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  • 1
    Online Resource
    Online Resource
    Experimental and numerical investigation on deflection and behavior of portable construction barrier subjected to vehicle impacts
    Elsevier BV ; 2021
    In:  Engineering Structures Vol. 235 ( 2021-05), p. 112071-
    Details
    In: Engineering Structures, Elsevier BV, Vol. 235 ( 2021-05), p. 112071-
    Type of Medium: Online Resource
    ISSN: 0141-0296
    URL: Article
    DOI: 10.1016/j.engstruct.2021.112071
    Language: English
    Publisher: Elsevier BV
    Publication Date: 2021
    detail.hit.zdb_id: 2002833-7
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  • 2
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    Development of a 34-in. Tall Thrie-Beam Guardrail Transition to Accommodate Future Roadway Overlays
    SAGE Publications ; 2019
    In:  Transportation Research Record: Journal of the Transportation Research Board Vol. 2673, No. 2 ( 2019-02), p. 489-501
    Details
    In: Transportation Research Record: Journal of the Transportation Research Board, SAGE Publications, Vol. 2673, No. 2 ( 2019-02), p. 489-501
    Abstract: Roadway resurfacing and overlay projects effectively reduce the height of roadside barriers placed adjacent to the roadway, which can negatively affect their crashworthiness. More recently, bridge rails and concrete barriers have been installed with slightly increased heights to account for future overlays. However, adjacent guardrails and approach transitions have not yet been modified to account for overlays. The objective of this project was to develop an increased-height approach guardrail transition (AGT) to be crashworthy both before and after roadway overlays of up to 3 in. The 34-in. tall, thrie-beam transition detailed here was designed such that the system would be at its nominal 31-in. height following a 3-in. roadway overlay. Additionally, the upstream end of the AGT incorporated a symmetric W-to-thrie transition segment that would be replaced by an asymmetric transition segment after an overlay to keep the W-beam guardrail upstream from the transition at its nominal 31-in. height. The 34-in. tall AGT was connected to a modified version of the standardized buttress to mitigate the risk of vehicle snag below the rail. The barrier system was evaluated through two full-scale crash tests in accordance with Test Level 3 (TL-3) of AASHTO’s Manual for Assessing Safety Hardware (MASH) and satisfied all safety performance criteria. Thus, the 34-in. tall AGT with modified transition buttress was determined to be crashworthy to MASH TL-3 standards. Finally, implementation guidance was provided for the 34-in. tall AGT and its crashworthy variations.
    Type of Medium: Online Resource
    ISSN: 0361-1981 , 2169-4052
    URL: Article
    DOI: 10.1177/0361198118825464
    Language: English
    Publisher: SAGE Publications
    Publication Date: 2019
    detail.hit.zdb_id: 2403378-9
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  • 3
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    Online Resource
    Tie-Downs and Transitions for Temporary Concrete Barriers
    SAGE Publications ; 2006
    In:  Transportation Research Record: Journal of the Transportation Research Board Vol. 1984, No. 1 ( 2006-01), p. 31-46
    Details
    In: Transportation Research Record: Journal of the Transportation Research Board, SAGE Publications, Vol. 1984, No. 1 ( 2006-01), p. 31-46
    Abstract: Temporary concrete barriers are one of the most common types of roadside hardware found on the nation's highways. However, unresolved issues exist for some installations. These issues include the need for a tie-down system for barrier installations placed on asphalt roadway surfaces and an approach transition between temporary concrete barriers and rigid barriers. The objective of this research was to design a tie-down temporary barrier for use on asphalt road surfaces and then apply that tie-down system to the design of an approach transition from freestanding to rigid barriers. The tie-down and transition systems were to be evaluated according to Test Level 3 safety performance criteria set forth in NCHRP Report No. 350. For the asphalt tie-down system, three steel pins were installed in holes on the front face of the barrier. The new tie-down design was crash tested according to NCHRP Report No. 350 Test Designation 3-11. The test was judged acceptable, barrier deflections were reduced, and all barriers in the system were safely restrained. The approach transition to rigid barrier was developed through strategic application of the previously designed asphalt tie-downs. Computer simulation with LS-DYNA was used to locate the critical impact point for the full-scale crash test. The system was tested according to NCHRP Report No. 350 Test Designation 3-21. Results show that the vehicle was safely redirected, and the test was judged acceptable. Recommendations concerning the application of both the tie-down and transition designs are given.
    Type of Medium: Online Resource
    ISSN: 0361-1981 , 2169-4052
    URL: Article
    DOI: 10.1177/0361198106198400104
    Language: English
    Publisher: SAGE Publications
    Publication Date: 2006
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  • 4
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    Crash Testing and Evaluation of Culvert-Mounted Midwest Guardrail System
    SAGE Publications ; 2020
    In:  Transportation Research Record: Journal of the Transportation Research Board Vol. 2674, No. 7 ( 2020-07), p. 161-171
    Details
    In: Transportation Research Record: Journal of the Transportation Research Board, SAGE Publications, Vol. 2674, No. 7 ( 2020-07), p. 161-171
    Abstract: Concrete box culverts are usually installed under roadways to allow water drainage without affecting the motoring public. Culvert openings can represent a hazard on the roadside when they do not extend outside of the clear zone, and often require safety treatments in the form of roadside barriers. In this study, a modified design of Midwest Guardrail System (MGS) was evaluated for installation on a low-fill culvert with the strong-post attachment using through-bolts and epoxy anchorage through full-scale crash testing. The test installation consisted of MGS with a 31 in. top rail height, supported by W6 × 9 posts, spaced at 37½ in., attached to a low-fill culvert’s top slab with a 12 in. offset from the back of the post to the culvert headwall. Two crash tests were conducted according to the American Association of State Highway and Transportation Officials’ (AASHTO) Manual for Assessing Safety Hardware (MASH) 2016 Test Level 3 impact safety criteria. In test number CMGS-1, a 2,428-lb car impacted the MGS attached to the culvert at a speed of 61.3 mph and at an angle of 25.1°. In test number CMGS-2, a 5,013-lb pickup truck impacted the MGS attached to the culvert at a speed of 62.8 mph and an angle of 25.7°. In both tests, the vehicle was safely redirected and captured. Both tests were deemed acceptable according to TL-3 safety criteria in MASH. Recommendations were made for the safe installation of MGS atop low-fill culverts as well as transitions from the standard MGS to the culvert-mounted MGS.
    Type of Medium: Online Resource
    ISSN: 0361-1981 , 2169-4052
    URL: Article
    DOI: 10.1177/0361198120921168
    Language: English
    Publisher: SAGE Publications
    Publication Date: 2020
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  • 5
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    Online Resource
    Standard Midwest Guardrail System Placed at 1V:2H Slope Break Point or with Omitted Post
    SAGE Publications ; 2017
    In:  Transportation Research Record: Journal of the Transportation Research Board Vol. 2638, No. 1 ( 2017-01), p. 65-76
    Details
    In: Transportation Research Record: Journal of the Transportation Research Board, SAGE Publications, Vol. 2638, No. 1 ( 2017-01), p. 65-76
    Abstract: State departments of transportation (DOTs) throughout the United States commonly use W-beam guardrail systems to keep errant vehicles from leaving high-speed roadways and encountering safety hazards adjacent to the roadway edge, such as steep roadside slopes. Additionally, although W-beam guardrail is used to protect errant vehicles from safety hazards along the roadways, obstructions at post locations within a run of guardrail are a common occurrence. State DOTs wanted to evaluate the standard Midwest Guardrail System (MGS) for use in these instances. First, the standard MGS with 6-ft (1,829-mm) W6 × 8.5 (W152 × 12.6) steel posts spaced at 75 in. (1,905 mm) placed at the slope break point of a 1V:2H slope was successfully crash tested and evaluated according to the Test Level 3 (TL-3) safety performance criteria presented in the Manual for Assessing Safety Hardware (MASH). Subsequently, the standard MGS with one omitted post, which created an unsupported span of 12.5 ft (3.8 m), was full-scale crash tested, and it satisfied the MASH TL-3 safety performance criteria. Because multiple variations of the MGS system have been developed for special applications, recommendations for the omission of a post or installation on a steep slope will vary depending on the nature and behavior of the application. The safety performance of various MGS configurations and special applications was compared. Implementation guidance was then given about the use of the MGS placed at the slope break point and omitting a post in the MGS with MGS special applications. These special applications included terminals and anchorages, MGS stiffness transition to thrie beam approach guardrail transitions, MGS long-span system, MGS adjacent to 1V:2H fill slopes, MGS on 1V:8H approach slopes, MGS in combination with curbs, wood post MGS, and MGS without blockouts.
    Type of Medium: Online Resource
    ISSN: 0361-1981 , 2169-4052
    URL: Article
    DOI: 10.3141/2638-08
    Language: English
    Publisher: SAGE Publications
    Publication Date: 2017
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  • 6
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    Sequential Kinking and Flared Energy-Absorbing End Terminals for Midwest Guardrail System
    SAGE Publications ; 2005
    In:  Transportation Research Record: Journal of the Transportation Research Board Vol. 1904, No. 1 ( 2005-01), p. 46-53
    Details
    In: Transportation Research Record: Journal of the Transportation Research Board, SAGE Publications, Vol. 1904, No. 1 ( 2005-01), p. 46-53
    Abstract: The Midwest guardrail system (MGS), developed at the Midwest Roadside Safety Facility, was designed to improve the performance of traditional strong-post, W-beam guardrail systems. These improvements include decreasing the potential for rollover with high center-of-gravity vehicles, decreasing the potential for rail rupture at the splice locations, and decreasing the sensitivity of the system to the installation rail height. However, safe guardrail termination options for the MGS must be developed before the system can be implemented on the roadside. Two end terminal designs, the sequential kinking terminal (SKT) and the flared energy-absorbing terminal (FLEAT), were partially redesigned and crash tested in conjunction with the MGS according to NCHRP Report 350 criteria. The new versions of the terminals were named the SKT-MGS and the FLEAT-MGS to designate them for use with the MGS. To evaluate the performance of the terminals with the MGS, a series of four full-scale crash tests was conducted: two redirection tests, NCHRP Report 350 Test Designations 3–34 and 3–35, and two head-on impacts, Test Designations 3–30 and 3–31. The results from the four crash tests were found to meet all relevant safety requirements. The SKT-MGS and FLEAT-MGS end terminals are the first successfully tested end terminals for use with the MGS.
    Type of Medium: Online Resource
    ISSN: 0361-1981 , 2169-4052
    URL: Article
    DOI: 10.1177/0361198105190400105
    Language: English
    Publisher: SAGE Publications
    Publication Date: 2005
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  • 7
    Online Resource
    Online Resource
    Development of a Test Level 3 Approach Guardrail Transition to Steel Tube Bridge Rail
    SAGE Publications ; 2022
    In:  Transportation Research Record: Journal of the Transportation Research Board Vol. 2676, No. 8 ( 2022-08), p. 74-89
    Details
    In: Transportation Research Record: Journal of the Transportation Research Board, SAGE Publications, Vol. 2676, No. 8 ( 2022-08), p. 74-89
    Abstract: A Manual for Assessing Safety Hardware (MASH) Test Level 3 (TL-3) approach guardrail transition (AGT) was designed to connect the Midwest Guardrail System to a MASH TL-4 steel tube bridge rail, designated Steel Railing, Type IL-OH. The AGT connection consisted of a 34 in. tall thrie-beam AGT, HSS8 × 6 × ¼ transition tube rails that aligned with the lower and middle bridge rail tubes, and new connection hardware designed to prevent vehicle snag during impacts. The new AGT connection was evaluated using a combination of LS-DYNA finite element analysis software and full-scale crash testing in accordance with MASH TL-3 impact criteria. The critical impact points were selected using LS-DYNA for MASH test nos. 3-20 and 3-21. In test SBRTR-1, a 2,404 lb small car struck the AGT at a speed of 64.6 mph, an angle of 25.2°, and at a location 21.3 in. upstream from the last transition post. In test SBRTR-2, a 5,007 lb quad cab pickup truck struck the AGT at a speed of 62.7 mph, an angle of 24.9°, and at a location 15.9 in. upstream from the last transition post. The small car and pickup truck were both contained and redirected and the tests resulted in a successful evaluation according to MASH TL-3 safety performance criteria. Implementation guidance for the new AGT in various configurations is provided.
    Type of Medium: Online Resource
    ISSN: 0361-1981 , 2169-4052
    URL: Article
    DOI: 10.1177/03611981221082578
    Language: English
    Publisher: SAGE Publications
    Publication Date: 2022
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  • 8
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    Online Resource
    Development of a Test Level 4, Side-Mounted, Steel Tube Bridge Rail
    SAGE Publications ; 2020
    In:  Transportation Research Record: Journal of the Transportation Research Board Vol. 2674, No. 9 ( 2020-09), p. 525-537
    Details
    In: Transportation Research Record: Journal of the Transportation Research Board, SAGE Publications, Vol. 2674, No. 9 ( 2020-09), p. 525-537
    Abstract: A new, side-mounted, steel beam-and-post bridge rail was designed, crash tested, and evaluated according to safety performance guidelines included in the American Association of State Highway and Transportation Officials Manual for Assessing Safety Hardware (MASH) for Test Level 4 (TL-4). The new bridge rail system was designed to be compatible with multiple bridge decks, including cast-in-place concrete slabs and prestressed box beams. Additionally, the bridge rail was designed to remain crashworthy after roadway overlays up to 3 in. thick. The bridge rail was designed and optimized based on strength, installation cost, weight per foot, and constructability. The new bridge rail consisted of three rectangular steel tube rails supported by standard steel cross section, W6 × 15 steel posts spaced at 8 ft on-center. The upper rail was a 12 × 4 × ¼ in. hollow structural section (HSS) steel tube, and the lower two rails were 8 × 6 × ¼ in. HSS steel tubes. The top mounting heights for the upper, middle, and lower rails were 39 in., 32 in., and 20 in. above the surface of the deck, respectively. A new, side-mounted, post-to-deck connection was also developed that incorporated HSS steel spacer tubes that offset the posts 6 in. from the bridge deck and aligned the face of the bridge rail with the edge of the deck. Thus, the traversable width of the bridge was maximized. Three full-scale crash tests corresponding to the MASH TL-4 testing matrix were performed on the new bridge rail. All three crash tests successfully contained and redirected the vehicles and satisfied all MASH evaluation criteria.
    Type of Medium: Online Resource
    ISSN: 0361-1981 , 2169-4052
    URL: Article
    DOI: 10.1177/0361198120930227
    Language: English
    Publisher: SAGE Publications
    Publication Date: 2020
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  • 9
    Online Resource
    Online Resource
    Large-radius curved guardrail installations for intersecting roadways
    Informa UK Limited ; 2019
    In:  Journal of Transportation Safety & Security Vol. 11, No. 3 ( 2019-05-04), p. 261-286
    Details
    In: Journal of Transportation Safety & Security, Informa UK Limited, Vol. 11, No. 3 ( 2019-05-04), p. 261-286
    Type of Medium: Online Resource
    ISSN: 1943-9962 , 1943-9970
    URL: Article
    DOI: 10.1080/19439962.2017.1389791
    Language: English
    Publisher: Informa UK Limited
    Publication Date: 2019
    detail.hit.zdb_id: 2493160-3
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  • 10
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    Online Resource
    Indenting, buckling and piercing of aluminum beverage cans
    Elsevier BV ; 2001
    In:  Finite Elements in Analysis and Design Vol. 37, No. 2 ( 2001-2), p. 131-144
    Details
    In: Finite Elements in Analysis and Design, Elsevier BV, Vol. 37, No. 2 ( 2001-2), p. 131-144
    Type of Medium: Online Resource
    ISSN: 0168-874X
    URL: Article
    DOI: 10.1016/S0168-874X(00)00027-5
    Language: English
    Publisher: Elsevier BV
    Publication Date: 2001
    detail.hit.zdb_id: 2019309-9
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