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Technics

Push test

Push test
  • In accordance with the new requirements of the Belgian legislation (PTV869 ), in situ push tests may be carried out in order to test the resistance of the base concrete. This will improve device behavior by maximizing safety and minimizing maintenance.
Transmitted forces
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Transmitted forces
 

  • The transmissible forces were calculated at the ultimate limit state as defined in standard NBN EN1317-1:2010, from which the extract is shown below:

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“The vehicle restraint manufacturer must provide details of the maximum forces that can be transmitted by the anchorages to the foundation. These maximum forces shall be those generated by any conceivable impact at the ultimate limit state of the vehicles restraint system, including the structure edge barrier, and shall normally be greater than those which may be observed during shock. Therefore, the ultimate forces that can be transmitted to the bridge deck must be obtained by calculations or by ad hoc tests.”

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  • In addition, it should be noted that restraint systems that transmit the least effort result in substantial savings on bridge refurbishment. However, it must be ensured that these devices also have a reduced maintenance. To do this, we will ensure that in case of accident does not lead to a kerb reparation.

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  • On bridges, DOLRE barriers offers the lowest transmitted forces on the market.

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Evaluation of bridge resistance
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  • To estimate the capacity of a bridge to contain the forces transmitted by DOLRE the internal design office DESAMI can calculate the stresses in the bridge deck using a finite elements software.
  • The modeling and calculation of the stresses of the reinforced concrete structure make it possible to determine the necessary reinforcement.
  • Laboratory tests combined with Eurocode calculations make it possible to define the ideal beam ensuring the connection between the deck and the barrier post.
Evaluation of bridge resistance
Anchor testing
Anchor testing
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  • The anchorages are design so that when the failure of the column is reached, the tensile stresses in the anchorages are lower than the guaranteed minimum elastic limit of these.
  • After installation it is possible to submit the most stressed anchor in the event of an impact to a tensile stress (confined pull-out test). The force applied will be that which results in a stress corresponding to the guaranteed elastic limit of the anchorage. The test is therefore non-destructive.
  • The tests are carried out on 10% of the posts. In the event of a break, all the anchors in the sealing campaign must be checked.
  • This type of test can also be carried out on a structure. It is a question of pushing on the head of the post and bringing it to faillure  without damaging either the anchoring or the bridge. This type of test, which is easy to perform, offers an excellent technical guarantee as to the proper functioning of the device.

Certified Transitions


In compliance with the French National Road Equipment Regulation, transitions to a standard H2 section (metallic or concrete GBA) are evaluated and certified under the NF058 mark.
For possible layouts and technical datasheets, see the “Transitions” tab.

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Crash-Tested on Anchored and Non-Anchored Plinths

DOLRE H2 has been successfully tested four times.

Multiple crash tests were performed to safely demonstrate the possibility of installing the barrier on non-anchored plinths in various configurations, facilitating worksite execution.

The flexible design of DOLRE H2 and its patented plate fuse system allowed us to rigorously test its real-world performance on non-anchored plinths.

TRANSPOLIS H2 TB51 Test #1

  • Anchored plinth

  • 15 cm thick (15 cm visible step)

  • 50 cm wide

  • W4 = 1.3 m

  • Vi3 = 1 m

TRANSPOLIS H2 TB51 Test #2

  • Non-anchored, non-embedded plinth

  • Cast on asphalt with rear stop

  • 15 cm thick (15 cm visible step)

  • 65 cm wide

  • W3 = 1 m

  • Vi3 = 1 m

TRANSPOLIS H2 TB51 Test #3

  • Non-anchored, non-embedded plinth, bonded with no rear stop

  • 15 cm thick (15 cm visible step)

  • 65 cm wide

  • W3 = 1 m

  • Vi3 = 0.9 m

TRANSPOLIS H2 TB51 Test #4

  • Non-anchored, embedded plinth, unbonded with rear stop

  • 25 cm thick (15 cm visible step)

  • 50 cm wide

  • W4 = 1.2 m

  • Vi4 = 1.3 m
     

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Expansion Joint Crossing up to 250 mm

Crash-tested system for expansion joints up to 250 mm in H2 level.
Conventional expansion joint systems for gaps under 100 mm are also available.

Accessories

Several infill solutions (pedestrian guardrail per NF P98-405, bat screens, catenary canopies, or architectural guardrails) have obtained CE certification when used with the H2 restraint system.

LED-integrated versions are also available.

DOLRE H2 at a Glance

Restraint systems are linear elements designed to redirect vehicles back onto their intended trajectory. They are manufactured by assembling steel components.

In compliance with EN 1317:

  • Minimum containment level: H2

  • Maximum working width: W3 = 0.9 m (or W4 = 1.3 m if the front edge of the plinth is aligned with the tubes, e.g. with a 50 cm plinth)

  • Vehicle intrusion: VI3 = 1.0 m

  • Maximum impact severity level: ASI B

  • Full-scale crash test at H2 level (TB51) performed on the barrier over a 250 mm expansion joint

Technical Features:

  • Cyclist protection ensured with an overall height ≥ 1.20 m above concrete support

  • Compact footprint: only 47 cm between the edge of the structure and the front of the barrier

  • ULS loads per post transmitted to the plinth: M = 11 kN·m, V = 44 kN

  • Fuse located outside of the concrete and anchor (inside the post) for easy inspection or in-situ load tests

Guardrail Function:

  • Handrail height: 1.2 m

  • Infill preventing passage of a 15 cm diameter cylinder

  • CE certification for the entire system (barrier + infill)

Geometric Definition:

  • Post spacing: 2 m

  • Longitudinal elements: round tubes Ø 100 or 120 mm

  • Aesthetic finish: longitudinal connections hidden on the front 180° (bolting located only on the rear 180°)

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