Transition Design for Temporary Concrete Barrier Pinned on Asphalt to Rigid Concrete Barrier (605641)

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Final Report Link: MASH Transition from F-Shape Temporary Concrete Barrier Pinned on Asphalt to Rigid Single-Slope Concrete Barrier


TTI Research Supervisor: 
Nauman M. Sheikh, P.E.
Associate Research Engineer
Texas A&M Transportation Institute
3135 TAMU
College Station, Texas 77843-3135
(979) 845-8955
[email protected]
Pooled Fund Technical Representative: 
Kurt Brauner, P.E.
Bridge Engineer Manager
Louisiana Transportation Center
1201 Capitol Road, Suite 605G
Baton Rouge, LA 70802
(225) 379-1933
[email protected]


This project evaluated the crash safety performance of a transition from a 32-inch tall pinned-down F-shape temporary concrete barrier placed on asphalt to a permanent 42-inch tall single-slope concrete barrier. The test performed was Test 3-21 of the American Association of State Highway and Transportation Officials (AASHTO) Manual for Assessing Safety Hardware (MASH).  The temporary pinned-down barrier segments were 12.5-ft long and were connected with a pin-and-loop connection. The segments were pinned to a 4-inch thick asphalt pad using three anchoring steel pins per segment. The transition from the pinned to the rigid barrier was comprised of a nested thrie beam cover on the traffic (impact) side of the barriers and a steel strap on the back side of the barriers.  A tapering steel cover was bolted to the top of the barriers to allow a smooth transition in the height of the barriers from 32-inch tall F-shape barrier to 42-inch tall single slope barrier.

This report provides details of the anchorage of the temporary concrete barrier pinned on asphalt and the transition from pinned temporary concrete barrier to the rigid concrete barrier. Also included are detailed documentation of the crash test results and an assessment of the performance of the transition as tested according to MASH Test 3-21 specifications.

The transition contained and redirected the MASH 2270P pickup vehicle.  No debris was present to penetrate or show potential for penetrating the occupant compartment or to present hazard to others in the area.  Maximum occupant compartment deformation was 4.0 inches in the kick panel area on the driver side.  The 2270P vehicle remained upright during and after the collision event.  Occupant risk factors were within the preferred limits specified in MASH.  The transition from temporary concrete barrier pinned on asphalt to rigid concrete barrier performed acceptably for MASH Test 3-21 evaluation criteria.