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108 barreras&accesos función justificaciónseleccióncomportamiento puerto rico 2013 resumen 169 p
- 1. Conceptos Fundamentales de Diseñoy Control de Acceso en Vías Públicas de Puerto Rico
- 2.
- 3. Tópicos Cubiertos: Día1 1. Módulo i: Centro de Transferencia de Tecnología de Transportación 2. Módulo 1: Introducción y Trasfondo Histórico: Leyes y Reglamentos Aplicables 3. Módulo 2: Manual de Diseño de Carreteras del 1979 • CAPÍTULO 1: Criterios Generales de Diseño 4. Módulo 2: Manual de Diseño de Carreteras del 1979 • CAPÍTULO 2: Secciones Típicas 5. Módulo 2: Manual de Diseño de Carreteras del 1979 • CAPÍTULO 3: Elementos Básicos de Diseño 6. Módulo 2: Manual de Diseño de Carreteras del 1979 • CAPÍTULO 4: Intersecciones
- 4. Agenda: Día 2 8:00Registro 8:30 Bienvenida 8:35 Módulo 2:Manual de Diseño de Carreteras del 1979 • CAPÍTULO 8: Vallas de Seguridad y Terminales 10:00 Receso 10:15 Módulo 2: Manual de Diseño de Carreteras del 1979 • CAPÍTULO 8: Dispositivos de Control de Tráfico 12:00 Almuerzo AM
- 5. Agenda: Día 2 1:00Módulo 2: Manual de Diseño de Carreteras del 1979 • CAPÍTULO 15: Facilidades Peatonales 1:20 Módulo 2:Manual de Diseño de Carreteras del 1979 • CAPÍTULO 19: Planos de Contrato 1:40 Módulo 3: Reglamento para el Control de Accesos y Obras o Facilidades de Contrucción en las Vías Públicas de Puerto Rico 2:45 Receso 3:00 Taller 3:55 Clausura PM
- 6. Acrónimos AASHTO ACT ADA ADT DHV DOT ESAL FA FHWA LPAU MUTCD OGPe PRHTA TCD American Association ofState and Highway Officials Autoridad de Carreteras y Transportación Americans with Dissability Act Average Daily Traffic Design Hourly Volume Department of Transportation Equivalent Single Axle Load Federal Aid Federal Highway Administration Ley de Procedimiento Administrativo Uniforme Manual on Uniform Traffic Control Devices Oficina de Gerencia de Permisos Puerto Rico Highway and Transportation Authority Traffic Control Device
- 8. Contenido: Manual de Diseñode Carreteras, HDM (1979) 1. General Design Criteria 2. Typical Sections 3. Basic Design Elements 4. Intersections 5. Interchanges 6. Bridges 7. Pavements 8. Traffic Barriers and Fencing 9. Traffic Control Devices 10. Lighting 11. Highway Drainage 12. Soils 13. Utilities 14. Landscaping 15. Pedestrian Facilities 16. Field Survey Data and Photogrammetry 17. Environmental Considerations 18. Route and Project Planning 19. Contract Plans, Specifications and Estimates 20. Computer Programs 21. Administrative Procedures for Projects Design
- 9. Objetivos • Proporcionar unconocimiento básico de las políticas de diseño de carreteras y procedimientos del Manual de Diseño de 1979 de la Autoridad de Carreteras y Transportación (ACT). • Mostrar los factores envueltos en la ingeniería de carreteras y tráfico los cuales están relacionados con: • Diseño geométrico • Elementos de secciones transversales • Estructuras • Dispositivos de control de tráfico • Facilidades peatonales
- 10. Alcance de laPresentación: Capítulos HDM del 1979 actualizados con publicaciones técnicas de la AASHTO, USDOT, FHWA y ADA CAPÍTULO 1: Criterios Generales de Diseño CAPÍTULO 2: Secciones Típicas CAPÍTULO 3: Elementos Básicos de Diseño CAPÍTULO 4: Intersecciones CAPÍTULO 8: Vallas de Seguridad y Terminales CAPÍTULO 9: Dispositivos de Control de Tráfico CAPÍTULO 15: Facilidades Peatonales CAPÍTULO 19: Planos de Contrato y Especificaciones Estándar *Capítulos cubiertos
- 12. Problemas de Seguridaden las Carreteras 1. Obstáculos a la orilla de la carretera 2. Condiciones de la superficie del pavimento • Deterioro / defectos • Pérdida de fricción 3. Secciones transversales de ancho reducido • Distancia lateral libre de objetos (“clear zone”) • Medianas • Terraplenes y cortes 4. Problemas de control de acceso
- 13. Problemas de Seguridaden las Carreteras (cont.) 5. Diseño de intersecciones • Carriles de viraje confusos • Puntos ciegos / falta de visibilidad • Dispositivos de control de trafico o rótulos inadecuados 6. Zonas de trabajo • Objetos y zonas de trabajo sin proteger • Marcado pobre • Rótulos no visibles e inadecuados 7. Limitaciones en el diseño de las carreteras 8. Conflicto con peatones y ciclistas
- 14. Establecer Necesidades de Seguridaden las Carreteras 1. Identificar zonas de peligros y sus condiciones 2. Realizar una auditoria de la carretera a. Recolecte y analice datos sobre el record de seguridad • Reportes policíacos / base de datos de choques • Registro de quejas de usuarios • Record de mantenimiento • Archivos de video de la carretera • Planos de construcción b. Crear un diagrama de condición del lugar • Familiarizarse con las condiciones de la zona • Observar la operación del trafico • Recolectar información y dimensiones • Identificar las deficiencias de seguridad
- 15. Establecer Necesidades de Seguridaden Carreteras (cont.) c. Seleccionar y llevar a cabo estudios para la zona • Volumen de tráfico y velocidad de operación • Distancia de visibilidad • Capacidad de la carretera e intersección • Tiempo de respuesta de servicios de policía y emergencias para despejar incidentes d. Evaluar los resultados del estudio e. Determinar las deficiencias operacionales y de seguridad f. Identificar mejoras significativas de seguridad y de operación para el lugar g. Escoger las mejoras apropiadas de acuerdo a un análisis de costo-efectividad, reducción potencial, etc.
- 16. Establecer Necesidades de Seguridaden Carreteras (cont.) 3. Establecer prioridades para la implementación del proyecto en la red 4. Programar y ejecutar proyectos de seguridad 5. Evaluar efectividad de las mejoras de seguridad implantadas
- 17. Propósito de Barreras •Proveer un escudo a un obstáculo • Prevenir penetración a la zona aledaña a la vía de rodaje • Redirigir vehículos • Reducir la severidad del accidente
- 18. Componentes Principales de Barreras •Sección Estándar • Terminal • Sección de Transición • Riel de Puente
- 19. NCHRP Report 350 •Describes the vehicles to be used in testing, the test conditions, and the instrumentation that will be used in testing the hardware • Testing criteria are hardware-specific that require multiple tests under different impact conditions • Six levels of testing (TL1 to TL6) • Levels 1, 2, and 3 are applicable for both permanent and temporary barriers used in work zones for car and pickup trucks • Levels 4, 5, and 6 are intended for permanent barriers and considers truck vehicles
- 20. Criterios de Evaluaciónde Dispositivos de Seguridad 1. Parar gradualmente el vehículo 2. Redirigir de manera segura un vehículo que impacta de manera frontal 3. Redirigir de manera segura un vehículo que impacta el costado de dicho dispositivo 4. Escombros no deben penetrar el compartimiento del vehículo 5. El vehículo no debe penetrar el tránsito en carriles adyacentes
- 21. 1. Performance Requirements Testlevel Vehicle Angle Speed TL-1 1,800lb car 4,400lb pickup truck 20o 25o 30 mph TL-2 45 mph TL-3 60 mph TL-4 (mod. TL-3) 17.6kip SUT 15o 50 mph TL-5 80kip tractor- trailer (van) 15o 50 mph TL-6 80kip tractor- trailer (tanker) 15o 50 mph
- 22. 2. Barrier Warrants a.Embankments b. Roadside obstacles c. Bystanders
- 23. Barrier Warrants • Subjectiveanalysis • When hitting a obstacle or running off the road is considered more objectionable than the barrier itself • Does not consider cost of installing a barrier vs. unshielded conditions • Benefit / cost analysis • Evaluate design speed and traffic volume in relation to barrier need • Remove or reduce area of concern so that it no longer requires shielding • Install an appropriate barrier • Leave the area of concern unshielded
- 24.
- 25.
- 26. 2c. Bystanders • Particularsituations that need special analysis • Schools • Business • Residences • Pedestrian • Bicycles • Motorcycles
- 27.
- 28. Deflection Characteristics a. Flexiblesystems Three-strand cable W-beam (weak post) b. Semi-rigid systems Box beam Blocked out W-beam and Thrie beam (strong post) Modified Thrie beam c. Rigid systems (concrete or masonry) Safety shape F-shape Vertical Single-slope
- 29. Barreras Flexibles • W-beamweak post • Three-strand steel cable • Deflexiones de impacto altas: 8 a 17 pies
- 30. Three-strand Cable • Steelcables mounted on weak posts • Redirects vehicle after tension is developed in the cable • Advantages • Low initial cost • Low deceleration forces • Minimized sight distance problems • Disadvantages • Periodic monitoring of cable tension required • More barrier damage in a typical accident • Needs more clear area behind the barrier
- 31. W-Beam (Weak Post) •Behave like cable system, but with less deflection • Posts serve primarily to hold the rail at the proper elevation • Modified system w/ back-up plates tested at TL-3 • Advantages • Low initial cost • Low deceleration forces • Disadvantages • More barrier damage after a typical accident • Vulnerable to vaulting • Lateral deflection is 2.225 m
- 32. Barreras Semi-rígidas • Wbeam steel strong post (blocked out) • W beam wood strong post (blocked out) • Box Beam - deflexión de 2’ a 4’ • Thrie-beam strong post with notch • Vehículos con altos centros de gravedad
- 33. Box Beam (WeakPost) • Achieves resistance through combined flexural and tensile resistance of box beam • Posts break away and distribute force to adjacent posts • Disadvantages • Sensitive to mounting height and soil irregularities • Numerous parts and bolts may become a maintenance problem • Relatively expensive weak-post barrier
- 34. Blocked Out W-beam(Strong Post) • Minimizes vehicle snagging • Reduces vaulting over barrier • Achieves resistance through combined flexural and tensile stiffness of rail and shear strength of posts • Tend to remain functional after moderate collisions
- 35.
- 37. King Block • Cumplecon NCHRP 350 TL-3 • Liviano (8 lbs) • Más duradero que bloques de madera o acero • Costo efectivo por ser reusable y reciclable
- 38. Blocked Out &Modified Thrie-beam • Similar to W-beam, but with deeper, stiffer, and additional corrugation rail • Allows higher rail mounting, making it better able to contain larger vehicles • Modified Thrie beam – reduces likelihood that a vehicle roll over barrier • Effective with large pick-up truck and school buses
- 39.
- 40. Barreras rígidas • NewJersey Concrete Barrier • General Motors • “F” type – Planos modelos Serie MPT • PCB – “Portable Concrete Barrier” • “Tall Barrier” • Deflexiones despreciables: 0’
- 41.
- 42. Barrera Rígida deHormigón – PR 52 Este - Buchanan
- 43. Sistemas Rígidos Barrera Tipo“F” y “New Jersey”
- 44. 4. Roadside Barrier SelectionCriteria and Guidelines
- 45. Consideraciones al Seleccionaruna Barrera • Integridad estructural/desempeño • Deflexión máxima lateral • Costo inicial • Costo de reemplazo • Tiempo de reemplazo que le toma a la brigada de mantenimiento • Costo del inventario/aspecto modular • Facilidad de instalar y remover • Estética
- 46. Diseño de Barreras ElementoEstándar - Consideraciones • Velocidad • Pendiente parte frontal y posterior de la barrera • “Shy line” • “Length of Need” (LON) • Angulo de penetración • Distancia al objeto fijo
- 47. Performance Capability • Passengercars and light trucks for low severity impacts: TL- 2 • Poor geometrics, high volume, and heavy trucks: TL-4 or better • Low-volume / low speed: lower than TL-3
- 48.
- 56. 5. Barrier Placement Recommendations Lateraloffset Terrain effects Flare rate Length of need
- 57.
- 58. Reglas Generales: Localización BarreraLongitudinal • Distancia lateral entre la barrera y el peligro • 2 pies (0.6 m) mínimo • Distancia longitudinal entre barreras para proveer escudo para peligros aislados (poste de alumbrados a 150 pies) • Evitar instalar barreras discontinuas con “gaps” entre barreras menores de 200 pies.
- 59. 5a. Lateral OffsetL2 • Uniform clearance • Barrier-to-obstruction distance and barrier deflection must be considered • Place as far from the traveled way as possible • Shy Line Offset LS (Table 5.5) Distance from the edge of the traveled way, beyond which an object will not be perceived as an obstacle and the driver will react to it
- 60. Distancia Lateral Mínima (ShyLine Offset), Ls Velocidad de Diseño (mph) 80 70 60 50 40 30 Shy Line Offset, Ls (pies) 12.0 10.0 8.0 6.5 5.0 3.5
- 61.
- 62. Vehicle Encroachment onEmbankment
- 63. 5b. Terrain Effects •Curb affects trajectory of vehicle • Guardrail-curb combination discouraged • Curb height of no more 4in • Add rubrail • Slopes steeper than 1V:10H may cause vehicle to go over or impact barrier too low
- 65. Roadside Slope BeforeBarrier
- 66. 5c. Flare Rate •Barrier is considered flared when it is not parallel to the edge of the roadway • Pros • Locate the barrier farther from the roadway • Minimize driver’s reaction to an obstacle • Reduce total length of rail needed • Cons • The greater the flare rate, the higher the approach angle, the higher the severity • Vehicle can be redirected back to roadway
- 67.
- 68. 5d. Length ofNeed Total length of a roadside barrier needed to shield a hazard
- 69. Placement Variables • LateralExtent of the Area of Concern LA: distance from the edge of the traveled way to the far side of the fixed object or to the outside of the clear zone • Lateral Extent of the Runout Length LR: theoretical distance needed for a vehicle that has left the roadway to come to stop • Tangent Length from the Area of Concern L1: selected by the designer (zero if no flare)
- 70.
- 71. )/()(| ))(|( 21 RA A LLab LLabL X • Endtreatment length is not included in calculation • Adjust for nominal metal beams lengths: 3.8 or 7.6 m Required length of need in advance of the area of concern )/()( 2 RA A LL LL X
- 72. Lateral offset from theedge of the traveled way X L L LY R A A
- 73. Barreras en laMediana
- 74. Median Barriers • Longitudinalbarriers • Separate opposing through traffic on high- volume divided highways • Contain and redirect passenger vehicles and pick-up trucks NCHRP 350 Recommended Procedures for the Safety Performance Evaluation of Highway Features
- 76. Devices for MedianBarriers 1. Crash cushions involves rigid barriers with cushions on each end, are effective but expensive 2. Open guardrail systems are less expensive, but require more length, increasing the potential for vehicles to hit it 3. Bullnose systems (closed guardrail envelopes) wrap the guardrail completely around the hazard, are the least expensive, but more dangerous of the three designs
- 77. State Transportation AgencyMedian Design and Safety Practices: Survey Results • Approximately 76% of States have adopted AASHTO policy as median design barrier warrant standards • Strong-post W-beam guardrail and concrete safety shape are the most commonly used • Innovative strategies • Rumble strips on the inside paved shoulder • Median side slope flattening
- 78. 1. Performance Requirements Testlevel Vehicle Angle Speed TL-1 1,800lb car 4,400lb pickup truck 20o 25o 30 mph TL-2 45 mph TL-3 60 mph TL-4 (mod. TL-3) 17.6kip SUT 15o 50 mph TL-5 80kip tractor- trailer (van) 15o 50 mph TL-6 80kip tractor- trailer (tanker) 15o 50 mph
- 79. 2. Guidelines forMedian Barrier Application
- 80. 2. Guidelines forMedian Barrier Application For high-speed, controlled- access roadways with flat traversable medians Changes in AASHTO RDG 2006 - Figure 6.1
- 81. Guidelines for MedianBarriers on High-Speed, Fully Controlled-Access Roadways, Fig. 6.1
- 82. 3. Median BarrierTypes Flexible Semi-rigid Rigid
- 83. Deflection Characteristics a. Flexiblesystems Three-strand cable W-beam (weak post) b. Semi-rigid systems Box beam Blocked out W-beam and Thrie beam (strong post) Modified Thrie beam c. Rigid systems (concrete or masonry) Safety shape F-shape Vertical Single-slope
- 84. Concrete Barriers • Mostcommon rigid median barrier • High-angle and high-speed impacts • Airborne vehicle • Reach top of wall • Fixed objects on top of wall • Snagging • Separate from barrier • Cargo box of high center of gravity vehicles may hit fixed objects over wall
- 85. Disadvantages of Rigid Barriers •Stability problems for some vehicles especially at extreme impact angles • Vehicle redirection back into the roadway with little loss of speed • High occupant forces • Elaborate drainage structures required • Reduction of effective height and lowering of slope breakpoint possible on pavement overlay
- 86. 4. Median Barrier SelectionCriteria and Guidelines Performance capability Deflection characteristics Site conditions Compatibility Life-cycle costs Maintenance Field experience
- 88. 5. Median BarrierPlacement Recommendations a. Terrain effects b. Flare rate
- 89. Terrain Effects: Curbs •Barrier face located within 9 in of curb’s face prevents vehicle vaulting at 60mph • Top of rail at 27in above the curb will make impacts at lower elevations than normal • Add rubrail to minimize snagging • Align faces of barrier and curb and use normal mounting height from curb bottom
- 90. Barriers on SlopedMedians • Most desirable median: 1H:10V slope • Section I – depressed median or with a ditch • Section II – stepped median or with separated traveled ways with significant differences in elevations • Section III – raised median or berms
- 91.
- 92.
- 93.
- 94.
- 95.
- 96. Shielding of FixedObject on Median
- 97. Barrera Semi-rígida condescontinuidad debido a postes de Alumbrado: PR 22
- 98. Teminales y Atenuadores deImpacto
- 99. 1. Performance Requirements •Gradually decelerates vehicle to a stop or redirects it when impacting end-on • Safely redirecting vehicle that impacts side of device, at mid-length and near the nose • Test levels w/ 1.8k car and 4.4k pick-up • TL-1: 30 mph • TL-2: 45 mph • TL-3: 60 mph
- 101. 2. End Treatments •Able to perform under head-on and side impacts with no penetration inside vehicle • Used to shield traffic on one direction • Essential if barrier is within clear zone or in an area likely to be struck • Should not spear, vault, or roll a vehicle • Must be properly anchored
- 102. End Treatment Types 1.Gating • allows a vehicle impacting at an angle to pass thought the device • Length of need starts at 12.5 ft from impact head • Traversable area of 75-ft beyond terminal by 20-ft behind terminal 2. Non-gating – capable of redirecting along its entire length
- 103.
- 104.
- 105. Flared Terminal Non-flaredTerminal • Terminals are flared away from the traveled way which creates an offset from the tangent guardrail • Used where the widening to provide the offset for a flared terminal is not practical
- 106. Grading for FlaredEnd Treatment
- 107. Grading for Non-flaredEnd Treatment
- 108.
- 112. Turndown • Terminal turneddown into the ground to prevent spearing but may cause vehicles to roll over • Rollovers are the most severe type of roadside crashes (>25% of roadside fatalities)
- 113.
- 114. Sloped Concrete End Treatment •Includes taper • Used for impact speeds < 40 mph • Locations where barrier is flared out • ROW constraints • Has not meet NCHRP 350
- 119. Barrier Anchored inBackslope • Eliminates the exposed end of the guardrail • Provides full shielding for the hazard • Height of the guardrail is maintained until the ditch flow line • Guardrail is flared into the backslope • Add rubrail for W-beam installation • Guardrail is anchored in the backslope • Slope into the face of the rail should be 1V:4H or flatter
- 121.
- 122. Concept of CrashCushions • Gradually decelerates vehicle to a stop • Absorb impact energy at a controlled rate • Kinetic energy • Transfer of momentum • Stops a vehicle in a relatively short distance • Shield end of median barrier or fixed object on gore area • Shield fixed objects on either side of roadway • Protection of highway work zones
- 124. End Treatment yDron de Seguridad en Plaza de Peaje de Vega Baja
- 127. Cushions Types • Plasticallydeformable materials • Crushing of front end dissipates impact energy • Rigid back-up or support is needed • Inertial barrier • Expendable mass of material (sand) • No rigid support needed • Analytically determined design
- 128.
- 129.
- 131. Design of BarrelSystem Sand density of 100 lb/ft3 No sand on sacks
- 132. Location of BarrelsRelative to Object
- 133. Crash Cushions forLarge Vehicles • All previously shown cushions are not designed for heavy vehicles • Gravel bed attenuator is still the most suitable velocity attenuating design
- 134. Sand-Filled Barrels • Transferof momentum principle • No support is needed • Standard modules from 0.2 up to 2.1kip • Wide hazards in low- frequency impact areas • Barrel's weight is determined by its place within the array
- 135. Barrels Use • Cansafely decelerate vehicles ranging in weight from 1,810 to 4,410 lb and traveling at speeds up to 70 mph during head-on impacts • Low initial cost and requires no assembly • Does not redirect errant vehicles away from the hazard during angle impacts • It should not be used if frequent angle impacts are expected Breaks up during impact Impacts close to corner
- 141. 3. Selection Criteriaand Guidelines • Each system has own unique physical and functional characteristics • Once it is decided that a shield is needed • Site characteristics • Structural and safety characteristics of systems • Cost • Maintenance requirements
- 142. Reserve Areas forGores Follow manufacturer specifications
- 143. Structural and Safety Characteristics 1.Impact decelerations 2. Redirection capabilities 3. Anchorage and support requirements 4. Debris produced by impact
- 144. 4. Placement Recommendations • Testedat flat, level surface • Vehicle should strike at normal height • Curbs should not be built near cushions • Most attenuator systems must be placed on hard, smooth pad or surface • Delineate system to make it more noticeable to drivers
- 145.
- 146. Bridge Railings Longitudinal barrier •Prevent vehicle from running off a bridge or culvert • Metal or concrete post and railing • Safety shape • Combination of metal and concrete • Physically connected to bridge parapet • No deflection when struck
- 147. 1. Performance Requirements •Resist applied static loads w/o exceeding allowable stress • FHWA requires all railings on the National Highway System to be a crash-tested design AASHTO Standard Specifications for Highway Bridges AASHTO LRFD Bridge Design Specifications
- 148. 2. Warrants forRailings • All structures require some type of railing • Preferably TL-3 or better • Effective height • Low-speed, low-volume may not need to meet full AASHTO standards • Rigid railing • Approach guardrail • Transition section • Additional shield for pedestrians or cyclists
- 149. 3. Railing Types •TL-1: Timber bridges • TL-2: Thrie-beam railing • Only non-rigid railing tested • Mounting height of 22-in • Post attachment yield on impact • Low volume secondary roads • Railing transition not needed
- 150. 3. Railing Types •TL-3: Wyoming Two-tube railing • Two horizontal rails • Flush with 6-in curb • Mounting height of 29-in (top rail) • Modification with stronger rails successful at TL-4
- 151. 3. Railing Types •TL-4 • Reinforced concrete railings w/ 32-in height • Massachusetts S3 steel railing • Wyoming Two-tube railing • BR27C: structural tube over concrete parapet • TL5: Reinforced concrete railings w/ 42-in height • TL-6: Texas Type Tank Truck railing
- 152.
- 153. 4. Bridge Railing SelectionCriteria and Guidelines Performance capability Compatibility Life-cycle costs Field experience Aesthetics
- 154. 4. Selection Criteria •Performance: AASHTO specifications since 1964 • Compatibility: for different approach guardrail and railing a transition is needed • Life-cycle cost: rigidity and strength • Field experience: crash and performance history • Aesthetics: scenic areas and park roads
- 155. 5. Placement Recommendations • Fulland continuous shoulder that maintains clearance to roadside obstructions • Provide flare rates when railing is inside shy line distance • Avoid 8-in or higher curbs in front of railings • Railing requires special termination
- 156. 6. Upgrade ofRailings • Inadequate railing strength • Designed before 1964 • Contain and redirect car impact at 60-mph and 25 degrees • Snagging potential (open faced) • Presence of curb or walkway • Adequate approach rail to bridge rail transition
- 160. Transitions • Semi-rigid approachbarrier joins a rigid bridge railing • Gradual stiffening of approach barrier • Connection must be as strong as the approach barrier • Length should be 10 to 12 times the difference in the lateral deflection
- 165. Elemento de TransiciónEmpotrado a Parapeto de un Puente: PR-52 Manatí @ Vega Baja
- 166.
- 167.
- 168.
- 169. W-beam Transition Segmentand End Treatment