![]() ![]() If the state chooses to provide the safety structure, the UO would bear the cost Ivey and Scott (2000) have suggested that safety structures (cushions, rails, or yielding orīreakaway devices) in Texas should be required when a UO requests an exception to the STAĬlear zone policy. ¢ Breakaway structure (steel-reinforced safety shape) (page 4â∳5). ¢ Portable concrete barrier (conventional 32-inch and low-profile 20-inch) (pages 9â∸, 9â∲3) ¢ Guardrail/end treatment (W section extruder) (page 8â∱3) ¢ Crash cushion (sand inertia barrels) (page 8â∳8) The following relatively low-cost items were cited in the Roadside Design Guide (AASHTO 2011b): (AASHTO 2011b), and many more designs have been approved under MASH (AASHTO 2016b). More than 30 safety devices were applicable, according to the Roadside Design Guide These designs have not been retested under NCHRP 350 (Ross et al. Qualified under NCHRP 230 (Michie 1981) by Ivey and Morgan (1986) and by Alberson and The steel-reinforced safety pole (i.e., Hawkins, FHWA, or AD-IV) was originally tested and Qualified a new design of the low-profile barrier under MASH TL-3 conditions. Under TL 3, Dobrovolny, Shi, and Bligh (2018) Guidry and Beason (1992) developed the low-profile concrete barrier, which was tested under Many crashĬushions (e.g., QuadGuard, CrashGuard, and Big Sandy) have also been approved under MASH SKT, SLED, and MAX) have met the new MASH (AASHTO 2016b) requirements. Of that manual and the revision of 2016, most of the guardrail end treatments (e.g., SoftStop, 1993), those documents have now been replacedīy the Manual for Assessing Safety Hardware (MASH) (AASHTO 2016b). While some of these safety devices were originally tested under the requirements of NCHRP 230 Uncovers at least 14 crash cushions, 14 guardrail and end treatments, 2 concrete barriers, andġ breakaway structure that can be applied to the treatment of identified high-risk poles. A cursory inspection of the Roadside Design Guide (AASHTO 2011b) Rights-of-way yet, most UOs have overlooked these same proven devices, even when so-called Instead tending to rely on guides such as the National Electrical Safety Code (Institute of ElectricalĪnd Electronic Engineers 2017), which does not consider the safety of the highway traveling public.įor years, STAs have proved that structures such as crash cushions, guardrails, concrete barriers,Īnd breakaway or yielding devices are effective in protecting the public from rigid obstacles in However, UOs have rarely chosen to install such safety devices, The Roadside Design Guide (AASHTO 2011b), which is widely used by STAs and constitutes anĮqually valuable guide for UOs. Safety devices that would be suitable for shielding vehicles from utility poles are discussed in Use to safeguard the public from crashes with hazardously located utility poles. Although STAs or LPAs have used some of these safety devices on a case-by-caseīasis, this synthesis report has not identified any UOs that have adopted these devices for routine Many safety devices have been developed, and a few have been pilot-tested and evaluated with Because it is UNCORRECTED material, please consider the following text as a useful but insufficient proxy for the authoritative book pages. Below is the uncorrected machine-read text of this chapter, intended to provide our own search engines and external engines with highly rich, chapter-representative searchable text of each book. ![]()
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