Barrier Level
Barrier Level
Barrier Level
2:2017 48
Concrete barriers are rigid barriers whilst post and rail barriers are semi-rigid. Where the
barrier height is increased due to rail electrification, anti-throw or for protection
requirements, the additional barrier height shall not be modelled in the design of the barrier
system, as it is not required for vehicle redirection. All posts on a post and rail barrier shall
have the same cross-section. All loads on rail and post-type barriers shall be applied for the
greater effect of—
(i) equal load on each rail; and
(ii) the centroid of the loads that is greater than or equals the minimum effective height in
Table 12.2.3.
NOTE: A design methodology for barriers is provided in AASHTO LRFD Bridge Design
Specifications.
The distribution of the longitudinal load to post shall be consistent with the continuity of
rail elements.
TABLE 12.2.2
TRAFFIC BARRIER DESIGN LOAD AND CONTACT LENGTH
Vehicle contact
Ultimate Ultimate Vehicle
Ultimate length for
longitudinal or vertical contact length MASH
transverse transverse load
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TABLE 12.2.3
MINIMUM EFFECTIVE HEIGHT
OF TRAFFIC BARRIER
Barrier performance Minimum effective height
level mm
Low 600
Regular 900
Medium 1200
12.2.4 Connection
The yield strength of steel anchor bolts for the barrier shall be fully developed by bond,
hooks, attachment to embedded plates or any combination thereof. Other means of
connection shall be subject to approval of the relevant authority.
A load factor of 1.05 shall apply to the design of connection bolts and connection
reinforcement.
12.2.5 Continuity
Full lateral strength shall be provided throughout the barrier length.
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In the case of steel railing, splices may be provided by bolted sleeve joints or full
penetration butt welds. For bending and shear, full rail continuity shall be provided in the
splice section. For tension, a minimum of 75% of the tensile strength of the theoretical
gross rail section shall be provided in the splice section.
12.3 Bridge deck
The loads transmitted to the bridge deck shall be determined from the results of load testing
or ultimate strength analysis of the barrier system using the loads given in Table 12.2.2.
The design ultimate capacity of the bridge deck shall be a minimum of 1.1 times greater
than the design ultimate capacity of the barrier connection to the deck.
NOTE: The barrier impact loads and traffic loads on the deck need not be applied simultaneously
when designing the deck.
12.4 Expansion joints and end barriers
12.4.1 Post and rail type barriers
Where the total longitudinal movement at rail level is 50 mm or less, joints providing
continuity between lengths of rails or across expansion or rotational joints shall be capable
of transmitting 75% of the tensile strength of the theoretical gross rail section. The joints
shall be capable of transmitting the full design requirement of the rail in bending at any
extension of the joint.
Where the total longitudinal movement at rail level is greater than 50 mm, joints across
expansion or rotational joints shall be capable of transmitting the full design requirement of
the rail in bending and shear at any extension up to the full design movement at the joint
plus 100 mm.
Special end posts shall be provided at each side of the joint, spaced as closely together as
required to compensate for the loss in beam action of the barrier over the joint.
Where significant movements take place in a vertical or transverse horizontal direction,
joints shall comply with this Clause. Where compliance is not possible, a discontinuity of
the barrier is permitted. The gap between the ends of the rail shall be not greater than the
calculated maximum joint gap plus 25 mm.
NOTE: It is emphasized that this discontinuity is only permitted in extreme cases.