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• W83161754 abstract "W-beam guardrail may be the most widely used type of roadside safety hardware. It is intended to safely redirect an errant vehicle from fixed hazards on the roadside. It is designed to absorb crash energy by deflection in the rail, the posts moving in the soil and breaking or deforming while the rail remains continuous and in contact with the vehicle. For the guardrail to function as intended, its height becomes critical. The Roadside Design Guide (RDG) recommends that the top of the W-beam barrier be 27 inches above edge of pavement with a tolerance of +/- 3 inches, but it is not hard to find cases where the guardrail height is not within this range. Variations in rail height, either too low or too high, can occur as a result of poor installation, settlement, and/or successive overlays of the pavement. W-beam guardrail may be the most widely used type of roadside safety hardware. It is intended to safely redirect an errant vehicle from fixed hazards on the roadside. It is designed to absorb crash energy by deflection in the rail, the posts moving in the soil and breaking or deforming while the rail remains continu-ous and in contact with the vehicle. For the guardrail to function as intended, its height becomes critical. The Roadside Design Guide (RDG) recommends that the top of the W-beam barrier be 27 inches above edge of pavement with a tolerance of +/- 3 inches, but it is not hard to find cases where the guardrail height is not within this range. Variations in rail height, either too low or too high, can occur as a result of poor install-ation, settlement, and/or successive overlays of the pavement. The effect of the rail height relative to the vehicle has become more critical in recent years for three reasons. The first relates to changes in the nature of vehicles (i.e., fleet) operating on U.S. highways. The use of larger vehicles such as “Sport Utility Vehicles” (SUVs) and pick-up trucks has been in the rise in the U.S. since the late 1980’s and they now account for more than half of the vehicles in the fleet. These vehicles have higher bumpers and centers of gravity. These features make them more susceptible to overriding or rolling over standard barriers. Most w-beam barriers, were originally designed for standard-sized sedans, and thus could be less effective in engaging and redirecting SUVs and pickup trucks. The second reason is that road resurfacing has become a frequently used as a pavement management strategy, often without milling to lower the pavement before the addition of a new layer of material. The effect is a relative lowering of the height of the barrier. When agencies are faced with limited funds, they often do not make adjustments to the heights of barriers along resurfaced sections. The third reason relates to the limited attention to tolerances in current installation and maintenance practices. While this may seem hard to believe, remember that analysis and certification testing focuses only on the standard height installations. There has been no known testing to determine the degree of effect on safety performance for rail height variations until recently. Further, differences even in the manner height is measured makes it difficult to assess the situation. In this study, the safety performance of w-beam guardrails is evaluated relative to the effect of variations in the rail height on its adequacy in redirecting the striking vehicle, particularly to keep the vehicle from vaulting the barrier. This research was conducted to help DOTs understand the margin of safety associated with various rail heights to be able to make appropriate decisions in routine maintenance and rehabilitation efforts." @default.
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• W83161754 date "2007-11-01" @default.
• W83161754 modified "2023-09-23" @default.
• W83161754 title "Evaluating W-Beam Guardrail Height Tolerances" @default.
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• W83161754 hasPublicationYear "2007" @default.
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