High Tension Cable Barrier

Transcription

1 High Tension Cable Barrier (and Rumble Strips) Practices & Guidelines 2017 Tri-Party Transportation Conference Red Deer, Alberta Hal Cook, P. Eng. Design, Project Management and Training Section Technical Standards Branch Alberta Transportation vmar13

2 Agenda High Tension Cable Barrier (HTCB) o New Developments Specification 2.11 Design Bulletin #75 o Overview of High Tension Cable Barrier Advantages Testing and Approval o General Design Process o Design Guidelines Median and Roadside Applications Accommodation of Wide Loads

3 Agenda o Design Guidelines (continued) Transitions HTCB Transition to Bridge Rail HTCB Transition to Steel Beam Rail - Direct Connection to Strong Post W-Beam Overlapping HTCB with Other Barrier Systems Length of Need End Terminals o Barrier Type and Risk to Motorcyclists

4 Agenda Rumble Strips Practices and Guidelines o Shoulder and Edge Line Contest!

5 High Tension Cable Barrier New Developments

6 High Tension Cable Barrier New Developments Supplemental Specification 2.11

7 HTCB New Developments Supplemental Specification 2.11

8 HTCB New Developments Supplemental Specification 2.11 Released August, 2016 Revisions March, 2017 Tender Document: Place in Section 6, Supplemental Specifications Materials (4-cable system vs 3-cable system) Materials End Terminal Anchors Materials Transition to W-Beam or Thrie Beam (also affects Measurement and Payment) Construction Geotechnical Testing Construction General (Maximum Allowable Dynamic Deflection) (Crashworthy End Treatment)

9 HTCB New Developments Supplemental Specification 2.11 Released August, 2016 Revisions March, Measurement and Payment Supply and Install o Line Post Section (drawing reference) o End Terminals (drawing reference) o Transition to W-Beam or Thrie Beam (drawing reference) Sample of Unit Price Schedule (including revisions)

10 HTCB Supplemental Specification Materials The HTCB system shall be on the Alberta Transportation Products List. The HTCB system shall be a four-cable system from a single manufacturer and of a single system type. Specify a 4-cable system covered in the new specification reduced number of products for maintenance slightly more expensive but potentially catches a wider array of vehicles 3-cable systems may be used in special circumstances more products that are shorter (narrow road with wide load) use a Special Provision in the contract

11 HTCB Supplemental Specification End Terminal Anchors The end terminal anchor design must meet one of the following conditions: a) be on the Alberta Transportation Products List ; or b) for driven galvanized structural steel anchors not on the Products List, the size and depth of anchor foundations: o shall be as recommended and designed by the manufacturer, o shall meet or exceed the requirements of the FHWA acceptance letter, and o shall meet or exceed the following minimum dimensions: i. anchors placed in an existing or new roadway embankment: Hollow Structural Section (HSS) 200x200x9, 5000 mm depth. ii. anchors placed outside of an existing or new roadway embankment: HSS 200x200x9, 6000 mm depth.

12 HTCB Supplemental Specification End Terminal Anchors If bedrock is encountered before the minimum depths are reached, the Contractor shall provide an alternate anchor design authenticated by a Professional Engineer (APEGA) and approved by the manufacturer; or c) Where the Contractor requests the use of o anchor foundations not on the AT Products List, o a driven galvanized structural steel design with dimensions less than the minimums specified or o a cast-in-place, steel reinforced concrete anchor foundation, the Contractor shall provide an anchor design, authenticated by a Professional Engineer (APEGA) and approved by the manufacturer.

13 HTCB Supplemental Specification Transition to W-Beam or Thrie Beam (REVISION) Transition to W-Beam or Thrie Beam Guardrail shall be as recommended and designed by the manufacturer and shall be consistent with the United States Federal Highway Administration acceptance letters. Change also made to Section , Measurement and Payment to remove reference to Thrie Beam.

14 HTCB Supplemental Specification Geotechnical Testing Geotechnical testing and site-specific engineering design is not required for products (line posts, terminal posts and anchor systems) listed on the AT Products List except in the following cases: Replacement of an existing HTCB o the existing anchors were distressed, heaved or displaced a significant amount Unusual foundation conditions are anticipated o areas where obvious rock exposures are present (rock cuts) o wet and soft areas are present (muskeg).

15 HTCB Supplemental Specification Maximum Allowable Dynamic Deflection (REVISION) 3 rd Paragraph: Line post spacing shall be according to the manufacturer s specifications for the required design dynamic deflection as detailed in the Special Provisions, or as shown on the plans, or as directed by the Consultant. The maximum allowable dynamic deflection shall be 2.4 m m. The maximum allowable spacing between line posts shall be 6.1 m.

16 HTCB Supplemental Specification Crashworthy End Treatment (REVISION) 2 nd Last Paragraph: Retroreflective sheeting shall be applied including the crashworthy end treatment terminal.

17 HTCB Supplemental Specification Measurement and Payment (S & I)

18 HTCB Supplemental Specification Measurement and Payment (S & I)

19 HTCB Supplemental Specification Measurement and Payment (S & I) (REVISION) Figure 1 replaced by Dwg. No. RDG-B2.5 Reference to drawing is made in Line Post Section End Terminals

20 HTCB Supplemental Specification 2.11 Dwg. No. RDG-B2.5 HTCB End Terminal (Crashworthy) Supply and Install HTCB Supply and Install

21 HTCB Supplemental Specification Measurement and Payment (S & I)

22 HTCB Supplemental Specification Measurement and Payment (S & I)

23 HTCB Supplemental Specification Measurement and Payment (S & I) (REVISION) Figure 2 replaced by Dwg. No. RDG-B2.6 Reference to drawing is made in Transition to W-Beam or Thrie Beam

24 HTCB Supplemental Specification 2.11 Dwg. No. RDG-B2.6 HTCB Transition to W-Beam Supply and Install

25 HTCB Supplemental Specification 2.11 Dwg. No. RDG-B2.6

26 HTCB Supplemental Specification 2.11 Unit Price Schedule (REVISION) Remove Bid Item, HTCB Transition to Thrie Beam S & I

27 High Tension Cable Barrier New Developments Design Bulletin #75

28 High Tension Cable Barrier New Developments

29 High Tension Cable Barrier New Developments Design Bulletin #75, High Tension Cable Barrier System Median and Roadside Installation Rewritten October 27, 2016 Includes Reference to the Alberta Transportation, "HTCB Basic Dimensions Drawing August 3, 2016 Updates made to the Alberta Transportation, Roadside Design Guide, November, 2007 o Chapter H5.5.2 High Tension Cable Barriers o Appendix B2 - Reference Drawings, High Tension Cable Barrier o Appendix E Guidelines for the Selection and Design of High Tension Cable Barrier Systems

30 HTCB Design Bulletin #75 "HTCB Basic Dimensions Drawing

31 HTCB Design Bulletin #75 Roadside Design Guide Appendix B2 - Reference Drawings RDG-B2.1 (rev 1) Typical HTCB Median Installation, Slopes 6H:1V or Flatter RDG-B2.2 (rev 1) Typical HTCB Median Installation, 6H:1V > Slopes 4H:1V RDG-B2.3 (rev 1) Typical HTCB Median Installation, Slopes Steeper than 4H:1V RDG-B2.4 (rev 2) Typical HTCB Roadside Installation

32 Roadside Design Guide Appendix B2 RDG-B2.1 (rev 1) Slopes 6H:1V or Flatter

33 Roadside Design Guide Appendix B2 RDG-B2.2 (rev 1) 6H:1V > Slopes 4H:1V

34 Roadside Design Guide Appendix B2 RDG-B2.3 (rev 1) Slopes Steeper than 4H:1V

35 Roadside Design Guide Appendix B2 RDG-B2.4 (rev 2) Roadside Installation

36 HTCB Design Bulletin #75 Roadside Design Guide Appendix E Guidelines for the Selection and Design of HTCB Systems Appendix E1, HTCB Products List and Acceptance Testing Appendix E2, General Design Process

37 Roadside Design Guide Appendix E Appendix E1 HTCB Products List and Acceptance Testing Covered in Overview of High Tension Cable Barrier (Testing and Approval)

38 Roadside Design Guide Appendix E Appendix E2 General Design Process Covered in General Design Process

39 High Tension Cable Barrier Overview of High Tension Cable Barrier

40 High Tension Cable Barrier Overview of High Tension Cable Barrier Advantages

41 3 Types of Longitudinal Barrier Rigid: Concrete Semi-Rigid: Strong Post W-Beam (steel, wood or plastic posts) Modified Thrie Beam Flexible: High Tension Cable Low Tension Cable (obsolete) AT Weak Post W-Beam (no longer used for new installations)

42 Longitudinal Traffic Barrier System Selection Designers are encouraged to select the most forgiving barrier system that will provide the required Test Level of protection for the given circumstances and constraints. Alberta Transportation Roadside Design Guide Section H2.2.4

43 High Tension Cable Barrier Advantages Impacts with rigid or semi-rigid barrier systems (such as concrete or steel) exert a greater force on a vehicle when contact is made. HTCB barrier deflects significantly and absorbs most of the kinetic energy in a crash, thus reducing the deceleration experienced by vehicle occupants and, therefore, reducing collision severity (fatalities and injuries).

44 High Tension Cable Barrier Advantages Conventional barriers present the possibility of a crash with the end treatment that can be more severe than a similar impact with a HTCB end treatment. HTCB does not cause snow drifting in the same way that traditional barriers do. Snow drifts can impact visibility and winter driving conditions. Fewer snow drifts result in a reduction of the occurrence of run-off-road incidents as well as the maintenance costs related to snow clearing.

45 High Tension Cable Barrier Advantages Other advantages over conventional types of barrier systems include: Reduced damage to vehicles; Cost to install and maintain is generally less; If impacted, relatively fast and easy to repair; Often continues to provide protection after impact and prior to repair; The tension keeps the cable near the design height even when the posts are damaged and or have broken off Improved sight distance where conventional barrier would block the line of sight.

46 High Tension Cable Barrier Advantages

47 High Tension Cable Barrier Advantages HTCB is the most forgiving and least costly. Use on Shoulders of all Highways, including in the Median of Divided Highways

48 High Tension Cable Barrier Overview of High Tension Cable Barrier Testing and Approval

49 High Tension Cable Barrier Testing and Approval Accepted HTCB Systems All cable barriers shall meet the crash test requirements of NCHRP Report 350 or MASH 2009 (AASHTO, Manual for Assessing Safety Hardware, 2009), as accepted by FHWA in Eligibility Letters issued for individual HTCB systems and products. The FHWA Eligibility Letters on cable barrier systems can be found on the FHWA web page for longitudinal barriers:

50 High Tension Cable Barrier Testing and Approval Accepted HTCB Systems There are currently four suppliers of proprietary HTCB on the Alberta Transportation Products List (Traffic Control Devices) dated September 8, The Alberta Transportation Products List of proven, trial and potential products for HTCB (including vendor information) is available at the following link:

51 High Tension Cable Barrier Testing and Approval Accepted HTCB Systems For installation on 6H:1V or flatter side slopes, FHWA has accepted both TL-3 and TL-4 systems. These acceptances were based on tests on level ground. In the tests on a 4H:1V slope, the suppliers have tested their 6H:1V TL-4 systems only with a pickup truck and not with a single-unit truck. Therefore FHWA has accepted the 4H:1V tests only as TL-3 systems.

52 High Tension Cable Barrier Testing and Approval Accepted HTCB Systems There are no TL-4 systems currently available for installation on 4H:1V slopes. There is no accepted HTCB for installation on side slopes steeper than 4H:1V. To date, no HTCB has been tested at TL-5 and TL-6. The slope refers to the slope a vehicle would be travelling on prior to impact with the system. This is the slope on both sides of the system in a median application and only on the road side in a roadside application.

53 High Tension Cable Barrier General Design Process

54 High Tension Cable Barrier General Design Process Compile the Physical Characteristics of the Project Site median width shoulder width side slopes protected as well as unprotected hazards existing barriers presence of transverse or longitudinal utilities.

55 High Tension Cable Barrier General Design Process Determine Space Availability for HTCB Deflection Assess the deflection room available for safe operation of the HTCB system. Based on the physical characteristics of the project site and the characteristics of the available accepted HTCBs, the designer will be able to make an initial observation of whether sufficient room is available to accommodate the test deflection of the available accepted HTCB systems (plus an allowance for a safety margin, where appropriate)..

56 High Tension Cable Barrier General Design Process Determine Space Availability for HTCB Deflection HTCB should generally not be installed in the median if the median width does not exceed twice the width of the design deflection. It is desirable that cable barriers for median applications meet the crash test requirements of NCHRP Report 350 TL-4. However, TL-3 is the only FHWA-accepted HTCB available for installation on 4H:1V slopes. Refer to slope placement details.

57 High Tension Cable Barrier General Design Process Determine Space Availability for HTCB Deflection For roadside (non-median) applications where the design speed is greater than 100 km/h, the cable barrier must meet the crash test requirements of NCHRP Report 350 Test Level 3 as a minimum. HTCB systems using either three or four cables are acceptable for median and roadside application (provided that they have been tested and accepted to the appropriate test level under NCHRP 350 or MASH 2009 criteria).

58 High Tension Cable Barrier General Design Process Determine Space Availability for HTCB Deflection Recent research by the National Crash Analysis Center (NCAC) in the US has shown that adding a fourth cable to the generic three-cable design increases the likelihood that the cable barrier will catch a broader spectrum of vehicles.

59 High Tension Cable Barrier General Design Process Ensure Competitive Bidding Determine and specify the HTCB technical and performance requirements (rather than naming a particular product). The objective is to ensure that as many suppliers as possible (with accepted products) are able to bid on the HTCB contracts.

60 High Tension Cable Barrier Design Guidelines

61 High Tension Cable Barrier Design Guidelines Median and Roadside Applications

62 High Tension Cable Barrier Design Guidelines Median and Roadside Applications Covered in New Developments (Design Bulletin #75)

63 High Tension Cable Barrier Design Guidelines Accommodation of Wide Loads

64 Design Guidelines Accommodation of Wide Loads Highway 47 Narrow Road with Wide Loads

65 Accommodation of Wide Loads Narrow Road / Wide Load / Barrier Height Post Height: HTCB W-Beam ( mm) (730 mm) (existing) 32 (813 mm) (new)

66 Strong Post W-Beam Top Rail Height 787mm / 31 (post height 32 ) AASHTO recommends adopting a standard 31 top rail height. Crash tests have proven the taller height is more effective to contain and redirect vehicles with a higher centre of gravity (i.e. pickup trucks and SUVs) as well as smaller vehicles. Photo Source: FHWA

67 Design Bulletin #75 Section 5.3: Placement of HTCB on the Roadside (non-median) Section 5.4: Placement of HTCB on Undivided Highways Considering Wide Loads, Farm Equipment and Nuisance Hits

68 Design Bulletin #75, Section 5.3 Placement of HTCB on the Roadside (non-median) HTCB is designed for impact on the front side only. An offset between the edge of shoulder and the barrier is achieved by providing a suitable slope as indicated in Drawing RDG-B2.4. The lateral space between the barrier and any fixed hazard must be at least equal to the design deflection. HTCB may not be placed down the slope on sideslopes steeper than 4H:1V HTCB can typically be placed down the slope if the sideslopes are 4H:1V or flatter, provided that the system has been successfully tested on these slopes (as indicated in an FHWA Eligibility Letter).

69 Roadside Design Guide Appendix B2 RDG-B2.4 (rev 2) Roadside Installation

70 Design Bulletin #75, Section 5.4: Placement of HTCB on Undivided Highways Considering Wide Loads, Farm Equipment and Nuisance Hits Both the height of a barrier and the lateral offset are factors that affect the ability to accommodate wide loads and farm equipment. In general, it is desirable to set the HTCB as far back from the travelled way as practical. This provides more lateral space and reduced barrier height compared to an installation at the edge of roadway. The needs and practicality are influenced by the roadway width, sideslope and expected type of oversized vehicles.

71 Roadside Design Guide Appendix B1 Offset of W-Beam Barrier (various drawings)

72 Design Bulletin #75, Section 5.4: Placement of HTCB on Undivided Highways Considering Wide Loads, Farm Equipment and Nuisance Hits Flexibility available to the designer includes: the ability to offset the HTCB down the slope, if the existing slope is 4H:1V or flatter; for existing sideslopes steeper than 4H:1V, the ability to modify the sideslope to 4H:1V or flatter, in order to offset the HTCB down the slope; the ability to flatten the upper portion of the sideslope to 4H:1V or flatter, with a steeper slope behind the barrier; the ability to specify a HTCB with a post height that is 840 mm, or less. (New W-beam post height is 813 mm).

73 Design Bulletin #75, Section 5.4: Placement of HTCB on Undivided Highways Considering Wide Loads, Farm Equipment and Nuisance Hits When offsetting the barrier from the roadway shoulder, must still provide the deflection room to any fixed hazards. A slope steeper than 4H:1V behind the barrier is permitted, as long as the slope is clear of hazards within the barrier deflection. If the sideslopes on a roadway are steeper than 4H:1V, the HTCB shall be placed at the shoulder break point. This is essentially the same location that a Strong Post W-Beam system would normally be placed.

74 Design Bulletin #75, Section 5.4: Placement of HTCB on Undivided Highways Considering Wide Loads, Farm Equipment and Nuisance Hits If the roadway width is 9 metres or less and the barrier is to be placed at the edge of pavement, the designer should specify that the HTCB be not taller than 840 mm. This will minimize the likelihood of nuisance hits from wide load vehicles, including farm equipment. Alberta Transportation has various HTCB products available for use that meet this height criterion. They can be found on the AT Products List:

75 Design Bulletin #75, Section 5.4: Placement of HTCB on Undivided Highways Considering Wide Loads, Farm Equipment and Nuisance Hits In addition to the products on the AT Products List, some manufacturers have different models that have been developed and are acceptable for use based on the different scenarios mentioned above. Some of these systems are rated TL-4 and some TL-3. Some have 4 cables and some have 3 cables. Refer to the Alberta Transportation HTCB Basic Dimensions Drawing at:

76 Design Bulletin #75, Section 5.4: Placement of HTCB on Undivided Highways Considering Wide Loads, Farm Equipment and Nuisance Hits If a system has (4:1) specified, it may be used on a sideslope of 4H:1V or flatter. If a system does not have (4:1) specified, it is to be used for 6H:1V, or flatter, applications. The slope refers to the slope the vehicle is travelling on in advance of impact. The slope behind the barrier is not stipulated.

77 HTCB Design Bulletin #75 "HTCB Basic Dimensions Drawing

78 High Tension Cable Barrier Design Guidelines Transitions to Bridge Rail Transitions to Steel Beam Rail

79 Transitions to Bridge Rail A transitional barrier is used when barrier connection to a bridgerail is required. Allows for the transition from a rigid barrier (Bridgerail) to a semi-rigid barrier (Thrie Beam) which then transitions to a Strong Post W-Beam. Transitions incorporate a gradual stiffening of one roadside hardware system to match the stiffness of an adjacent system. Alberta Transportation Bridge Typical Detail Drawings Barriers

80 Approach Rail Transition Details Drawing S

81 Approach Rail Transition Details Drawing S

82 Approach Rail Transition Details Drawing S

83 HTCB Transitions to Steel Beam Rail If HTCB is placed in the vicinity of the bridgerail transition, the transition between the flexible HTCB and the semi-rigid Strong Post W-Beam can be achieved in two ways: direct connection of the HTCB to the semi-rigid barrier; partial overlapping of the HTCB with the semi-rigid barrier.

84 HTCB Transitions to Steel Beam Rail Direct Connection - HTCB to Strong Post W-Beam Proprietary systems that have been issued an FHWA Eligibility Letter (and are also listed on the AT Products List) may be used. Proprietary drawings must be referred to. These drawings can be found on the Federal Highway Administration website at:

85 HTCB Transitions to Steel Beam Rail Direct Connection - HTCB to Strong Post W-Beam Example (Code B-147A)

86 HTCB Transitions to Steel Beam Rail Direct Connection - HTCB to Strong Post W-Beam

87 HTCB Transitions to Steel Beam Rail Direct Connection - HTCB to Strong Post W-Beam

88 HTCB Transitions to Steel Beam Rail Direct Connection - HTCB to Strong Post W-Beam

89 HTCB Transitions to Steel Beam Rail Direct Connection - HTCB to Strong Post W-Beam The connection of the HTCB to the Strong Post W-Beam must occur outside of the Bridgerail Transition Zone, as indicated on the AT Bridgerail Transition Drawings (shown earlier). There are currently no FHWA approved products for direct connection of HTCB to Thrie beam guardrail.

90 HTCB Transitions to Steel Beam Rail Direct Connection - HTCB to Strong Post W-Beam BF77847: Hwy. 3 over CPR, near Seven Persons

91 HTCB Transitions to Steel Beam Rail Direct Connection - HTCB to Strong Post W-Beam BF77847: Hwy. 3 over CPR, near Seven Persons

92 HTCB Transitions to Steel Beam Rail Direct Connection - HTCB to Strong Post W-Beam Dunmore Road & Highway 1, Medicine Hat

93 High Tension Cable Barrier Design Guidelines Overlapping HTCB with other Barrier Systems

94 HTCB Transitions to Steel Beam Rail Partial Overlap with W-Beam or Thrie Beam Generally preferred to overlap the systems where feasible rather than connecting them. efforts to retrofit an existing barrier system to support the required cable tension may be quite extensive and require additional maintenance and increased time to repair, if impacted. There are two types of overlapping systems partial overlap full overlap

95 HTCB Transitions to Steel Beam Rail Partial Overlap with W-Beam or Thrie Beam An example of a partial overlap consists of a HTCB transitioning to a Strong Post W-Beam (which then may transition to a Thrie Beam and then to a bridge rail). The effective portion of the HTCB must completely overlap the ineffective portion of the Strong Post W-Beam end treatment. In general, the length of the anchor end terminals, where the cables are not parallel to the ground (for the HTCB) and crash-worthy end treatments (for the W-Beam) are not part of the effective portion of the barrier. Refer to the manufacturer s drawings and specifications regarding where the effective portion of the barrier begins.

96 HTCB Transitions to Steel Beam Rail Partial Overlap with W-Beam or Thrie Beam It may not be possible to provide an offset between the HTCB and the other barrier system that is sufficient to allow for the design deflection of the HTCB or is in excess of the HTCB post height. If the area is constrained, the designer may use judgment to accept a smaller lateral offset to achieve a better overall design. Where the HTCB is upstream of a segment of existing barrier, the HTCB overlaps in front of the existing system. The HTCB is between the paved shoulder and the face of the existing barrier system. Where the HTCB is downstream of a segment of existing barrier, the HTCB is positioned behind the existing barrier system.

97 HTCB Transitions to Steel Beam Rail Partial Overlap with W-Beam or Thrie Beam BF81555: Highway 3 over Oldman River

98 HTCB Transitions to Steel Beam Rail Partial Overlap with W-Beam or Thrie Beam BF81555: Highway 3 over Oldman River

99 HTCB Transitions to Steel Beam Rail Partial Overlap with W-Beam or Thrie Beam BF81555: Highway 3 over Oldman River

100 HTCB Transitions to Steel Beam Rail Partial Overlap with W-Beam or Thrie Beam Highway 3, East of Oldman River

101 HTCB Transitions to Steel Beam Rail Partial Overlap with W-Beam or Thrie Beam Highway 2 over Taylor Drive, at Red Deer

102 HTCB Full Overlap An example of a full overlap is where an existing offset barrier system (i.e. concrete, W-Beam or other) must remain in place at a hazard (i.e. overhead sign post, bridge pier, sensor pole, etc.). Then a longer HTCB is installed (often as a median barrier) that continues past, along the shoulder of the roadway, to retain continuity of the HTCB on either side of the hazard. The HTCB overlaps the existing system without touching, thereby providing two barriers for the overlap length.

103 HTCB Full Overlap For a full overlap where the HTCB runs parallel to an existing barrier system, the HTCB is providing double protection with an energy absorbing function. It is desirable (but not essential) that the lateral spacing (offset) between the HTCB and the other barrier system is sufficient to allow for the design deflection of the HTCB, so that collisions will normally require repair to just one system. If the area is constrained, the designer may use judgment to accept a smaller lateral offset to achieve a better overall design.

104 HTCB Full Overlap It is also desirable that the lateral spacing between the cable barrier and existing barrier be enough to prevent the posts of the HTCB from becoming a hazard. Enough lateral space should be provided so that, in the event the HTCB is knocked down by a vehicle, the posts do not impact the adjacent, more rigid barrier system. Typically, the minimum lateral spacing between the systems should be in excess of the HTCB post height for the various proprietary products. The post heights indicated in the Alberta Transportation HTCB Basic Dimensions Drawing vary between 780mm and 1257mm.

105 HTCB Full Overlap Highway 2 under Highway 11, at Red Deer

106 HTCB Full Overlap Highway 2 under Highway 54, at Innisfail

107 High Tension Cable Barrier Design Guidelines Length of Need

108 Traffic Barrier Length of Need (LON) Length of the barrier system required to provide protection at any obstacle or hazard, excluding the end treatment. The end treatment is not just impact head. LON Elements: oapproach length olength of hazard odownstream length

109 Length of Need Elements

110 Clear Zone

111 Runout Length (Lr)

112 Traffic Barrier Length of Need (LON)

113 Minimum Flare Rate If flare rate is x:1, the numerical value of x must be greater than the minimum. Parallel is okay.

114 High Tension Cable Barrier Design Guidelines End Terminals (Treatments)

115 W-Beam End Terminals Must be Crashworthy o Exception: downstream, on right side, on divided highway (if outside clear zone) What Types to Use? o Don t Specify o Refer to Alberta Transportation Products List (Highway Safety Devices Impact Attenuators)

116 HTCB End Terminals Crashworthy or non-crashworthy? o use crashworthy all the time o $ about the same o crashworthy remains more intact after collision What Types to Use? o Type is part of the system being used, so can t specify. o For end anchor terminals, Refer to Alberta Transportation Products List (Traffic Control Devices)

117 High Tension Cable Barrier Barrier Type and Risk to Motorcyclists

118 High Tension Cable Barrier Barrier Type and Risk to Motorcyclists Many research studies have been conducted to examine the effects of motorcycle crashes, and the safety of motorcycle riders, into various forms of roadside barriers. Barrier posts present a great risk to a driver of a motorcycle in a collision. A conventional barrier typically requires many more posts than HTCB. Motorcycle collisions with barriers have been shown to be much more severe than other vehicle collisions with barriers.

119 High Tension Cable Barrier Barrier Type and Risk to Motorcyclists The risk of a fatal or serious injury is very high for a motorcyclist crashing into a roadside barrier, regardless of the barrier type. There is no evidence that HTCB is more harmful to motorcyclists than other barrier types.

120 Rumble Strips Practices & Guidelines

121 Rumble Strips Design Bulletin 18 Rumble Strip Placement Practices (dated April, 2012) Includes Shoulder, Centreline & Transverse (Stop Condition) Rumble Strips Contains a Link to the Updated Standard Drawings (CB6 Drawings) o CB6-3.52M1 Shoulders (Rev. 8 May 24, 2011) o CB6-3.52M3 Stop Condition (Rev. 4 April, 2012) o CB6-3.52M4 Centreline (Rev. 5 July 26, 2011) Contains a Link to the Recommended Practices: Transverse Rumble Strips at Stop-Controlled Intersections (Sept., 2011)

122 Shoulder Rumble Strips CB6-3.52M1 (Rev. 8 May 24, 2011)

123 Shoulder Rumble Strips On two-lane highways shoulders are 1.4 m wide or greater. On multilane (divided) highways right shoulder is 1.4 m wide or greater. median shoulder is 0.6 m wide or greater. When to Install on New Pavement 1 st Stage Final Paving Stage Future Overlays Why on 1 st Stage? Why on low volume roads? Payback on Shoulder Rumble Strips is XXXXXXXXXXXXXXXXXXXXX

124 Milled Edge Line Rumble Strips CB6-3.52M5 (March 07, 2017) Previous drawing: CB TEMP-01 (June 6, 2012)

125 Milled Edge Line Rumble Strips CB6-3.52M5 (March 07, 2017)

126 Edge Line Rumble Strips Trial Project To determine the safety benefits of Edge Line Rumble Strips expected to reduce run-off-road collisions on rural, two-lane highways the same as Shoulder Rumble Strips. Placed on two-lane highways shoulder width is at least 1.0m but less than 1.4m Allows placement of rumble strips on more highways. Before and after analysis of the trial sites to determine run-off-road collision reduction (number and severity) benefit/cost analysis (payback time) effect on durability of edge-line pavement marking

127 Edge Line Rumble Strips Not to be placed in the following locations (same as for shoulder rumble strips): In urban areas Within 300 metres of a residence Where shoulder width is reduced due to intersection treatment Within 60 metres of a taper, at an intersection If there are no tapers, within 200 metres of an intersection Within 10 metres of a bridge deck On a bridge deck

128 Not to be placed: Edge Line Rumble Strips On designated bicycle routes or other routes where bicycling is expected Within 50 kilometres of Edmonton or Calgary Within 20 kilometres of medium-sized city or town

129 Centreline Rumble Strips CB6-3.52M4 (Rev. 5 July 26, 2011)

130 Transverse (Stop Condition) Rumble Strips CB6-3.52M3 (Rev. 4 April, 2012)

131 CONTEST!!!

132 Contest #1 If you are looking for the most current Alberta Transportation information regarding Rumble Strips, where is the go-to location? a) Alberta Transportation Design Bulletin 18 b) Alberta Transportation Design Bulletin 18 c) Alberta Transportation Design Bulletin 18

133 Contest #2 What does HTCB stand for?

134 Contest #3 If you are looking for the most current Alberta Transportation information regarding HTCB, where is the go-to location? a) Alberta Transportation Design Bulletin 75 b) Alberta Transportation Design Bulletin 75 c) Alberta Transportation Design Bulletin 75

135 Contest #4 What is the preferred barrier system type? a) Rigid b) Semi-Rigid c) Flexible

136 Contest #5 What is the Runout Length (Lr) for a design speed of 110 km/h and an AADT of 1,500? a) 20 m b) 220 m c) 120 m

137 Contest #6 What is your name? What is your cell number?

138 Questions?