1 edition of Dynamic impact load tests of a bridge guardrail system found in the catalog.
Dynamic impact load tests of a bridge guardrail system
Richard M. Gutkowski
Published
2007
by Mountain-Plains Consortium in [Fargo, N.D.]
.
Written in
Edition Notes
| Statement | R. Gutkowski, A. Shigidi, M. Peterson |
| Series | MPC report -- no. 07-188 |
| Contributions | Shigidi, A. M. T., Peterson, M. L., Mountain Plains Consortium, North Dakota State University |
| Classifications | |
|---|---|
| LC Classifications | TG326 .G88 2007 |
| The Physical Object | |
| Pagination | 37 p. : |
| Number of Pages | 37 |
| ID Numbers | |
| Open Library | OL24459987M |
| LC Control Number | 2008354205 |
| OCLC/WorldCa | 175292730 |
High Strain Dynamic Testing • High Strain Dynamic Testing encompasses Dynamic Pile Monitoring and Dynamic Load Testing. Both are covered by ASTM D • Pile Driving Monitoring consists of using a PDA to perform real time evaluation of Case Method capacity, energy transfer, driving stresses and pile integrity for every blow. bridge rail selection and design, and for design of the connection to an existing bridge. An existing bridge rail on a highway with a posted speed of 30 miles per hour or less may remain in place if it is not located on a bridge over a National Highway System (NHS) highway. When Type 7 bridge rail is present on a bridge over an NHS highway with File Size: 2MB.
The impact creates a force 28 times gravity!! Impact Force from a Falling Object. The dynamic energy in a falling object at the impact moment when it hits the ground can be calculated as. E = F weight h = m a g h (4) where. F weight = force due to gravity - or weight (N, lb f) a g = acceleration of gravity ( m/s 2, ft/s 2). FINAL REPORT STRUCTURAL LOAD TESTING AND FLEXURE ANALYSIS OF THE ROUTE BRIDGE IN LOUISA COUNTY, VIRGINIA was used to perform static and dynamic tests on the bridge, and the truck was oriented in three test lanes. Vertical displacement gages Impact Echo Testing A DOCter Impact-Echo Test System was used to determine the flaw depth.
Higher C.G. than test vehicle •Need Improved Impact Performance to Midwest Guardrail System Test: MG -2 ½-ton, Dodge 4-door mph Midwest Guardrail System Test: MG-3 Kia Rio km/h Guardrail -Bridge Rail Transitions. load testing through bending of the timber post, twisting of the timber band board, and most importantly, deformation of the metal bracket. These distortions not only increase the ability of the railing system to accommodate lateral load, they also provide a warning to the occupants of File Size: KB.
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Optional) full-scale crash testing for acceptance of bridge guardrail systems. Physical performance tests became mandated in the current AASHTO bridge design code. Loads to be used in analytical development of new bridge guardrails system are also provided for configuring systems so as to have the potential of surviving full-scale crash tests.
The need for a bridge guardrail pre-testing proce dure exists because federal-level crash testing of guardrails has certain drawbacks, the principal one being expense. One must configure full. An exploratory test under pendulum impact load testing showed the hanger and its connection system performed with no major damage.
The main bridge girder sustained structural damage, but extreme handling methods needed to move the specimen into the load position and a reduction in its depth prior to testing may have damaged the girder and contributed to that outcome being suspect.
Dynamic Tests of California Type 9 Bridge Barrier Rail and Type 8 Bridge Approach Guardrail ERIC F. NORDLIN, RAYMOND P. HACKETT, and JOHN J. FOLSOM, Materials and Research Department, California Division of Highways The results of one full-scale vehicle impact test into the California type 9 bridge barrier rail and three tests into various File Size: 7MB.
dynamic full-scale impact tests of bridge barrier rails. five full-scale dynamic impact tests were made on two basic geometric designs and one trial design of bridge barrier rails. this report describes the test procedures, instrumentation and test results based on the Author: E R Nordlin, R N Field, R P Hackett.
The behavior of a guardrail system during an impact is a very complex event, requiring extensive analysis. One important aspect of this event is the post-soil interaction.
The dynamic properties of this interaction are of great theoretical and practical importance in understanding how posts behave in Size: 2MB.
Dynamic Testing of Highway Bridges A Review B. BAKHT AND s. PINJARKAR A review is presented of the recent technical literature in the English language dealing with bridge dynamics in general and dynamic testing of highway bridges in particular.
It is shown that several definitions have been used for the impact factor and thus. assignment by the Banverket, the authority responsible for rail traffic in Sweden. The dynamic behaviour of the railway bridge is evaluated, using the finite element program LUSAS.
The train crosses the bridge at constant speed and is represented by moving axle forces. Thus, no interaction between vehicle-bridge and no track irregularities areFile Size: 3MB. Assessment of a concrete arch bridge using static and dynamic load tests89 under the test load. Then, the cubic smoothing spline is completely defined for the selected initial data.
In the third step, the sums of the squares of the difference between the measured and calculated slope values using the defined cubic spline function is minimized. Midrails, screens, mesh, and other intermediate members must be capable of withstanding at least pounds of force applied in any direction at any point along the midrail or other member.
Guardrail systems must not have rough or jagged surfaces that would cause punctures, lacerations, or. (b)(13)When guardrail systems are used around holes which are used as points of access (such as ladderways), they shall be provided with a gate, or be so offset that a person cannot walk directly into the hole.
(b)(14)Guardrail systems used on ramps and runways shall be erected along each unprotected side or edge. (b)(15). existing w-beam guardrail system. test article (w-beam) before the impact and the maximum lateral position of any major part of the system or Length is 40’-6½” from the end of the bridge rail transition.
E CCCG and E CCIN Per testing 4” max. curb for theAuthor: Katherine Smutzer. This listing contains barriers such as guardrail, median barrier, bridge railings and transitions, that have been issued an Eligibility Letter by FHWA based on AASHTO MASH criteria.
The FHWA's Federal-aid eligibility letters are provided as a service to the States and are not a requirement for roadside safety hardware to be eligible for Federal-aid reimbursement.
CRASH IMPACT ANALYSIS OF THE G2 GUARDRAIL: A VALIDATION STUDY by O. Sean Martin and Jerry W. Wekezer quasi-static and dynamic coupon tests of common guardrail materials have been conducted and LS-DYNA3D computer simulation of the tests has been used to DYNA3D simulation of full-scale post impact Size: 86KB.
Impact Factor. Vehicular Live loads are multiplied with an Impact Factor to accommodate this dynamic effect in the design of bridges. The dynamic loads for moving vehicles are considered Impact in bridge engineering because of the relatively short duration.
The magnitude of the impact factor depends on the bridge span, stiffness and surface roughness, and vehicle dynamic. Th~ W-tM"am guardrail system is one of the most commonly used guardrail systems on our nation's high1Nays.
PrevioU5 testing has shoV>TI that containing ami redirecting a Yo-ton pickup truck depends on the interaction of the frout wheel and suspension and the W-beam Q.:j). Essentially, the. Virginia Department of Transportation Guardrail Installation Training Manual --GRIT-- Procedures and Practices for the Design, Installation, Replacement, and Repair of Guardrail and Crash Terminals Published August (Revised Aug.
parentheses is the dynamic amplification–the factor by which a load is amplified when suddenly imposed. Since the displacement and load are proportional the effective force carried by the beam during impact is the product of the dynamic amplification and the weight, W.
Note that the dynamic amplification for V = 0 (Ek = 0) = 2: a load suddenlyFile Size: KB. Bridge Railing Design • AASHTO 17th Edition and prior – 10k Load distributed over 5’ – Applied perpendicular at top of rail Bridge Railing Design NCHRP Report published in All Railing Systems must be crash Size: 2MB.
Impact Load Factors for Static Analysis Often a designer has a mass, with a known velocity, hitting an object and thereby causing a suddenly applied impact load. Rather than conduct a dynamic analysis an amplified static analysis is used, at least for the preliminary design.
In a static stress analysis the static force (or weight of the mass) must. rope guardrail systems can be found in section (8) of the construction regulations. Loads Guardrails must be capable of resisting the following loads.
• A point load of newtons ( lb) applied laterally to the top rail • A point load of newtons ( lb) applied to the top rail in a vertical downward direction.retention/detention systems and environmental impact requirements and studies. Assess whether concrete barrier or beam guardrail placement will cause the need for an evaluation by the HQ Environmental Services Office.
Conduct this evaluation early in the project’s development process to allow adequate time for discussion of options.Bridge tests are a helpful tool for bridge assessment and evaluation. Both in the case of a static and dynamic load testing, each element of the test: the load selection and application, the creation of a numerical model to follow the progress of the test or to check the validity of the test results, the measurement process itself and the comparative analysis of experimental results and Author: Piotr Olaszek, Joan Ramon Casas.
