GN040
GN040
GN040
GUIDELINES FOR
DESIGN OF END-DETAILS OF
THRIE-BEAM BARRIER FENCE
(Formerly
HQ/GN/10
March 2007)
Effective Date : 1 Mar 2007
Highways Department
HQ/GN/10
Aim of Guidelines
1. Since early 2000’s, thrie-beam barrier fence has been used in the Hong Kong road
network to enhance road safety. The ending arrangements of thrie-beam barrier
fence, as now adopted in overseas countries, are not entirely suitable for the Hong
Kong situation. As such, different ending arrangements have been adopted by
local road designers to suit individual site conditions. Photos showing some of
the existing thrie-beam end details are attached in Appendix A.
2. In November 2004, a Task Force on Thrie-beam was set up within the Highways
Department under the chairmanship of the Regional Highway Engineer/New
Territories to review and recommend the ending arrangements of thrie-beam
barrier fence to suit local conditions and to achieve consistence in design. The
Membership and Terms of Reference of the Task Force are attached in
Appendix B.
3. The recommendations given in these guidelines have been derived with reference
to the ending arrangements of thrie-beam barrier fence currently adopted in
overseas countries and, most importantly, based on the professional experience and
knowledge of the members of the Task Force.
4. It should be noted that at present even in overseas countries, there are no physical
or computer simulated test-proven end details of the thrie-beam barrier fence.
The thrie-beam barrier fence is generally connected to a line of w-beam barrier
fence, which terminates with an end anchorage system. Impact tests have been
conducted on these types of w-beam terminal systems overseas and the results are
satisfactory.
03/2007 Page 1 of 8
terminal” adjoining a line of W-beam barrier fence is the standard for the ending
arrangement of thrie-beam barrier fence, which is designed to break away and
allow a vehicle to pass through upon impact. An area of 22.5m (long) by 6.0m
(width) immediately behind the gating terminal should be free from fixed-object
hazards. In the US standard [2], a large runout area behind the end terminal is
required, similar to the Australian standard.
6. The above requirements for the provisions of gating terminal system may not be
practical for most roadside conditions in Hong Kong. To achieve traffic safety
under local constraints, the following alternative approaches can be considered
taking into account the risk and consequences of head-on collision:
(a) Extend the thrie-beam barrier fence to flare the end away from the
carriageway and anchor it onto the ground beyond the clear-zone1 using
concrete anchor block.
(b) Extend the thrie-beam barrier fence and anchor the end onto an adjacent
uphill slope, retaining wall, concrete profile barrier or bridge parapets.
(c) Provide a crash cushion for the leading end of thrie-beam barrier fence.
7. The roads in Hong Kong can be classified into 3 broad categories when
considering the type of end treatment to be adopted for thrie-beam barrier fences:
(i) Expressways
(ii) Roads with posted speed limit of 70km/h or above but not expressway
(iii) Roads with posted speed limit below 70km/h
1
Clear-zone - the horizontal width of space available for the safe use of an errant vehicle. The clear-zone
consists of the hard shoulder, the verge together with any adjacent slope not steeper than 1:4, and is
measured from the nearside edge of the left-hand traffic lane. In both the Australian and US standards,
installation of crashworthy terminal is required unless the barrier end is outside the clear-zone (where
most of the vehicles leaving a roadway out of control could recover) or is located in an area where it will
unlikely be struck by an errant vehicle.
03/2007 Page 2 of 8
Extend the thrie-beam barrier fence to flare the end away from the carriageway
and anchor it onto the ground beyond the clear-zone using concrete anchor block
9. Leading ends of thrie-beam barrier fences shall be flared away from the
carriageway at the rate suggested in Table 3.9.3.2 of the Transport Planning and
Design Manual Vol. 2 Chapter 3 and then anchored outside the clear-zone using
concrete anchor block. Typical arrangement for the leading end is given on
Drawing No. TB-01. Suggested clear-zone distances, measured from the edge of
through traveled way, are given in Chapter 3 of the AASHTO Roadside Design
Guide 2002 for different design speeds, traffic flows and topographic conditions,
which are partly reproduced in Appendix C. A typical section illustrating the
available clear-zone distance of a road is also included in the Appendix. The
required clear-zone distances range from 5m to 14m in general. In any case, the
lateral flare distance of the terminal from the main alignment of the barriers shall
not be less than 1000mm. For trailing ends, the typical arrangement is given on
Drawing No. TB-02. The required clear-zone and flare distances for the leading
ends are also applicable to trailing ends if end-on impact by opposite traffic is
anticipated. Otherwise the clear-zone requirement is not applicable for trailing
ends.
10. The details of the concrete anchor blocks for leading and trailing ends are given on
Drawing Nos. TB-03 and TB-04 respectively. The concrete anchor block
eliminates the transition W-beam in current practice and reduces the chance of
leaping for errant vehicles by increasing the height of the nosing (a 500mm high
vertical nosing face is provided to match the general bumper level). The anchor
block is provided with a rounded head and chamfered side faces to reduce the
severity of damage to vehicles upon impact. The connector piece for the
thrie-beam barrier fence shall be fixed onto the concrete anchor block by five
numbers of bolts which provide strong anchorage force to the fence during
impact. The connector piece has been used in Australia and the US for
connecting thrie-beam to concrete bridge parapet. There is a small concrete cover
for the connector piece in the design of the anchor block for the leading end to
prohibit protrusion of the connector piece and the thrie-beam towards the direction
of traffic in case of vehicle impact close to the rear end of the anchor block. The
small concrete cover shall be constructed monolithically with the anchor block.
The end post spacing shall be 1000mm while the standard post spacing shall be
2000mm. This ending arrangement should be adopted even though it will require
the relocation of fire hydrants or underground utilities to give way for the
construction of the concrete anchor block.
03/2007 Page 3 of 8
11. For double thrie-beam barrier fence, details of the concrete anchor block for
leading and trailing ends are given on Drawing Nos. TB-05 and TB-06 respectively,
in which the double thrie-beams are connected to each concrete anchor block by
two connector pieces. A small concrete cover to the connector piece is required
for the leading end at the side facing the through traveled way.
12. A crash cushion (paragraph 20 below) shall be installed to enclose the leading end
of a thrie-beam barrier fence located at the diverging point for the main road and
the slip road.
Extend the thrie-beam barrier fence and anchor the end onto adjacent uphill slope,
retaining wall, concrete profile barrier or bridge parapets
13. Depending on the actual situation, consideration could be given to anchor the end
of thrie-beam barrier onto an adjacent uphill slope, retaining wall, barrier or
parapet. If flaring of thrie-beam barrier to tie-in with these adjacent features is
required, it shall be at the rate recommended in Table 3.9.3.2 of the Transport
Planning and Design Manual Vol. 2 Chapter 3.
14. Anchorage of thrie-beam barriers onto adjacent uphill slopes shall follow the
typical arrangement on Drawing No. TB-15B. Typical arrangement for
anchorage of thrie-beam onto adjacent retaining wall is detailed on Drawing No.
TB-17 and TB-18. The above arrangement will not be appropriate if it is
necessary to maintain through access on the verge between the slope/retaining wall
and the barrier fence.
15. The connection of a thrie-beam or double thrie-beam barrier fence with a concrete
profile barrier at the leading end on an at-grade road shall comply with Drawing
No. TB-07. The connection details at the trailing end of the thrie-beam barrier
fence shall comply with Drawing No. TB-08. Both connections shall make use of
a concrete connector and a connector piece. A small concrete cover to the
connector piece is required for the leading end at the side facing the through
traveled way.
16. The connection of a thrie-beam or double thrie-beam barrier fence with a concrete
vehicle parapet on a bridge shall comply with Drawing No. TB-09A whenever
space is available for the construction of a concrete anchor block. If space is not
available, the concrete vehicle parapet shall connect to the concrete profile barrier
first and then to thrie-beam barriers in accordance with Drawing No. TB-10A.
03/2007 Page 4 of 8
17. The connection of a thrie-beam barrier fence with a steel parapet shall comply with
Drawing Nos. TB-11C and TB-20. A single thrie-beam barrier fence shall not be
connected directly onto a L3 steel vehicle parapet. If such connection is
necessary, the thrie-beam barrier fence should be connected to a L1 or L2 steel
vehicle parapet first which should then be connected with the L3 steel vehicle
parapet according to Drawing No. HSTOTH014-BA0071 issued by Structures
Division.
18. Where a thrie-beam barrier fence is to be installed as a cushion for light vehicles in
front of a bridge parapet, it should be aligned with upstream and downstream
barriers to avoid reduction of horizontal clearance to traffic and the need for
special endings. Subject to the agreement of the Chief Highway Engineer of the
Bridges and Structures Division, Transport Department and all others concerned,
special thrie-beam ending arrangement may be adopted on a bridge as shown on
the attached Drawing Nos. TB-12, TB-13 and TB-23.
Provide a crash cushion for the leading end of thrie-beam barrier fence
20. If it is not practical to terminate a thrie-beam barrier fence according to the
aforementioned methods, consideration may be given to installation of a crash
cushion for the leading end of the barrier fence. The crash cushion shall comply
with the requirements of section 3.9.4 of Transport Planning and Design Manual
Volume 2 published by TD. In general, flaring of barrier fence is not required if a
crash cushion is installed unless otherwise specified by the manufacturer.
03/2007 Page 5 of 8
extended to end at a lower speed road section, so as to reduce the necessity of
sophisticated end treatment.
22. In the event that none of the treatment arrangements described in paragraphs 9 to
19 is feasible, consideration could be given to installation of a crash cushion for
the leading end of the barrier fence subject to consultation among Highways
Department, Transport Department and all others concerned and availability of
resources.
03/2007 Page 6 of 8
arrangement may be avoided by extending the beam barrier to connect
with the barrier in the preceding road section (to eliminate the anchor
block) and transit end of the beam to a thrie-beam barrier according to
HyD Standard Drawing No. H2196 and then anchor the thrie-beam onto
the concrete profile barrier according to Drawing No. TB-08.
- Butt joint between a thrie-beam barrier fence and the blunt leading end
of a concrete profile barrier is sometimes observed. Due to the higher
flexibility of the thrie-beam barrier in comparison with the concrete
profile barrier, head on collision of an errant vehicle to the blunt end of
the concrete profile barrier may occur following deflection of the
thrie-beam barrier during a crash. Such arrangements should be replaced
by the standard details in Drawing No. TB-08.
- Butt joint between a thrie-beam barrier fence and the blunt leading end
of a steel bridge parapet is sometimes observed. Due to the difference in
flexibility of the thrie-beam barrier in comparison with the steel parapet,
head on collision of an errant vehicle to the blunt end of the steel parapet
may occur following deflection of the thrie-beam barrier during a crash.
Such arrangements should be replaced by the standard details in
Drawing Nos. TB-11C.
03/2007 Page 7 of 8
Implementation
27. References
[1] Joint Standards Australia/Standards New Zealand Committee (1999) Road safety
barrier systems, AS/NZS 3845:1999, Australia/New Zealand
[2] American Association of State Highway and Transportation Officials (2002)
Roadside Design Guide 2002, Washington D.C.
[3] The U.S.A. National Cooperative Highway Research Program Report 350 –
Recommended Procedures for the Safety Performance Evaluation of Highway
Features
28. Appendices
Appendix A – Membership and Terms of Reference of Task Force on Thrie-beams
Appendix B – Photos showing some of the existing thrie-beam end details
Appendix C – Suggested clear-zone distances for different design speeds, traffic
flows and topographic conditions, and available clear-zone distance
of a typical road
Appendix D - General Arrangement and Reinforcement Details Drawings
03/2007 Page 8 of 8
Appendix A
Membership and Terms of Reference
of Task Force on Thrie-beams
Title
Membership
Chairman : RHE/NT
Ad-hoc Member : Representative from the Road Safety and Standard Division,
on need basis Transport Department
Representative form Hong Kong Police Force
Terms of Reference
Frequency of Meetings
As needed
Appendix B
Suggested clear-zone distances for different design speeds, traffic flows and
topographic conditions
(Extracted from Table 3.1 in Chapter 3 of the Roadside Design Guide 2002 published
by AASHTO)
1V:6H 1V:5H
or to
flatter 1V:4H
* Where a site specific investigation indicates a high probability of continuing crashes, or such
occurrences are indicated by crash history, the designer may provide clear-zone distances greater
than the clear-zone shown in this table. Clear-zones may be limited to 9m for practicality and to
provide a consistent roadway template if previous experience with similar projects or designs
indicates satisfactory performance.
** The distance should be measured horizontally which includes the hard shoulder, the verge and
adjacent downhill slope not steeper than 1V:4H.
Remarks: Distances of clear-zone measured on uphill slope indicated in Table 3.1 are not reproduced
since under HK situation the barrier will rather be anchored onto the uphill slope instead of
demanding a large clear-zone.
Figures in Table 3.1 for average daily traffic less than 1500 are not reproduced since they
are not applicable for the high speed roads in HK.
Page 1 of 2
Appendix C
Available clear-zone
Hard
shoulder /
Through traveled way Marginal Verge 1V:4H or flatter slope Slope steeper than 1V:4H
strip
Page 2 of 2
Appendix D
General Arrangement
HyD Drawing No. Drawing Title
TB-01B Leading Terminal of Thrie-beam Barrier at Roadside
TB-02B Trailing Terminal of Thrie-beam Barrier at Roadside
TB-03 Connection Details of Thrie-beam Barrier to Concrete
Anchor Block at Leading Terminal
TB-04 Connection Details of Thrie-beam Barrier to Concrete
Anchor Block at Trailing Terminal
TB-05 Connection Details of Double Thrie-beam Barrier to
Concrete Anchor Block at Leading Terminal
TB-06 Connection Details of Double Thrie-beam Barrier to
Concrete Anchor Block at Trailing Terminal
TB-07 Interface Details of Thrie-beam Barrier to Concrete
Profile Barrier (Sheet 1 of 2)
TB-08 Interface Details of Thrie-beam Barrier to Concrete
Profile Barrier (Sheet 2 of 2)
TB-09A Direct Connection of a Concrete Vehicle Parapet to
Thrie-beam Barrier
TB-10A Connection of a Concrete Vehicle Parapet to Concrete
Profile Barrier
TB-11C Connection Details of Thrie-beam Barrier to L1 / L2 Steel
Vehicle Parapet - Leading End (Trailing End as well if
there is site constraints)
TB-12A Thrie-beam for use as cushion - End Type I (for Leading
End only)
TB-13B Thrie-beam for use as cushion - End Type II
TB-14 Details of Thrie-beam at Bridge Movement Joint
General Arrangement
HyD Drawing No. Drawing Title
TB-15B End of Thrie-beam Barrier to be blended with Uphill
Slope
TB-17 Terminal of Thrie-beam Barrier anchored to Retaining
Wall
TB-18 Connection Details of Thrie-beam Barrier to Retaining
Wall
TB-20 Connection Details of Thrie-beam Barrier to L1 / L2 Steel
Vehicle Parapet - Trailing End
TB-23 Thrie-beam for use as cushion - End Types III & IV
Reinforcement Details
HyD Drawing No. Drawing Title
TB-03(R) Reinforcement Details of Thrie-beam – Concrete Anchor
Block at Leading Terminal
TB-04(R) Reinforcement Details of Thrie-beam – Concrete Anchor
Block at Trailing Terminal
TB-05(R) Reinforcement Details of Double Thrie-beam – Concrete
Anchor Block at Leading Terminal
TB-06(R) Reinforcement Details of Double Thrie-beam Concrete
Anchor Block at Trailing Terminal
TB-07(R1) Reinforcement Details of Concrete Connector (Sheet 1 of
4)
TB-07(R2) Reinforcement Details of Concrete Connector (Sheet 2 of
4)
TB-08(R1) Reinforcement Details of Concrete Connector (Sheet 3 of
4)
TB-08(R2) Reinforcement Details of Concrete Connector (Sheet 4 of
4)
A B
-- --
25 25
Traffic direction
-- --
PLAN
610 775
A B
SECTION SECTION
-- --
A Sections A & B revised Jan 07
title
scale
N. T. S.
DIRECT CONNECTION OF A CONCRETE
drawing no.
VEHICLE PARAPET TO THRIE-BEAM BARRIER TB-09A
A4 297 x 210
A A
-- --
(Based on Drg. No. TB-08) (See Highway Standard transition (See Drg. No SSD 143) (See Drg. No SSD 143) transition (See Highway Standard (Based on Drg. No. TB-07)
Drg. No H2104) Drg. No H2104)
> End post > End post
25 25
Traffic direction
ELEVATION
A A
--
--
Concrete connector
Concrete profile barrier Concrete parapet Bridge deck / wing wall Bridge deck / wing wall Concrete parapet Concrete profile barrier
transition transition
1000 300 300 500 Metal top rail 500 300 300 1000
25 25
303
A
SECTION
-- A Section A revised Jan 07
title
scale
N. T. S.
CONNECTION OF A CONCRETE VEHICLE
drawing no.
PARAPET TO CONCRETE PROFILE BARRIER TB-10A
A4 297 x 210
DETAIL A A
5 NOS OF M20
> POST > POST > POST > POST > POST > POST > POST STAINLESS STEEL BOLTS
2000 700 700 500 700 700 3000
> POST > POST
50
THRIE BEAM
50
THRIE-BEAM PARAPET RAILS
THRIE-BEAM
DETAIL A
100
*
400W x H x 10 THK MILD STEEL PLATE
81
50
(GRADE S275JO) FIXED TO PARAPET
RAILS WITH 5 Nos. 25 HOLES (TYP.)
5 Nos. OF M20 FOR M20 BOLTS (NOTE 6)
STAINLESS STEEL BOLTS
THRIE-BEAM CONNECTOR PIECE
KERB / EDGELINE MARKING
6 SEE DRAWING NO. TB-03
title
scale
A Anchor block to
2100 long vertical
post for thrie-beam
Drawing No.
to HyD Standard
TB-03
Drawing No. H2195
Grade 20/20
ELEVATION WITH BEAM END TO ANCHOR BLOCK concrete footing
1
X (Note 4) 1
Lap in the direction of travel X (Note 4)
1
X (Note 4) 1
Lap in the direction of travel
X (Note 4)
65
Notes:
1. Details apply to roads of speed limit 70kph or above.
2. All dimensions are in millimeters.
3. Where the concrete footing is located in block paved footpath,
the footing should be made of colour concrete with colour to tie
B Notes 5 & 6 deleted Jan 07
with that of the paving blocks.
4. Flare rate X refers to Table 3.9.3.2 of TPDM Vol 2 Chapter 3. Revise the arrangement to
SECTION A-A eliminate excavation of
A Nov 06
slope toe.
Title amended
25
REF. REVISION SIGNATURE DATE
scale
Not to Scale
TB-15B
A3R 297 X 420