The influence of position of the post or its absence on the performance of the cable barrier system

Dawid, Bruski; Stanisław, Burzyński; Jacek, Chróścielewski; Łukasz, Pachocki; Krzysztof, Wilde; Wojciech, Witkowski · 2018 · DOAJ

DOI: 10.1051/matecconf/201821902012

archive: archived pipeline: cataloged verified

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Summary

This study investigates how deviations in post spacing or the absence of posts affect the crashworthiness of cable barrier systems. The research is motivated by practical installation challenges where existing road infrastructure, such as drainage wells, prevents the standard placement of barrier posts. While European standards (EN 1317) govern barrier performance, they do not address these irregular configurations. The authors aim to determine if such local modifications compromise safety, specifically regarding impact severity and working width, using numerical simulations as a cost-effective alternative to full-scale crash tests. The researchers employed finite element method (FEM) simulations using LS-DYNA software. The numerical model included a 64.1-meter cable barrier system with three wire ropes and steel posts spaced 2 meters apart, embedded in soil modeled as cylinders. The vehicle model was a Suzuki Swift (928.7 kg), sourced from the ROBUST project repository. The study followed a three-step protocol: first, identifying the most unfavorable impact location by varying the impact point between posts 10 and 11 in 0.2-meter increments during a TB11 crash test (100 km/h, 20° angle). Second, the positions of posts 10 and 11 were shifted by ±0.5 m and ±1.0 m. Third, simulations were conducted with posts 10 and 11 individually removed. Performance was evaluated using the Acceleration Severity Index (ASI), Theoretical Head Impact Velocity (THIV), and working width. Results indicated that the impact location had a slight influence on ASI, with all configurations qualifying for Class A impact severity. Shifting or removing posts had an insignificant effect on ASI and THIV values, which remained comparable to or lower than the base test. However, post displacement significantly affected the working width. In several shifted configurations, the working width was determined by the vehicle’s front wheel rather than the barrier elements, indicating greater vehicle penetration into the barrier zone. Similarly, removing a post altered the working width, with the vehicle tire becoming the decisive factor in determining the maximum lateral distance. The study concludes that while local post shifts or absences do not significantly increase occupant injury risk (ASI/THIV), they can increase the working width, causing the vehicle to penetrate further into the roadside area. This poses a risk if obstacles like street lamps are located just beyond the standard working width. The authors recommend that when standard post spacing cannot be maintained, roadside equipment should not be placed even if it appears to be outside the nominal working width. The paper highlights the utility of numerical simulations in evaluating non-standard barrier configurations, though it notes that these findings are predictive and require validation through physical testing.

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