallyusedtoshieldmotorists fromnaturalandmanmadehazardslocated alongeithersideoftheedgeofhighwaysand ramps,includingtheleftsideofdivided highwayswithwidemedians.Itmayalsobe usedtoprotectvulnerableroadusers,suchas pedestriansandcyclists,andsnowmobilesfrom vehiculartrafficunderspecialconditions. Amedianbarriersystemisdesignedtoredirect vehiclesthatimpactonbothsidesofthebarrier system.Medianbarriersaretypicallyusedto separatetrafficwithhighdifferentialspeeds and/ortomanageaccess.Commonexamplesof mediansincludeseparatingthehighopposing trafficspeedsondividedhighways,controlling accessbetweenand/orseparatingtrafficon parallelroadwayssuchasserviceroadsand freewaycollectorsdistributors.Theproximityof interchangerampstothehighwaysometimes requiresamediantreatmentaswell. Precastconcretebarriersystemsaremovable, segmented,barriersystemsthataremost commonlyusedinworkzonestoprotectboth motoristsandworkers.Selectedprecastconcrete barriersystemsmayalsofunctionaspermanent barriersystems(roadsideormedian)ifdesigned andmaintainedappropriately. Barriersystemsshouldbedesignedwith considerationforadjacentroadsidefeatures.The
ROADSIDE AND MEDIAN BARRIER SYSTEMS
selectionanddesignofabarriersystemmust includeconsiderationoftheroadway,shoulder, drainagefacilitiesandtheroadsideenvironment ofthesurroundingarea.Together,these elementsaredesignedtofunctioninharmony, maximizingthesafetybenefitsofthehighwayas asystem.Conversely,situationsthatreduce safetycandevelopwhentheinteractionof roadsidefeatures(includingbarriersystems)is notgivenadequateconsideration.Poorchoices reflectingthisincludelocatingbarriersbehindor onsteeperslopesand/orusingbarriercurb barriercombinationsonhigherspeedroads. Applicationrestrictionsarenotedforeachbarrier system. Theproperperformanceofbarriersystemsis heavilydependentonthecorrectdesign, installation,maintenanceandpostimpactrepair. Gradingandanchoragerequirementsshould alsoreceiveproperattention. Tobeeffective,abarriersystemshould: x preventpenetration,vaultingover (overriding),orwedgingunder(under riding) unlessotherwisedesigned,remain substantiallyintactsothatsystemelements anddebriswillnotposeanundueriskto vehicleoccupantsorothertraffic bedesignedandinstalledtoreducetherisk ofsystemcomponentsenteringintothe passengercompartment(spearing)ofthe impactingvehicle.
Avehiclebarriercollisionshouldresultinthe smoothredirectionoftheimpactingvehicleata lowdepartureanglethatwillreducetheriskof interactingwithothervehicles.Finally,the collisionmustnotresultinexcessivelateralor longitudinaldecelerationtothevehicle occupants.
H5-1
Alberta Infrastructure and Transportation November 2007 Roadside Design Guide
Sincethedynamicsofacrasharecomplex,the mosteffectivemeansofassessingbarriersystem performanceisthroughfullscalecrashtests.By standardizingsuchtests,barriersystem designerscancomparethesafetyperformanceof alternativedesigns. Theprimarypurposeofabarriersystemisto reducethecollisionseveritywhenthevehicle leavestheroadwayandencountershazards (fixedobjectsorterrainfeatures)thatareless forgivingthanstrikingthebarriersystem.A barriersystemisintendedtocontainand/or redirectanimpactingvehicle. Barriersystemsarecategorizedonthebasisof theirdesigndeflectioncharacteristics: x x x flexible semirigid rigid.
massarenecessarytopreventthesystemfrom beingdisplaceduponimpact. Albertahasadoptedtheperformance requirementsforbarriersystemsbasedonthe NationalCooperativeHighwayResearchProgram (NCHRP)Report350RecommendedProceduresfor theSafetyPerformanceEvaluationofHighway Features. AllsystemsmustberatedatleastasTL3for highspeedhighways(postedspeedof100km/h orhigher)wheretheAADT>2500.Discussion ontheselectionofappropriatebarriersystemsis providedinSectionH3.2.3.1.
H5.2
Roadside Barriers
Roadsidebarriersystemsaredesignedtobe impactedononlyoneside. Ingeneral,thefollowingsystemsarecurrently permittedforuseonAlbertahighwaysas roadsidebarriersystems: x x HighTensionCableBarrierSystems(TL4) AlbertaWeakPostWBeamwithWoodor Plasticposts*(NottestedunderNCHRP Report350,butassumedtobefunctionally equivalenttoTL3) WeakPostBoxBeam(TL3) StrongPostWBeamwithWood,Steel,or Plasticposts(TL3) ModifiedThrieBeam(TL4) PrecastSingleSlopeorFShapeConcrete Barrier(TL3) CastinplaceorextrudedFShapeConcrete Barrier(TL4orTL5) CastinplaceorextrudedSingleSlope ConcreteBarrier(TL4orTL5).
Thedesigndeflectionisthedistancethata barriersystemisexpectedtomovelaterally underimpact,measuredfromthefaceofthe system.Rigidsystems,astheirnameimplies,do notdeflectsignificantly.Semirigidsystems generallydeflect1.5morless.Flexiblesystems suchastheHighTensionCableSystemand AlbertaWeakPostdeflectsignificantly,upto 3.5mormoreuponimpact. Thedesigndeflectionofabarriersystemis important,inthatitdeterminestheminimum separationbetweenthebarriersystemandthe hazardthatisbeingshielded.Ifthesystemis placedtooclose,theimpactingvehiclemay deflectthebarriersystemintothehazard, allowingthevehicletostrikethehazard,thereby defeatingthepurposeofthebarriersystem. Barriersystems,whethertheyarerigid, semirigidorflexible,mustbeofsufficientlength andbeproperlyanchoredtodeveloptheirfull strength.Forrigidsystems,sufficientlengthand
x x x x x x
* TheAlbertaWeakPostWBeamsystemhasexhibited satisfactoryinserviceperformanceovermanyyearsand willcontinuetobeusedwhereappropriate.
H5-2 ROADSIDE AND MEDIAN BARRIER SYSTEMS
Fortheselectionoftheappropriatebarrier systems,refertoSectionH3.2.3.1. TableH5.1providesasummaryofthekey dimensionsandcharacteristicsofbarriersystems usedonAlbertahighways:

TABLEH5.1RoadsideBarrierSystemsCharacteristicsSummary Barrier System Post Type Category NCHRP Report 350 Test Level Design Deflection (m) Dependson postspacing andchoiceof system,referto manufacturers information (2.1to2.4) 2.5 1.5 1.5 0.9 0.6 0.9 Minimum System Length (m)
HighTensionCable System
SteelPost
Flexible
TL4
Referto manufacturers information (variesupto35m)
AlbertaWeakPost WBeam1 WeakPostBoxBeam StrongPostWBeam
PlasticorWood SteelPost PlasticPost WoodorSteel Post SteelPost SteelPost
Flexible SemiRigid SemiRigid SemiRigid SemiRigid SemiRigid SemiRigid (mustuse crashtested joint between units) Rigid
N/A TL3 TL3 TL3 TL3 TL4
22.86(<70km/h)1 45.72(>80km/h)1 100 50 50 50 50
StandardThrieBeam ModifiedThrieBeam PrecastConcrete BarrierFShapeor otherapproved shape(Temporary installationorspecial purposepermanent) Castinplaceor ExtrudedConcrete Barrier
N/A
TL3
0.075to1.8
45
N/A
TL4orTL5
0.0
30
Minimumlengthforweakpostwbeamdoesnotincludelengthofendtreatments.Thecorrespondingspeedsarebasedon designspeed.
Drawingsforapprovedroadsidebarriersystems, includingtransitioninformation,areprovidedin AppendixBofthisguide.
Consulttherecommendedproductslistto confirmthattheselectedendtreatmentsmaybe usedinAlberta.Therecommendedproductslist maybeaccessedonINFTRAswebsite.
ROADSIDE AND MEDIAN BARRIER SYSTEMS H5-3
H5.3
Median Barriers
MedianBarrierSystemsaredesignedtobe impactedfrombothsides. Theprimarypurposeofamedianbarriersystem istoreducethecollisionseveritywhenthe vehicleleavestheroadwayandencountersother vehicles(opposingortravellinginthesame direction)orhazards(fixedobjectsorterrain features)thatarelessforgivingthanstrikingthe barriersystem.Amedianbarriersystemis intendedtocontainand/orredirectanimpacting vehicle. Ingeneral,thefollowingsystemsarecurrently allowedforuseonAlbertahighwaysasmedian barriersystems: x x x x x x x HighTensionCableBarrierSystems(TL4) WeakPostBoxBeam(TL3) StrongPostWBeamwithWood,Steel,or Plasticposts(TL3) ModifiedThrieBeam(TL4) PrecastFShapeorSingleSlopeConcrete Barrier(TL3) CastInPlaceFShapeConcreteBarrier(TL4 orTL5) CastInPlaceSingleSlopeConcreteBarrier (TL4orTL5).
Todeterminethewarrantformedianbarrier, andselectionoftheappropriatebarriersystems, refertoSectionH3.2.3.1. TableH5.2providesasummaryofthekey dimensionsandcharacteristicsofmedianbarrier systemsusedonAlbertahighways:
TABLEH5.2MedianBarrierSystemsCharacteristicsSummary Barrier System Post Type Category NCHRP Report 350 Test Level Design Deflection (m) Dependsonpost spacingand choiceofsystem, referto manufacturers information (2.1to2.4) 1.5 1.5 0.9 0.6 0.9 Minimum System Length (m)
HighTensionCable System
SteelPost
Flexible
TL4
Referto manufacturers information (variesupto35m)
WeakPostBoxBeam StrongPostWBeam
SteelPost PlasticPost WoodorSteel Post SeelPost SteelPost
SemiRigid SemiRigid SemiRigid SemiRigid SemiRigid Rigid(must usecrash testedjoint between unitsand embedded by50mm)
TL3 TL3 TL3 TL3 TL4
100 50 50 50 50
StandardThrieBeam ModifiedThrieBeam PrecastConcrete BarrierFShapeor otherapproved shape(Temporary installationorspecial purposepermanent) Castinplaceor ExtrudedSingle SlopeorFShape ConcreteBarrier Min.810mmHigh Castinplaceor ExtrudedSingle SlopeorFShape ConcreteBarrier Min.1070mmHigh
N/A
TL3
0.075to1.8
45
N/A
Rigid
TL4
0.0
30
N/A
Rigid
TL5
0.0
30
Drawingsforthemedianbarriersystems, includingtransitioninformation,areprovidedin AppendixBofthisguide. Consulttherecommendedproductslistto confirmthattheselectedendtreatmentsmaybe usedinAlberta.Therecommendedproductslist maybeaccessedontheINFTRAwebsite. Ifthemedianwidthiswiderthantherequired DesirableClearZonesuchthatthebackof barriersystemcanbelocatedoutsideofthe DesirableClearZone,thenotherroadside barrierssuchastheAlbertaWeakPostWBeam, StrongPostWBeamandModifiedThrieBeam maybeusedasamedianbarrier. TheModifiedThrieBeambarriersystemmay alsobeusedasamedianbarrierforashort segmentonoverlandflowroutesorfloodplains insteadofaconcretebarriertoprovideflood reliefduringamajorstormevent.Additional discussionofthisallowanceisprovidedin SectionH4.7. NewJerseyConcreteBarrier(TL4)mayonlybe usedwhenconnectingtoorreplacingasmall segmentofexistingNewJerseyConcreteBarrier. Precastconcretebarriersmaybeconsideredfor permanentinstallationsifthebarriersneedtobe movedinthenearfuture,suchaswhen additionalconstructionisanticipatedwithinthe nextfewyearsorwhenmediancrossoversor laneshiftsinthemedianarerequiredduring construction.Inthissituationitwouldbemore costeffectivetoprovideprecastconcrete barriers.Theprecastconcretebarriersshouldbe
embedded50mmintothepavementtoensure minimumdesigndeflection. PrecastconcretebarriersareconsideredTL3 systems.
H5.4
Placement Considerations
Mostbarriersaredesignedforandtestedon levelterrain.Typicallythisinstallationwouldbe locatedattheedgeoftheshoulder. Asavehicleleavesthedrivinglaneandcrosses theshoulderandtheembankment,thebumper heightofthevehicledeviatesfromthestandard heightduetocompressionandexpansionofthe vehiclesuspensionsystem. Ifthebarriercannotbeplacedattheedgeof shoulderandtheapproachcrossfalltothebarrier cannotbemaintainedat10:1orflatter,thenthe barriershouldbeplacedfarenoughbacksuch thattheerrantvehiclewillnotgooverthe barrier,asaminimum. FigureH5.1illustratestheoscillationofthe vehicleusingthebumperheightofthevehicle. TableH5.3providestheminimumdistancefor varioussidesloperatios,asmeasuredfromthe slopebreakpoint,tominimizethepotentialfor errantvehiclestogooverthebarrier.The minimumdistanceasidentifiedinthetableis basedontheencroachmentangleof250withan approachspeedof100km/h.
FIGUREH5.1TypicalVehicularOscillationonEmbankment
Edge of Traveled Way Rounding Break Point
Shoulder
L See Table H5.3
Actual path of bumper height
Normal path of bumper height Height of bumper above normal height at outer edge of shoulder Maximum height of bumper above normal height

TABLEH5.3MinimumDistance(L)forBarrierPlacement Sideslope 6to1 4to1 3to1 2to1 Minimum Distance L (m) 6.1 7.7 9.2 9.2
*Basedonencroachmentangleof25andapproachspeedof100km/h.
Alberta Transportation July 2009 Roadside Design Guide
Otherconsiderationsmayalsoinfluencethe locationandinstallationheightofthebarrier system.Theseinclude: x x x x x x ShyLineOffset FlareRate FuturePavingRequirements ZoneofIntrusion AttachmenttoBarriers StoppingSightDistanceatInterchange Ramps.
H5.4.1
Shy Line Offset
Theshylineoffsetisdefinedasthetransverse distancemeasuredfromtheedgeofthedriving lanetotheinsidefaceofthebarriersystem. Asuggestedminimumshylineoffsetisprovided asaguidefordesignersforbarrierinstallation. Greaterinstallationoffsetsaredesirable, providedthatthiscanbeachievedata reasonablecostandthatthevehicletrajectory willstillallowthebarriersystemtooperateas designed. Foraruralenvironment,thesuggested minimumshylineoffsetis: x Onallnewstructures,barrierinstallationsor otherfeaturesthatmaybeconsideredas longitudinalhazards,theshylineoffset shouldnotbelessthan1m.Forexample,the widthofnewbridgesontwolaneroads shouldnotbelessthan9m(clearroadway width).Anexceptiontothe9mminimum clearroadwaywouldbeonnewbridge structuresforSLCgirdersonspecificlow volumeroadways.Forfurtherdetails,refer toBridgeBestPracticeGuidelines,Minimum BridgeWidthsforSLCGirderStructureson theDepatmentwebpage. Thesuggestedminimumshylineoffset shouldmatchorexceedthedesirable shoulderwidthontheroadwayforthe servicelifeoftheinfrastructureelement x x
beingdesigned.Forexample,foranew bridgetheprojectedtrafficvolumeforthe next50yearsisofinterest.Itisnormal practiceonnewbridgedesigntoprovide sufficientwidthsuchthatwideningwould notberequiredinthe25to30yearrange. Forroadsideguardrailsmountedonwooden postswheretheservicelifeisnormally20 yearsorless,thewidthoftheroadway duringtheshortertermisnormallyused. Forlowervolumedividedhighways(less thantwoway20,000AADT)thesuggested minimumshylineoffsetonthelefthand sideofthetravellanesisthestandardleft handshoulderwidthforthedesign designation(2mforfourlanes,2.5mforsix lanes,and3mforeightlanes). Forhighertrafficvolumes(greaterthan9000 AADTonanundividedhighwayorgreater than20,000AADTonadividedhighway) withdesignspeedgreaterthan100km/h, considerincreasingtheshylineoffsetabove thedesirableroadwayshoulder.The suggestedminimumis3.0mforbridges (associatedcostincreasetobeconsidered) and3.5mforroadsidebarriersinisolation frombridges. Roadsidebarriersshouldnormallybe locatednofurtherthan4mfromtheedgeof thetravellane,sincethechancesofanerrant vehiclehittingthebarrieratamoreobtuse angleincreaseswiththeoffset.Anexception tothisruleisattheendofthebarriers (flaringarea)wheretheoffsetmaybe increasedtomorethan4m.
Thesevaluesaresometimeslessthanthose recommendedbyTACforthesamespeed.This isduetotheuseofhighdesignspeedsovera largecomponentoftherurallowtrafficvolume networkinAlberta. Foreconomicconsiderations,someofthese roadwaysmayhaveashoulderwidthof1mor
Alberta Transportation Roadside Design Guide July 2009
0.5mwithadesignspeedof110km/h.Itis difficulttojustifyalargeshylineoffsetwhenthe shoulderisnarrowandthetrafficvolumeislow. Forurbanprojectsincludingprojectsinurban fringeareas,suchastheCalgaryandEdmonton RingRoads,INFTRAfollowsTACsSuggested ShyLineOffsetValuesasshowninTable3.1.6.4 oftheTAC1999GeometricDesignGuidefor CanadianRoads.Theoffsetsaretobemeasured fromtheedgeoflaneusingtheactuallanewidth providedonthesubjectroad.Insomecasesthis lanewidthmayexceed3.7mwhereithasbeen developedtoallowforbicyclistsaswellasmotor vehicles.
Astheflarerateforthebarriersystemsincreases, theseverityofthecollisionwiththeflared segmentalsoincreases.Inaddition,the likelihoodofthatvehiclebeingredirectedintoor acrosstheroadwayfollowinganimpactalso increases.Asaresult,theflarerateofthebarrier systemshouldbeconsideredtominimizethe potentialforcollisionseverityincrease,aswellas tominimizethepotentialtoredirectavehicle intooracrosstheroadwayfollowinganimpact. TableH5.4providestheminimumflareratefor HighTensionCableBarrier,AlbertaWeakPost WBeam,StrongPostWBeam,ModifiedThrie Beam,BoxBeam,aswellasConcreteBarriers, basedonvariousdesignspeeds.
H5.4.2
Flare Rate
Barriersystemsaresometimesflaredfora numberofreasons: x x x toplacetheendtreatmentfurtherfromthe roadway toreducedriverreactiontotheintroduction ofabarrier totransitionthebarrieralignmentsothatit canbeattachedtoanotherfixedobject,such asabridgeparapet toreducethetotallengthofbarrierneeded.
TABLEH5.4MinimumFlareRateforVariousBarrierSystems
Design Speed (km/h) 50 60 70 80 90 100 110
Flare Rate for Barrier inside Shy Line 13:1 16:1 18:1 21:1 24:1 26:1 30:1
Flare Rate for Barrier beyond Shy Line Concrete Barrier 8:1 10:1 12:1 14:1 16:1 18:1 20:1 All Other Barrier Systems 7:1 8:1 10:1 11:1 12:1 14:1 15:1
H5.4.3
Future Paving Requirements
ConsiderationforFutureOverlayRequirements In1999,INFTRAadoptedastrategytoaddress theproblemofnarrowpavements.Thestrategy wasintendedtoreducetheneedtogradewiden pavedroadsthroughtheuseofforwardthinking designconcepts.Apolicywassubsequently developedtoaddresstheroadwaywidth problemcomprehensivelyinthethreedistinct phasesofaroadwayslife:newconstruction, rehabilitation,andwidening. Undertheadoptedpolicy,thegradeandbase courseforallnewconstructionorwidening projectsaretobebuiltwidertoaccommodate twofuture80mmoverlays.
Aseriesofstandardcrosssectionsforvarious designationsofhighwayhavebeenproduced andareincludedintheINFTRAstandard drawingstoidentifythesefuturepaving requirements. WBeamInstallationonStageConstruction Whereabarrierisrequiredonstageconstruction projects,inwhichthefirststagepavingistobe constructedinanticipationthatfinalpavingwill bedelayedforbetweentwoand10years,an alternativeinstallationmethod(asshownin FigureH5.2)maybeused.Theadvantageof usingthisinstallationmethodisthatitmay avoidremovingandreinstallingbarriersatthe timeoffinalpaving.
FIGUREH5.2InstallationofBarrieronFirstStagePavingProjects (thatareproposedtobefinalpavedinlessthan10years)

H5.4.4
Zone of Intrusion
TheZoneofIntrusionisdefinedasthearea aboveandbeyondthefaceofarigidbarrier systeminwhichcomponentsofcommercial vehicles,pickuptrucksorSUVsmayenter duringacrashwiththesystem. Becauseofthehighercentreofgravityin commercialvehicles,alowrigidbarriermay resultinapartialovertoppingoftherigidbarrier duringacrash. Forthisreason,theZoneofIntrusionmayaffect theselectionofabarriersystemandplacementof signsandpolesbehindthebarrier. Asaresult,theZoneofIntrusionshouldbe consideredforhighwayswithhighcommercial vehicletrafficwitharigidbarrier,and/ora barrieratabridgestructure.Tobeconsidered highincommercialvehicletraffic,adesigner shouldexaminethetypicalnumberof commercialvehiclesperdayratherthanthe percentageofcommercialvehiclesinthetraffic stream. Ideally,allhazards,includingsignsandpoles withnonbreakawaybases,shouldbeplaced outsideoftheZoneofIntrusion.Alternatively, thebarrierheightshouldbeincreased(referto TableH5.5).
Ifthehazardcannotberelocatedtooutsideofthe ZoneofIntrusionandayieldingorbreakaway designisnotpossible,suchasforhighmast polesinanarrowmedian,thenthehazardmay belocatedwithintheZoneofIntrusion. A2003studybytheMidwestRoadsideSafety Facility(ReportTRP039803)identifiedthe potentialintrusionforvariouscombinationsofa rigidbarrier(TL2toTL4)withandwithouta curbatbridgestructures. FigureH5.3illustratestheZoneofIntrusion requirementsforvariouslongitudinaltraffic barriersystemsusedinAlberta. TheZoneofIntrusionforrigidbarriersatTL2 (testspeedat70km/h)andTL3(testspeedat 100km/h)isbasedonpickuptrucksandSUVs. TheZoneofIntrusionforrigidbarriers, includingsemirigidTL4thriebeambarrier(test speedat100km/h)isbasedoncargoboxrotation ofdeliverytrucks. TheTL4barrierexcludesthevaluefortheNew Jersey(NJ)shapebarrier.TheNewJerseyshape barrierZoneofIntrusionvalueissignificantly higherthantheotherTL4barriersystems. Additionalresearchisunderwayunderthe NCHRPprogramtodeterminetheZoneof Intrusionforothertypesofbarriersystemsand maybeincorporatedintothisdocumentforuse inthefuture. UsingthisZoneofIntrusioninformation,a strategywasdevelopedforuseonAlberta highways.TableH5.5providesthisstrategyand obstaclesetbackrequirements,andFigureH5.4 illustratestheobstaclesetbackrequirements.
FIGUREH5.3ZoneofIntrusionforTL2,TL3andTL4Barriers
Note: 1. Thezonesofintrusionarebasedoncrashtestdatafrombarriersofvariousshapesbutrationalizedfordesignpurposes. 2. 3. 4. TheNewJerseyshapebarrierZoneofIntrusionvalue(notshownhere)issignificantlyhigherthanthevaluesprovided. RefertoTableH1.1forTestConditionsforLongitudinalBarriers. Alldimensionsareinmillimetres.
TABLEH5.5ObstacleSetbackorTreatmentforZoneofIntrusionConsiderations Design Speed (km/h) Applicable Roadway Barrier Standard
Features
Obstacle Setback or Treatment x 305mmminimumbehindtoptrafficface edgeofrigidbarriers,orthedeflection allowancebehindflexiblebarriers, whicheverisgreater. x 610mmminimumbehindtoptrafficface edgeofrigidbarriers,orthedeflection allowancebehindflexiblebarriers, whicheverisgreater. x 610mmminimumbehindtoptrafficface edgeofrigidbarrier,orthedeflection allowancebehindflexiblebarriers, whicheverisgreater. x 3000mmminimumbehindtoptrafficface edgeofrigidorModifiedThrieBeam barriers,OR x 610mmminimumbehindtopedgeof barrieriftherigidbarrieraroundobstacle isupgradedtoaverticalfaceTL5barrier withminimumheightof1370mm. x Structuralsupporttobedesignedforan equivalentstaticvehiclecollisionforceof 1400kN,at10degreestothedirectionof travel,andatadistanceof1200mmabove ground(ReferenceCSAS606). x Structuralsupporttobedesignedforan equivalentstaticvehiclecollisionforceof 1800kN,assumedtoactinanydirection inahorizontalplane,atadistanceof 1200mmaboveground(Reference AASHTOLRFDBridgeDesignSpecifications 2007).
TL2 <80 TL3/TL4 Bridgepiers, abutmentcorners, overheadsign bridgecolumns,and highmastlighting 80 TL4
TL3
Structuralsupport forbridge superstructure withinthe ClearZone Structuralsupport forbridge superstructure within10mfrom edgeofultimate pavement
<80
N/A
80
N/A
TABLEH5.5ObstacleSetbackorTreatmentforZoneofIntrusionConsiderations Design Speed (km/h) Applicable Roadway Barrier Standard
Features
Obstacle Setback or Treatment x Engineeringjudgementshouldbeused whendesigningbarriersystemsto provideabalancebetweentheriskand cost. x Whereclearanceoflessthan305mmis used,theseshouldbetreatedasdesign exceptionsanddocumentationforthe rationaletosupportthedesignchoices shouldbeprovided. x 610mmminimumbehindtoptrafficface edgeofrigidbarriers,orthedeflection allowancebehindflexiblebarriers, whicheverisgreater. x Higherbridgerailheights(similarto bridgerailstandarddrawingsS170006 orS170206)shouldbeconsideredwitha setbackof610mmbehindthebarrier. x Engineeringjudgementshouldbeused whendesigningbarriersystemsto provideabalancebetweentheriskand cost.
<80
All
Lesssignificant hazardssuchas conventionallight poles,andsmall signs
TL3
80 TL4
FIGUREH5.4ObstacleSetbackRequirements
H5.4.5
Attachments to Barrier Systems
H5.4.6
Stopping Sight Distance on Directional Interchange Ramps
Forarigiddiscrete(single)attachment,ideally, theattachmentshouldbeplacedoutsideofthe ZoneofIntrusion.Iftheattachmentmustbe placedclosertotheroadwaytooperateproperly (forexamplelightpoles),orifthecosttoplace theattachmentoutsideoftheZoneofIntrusion outweighsthebenefit,thentheattachmentmay beplacedwithintheZoneofIntrusion. Forabreakawaydiscreteattachment,the attachmentshouldbeplacedoutsideoftheZone ofIntrusion900mmfromthefrontofthebarrier system,andinalocationwheredebrisfromthe breakawayattachmentwillnotbecomeahazard totrafficorpedestrians. Forayieldingdiscreteattachment,the attachmentmaybeplacedwithintheZoneof Intrusion.Thelocationofattachmentmust considerthepotentialofdebrishazardtotraffic andpedestrians. Foracontinuousattachment,thepostsshouldbe mountedaminimumof178mmbehindthe barriertoreducepotentialsnagging,whenever possible.Thelocationoftheattachmentmust considerthepotentialofdebrishazardtotraffic andpedestrians. Refertothe2003ReportTRP039803 GuidelinesforAttachmentstoBridgeRailand MedianBarriersforadditionalinformation.
Wheredirectionalrampsarebuiltgoingoveror underotherroadways,thereisnormallyan obstructiontothehorizontallineofsightby eitherthebarriersystemontheapproachorthe bridgepier/barriersystem. Theminimumsightdistancerequiredonany roadwayisthestoppingsightdistance. Whenabarriersystemisrequiredoninterchange ramps,particularlyattheramporsideroad intersection,considerincreasingtheshyline offsettoaccommodatethestoppingsight distancerequirements. Inmostcases,directionalrampsarecurvedtothe left(inthedirectionoftravel).Asaresult,the leftbarrieroffsetgenerallyneedstobeincreased toprovidethenecessarystoppingsightdistance forthedesignspeed. Whereaverywideoffsetisneededandthereisa possibilityofdriversmistakingthisoffsetasan extralane,consideradditionalguidancedevices suchaspavementmarkings(includingdurable markings),flexibledelineators,and/orrumble strips.Atwolaneramp(insteadofaonelane) couldalsobeconsider.
H5.5
H5.5.1
Barrier System Characteristics

Alberta Weak Post W-Beam
TABLEH5.6. AlbertaWeakPostWBeamCharacteristics Characteristics DesignDeflection Installationheight (centreofrail) Designtoleranceof installationheight Minimumlength Placement CombinationwithCurb 2.5m 540mm 75mm 22.86m(<70km/h)1 45.72m(>80km/h)1 Flatshouldersor slopes10:1orflatter Seerestrictionsin SectionH4.3
AlbertaWeakPostWBeamBarrierisa nonproprietary,flexiblebarriersystemdesigned tocontainandredirectvehicles. TwotypesoftheAlbertaWeakPostWBeam Barriersystemareavailable: x x woodpostdesign plasticpostdesign.
Minimumlengthforweakpostwbeamdoesnotinclude lengthofendtreatments.Thecorrespondingspeedsare basedondesignspeed.
Restrictions AlbertaWeakPostWBeamBarriershouldnotbe installedunderthefollowingconditions: x asamedianbarriersystemunlessthe medianiswideenoughsothatvehicles impactingthebackofthesystemarenota consideration attacheddirectlytoarigidobject,whetherit isanotherbarriersystemorahazard.
Thewoodpostdesignuses152mmx203mmx 1520mmwoodposts.Longerpostsmaybeused asrequired. Theplasticpostisaproprietaryproductof AmityPlasticsLimitedofClyde,Alberta,and usesrecycledplasticmaterials.Thelengthofa plasticpostisalso1520mm. AppendixB1providesthestandarddrawings fortheAlbertaWeakPostWBeamBarrier System. TableH5.6summarizesthecharacteristicsofthe AlbertaWeakPostWBeamBarrier.
Inadditiontothegeneralrestrictions,plastic postsshouldnotbeused: x x inatransitionareabetweenaroadway barriersystemandbridgerailsystem aspartofaproprietaryendtreatmentsuch asCAT350.
Forrestrictionwheninstalledinconjunctionwith curb,refertoSectionH4.3. AlbertaWeakPostWBeamBarriermaybeused inthemedianifthewidthiswiderthanthe requiredDesirableClearZonesuchthattheback ofthebarriersystemwillbeoutsideofthe DesirableClearZonefortheoppositedirection.
EndTreatments BothNCHRPReport350approvedTL3end treatmentsandnonNCHRPReport350approved endtreatmentsarecurrentlyusedinAlberta. ThenonNCHRPReport350approvedend treatmentsare: x x TurnDown WingEnd.
ModifiedThrieBeamBarrierareeasilyachieved overarelativelyshortbarriertransitionlength. ThetransitiontoStrongPostWBeamismadeby physicallyconnectingthetwosystemsatasingle postataguardrailsplicepointandaddingone additionalweakpostasshowninstandard drawingRDGB1.9. WhentransitioningtheAlbertaWeakPost WBeamBarriertoModifiedThrieBeamBarrier, anintermediatetransitiontoStrongPost WBeamBarrierisrequiredtoensureagradual transitioninstiffness.ThelengthofStrongPost WBeamBarriershouldbenolessthan3810mm (i.e.twopostspacingsat1905mmoncentre). Thisintermediatetransitionisillustratedon standarddrawingRDGB1.9inAppendixB1. ThetransitionbetweenStrongPostWBeam BarrierandModifiedThrieBeamBarrieris illustratedonstandarddrawingRDGB5.5in AppendixB5. DirectconnectionsofanAlbertaWeakPost WBeamBarriersystemtoarigidsystem, structure,orhazardarenotpermittedonnew installations.Significantdifferencesinthe deflectioncharacteristicsofthetwoelements couldcausepocketingorsnagging,andcould resultinseverecollisions. WhenconnectingtheAlbertaWeakPost WBeamBarriersystemtoarigidbarriersystem suchasaconcretebarrier,aseriesof intermediatetransitionsarerequired.First,the AlbertaWeakPostWBeamBarriermustbe transitionedtoModifiedThrieBeamBarrierby firstintroducingasectionofWBeamStrongPost Barrierasdescribedabove.Thefinalconnection toconcretebarrierismadebyusingtwolayersof 2.7mmthickThrieBeampanelsaswellas reducingtheThrieBeamBarrierpostspacing andmechanicallyanchoringtotheconcrete barrierusingaThrieBeamterminalconnector. ThisisillustratedonstandarddrawingRDG B6.15inAppendixB6.
TheTurnDownendtreatmentispreferredwhen aTL3endtreatmentisnotrequired. WingEndtreatmentsmaybeusedforthe downstreamofsystemsondividedhighways wheretheendofthesystemisbeyondthe DesirableClearZonedistanceforopposing traffic. AllTL3endtreatmentsidentifiedaredesigned toconnectwithStrongPostWBeambarrier system.AtransitionfromtheAlbertaWeakPost WBeamtotheStrongPostWBeamisrequired priortotheinstallationoftheTL3end treatment. NCHRPReport350approvedTL3end treatmentsinclude: x x x x FlaredEnergyAbsorbingTerminal(FLEAT) ETPlus FLEATMT(formedianendtreatment) CAT350.
WhenTL3endtreatmentsarerequired,the FLEATandFLEATMTendtreatmentsarethe preferredtreatmentsforroadsideandmedian applicationsrespectively. Additionalinformationoneachoftheend treatmentsisprovidedinSectionH6. Transitions TransitioningfromtheAlbertaWeakPost WBeamBarriertosemirigidbarriersystems suchastheStrongPostWBeamBarrieror
H5-19
Transitiondetailsforamedianbarrier applicationareillustratedonstandarddrawing RDGB6.12inAppendixB6. WhentherigidbarriersystemconsistsofPrecast ConcreteSafetyShapeBarrierssuchasFShape BarriersorNewJerseyBarriers,theorientationof theThrieBeampanelsmustbekeptinthe verticalplane.TwistingtheThrieBeampanelsto mountflushontheinclinedfaceofasafetyshape barrierisnotpermitted. Whentheflowoftrafficisbidirectional,theThrie BeamBarriermustbeconnectedtoatransition sectionofconcretebarrierthatmeetsthe followingcriteria: x x Theendoftheconcretebarrieris transitionedtoaverticalprofile. A460mmlongx110mmdeeprecessed wedgeisprovidedattheendofthe transitiontomitigatewheelsnagging(refer tostandarddrawingRDGB6.13in AppendixB6fordetails). Thehorizontalflarealongthetopofthe barrierismaintainedat20(min):1.
upgradedwhenthenextbridgerehabilitation takesplace. MaintenanceRequirements Typicallythebarriershouldbeinspectedatleast everytwoyearstoconfirmthatthesystemisin properworkingorder. Maintenanceinspectionactivitieswould typicallyincludecheckingthefollowing: x x x x barrierheight verticalplumb(layback)ofpost deformationofbeamelement beamandpostcondition.
Whentheflowoftrafficisunidirectional,a transitioninthesafetyshapeconcretebarriertoa verticalfaceisnotrequired,however,theThrie Beampanelsmuststillbeorientatedinthe verticalplane. Regardlessofwhethertheflowoftrafficis unidirectionalorbidirectional,theThrieBeam Barriermustbemechanicallyanchoredtothe SafetyShapePrecastConcreteBarrierusinga fullyanchoredThrieBeamterminalconnector. Themainprincipleofthetransitionistoprovide agradualincreaseinrigidity,allowingan impactingvehicletotransitionfromonesystem totheotherwithoutpocketingorsnagging. ForanexistingAlbertaWeakPostWBeam Barriersystemcurrentlyconnecteddirectlytoa rigidstructure,thetransitionshouldbe
H5.5.2
High Tension Cable System
TABLEH5.7 HighTensionCableBarrierCharacteristics Characteristics DesignDeflection Installationheight (topcable) Designtoleranceof installationheight Minimumlength 2.1mto2.4m Referto manufacturers information Referto manufacturers information variesupto35m Flatshouldersor slopes6:1orflatter Seerestrictionsin SectionH4.3
TheHighTensionCablesystemiscurrently underreviewasanIntroductorySystem.Consult INFTRAsTechnicalStandardsBranchpriorto usingtheHighTensionCablesystemasthe appropriatebarriersystem. ThefollowingsectionpresentsoneoftheHigh TensionCableBarriersystemscurrently approvedbyFHWAasaTL4cablesystem. Atthetimeofwriting,threeTL4cablesystems wereapprovedbyFHWA,namelyBrifen,CASS, andGibraltar.Itisgenerallyagoodpracticeina constructiontendertocallforabarriersystemof aparticulartype(forexample,aHighTension CableBarrierSystem)withaparticulartestlevel (TL4)ratherthanspecifyingaproprietary system. AppendixB2provideswebsitelinksfor approvedHighTensionCableBarrierSystems. TableH5.7summarizesthecharacteristicsofthe HighTensionCableBarriers.
Placement CombinationwithCurb
Restrictions TheHighTensionCableSystemshouldnotbe attacheddirectlytoarigidobject,whetheritis anotherbarriersystemorahazard. Forrestrictionwheninstalledinconjunctionwith curb,refertoSectionH4.3. Consultthemanufacturerstodetermineother restrictionsfortheparticularHighTensionCable System. EndTreatments Consultthemanufacturerstodeterminethe appropriateendtreatmentfortheparticular HighTensionCableSystem. Transitions DirectconnectionoftheHighTensionCable systemtoarigidbarriersystem,existing structure,orhazardisgenerallynotpermitted. Significantdifferencesinthedeflection characteristicsofthetwoelementscouldcause pocketingorsnagging,andpotentiallyresultin seriousinjuries. Thetransitiondesignestablishessufficient overlapbetweenthetwosystemssothatthe
impactingvehiclecannotpenetrateonesystem withoutengagingtheotherinstallationrather thanphysicallyconnectingthesystemstoone another. Consultthemanufacturerstodeterminethe appropriatetransitiontreatmentforthe particularHighTensionCableSystem. MaintenanceRequirements Typicallythebarriershouldbeinspectedatleast everytwoyearstoconfirmthesystemisingood workingorder. Afterimpacts,theHighTensionCableSystem mayremainintensiondependingontheseverity ofthecollisionandasaresult,thesystemcan stillprovidesomeprotectiontomotoristsunlike standardconventionalcablebarriersystems whichtypicallyarenotoperatedathightension. Consultthemanufacturerstodeterminethe maintenancerequirementsfortheparticular HighTensionCableSystem.
H5.5.3
Weak Post Box Beam
TABLEH5.8 WeakPostBoxBeamCharacteristics Characteristics DesignDeflection Installationheight (topofrail) Designtoleranceof installationheight Minimumlength1 1.5m 735mm 25mm 100m Flatshouldersor slopes10:1orflatter Seerestrictionsin SectionH4.3
TheWeakPostBoxBeamBarrierisa nonproprietary,semirigidbarriersystem designedtocontainandredirectvehicles. TheWeakPostBoxBeamBarrierisgenerallynot usedinAlbertaexceptinspecialcircumstances wherethedesignerhasprovidedsitespecific justification. TheWeakPostBoxBeamBarriersystemuses S75x8steelpostswithsoilresistanceplates.The requiredlengthofthesteelpostsis1635mm. AppendixB3providesthestandarddrawings forWeakPostBoxBeamBarrierSystem. TableH5.8summarizesthecharacteristicsofthe WeakPostBoxBeamBarrier.
Placement CombinationwithCurb
1.Doesnotincludelengthofendtreatment.
Restrictions Withtheexceptionofthecurbrestrictionsas outlinedinSectionH4.3,therearenorestrictions fortheWeakPostBoxBeamBarriers. EndTreatments BothNCHRPReport350approvedTL3end treatmentsandnonNCHRPReport350approved endtreatmentsarecurrentlyusedinAlberta: x TurnDownEndTreatment(nonNCHRP Report350approvedendtreatment)ifAADT <10,000vpd BurstingEnergyAbsorbingTerminal(TL3 endtreatment).
Additionalinformationoneachendtreatmentis providedinSectionH6.
Transitions TheWeakPostBoxBeamBarriermaybe attachedtoabridgerailingusingatransition. StandarddrawingsareavailableonINFTRAs website.Thisisalsoshownonstandarddrawing TEB3.41. Inanytransitioninstallation,thesystemsare generallynotphysicallyconnectedtoone anotherduetothedifferentconfigurationofthe WeakPostBoxBeamtoothersystems.Themain principleinthiskindoftransitionistoestablish sufficientoverlapbetweenthetwosystemsso thattheimpactingvehiclecannotpenetrateone systemwithoutengagingtheother. MaintenanceRequirements Typicallythebarriershouldbeinspectedevery twoyearstoconfirmthesystemisinworking order.Maintenanceinspectionsactivitieswould typicallyincludecheckingthefollowing: x x x x barrierheight verticalplumb(layback)ofpost deformationofbeamelement beamandpostcondition.
H5.5.4
Strong Post W-Beam
TABLEH5.9 StrongPostWBeamCharacteristics Characteristics DesignDeflection x PlasticPost x WoodorSteelPost Installationheight (centreofrail) Designtoleranceof installationheight Minimumlength Placement 1.5m 0.9m 550mm 75mm 50m Flatshouldersor slopes10:1orflatter Seerestrictionsin SectionH4.3
TheStrongPostWBeamBarrierisa nonproprietary,semirigidbarriersystem designedtocontainandredirectvehicles. ThefollowingthreetypesoftheStrongPost WBeamBarriersystemsareavailable: x x x steelpostdesign woodpostdesign plasticpostdesign.

CombinationwithCurb
Restrictions StrongPostWBeamBarrierwithwbeam guardrailfastenedononesideofthepostonly, shouldnotbeinstalledinthemedianunlessthe medianwidthiswiderthantherequired DesirableClearZonesuchthatthebackof barriersystemwillbeoutsideoftheDesirable ClearZonefortheoppositedirection. Otherwise,placingspacerblocksandwbeam guardrailonbothsidesofthepostmaybeused formedianapplications. Forrestrictionswheninstalledinconjunction withcurb,refertoSectionH4.3. Inadditiontothegeneralrestrictions,plastic postsshouldnotbeused: x x inatransitionareabetweenaroadway barriersystemandabridgerailsystem aspartofaproprietaryendtreatmentsuch asCAT350.
ThesteelpostdesignrequiresW150x14x 1830mmsteelpostswithoutsoilresistanceplate. Thewoodpostdesignuses152mmx203mmx 1830mmwoodposts. Theplasticpostisaproprietaryproductof AmityPlasticsLimitedofClyde,Alberta,and usesrecycledplasticmaterials.Thelengthofa plasticpostisalso1830mm. AppendixB1providesthestandarddrawings fortheStrongPostWBeamBarrierSystem. TableH5.9summarizesthecharacteristicsofthe StrongPostWBeamBarrier.
Plasticpostsmaybeusedinadvanceofthe transitionareabetweentheroadwaybarrier systemandbridgerailsystembuttheyneedto betransitionedtoawoodorsteelpostsystem priortothisarea.Plasticpostsarenotallowed withinthetransitionandconnectiontobridge ends.
Onlywoodorplasticspacersareacceptablewith WBeambarriers.Steelspacersshouldnotbe used. EndTreatments BothNCHRPReport350approvedTL3end treatmentsandnonNCHRPReport350approved endtreatmentsarecurrentlyusedinAlberta. FornonNCHRPReport350approvedend treatments,thefollowingproductsareavailable: x x TurnDown WingEnd.
shouldbeofsufficientlengthtoprevent significantchangesindeflectionwithinashort distance.Nogapsordiscontinuitiesare permittedbetweentheapproachbarriersystem andtherigidelement. TransitioningStrongPostWBeamBarrierto ModifiedThrieBeamBarrierisaccomplishedas shownonstandarddrawingRDGB5.5in AppendixB5. FortransitioningStrongPostWBeamBarrierto arigidbarriersystemsuchasaconcretebarrier, anintermediatetransitiontoThrieBeamBarrier isrequiredtoensureagradualincreaseinbarrier stiffness.ForCastInPlaceSingleSlopeConcrete Barrier,theintermediatetransitionisshownon standarddrawingRDGB6.15inAppendixB6. WhentherigidbarriersystemconsistsofPrecast ConcreteSafetyShapeBarrierssuchasFShape BarriersorNewJerseyBarriers,theorientationof theThrieBeampanelsmustbekeptinthe verticalplane.TwistingtheThrieBeampanelsto mountflushontheinclinedfaceofasafetyshape barrierisnotpermitted. Whentheflowoftrafficisbidirectional,theThrie BeamBarriermustbeconnectedtoatransition sectionofconcretebarrierthatmeetsthe followingcriteria: x x Theendoftheconcretebarrieris transitionedtoaverticalprofile. A460mmlongx110mmdeeprecessed wedgeisprovidedattheendofthe transitiontomitigatewheelsnagging (refertostandarddrawingRDGB6.13in AppendixB6fordetails). Thehorizontalflarealongthetopofthe barrierismaintainedat20(min):1.
TheTurnDownendtreatmentispreferredwhen aTL3endtreatmentisnotrequired. WingEndtreatmentsmaybeusedforthe downstreamofsystemsondividedhighways wheretheendofthesystemisbeyondthe DesirableClearZonedistanceforopposing traffic. ForNCHRPReport350approvedTL3end treatments,thefollowingproductsareavailable: x x x x FlaredEnergyAbsorbingTerminal(FLEAT) ETPlus FLEATMT(formedianendtreatment) CAT350.
WhenaTL3endtreatmentisrequired,the FLEATandFLEATMTendtreatmentsare preferredforroadsideandmedianapplications respectively. Additionalinformationforeachoftheend treatmentsisprovidedinSectionH6. Transitions StrongPostWBeamBarriermaybeconnectedto rigidbarriersystemsbyfirsttransitioningtoa ModifiedThrieBeamBarrier.Thedesignmust provideasmooth,progressivelystiffened transitionthatwillpreventvehiclesnagging, pocketingorpenetration.Thetransitionsection
H5-26
Whentheflowoftrafficisunidirectional,a transitioninthesafetyshapeconcretebarriertoa verticalfaceisnotrequiredhowevertheThrie
Beampanelsmuststillbeorientatedinthe verticalplane. Regardlessofwhethertheflowoftrafficis unidirectionalorbidirectional,theThrieBeam Barriermustbemechanicallyanchoredtothe SafetyShapePrecastConcreteBarrierusinga fullyanchoredThrieBeamterminalconnector. Thisrequirementisillustratedinthestandard drawingRDGB6.13inAppendixB6. ThetransitionfromaStrongPostWBeam BarriertoaHighTensionCableBarrierrequires overlappingofthetwosystems.Thisisbecause significantdifferencesinthedeflection characteristicsofthetwoelementsmaycause vehiclepocketingorsnagging,andpotentially resultinseverecollisions.Acrashworthy transitionbetweenStrongPostWBeamBarrier andHighTensionCableBarrierisillustratedon StandardPlanC3d(2sheets)fromthe WashingtonDepartmentofTransportation. ThesedrawingsareavailableontheWashington DOTwebsite.
RoadSystemsInc.,aproprietarysupplierof guardrailendtreatments,hasalsodevelopeda similartransitionthathasbeencrashtestedto NCHRPTL3.Detailsofthistransitionare availableontheirwebsite. InsituationswhereStrongPostWBeamBarrier istransitionedtoAlbertaWeakPostWBeam Barrier,theconnectionismadeasshownon standarddrawingRDGB1.9. MaintenanceRequirements Typicallythebarriershouldbeinspectedevery twoyearstoconfirmthesystemisinworking order. Maintenanceinspectionsactivitieswould typicallyincludecheckingthefollowing: x x x x barrierheight verticalplumb(layback)ofpost deformationofbeamelement beamandpostcondition.
H5.5.5
Modified Thrie Beam
Thedesigndeflectionof0.9misbasedonthe crashtestusing9,100kgand14,500kgschool buses.Theactualdesigndeflectionusingan 8,000kgsingleunittruck,asrequiredunder NCHRPReport350forTL4testing,isexpectedto beless. Fordesignpurposes,adesigndeflectionof0.9m shouldbeassumedunlessprovenotherwiseby crashtesting. Restrictions Typically,theModifiedThrieBeamBarrier (MTBB)withthriebeamguardrailfastenedon onesideofthepostonly,shouldnotbeinstalled inthemedianunlessthemedianwidthiswider thantherequiredDesirableClearZonesuchthat thebackofthebarriersystemwillbeoutsideof theDesirableClearZonefortheopposite direction.Otherwise,placingspacerblocksand thriebeamguardrailonbothsidesofthepost maybeusedformedianapplications.In addition,MTBBmayalsobeusedforashort segmentforanoverlandflowrouteorflood plaininsteadofaconcretebarriertoprovide floodreliefduringamajorstormevent. Forrestrictionwheninstalledinconjunctionwith curb,refertoSectionH4.3. EndTreatments
ModifiedThrieBeamBarrierisa nonproprietary,semirigidbarriersystem designedtocontainandredirectvehicles. TheModifiedThrieBeamBarriersystemis availableonlywithsteelpostdesign.Thisdesign usesW150x13.5x2.06msteelpostswithoutsoil resistanceplates. AppendixB5providesthestandarddrawings fortheModifiedThrieBeamBarrierSystem. TableH5.10summarizesthecharacteristicsof theModifiedThrieBeamBarrier.
TABLEH5.10 ModifiedThrieBeamCharacteristics Characteristics DesignDeflection Installationheight (topofrail) Designtoleranceof installationheight Minimumlength Placement CombinationwithCurb 600mm(asTL3system)1 900mm(asTL4system) 890mm 50mm 50m Flatshouldersorslopes 10:1orflatter SeerestrictionsinSection H4.3
BothNCHRPReport350approvedTL3end treatmentsandnonNCHRPReport350approved endtreatmentsarecurrentlyusedinAlberta. FornonNCHRPReport350approved application,theWingEndforleavingendonly ondividedhighwaymaybeusedwheretheend ofthesystemisbeyondtheDesirableClearZone distanceforopposingtraffic. Endtreatmentsarenotdesignedfordirect connectiontotheModifiedThrieBeamBarrier system.TransitiontoaStrongPostWBeam systempriortoinstallationofendtreatmentis required.Thisisillustratedinstandarddrawing RDGB5.5inAppendixB5.
1Note:TL3isforstandardthriebeam(midheightofrail set550mmabovepavement).
H5-28
ForNCHRPReport350approvedTL3end treatments,thefollowingproductsareavailable: x x x x FlaredEnergyAbsorbingTerminal(FLEAT) ETPlus FLEATMT(formedianendtreatment) CAT350.
TheFLEATandFLEATMTendtreatmentsare preferredforroadsideandmedianapplications, respectively. Additionalinformationoneachoftheend treatmentsisprovidedinSectionH6. Transitions ModifiedThrieBeamBarriermayconnect directlytorigidbarriersystems,aswellasto structuressuchasconcretebridgebarriersandto concreteparapetsattheendsofverticalbar/ horizontalrailtypebridgerails.Thedesigngoal forthisconnectionistomaintainasmooth, progressivelystiffenedtransitionthatwill preventvehiclesnagging,pocketingor penetration.Thisisaccomplishedbyusingtwo layersof2.7mmthickThrieBeampanelsaswell asgraduallyreducingtheThrieBeampost spacingastheThrieBeamBarrierapproachesthe rigidbarriersystem.Theessenceofthisstandard transitioniscapturedinthebridgeapproachrail transitionforthePL2SingleSlopeConcrete BridgeBarrierasshownonstandarddrawingsS 165000andS165100. Thedesignmustprovideagradualincreasein stiffnessfromthestandardsectionofthebarrier totherigidbarriersystembeingconnected.The transitionsectionshouldalsobeofsufficient lengthtopreventsignificantchangesin deflectionwithinashortdistance.Nogapsor discontinuitiesareallowedbetweenthe approachbarriersystemandtherigidelement. Whentransitioningtoamoreflexiblebarrier systemwheretheflowoftrafficisunidirectional andthebarrierfallswithintheClearZone,the
ModifiedThrieBeamBarriermaybeconnected directlytothemoreflexiblebarriersystem withoutagradualtransitioninstiffness, providedthatthemoreflexiblebarriersystemis downstreamoftheModifiedThrieBeamBarrier. Whentheflowoftrafficisbidirectional,a gradualtransitioninstiffnessisrequiredforthe reasonsnotedpreviously.Adescriptionofthe transitiontoStrongPostWBeamBarrieror AlbertaWeakPostWBeamBarriermaybe foundundertheTransitionssubheadingfor thesecorrespondingbarrierspresentedearlierin SectionH5. MaintenanceRequirements Typically,thebarriershouldbeinspectedatleast everytwoyearstoconfirmthesystemisin workingorder. Maintenanceinspectionactivitieswould typicallyincludecheckingthefollowing: x x x x barrierheight verticalplumb(layback)ofpost deformationofbeamelement beamandpostcondition.
H5-29
H5.5.6
Cast-In-Place or Extruded Concrete Barrier
Thesebarriersystemsarenotedasfollows:
TABLEH5.11 TestLevel(TL)RatingofCastinplaceorExtruded ConcreteBarriers Barrier Height Barrier Type SingleSlope 810mm VerticalWall FShape NewJerseyShape 1070mm SingleSlope VerticalWall Test Level (TL) TL4 TL4 TL4 TL4 TL5 TL5
CastInPlaceConcreteBarriersystemsarerigid anddesignedtoredirectvehicles.Thesearethe leastforgivingofallbarriersystemsand thereforeoftenresultinmoreseverecrashes. Ingeneral,threetypesofConcreteBarriermay beused: x x x Extruded Castinplace Precast(generallyonlySingleSlopeor FShape,asdiscussedinSectionH5.5.7,are available)
TABLEH5.12 TestLevel(TL)RatingofPrecastConcreteBarriers Barrier Height All Barrier Type All Test Level (TL) TL3
TheSingleSlopeconcretebarrieristhepreferred shapebecauseofitscompatibilitywithbridge barriersystemsandtheabilitytoaccommodate futurepavementoverlayswithoutadjustingthe barrier,providedthattheminimumeffective barrierheightismaintained. FShapeandNewJerseyshapebarriersshould onlybeusedtoreplaceshortsegmentsortotie intoexistingFShapeandNewJerseybarriers. Embeddingprecastconcretebarriersystemsinto theroadwaysurfacemaybedonetoimprove barrierstabilityandreducebarrierdeflection. AppendixB6providesthestandarddrawings forCastinPlaceorExtrudedConcreteBarrier System. TableH5.13summarizesthecharacteristicsof ConcreteBarriers.
Ingeneral,whereaconcretebarriersystemhas beenchosen,acastinplaceorextrudedsystem ispreferredoveraprecastsystemdueto aestheticsandbetterperformanceincrashes especiallyforlargervehicles. ConcreteBarriersmayvaryinshapeandheight. Barriershapesinclude: x x x x SingleSlopeconcretebarrier FShapeconcretebarrier Verticalwallconcretebarrier NewJerseyShapeconcretebarrier.
TABLEH5.13 CastInPlaceConcreteBarrierCharacteristics Characteristics DesignDeflection 0mm 810mmor1070mm (SingleSlopeandVertical Wall) 810mm (FShapeandNewJersey) Designtoleranceof installationheight Minimumlength 25mm 30m Flatshouldersorslopes 10:1orflatterinfrontof andaminimumdistance of0.5mbehindthe systemtoensuresystem stability Seerestrictionsin SectionH4.3
EndTreatments FornonNCHRPReport350approvedend treatmentswhenpostedspeedislessthanor equalto60km/h,theFlaredandTaperedDown endtreatmentshouldbeused.Thistreatmentis illustratedinAppendixB6. ForNCHRPReport350approvedTL3end treatment,thefollowingproductsareavailable: x x x TRACC CAT350 QuadGuard.
Installationheight (topofbarrier)
TheTRACCandCAT350systemsarethe preferredendtreatmentsforlowervolume highwayswithAADT50,000vpdwhere systemhitsarelesslikelytooccur. TheQuadGuardsystemispreferredforhigher volumehighwayswithAADT>50,000vpd. Additionalinformationoneachoftheend treatmentsisprovidedinSectionH6. Transitions ConcreteBarriersmayonlybetransitioned directlytosemirigidandotherrigidbarrier systems. MaintenanceRequirements ConcreteBarriersgenerallyrequireminimal maintenanceoncethesystemisinstalled. Inspectionofthebarriersystemisnotgenerally necessaryunlesssignificantspallingorcracking oftheconcretehasbeenidentifiedthatmay compromisetheintegrityofthesystem.
Placement
Combinationwith Curb
Restrictions ConcreteBarriersshouldnotbeinstalledunder thefollowingconditions: x Forrestrictionwheninstalledinconjunctionwith curb,refertoSectionH4.3. wherepotentialfloodingofthehighway mayoccur
H5.5.7
Precast Concrete Barrier
TABLEH5.14 PrecastConcreteBarrierCharacteristics Characteristics DesignDeflection DesignPerformance Installationheight (topofbarrier) Designtoleranceof installationheight 1.8m(Unanchored) 75mmto900mm (Anchored)* TL3 810mm Norestriction 45m Flatshouldersorslopes 10:1orflatter Seerestrictionsin SectionH4.3
APrecastConcreteBarrierisaportable segmentedbarriersystemusedprimarilyduring construction. SingleSlopeandFShapePrecastConcrete Barriersarethesystemscurrentlyapprovedfor useinAlberta. PrecastConcreteBarriersmaybeconsideredfor permanentinstallationsifaTL3barrieris acceptableandthebarrierneedstobemovedin thenearfuture.Itmaybemorecosteffectiveto provideprecastconcretebarrierswhen additionalconstructionisanticipatedwithinthe nextfewyearsorwhenmediancrossoversor laneshiftsinthemedianarerequiredduring construction. PrecastConcreteBarrierasapermanent installationmaybeembedded50mmintothe pavementtominimizedesigndeflection. AppendixB4providesavailablestandard drawingsforthePrecastConcreteBarrier System. TableH5.14summarizesthecharacteristicsof PrecastConcreteBarriers.
Minimumlength Placement Combinationwith Curb
*Designdeflectionforanchoredsystemsdependsonthe methodofanchoring.Refertostandarddrawing CB64.2M16fordesigndeflectionvaluesbasedon variousanchoringmethods.
Restrictions PrecastConcreteBarriersshouldnotbeinstalled underthefollowingconditions: x x horizontalcurveswitharadiuslessthan 45m asapermanentinstallationwherepotential floodingofthehighwaymayoccur
Forrestrictionwheninstalledinconjunctionwith curb,refertoSectionH4.3. EndTreatments ThecurrentlyavailableendtreatmentistheSand BarrelCushionSystemfortemporary installations.Thissystemisapprovedunder NCHRPReport350asaTL3endtreatment. Forpermanentinstallations,thesameend treatmentsasforCastinPlaceorExtruded ConcreteBarrierscanbeused,providedthatthe precastconcretebarrierissufficientlyanchored aspertherequirementsoftheproprietaryend treatmentsystem.
FornonNCHRPReport350approvedend treatmentswhenpostedspeedislessthanor equalto60km/h,theFlaredandTaperedDown endtreatmentshouldbeused. ForNCHRPReport350approvedTL3end treatments,thefollowingproductsareavailable: x x x TRACC CAT350 QuadGuard.
Thepotentialshiftingofthebarriercanbe minimizedifthebarriersystemisembedded. Thiswillgiveasmootherline,reducingthe chancesofsnaggingatajointandtherefore, reducingtheoverallcrashseverity.Thiswillalso reducetheinspectioneffortassociatedwith barrieralignment.
H5.6
References
TheTRACCandCAT350systemsarepreferred forlowervolumehighwayswithAADT50,000 vpdwheresystemhitsarelesslikelytooccur. TheQuadGuardsystemispreferredforhigher volumehighwayswithAADT>50,000vpd. Additionalinformationoneachoftheend treatmentisprovidedinSectionH6. Transitions PrecastConcreteBarriersmayonlybe transitioneddirectlytosemirigidandotherrigid barriersystems. MaintenanceRequirements Typicallythebarriershouldbeinspectedevery constructionseasontoconfirmthesystemisin goodworkingorder. PrecastConcreteBarriersgenerallyrequiresome maintenancetoensurethesystemisfunctioning properly. Maintenanceinspectionactivitieswould typicallyincludecheckingthefollowing: x x x connectionsbetweenconcretebarrier segments alignmentofthebarrier conditionofthebarrier(especiallycracking, ordamagefromtrafficorconstruction equipment).
Thefollowingdocumentswereusedduringthe developmentofthissection: AlbertaInfrastructureandTransportations TrafficControlStandardsManual, Edmonton,AB,1995 AmericanAssociationofStateHighwayand TransportationOfficials, RoadsideDesignGuide2002, Washington,DC,2002 CanadianHighwayBridgeDesignCode (CSAS606) FederalHighwayAdministration, GuidelinesforAttachmentstoBridgeRailsand MedianBarriers,TRP039803Report,February 2003 JointCooperativeCommitteeoftheAmerican AssociationofStateHighwayandTransportation Officials,AmericanRoadandTransportation BuildersAssociation,andAssociatedGeneral ContractorsofAmerica, AGuidetoStandardizedHighwayBarrierHardware 1995
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Alberta Infrastructure and Transportation Roadside Design Guide November 2007