Design Guidelines for Test Level 3 through Test Level 5 Roadside Barrier Systems Placed on Mechanically Stabilized Earth Retaining Walls (2022) / Chapter Skim
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140 6 TL-4 FULL-SCALE TEST ON TOP OF A 10-FT HIGH MSE WALL A TL-4 full-scale crash test was performed to validate the preliminary design guidelines and/or modify them as necessary. An FE analysis was performed using LS-DYNA to help plan and predict the outcome of the TL-4 crash test.
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141 Figure 6-2 Overall Layout of the TL-4 MSE wall installation showing critical IP (CIP)
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142 strength (f'c)
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143 The ultimate load capacity of this barrier was computed to be 69 kips (306.9 kN) using the end section yield line analysis procedure described in AASHTO LRFD (3)
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144 Figure 6-5 shows the calculated and the simulated weight of the system after gravity initialization. There was good agreement between the calculated and simulated weight.
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145 (a) Elevation view of the test installation model (time of impact)
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146 a) Pre-impact time position b)
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147 Figure 6-9 50-msec. average impact load on the single-slope TL-4 barrier.
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148 Figure 6-10 Moment slab reinforcement. Figure 6-11 Casting of moment slab.
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149 Figure 6-14 On-Board data acquisition system. Figure 6-15 Instrumented reinforcement strips.
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150 6.3.3 TL-4 Crash Test Details of the MASH TL-4 crash test are documented in the following sections. Test Designation MASH test 4-12 involves a 10000S vehicle weighing 22,000 lb.
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151 Figure 6-19 Downstream and overhead photographs of the TL-4 crash test. 6.3.4 Reported Damage Damage to the barrier system after the test is shown in Figures 6-20 and 6-21.
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152 Figure 6-21 Post-crash views of the barriers from the traffic side. Figure 6-22 Crack in the compacted fill over the edge of the moment slab.
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153 Data from Accelerometers The data gathered from accelerometers and angular rate sensors are presented herein. The sign convention adopted for the data analysis is shown in Figure 6-23.
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154 Figure 6-25 Acceleration in the y-direction at truck CG. Figure 6-26 Acceleration in the z-direction at truck CG.
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155 Figure 6-27 Plot of forces calculated from vehicle accelerations. The initial impact (1)
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156 Figure 6-29 Roll, Pitch and Yaw plot versus time. Data from Photographic Instrumentation Dynamic Displacement – The dynamic displacement at the top of the barrier was obtained from the analysis of high-speed video using the targets affixed to the back of the barrier sections and wall panels.
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157 Permanent Displacement – The permanent displacement at the top of the barrier was measured using a total station to be approximately 0.31 inches (0.8 cm) , which is consistent with the dynamic movement after the impact as shown in Figure 6-30.
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158 Figure 6-32 Force measurements from readings of the strain gages installed on the reinforcement strips.
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