Road Side Design: When is a Barrier Required?
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1 Road Side Design: When is a Barrier Required? Jennifer Schmidt, Ph.D., P.E. University of Nebraska-Lincoln Department of Civil Engineering Guide Rail Safety Symposium Brampton, ON October 24, 2017
2 Research organization located at University of Nebraska-Lincoln Teaching students with research Started in the late 1980 s Clients State DOTs FHWA Private industry Department of State Motorsports organizations Manitoba Infrastructure and Transportation
3 Research Capabilities Develop, test, evaluate roadside & motorsports safety hardware & features Component and full-scale vehicle crash tests high-speed, large-mass, high-energy impacts ISO certified laboratory FHWA & European impact safety standards DOS security barrier standards Non-linear finite element analysis Materials characterization & testing Implementation guidelines
4 MwRSF Facilities Materials & Simulation Laboratory Vehicle & Fabrication Shop Outdoor Proving Grounds
5 We are doing good in motorsports Prior to the SAFER Barrier, an average of 1.5 fatalities per year Since the installation of SAFER Barrier, there have been no fatalities due to impacts with the outer wall
6 SAFER Barrier IRL mph, 26.4 deg. IRL mph, 26.9 deg. Up to 76% reduction in forces on the occupant
7 How about on the roadsides? Vehicle accident fatalities in ,092 in US 1,858 in Canada Estimated cost have reached well over $50 billion annually tc.gc.ca iihs.org
8 Vehicle Fatalities in U.S. iihs.org
9 Vehicle Casualties in Canada tc.gc.ca
10 Vehicle Casualties in Canada tc.gc.ca
11 Casualties in Canada tc.gc.ca
12 Vehicle Crashes Approximately 56% of crashes are Roadway Departure crashes in US Roadway Departure Vehicle leaves traveled way Crosses center line or edge line
13 safety.fhwa.dot.gov Roadway Departure Crashes
14 Keep Vehicles on the Roadway Pavement Friction Rumble Strips Horizontal Curve Safety Nighttime Visibility safety.fhwa.dot.gov
15 Provide for A Safe Recovery SafetyEdge Clear Zones safety.fhwa.dot.gov
16 Reduce Crash Severity Ideally no vehicles would leave the roadway or would be sufficient clear zones completely free of hazards Vehicles continue to leave roadway Prevent vehicles from interacting with and impacting hazards
17 Hazards are Everywhere
18 Hazards are Everywhere
19 Hazards are Everywhere
20 Hazards are Everywhere
21 Hazards are Everywhere
22 Hazards are Everywhere
23 Hazards are Everywhere
24 Types of Roadside Hazards Trees Utility Poles Steep Slopes Signs Drainage Features Lakes, Rivers, Oceans, Etc. Bridges Barriers Everything in a City
25 Just Remove All the Hazards! You can drive safely on or off the road
26
27 What to do with all the hazards? AASHTO Roadside Design Guide, hazards on the roadside should be: Removed Redesigned to be safer Relocated Make it breakaway (and safer) Shield it Delineate it
28 Sometimes that means Cutting down a tree that gets hit frequently Grading roadsides to make more traversable slopes Designing and evaluating roadside safety hardware to shield hazards
29 How to Decide If a Hazard Needs Treatment If the safety benefits from a specific safety design or treatment equal or exceed the additional costs for that treatment Benefit/Cost (B/C) Analysis Example Program: RSAP (Roadside Safety Analysis Program)
30 Benefit/Cost Analysis The estimated benefits to be derived from a specific course of action are compared to the costs of implementing that action Cost with barrier: installation cost, maintenance cost, crash cost (may be more frequent but lower severity) Cost without barrier: crash cost (typically higher severity) AASHTO RDG
31 Benefit/Cost Analysis Factors: Design speed Traffic volume Evaluate options: Remove or reduce the area of concern so no shielding would be required Install an appropriate barrier Leave the area of concern unshielded AASHTO RDG
32 Roadside Trees tentree.com
33 Trees - Background Naturally occurring roadside fixed objects 8% all traffic-related fatal crashes (FARS ) 90% tree impact fatalities located on 2- lane roadways (FARS ) 30% fatalities occur on low-volume roads (FARS ) 26% fixed-object fatal crashes (FARS 2009)
34 AASHTO RDG Tree Treatment
35 Tree Treatments Pavement marking Rumble strips Signs Delineators Roadway improvements Tree removal Shielding AASHTO RDG
36 Low Volume Roads Simulated Do nothing baseline Tree removal Install longitudinal barrier Other Options Delineation Edge treatments
37 Install Longitudinal Barrier High installation costs $18.16/lf plus terminal $45/lf plus terminal Viable situations Very long sections of close spaced trees Difficult tree removal Regular new tree growth Scenarios evaluated not cost effective
38 Tree Removal, B/C = 4 ADT No. of Trees >25 Tree Diameter, Spacing, and Offset Dependent Remove Tree(s)
39 Example: Georgia DOT
40 Killer Trees Urban Non-Collision Fatal Tree Fall Great Falls, VA in 2012
41 AASHTO RDG Utility Pole Treatment
42 AASHTO RDG Breakaway Luminaire Poles
43 Breakaway Signs
44 Breakaway Sign Supports
45 Overhead Sign Structures May need a barrier if located in clear zone
46 Offset From Hazard Based on dynamic deflection from barrier testing Varies for different barriers AASHTO RDG
47 Foreslope Configurations Recoverable: 1V:4H or flatter Non-recoverable: 1V:3H to 1V:4H Critical: steeper than 1V:3H AASHTO RDG
48 Midwest Guardrail System - M30 Guide Rail
49 AASHTO RDG Note Not all barriers are meant to be placed on the slope or at the slope break point
50 AASHTO RDG
51 AASHTO RDG
52 Drainage Features
53 Culvert Grate
54 Bridge Rails
55 Bridge Rails
56 Test Level MASH Barrier Test Levels Test Vehicle Vehicle Weight (kg) Speed (km/h) Angle (degrees) C Small Car 2270P Pickup Truck 1,100 2, C Small Car 2270P Pickup Truck 1,100 2, C Small Car 2270P Pickup Truck 1,100 2, C Small Car 2270P Pickup Truck 10000S Single-Unit Truck 1,100 2,270 10, C Small Car 2270P Pickup Truck 36000V Tractor-Van Trailer 1,100 2,270 36, C Small Car 2270P Pickup Truck 36000T Tractor-Tank Trailer 1,100 2,270 36,
57 Barrier Selection Test Level All test levels developed to contain passenger cars and pickup trucks Select test level based on roadway speed and ADT Higher performance levels (TL-4, TL-5, TL-6) may be selected: High percent average daily truck traffic Adverse geometrics Severe consequences of penetration into opposing lanes AASHTO RDG
58 Barrier Selection Low volume, low commercial vehicle Cable or box beams system High volume with large number of trucks Steel beam or concrete barrier High volume with very large number of trucks in critical areas High performance barrier RSM
59 Bridge Rails & Concrete Barriers End of bridge rail or concrete barrier can be hazardous if not shielded appropriately
60 Sloping the end not so good
61 Transition Adjacent to Rigid Barrier
62 Transition to Rigid Barrier
63 Summary Installing barriers is not always the best solution when hazards are near roadway Barrier itself is a hazard (but a safer one) A few fatalities occur with barrier impacts Appropriate barriers do save lives Limited funds exist for installing barriers Need to prioritize locations Accident history Benefit/cost analysis
64 QUESTIONS? Jennifer Schmidt (402) mwrsf.unl.edu
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