Chapter3.13 Rails

Kansas Department of Transportation Design Manual
Volume III US (LRFD) Bridge Section

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3.13 Railings
Table of Contents
3.13.1 General ................................................................................................................1
3.13.2 Design Requirements ..........................................................................................1
3.13.3 Curbs ...................................................................................................................2
3.13.4 Railings/ Barriers .................................................................................................2
3.13.5 Fencing ..............................................................................................................24
3.13.6 Sidewalks ..........................................................................................................30
3.13.7 Temporary Barrier .............................................................................................34
3.13.8 Light Standard Support .....................................................................................38
3.13.9 Americans with Disabilities Act Accessibility Guidelines ...............................42
3.13.10 Guard Fence - Bridge Rail Transition .............................................................45
3.13.11 KDOT BRIDGE RAIL POLICY ....................................................................45
List of Figures
Figure 3.13.4-1 Kansas Bridge Summary Sheet (A) ......................................................................5
Figure 3.13.4-1 Kansas Bridge Summary Sheet (B) .......................................................................6
Figure 3.13.4-3 Guidelines for the 32" Kansas Corral Rail (Std. BR182C) ..................................8
Figure 3.13.4-4 Guidelines for the 32" Kansas Corral Rail (Std. BR182E) ..................................9
Figure 3.13.4-5 Guidelines for the 27" Kansas Corral Rail (Std. BR183A) ................................10
Figure 3.13.4-6 Guidelines for the 27" Kansas Corral Rail (Std. BR183D) ................................11
Figure 3.13.4-7 Guidelines for the 27" Kansas Corral Rail (Std. BR183E) ................................12
Figure 3.13.4-8 Guidelines for the F4 Barrier Curb (Std. BR184A) ...........................................13
Figure 3.13.4-9 Guidelines for the F4 Barrier Curb (Std. BR184B) ...........................................14
Figure 3.13.4-10 Kansas Corral Rail Quantities (27") .................................................................15
Figure 3.13.4-11 Kansas Corral Rail Quantities (32") .................................................................16
Figure 3.13.4-12 F-Shape Barrier Curb Quantities (32") ............................................................17
Figure 3.13.4-13 F-Shape Barrier Curb Quantities (42"& 51 - Vertical Face) ..........................18
Figure 3.13.4-14 F-Shape Barrier Curb Quantities (42" & 51" Sloping Face) ............................19
Figure 3.13.4-15 Typical 51" F-Shape Barrier Curb Details .......................................................20
Figure 3.13.4-16 Kansas Barrier Summary Sheet (A) .................................................................21
Figure 3.13.4-16 Kansas Barrier Summary Sheet (B) .................................................................22
Figure 3.13.4-17 32 Corral Rail with Expansion Joint ...............................................................23
Figure 3.13.5-1 Railroad Overpass Fencing ................................................................................25
Figure 3.13.5-2 Railroad Overpass Fencing .................................................................................26
Figure 3.13.5-3 Pedestrian Fence Details (Std. BR170) ...............................................................27
Figure 3.13.5-4 Railroad Fence Details (Std. BR171) ..................................................................28
Figure 3.13.5-5 Railroad Pededtrian Protective Fence (UP & BNSF RR) (Std. BR171A) ..........29
Figure 3.13.6-1 5-0 Bridge Sidewalk (Design Speed > 40 mph) ............................................31
Figure 3.13.6-2 5-0 Bridge Sidewalk (Design Speed < 40 mph) ..............................................32
Figure 3.13.6-3 Bicycle Safety Railing .........................................................................................33
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Figure 3.13.7-1 Anchorage of Type F3 Temporary Safety Barrier to Bridge Deck .....................35
Figure 3.13.7-2 Barrier Protection for Repair Projects .................................................................36
Figure 3.13.7-2 Temporary Expansion Barrier ............................................................................37
Figure 3.13.8-1 Lighting Standard Support Without Sidewalk (Preferred) ..................................38
Figure 3.13.8-2 Lighting Standard Support Without Sidewalk (Alternate) .................................39
Figure 3.13.8-3 Lighting Standard Support With Sidewalk (Preferred) ......................................40
Figure 3.13.8-4 Lighting Standard Support With Sidewalk (Alternate) ......................................41
Figure 3.13.9-1 Plate Over Expansion Joint .................................................................................43
Figure 3.13.9-2 Americans With Disabilities Act Accessibility Guidelines (ADAAG) ..............44
Figure 3.13.11-1 Details of Thrie Beam Guard Fence Transition (Std. RD613) .........................49
Figure 3.13.11-2 Gutter Detail at Bridge Ends (Std. RD614) ......................................................50
Figure 3.13.11-3 W-Beam with Rubrail Bridge Approach Transition (Std. RD615) ...................51
Figure 3.13.11-4 W-Beam with Rubrail Bridge Approach Transition Details (Std. RD616) ......52
Figure 3.13.11-5 Thrie Beam Bridge Approach Transition (Std. RD612) ...................................53
List of Tables
KDOT Rail Summary .....................................................................................................................4
List of Appendixes
Appendix A Historic Rail ...............................................................................................................1
Appendix B KDOT 3R Standard Bridge Rails ..........................................................................1
Appendix C Non Standard Rails ....................................................................................................1
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Disclaimer:
Disclaimer: This document is provided for use by persons outside of the Kansas Department of
Transportation as information only. The Kansas Department of Transportation, the State of Kansas, its
officers or employees, by making this document available for use by persons outside of KDOT, do not
undertake any duties or responsibilities of any such person or entity who chooses to use this document.
This document should not be substituted for the exercise of a persons own UProfessional Engineering
JudgementU. It is the users obligation to make sure that he/she uses the appropriate practices. Any
person using this document agrees that KDOT will not be liable for any commercial loss; inconvenience;
loss of use, time, data, goodwill, revenues, profits, or saving; or any other special, incidental, indirect, or
consequential damages in any way related to or arising from use of this document.
Typographic Conventions:
The typographical convention for this manual is as follows:

Non italic references refer to locations within the KDOT Bridge Design Manuals (either the LRFD or LFD),
or Hyper links shown in red, as examples:
x Section 3.2.9.12 Transportation
x Table 3.9.21 Deck Protection

Italic references and text refer to locations within the AASHTO LRFD Design Manual, for example:
x Article 5.7.3.4

Italic references with a LFD label and text refer to locations within the AASHTO LFD Standard
Specifications, for example:
x LFD Article 3.5.1
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3.13 Railings
3.13.1 General
Section 13 of the LRFD Specifications addresses the design of railings. "Railings" are used as a
generic term in the specifications. Railings include outside traffic safety barriers or parapets as
well as medians and bicycle and pedestrian railings.
The design requirements for railings utilized on KDOT bridges have undergone changes in recent
years as the Federal Highway Administration (FHWA) has established crash-testing requirements
and AASHTO Specifications have been revised. Additionally, a desire for more attractive railings
has influenced the style of railings on projects where aesthetics is a consideration. Please discuss
at field check as KDOTs participation will be limited in scope and dollar amount percentage.
Minimal aesthetic enhancement is allowed where it makes sense such as in high visiblity urban
areas. Aesthetic enhancements should be limited to durable items such as form liners and concrete
coloring. High maintenance aesthetics such as surface staining/painting and ornate railings should
be avoided. Aesthetic enhancements, if used, should stay below 5% of the structure cost and be
appropriate for the location. If ornate railings are requested by cities and approved for use in the
project, an agreement will be established limiting the responsibility for maintenance, by the state,
to structural concerns only.
Incidences involving objects thrown from railroad overpasses onto rail traffic below has led to
the adoption of protective screening requirements by the railroad. The rapid increase in bicycle
trails and traffic has increased attention on bicycle railings. This section of the LRFD Bridge
Design Manual details our policies regarding the design of bridge railings for KDOT projects.
3.13.2 Design Requirements
The design of newly constructed bridge railings must conform to the requirements of the latest
edition of the "AASHTO LRFD Bridge Design Specifications" as given in Section 13. This spec-
ification gives geometric and strength requirements and also requires crash testing. FHWA
requires all bridges carrying traffic on the National Highway System (NHS) to be crash tested
regardless of speed, in accordance with NCHRP Report 350 Recommended Procedures for the
Safety Performance Evaluation of Highway Features. There are six levels of service and testing
depending on vehicle size and speed. FHWA maintains a list of crash tested railings.
Crash testing requirements may be waived if an analytical evaluation shows the railing to be crash
worthy. This allows minor changes to crash tested railings without having to go through the time
and expense of crash testing. For bridges on the NHS any such evaluation must be approved by
the FHWA.
Crash testing has shown that during impact vehicles slide along the top of the railing and parts of
the vehicle, especially the boxes on trucks, extend beyond the face of the railing a considerable
distance. Attachments to bridge railings, such as architectural metal railings, noise wall panels or
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objects just behind the railing (such as light poles), must address safety concerns presented by this
encroachment including:
1)Snagging on posts - which can result in the attachment (i.e., post) penetrating the
occupant compartment or causing the vehicle (i.e., hood) to penetrate the cab.
2)Spearing - objects, such as a horizontal railing member, penetrating windshields
and injuring occupants.
3)Debris falling onto traffic below. (i.e., impacted noise wall panels)
Attachments within the area of encroachment shall be designed to break away before severely
damaging the vehicle, contain any debris from damaging traffic below, and have no members,
such as rail ends, which might spear the occupant compartment. Ends of rails shall be sloped at
45 degrees or flatter to reduce the chance of spearing. Posts shall be setback from the face of rail-
ing to minimize snagging.
Small sections of curb or sidewalk placed in front of railings cause vehicles to vault up onto the
railing. For this reason sidewalks with a projection between 9" and 3'-6" from the face of railing
are not allowed and curb heights are limited to a maximum of 8".
3.13.3 Curbs
Where curb and gutter sections are used on the roadway approach, a closed section of rail on the
bridge should match the road curb, except it may exceed the road curb height on the approach.
Bridge curbs serve mainly the purposes of drainage control and in limited capacity to delineation
of pedestrian walkways. Curbs shall be designed in accordance with Article 13.7. Current KDOT
policy is not to use brush curbs on bridges other than for city streets with speed limits less than or
equal to 40 mph and not designated as a school routes or bike paths.
3.13.4 Railings/ Barriers
The primary purpose of traffic railing or barrier is to contain the average vehicle using the struc-
ture. Consideration should also be given to protection of the occupants of a vehicle in collision
with the railing and protection of other vehicles near the collision or persons and vehicles on road-
ways underneath the structure.
Bridge railings on bridges on Federal-aid projects must be (or have been) crash tested and meet
the acceptance criteria in NCHRP Report 350 Recommended Procedures for the Safety Perfor-
mance Evaluation of Highway Features. This document includes six different Test Levels. Kan-
sas will use a minimum of TL-4 for bridge rails on state routes.
For structures with existing railing the Remain- In-Place (RIP) requirements follow KDOTs 3R
Policies found in Appendix B KDOT 3R Standard Bridge Rails
Current KDOT designs utilize one of two types of railing, either the Corral Railing, or the Bar-
rier Rail type. Refer to 3.13.11 KDOT BRIDGE RAIL POLICY for type to be used for each sit-
uation.
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The corral-type rail may be either an open section or a closed section, depending upon whether or
not bridge drainage at the curb line is a requirement. Most rural bridges using the corral railing
will be of the open type, which allows bridge drainage over the side.
For overpass bridge structures over a railroad, highway, or a local road, no drainage is allowed to
drop on the railroad right-of-way or the shoulder-to-shoulder width of the road underneath. For
long overpass bridges, openings may be provided for drainage over protected berm slopes; use
details similar to those shown in the Bridge Design Standard BR104d .
The common height of the Kansas Corral Rail is 27 or 32 inches. The common heights of the Bar-
rier Rail is 32, 42, 51 or 54 inches. The preferred railing is the 32 inch Kansas Corral Rail or the
32 inch F4 Barrier Rail. Bridges on curves with a radius of 500 ft. or less should have a rail
height of 42 inches on the extrados as an additional safety precaution. The 51 inch Barrier Rail is
used in the median as a glare barrier and a 54 barrier mounted to the shoulder is use for pier pro-
tection.
For railroad overpass structures the barrier height is a function of the shoulder width. Use a 32"
barrier with 6-0 shoulders and use 42" with 4-0 shoulders. Provide the 42" barrier for the 4-
0 shoulders for a distance of 25-0 from centerline of track or access road. (See Figure 3.13.5-1
Railroad Overpass Fencing).
Transitions for different height rails will be 12:1 maximum. Adjacent structures with a median
gap of two feet or less are considered one structure with a closed median. Adjacent structures
more than two feet apart are treated as individual structures.
Sample standard rail details shown in the following graphics are intended for use on either slab
bridges or girder bridges; with or without curbs. They are detailed so they can be inserted directly
into a set of plans.
At locations in the rail were discontinuities occur, such as at bridge expansion joints and at end
sections without an end block, half the reinforement spacing from that shown on the design stan-
dard for the F4 barrier. Provide this extra reinforcement for a length equal to the depth of the
vertical break.
Railing types are ranked by a Testing Level (TL- X) designation to indicate the level of protection
a rail provides. The larger the number in the (X) position the greater the protection.
Table A13.3-1 indicate the forces and loading geometry for the given test levels. In the past, the
designation used for this same reason was Performance Level (PL-X), this designation is no lon-
ger used.
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KDOT Rail Summary
If the design of the structure includes a sidewalk, a concrete barrier rail will be used between the
traveled way and the sidewalk. For State routes with design speed less than or equal to 40 mph,
the minimum height of the separator railing above the sidewalk shall be 24 inches and the railing
surface shall be smooth to avoid snag points for pedestrians or cyclists, See Figure 3.13.6-2 5-0
Bridge Sidewalk (Design Speed < 40 mph) for additional details. The exception previously noted
is for locally owned structures with speeds less than or equal to 40 mph and not located on a
school walk route for which current Figure 13.7.1.1-1 may be considered for use. For design
speeds over 40 mph or if a high volume of bike traffic is expected and the risk involved if a cyclist
would fall over the separator is great, use a minimum railing height of 42 inches. A height of 42
inches would enable a falling cyclist to grasp the railing. See Figure 3.13.6-1 5-0 Bridge Side-
walk (Design Speed > 40 mph) for additional details.
The height of the railing on the outside edge of the sidewalk shall be a minimum of 42 inches for
pedestrians and a minimum of 54 inches for bicycles.
To obtain the height of 42 inches on the outside of the sidewalk, a metal rail on top of a concrete
riser or a short height of chain link fence may be used Figure 3.13.6-3 Bicycle Safety Railing.
Type Testing Application
27
Corral Rail
PL-1 /TL-2 BoLP
32
Corral Rail
or Barrier
PL-2 /TL-4 State System
Pier Protection
42
(32+10)
Barrier
PL-2 /TL-4 RR/Glare
Pier Protection
42
Barrier
PL-3 /TL-5 Pier Protection /
Curves
51
(32 + 19)
Barrier
PL-2 /TL-4 Median/Glare
54
(42+12)
Barrier
PL-3 /TL-5 Pier Protection
Shoulder or
Median
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Figure 3.13.4-1 Kansas Bridge Summary Sheet (A)
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Figure 3.13.4-1 Kansas Bridge Summary Sheet (B)

.
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Figure 3.13.4-2 Guidelines for the 32" Kansas Corral Rail (Std. BR182B)
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Figure 3.13.4-3 Guidelines for the 32" Kansas Corral Rail (Std. BR182C)
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Figure 3.13.4-4 Guidelines for the 32" Kansas Corral Rail (Std. BR182E)
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Figure 3.13.4-5 Guidelines for the 27" Kansas Corral Rail (Std. BR183A)
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Figure 3.13.4-6 Guidelines for the 27" Kansas Corral Rail (Std. BR183D)
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Figure 3.13.4-7 Guidelines for the 27" Kansas Corral Rail (Std. BR183E)
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Figure 3.13.4-8 Guidelines for the F4 Barrier Curb (Std. BR184A)
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Figure 3.13.4-9 Guidelines for the F4 Barrier Curb (Std. BR184B)
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Figure 3.13.4-10 Kansas Corral Rail Quantities (27")
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Figure 3.13.4-11 Kansas Corral Rail Quantities (32")
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Figure 3.13.4-12 F-Shape Barrier Curb Quantities (32")
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Figure 3.13.4-13 F-Shape Barrier Curb Quantities (42"& 51 - Vertical Face)
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Figure 3.13.4-14 F-Shape Barrier Curb Quantities (42" & 51" Sloping Face)
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Figure 3.13.4-15 Typical 51" F-Shape Barrier Curb Details
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Figure 3.13.4-16 Kansas Barrier Summary Sheet (A)
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Figure 3.13.4-16 Kansas Barrier Summary Sheet (B)
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Figure 3.13.4-17 32 Corral Rail with Expansion Joint
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3.13.5 Fencing
It is KDOTs practice to provide an economical, functional and durable fencing system for struc-
tures over the railroad track area or with pedestrian sidewalks. Chain link fence on bridges over
the Interstate in urban areas shall be 6-0 high.
Over railroads, provide a straight chain link fence on the barrier to a height of 10-0 on both sides
for all highway overpass structures. When a sidewalk is involved, provide a 8-0 high chain link
fence with a curved top. Examples of rail and fence are shown on Figure 3.13.5-2 Railroad Over-
pass Fencing.
For handrails to be painted, a duplex system is reccomended. Duplex is a galvanized base coating
which has powder coating as the top surface. For pedestrian and architectural fencing a duplex/
PVC system is reccomended. The woven chain link fence is galvanize, then dip coated in PVC.
The posts and all hardware are galvamized then powder coated. The designer will select either
galvanized or duplex coating. If duplex is choosen, the designer will select either black, green or
dark green as the color.
Use a leveling nut detail to attach all hardware, devices, fencing, plates or rails to concrete mem-
bers using a detail similar to the detail shown in Figure 3.13.6-3 Bicycle Safety Railing.
For grade separation structures over major routes, use either a corral rail with closed panels over
traffic lanes or use a barrier rail to prevent snow, during snow plowing operations, from squeezing
out through the open panels and landing on passing traffic below the bridge. This is especially
important for fly-overs at multi-level interchanges.
See 3.2.11 Bridge Deck Expansion Devices for policy on plating expansion gaps in railing and
barriers.
Fencing will be designed to resist, as a minimum, Article 13.8.2 loads and conditions.
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Figure 3.13.5-1 Railroad Overpass Fencing
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Figure 3.13.5-2 Railroad Overpass Fencing
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Figure 3.13.5-3 Pedestrian Fence Details (Std. BR170)
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Figure 3.13.5-4 Railroad Fence Details (Std. BR171)
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Figure 3.13.5-5 Railroad Pededtrian Protective Fence (UP & BNSF RR) (Std.
BR171A)
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3.13.6 Sidewalks
Generally, sidewalks are provided on bridges located in urban areas. Where a sidewalk is a
requirement, it shall have a minimum usable clear width of 5-0 to accommodate bicycles and
vehicles for the handicapped. Pedestrian Overpass structures are to comply with the Americans
with Disabilities Act Accessibility Guidelines concerning maximum grades and handrail
requirements (See 3.13.9 Americans with Disabilities Act Accessibility Guidelines and Figure
3.13.9-2 Americans With Disabilities Act Accessibility Guidelines (ADAAG)). Sidewalks on
bridges which have expansion joints will have plates covering the opening. The maximum plate
thickness will be 3/8 and will be attached to one side of the joint with the other side free to move,
see Figure 3.13.9-1 Plate Over Expansion Joint for example details. Bevel the edges of the plate
with a maximum slope of 3:1 and radius the edge to prevent having an exposed sharp edge. Des-
ignated bikeways, which connect to an existing trail or where there is a trail formally planned,
shall have a minimum 8-0 sidewalk width. As a rule, keep pedestrians and bicyclist separated.
Designated bicycle paths or equestrian paths are special cases and will be discussed at the Field
Check.
Handrail:
Handrail will be used on both sides of the sidewalk where the slope exceeds the ADAAG require-
ments given in the KDOT Rail Summary, this may be terminated where the slope does not exceed
the ADAAG requirements.
Include Handrail on both sides of sidewalks on designated school routes or when requested by
KDOT District Offices.
Loads:
Sidewalk floors, stringers and their immediate supports shall be designed for a liveload of 85
pounds per square foot of sidewalk in accordance with Article 3.6.1.6
Main supporting members and stringer shall have no less carrying capacity than would be
required if no sidewalk existed.
A wheel load is not applied to a sidewalk when the barrier curb is located between the traveled
way and the sidewalk.
Drainage:
Drainage of the sidewalks over streams or unimproved areas may be drained over the side. How-
ever, drainage should not be permitted to fall over the side for overpasses and urban areas where
dripping water or freezing snowmelt could create a nuisance. In this case, the drainage should be
carried along an edge lip to the end of the bridge or dropped on unimproved areas. If the bridge
has a deck drain system then slope the sidewalk toward the roadway and use the bridge drainage
system.
All transverse expansion joint openings in the sidewalk shall be bridged with a steel plate.
See previous Section 3.13.4 Railings/ Barriers for railings to be used with sidewalks.
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Figure 3.13.6-1 5-0 Bridge Sidewalk (Design Speed > 40 mph)

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Figure 3.13.6-2 5-0 Bridge Sidewalk (Design Speed < 40 mph)
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Figure 3.13.6-3 Bicycle Safety Railing
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3.13.7 Temporary Barrier
See Figure 3.13.7-1 Anchorage of Type F3 Temporary Safety Barrier to Bridge Deck for guide-
lines pertaining to the anchorage of a temporary concrete safety barrier to a bridge deck. For
bridges with expansion joint movements anticipated to be greater than 1 1/2(total) during con-
struction use RD622c road design drawing standard at bridge expansion and contraction loca-
tions. See Figure 3.13.8-4 Lighting Standard Support With Sidewalk (Alternate).
See Figure 3.13.7-2 Barrier Protection for Repair Projects for the preferred method of protecting
the end of barriers used on Bridge Repair projects. Crash Cushions must protect the ends of all
barriers unless the end of the barrier terminates outside the clear zone. The District is responsible
for traffic control plans, however, the squad chief should be aware of possible violations.
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Figure 3.13.7-1 Anchorage of Type F3 Temporary Safety Barrier to Bridge Deck
When A is < 2-0:
1) Use Type F3 Barrier (Std. No. RD622).
2) Anchor each 12-6 Barrier unit to the bridge deck by three bolts on the traffic side.
When A is 2-0 < 4-0:
2) Anchor each pin and loop connection to the bridge deck with the strap connector. As
an option, unless otherwise noted on the plans, the contractor may anchor each 12-6
barrier unit to the bridge deck by three bolts on the traffic side.
When A is 4-0:
2) Anchorage to bridge deck is not required, unless otherwise noted in the plans.
Note: For Bridges with greater than of total thermal movement anticipated during construction
use an expansion type barrier system (RD622c) at bridge expansion joint locations. Coordinate
this with Road Design
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Figure 3.13.7-2 Barrier Protection for Repair Projects
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Figure 3.13.7-2 Temporary Expansion Barrier
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3.13.8 Light Standard Support
Refer to figures below for preferred and alternate methods of attaching light standards to barrier
bridge railings.
Figure 3.13.8-1 Lighting Standard Support Without Sidewalk (Preferred)
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Figure 3.13.8-2 Lighting Standard Support Without Sidewalk (Alternate)
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Figure 3.13.8-3 Lighting Standard Support With Sidewalk (Preferred)
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Figure 3.13.8-4 Lighting Standard Support With Sidewalk (Alternate)
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3.13.9 Americans with Disabilities Act Accessibility Guidelines
Guidelines for Pedestrian Overpass Bridge Structures for New Construction and Major Recon-
struction Projects: (Current as of printing, designer verify)
Bridges with sidewalks
should be equipped with handrails when the sidewalk grade exceeds 5%. (See Figure 3.13.6-1 5-
0 Bridge Sidewalk (Design Speed > 40 mph).
Pedestrian Overpass Bridges
Pedestrian Overpass Bridges shall be a minimum of 8-0 in width with a maximum cross
slope of 1 in 50 (2%).
For bridges with profile grades less than or equal to 1 in 20 (5%), no special treatment is
required.
Sidewalk slopes greater than 1 in 20 (5%) are considered ramps. Ramps must have a level
landing area of 60 inches in length for every 30 inches of elevation change.
Maximum ramp lengths are 40 feet for ramp slopes greater than 1 in 20 (5%) to less than or
equal to 1 in 16 (6 1/4%); and 30 feet for ramp slopes greater than 1 in 16 (6 1/4%) to less
than or equal to 1 in 12 (8 1/3%).
Handrails are required on both sides of a ramp at a height of 36 inches plus or minus 2 inches.
For bridge profile grades 1 in 15 (6 2/3%) or less the handrail may be parallel to the bridge
profile grade and be within the handrail height limitations. [See Figure 3.13.9-2 ]
Bridge profile grades greater than 1 in 15 (6 2/3%) will require the handrail be set parallel to
and 36 inches above the ramp profile grade. The maximum ramp profile grade of 1 in 12 (8 1/
3%) may be obtained on a ramp length 30 feet. [See Figure 3.13.9-2 ]
If the bridge profile grade is 1 in 18 (5 5/9%) or less the ramp length is 40 feet with a slope
between 1 in 17 7/9 (5 5/8%) and 1 in 16 (6 1/4%).
If the bridge profile grade is greater than 1 in 18 (5 5/9%) the ramp length is 30 feet, with a
slope between 1 in 15 3/7 (6 13/27%) and the maximum 1 in 12 (8 1/3%) slope.
For bridge profile grades greater than 1 in 14 (7 1/7%) the maximum ramp slope will exceed
the Americans With Disabilities Act Accessibility Guidelines (ADAAG) requirements. A
Design Exception would need to be requested from the Secretary. Design Exceptions will
only be based on technically unfeasible conditions.
See Figure 3.13.9-2 Americans With Disabilities Act Accessibility Guidelines (ADAAG) for typ-
ical sidewalk and ramp sections, elevations, and handrail details.
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Figure 3.13.9-1 Plate Over Expansion Joint
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Figure 3.13.9-2 Americans With Disabilities Act Accessibility Guidelines (ADAAG)
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3.13.10 Guard Fence - Bridge Rail Transition
For cases in which a guard fence is required, it shall be rigidly attached to the bridge following
recommended details. A guard fence will be used at most locations, however, the final determina-
tion should be made during the field check. The standard guard fence transition details are shown
on Figure 3.13.11-5 Thrie Beam Bridge Approach Transition (Std. RD612).
Many existing guard fence to bridge rail transitions are substandard as compared to the current
treatments. An acceptable modification to existing designs incorporates the use of a rub-rail along
with reduced post spacing near the bridge. See Figure 3.13.11-4 W-Beam with Rubrail Bridge
Approach Transition Details (Std. RD616) for rub-rail retrofit details.
When a sidewalk leads to and over a bridge, guard fence generally would not be used because of
the difficulty of the geometrics of the guard fence turn-out interfering with the approach sidewalk.
For these locations some form of an approach barrier may be required. For more information ref-
erence is made to Full Scale Vehicle Crash Tests on Guardrail - Bridge Rail Transition Designs
by Edward R. Post and to the FHWA Technical Advisories T 5040.26 and T 5040.34 entitled
Guardrail Transitions, Jan. 28, 1988 and June 8, 1993 respectively.
3.13.11 KDOT BRIDGE RAIL POLICY
The following criteria should be applied when determining the type of bridge rail to adopt for a
particular bridge.
I. The Barrier Curb (Type F4 preferred) should be used as follows:
A. All open span bridges on A and B Routes require a 32" high rail as a minimum. Inter-
change structures over Interstate highways should consider same.
B. All open span bridges on or over limited access road in Urban areas and with an AADT
greater than 5,000** on the structure.
C. Multi-level interchange structures should consider a 51" high barrier for glare mitigation.
D. If other than A or B routes, refer to Section 13 for the AASHTO LRFD Bridge
Design Specifications to determine Testing Level required. If the Test Level Selection
Criteria indicates a TL-4 level is required, use a 32 high rail. If a TL-5 level is required,
use 42 high Barrier Curb regardless of Route classification.
Other structures shall be determined at the time of field check.
II. The Corral Rail should be used as follows:
A. All open span bridges on A and B route require a 32" high rail as a minimum. Over-
the-side drainage is preferred when possible. For RCB/RFB in low fill conditions on A
or B routes use a 32 high bridge rail.
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B. If other than A or B routes, refer to Section 13 for the AASHTO LRFD Bridge
Design Specifications to determine Testing Level required. If the Test Level Selection
Criteria indicates a TL-2 level is required, use a 27 high corral rail. If a TL-4 level is
required, usea 32 high rail. (If TL-5 railing is required, use a 42 Barrier.)
C. All Structures not covered in Section I.
1. Place curbs in spans over Railroads and Traveled Ways.
2. Omit curbs at other locations unless requested otherwise by District at time of field
check.
III. Retrofit or replacement of Bridge Rails shall be made in accordance with Section I and
Section II on existing structures if other work is being done to the structure with Federal
funds (Overlay, Widen, or Major Repairs).
IV. All widened structures shall meet the requirements of Section I or Section II. If a struc-
ture is widened on one side only, both rails shall match or be replaced. A determination
should be made during field check.
V. If a rail is to be replaced, it shall be as per Section I or Section II.
VI. Retrofit of different rail types should be as follows:
A. The Safety Curb plus metal rail will need no modification if the height above the gutter
line remains 2'-3 or greater. See Appendix A Historic Rail for examples.
B. The 1'-6 Safety Curb plus offset rail shall be modified or replaced as follows:
(See Appendix A Historic Rail for an example.)
1. Replace on all structures under Section I.
2. Replace on all structures with an AADT greater than 4,000** on the structure and the
posted speed limit is greater than 35 mph. For AADT less than 4,000** but greater
than 2,000; the type of retrofit should be determined consistent with existing condi-
tions.
3. Place double nested guard fence or thrie-beam if AADT is less than 2,000** and the
deck in the overhang is in good condition. If there is considerable overhang deck to be
replaced full depth, then the curb should be replaced.
C. The 9" concrete curb plus offset wall and metal rail shall be replaced if AADT is greater
than 4,000** and the posted speed limit is greater than 35 mph. See Appendix A His-
toric Rail for an example. For AADT less than 4,000**, the type of retrofit will be deter-
mined consistent with existing conditions.
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D. All corral rails without the hooked bar in the post shall be considered for modification or
replacement. See Appendix A Historic Rail for examples. For a hooked bar example, see
Type E in Appendix A Historic Rail.
1. Considerations
a. Bridges under Section I shall have the rail replaced.
b. Bridges with AADT greater than 4,000** and the posted speed limit is greater
than 35 mph shall have the rail replaced.
c. If the deck is to be overlaid using Federal funds and if the plan rail height after
the overlay is less than 2-2, the rail shall be replaced.
d. All other rails will be judged on a case-by-case basis.
Accident rate and geometrics should be considered.
Strength of the existing rail is a consideration.
Most corral rail with curbs built after 1965 are considered adequate unless the
accident rate or site conditions indicate replacement should be considered.
Retrofit with guard rail or thrie-beam is not recommended.
E. Missouri has successfully crashed tested a 32" New Jersey safety shape Barrier which had
been reduced to a 30" Barrier by adding a 2" overlay to the deck. Based on this test and
FHWA approved Barrier rail, KDOT would request a design waiver when overlaying a
bridge constructed with a 32" Barrier Rail.
F. All other types of rails shall be considered on a case-by-case basis.
1. Compare them to the four basic types as outlined above.
a. Bridge rails on bridges with AADT less than 2,000** and rail heights equal to or
greater than 2'-1 should in general be satisfactory.
b. Rails with brush curbs greater than a 9" width (See Appendix A Historic Rail)
shall be modified or replaced if the AADT is greater than 4,000**. Thrie-beam
may be used to modify the brush curb on all but interstate bridges.
VII. All of these rules may be overridden if the existing structure is scheduled to be modified or
replaced within 5 years.
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KDOT Bridge Section has a listing of bridge railings which have passed the crash test criteria
based on NCHRP 230, NCHRP 350 or the performance level criteria found in the 1989 AASHTO
Guide Specifications for Bridge Railings. These railings are acceptable for use on Federal-aid
projects.
Crash Tested Railings:
The 27" and 32" Concrete Corral Rails have been crash tested for the TL-2 and TL-4 level respec-
tivly. The 32" Concrete Barrier has also been crash tested for the TL-4 level.
The Kansas 42" Concrete Barrier is equivalent to the 32" concrete barrier with extra screening.
(TL-4)
A 42" F-shaped concrete barrier has been tested and passed Testing Level 5. See TRB paper
950924, Performance Level 3 Bridge Railings Jan. 1995. If a TL-5 F-Shaped Barrier is
required, recommend reducing the vertical reinforcing spacing from 1-0 to 8".
The 51" Concrete Barrier used in a median is equivalent to the TL-4 Concrete Barrier.
Use a 54 Barrier Rail for new structures to protect substructure elements within the clear zone.
When the distance from the back of the barrier to the element being protected is less than 10-0
per Article 3.6.5, refer to the Structure Protection Guidelines in Section 3.11 of the KDOT
LRFD Bridge Design Manual for guidelines.
The standard rails noted above should be used whenever possible. Other crash tested rails may be
used in special cases. Unique designs of bridge rail using Chapter 13 of the AASHTO LRFD
Bridge Design Specifications must be approved by the Bridge Office before use.
**NOTE: The values shown for AADT are for only one structure on divided highways.
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Figure 3.13.11-1 Details of Thrie Beam Guard Fence Transition (Std. RD613)
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Figure 3.13.11-2 Gutter Detail at Bridge Ends (Std. RD614)
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Figure 3.13.11-3 W-Beam with Rubrail Bridge Approach Transition (Std. RD615)
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Figure 3.13.11-4 W-Beam with Rubrail Bridge Approach Transition Details (Std.
RD616)
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Figure 3.13.11-5 Thrie Beam Bridge Approach Transition (Std. RD612)
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Appendix A Historic Rail
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Appendix B KDOT 3R Standard Bridge Rails
The table on the following page was taken from the Policies for the Rehabilitation of Highways
and Bridges for Other than Interstate and Freeways on the State Highway System of Kansas
(KDOT 3R Standards), Appendix III, Feb. 14, 1990.
The table lists which bridge rails may Remain-In-Place (R.I.P.) and which rails are to be upgraded
or retrofitted to meet the 3R Standards criteria.
Figure 3.13-1 Kansas Corral Rail Categories for 3R Standards shows the details for the Kansas
Corral Rail Categories from 1958 for use with the 3R Standards.
Figure 3.13-3 Guidelines for the New Jersey Barrier Curb (Std. BR180A) is a listing of Kansas
rail types along with those railings acceptable as Category I railings.
Figure 3.13-3 guidelines for the New Jersey Barrier Curb (Std. BR180A).
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Figure 3.13-1 Kansas Corral Rail Categories for 3R Standards
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Figure 3.13-3 Guidelines for the New Jersey Barrier Curb (Std. BR180A)
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Appendix C Non Standard Rails
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