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Road & Bridge Design Publications

Monthly Update – August 2017

1

Revisions for the month of August are listed and displayed below. New special details will be included in projects submitted for the December letting as is stated on the special detail index sheets. E-mail road related questions on these changes to [email protected]. E-mail bridge related questions to [email protected]. Standard Plan Distribution The distribution letter explaining the changes and the inserts used to keep a hard copy of the standard plan booklet up to date can be found at: http://mdotcf.state.mi.us/public/design/files/englishstandardplans/files/standard_plan_distribution.pdf The new standard plans have been placed on the website. Special Details R-60-J: Guardrail Types A, B, BD, T, TD, MGS-8, & MGS-8D: Added a sheet which provides the details for connecting a Type 2M terminal to either Type B or Type T guardrail. R-67-G: Guardrail Anchorage, Bridge, Details: Added the “3-Tube with Pickets” to the list of railings which connect to guardrail with the details illustrated on sheets one and three. R-127-F: Delineator Installations: On sheets two, three, and four, flipped the symbol for the red-on-yellow delineators so the red is shown on the back. PC-1M, PC-2H & PC-4F: Updated Prestressed Concrete Beam Details for various criteria, including change to all epoxy coated steel reinforcement (including wire mesh), update of “Z” bar to “EL” bar which corresponds to bar shape as designated on Bridge Design Guide 7.15.01, update of various notes, bearing details (option of plate or stud embedment into beam) and option for new strand enclosure for beam Type I-IV (ED3 or EC & EF bars). Note that not all “Notes:” listed on beam sheets apply to all projects and designers and detailers are responsible to use only notes that apply

http://mdotcf.state.mi.us/public/design/files/englishstandardplans/files/standard_plan_distribution_2017.pdf

Road & Bridge Design Publications

Monthly Update – August 2017

2

Road Design Manual 6.08: Sidewalk: The following terminology was updated: “technical infeasibility” becomes “accessibility constraints”, “turning spaces” become “landings”, “infeasible” becomes “impracticable”, and “feasible” becomes “practicable”. 6.08.05C10: Measurement and Payment: This is a new section added to provide an illustration representing the various elements of a sidewalk ramp, their pay items, limits of payments and other considerations. 6.08.05D: Meeting Existing Sidewalk Grades and Elevations: Revised the second paragraph (and associated detail) to require a landing on a perpendicular ramp, even though no turning movement or other accessible feature requiring a landing exists. Also, added a statement that transition slabs are not included in the 15’ required to attain the “15’ Rule”. 6.08.05E: Section was renamed “Accessibility Constraints” to be consistent with Form 0370. 6.08.06A: Removed a sentence regarding compliant sidewalks and street crossings being a Department obligation and priority (regarding Building Access Alterations). 7.01.03, 7.01.06, 7.01.12F & G, 7.01.15, 7.01.25, 7.01.29, 7.01.30H, 7.01.41A, C, & I: Updated sections to include MASH approved guardrail and guardrail endings. 7.01.19: Runout Lengths for Barrier Design: Added values for 80 mph design speed. 7.01.33B: Wide Culverts: Revised the maximum length of guardrail which can be used to span a culvert (taken from Standard Plan R-72-series) from 18’-9” to 25’. Bridge Design Guides 6.65.02: Clarified that the 2’ offset on shoulders is an MDOT imposed policy and applies to MDOT jurisdictional facility/roadway. See also Bridge Design Manual section 7.01.12 & 7.02.31 C. Updates to MDOT Cell Library, Bridge Auto Draw Program, etc., may be required in tandem with some of this month's updates. Until such updates to automated tools can be made, it is the designer's/detailer's responsibility to manually incorporate any necessary revisions to notes and plan details to reflect these revisions.

Index to Special Details

8-21-2017

SPECIAL DETAIL

NUMBER

NUMBER

OF SHEETS

TITLE

CURRENT

DATE

21

2 GUARDRAIL AT INTERSECTIONS 3-14-16

24

8

GUARDRAIL ANCHORED IN BACKSLOPE TYPES 4B, 4T, & 4MGS-8 4-25-16

99

2

CHAIN LINK FENCE WITH WIRE ROPE 9-22-14

R-1-G 9

DRAINAGE STRUCTURES 6-15-16

R-28-J 7

SIDEWALK RAMP AND DETECTABLE WARNING DETAILS 6-27-17

R-49-G 9

CONCRETE BARRIER 2-24-17

R-50-G 6

LIGHT STANDARD FOUNDATION 4-21-17

R-51-E 6

SIGN SUPPORT FOUNDATION 4-21-17

R-53-A 22

TEMPORARY CONCRETE BARRIER LIMITED DEFLECTION 8-14-15

R-54-I 4

CONCRETE BARRIER, SINGLE FACE 3-22-17

R-56-F 8

GUARDRAIL MEDIAN OBJECT PROTECTION 9-8-16

*R-60-J 17

GUARDRAIL TYPES A, B, BD, T, TD, MGS-8, & MGS-8D 7-26-17

R-61-H 20

GUARDRAIL APPROACH TERMINAL TYPES 1B & 1T (SRT, FLEAT, & X-Lite Fl) 2-2-17

R-62-H 14

GUARDRAIL APPROACH TERMINAL TYPES 2B & 2T (SKT, ET-Plus, & X-Lite T) 4-3-17

R-63-C 16

GUARDRAIL APPROACH TERMINAL TYPES 3B & 3T 3-15-16

R-66-E 4

GUARDRAIL DEPARTING TERMINAL TYPES B, T, & MGS 4-27-16

*R-67-G 7

GUARDRAIL ANCHORAGE, BRIDGE, DETAILS 8-9-17

R-71-C 1

GUARDRAIL ANCHORAGE, MEDIAN 3-22-17

R-72-D 11

W-BEAM BACKED GUARDRAIL & GUARDRAIL LONG SPAN INSTALLATIONS 5-11-16

R-73-F 6

GUARDRAIL OVER BOX OR SLAB CULVERTS 3-15-16

R-76-E 3

CONCRETE GLARE SCREEN 3-22-17

R-112-I 9

SHOULDER AND CENTER LINE CORRUGATIONS 12-12-16

R-126-I 5

PLACEMENT OF TEMPORARY CONCRETE & STEEL BARRIER 8-25-15

*R-127-F 8

DELINEATOR INSTALLATIONS 8-8-17

* Denotes New or Revised Special Detail to be included in projects for (beginning with) the December letting.

Note: Former Standard Plans IV-87, IV-89, IV-90, and IV-91 Series, used for building cast-in-place concrete head walls for elliptical and circular pipe culverts, are now being replaced with plans that detail each specific size. The Special Structures Unit will provide these full sized special details for inclusion in construction plans for MDOT jobs. To assure prompt delivery, requests must be made in advance.

Former Standard Plans IV-93 and IV-94 series have been replaced with precast concrete box & three-sided culverts as per the 2012 Standard Specifications for Construction.

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Index to Bridge Detail Sheets

8-21-2017

DETAIL NUMBER

NUMBER

OF SHEETS

TITLE

CURRENT

DATE

B-22-E

4 BRIDGE RAILING, THRIE BEAM RETROFIT (R4 TYPE RAILING) 3-15-16

B-23-F

4 BRIDGE RAILING, THRIE BEAM RETROFIT (OPEN PARAPET RAILING) 3-15-16

B-101-G

2 DRAIN CASTING ASSEMBLEY DETAILS 2-8-16

EJ3AB

1 or 2

EXPANSION JOINT DETAILS 2-10-16

EJ4O

1 or 2

EXPANSION JOINT DETAILS 2-10-16

*PC-1M

1

PRESTRESSED CONCRETE I-BEAM DETAILS 8-23-17

*PC-2H

1

70" PRESTRESSED CONCRETE I-BEAM DETAILS 8-23-17

*PC-4F

1

PRESTRESSED CONCRETE 1800 BEAM DETAILS 8-23-17

* Denotes New or Revised Special Detail to be included in projects for

(beginning with) the December letting. Note: Details EJ3AA & EJ4N are interactive, i.e. designers and detailers choose details

based upon railing type and angle of crossing. Place all details appropriate for the project, structure specific information, and the Expansion Joint Device quantity on the sheet. The sheet shall then be added to the plans as a normal plan sheet.

Detail PC-1L, PC-2G and PC-4E shall have structure specific information and quantities added to the sheet. The sheet shall then be added to the plans as a normal plan sheet.

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WOOD POST STEEL POST ELEVATION SHOWING POST SPACING

GUARDRAIL, TYPE A

ELEVATION SHOWING POST SPACING

GUARDRAIL, TYPE B

( WOOD POST )

22"

GROUND LINE

(TYP.)

SPLICE BOLT

6"

7"

6'-0"

3'-7"

WOOD LINE POST

6" x 8"

22"

(TYP.)

SPLICE BOLT

7"

6'-0"

3'-7"

UNDER NUT

ROUND WASHER

POST BOLT WITH

8"

UNDER NUT

ROUND WASHER

POST BOLT WITH

GROUND LINE

AND TYPICAL POST SPACING

EFFECTIVE BEAM ELEMENT LENGTH

12'-6"

* 28"

* SEE NOTES FOR GUARDRAIL IN CONJUNCTION WITH CURB

GROUND LINEOPTIONAL


GROUND LINE

* 2

8"

BEAM ELEMENT LENGTH

12'-6" EFFECTIVE

POST SPACING

6'-3" TYPICAL6" x 8" WOOD LINE POST

LINE

GROUND

HINGE POINT

SHOULDER

WASHER UNDER NUT

POST BOLT WITH ROUND

COATED NAIL

3" LONG HOT-DIP ZINC

WOOD POST WITH A MINIMUM

TOE NAIL WOOD BLOCK TO

SHOULDER

NORMAL

2'-0"

8"8"(TYP.)

SPLICE BOLT

14"

7"

22"

3'-7"

6'-0"

** 5'-0" OR AS SPECIFIED ON PLANS

** FOR PAVED SHOULDER WIDTHS OF AT LEAST 12', USE 3'-0".

B.L.T.

W.K.P. 1 17

DEPARTMENT DIRECTOR MICHIGAN DEPARTMENT OF TRANSPORTATION

OF

SHEET

PLAN DATEF.H.W.A. APPROVALCHECKED BY:

DRAWN BY:

Michigan Department of Transportation

BUREAU OF DEVELOPMENT STANDARD PLAN FOR

APPROVED BY:

APPROVED BY:

Kirk T. Steudle

BY

PREPARED

DESIGN DIVISION

DIRECTOR, BUREAU OF FIELD SERVICES

DIRECTOR, BUREAU OF DEVELOPMENTR-60-J

STEEL LINE POST

W6 x 9 OR W6 x 8.5

MGS-8, & MGS-8D

TYPES A, B, BD, T, TD,

GUARDRAIL,

7-26-2017


GUARDRAIL, TYPE BD

( WOOD POST )

BEAM ELEMENT LENGTH

12'-6" EFFECTIVE

POST SPACING

6'-3" TYPICAL

* 28"

GROUND LINE


6" x 8" WOOD LINE POST

GROUND LINE

WOOD OFFSET BLOCK

6" x 8"

WASHER UNDER NUT


8" 8" 8"(TYP.)

SPLICE BOLT

14"

7"

6'-0"

22"

3'-7"

NAIL

HOT-DIP ZINC COATED

A MINIMUM 3" LONG

TO WOOD POST WITH

TOE NAIL WOOD BLOCK


GUARDRAIL, TYPE B (OR BD)

( STEEL POST )

GROUND LINE

* 2

8"

POST SPACING

6'-3" TYPICAL

22"

(TYP.)

SPLICE BOLT

7"

6'-0"

3'-7"

14"

GROUND LINE

UNDER NUT

ROUND WASHER

POST BOLT WITH

FOR STEEL POST

WOOD OFFSET BLOCK

ROUTED 6" x 8"

BEAM ELEMENT

POST BOLT

BEAM ELEMENT LENGTH

12'-6" EFFECTIVE


172

MICHIGAN DEPARTMENT OF TRANSPORTATION

OF

SHEET

PLAN DATEF.H.W.A. APPROVAL


R-60-J

STEEL LINE POST

W6 x 9 OR W6 x 8.5

NUT

ROUND WASHER

FOR STEEL POST

ROUTED 6" x 8" WOOD BLOCK

STEEL LINE POST

W6 x 9 OR W6 x 8.5

(OPTIONAL)

GALVANIZING HOLE

2" TO 3"

MGS-8, & MGS-8D


GUARDRAIL,

7-26-2017

TOP

SIDEFRONT

WOOD OFFSET BLOCKS FOR GUARDRAIL, TYPE B AND TYPE BD

FOR USE ON WOOD POSTS

TOP

FRONT SIDE

FOR USE ON STEEL POSTS

WOOD POST STEEL POST

BEAM ELEMENT SPLICE DETAILS

1'-0•"

2"2" 4‚"4‚"

1„"

\ STEEL POST

POST BOLT SLOT

ƒ" x 2•"

\ POST BOLT SLOT

(TYP.)

SPLICE BOLT SLOT

x 1„"

1'-0•"

2"2" 4‚"4‚"

POST BOLT SLOT

ƒ" x 2•"

(TYP.)

SPLICE BOLT SLOT

x 1„"

\ WOOD POST

\ POST BOLT SLOT AND

3"

14"

7"

7"

1„"

ƒ" DIA. HOLE

+ „"-

\

14"

7"

7"

ƒ" DIA. HOLE

(SEE NOTES ON SHEET 16 OF 16)

173


OF

SHEET



R-60-J

8"

…"

6"

4‚" 3"3"8"

6"

MGS-8, & MGS-8D


GUARDRAIL,

7-26-2017


GUARDRAIL, TYPE T

( WOOD POST )


GUARDRAIL, TYPE TD

( WOOD POST )


GROUND LINE

* 34"

POST SPACING

6'-3" TYPICAL

BEAM ELEMENT LENGTH

12'-6" EFFECTIVE


HINGE POINT

SHOULDER

LINE

GROUND

WASHER UNDER NUT


2'-0"

8"8"(TYP.)

SPLICE BOLT

SHOULDER

NORMAL

7‰

"28"

7'-0"

4'-0

Ž"

22"

7†

"

22"

(TYP.)

SPLICE BOLT

7'-0"

4'-0

Ž"

8" 8"

7†

"

WASHER UNDER NUT



28"

7‰

"

8"

OFFSET BLOCK

6" x 8" WOOD

GROUND LINE

GROUND LINE

* 3

4"

POST SPACING

6'-3" TYPICAL

BEAM ELEMENT LENGTH

12'-6" EFFECTIVE




174


OF

SHEET



R-60-J

MGS-8, & MGS-8D


GUARDRAIL,

7-26-2017


GUARDRAIL, TYPE T OR TD

( STEEL POST )

BLOCK AND POST CONNECTION DETAILS

GUARDRAIL, TYPE B

GUARDRAIL, TYPE T

GUARDRAIL, TYPE B

GUARDRAIL, TYPE T

22"

(TYP.)

SPLICE BOLT

7'-0"

4'-0

Ž"

7†

"

28"

7‰

"

GROUND LINEFOR STEEL POST

WOOD OFFSET BLOCK

ROUTED 6" x 8" UNDER NUT

ROUND WASHER

POST BOLT WITH

BEAM ELEMENT

POST BOLT (TYP.)

NUT (TYP.)

(TYP.)

ROUND WASHER

GROUND LINE

* 34"

POST SPACING

6'-3" TYPICAL

BEAM ELEMENT LENGTH

12'-6" EFFECTIVE


TO WOOD OFFSET BLOCK

CONNECTING STEEL POST

POST BOLT

ROUTED WOOD OFFSET BLOCK

CONNECTING STEEL POST TO

POST BOLT




POST BOLT


CONNECTING STEEL POST

POST BOLT


175


OF

SHEET



R-60-J

STEEL LINE POST

W6 x 9 OR W6 x 8.5

FOR STEEL POST


(OPTIONAL)

GALVANIZING HOLE

2" TO 3"

STEEL LINE POST

W6 x 9 OR W6 x 8.5

MGS-8, & MGS-8D


GUARDRAIL,

7-26-2017

TOP

SIDEFRONT

WOOD OFFSET BLOCKS FOR GUARDRAIL, TYPE T AND TYPE TD


TOP

FRONT SIDE



THRIE BEAM ELEMENT SPLICE DETAILS

1'-0•"

2"2" 4‚"4‚"

1„"

\ STEEL POST

POST BOLT SLOT

ƒ" x 2•"

\ POST BOLT SLOT

(TYP.)

SPLICE BOLT SLOT

x 1„"

1'-0•"

2"2" 4‚"4‚"

POST BOLT SLOT

ƒ" x 2•"

(TYP.)

SPLICE BOLT SLOT

x 1„"

\ WOOD POST

\ POST BOLT SLOT AND

3"3"

8"

8"

…"

6"6"

4‚"

3"2

2"

1„"

ƒ" DIA. HOLE

+ „"-

\

ƒ" DIA. HOLE

7‰

"7

‰"

7†

"

22"

7‰

"7

‰"

7†

"


176


OF

SHEET



R-60-J

MGS-8, & MGS-8D


GUARDRAIL,

7-26-2017

( WOOD POST )


LINE

GROUND

HINGE POINT

SHOULDER

WASHER UNDER NUT


COATED NAIL

3" LONG HOT-DIP ZINC

WOOD POST WITH A MINIMUM

TOE NAIL WOOD BLOCK TO

SHOULDER

NORMAL

2'-8"

8"

14"

7"

25"

3'-4"




8"

14"

7"

25"

3'-4"

6'-0"


WASHER UNDER NUT


NAIL

HOT-DIP ZINC COATED

A MINIMUM 3" LONG

TO WOOD POST WITH

TOE NAIL WOOD BLOCK

GROUND LINE

GUARDRAIL, TYPE MGS-8D

( WOOD POST )

8"

8"8"

GUARDRAIL, TYPE MGS-8

177


OF

SHEET



R-60-J

6'-0"

MGS-8, & MGS-8D


GUARDRAIL,

7-26-2017

( STEEL POST )

25"

7"

6'-0"

3'-4"

14"

UNDER NUT

ROUND WASHER

POST BOLT WITH

NUT

ROUND WASHER

BEAM ELEMENT

POST BOLT

GROUND LINE

FOR STEEL POST

WOOD OFFSET BLOCK

ROUTED 6" x 8"

FOR STEEL POST


STEEL LINE POST

W6 x 9 OR W6 x 8.5

STEEL LINE POST

W6 x 9 OR W6 x 8.5

GUARDRAIL, TYPE MGS-8 (OR MGS-8D)

178


OF

SHEET



R-60-J

(OPTIONAL)

GALVANIZING HOLE

2" TO 3"

MGS-8, & MGS-8D


GUARDRAIL,

7-26-2017



POST BOLT



CONNECTING WOOD POST

POST BOLT

1„"

\ STEEL POST

BLOCK AND POST CONNECTION DETAILS

TOP

SIDEFRONT


TOP

FRONT SIDE


3"3"

…"

6"6"

4‚"

3"

14"

7"

7"

1„"

ƒ" DIA. HOLE

+ „"-

\

14"

7"

7"

ƒ" DIA. HOLE

WOOD OFFSET BLOCKS FOR GUARDRAIL, TYPE MGS-8 AND TYPE MGS-8D

8

8"

179


OF

SHEET



R-60-J


MGS-8, & MGS-8D


GUARDRAIL,

7-26-2017

6'-3" TYPICAL POST SPACING

12'-6" EFFECTIVE BEAM ELEMENT LENGTH

GROUND LINE

* 31"

TOP OF RAIL


28"

31"

GROUND LINE

34"

GROUND LINE

31"

30"

\ MGS POST

GUARDRAIL POST

\ EXISTING

\ MGS POST

GUARDRAIL POST

\ EXISTING

TYPE 1B, 2B OR 3B

APPROACH TERMINAL

OR GUARDRAIL

GUARDRAIL, TYPE BD

GUARDRAIL, TYPE B

1710


OF

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R-60-J

DETAIL A1, T1, T4, OR T6

GUARDRAIL ANCHORAGE, BRIDGE

GUARDRAIL ANCHORAGE, MEDIAN

GUARDRAIL, TYPE TD

GUARDRAIL, TYPE T

GUARDRAIL, TYPE MGS-8 OR MGS-8D

ELEVATION SHOWING POST SPACING FOR



MGS-8, & MGS-8D


GUARDRAIL,

BEAM ELEMENT LENGTH

12'-6" EFFECTIVE

BEAM ELEMENT LENGTH

9'-4•" EFFECTIVE

BEAM ELEMENT LENGTH

12'-6" EFFECTIVE

34'-4•" HEIGHT TRANSITION

W-BEAM ELEMENT

STANDARD (12'-6")

BEAM ELEMENT

MGS (9'-4•")

W-BEAM ELEMENT

STANDARD (12'-6")

BEAM ELEMENT LENGTH

9'-4•" EFFECTIVE

BEAM ELEMENT LENGTH

12'-6" EFFECTIVE


LENGTH

EFFECTIVE

6'-3"

W-BEAM ELEMENT

STANDARD (12'-6")

BEAM ELEMENT

MGS (9'-4•")

TRANSITION

THRIE BEAM

POST SPACING

6'-3" TYPICAL

POST SPACING

6'-3" TYPICAL

7-26-2017

GUARDRAIL APPROACH TERMINAL TYPE 1B, 2B, OR 3B

GUARDRAIL, TYPE B, GUARDRAIL, TYPE BD, OR

GUARDRAIL, TYPE MGS-8 OR MGS-8D TO

ELEVATION SHOWING TRANSITION DETAIL FOR CONNECTING

GUARDRAIL ANCHORAGE, BRIDGE DETAIL A1, T1, T4 OR T6

GUARDRAIL ANCHORAGE, MEDIAN,

GUARDRAIL, TYPE T, GUARDRAIL, TYPE TD,

GUARDRAIL, TYPE MGS-8 OR MGS-8D TO


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SHEET



28"

31"

GROUND LINE

34"

GROUND LINE

31"

30"

\ MGS POST

\ MGS POST

1711R-60-J

MGS-8, & MGS-8D


GUARDRAIL,

BEAM ELEMENT LENGTH

12'-6" EFFECTIVE

BEAM ELEMENT LENGTH

9'-4•" EFFECTIVE

BEAM ELEMENT LENGTH

12'-6" EFFECTIVE


W-BEAM ELEMENT

STANDARD (12'-6")

BEAM ELEMENT

MGS (9'-4•")

W-BEAM ELEMENT

STANDARD (12'-6")

BEAM ELEMENT LENGTH

9'-4•" EFFECTIVE

BEAM ELEMENT LENGTH

12'-6" EFFECTIVE


LENGTH

EFFECTIVE

6'-3"

POST SPACING

6'-3" TYPICAL

POST SPACING

6'-3" TYPICAL

7-26-2017

GUARDRAIL POST

\ EXISTING

GUARDRAIL POST

\ EXISTING

TRANSITION

THRIE BEAM

BEAM ELEMENT

MGS (9'-4•")

W-BEAM ELEMENT

STANDARD (12'-6")

TERMINAL TYPE 2M

GUARDRAIL APPROACH

GUARDRAIL, TYPE B

EXISTING

TERMINAL TYPE 2M

GUARDRAIL APPROACH

GUARDRAIL, TYPE T

EXISTING

GUARDRAIL APPROACH TERMINAL TYPE 2M

GUARDRAIL, TYPE B TO


GUARDRAIL APPROACH TERMINAL TYPE 2M

GUARDRAIL, TYPE T TO


thelenb

Rectangle

SECTION THROUGH BEAM ELEMENT

Œ"

1˜"

3‰" ˆ"

3‚"

-0 + „"

TOLERANCE

3‚

"

…" R

(TYP.)

1'-0‚

"

+

‰"

(TYP.)

•" R

SYMMETRICAL

ABOUT \

•" R

(TYP.) NE

UT

RA

L

AXI

S

1̂ "

10°

1712


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R-60-J

BEAM ELEMENT SPLICE DETAILS

1'-0•"

2"2" 4‚"4‚"

(TYP.)

SPLICE BOLT SLOT

x 1„"

\ SLOTTED HOLE

SLOTTED HOLE

ƒ" x 2•"

MGS-8, & MGS-8D


GUARDRAIL,

4‚"4‚" 2"4‚"4‚"2"

3'-1•"

\ OF POST BOLT SLOTS

3'-1•" 3'-1•"

(TYP.)

SPLICE BOLT SLOT

ž" x 1„"

(TYP.)

POST BOLT SLOT

ƒ" x 2•"

10'-5"

FRONT ELEVATION OF BEAM ELEMENT

4‚"4‚" 2"

13'-6•"

4‚"4‚"2"

3'-1•"

\ OF POST BOLT SLOTS

3'-1•" 3'-1•" 3'-1•"

(TYP.)

SPLICE BOLT SLOT

ž" x 1„"

(TYP.)

POST BOLT SLOT

ƒ" x 2•"

FRONT ELEVATION OF MGS (9'-4•") BEAM ELEMENT

7-26-2017

SECTION THROUGH THRIE BEAM ELEMENT

FRONT ELEVATION OF THRIE BEAM ELEMENT

4‚"4‚" 2"

13'-6•"

POST BOLT SLOT (TYP.)

ƒ" x 2•"

6'-3"

4‚"4‚"2"

6'-3"

SPLICE BOLT SLOT (TYP.)

x 1„"

> OF POST BOLT SLOTS

(FOR GUARDRAIL, TYPE T AND TD)

3‰" ˆ"

3‚"

-0 + „"

TOLERANCE

1˜"

3‚

"

Œ"

1„

"3‚

"

•" R

(TYP.)

1̂ "

10°

…" R

(TYP.)

(TYP.)

•" R

Œ"

1„

"3‚

"3‚

"

1'-8"

+

‰"

1713R-60-J


OF

SHEET



MGS-8, & MGS-8D


GUARDRAIL,

7-26-2017

4‚"4‚" 2"4‚"4‚"2"

7'-3•"

1'-6ƒ" 1'-6ƒ" 3'-1•"

1'-8"

+

‰"


ž" x 1„"


ƒ" x 2•"

6„

"4„

"

4‚"4‚" 2"4‚"4‚"2"

7'-3•"

1'-6ƒ" 1'-6ƒ" 3'-1•"

+

‰"

1'-0‚

"

1'-8"

+

‰"


ƒ" x 2•"


x 1„"

1714


OF

SHEET



R-60-J

4‚"4‚"2" 4‚"4‚" 2"

7'-3•"

1'-6ƒ"1'-6ƒ"3'-1•"

1'-8"

<

‰"6„

"4„

"

<

‰"

1'-0‚

"

<

‰"

1'-0‚

"


ƒ" x 2•"


ž" x 1„"

ASYMMETRICAL THRIE BEAM TRANSITIONSNOTE: ASYMMETRICAL TRANSITION TYPE WILL VARY BY LOCATION DEPENDING ON GUARDRAIL LAYOUT

THRIE BEAM TRANSITION

SECTION THROUGH


SECTION THROUGH


SECTION THROUGH


SECTION THROUGH


SECTION THROUGH


SECTION THROUGH


MGS-8, & MGS-8D


GUARDRAIL,

7-26-2017

TO GUARDRAIL, TYPE BD (OR TYPE TD)

DETAIL SHOWING TRANSITION FROM GUARDRAIL, TYPE B (OR TYPE T)

SPLICE BOLT AND POST BOLT

MINIMUM POST BOLT THREAD LENGTHAT BEAM ELEMENT SPLICE POSTS AND AT INTERMEDIATE POSTS

POST BOLTS, SPLICE BOLTS AND WASHERS

)

150'

METAL TAG

ROUND WASHER NUT

STANDARD WIDTH VARIABLE WIDTH (FIELD BEND)

8"

MA

X.

OF TRAFFIC

DIRECTION

OF TRAFFIC

DIRECTION

(TWO REQUIRED FOR TYPE TD)

(ONE REQUIRED FOR TYPE BD)

POST BOLT LENGTH 2'-10"

PAY ITEM: GUARDRAIL, TYPE BD (OR TD) GUARDRAIL, TYPE B (OR T)

PAY ITEM EACH SIDE:

APPROX. 6'-3"OFFSET BLOCKS (TYPE TD) 6" x 1'-0" x 1'-10"

OFFSET BLOCKS (TYPE BD) 6" x 1'-0" x 1'-3"

OFFSET BLOCKS (TYPE TD) 6" x 9" x 1'-10"

OFFSET BLOCKS (TYPE BD) 6" x 9" x 1'-3"

(TWO REQUIRED FOR TYPE TD)

(ONE REQUIRED FOR TYPE BD)

POST BOLT LENGTH 2'-4"

BOLT LENGTH MINIMUM THREAD LENGTH

18"

26•" 3"

9•" 1ƒ"

2•"

POSTBLOCK

OFFSET

POST BOLTS

NO. LENGTH

SPLICE BOLTS WASHERS

WOOD

WOOD

STEEL

STEEL

WOOD

STEEL

WOOD

STEEL

WOOD

STEEL

(ROUND)

NO

T

NE

ED

ED

AT I

NT

ER

ME

DI

AT

E

PO

ST

S

WOOD

WOOD

WOOD

WOOD

WOOD

WOOD

WOOD

WOOD

A

B

BD

T

TD

1

1

1

1

1

2

2

2

2

4

8

8

16

12

24

1

1

1

2

2

4

1

2

*

REQ'D (NO. REQ'D)(NO. REQ'D)

TYPE

GUARDRAIL

N/A

N/A

26•"

9•"

18"

2"

9•"

9•"

9•"

9•"

* 26•"

18"

(1‚" LONG)

EXTEND MORE THAN •" BEYOND NUT.

(OR TYPE T) TO GUARDRAIL, TYPE BD (OR TYPE TD). POST BOLTS SHALL NOT

* EXCEPT AS SPECIFIED ON DETAIL SHOWING TRANSITION FROM GUARDRAIL, TYPE B

AND 8 ON TYPE B END).

THRIE BEAM TRANSITIONS REQUIRE 20 SPLICE BOLTS EACH (12 0N TYPE T END

1‚" (SPLICE BOLT)

SEE CHART (POST BOLT)

1Š"

†"

“"Š"

•"

+ˆ

"

-

"

1„

"

†"

RECESS ONE OR BOTH SIDES

•" DIA. x ˆ" DEEP¤"1ƒ" DIAMETER

•" DIAMETER

1‚" •"

0.012" THICK

ƒ" DIA. HOLE

+ „

"

1•

" ƒ"

ƒ"

1" 3"

4" + „"

METAL TAG

EMBOSSED ƒ" HIGH ON THE

CURVED GUARDRAIL RADIUS

FOR CURVED GUARDRAIL WITH RADIUS OF 150' OR LESS 1715R-60-J


OF

SHEET



MGS-8, & MGS-8D


GUARDRAIL,

7-26-2017

MINIMUM POST BOLT THREAD LENGTHAT BEAM ELEMENT SPLICE POSTS AND AT INTERMEDIATE POSTS

POST BOLTS, SPLICE BOLTS AND WASHERS

STANDARD WIDTH VARIABLE WIDTH (FIELD BEND)

8"

MA

X.

OF TRAFFIC

DIRECTION

OF TRAFFIC

DIRECTION

APPROX. 6'-3"

BOLT LENGTH MINIMUM THREAD LENGTH

18"

26•" 3"

9•" 1ƒ"

2•"

POSTBLOCK

OFFSET

POST BOLTS

NO. LENGTH

SPLICE BOLTS WASHERS

(ROUND)

REQ'D (NO. REQ'D)(NO. REQ'D)

TYPE

GUARDRAIL(1‚" LONG)

WOOD

STEEL

WOOD

WOOD

1

216

2

* 26•"

9•"MGS-8D

WOOD

STEEL

WOOD

WOOD

1

18

1

1

9•"

18"MGS-8

1716


OF

SHEET



R-60-J

PAY ITEM: GUARDRAIL, TYPE MGS-8D

GUARDRAIL, TYPE MGS-8 TO GUARDRAIL, TYPE MGS-8D

DETAIL SHOWING TRANSITION FROM

OFFSET BLOCKS (TYPE MGS-8D) 6" x 1'-0" x 1'-2"

OFFSET BLOCKS (TYPE MGS-8D) 6" x 9" x 1'-2"

2'-4" FOR TYPE MGS-8D

POST BOLT LENGTH

2'-10" FOR TYPE MGS-8D

POST BOLT LENGTH

GUARDRAIL, TYPE MGS-8

PAY ITEM EACH SIDE:

NUT.

TO GUARDRAIL, TYPE MGS-8D POST BOLTS SHALL NOT EXTEND MORE THAN •" BEYOND

* EXCEPT AS SPECIFIED ON DETAIL SHOWING TRANSITION FROM GUARDRAIL, TYPE MGS-8

ON TYPE MGS END).

THRIE BEAM TRANSITIONS REQUIRE 20 SPLICE BOLTS EACH (12 0N TYPE T END AND 8

MGS-8, & MGS-8D


GUARDRAIL,

7-26-2017

OF TRAFFIC

DIRECTION

PLACEMENT OF GUARDRAIL REFLECTORS

ONE-WAY TRAFFIC

TWO-WAY TRAFFIC

GUARDRAIL

NOTES GOVERNING THE USE OF GUARDRAIL REFLECTORS

GUARDRAIL REFLECTOR

DIRECTION OF RAIL LAP

TWO-WAY TRAFFIC

ONE-WAY TRAFFIC

3"

2"

ƒ"•

"

(TYP.)

REFLECTORIZED SIDE FACING TRAFFIC

13 GAGE GALVANIZED

(0.0934") NOMINAL

2ƒ"

5"

‚" R

1•

"96° + 4°

OF TRAFFIC

DIRECTION

OF TRAFFIC

DIRECTION

OF TRAFFIC

DIRECTION

OF TRAFFIC

DIRECTION

TRAFFIC

SURFACE FACING

REFLECTORIZED GUARDRAILSEE NOTES BELOW

OF TRAFFIC

DIRECTION

GUARDRAIL

SEE NOTES BELOW

ADJACENT GUARDRAIL POSTS

IN OPPOSITE DIRECTIONS ON

PLACE GUARDRAIL REFLECTORS

OF TRAFFIC

DIRECTION

OF TRAFFIC

DIRECTION

GUARDRAIL

HEIGHT AND COMPATIBILITY WITH POST HOLES.

THE POST BOLT HOLES SHALL BE LOCATED TO ENSURE PROPER RAIL

DEPTH OF THE BLOCK SHALL BE AS SPECIFIED ON THIS STANDARD AND

BEVELS SPECIFIED. THE LENGTH (FRONT AND BACK FACE), WIDTH AND

A 1" BEVELED TOP MAY BE USED IN LIEU OF WOOD BLOCKS WITHOUT

WOOD OFFSET BLOCKS WITH •" BEVELS AT THE TOP AND BOTTOM OR

HEIGHT.

THE POST BOLT HOLES SHALL BE LOCATED TO ENSURE PROPER RAIL

DEPTH OF THE POST SHALL BE AS SPECIFIED ON THIS STANDARD AND

WOOD POSTS WITHOUT BEVELS SPECIFIED. THE LENGTH, WIDTH AND

WOOD POSTS WITH •" BEVELS AT THE TOP MAY BE USED IN LIEU OF

BENT SECTION WILL BE REQUIRED FOR EACH CURVED ELEMENT.

150' OR LESS. A TAG IDENTIFYING THE CURVATURE OF THE SHOP

BEAM ELEMENTS SHALL BE SHOP BENT TO PLAN RADIUS FOR CURVE RADII

GUARDRAIL.

SHOULD BE MEASURED FROM THE GROUND JUST IN FRONT OF THE

THE GUARDRAIL PANEL IS LOCATED BEHIND THE CURB THE RAIL HEIGHT

CLOSEST TO THE EDGE OF THE TRAVELED LANE. WHEN THE FACE OF

GUTTER PAN, WHICH IS THE POINT ON THE GUTTER PAN THAT IS

THE RAIL HEIGHT SHOULD BE MEASURED FROM THE FRONT EDGE OF THE

WHEN THE FACE OF GUARDRAIL IS PLACED FLUSH WITH FACE OF CURB,

GUIDE TO STANDARDIZED HIGHWAY BARRIER HARDWARE."

AGC-ARTBA JOINT COMMITTEE, TASK FORCE 13 PUBLICATION TITLED "A

DETAILS SPECIFIED ON THIS STANDARD ARE ACCORDING TO THE AASHTO-

NOTES:

GUARDRAIL ANCHORAGE, BRIDGE.

GUARDRAIL DEPARTING TERMINALS AND STANDARD PLAN R-67-SERIES FOR

GUARDRAIL APPROACH TERMINALS, STANDARD PLAN R-66-SERIES FOR

SEE STANDARD PLAN R-61-SERIES, R-62-SERIES OR R-63-SERIES FOR

1717


OF

SHEET



R-60-J

BY THE ENGINEER.)

REASONABLY LEVEL BEYOND THE SHOULDER HINGE POINT, AS DETERMINED

EMBEDDED FOR ADDED STABILITY. (NOT NECESSARY WHEN THE SLOPE IS

PLAN, 8'-0" POSTS SHALL BE PROVIDED, WITH THE ADDITIONAL LENGTH

THE SHOULDER HINGE POINT, RATHER THAN AS SPECIFIED ON THIS

WHEN THE PLANS SPECIFY GUARDRAIL (TYPE B OR T) TO BE PLACED ON

REGARDLESS OF ROADWAY LIGHTING.

1. GUARDRAIL REFLECTORS SHALL BE USED ON ALL STANDARD GUARDRAIL RUNS,

b) 25'-0" ON CURVES WITH A RADIUS LESS THAN 1150'.

1150' OR MORE.

a) 5O'-0" ON TANGENT SECTIONS AND CURVES WITH A RADIUS OF

2. GUARDRAIL REFLECTORS ARE TO BE SPACED AT THE FOLLOWING INTERVALS:

APPROPRIATE GUARDRAIL APPROACH TERMINAL STANDARD PLAN.

3. FOR GUARDRAIL REFLECTOR PLACEMENT ON APPROACH TERMINALS, SEE THE

GUARDRAIL DEPARTING TERMINAL.

4. A GUARDRAIL REFLECTOR IS TO BE PLACED ON THE SECOND POST FROM THE

PLACED ON THE UPPER POST BOLT.

5. ON GUARDRAIL, TYPE T AND TYPE TD GUARDRAIL REFLECTORS ARE TO BE

6. GUARDRAIL REFLECTORS SHALL MATCH COLOR OF EDGE LINE.

BY THE ENGINEER.)

REASONABLY LEVEL BEYOND THE SHOULDER HINGE POINT, AS DETERMINED

EMBEDDED FOR ADDED STABILITY. (NOT NECESSARY WHEN THE SLOPE IS

9'-0" POSTS SHALL BE PROVIDED, WITH THE ADDITIONAL LENGTH

SHOULDER HINGE POINT, RATHER THAN AS SPECIFIED ON THIS PLAN,

WHEN THE PLANS SPECIFY GUARDRAIL TYPE MGS-8 TO BE PLACED ON THE

MGS-8, & MGS-8D


GUARDRAIL,

7-26-2017


OF

SHEET


DRAWN BY:



APPROVED BY:

APPROVED BY:

Kirk T. Steudle

BY

PREPARED

DESIGN DIVISION


DIRECTOR, BUREAU OF DEVELOPMENT

RAILING

BRIDGE BARRIER

E3 JOINT

PO

ST 6

PO

ST 5

PO

ST 4

PO

ST 3

PO

ST 2

PO

ST 1

PLAN VIEW

15"

(4 SPACES) (3 SPACES)

3'-1•" POST SPACING

GUARDRAIL ANCHORAGE, BRIDGE, DETAIL T-1 (SEE NOTES, SHEET 7 OF 7)

25'-0"

10'-7•"

POST SPACING

6'-3"

3'-6" POST SPACING

1'-6ƒ"

ELEVATION VIEW

THRIE BEAM EXPANSION SECTION

BRIDGE BARRIER RAILING

THRIE BEAM TERMINAL CONNECTOR

34"

15"


3'-1•" POST SPACING 6'-3" POST SPACING

(2 SPACES)

TRANSITION

THRIE BEAM



3'-6" POST SPACING

1'-6ƒ"

31'-3"

10'-7•"

34"

28"33"

THRIE BEAM EXPANSION SECTIONTHRIE BEAM TERMINAL CONNECTOR

BRIDGE BARRIER RAILING

ELEVATION VIEW

(TO BE USED WITH GUARDRAIL, TYPE B)

(WITHOUT EXPANSION AT BACKWALL)

71R-67-G

BRIDGE, DETAILS

GUARDRAIL ANCHORAGE,


GUARDRAIL, TYPE T

GUARDRAIL, TYPE B

GUARDRAIL, TYPE MGS-8 *

INFORMATION)

FOR TYPE MGS-8 GUARDRAIL HEIGHT

(SEE STANDARD PLAN R-60-SERIES

34" TYPE T

(TO BE USED WITH GUARDRAIL, TYPE T & TYPE MGS-8)

ANCHORAGE, BRIDGE DETAILS T-1, T-4 & T-6

FROM GUARDRAIL, TYPE MGS-8 TO GUARDRAIL

SPACING AND GUARDRAIL LAYOUT TO TRANSITION

* SEE STANDARD PLAN R-60-SERIES FOR POST

AESTHETIC PARAPET TUBE, OR 3 TUBE WITH PICKETS

BRIDGE BARRIER RAILINGS, TYPE 4, 2-TUBE, 4-TUBE,

DETAILS FOR CONNECTING GUARDRAIL TO

8-9-2017

thelenb

Highlight


OF

SHEET



PO

ST 1

PO

ST 2

PO

ST 3

PO

ST 4

PO

ST 5

PO

ST 6

RAILING, TYPE 5

BRIDGE BARRIER

PLAN VIEW

E3 JOINT



TRANSITION

THRIE BEAM

(SEE NOTES, SHEET 7 OF 7)

GUARDRAIL ANCHORAGE, BRIDGE, DETAIL T-4

18'-9"

3'-6" POST SPACING

1'-6ƒ"

15"

ELEVATION VIEW

SPECIAL END SHOE

BRIDGE BARRIER RAILING, TYPE 5

30"

(WITHOUT EXPANSION AT BACKWALL)

DETAILS FOR CONNECTING GUARDRAIL TO BRIDGE BARRIER RAILINGS, TYPE 5


ELEVATION VIEW

33"

34"


SPECIAL END SHOE

30"


3'-1•" POST SPACING 6'-3" POST SPACING

(2 SPACES)

TRANSITION

THRIE BEAM

TRANSITION

THRIE BEAM



37'-6"

3'-6" POST SPACING

1'-6ƒ"

15"

28"

72R-67-G

BRIDGE, DETAILS



GUARDRAIL, TYPE T

GUARDRAIL, TYPE B






INFORMATION)



34" TYPE T


8-9-2017


OF

SHEET



PO

ST 1

PO

ST 2

PO

ST 3

PO

ST 4

PO

ST 5

PO

ST 6

RAILING, TYPE 4

BRIDGE BARRIER

PLAN VIEW

E3 JOINTEXPANSION JOINT

BRIDGE

(WITH EXPANSION AT BACKWALL)


ELEVATION VIEW


34"



34"

32"

16"


3'- 1•" POST SPACING

MAX (2 SPACES)

6'-3" POST SPACING

TRANSITION

THRIE BEAM



43'-9"

7'-10•" 6'-3" 12'-6"

3'-6"

MIN.

POST SPACING

1'-6ƒ"

ELEVATION VIEW

THRIE BEAM EXPANSION SECTIONTHRIE BEAM TERMINAL CONNECTOR


34"

16"



MAX


25'-0"

7'-10•" 6'-3" 12'-6"

POST SPACING

1'-6ƒ"

3'-6"

MIN.

28"

73R-67-G

BRIDGE, DETAILS


GUARDRAIL, TYPE B


GUARDRAIL, TYPE T







INFORMATION)



34" TYPE T

AESTHETIC PARAPET TUBE, OR 3 TUBE WITH PICKETS

BRIDGE BARRIER RAILINGS, TYPE 4, 2-TUBE, 4-TUBE,

DETAILS FOR CONNECTING GUARDRAIL TO

8-9-2017

thelenb

Highlight


OF

SHEET



DETAILS FOR CONNECTING GUARDRAIL TO FILLER WALLS

ELEVATION VIEW

ELEVATION VIEW

PLAN VIEW

APPROACH POST SPACING REQUIREMENTS

5

4

BOLTS TO FIRST POST

DISTANCE FROM ANCHOR7'-11ƒ" 11'-1‚"

4

4

5

3

4

3

POST SPACINGS

NUMBER OF 1'-6ƒ"

POST SPACINGS

NUMBER OF 3'-1•"

9'-6•" 12'-8"

FILLER WALL END BLOCK

PIER

BRIDGE

DEPTH 1'-3" FROM BRIDGE PIER.

POST CAN BE INSTALLED FULL

OMITTED WHEN FIRST ANCHORAGE

NOTE: FILLER WALL END BLOCK MAY BE

AND FILLER WALLS, SHEET 5 OF 7)

REQUIREMENTS FOR CONNECTING GUARDRAIL TO BRIDGE RAILINGS

INSTALL BOLTS THROUGH FILLER WALL (SEE CHART FOR BOLT

FIRST POST

BLOCKS LESS THAN 3'-0" LONG)

NOT REQUIRED FOR FILLER WALL END

ROUND WASHERS ON BACK (BOLTS ARE

POST BOLT WASHERS ON FRONT AND

TWO †" DIA. x 14" POST BOLTS WITH CONNECTOR

TERMINAL

THRIE BEAM

34"

PIER

BRIDGE

15"


(4 OR 5 SPACES) (3 OR 4 SPACES)

3'-1•"

SEE APPROACH POST SPACING REQUIREMENTS CHART


MIN.

1'-6"

37'-6"

POST SPACING

1'-6ƒ"

15" 3'- 1•" POST SPACING

TRANSITION

THRIE BEAM

(4 OR 5 SPACES) (3 OR 4 SPACES)

SEE APPROACH POST SPACING REQUIREMENTS CHART 6'-3" TYPICAL POST SPACING


MIN.

POST SPACING

1'-6ƒ"

1'-6"

43'-9"

PIER

BRIDGE

32"

CONNECTOR

TERMINAL

THRIE BEAM


ELEMENT AS SHOWN ABOVE.

3'-0" OR LONGER, BOLT BEAM

WHEN FILLER WALL END BLOCK IS

FIRST POST

32"

28"

74R-67-G

BRIDGE, DETAILS


GUARDRAIL, TYPE B


GUARDRAIL, TYPE T

6'-3" POST SPACING

(2 SPACES)






INFORMATION)



34" TYPE T


8-9-2017


OF

SHEET



RAILING TYPE 4

BRIDGE BARRIER

RAILING TYPE 5

BRIDGE BARRIER

AESTHETIC PARAPET TUBE

2 TUBE, 4 TUBE, OR

BRIDGE RAILING,

SECTIONS AT BRIDGE RAILINGS


BRIDGE RAILING, 4 TUBE OR

POST 3

RAILING, TYPE 5

BRIDGE BARRIER

POST 2 FOR

RAILING, TYPE 4

BRIDGE BARRIER

POST 2 FOR

RAILING, TYPE 5

BRIDGE BARRIER

POST 1 FOR

RAILING, TYPE 4

BRIDGE BARRIER

POST 1 FOR

POST 4 POST 5 POST 6

GUARDRAIL POST SECTIONS FOR GUARDRAIL ANCHORAGE, BRIDGE

GUARDRAIL TO BRIDGE RAILINGS & FILLER WALLS

BOLT REQUIREMENTS FOR CONNECTING

NUMBER REQUIRED.) WASHER DETAILS ARE SHOWN ON SHEET 6 OF 7.

AND SQUARE WASHERS ON BACK. (SEE CHART BELOW FOR LENGTHS AND

CONNECT GUARDRAIL TO BRIDGE RAILINGS WITH ROUND WASHERS ON FRONT

HIGH STRENGTH ‡" DIA. HEX HEAD BOLT AND NUTS SHALL BE USED TO

34"

(ROADWAY)

TOP OF SLAB

(ROADWAY)

TOP OF SLAB

30"

(ROADWAY)

TOP OF SLAB

34"


4 TUBE, DOES NOT APPLY TO

7" FOR 2 TUBE, 9" FOR

34"

OR SIDEWALK

TOP OF CURB


4 TUBE, DOES NOT APPLY TO

9" OR LESS FOR 2 TUBE AND

VARIABLE

(ROADWAY)

TOP OF SLAB

(WITH SIDEWALK)

(WITHOUT SIDEWALK OR BRUSH BLOCK)

6•"6•" 7‚"

8"8"

8" 8" 8"

6" 7"

1'-1

0"

3" 3"

1'-6" 3

Ž"

2†" 2†"

5…

"

1'-8"

2‚"

7•" 8"8"

8"

34"

1"1•"1‡"

NOTE: ADHESIVE ANCHORS SHALL BE SELECTED FROM THE QUALIFIED PRODUCTS LIST OF THE MATERIALS SAMPLING GUIDE.

SHALL BE AS SHOWN IN ELEVATION VIEWS.

BRIDGE RAILINGS SHALL BE THE SAME AS THAT SHOWN ON POST 6. POST SPACING

POST AND BLOCK SECTIONS FOR THE 2 TUBE, 4 TUBE, AND AESTHETIC PARAPET TUBE

NOTE:

TYPE 4

TYPE 5

2 TUBE

4 TUBE

FILLER WALL**

5

4

5

5

5

3. WHEN CONDITIONS PROHIBIT THE USE OF BOLTS.

**

BRIDGE RAILING BOLT LENGTHTHREAD LENGTH

MINIMUM

REQUIRED

NUMBER

THICKNESS THAN THE FILLER WALL EXTENSION.

1. AT OR NEAR THE JOINT LINE WHEN A FILLER WALL IS A DIFFERENT

WALL THICKNESS + 2"

WALL THICKNESS + 2"

WALL THICKNESS + 2"

‚" BEYOND THE NUT WHEN TIGHTENED.

SHORTER BOLT LENGTHS MAY BE USED PROVIDED THE BOLT EXTENDS

4"

4"

2"

2"

2"

2. IN EXISTING FILLER WALLS THICKER THAN 1'-6".

11•"

12•"

THROUGH THE FILLER WALL, IN THE FOLLOWING LOCATIONS:

GUARDRAIL TO FILLER WALLS WILL BE ALLOWED, INSTEAD OF BOLTING

THE USE OF ‡" DIA. ADHESIVE ANCHORED BOLTS EMBEDDED 8" TO ATTACH

AESTHETIC PARAPET

WALL THICKNESS + 2" 2" 5

75R-67-G

BRIDGE, DETAILS


8-9-2017


OF

SHEET



3…"

1˜"

1'-8"

+

‰"

NEUTRAL AXIS8•"


4"


x 1„" 4‚" 4‚" 2"

6‚"

1'-6ƒ"

AS THRIE BEAM ELEMENT

SAME CROSS SECTION

POST BOLT SLOTS

ƒ" x 2•"

7" 12'-6"

ƒ" x 3ƒ" SLOTTED HOLES SPACED AT 1'-6ƒ"

SLOTTED HOLE (TYP.)

x 5"

‡" DIA. BOLTS

ROUND WASHER FOR

•" DIA. HOLE

2‚" DIA.

’"

‡" DIA. BOLTS

SQUARE WASHER FOR

•" DIA. HOLE

‚"

3"

1•"

3"

1•

"

SPECIAL END SHOE

\ BEAM ELEMENT

\ x 5" SLOTS

3"+

2"

8•"

7‚"3"

MIN.

3…"

2'-6"

4"4"

(TYP.)

1" DIA. HOLES1˜"

4"

3…

"

BRIDGE RAILING

AVOID STEEL REINFORCEMENT IN

1" DIA. HOLES WHEN NEEDED TO

DRILL (DO NOT BURN) ADDITIONAL

1ƒ

"

3•

"3•

"

1ƒ

"

NEUTRAL AXIS

(OPTIONAL)

POST BOLT SLOT

ƒ" x 2•"

1'-0‚

"

+ ‚

"


7†

"6

‰"

6‰

"

(TYP.)

SPLICE BOLT SLOT

x 1„"

1'-8"

+

‰"

3…

"

3"+

3"8•"2"

(TYP.)

1" DIA. HOLES8"

2'-6"

7†

"7

†"

3…"

1˜"

NEUTRAL AXIS

(OPTIONAL)


ƒ" x 2•"7‚"

76R-67-G

BRIDGE, DETAILS


8-9-2017


OF

SHEET



77R-67-G

BRIDGE SPANS A BRIDGE EXPANSION JOINT.

SEE APPROPRIATE PLANS TO DETERMINE WHETHER GUARDRAIL ANCHORAGE,

FILLER WALL END BLOCK.

SEE THE CURRENT STANDARD PLAN R-55-SERIES FOR FILLER WALLS AND

SECTION.

THE ž" x 5" LONG SLOTTED HOLES IN THE THRIE BEAM EXPANSION

REQUIRE THAT THE THRIE BEAM TERMINAL CONNECTOR BE ATTACHED TO

GUARDRAIL ANCHORAGE, BRIDGE, DETAILS T-1, T-2, T-5, AND T-6

GUTTER AND DOWNSPOUT HEADER.

SEE THE CURRENT STANDARD PLAN R-32-SERIES FOR APPROACH CURB AND

CENTER PUNCH OR COLD CHISEL, SO THAT IT WILL NOT LOOSEN.

UPSETTING THE FIRST THREAD ON THE OUTSIDE OF THE NUT WITH A

THREAD EXTENDING BEYOND THE NUT. THIS SHALL BE FOLLOWED UP BY

AND SHALL FULLY ENGAGE THE SPLICE BOLT WITH A MINIMUM OF ONE

SECTION. THE SPLICE BOLT NUT SHALL BE INSTALLED FINGER-TIGHT

AND WHEN SPLICING THE SPECIAL END SHOE TO THE TRANSITION

BEAM TERMINAL CONNECTOR TO THE THRIE BEAM EXPANSION SECTION

STANDARD SPLICE BOLTS SHALL BE USED WHEN SPLICING THE THRIE

BE LAPPED IN EITHER DIRECTION.

TRAFFIC, EXCEPT FOR THE THRIE BEAM TERMINAL CONNECTOR WHICH MAY

GUARDRAIL BEAM ELEMENTS SHALL BE LAPPED IN THE DIRECTION OF

USE IN ANCHORAGE SHALL BE FIELD BENT.

SECTIONS OF THE THRIE BEAM ELEMENT REQUIRED TO BE TWISTED FOR

THEY SHALL NOT BE LIGHTER THAN 10 GAGE (0.138").

BE THE SAME MATERIAL AS ADJACENT RUN OF GUARDRAIL, EXCEPT THAT

THE THRIE BEAM TERMINAL CONNECTOR AND SPECIAL END SHOE SHALL

BE 7'-0" LONG.

ALL POSTS USED TO CONSTRUCT GUARDRAIL ANCHORAGE, BRIDGE SHALL

STANDARD.

PLAN R-60-SERIES, WHERE APPLICABLE, EXCEPT AS SPECIFIED ON THIS

THE CURRENT STANDARD SPECIFICATIONS AND TO THE CURRENT STANDARD

HARDWARE, (INCLUDING BOLTS, NUTS, AND WASHERS) SHALL CONFORM TO

ALL POSTS, OFFSET BLOCKS, BEAM ELEMENTS, REFLECTORS, AND

NOTES:

BRIDGE, DETAILS


8-9-2017

DIVERGE MERGE

FROM THE RIGHT AND NO OFFSET IN THE THROUGH LANES

TYPICAL FOR ALL 2-LANE MERGES EXCEPT WHERE THERE IS A MERGE

TYPICAL FOR ALL 2-LANE MERGES WITH NO OFFSET IN THE THROUGH LANES

TYPICAL FOR DIVERGING ROADWAYS WHEN WIDENING IS ON BOTH SIDES

TYPICAL FOR DIVERGING ROADWAYS WHEN WIDENING IS ON RIGHT SIDE

DELINEATION OF FREEWAY TO FREEWAY CONNECTIONS

TYPICAL FOR DIVERGING ROADWAYS WHEN WIDENING IS ON LEFT SIDE

( 9' OR 10' PAVED )

DELINEATOR REFERENCE POINTS FOR NORMAL 10' SHOULDERS

B.L.T.

W.K.P. 81R-127-F

DELINEATOR INSTALLATIONS

600' < EACH SIDE

600' <

EACH SIDE

BOTH ROADWAYS DELINEATOR REFERENCE POINT END OF MERGE LANE TAPER

END OF MERGE LANE TAPER

DELINEATOR REFERENCE POINTEND OF MERGE LANE TAPER

OF RAMP AND R

IGHT SIDE

OF TANGENT S

ECTION

DELINEATOR REFERENCE POINT

SPACING200'

TYP.BOTH ROADWAYS

DIVERGE LANE TAPER

BEGINNING OF

DIVERGE LANE TAPER

BEGINNING OF

DIVERGE LANE TAPER

BEGINNING OF


SPACING

200' TYP.

BOTH ROADWAYS

SPACING200' TYP.

BOTH ROADWAYSDELINEATOR REFERENCE POINT

WIDTH

SHOULDER

PAVED

SHOULDER

WIDTH

SHOULDER

PAVED

SHOULDER

AREA

SHOULDER

PAVED

AREA

SHOULDER

PAVED

* DELINEATOR REFERENCE POINT DELINEATOR REFERENCE POINT

SHOULDER WIDTH

PAVED

SHOULDER WIDTH

PAVED

*

22'

*

12'

8'

*

12'

8'

*

22'

DIVERGE LANE TAPER

BEGINNING OF

EACH SIDE600'

<

EACH SIDE

600' *

EACH SIDE600' *

WILL BE INCREASED TO 24'.

THE WIDTH OF THE PAVED GORE

FROM THE EDGE OF TRAVELED WAY.

IS 12', PLACE DELINEATOR 14'

WHEN THE PAVED SHOULDER WIDTH

TRAVELED WAY

EDGE OF

EDGE OF TRAVELED WAY

TRAVELED WAY

EDGE OF


OF

SHEET


DRAWN BY:


DIRECTOR, BUREAU OF DEVELOPMENT



APPROVED BY:

APPROVED BY:

Kirk T. Steudle

BY

PREPARED

DESIGN DIVISION

200' TYPICAL SPACING (YELLOW DELINEATORS)

200' TYPICAL SPACING (YELLOW DELINEATORS)

200' TYPICAL SPACING (WHITE DELINEATORS)

WHITE SHEETING DELINEATOR

YELLOW SHEETING DELINEATOR

8-8-2017

INTERCHANGE DELINEATION

82R-127-F


END OF ACCELERATION LANE TAPER


BEGINNING OF DECELERATION LANE TAPER


REFERENCE POINT

DELINEATOR

IN

TE

RC

HA

NG

E

AR

EA

(TYPICAL)

DELINEATOR OVERLAP

SEE NOTES FOR

LANE TAPER

DECELERATION

BEGINNING OF

LANE TAPER

END OF ACCELERATION

REFERENCE POINTS

DELINEATOR

300'

MI

N.

500'

MIN.

IS LESS THAN 1000' (TYPICAL)

RIGHT-CURVING RAMP WHEN RADIUS

DELINEATORS ALSO ON THE LEFT OF

100'100'

100'

DELINEATORS AT ALL LOCATIONS

3" x 12" YELLOW SHEETING

THAN OR EQUAL TO 480', USE

WHEN THE RAMP RADIUS IS LESS


OF

SHEET



(BOTH SIDES OF ROADWAY)

RED ON BACK

5 DELINEATORS WITH


RED ON BACK

5 DELINEATORS WITH

8-8-2017

thelenb

Polygon

DIVIDED HIGHWAY & MEDIAN CROSSOVER

REST AREA & WEIGH STATION

83R-127-F


AT INTERSECTIONS

(FREEWAYS AND FREE ACCESS)

MEDIAN CROSSOVER DIRECTIONAL CROSSOVER

CURB RETURN OR SPRING POINT.

NOTE: BEGIN OR END DELINEATORS AT4 SPACES AT 100'

EN

D

OF

AC

CE

LE

RA

TI

ON

LA

NE

BE

GI

N

DELI

NE

AT

OR

REFERE

NCE P

OI

NT

DE

CE

LE

RA

TI

ON

LA

NE

DELI

NE

AT

OR

REFERE

NCE P

OI

NT

MIN. MIN.

300' 300'

DELINEATOR FACE

DELINEATOR FACERADIAL

DELINEATOR FACE

RADIAL

DELINEATOR

FACE

TANGENT

90°

90°

RURAL TWO-LANE TWO-WAY ROADWAYS (OPTIONAL)


OF

SHEET



AT INTERSECTIONS

4 SPACES AT 100'

FOR ONE WAY TRAFFIC

ON HORIZONTAL CURVES

DELINEATOR ORIENTATION


RED ON BACK

5 DELINEATORS WITH

8-8-2017

pikkaw

Rectangle

LEGEND

DELINEATORS INSTALLED ON FLEXIBLE POSTS

DELINEATORS INSTALLED ON RIGID STEEL POSTS

THROUGH ROADWAY CURVES

DELINEATOR LOCATION ON

TWO LANE TWO WAY ROADWAY CURVES

DELINEATOR LOCATION ON

ON HORIZONTAL CURVES

SPACING OF DELINEATORS

84R-127-F


SPACING BEYOND

(SEE CHART) (SEE CHART)

(SEE CHART)

SPACING BEYOND

SPACING IN ADVANCE

SPACING IN ADVANCE

(SEE CHART)

SPACING BEYOND(SEE CHART)

SPACING IN ADVANCE

(SEE CHART)

SPACING BEYOND

(SEE CHART) (SEE CHART)

SPACING IN ADVANCE

SPACING ON CURVE

SPACING ON CURVE

SPACING ON CURVE

(SEE CHART)

(SEE CHART)

(SEE CHART)

SPACING ON CURVE

(SEE CHART)

FOR RADII GREATER THAN 1900'

MEDIAN DELINEATORS NOT REQUIRED

NOTE:

400' MAXIMUM SPACING ON TANGENT AND CURVES WITH A RADIUS GREATER THAN 3500'

200' MAXIMUM SPACING IN INTERCHANGE AREAS

100' MAXIMUM SPACING ON INTERCHANGE RAMPS

200' MAXIMUM SPACING IN MERGE OR DIVERGE AREAS OF MAJOR ROADWAYS


200' MAXIMUM SPACING IN INTERCHANGE AREAS


200' MAXIMUM SPACING IN MERGE OR DIVERGE AREAS OF MAJOR ROADWAYS


3,500 175 300 300 300

3,000 160 300 300 300

2,865 160 300 300 300

2,500 150 300 300 300

2,000 130 260 300 300

1,910 130 260 300 300

1,800 125 250 300 300

1,600 120 240 300 300

1,435 110 220 300 300

1,400 110 220 300 300

1,150 100 200 300 300

1,000 90 180 270 300

820 80 160 240 300

800 80 160 240 300

640 75 150 225 300

600 70 140 210 300

500 65 130 195 300

480 60 120 180 300

385 55 110 165 300

300 50 100 150 300

275 45 90 135 270

230 40 80 120 240

195 35 70 105 210

145 30 60 90 180

100 20 40 60 120

(FEET)

RADIUS

(FEET)

ON CURVE

SPACING

(NOT TO EXCEED 300')

(FEET)

AND BEYOND CURVE

SPACING IN ADVANCE

(2 x "S")

1ST SPACE

(3 x "S")

2ND SPACE

(6 x "S")

3RD SPACE

("R") ("S")

THE CURVE IN FEET.

S = 3 R - 50 WHERE "R" IS THE RADIUS OF

THE SPACING "S" IS FOUND USING THE FORMULA

WHITE DELINEATORS:

YELLOW DELINEATORS:

BACK TO BACK WHITE DELINEATORS:

RED DELINEATORS ON BACK OF WHITE DELINEATORS

RED DELINEATORS ON BACK OF YELLOW DELINEATORS

3" x 12" WHITE SHEETING DELINEATORS:

3" x 12" YELLOW SHEETING DELINEATORS:

(OR RADIAL) TO ROADWAY.

DELINEATOR FACE SHALL BE INSTALLED PERPENDICULAR

SAFETY ENGINEER.

LESS, OR AS DIRECTED BY THE REGION/TSC TRAFFIC AND

ROADWAY HORIZONTAL CURVES WITH A RADIUS OF 1910' OR

DELINEATORS SHALL BE PLACED ON TWO LANE TWO WAY

NOTE:

3" x 12" RED SHEETING ON BACK OF 3" x 12" WHITE SHEETING DELINEATORS

3" x 12" RED SHEETING ON BACK OF 3" x 12" YELLOW SHEETING DELINEATORS

GREEN DELINEATORS


OF

SHEET



BACK TO BACK 3" x 12" WHITE SHEETING DELINEATORS

400' MAXIMUM SPACING ON TANGENT AND CURVES WITH A RADIUS GREATER THAN 3500'

100' MAXIMUM SPACING ALONG RIGHT TURN LANES

8-8-2017

pikkaw

Rectangle

85R-127-F


1

65

4

2

89

3

OF TRAFFIC

DIRECTION

7

OUTSIDE EDGE OF TRAVELED LANE

1

2

3

4

5

6

7

8

1'

1'

OF TRAFFIC

DIRECTION OUTSIDE EDGE OF TRAVELED LANE

6 7 8 954321

1'

OF TRAFFIC


OF TRAFFIC


(SRT)

GUARDRAIL APPROACH TERMINAL TYPES 1B & 1T

(FLEAT)


GUARDRAIL DEPARTING TERMINAL TYPES B & T

1'

(ET OR SKT)


GREEN DELINEATORS AT GUARDRAIL INSTALLATIONS


OF

SHEET



8-8-2017

86R-127-F


MAINTENANCE CROSSOVER

INTERSECTION

YARDS AND FIELDS

AT CATCH BASINS IN

CURB & GUTTER AND CATCH BASINS

CURB & GUTTER RUN

EACH END OF

OR TAPER (TYP)

START OF PAVED DECELERATION LANE

1'

1'

CURB & GUTTER RUN

EACH END OF

1'

1'

GREEN DELINEATOR LOCATIONS


OF

SHEET



8-8-2017

CURBSHOULDER

ON RIGID STEEL POST

INSTALLATION OF DELINEATORS

RIGID STEEL POST DETAIL

ON FLEXIBLE POST

REFLECTIVE SHEETING

INSTALLATION OF

ELEVATION

EDGE OF PAVEMENT

1"

4

ELEVATION

EDGE OF PAVEMENT

BY THE MANUFACTURER

DEPTH AS RECOMMENDED

FLUSH WITH POST TOP

HEAD-MOUNT APPROX.

TOP OF DELINEATOR

FLUSH WITH POST TOP

HEAD-MOUNT APPROX.

TOP OF DELINEATOR

(1

8

RE

QUI

RE

D)

7'-

0"

< 1"

MIN.

4'-

0"

<

4'-

0"

<

4'-

0"

<

+ 2'-0" (MIN.)

NORMAL SHOULDER

2'-0"

POST

SHALL BE 1" BELOW TOP OF

TOP OF REFLECTIVE SHEETING

+ 2'-0" (MIN.)

NORMAL SHOULDER

“"

DI

AM

ET

ER

HO

LE

S

AT

1"

O.

C.

.382"

2.25"

.852"

.8

71"

X

Y

NOMINAL WEIGHT = 1.12 LBS/FT

X-X AXIS = 0.031 in.

MINIMUM MOMENT OF INERTIA ABOUT


OF

SHEET



87R-127-F


DELINEATOR REFLECTOR DETAIL

3"

12"

1•

"

1•"

(TYP.)

‚" DIA. HOLE

(TYP.)

ƒ" R

8-8-2017

88R-127-F



OF

SHEET



8-8-2017

EXCEED 528'.

OBSTACLES PREVENT DELINEATOR PLACEMENT. FINAL SPACING SHALL NOT

SPACING MAY BE ADJUSTED IN THE FIELD WHERE DRIVEWAYS OR OTHER

PRESENT.

AND DIVIDED HIGHWAYS WHERE NO CABLE BARRIER OR OTHER DELINEATION IS

CONSIDER PLACING YELLOW DELINEATORS ON THE LEFT SIDE OF FREEWAYS

MOUNTED ENHANCED DELINEATORS IS RECOMMENDED.

MOUNTED DELINEATOR PLACEMENT, INSTALLATION OF GUARDRAIL OR BARRIER

APPROACH TERMINALS. IF TERRAIN OR OTHER FACTORS PROHIBIT POST

BARRIER IS PRESENT. DO NOT PLACE DELINEATORS BEHIND GUARDRAIL

DELINEATOR PLACEMENT SHOULD CONTINUE WHERE GUARDRAIL OR CONCRETE

ON THE LEFT.

ON LEFT DECELERATION AND ACCELERATION LANES, USE YELLOW DELINEATORS

FACE SIDE OR THE POST SIDE.

PLAN. CRIMP TYPE COLLAR MAY BE SWAGED ON EITHER THE DELINEATOR

DELINEATOR TO POST ATTACHMENT SHALL BE AS SPECIFIED ON THIS STANDARD

TERMINAL AND END ‚ MILE IN ADVANCE OF THE DECELERATION LANE.

FACE WRONG-WAY TRAFFIC MOVEMENTS. PLACEMENT SHALL START AT RAMP

RED DELINEATORS SHALL BE LOCATED ON THE BACK OF RAMP DELINEATORS TO

ARE LIGHTED.

ON ALL RAMPS AT RURAL INTERCHANGES, WHETHER OR NOT THE INTERCHANGES

INTERCHANGES WHERE FIXED SOURCE LIGHTING EXISTS, BUT SHALL BE PLACED

DELINEATORS SHALL BE OMITTED ALONG THE THROUGH ROADWAY BETWEEN

OVERLAPPED A MINIMUM OF TWO UNITS.

DELINEATION ON THE OTHER SIDE APPEARS, THE DELINEATORS SHOULD BE

WHERE DELINEATION ON ONE SIDE OF THE ROADWAY OR RAMP ENDS AND

RAMP WITH A RADIUS OF 1000' OR LESS.

DELINEATORS SHALL ALSO BE PLACED ON THE LEFT FOR A RIGHT-CURVING

ON RAMPS, WHITE DELINEATORS SHALL BE PLACED ON THE RIGHT AND YELLOW

THIS STANDARD PLAN, OR WHERE DIRECTED BY THE ENGINEER.

CURRENT SPECIFICATIONS AND INSTALLED AT ALL LOCATIONS SPECIFIED ON

FLEXIBLE POST DELINEATORS SHALL BE INSTALLED ACCORDING TO THE

BE PLACED BEHIND GUARDRAIL.

GUARDRAIL POST. DELINEATORS INSTALLED ON FLEXIBLE POSTS SHALL NOT

2'-0" BEYOND THE FACE OF A BARRIER CURB, OR IMMEDIATELY BEHIND THE

DELINEATORS SHOULD BE PLACED 2'-0" BEYOND THE NORMAL SHOULDER,

NOTES:

pikkaw

Highlight

pikkaw

Highlight

pikkaw

Highlight

pikkaw

Highlight

pikkaw

Highlight

LIFTING DEVICE

STRAND

SIZE

NO. OF

STRANDS

2

2

2

3

3

3

20 TONS

40.5 TONS

27 TONS

36 TONS

30 TONS

54 TONS

PRESTRESSING STRAND

E

E

SECTION E-E

1'-

11"

TY

PE I

2'-

7"

TY

PE II

3'-

4"

TY

PE III

4'-

1"

TY

PE I

V

6"

1'-0"

1'-0"

6"

1'-4"

3" 3"

5"

5"

2'-4"

3"4"

11"

1'-6"

2" 2"

1'-4"

1'-8"

7"

2" 2"

1'-10" 2'-2"

8"

3"

3'-0"

6"

6"

6"

1'-3"

7"

3'-9"

7"

1'-7"

4'-6"

8"

8"

6"

1'-11"

9"

2'-4"

3'-0"

3'-9"

4'-6"

1'-0"

5"5"2"

1

1

1'-4"

2"7" 7"

1'-8"

12

1'-0"

5"5"2"

5 SPA @ 7 SPA @ 9 SPA @

2"= 1'-6"2"= 1'-2"2"= 10"

1'-4"

3" 3"5 SPA @

2"= 10"

1'-6"

2" 2"7 SPA @

2"= 1'-2"

2" 2"

1'-10"

9 SPA @

2"= 1'-6"

2'-2"

TYPE I TYPE II TYPE III TYPE IV

TYPE I TYPE II TYPE III TYPE IV

SECTION A-A(28" BEAM) (36" BEAM) (45" BEAM) (54" BEAM)

(28" BEAM) (36" BEAM) (45" BEAM) (54" BEAM)

SECTION B-B

SHOWING STRAND ARRANGEMENT AT END FACE

MARK

TYPE

NO.REQ.

a

b

c

d

f

g

G

h

J

K

M

N

R

T

V

Z

APPROX.

WEIGHT

BEAM DIMENSIONS

A

A

R R

4"

G

4"

@ 3"

V V

BOND BREAKERS FOR LOW RELAXATION STRANDS

y12"

BOTT./SOLE PLATE

ELEVATION

A

SHOWING STRAND LOCATIONS AT MIDSPAN

END BLOCK DETAIL

E

X

Y

a SPA.

L

5"

E

f SPA. @ Z

h STRANDS FOR X

Y

TOP ROW DRAPED STRANDS

B

BBOTT./FORM

h STRANDS FOR X

f SPA. @ Z

M N

1'-2"

INSE

RTS

FO

R

DEPE

NDE

NT

BA

CK

WALL

POSITION

DOWEL DETAIL

(TYP.)

2"

b SPA.@ J c SPA. @ K

a SPA.@ 3" b SPA.@ J

5"

2" 2"

DOWN POINTS

STRAND HOLD

END

THIS

MARK

MIN.

1'-0"

DEBONDED STRAND FOR LOW RELAXATION STRAND

BEAM WT.

9"

3"

3"

3"

3"

L'

\ INSERTS 2" \ INSERTS

U

I

DIAPHRAGM

\ END

SECURELY

CLAMP

TIE OR

ALLOWABLE

LOW RELAXATION STRAND LOCATION

! INSERT

CONTINUOUS

CONCRETE INSERT DETAILS

!

INSERTS

STAGGERED

REINFORCEMENT (TYP.)

\ THREADED

L'*

L*

**

*

\ INTERMEDIATE DIAPHRAGM

P

Q**

P

2 SP

A.

@

Q

d SPA. @ I

SPA. @ 1'-6" = Ug

12"

BOTT./SOLE PLATE

BOTT./FORM

y'

3"

3"

2

2"

12

2"

34

5

12

2"

34

5

12

2"

34

5

12

2"

34

5

12

2"

34

5

T - (FINAL CENTER TO CENTER OF BEARING)

MEASURED ALONG BEAM \.

FORMING DIMENSION. IF L OR L'

BEAMLINE

y'y

SHIMS

LAYERS

GG

THICKNESS

(L) PARALLEL TO BEAM

(W) PERPENDIC. TO BEAM

SPAN

ELASTOMERIC PAD AND SHIM DIMENSIONS

PIER

SPAN

PIER

SPAN

PIER

SPAN

ABUTABUT PIER PIER PIER

@ @ @ @

@ @ @ @

@ @ @ @

@ @ @ @

ABUT PIER

SPAN

y'yPIER PIER

SPAN

y'yPIER PIER

SPAN

y'yPIER ABUT

SPAN

SOLE PLATE TILT TABLE

SECTION A-A

1'-

0"

SECTION B-B

VA

RI

ES

TY

PE

S I

& II

TY

PE

S III

& I

V1'-

6"

1'-0"

1'-

6"

6"

6"

3"

2"

MI

N.

1•

"

1•

"

2ƒ

"

1•" (TYP.)

*

BOTTOM TOP

1 2 3 4 5

TY

PE

STRAND LOCATION TABLE

28 DAY AT RELEASE

BOTTOM

1 2 3 4 5

SP

AN

(PSI)

COMPRESSIVE STRENGTH

REQUIRED CONCRETE

NU

MB

ER

TO

TA

L

(SECTION A-A)

END FACE

(SECTION B-B)

MIDSPAN

OMIT INSERTS ON OUTSIDE OF FASCIA BEAMS EXCEPT AT ABUTMENTS WITH DEPENDENT BACKWALLS.

ERECTED.

ANGLE PRIOR TO INSTALLATION. BENT REINFORCEMENT MAY REQUIRE INSTALLATION BEFORE BEAM IS

STAGGERED. THREADED REINFORCEMENT FOR STAGGERED INSERTS SHALL BE BENT TO THE REQUIRED !

CONCRETE INSERTS AT ENDS OF BEAM SHALL BE STAGGERED AND AT MIDSPAN MAY BE CONTINUOUS OR

CONTINUOUS HOLES IN BEAM WEB SHALL BE 1•"! AND MAY BE USED AT ENDS AND AT MIDSPAN.

ON THE INTERIOR OF FASCIA BEAMS ONLY. ALL OTHER BEAMS MAY USE INSERTS OR CONTINUOUS HOLES.

CONCRETE INSERTS SHALL BE REQUIRED AT MIDSPAN, PIERS AND INDEPENDENT BACK WALL BRIDGES

7" MIN.

LIFT DEVICE

6

5

SP

A

@

2"

= 1

0"

2

3"

2"

12

3"

2"

6

5

SP

A

@

2"

= 1

0" 6

5

SP

A

@

2"

= 1

0"

9" 9"2"

2"2"

6

5

SP

A

@

2"

= 1

0"

11 SPA @

2"= 1'-10"

2"2"

2"= 1'-10"

6

11 SPA @

66

5

SP

A

@

12

2"

34

56

5

SP

A

@

12

2"

34

56

5

SP

A

@

12

2"

34

56

5

SP

A

@

3

2"

= 4"

2

SP

A.

@

2"

=

10"

2"

=

10"

2"

=

10"

2"

=

10"

1 2 3

EL BAR

EL BAR

0.6" DIA. - 44,000 LBS. PRESTRESS


PRESTRESSING STRANDS SHALL BE GIVEN AN INITIAL PRESTRESS AS FOLLOWS:

INSTALLATION OF INSERTS IS NOT ALLOWED.

FORM, TYPE C 12; MEADOW BURKE, TYPE CT-2; OR EQUAL. INSERTS SHALL BE CAST WITH THE BEAMS. FIELD

CONCRETE INSERTS SHALL BE 1" DIAMETER; DAYTON SUPERIOR, TYPE B-1 STANDARD OR TYPE B-18; WILLIAMS

B-101-SERIES. INSERTS SHALL BE CAST WITH THE BEAMS. FIELD INSTALLATION OF INSERTS IS NOT ALLOWED.

CONCRETE INSERTS FOR DRAIN CASTING ASSEMBLY BRACKETS SHALL BE AS CALLED FOR ON STANDARD PLAN

ACCORDANCE WITH AASHTO M 111, AS POSITION DOWELS FOR PRECAST BEAMS.

USE NON-DEFORMED STEEL RODS IN ACCORDANCE WITH AASHTO M 270 GRADE 36 AND HOT-DIP GALVANIZED IN

GRADE 36.

STEEL FOR SOLE PLATES AND OTHER BEARING COMPONENTS SHALL MEET THE REQUIREMENTS OF AASHTO M 270

SUCH AS TRAFFIC SIGNALS/SIGN SUPPORTS.]

PRODUCTS LIST. [USE FOR ADHESIVE ANCHORS IN SUSTAINED, TENSILE-LOAD-ONLY OVERHEAD APPLICATIONS

ADHESIVE ANCHORS SHALL USE A NON-SHRINK GROUT (WHICH IS CEMENTITIOUS) LISTED IN MDOT'S QUALIFIED

REPAIRED AT THE CONTRACTOR'S EXPENSE AND APPROVED BY THE ENGINEER.

DETAILED ON TRAFFIC & SAFETY SIGN SUPPORT SPECIAL DETAILS. ANY DAMAGE TO THE BEAMS SHALL BE

FIELD DRILLING SHALL BE ALLOWED FOR SIGN SUPPORT ANCHORS ONLY. LOCATION OF ANCHORS SHALL BE AS

GALVANIZED OR EPOXY COATED.

ITEMS CAST INTO THE BEAMS TO FACILITATE BRIDGE CONSTRUCTION (FORMING, FINISHING, ETC.) SHALL BE

END BLOCKS ARE (REQUIRED) (OPTIONAL).

TOTAL ESTIMATED CHANGE OF LENGTH OF BOTTOM FLANGE AT TRANSFER OF PRESTRESS FORCE IS __".

REQUIREMENTS OF AASHTO M203 (ASTM A416), GRADE 270, LOW RELAXATION STRAND.

PRESTRESSING STRAND SHALL BE 0.6" NOMINAL DIAMETER (OR 0.5" NOMINAL DIAMETER) MEETING THE

BE CAST WITH THE BEAMS. FIELD INSTALLATION OF INSERTS IS NOT ALLOWED.

FORM, TYPE C 12 OR TYPE C -19; MEADOW BURKE, TYPE CT-2 OR TYPE CX-4; OR EQUAL. INSERTS SHALL

CONCRETE INSERTS SHALL BE ƒ" DIAMETER; DAYTON SUPERIOR, TYPE B-1 HEAVY OR TYPE B-18; WILLIAMS

THE BEAM ONLY AND IS MEASURED IN THE ERECTED POSITION.

THE ESTIMATED BEAM CAMBER AT RELEASE IS __". THIS CAMBER IS DUE TO PRESTRESS AND DEAD LOAD OF

BUCKLING IS 1.2 OR LESS.]

ARE NOT DAMAGED DURING HANDLING AND TRANSPORTATION. [USE WHEN FACTOR OF SAFETY FOR LATERAL

BEAMS IN SPAN(S) __ MAY BE LATERALLY UNSTABLE. PRECAUTIONS SHALL BE TAKEN TO INSURE THAT BEAMS

MISCELLANEOUS QUANTITIES

______ Sin Bearing, Elastomeric, __ inch

______ Ft Prest Conc I Beam, Furn, __ inch

______ Ft Prest Conc I Beam, Erect, __ inch

NOTES:


PLAN REVISIONS

NO.

DATE AUTH

DESCRIPTION NO.

DATE AUTH

DESCRIPTION

DRAWN BY:

CHK'D BY:

FILE:

CORR BY:

DATE:

DESIGN UNIT:

TSC:

CS:

JN:

DRAWING SHEET

NO SCALE

PRESTRESSED CONCRETE

I-BEAM DETAILS

PC-1M (08-23-2017)

"Prest Conc I Beam, Furn, __ inch".

THREADING OF REINFORCEMENT AND INSTALLATION INTO CONCRETE INSERTS IS INCLUDED IN THE BID ITEM

"Prest Conc I Beam, Erect, __ inch".

LIFTING DEVICES SHALL BE REMOVED AFTER BEAMS ARE ERECTED. REMOVAL IS INCLUDED IN THE BID ITEM

ED4 BAR

EA1 BARS #6

(4 REQUIRED FOR TYPE III & IV)

OMIT 1 INTERIOR BAR)

(3 REQUIRED FOR TYPE I & II,

* EA1 BARS #6

ARE REQUIRED)

6 OR MORE BARS

ONLY, WHERE

(TYPE III & IV

EA2 BARS #6

ED4 BAR

EA1 BARS

EA BAR

ED2 BAR

SHEAR AND FLEXURE)

WHEN REQUIRED FOR

(USE THESE BARS

(2 OR 4 REQUIRED)

EA3 BARS #8

ED4 #4

ED1#4ED1#4

ED2#4

EL1#4EL2#4EL1#4 EL2#4 EL2#4

ED

1

BA

RS

4•

"7•

"

ƒ" CHAMFER

1•

"!

IS COMPUTED TO BE BETWEEN -•"

& +•" USE L=0 OR L'=0.

TYPE IV Q=1'-10"

TYPE III Q=1'-5•"

TYPE II Q=1'-1"

TYPE I Q=9"

…"

‹"

•"

…"

‹"

•"

BEAM TYPEBAR DIM.

I II III IV

A

Y-3"

EA1#6

ED1#4

BAR DIMENSIONS

EA2#6

EA3#8

A

A

Y-3"

--

Y-3"

Y-3"

--

Y-3"

Y-3"

Y-3"

Y-3"

Y-3"Y-3"

A 4" 4" 6" 6"

4" 6" 6"B 10"

4" 4" 6"C 6"

4" 4" 6"D 6"

E

4" 6"F

G

5†"

5†"

4"

5†"

5†"

8•"

8•"

6"

8•"

8•"

A

B

3'-4" 4'-0" 4'-9" 5'-6"

2•" 2•" 3•" 4•"

ED2#4A

B 11•"

3" 3"

1'-3•"

5" 5"

1'-7•" 1'-11•"

ED3#3A

B 3•"

1'-0" 1'-2" 1'-4" 1'-5"

3•" 5•" 5•"

ED4#4A

B

2"

8"

4"

8"

5"

1'-0"

6"

1'-4"

A

B

C

D

E

F

G

H

J

11•" 1'-3•" 1'-7•" 1'-11•"

3•" 3•" 5•" 5•"

5†" 5†" 8•" 8•"

5†" 5†" 8•" 8•"

4"

4"

4"

4"

6"

6"

6"

6"

4"

4"

4"

4"

6"

6"

6"

6"

3•" 3•" 5•" 5•"

A 3'-4•" 4'-1•" 4'-10•"2'-8•"

B 3•" 3•" 4ƒ" 5ƒ"EL1#4

E 6" HOOK 6" HOOK 6" HOOK 6" HOOK

A 3'-4•" 4'-1•" 4'-10•"2'-8•"

B 3•" 3•" 4ƒ" 5ƒ"EL2#4

E 6"6"6"6"

B

A

EL1 BAR

DIA. HOOK

180° MIN. 90°

A

B

EL2 BAR

E

BA C GE

FD

EC BAR

EF BAR

A

BDE J

F H

C G

INSERT

\ ƒ"!

IV BEAMS ONLY

FOR TYPE III &

\ 3#4"! INSERT

BEAM STEEL REINFORCEMENT, INCLUDING STIRRUPS, SHALL BE EPOXY COATED GRADE 60 (KSI).

ENCLOSE STRANDS

EC & EF #3

ED3 OR

ENCLOSE STRANDS

EC & EF #3

ED3 OR

EC#3

EF#3

OTHERWISE USE ED3 BAR)

ROWS OF STRANDS ARE USED,

OR 4 OR MORE (TYPE III & IV)

IF 3 OR MORE (TYPE I & II)

(USE EF & EC BARS

ED3 OR EC & EF BAR

SOLE >)

(TYP. ALONG SIDES OF

ƒ" BEVEL (OPTIONAL)

SHIM (TYP)

BEARING PAD

ELASTOMERIC

ƒ" (TYP)

„" (MIN.)

LA

YE

R (

TY

P)

IN

TE

RI

OR

‚" (

MI

N.)

LA

YE

R (

TY

P)

EX

TE

RI

OR

SECTION D-D

2'-2" TYPE IV

1'-10" TYPE III

1'-6" TYPE II

1'-4" TYPE I

(SEE SECTION C-C)

SHEAR STUD ANCHOR

> „" x 3" x 5"

D D

C

C

3" MAX. 3" MAX.

‚"TYP

‚"TYP

(SEE SECTION C-C)

WITH 1‚" ! HOLES (TYP)

> ‚" x 2" x 4"

\ BEAM

BEARING DETAILS

PLAN

AND ELASTOMERIC PAD

* \ 1†" x 3" SLOT IN SOLE >

AND ELASTOMERIC PAD

\ 1†" x 4" SLOT IN SOLE >

\ 1•" ! x 1'-2" POSITION DOWEL

\ BEARING

BEAM

END OF

(ƒ")

SOLE >

BEAM

END OF

(ƒ")

SOLE >

SECTION C-C SECTION C-C

REQUIREMENTS DICTATE.

USED WHEN BEAM ROTATION AND PAD PRESSURE

* 4" MINIMUM PAD LENGTH WITH 3" SLOT MAY BE

PLATE OPTION SHEAR STUD OPTION

5"

1•" WITH HEAD

SHEAR STUD

•" !

OF BEAM

BOTTOM

5"

(1" MIN.)

PAD

ELASTOMERIC

OF BEAM

BOTTOM

(1" MIN.)

PAD

ELASTOMERIC1"

* 4"

6" (MIN.) 1" 1" 6" (MIN.)

* 4"

1"

•"

•"

4"

MI

N.

**

STRANDS WITHOUT INTERFERENCE TO REINFORCEMENT

** EXTEND SHEAR STUDS ABOVE HIGHEST ROW WITH

4"

1"

1ƒ

"

EA1#6

zokvicv

Highlight

zokvicv

Highlight

zokvicv

Highlight

zokvicv

Highlight

zokvicv

Highlight

zokvicv

Highlight

zokvicv

Highlight

zokvicv

Highlight

zokvicv

Highlight

zokvicv

Highlight

zokvicv

Highlight

zokvicv

Highlight

zokvicv

Highlight

zokvicv

Highlight

zokvicv

Highlight

zokvicv

Highlight

zokvicv

Highlight

zokvicv

Highlight

zokvicv

Highlight

zokvicv

Highlight

zokvicv

Highlight

zokvicv

Highlight

zokvicv

Highlight

zokvicv

Highlight

zokvicv

Highlight

zokvicv

Highlight

zokvicv

Highlight

zokvicv

Highlight

zokvicv

Highlight

zokvicv

Highlight

zokvicv

Highlight

zokvicv

Highlight

zokvicv

Highlight

zokvicv

Highlight

zokvicv

Highlight

zokvicv

Highlight

zokvicv

Highlight

zokvicv

Highlight

zokvicv

Highlight

zokvicv

Highlight

zokvicv

Highlight

zokvicv

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zokvicv

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zokvicv

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zokvicv

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zokvicv

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zokvicv

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LIFTING DEVICE

STRAND

SIZE

NO. OF

STRANDS

3

3

3

ALLOWABLE

40.5 TONS

30 TONS

54 TONS

PRESTRESSING STRAND

LIFT DEVICE CAPACITY

E

E

SECTION E-E

BAR DIMENSIONS

MARK

NO.REQ.

a

b

c

f

g

G

h

J

K

M

N

T

U

V

Z

APPROX.

WEIGHT

BEAM DIMENSIONS

A

B

E

X

Y

SHOWING STRAND LOCATIONS

21

43

21

2"

2'-2"

2" 2"

2'-2"

2" 2"

1'-2" 1'-2"

2'-6"

3"

2"

5'-

10"

5'-

10"

3 1/2"

6"

2'-6"

1'-

0"

10"

3

SP

A.

@

1'-

4"

=

4'-

0"

2"

6"

I

(PSI)

STRENGTH

RELEASE

CONCRETE

REQUIRED

(LBS.)

FORCE/STRAND

PRESTRESS

INITIAL

NU

MB

ER

TO

TA

L

1 12 23 34 4

SP

AN

BOTTOM BOTTOM TOP

(SECTION A-A)

END FACE

(SECTION B-B)

MIDSPAN

5 6 8

4

4

4

40 TONS

54 TONS

72 TONS5'-

5"

10"

SIDE

FASCIA

1'-

6"

c SPA @ K

R R

HOLD DOWN POINTS

E G

4" V V 4"

5'-1

0"

1'-

0"

10"

1'-

6"

2

SP

A

@

1'-

6"

BOND BREAKERS FOR LOW RELAXATION STRANDS

6"

SECURELY

CLAMP

TIE OR

7" <2"

ELEVATION

SECTION B-B

SECTION A-A

SECTION A-A

2"

2"

1'-4"

2"

SECTION B-B

b SPA @ Jb SPA @ J

1'-4"

2"

2"

N

3

SP

A.

@

1'-

4"

2"

2"

\ INSERTS

Y

M

\ INSERTS

1'-4"

2"

2"

2"

IN

SE

RT

S

FO

R

FO

R

DE

P.

BK

WL.

=4'-0" I

NS

ER

TS

12"

X

\ INSERTS\ INSERTS

B

BA

A

BAR A B

9'-0"

1'-6"

3"

d

DIAPHRAGM INSERT DETAILSFASCIA BEAM INTERMEDIATE

STRANDS

DRAPED

TOP ROW

THIS END

MARK

3"

3"

3"

3"

L'

L 7'-6" WEB TRANSITION 7'-6" WEB TRANSITION PP

R

P

BEAM WT.

6"

OF STIRRUPS

TO FASCIA LEG

\ INSERTS-WIRE

!!

INSERTS

STAGGERED

OF FORM

BOTTOM

SOLE >

BOTTOM OF

Y - 3"

A

1'-4"

1'-

6"

2

SP

A.

@ 1'-6"

= 3'-0"

IN

SE

RT

S

\ INSERTS

ERECTION DIAGRAM

h STRANDS FOR Xh STRANDS FOR X

@ 3"

a SPA

@ 3"

a SPA

EN

D

DI

AP

HR

AG

M

DIAPHRAGM

\ INTERMEDIATE

REINFORCEMENT (TYP.)

\ THREADED

9"

L'*

L*

LOW RELAXATION STRAND LOCATION

6"

DEBONDED STRAND FOR LOW RELAXATION STRAND

f SPA @ Zf SPA @ Z

d SPA. @ I

SPA @ 1'-6"= Ug

(TYP.)

CHAMFER

3/4"

= 1'-10"

11 SPA.@ 2"

= 1'-10"

11 SPA.@ 2"

65

5 6

y'12"

y

OF FORM

BOTTOM

SOLE >

BOTTOM OF


IS ERECTED.

CONCRETE INSERTS AT ENDS OF BEAM SHALL BE STAGGERED AND

AT MIDSPAN MAY BE CONTINUOUS OR STAGGERED. THREADED

REINFORCEMENT FOR STAGGERED INSERTS SHALL BE BENT TO

THE REQUIRED ! ANGLE PRIOR TO INSTALLATION. BENT

REINFORCEMENT MAY REQUIRE INSTALLATION BEFORE BEAM

T (FINAL CENTER TO CENTER OF BEARING)

*

BEAMLINE

y'y

SHIMS

LAYERS

GG

THICKNESS

(L) PARALLEL TO BEAM

(W) PERPENDIC. TO BEAM

SPAN

ELASTOMERIC PAD AND SHIM DIMENSIONS

PIER

SPAN

PIER

SPAN

PIER

SPAN

ABUTABUT PIER PIER PIER

@ @ @ @

@ @ @ @

@ @ @ @

@ @ @ @

ABUT PIER

SPAN

y'yPIER PIER

SPAN

y'yPIER PIER

SPAN

y'yPIER ABUT

SPAN

SOLE PLATE TILT TABLE

* E INDICATES EPOXY COATED BAR

OR HOLE

CONTINUOUS INSERT

OMIT INSERTS ON OUTSIDE OF FASCIA BEAMS EXCEPT AT

ABUTMENTS WITH DEPENDENT BACKWALLS.

OR CONTINUOUS HOLES.

FASCIA BEAMS ONLY. ALL OTHER BEAMS MAY USE INSERTS

AND INDEPENDENT BACKWALL BRIDGES ON THE INTERIOR OF

CONCRETE INSERTS SHALL BE REQUIRED AT MIDSPAN, PIERS

BE USED AT ENDS AND AT MIDSPAN.

CONTINUOUS HOLES IN BEAM WEB SHALL BE 1•"! AND MAY


78

2"

=

1'-

2"

7

SP

A.

@

87

65

43

21

2"

=

1'-

2"

7

SP

A.

@

1877

3

2"

= 4"

2

SP

A.

@

2 3

EL1#4

EL2#4

EL1#4EL2#4

EL1#4 EL2#4 EL2#4 EL1#4EL2#4

E

6" HOOK

6"

1'-1•"

3•"

1'-0•"

1'-11•"

5•"

2'-2"

6'-1•"

6'-1•"

5•"

B

A

EL1 BAR

DIA. HOOK

180° MIN.90°

A

B

EL2 BAR

E

EL2#4

EL1#4





FORM, TYPE C 12; MEADOW BURKE, TYPE CT-2; OR EQUAL. INSERTS SHALL BE CAST WITH THE BEAMS. FIELD

CONCRETE INSERTS SHALL BE 1" DIAMETER; DAYTON SUPERIOR, TYPE B-1 STANDARD OR TYPE B-18; WILLIAMS

B-101-SERIES. INSERTS SHALL BE CAST WITH THE BEAMS. FIELD INSTALLATION OF INSERTS IS NOT ALLOWED.

CONCRETE INSERTS FOR DRAIN CASTING ASSEMBLY BRACKETS SHALL BE AS CALLED FOR ON STANDARD PLAN

"Prest Conc I Beam, Furn, __ inch".

THREADING OF REINFORCEMENT AND INSTALLATION INTO CONCRETE INSERTS IS INCLUDED IN THE BID ITEM

ACCORDANCE WITH AASHTO M 111, AS POSITION DOWELS FOR PRECAST BEAMS.

USE NON-DEFORMED STEEL RODS IN ACCORDANCE WITH AASHTO M 270 GRADE 36 AND HOT-DIP GALVANIZED IN

GRADE 36.

STEEL FOR SOLE PLATES AND OTHER BEARING COMPONENTS SHALL MEET THE REQUIREMENTS OF AASHTO M 270

SUCH AS TRAFFIC SIGNALS/SIGN SUPPORTS.]

PRODUCTS LIST. [USE FOR ADHESIVE ANCHORS IN SUSTAINED, TENSILE-LOAD-ONLY OVERHEAD APPLICATIONS

ADHESIVE ANCHORS SHALL USE A NON-SHRINK GROUT (WHICH IS CEMENTITIOUS) LISTED IN MDOT'S QUALIFIED

REPAIRED AT THE CONTRACTOR'S EXPENSE AND APPROVED BY THE ENGINEER.

DETAILED ON TRAFFIC & SAFETY SIGN SUPPORT SPECIAL DETAILS. ANY DAMAGE TO THE BEAMS SHALL BE

FIELD DRILLING SHALL BE ALLOWED FOR SIGN SUPPORT ANCHORS ONLY. LOCATION OF ANCHORS SHALL BE AS

GALVANIZED OR EPOXY COATED.

ITEMS CAST INTO THE BEAMS TO FACILITATE BRIDGE CONSTRUCTION (FORMING, FINISHING, ETC.) SHALL BE

END BLOCKS ARE (REQUIRED) (OPTIONAL).

TOTAL ESTIMATED CHANGE OF LENGTH OF BOTTOM FLANGE AT TRANSFER OF PRESTRESS FORCE IS __".

REQUIREMENTS OF AASHTO M203 (ASTM A416), GRADE 270, LOW RELAXATION STRAND.

PRESTRESSING STRAND SHALL BE 0.6" NOMINAL DIAMETER (OR 0.5" NOMINAL DIAMETER) MEETING THE

BE CAST WITH THE BEAMS. FIELD INSTALLATION OF INSERTS IS NOT ALLOWED.

FORM, TYPE C 12 OR TYPE C -19; MEADOW BURKE, TYPE CT-2 OR TYPE CX-4; OR EQUAL. INSERTS SHALL

CONCRETE INSERTS SHALL BE ƒ" DIAMETER; DAYTON SUPERIOR, TYPE B-1 HEAVY OR TYPE B-18; WILLIAMS

THE BEAM ONLY AND IS MEASURED IN THE ERECTED POSITION.

THE ESTIMATED BEAM CAMBER AT RELEASE IS __". THIS CAMBER IS DUE TO PRESTRESS AND DEAD LOAD OF

BUCKLING IS 1.2 OR LESS.]

ARE NOT DAMAGED DURING HANDLING AND TRANSPORTATION. [USE WHEN FACTOR OF SAFETY FOR LATERAL

BEAMS IN SPAN(S) __ MAY BE LATERALLY UNSTABLE. PRECAUTIONS SHALL BE TAKEN TO INSURE THAT BEAMS

NOTES:


PLAN REVISIONS

NO.

DATE AUTH

DESCRIPTION NO.

DATE AUTH

DESCRIPTION

DRAWN BY:

CHK'D BY:

FILE:

CORR BY:

DATE:

DESIGN UNIT:

TSC:

CS:

JN:

DRAWING SHEET

NO SCALE

70" PRESTRESSED CONCRETE

I-BEAM DETAILS

PC-2H (08-23-2017)



______ Ft Prest Conc I Beam, Furn, __ inch

______ Ft Prest Conc I Beam, Erect, __ inch

ADDITIONAL STRANDS ARE DRAPED, THE BEAMS CAN BE SUPPORTED __ FEET FROM THE END.

DURING HANDLING AND TRANSPORTATION, BEAMS CAN BE SUPPORTED __ FEET FROM THE END. IF TWO

"Prest Conc I Beam, Erect, __ inch".

LIFTING DEVICES SHALL BE REMOVED AFTER BEAMS ARE ERECTED. REMOVAL IS INCLUDED IN THE BID ITEM

ED BAR

EA BAR

EA1#6

EA2#6

ED1#4

ED4#4

ED3#3

ED2#4

ED4#4

EA1#6

EA2#6

EA1#6

EA2#6

EA1#6

EA2#6

ED4#4

EA1#6

EA2#6

ED2#4

1•"1•"

1•

"

ED3#3

…"

‹"

•"

…"

‹"

•"

EL1#4 BARS

ADDITIONAL

4'-

0"

LO

NG

EA#4

BA

RS

=

3'-

6"

7

SP

A.

@

6"

ED2#4

ED1#4ED1#4

EA1#6

ED4#4


& +•" USE L=0 OR L'=0.



1•

"

1•"

1•"

ED1#4

4'-

1•

"

1•

"

7•

"


1'-2"

DOWEL DETAILPOSITION

1•

"!

(SEE SECTION C-C)

SHEAR STUD ANCHOR

> „" x 3" x 5"

D D

C

C

3" MAX. 3" MAX.

‚"TYP

‚"TYP

(SEE SECTION C-C)


> ‚" x 2" x 4"

\ BEAM

BEARING DETAILS

PLAN

AND ELASTOMERIC PAD


AND ELASTOMERIC PAD



\ BEARING

BEAM

END OF

(ƒ")

SOLE >

BEAM

END OF

(ƒ")

SOLE >

SECTION C-C

SECTION C-C

PLATE OPTION

SHEAR STUD OPTION

5"

1•" WITH HEAD

SHEAR STUD

•" !

OF BEAM

BOTTOM

5"

(1" MIN.)

PAD

ELASTOMERIC

OF BEAM

BOTTOM

(1" MIN.)

PAD

ELASTOMERIC1"

* 4"

6" (MIN.) 1"

1" 6" (MIN.)

* 4"

1"

•"

•"

4"

MI

N.

**

4"

1"

1ƒ

"

SOLE >)



SHIM (TYP)

BEARING PAD

ELASTOMERIC

ƒ" (TYP)

„" (MIN.)

LA

YE

R (

TY

P)

IN

TE

RI

OR

‚" (

MI

N.)

LA

YE

R (

TY

P)

EX

TE

RI

OR

SECTION D-D

PAD PRESSURE REQUIREMENTS DICTATE.

MAY BE USED WHEN BEAM ROTATION AND

* 4" MINIMUM PAD LENGTH WITH 3" SLOT

REINFORCEMENT

WITH STRANDS WITHOUT INTERFERENCE TO

** EXTEND SHEAR STUDS ABOVE HIGHEST ROW

2'-2"

ENCLOSE STRANDS

ED3#3

ENCLOSE STRANDS

ED3#3

EL1#4

zokvicv

Highlight

zokvicv

Highlight

zokvicv

Highlight

zokvicv

Highlight

zokvicv

Highlight

zokvicv

Highlight

zokvicv

Highlight

zokvicv

Highlight

zokvicv

Highlight

zokvicv

Highlight

zokvicv

Highlight

zokvicv

Highlight

zokvicv

Highlight

zokvicv

Highlight

zokvicv

Highlight

zokvicv

Highlight

zokvicv

Highlight

zokvicv

Highlight

zokvicv

Highlight

zokvicv

Highlight

zokvicv

Highlight

zokvicv

Highlight

zokvicv

Highlight

zokvicv

Highlight

zokvicv

Highlight

zokvicv

Highlight

zokvicv

Highlight

zokvicv

Highlight

zokvicv

Highlight

zokvicv

Highlight

zokvicv

Highlight

zokvicv

Highlight

zokvicv

Highlight

zokvicv

Highlight

zokvicv

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zokvicv

Highlight

zokvicv

Highlight

zokvicv

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zokvicv

Highlight

zokvicv

Highlight

zokvicv

Highlight

zokvicv

Highlight

LIFTING DEVICE

E

E

SECTION E-E

BAR DIMENSIONSMARK

NO.REQ.

a

b

b'

f

g

G

h

J

K

M

N

T

U

V

Z

APPROX.

E

X

Y

SHOWING STRAND LOCATIONS

R R

HOLD DOWN POINTS

E G

V V

2

SP

A

@

SECURELY

CLAMP

TIE OR

ELEVATION

SECTION B-BSECTION A-A

b SPA @ J

2"

2"

N2"

2"

\ INSERTS

Y

M

IN

SE

RT

S

FO

R

X

\ INSERTS \ INSERTS

B

BA

A

BAR A B

c

DIAPHRAGM INSERT DETAILSFASCIA BEAM INTERMEDIATE

ENCLOSE STRANDS ENCLOSE STRANDS

STRANDS

DRAPED

TOP ROW

THIS END

MARK

3"3"

L'

L

R

!!

INSERTS

STAGGERED

DOWEL DETAILPOSITION

h STRANDS FOR Xh STRANDS FOR X

@ 3"

a SPA

@ 3"

a SPA

EN

D

DI

AP

HR

AG

M

DIAPHRAGM

\ INTERMEDIATE

L'*

L*

f SPA @ Zf SPA @ Z g

-y


T (FINAL CENTER TO CENTER OF BEARING)

*

STRAND LOCATION

DEBONDED STRAND

AND SHIM DIMENSIONS

BEAMLINE

@ @

@ @

2

3

2

3

y'y STRAND NO. OF

STRANDS

PRESTRESSING STRAND

LIFTING DEVICES

SHIMS

LAYERS

GG

PAD THICKNESS

SOLE > TILT TABLE

L PARALLEL TO BEAM

W PERPENDIC. TO BEAM

ELASTOMERIC PAD

34

53

43

53

70

2

2

3

3

2

3

1

___ MAX.

7" MIN.

BOND BREAKERS BOND BREAKERS

+y

+y'

-y'

LEVEL LEVEL

SOLE > TILT SOLE > TILT

NOTE: L AND L' SHOWN ARE POSITIVE.

STRAND LOOPS

2 OR 3 PRESTRESSING

SPAN 1SPAN 1

ABUT AABUT AABUT A

ABUT BABUT B

112

34

56

78

1112

34

56

78

MASS

Y-3" -

-

BEAM DATA

J'

S

c SPA @ K = S b' SPA @ J'

3"

5‡

"5•

"

5‡"

R=7‡"

R=2"

R=2"

2"

2"

3"

5‡

"5•

"

5‡"

R=7‡

"

R=7‡"

R=2"

R=2"

2"

2"

2"

SECTION A-A SECTION B-B

10‡

"9

SP

A.

@

6"

=

4'-

6"

IN

SE

RT

SP

ACI

NG

\ INSERTS

(IF 4 REQ.)

A

B

A

10‚"

9†"

15 SPA.@ 2" (-)

12

3"

15 SPA.@ 2" (-)

TOP STRAND

(IF 2 REQ.)

TOP STRAND

STRAND

TOP

(IF 4 REQ.)

TOP STRAND

(IF 2 REQ.)

TOP STRAND

STRAND

TOP

\ REINFORCEMENT (TYP.)

SPAN GRADE NO. REQD.

INSERT OR HOLE

CONTINUOUS

BOND BREAKERS

h' STRANDS FOR X'

BOND BREAKERS

h' STRANDS FOR X'

OMIT INSERTS ON OUTSIDE OF FASCIA BEAMS EXCEPT AT ABUTMENTS WITH DEPENDENT BACKWALLS.

ERECTED.

ANGLE PRIOR TO INSTALLATION. BENT REINFORCEMENT MAY REQUIRE INSTALLATION BEFORE BEAM IS

STAGGERED. THREADED REINFORCEMENT FOR STAGGERED INSERTS SHALL BE BENT TO THE REQUIRED !

CONCRETE INSERTS AT ENDS OF BEAM SHALL BE STAGGERED AND AT MIDSPAN MAY BE CONTINUOUS OR

ON THE INTERIOR OF FASCIA BEAMS ONLY. ALL OTHER BEAMS MAY USE INSERTS OR CONTINUOUS HOLES.

CONCRETE INSERTS SHALL BE REQUIRED AT MIDSPAN, PIERS AND INDEPENDENT BACK WALL BRIDGES

-

--

- - -

-

-

EL1

BOTTOM TOP

1 2 3 4 5

MIDSPAN

(SECTION B-B)

END FACE

(SECTION A-A)

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28 DAY AT RELEASE6 7 8

BOTTOM

(PSI)

COMPRESSIVE STRENGTH

REQUIRED CONCRETE

SIDE

FASCIA\ INSERTS

2"

2"

OF STIRRUPS

TO FASCIA LEG

\ INSERTS-WIRE

=3'-

6"

Y-3" - -

CONTINUOUS HOLES IN BEAM WEB SHALL BE 1• " ! AND MAY BE USED AT ENDS AND AT MIDSPAN.

1'-2"

1•

"!

9"

5'-

6"

62

SIZE

3'-11‚"

R=7‡

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5'-

10‡

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4'-

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3'-11‚"

1'-10†" 1'-10†"

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8'-10ƒ"

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6'-2ƒ"

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1'-1"

1'-7"6" 6" 6" 6"

3'-9ƒ "

2'-2"

1'-1" 1'-1"

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6"

1„ "

6"

1…"

1…"

(TYP.)

ƒ" BEVEL

1…

"

TO 4 KIPS EACH.

TOP STRANDS SHALL BE PRESTRESSED

2'-2"

1'-1" 1'-1"

6"

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@ 1'-6"

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58 STRANDS ARE USED IN THE BEAM.

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7

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BEAM WEIGHT

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1 2 3 4 5 6 7 8 1 2 3 4

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6'-2ƒ" 3ƒ"EL2 6"

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EL1 BAR

90°

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EL2 BAR

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PLAN REVISIONS

NO.

DATE AUTH

DESCRIPTION NO.

DATE AUTH

DESCRIPTION

DRAWN BY:

CHK'D BY:

FILE:

CORR BY:

DATE:

DESIGN UNIT:

TSC:

CS:

JN:

DRAWING SHEET

NO SCALE

PRESTRESSED CONCRETE

1800 BEAM DETAILS

PC-4F (10-23-2017)




NOTES:


DEAD LOAD OF THE BEAM ONLY AND IS MEASURED IN THE ERECTED POSITION.

THE ESTIMATED BEAM CAMBER AT RELEASE IS __". THIS CAMBER IS DUE TO PRESTRESS AND

IS __".

TOTAL ESTIMATED CHANGE OF LENGTH OF BOTTOM FLANGE AT TRANSFER OF PRESTRESS FORCE

STANDARD SPECIFICATIONS.

FINISH, AND THEN COATED WITH A BOND BREAKER AS SPECIFIED IN SECTION 708 OF THE

THE OUTER 6" OF THE TOP SURFACE OF THE BEAM SHALL BE FABRICATED TO A SMOOTH TROWEL

INCLUDED IN THE BID ITEM "Prest Conc 1800 Beam, Erect."

ANY HOLES CAST OR FORMED IN THE BEAM SHALL BE FILLED WITH NON-SHRINKING GROUT.

ETC.) SHALL BE GALVANIZED OR EPOXY COATED.

ITEMS CAST INTO THE BEAMS TO FACILITATE BRIDGE CONSTRUCTION (FORMING, FINISHING,

APPROVED BY THE ENGINEER.

ANY DAMAGE TO THE BEAMS SHALL BE REPAIRED AT THE CONTRACTOR'S EXPENSE AND

ANCHORS SHALL BE AS DETAILED ON TRAFFIC & SAFETY SIGN SUPPORT SPECIAL DETAILS.

FIELD DRILLING SHALL BE ALLOWED FOR SIGN SUPPORT ANCHORS ONLY. LOCATION OF

FACTOR OF SAFETY FOR LATERAL BUCKLING IS 1.2 OR LESS.]

INSURE THAT BEAMS ARE NOT DAMAGED DURING HANDLING AND TRANSPORTATION. [USE WHEN

BEAMS IN SPAN(S) __ MAY BE LATERALLY UNSTABLE. PRECAUTIONS SHALL BE TAKEN TO

THE END.

IF TWO ADDITIONAL STRANDS ARE DRAPED, THE BEAMS CAN BE SUPPORTED __ FEET FROM

DURING HANDLING AND TRANSPORTATION, BEAMS CAN BE SUPPORTED __ FEET FROM THE END.

TENSILE-LOAD-ONLY OVERHEAD APPLICATIONS SUCH AS TRAFFIC SIGNALS/SIGN SUPPORTS.]

IN MDOT'S QUALIFIED PRODUCTS LIST. [USE FOR ADHESIVE ANCHORS IN SUSTAINED,

ADHESIVE ANCHORS SHALL USE A NON-SHRINK GROUT (WHICH IS CEMENTITIOUS) LISTED

OF AASHTO M 270 GRADE 36.

STEEL FOR SOLE PLATES AND OTHER BEARING COMPONENTS SHALL MEET THE REQUIREMENTS

GALVANIZED IN ACCORDANCE WITH AASHTO M 111, AS POSITION DOWELS FOR PRECAST BEAMS.

USE NON-DEFORMED STEEL RODS IN ACCORDANCE WITH AASHTO M 270 GRADE 36 AND HOT-DIP

THE BID ITEM "Prest Conc 1800 Beam, Furn".

THREADING OF REINFORCEMENT AND INSTALLATION INTO CONCRETE INSERTS IS INCLUDED IN


ON STANDARD PLAN B-101-SERIES. INSERTS SHALL BE CAST WITH THE BEAMS. FIELD

CONCRETE INSERTS FOR DRAIN CASTING ASSEMBLY BRACKETS SHALL BE AS CALLED FOR

SHALL BE CAST WITH THE BEAMS. FIELD INSTALLATION OF INSERTS IS NOT ALLOWED.

TYPE B-18; WILLIAMS FORM, TYPE C 12; MEADOW BURKE, TYPE CT-2; OR EQUAL. INSERTS

CONCRETE INSERTS SHALL BE 1" DIAMETER; DAYTON SUPERIOR, TYPE B-1 STANDARD OR

INSERTS IS NOT ALLOWED.

CX-4; OR EQUAL. INSERTS SHALL BE CAST WITH THE BEAMS. FIELD INSTALLATION OF

B-18; WILLIAMS FORM, TYPE C 12 OR TYPE C -19; MEADOW BURKE, TYPE CT-2 OR TYPE

CONCRETE INSERTS SHALL BE ƒ" DIAMETER; DAYTON SUPERIOR, TYPE B-1 HEAVY OR TYPE

STRAND.

MEETING THE REQUIREMENTS OF AASHTO M203 (ASTM A416), GRADE 270, LOW RELAXATION

PRESTRESSING STRAND SHALL BE 0.6" NOMINAL DIAMETER (OR 0.5" NOMINAL DIAMETER)

______ Ft Prest Conc 1800 Beam, Furn

______ Ft Prest Conc 1800 Beam, Erect


THE BID ITEM "Prest Conc 1800 Beam, Erect".

LIFTING DEVICES SHALL BE REMOVED AFTER BEAMS ARE ERECTED. REMOVAL IS INCLUDED IN

EA#5

BA

RS

…"

•"

‹"

…"

•"

‹"

EA1#

(IF 4 REQ.)

ADDED EA1 BARS

EA1# (IF 2 REQD.)

ED2#4

EL1

EA2#5

EA2#5

EA3# EA3#

EA2#5

EA2#5

EX1#3

ED1#3

BA

RS

EA1

EA2#5

EA3

ED1#3

ED2#4

EX1#3

EA BAR

EX BAR

ED BAR


& +•" USE L=0 OR L'=0.



(10) ED1#3 (10) ED1#3

EX1#3EX1#3 ED2#4


SOLE >)



SHIM (TYP)

BEARING PAD

ELASTOMERIC

ƒ" (TYP)

„" (MIN.)

LA

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TY

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IN

TE

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OR

‚" (

MI

N.)

LA

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TY

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EX

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SECTION D-D

(SEE SECTION C-C)

SHEAR STUD ANCHOR

> „" x 3" x 5"

D D

C

C

3" MAX. 3" MAX.

‚"TYP

‚"TYP

(SEE SECTION C-C)


> ‚" x 2" x 4"

\ BEAM

BEARING DETAILS

PLAN

AND ELASTOMERIC PAD


AND ELASTOMERIC PAD



\ BEARING

2'-11…" BEAM

END OF

(ƒ")

SOLE >

BEAM

END OF

(ƒ")

SOLE >

SECTION C-C SECTION C-C

PLATE OPTION SHEAR STUD OPTION

5"

1•" WITH HEAD

SHEAR STUD

•" !

OF BEAM

BOTTOM

5"

(1" MIN.)

PAD

ELASTOMERIC

OF BEAM

BOTTOM

(1" MIN.)

PAD

ELASTOMERIC1"

* 4"

6" (MIN.) 1" 1" 6" (MIN.)

* 4"

1"

•"

•"

4"

MI

N.

**

4"

1"

1ƒ

"

PAD PRESSURE REQUIREMENTS DICTATE.

MAY BE USED WHEN BEAM ROTATION AND

* 4" MINIMUM PAD LENGTH WITH 3" SLOT

REINFORCEMENT

WITH STRANDS WITHOUT INTERFERENCE TO

** EXTEND SHEAR STUDS ABOVE HIGHEST ROW

EA2#5 (IF REQUIRED)

EL1 BARS

ADDITIONAL

EL1

MD130 @ 6"

EPOXY COATED

MW50 (TYP.)

EPOXY COATED

EWW1 MESH

EWW1 MESH EWW1 MESH

A 884 AND A 1064 RESPECTIVELY.

MD130, SHALL BE IN ACCORDANCE WITH ASTM

EPOXY COATED CLASS A, TYPE 1 MW50 AND

(LAPPING NOT REQUIRED)

SHALL BE A MINIMUM OF 13'-0" IN LENGTH.

OF ALL BEAMS. FABRIC PIECE AT END OF BEAM

WELDED WIRE FABRIC USED IN THE TOP FLANGE

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MICHIGAN DESIGN MANUAL

ROAD DESIGN

CHAPTER 6 SURFACING AND SHOULDERS INDEX (continued) 6.06.15 Minimum Curb and Gutter Grades 6.06.16 Curb and Gutter for Erosion Control 6.06.17 Concrete Curb Cap 6.06.18 Deleted 6.06.19 Driveway Openings 6.06.20 Curb and Gutter Adjacent to HMA Base Course 6.07 CONCRETE DIVIDER 6.08 SIDEWALK 6.08.01 Department Position on Sidewalk Construction 6.08.02 Thickness 6.08.03 Reinforcement 6.08.04 Earth Excavation for Sidewalk 6.08.05 Sidewalk Ramps A. Warrants for Sidewalk Ramps and Sidewalk Ramp Upgrade B. Scoping Considerations C. Design Standards D. Meeting Existing Sidewalk Grades and Elevations E. Accessibility Constraints F. Driveways G. Sidewalk Ramp Location H. Traffic and Pedestrian Signals 6.08.06 Building Entrances A. Building Access Alterations B. Historic Buildings and Districts


ROAD DESIGN

6.08.02 (revised 4-8-2010) Thickness Concrete sidewalks are normally 4” thick. When part of a driveway, it should be constructed to the same thickness as the driveway approach, as detailed on Standard Plan R-29-Series. See Section 12.08.03D. When it is determined at the Plan Review Meeting that there is evidence of trucks encroaching on curb returns at short-radius intersections or where the potential for encroachment will exist after project completion, the designer should call for 6” thick concrete for sidewalk and sidewalk ramps within the return. This thickness can be increased if there is potential for very heavy trucks to encroach on the return. 6.08.03 Reinforcement Sidewalks are usually not reinforced. Occasionally, a municipality will request the Department to reinforce sidewalk within its limits. If such reinforcing of sidewalk is standard municipal policy elsewhere, the sidewalk may be reinforced at project cost. The plans should note that 6” x 6” mesh should be used, with either No. 10 wire weighing 21 pounds per 100 sft or No. 6 wire weighing, 42 pounds per 100 sft, whichever is the municipal standard. 6.08.04 Earth Excavation for Sidewalk Any earth excavation and backfilling required for construction of sidewalk is included in the pay item for sidewalk.

6.08.05 (revised 8-21-2017) Sidewalk Ramps Sidewalk ramps are mandated by Act 8, P.A. of 1973 (amended by Act 35 in 1998), as was the issuance of Standard Plan R-28-Series, “Sidewalk Ramp and Detectable Warning Details". FHWA guidance indicates that ramps be constructed whenever construction involves curb or sidewalk. On May 8, 1973, the Department extended this requirement, by policy to include resurfacing projects that did not ordinarily require the replacement of existing curb or sidewalk. Federal mandates followed this State law in conjunction with the Americans with Disabilities Act of 1990. The United States Access Board published the Americans with Disabilities Act Accessibility Guidelines (ADAAG) in 1991 and subsequently extended its application to Public Rights of Way in 1994. The Access Board later published the Public Rights of Way Accessibility Guideline (PROWAG) to address accessibility issues specific to public rights of way. It should be emphasized that there is little permitted reason for failure to place or upgrade a sidewalk ramp on a road construction project if a sidewalk meets a curb in an obvious crosswalk situation. An "obvious crosswalk situation" would be where a sidewalk intersects with the roadway, whether or not there are painted crosswalk lines or a traffic signal present.


ROAD DESIGN

6.08.05 (continued) Sidewalk Ramps A. Warrants for Sidewalk Ramps and

Sidewalk Ramp Upgrade

Based on FHWA guidance, sidewalk ramp construction and/or sidewalk ramp upgrade be incorporated with new construction, and roadway alterations. New Construction refers to the initial construction of a new roadway facility on a new alignment for which new right of way is acquired. Sidewalk ramp installation is required and new construction standards are fully enforced. Alteration refers to changes that affect or could affect the usability of an existing roadway facility. Sidewalk ramp installation and upgrading is required prior to or at the time of a roadway alteration. New construction standards are applicable to the maximum extent practicable. Maintenance refers to maintenance activities that do not affect the usability of an existing road. Sidewalk ramp accessibility upgrades are not required to be performed in conjunction with maintenance treatments. The U.S. Department of Justice and the FHWA issued a joint Technical Assistance memo in 2013 to clarify which roadway treatments fall within the definition of an alteration and which are considered maintenance.

6.08.05A (continued) Alterations include:

Reconstruction

Rehabilitation – including cold milling &

resurfacing, slab replacement, slab jacking, widening, adding pavement structural capacity.

Open-Graded Surface Course (open

graded friction course)

Micro-surfacing (includes rut filling) Double Chip Seal

HMA Overlay (regardless of thickness) Cape Seal - (Chip seal capped with a

slurry seal, micro-surface or other treatment to fill voids in a chip seal).

In-Place Asphalt Recycling

Other condition requiring accessibility upgrading includes: Altered crossings through driveways. See

Section 6.08.05F for driveway applications.

Independent shared use path crossing are

treated the same as sidewalks with regard to accessible roadway crossings.

Installation of pedestrian signals. See

Section 6.08.05G. Existing sidewalk ramps without

detectable warnings but otherwise compliant must be retrofitted with detectable warnings in conjunction with alterations to an existing roadway.


ROAD DESIGN

6.08.05A (continued) Sidewalk Ramps Maintenance includes:

Crack Filling and Sealing Surface Sealing (liquid sealant) Chip Seals Slurry Seals Fog Seals Scrub Sealing Joint Crack Seals Joint Repairs Dowel Retrofit Spot High Friction Treatments Diamond Grinding Pavement Patching Other routine operations where sidewalk ramp upgrades are not required include: Signing, pavement marking projects. Guardrail/Safety upgrade projects. Landscape/Streetscape projects (except

where an existing sidewalk or sidewalk ramp is altered)

Independent Utility Work/Maintenance

(except where an existing sidewalk or sidewalk ramp is altered or when work is extensive such that an entire crosswalk is reconstructed)

Two or more maintenance treatments may be combined and still be considered a maintenance treatment. However, if more than one of those treatments contains aggregate and/or filler, the combination will be considered an alteration. For example a cape seal is an integrated system comprised of two maintenance treatments, a chip seal and a slurry seal. The slurry seal includes aggregate and filler to fill the voids of the aggregate in the chip seal. They combine as an alteration.”

6.08.05 (continued) B. Scoping Considerations

If the projects limits include only a portion of an intersection, all ramps within the intersection shall be evaluated for compliance and the project limits extended to include all ramps. Smaller scale projects such as CPM may still require a right of way phase to accommodate consent to tie into existing sidewalk outside the right of way. See Section 5.05.02 for more information on right of way requirements. Alteration projects will likely require accurate contour and elevation information prior to designing compliant sidewalk ramps. C. Design Standards

Standard Plan R-28-Series details the requirements for ramp width, cross slope, running slope, landings, curb transition, and detectable warning surfaces. Designers should investigate site conditions in order to determine and design the appropriate treatment for each sidewalk ramp location. Where fully compliant sidewalk ramps are impracticable, compliance is required to the maximum extent practicable. See Section 6.08.05E “Accessibility Constraints”. This will require preliminary field work in order to design for maximum practicable compliance. The sidewalk ramp types detailed on Standard Plan R-28-Series represent some of the more conventional applications. Existing conditions may require variations not shown on the standard. The designer may need to combine the features of two or more ramp types to provide a compliant design.


ROAD DESIGN

6.08.05C (continued) Sidewalk Ramps There are several basic elements that should be incorporated into the design. These are: 1. Minimum width (5 ft.). The minimum

width of 5 ft. allows side by side wheelchair passing and is consistent with most sidewalk widths. Sidewalks less than 5 ft. wide require a 5 ft. x 5 ft. wide passing space every 200 ft. or less. In order to accommodate unavoidable existing width restrictions the PROWAG allows a reduction to not less than 4 ft.

2. Maximum running slope (8.3%). The

maximum running slope is absolute and therefore a target maximum of 5% to 7% is used to allow for construction inconsistencies. However, the running slope shall not require the ramp length to exceed 15 ft. (See Section 6.08.05D “Meeting Existing Sidewalk Grades and Elevations”).

3. Maximum cross slope (2%). The

maximum cross slope is absolute for ramps at intersections except as stated below. Designers should use a target cross slope less than the maximum to account for inconsistencies in concrete finishing.

When resurfacing or reconstructing existing roadways, the ramp cross slope may be blended to meet existing steeper roadway grades. Significant redesign of an existing cross road to accommodate a ramp cross slope commonly exceeds the scope of a roadway alteration. The curb ramp cross slope should be transitioned through the full length of the ramp to minimize abrupt changes. If opportunities within the roadway construction scope of work are available to achieve even partial compliance, they should be pursued.

6.08.05C (continued) For new roadways, the cross slope of the cross walk must not exceed 2% at stop controlled (stop sign) crossings and 5% at signalized and uncontrolled crossings. The cross slope at mid-block crossings may follow the roadway grade.

4. Landing - 5’ x 5’ minimum, 2% max slope

in the direction(s) of pedestrian travel. A landing is required even where there's not a change in direction in the pedestrian path. However, if there is a change in direction provided or planned in the pedestrian path these dimensions allow for optimal turning movement for wheel chairs. In order to accommodate unavoidable existing width restrictions the PROWAG allows a reduction to no less than 4’ x 4’.

5. Maximum Bottom Counter Slope - (5%

and flush with no vertical lip to the ramp). The maximum counter slope is provided to minimize wheelchair front caster snagging at the bottom of the ramp.


ROAD DESIGN

6.08.05C (continued) Sidewalk Ramps 6. Detectable Warning - Detectable

warnings are truncated domes that serve as surface tactile cues to alert persons with sight disabilities of an upcoming change from pedestrian to vehicular way. The dimensions and location are detailed on Standard Plan R-28-Series. They are not intended as a way finding device. Square dome alignment within the boundaries of the detectable warning is detailed on the standard plan. However, orientation of the detectable warning surface is relative to placement location. Although preferable, it is not always relative to the direction of travel. Radial alignment is acceptable to match a radial curb alignment. Detectable warnings are required at the intersection of sidewalks at streets regardless of whether the sidewalk is ramped or flush to the street or shoulder. In addition to roadway intersections, detectable warnings are also required at mid-block crossings, sidewalk/railroad crossings, and the intersection of sidewalks with controlled commercial driveways (see Section 6.08.05F).

6.08.05C (continued) 7. Grade Break Orientation – The grade

break at the sidewalk ramp terminals (top or bottom) should be flush and perpendicular to the direction of travel on the ramp. The objective is to provide a square approach to and from the ramp. The bottom grade break is generally located at the back of curb line for perpendicular ramps. However, it can be located up to 5 ft. from one end of a radial curb line in order to maintain a perpendicular orientation (see Standard Plan R-28-Series).

8. Flared Sidewalk Ramps - When a

sidewalk or pedestrian circulation path laterally crosses the sidewalk ramp, the sides of the curb ramp must be flared with a 10% maximum slope as shown in Standard Plan R-28-Series for Flared Sidewalk Ramps.

9. Rolled Curb - When the side of the ramp borders a non-walking surface such as grass or landscaping or a permanent obstruction, a rolled curb is permitted on the side of the ramp. Rolled curb is not defined as vertical faced or by a specified radius but rather curb not limited by the 10% maximum defined for flared curb. It can be as flat or steep as needed.

10. Measurement and Payment - When

determining Sidewalk Ramp Measurements and Payments the following illustration represents the various elements of a sidewalk ramp. It illustrates the breakdown of pay items and their limits of payment.

Any earth excavation and/or backfilling required to construct sidewalk ramp will be included in the pay item for sidewalk ramp, unless the contract documents specifically include separate pay items for this work.


ROAD DESIGN

6.08.05C (continued)

Sidewalk Ramps

Sidewalk Ramp Measurement and Payment Illustration

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ROAD DESIGN

6.08.05 (continued) Sidewalk Ramps D. Meeting Existing Sidewalk Grades

and Elevations Sidewalk grades generally tend to follow the grade of the bordering street. When the existing sidewalk grade is steep, it becomes more difficult to comply with the maximum sidewalk ramp running slope of 8.3% without “chasing grade” to meet the existing sidewalk. In some cases it results in an infinite run. Excessive ramp runs might also result when the existing sidewalk is at a significantly higher elevation than the adjacent road. When this occurs, the maximum running slope may be exceeded in order to limit the ramp length(s) to not more than 15 ft. measured from the ramp grade break. The need to exceed the maximum slope must be documented (See Section 6.08.05E). The 15 ft. limit on ramp length does not include the landing or transition slabs to tie into the existing sidewalk. Even though there is no turning movement or other accessible features requiring a landing, a landing is still required for perpendicular ramps. Three examples are illustrated: Unlike other maximum dimensions, the 15 ft. limit is not absolute. If compliance with the maximum running slope (8.3%) can be achieved by extending the ramp by one or two flags of sidewalk beyond the 15 ft. limit, it should be considered within practicable limits.

6.08.05D (continued)

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ROAD DESIGN

6.08.05 (continued) Sidewalk Ramps E. Accessibility Constraints When it is impracticable to meet all standard compliance elements, the standards must be met to the maximum extent practicable. Impracticability does not apply for new roadway construction. A strict definition of “practicable” is not provided since the potential circumstances for each installation is limitless. Some circumstances of impracticability are clear such as impacts on structural integrity of surrounding features, or an inability to adapt to existing immovable or unalterable conditions. Other circumstances such as real estate limitations and historic preservation can also represent impracticabilities. The curb ramp elements are not listed in any order of preference or importance. Order of importance may vary for each application. When it is impracticable to provide compliant elements, they should be provided to the maximum extent practicable. While cost is not itself an acceptable argument for noncompliance, scope can be a prevailing factor. If certain significant efforts required to meet the standard are not otherwise called for in a project, it may be a impracticability. Examples would be utility relocation or the acquisition of right of way for a roadway alteration project. If utility relocation or right of way acquisition is not required in the project for any other reasons, then it is preferred but not required that the same efforts be made solely for ADA compliance. See Section 5.05.02 for more information on fee, easement and consent requirements for sidewalks.

6.08.05E (continued) When full compliance is impracticable and compromises are necessary, consideration should be given to safe refuge for the pedestrian. Flush transitions and flatter bottom entrances or a marked refuge area in the pavement allows persons in wheelchairs to leave the vehicular way prior to negotiating possible steeper ramp grades or cross slopes that result from impracticability. When determining the correct balance to provide maximum extent practicable, it is best to follow good engineering judgment. Compromises may be needed for more than one standard element. If full compliance is impracticable, strive for maximum overall improved accessibility. Do not over compensate to favor one element. Over emphasis on a single element may cause a reduction in overall accessibility in comparison to the original condition. Accessibility constraints should always be documented in the project files using MDOT Form 0370. This is retained as justification to address possible future claims. It also serves as information for annual updating of the region’s sidewalk ramp inventory and the Department’s ADA transition plan. The documentation should include location, non-compliant element(s), reason for impracticability and maximum extent practicable.


ROAD DESIGN

6.08.06 (revised 8-21-2017) Building Entrances When constructing or reconstructing a public sidewalk, access to adjacent buildings might be impacted. Adjusting grade or cross slope on the sidewalk can change or compromise connectivity to adjacent buildings. Accessibility requirements and responsibilities differ between public and private entities. In general, access to buildings that abut or encroach on the public right–of-way is the responsibility of the building owner. The building owner is accountable for accessibility under Title III of the ADA if the building provides services or accommodations to the public. When constructing sidewalks, the Department’s responsibility is to construct sidewalks and street crossings compliant with the ADA under Title II. Private residences that do not serve the public are not regulated by the ADA. While the building owner is responsible for ADA compliance, the building owner may be entitled to restitution or compensation under the Uniform Relocation Act (URA) of 1970. When obtaining the Consent to Construct Sidewalk, Region Real Estate should discuss both temporary and permanent access with the property owners. See Section 5.05.02.

6.08.06 (continued) A. Building Access Alterations When steps or ramps are removed or altered by sidewalk construction, The Department will offer to reconstruct or restore them. To promote accessibility, the proposed replacement will be one that is compliant with ADA Title III to the extent practicable. The designer should consult the Roadside Development Unit for ADA building access requirements and accessibility options. The work necessary to make the facility accessible is eligible for federal participation. The Department is not a Title III enforcement agency. If a property owner refuses a compliant replacement, the Department will honor the owner’s preference and document the refusal. When an owner’s preference of steps over ramps is accommodated, ADA guidelines for steps will be followed to the extent practicable. The practicability of accommodating private access will be based largely on structural and spatial limitations. If the installation of an ADA-compliant private access compromises the accessibility of the sidewalk, this may be a basis for a determination of impracticability for full compliance of the building access. In all cases, replaced access to a building entrance must not be made less accessible than the previous existing condition. If restoration to the existing level of accessibility is impracticable, the building owner may be entitled to compensation for the loss of the entrance. The compensation would be a Real Estate action and ADA compliance remains the owner’s responsibility. Existing building access can also be replaced by the property owner, under the provisions of existing permits, without action by MDOT. New installation of stairs/ramps undertaken by the property owner in public rights-of-way would require a permit. In all cases, stairs/ramps once constructed become the responsibility (ownership and maintenance) of the private property owner.


ROAD DESIGN

CHAPTER 7

APPURTENANCES 7.01 ROADSIDE SAFETY BARRIERS 7.01.01 (revised 10-21-2013) References A. Guide for Selecting, Locating, and

Designing Traffic Barriers, AASHTO 1977

B. A Guide to Standardized Highway

Barrier Rail Hardware, AASHTO-AGC-ARTBA Joint Committee, 1995

C. A Supplement to A Guide for Selecting,

Designing and Locating Traffic Barriers, Texas Transportation Institute and FHWA, March 1980

D. Roadside Design Guide, AASHTO,

2011, 4th edition In addition, there are a number of National Cooperative Highway Research Program (NCHRP) research publications and reports of the major research and testing agencies that are available either within the Design Division or in the Transportation Library.

7.01.02 (revised 10-22-99) Application of Section 7.01 In writing this portion of Chapter 7 it should be noted that the concepts presented will not necessarily be considered as absolutes to be rigidly adhered to, but will be considered as an aid to enhance the engineering judgement of the designer. Even when the word "should" is used, it is recognized that there may be circumstances unique to a situation that will suggest, or even dictate, alteration of a recommended treatment. It is also intended that the barrier treatments recommended will be applicable to state trunkline projects and not necessarily to local government projects, except as local agencies wish to incorporate them. 7.01.03 (revised 8-21-2017) History of Guardrail and Barrier in Michigan The practice of placing an artificial obstruction to prevent an errant vehicle from going down a steep embankment or into an area of water probably originated in the 1920's in the form of a line of posts placed at the edge of the shoulder. At some point in time the system was improved by the addition of connecting planks, which in turn were replaced by a more maintenance-free system of two steel cables. This design is illustrated on the old E-4-A-75 Series of standard plans. Following World War II some metal beam designs were introduced. One that found limited use in Michigan was the Tuthill Highway Guard, a convex smooth steel beam, 12" wide, fastened to spring steel supports, which were mounted on either wood or steel posts. In the early 1950's the concept of a metal beam was further refined with the introduction of the W-beam with the two corrugations that are essentially what we are familiar with today.


ROAD DESIGN

7.01.03 (continued) History of Guardrail and Barrier in Michigan Initially, the W-beam was not galvanized and had to be painted. The next step was to galvanize it for more economical maintenance. The first installations of W-beam rail involved attaching the beam element directly to posts placed 12'-6" on centers, at a top of rail height of 24". This design later became known as our Beam Guardrail - Type A. Research and crash testing in the late 1950's and early 1960's, principally by the state of California and by General Motors at its Milford Proving Grounds, produced the recommendations of closer post spacing, (6'-3"), blocking out the beam from the post, and a higher top of rail mounting height. This resulted in Michigan's development of our Beam Guardrail - Type C in 1965, and Beam Guardrail - Type B in 1966. A significant change in guardrail type in Michigan occurred in 1984 with the adoption of thrie beam, now called Guardrail, Type T. The most recent change occurred in 2017 with the adoption of the MASH-compliant, non-proprietary, 31" tall w-beam guardrail system with 8" offset blocks, called Guardrail, Type MGS-8. Until 1995, four basic end treatments had been used in conjunction with steel beam guardrail. Initially, a curved end shoe was placed on both ends of the run. The concept of turning down or burying the ending to form an anchorage was developed about 1966. The first standard plan to be approved by what was then the Federal Bureau of Public Roads was issued in 1968. A variation of the turned down ending, featuring the elimination of the first two posts (so the ending would collapse under impact) appeared in 1971 with the issuance of Standard Plan III-65A.

7.01.03 (continued) The Breakaway Cable Terminal (BCT) ending was adopted in 1973 with the issuance of Standard Plan III-58A. After 22 years as the standard guardrail terminal in most states, the FHWA disallowed further installation of the BCT on the National Highway System (NHS) after December 31, 1995. This, along with the adoption of new crash testing criteria (NCHRP 350) ended the use of the BCT as well as other traditional un-patented endings. This initiated the development and use of a number of proprietary terminals. The Department has divided these terminals into two basic categories of flared gating terminals and tangent terminals. Current standard designs are described in Section 7.01.25 along with other designs previously used. Development of concrete barrier in this country, principally concrete median barrier having the concave safety shape, is generally attributed jointly to General Motors and to the state of New Jersey, both of whom conceived shapes that bear their names. Michigan's first concrete barrier was on the DeQuindre Yard bridge, on I-94 in Detroit, in 1965. Although the New Jersey shape was used in this initial installation, the GM shape was adopted as standard. In 1976 the New Jersey shape became the standard and was used until 2017 when the single slope shape was adopted. 7.01.04 Section deleted


ROAD DESIGN

7.01.05 (revised 10-20-2008) Basic Concepts for Roadside Control The following are basic concepts and design options for the use or non-use of roadside barriers. The primary sources of information for roadside control are found in the AASHTO documents listed in Section 7.01.01, "References". A. A collision with a roadside barrier is

considered a crash, because the barrier itself is a roadside obstacle.

B. A roadside barrier may increase the

frequency of crashes, therefore a barrier should only be installed if it will reduce the severity of potential crashes.

C. When considering the design options for

roadside treatment and the progression of design options basic concepts for roadside control should be as follows.

1. Remove the obstacle or redesign it so

it can be safely traversed. 2. Relocate the obstacle to a point where

it is less likely to be struck. 3. Reduce impact severity by using an

appropriate breakaway or traversable device.

4. Redirect a vehicle by shielding the

obstacle with a longitudinal traffic barrier and/or crash cushion.

5. Delineate the obstacle if the above

alternatives are not appropriate. D. Generally, a roadside barrier should be

placed as far from the traveled way as conditions will permit. See Section 7.01.30G.

E. Standard Plan R-59-Series depicts

guardrail at approaches to bridges, both over and under. It is intended for new construction, where it is possible to grade approach fill sections to accommodate the flared ending. Generally, the more flare that can be achieved, the shorter the rail needs to be to afford the desired protection.

7.01.05 (continued) F. Longer runs of parallel barrier may be

required on upgrading projects, where less than ideal existing conditions preclude the use of flares as called for by Standard Plan R-59-Series.

G. To uniformly compute the length of need

for roadside barriers, a guardrail worksheet has been developed and should be used on both new and upgrading projects. Computation methods used on this worksheet complies with the guidelines described in the Roadside Design Guide. It still remains important that all designers become familiar with the "Guide" to understand the design process. For determining the length of need when non traversable embankments are the only obstacles of concern, see Section 7.01.30.

The worksheet shall be used by all

designers, including consulting firms performing work for the Department, to compute guardrail length of needs.

The designer should fill in all data and

compute each individual barrier run. This will assure proper compliance to standards and allow each barrier run calculation to be documented and checked for accuracy.

Construction field offices should be sent

the completed worksheets for reference during project construction.

The worksheet does not cover all situations

which may occur in the field, although it is expected to cover most installations. Any situation not covered by the worksheet shall be similarly documented, along with a sketch providing the details of the guardrail installation.

7.01.06 (revised 8-21-2017) Guardrail Worksheet The guardrail worksheet is shown on the following pages.

END OF BARRIER NEED

A B

TRAFFIC

1

DISTANCE LINE

CLEAR ZONE

EOP

EOP

FEATURE

ROADSIDE

AREA OF CONCERN

( )

SHY LINE

ROUTE

DESIGNED BY

APPROX. STATION OR M.P.

DATE

CONTROL SECTION

CHECKED BY

DESCRIPTION

JOB #

DATE

GUARDRAIL RUN #

32

LENGTH OF NEED

GUARDRAIL TAPER RATE (R-59-SERIES)

E.O.P. TO FACE OF BARRIER (DESIGNED)

E.O.P. TO ROADSIDE FEATURE (MEASURED)

EFFECTIVE TURNED OUT DISTANCE OF ANCHORAGE

LATERAL EXTENT OF ROADSIDE FEATURE (MEASURED)

LATERAL OFFSET AT END OF FLARE

H 1 2a

bL + ( ) ( L ) - ( L + d )

R

H

X

+L

La

b

X

L - ( L + d )H 2

R

HL

L

a

b

1 2

L

X

a

b

R

1L

L2L

LLC H

3 Z

SL

X

RL

2L

CL

3L

d

HL

Z

a

b

=========

= ==

. . . . . . . . . .

DESIGN ADT

DESIGN SPEED

STATION AT A

STATION AT B

1L =

SL =

NOTE:

CHLL <

SHEET 1 OF 2

d

Z

GUARDRAIL WORKSHEET

IF STATIONING IS NOT AVAILABLE, LOCATE TO NEAREST FIXED OBJECT

APPROACH SLOPE

81

SL

OPE

1:10

(M

AX.)

=d

FOR APPROACH TERMINALS ON R-61-SERIES AND R-62-SERIES

d=0 FOR TYPE 2 TERMINALS

NOTE: TYPE 1 TERMINAL ILLUSTRATED

Z L 2= ( For Type 2 Terminals )

Terminals

or Type 2

No Flare

)(

1.8' FOR TYPE 1 TERMINALS

Z ( X- L - 25 ) ( ) + L

( 25' MIN. )

SHY LINE ( 7.01.18 )

RUNOUT LENGTH ( 7.01.19 )

CLEAR ZONE ( 7.01.11 )

SECTION 7.01.30 FOR GUARDRAIL AT EMBANKMENTS

REFER TO STANDARD PLAN R-59-SERIES AND DESIGN MANUAL

GREATER THAN THE MAXIMUM DEFLECTION ( 7.01.20 )

DISTANCE OF OBJECT FROM BACK OF BARRIER MUST BE

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

(REV. 7-2017)

. . . . . . . . . . . . . . . . . . . . .

. . . . . . . . . . . .

. . . . . . . . . . .

. . . . . . . . . . . . . . . . . . . . . . . .

. . .

. . . . . . . . . . . . . . .

. .

thelenb

Rectangle

Ft

Bridge Railing, Thrie Beam Retrofit

PROPOSED TREATMENT

PAY ITEMS

CALCULATIONS OR NOTES

SHEET 2 OF 2

Guardrail Reflector

Ft

Cyd

DEDUCTION TABLE

TYPE 1 TYPE 2

TYPE B

GUARDRAIL

TYPE T

GUARDRAIL31.25'

37.5'

43.75'

25'

GUARDRAIL APPROACH TERMINAL

Ea

*

Ea

Ea

Ea

Embankment, LM

Guardrail Anchorage, Bridge, Det

Guardrail Departing Terminal, Type

34.3'N/A

Guardrail, Type

Guardrail Approach Terminal, Type

NEED ( X ) MUST BE DEDUCTED

TERMINAL, TYPE PORTION OF LENGTH OF

* FOR THIS PAY ITEM, THE GUARDRAIL APPROACH

(REV. 7-2017)

TYPE MGS-8**

GUARDRAIL

TYPE MGS-8 GUARDRAIL.

TERMINAL TYPES 1B AND 2B, RESPECTIVELY) TO

APPROACH TERMINALS (I.E., GUARDRAIL APPROACH

ATTACHING NCHRP 350-COMPLIANT GUARDRAIL

TERMINAL TYPES 1B AND 2B, RESPECTIVELY, WHEN

USE DEDUCTIONS VALUES FOR GUARDRAIL APPROACH

(I.E., GUARDRAIL APPROACH TERMINAL, TYPE 2M).

MASH-COMPLIANT GUARDRAIL APPROACH TERMINAL

TYPE MGS-8 IS ONLY APPLICABLE WHEN USING A

DEDUCTION VALUE PROVIDED FOR GUARDRAIL,

** NOTE:

TYPE MGS-8.

TYPES 1B AND 2B, RESPECTIVELY, TO GUARDRAIL,

WHEN ATTACHING GUARDRAIL APPROACH TERMINAL

ROUND TO NEXT HIGHEST RAIL LENGTH, EXCEPT

PAY LENGTHS MUST BE DIVISIBLE BY 12.5'.

thelenb

Rectangle

thelenb

Rectangle

thelenb

Rectangle

thelenb

Rectangle

thelenb

Rectangle

ROAD DESIGN MANUAL

ROAD DESIGN 7.01.12 (revised 8-21-2017) Types of Guardrail Used in Michigan There are seven standard types of steel beam guardrail in addition to cable barrier found on Michigan highways. The term "Current Use" means "currently proposed for use", not necessarily what may be found existing in the field. A. Type A (Standard Plan R-60-Series) Description: W-beam attached directly to posts, Terminal End Shoes on ends. 12'-6" post spacing, 28" height to top of rail. Current Use: 1. Cul-de-sacs 2. Limited to locations not exposed to

through traffic. B. Type B (Standard Plan R-60-Series) Description: W-beam guardrail, 8" offset blocks. 6'-3" post spacing, 28" height to top of rail. Current Use: 1. Basic type for all free access trunklines. 2. On local roads when part of a state

trunkline project. C. Type BD (Standard Plan R-60-Series) Description: Type B with W-beam on both sides of the post, 8" offset blocks. Current Use: 1. Limited use in medians on free access

highways when median barrier is recommended.

7.01.12 (continued) D. Type T (Standard Plan R-60-Series) Description: Offset thrie beam rail, 8" offset blocks, 6'-3" post spacing, 34" height to top of rail. Current Use: 1. Standard guardrail for new freeway

construction (including ramps). 2. Updating existing freeways and ramps

when the entire run of guardrail is being removed and replaced.

E. Type TD (Standard Plan R-60-Series) Description: Similar to Type T except beam elements and offset blocks are installed on both sides of the post. Current Use: 1. In freeway medians over 30' wide when

median barrier is recommended. Used to update existing freeway medians when there is a significant length of guardrail being replaced or where none was constructed initially, but barrier is now recommended.

F. Type MGS-8 (Standard Plan R-60-Series) Description: W-beam guardrail meeting MASH criteria, 8" offset blocks, standard 6'-3" post spacing, and 31" height to top of rail. Beam element splices occur between standard 6'-3" post spaces. Current Use: 1. Standard MASH-compliant guardrail for all

freeways (including ramps) and free access roadways. On projects let after December 31, 2017, Type MGS guardrail systems will be required for new guardrail installations on all freeways (including ramps) and free access roadways.

ROAD DESIGN MANUAL

ROAD DESIGN 7.01.12 (continued) Types of Guardrail used in Michigan G. Type MGS-8D (Standard Plan R-60-Series) Description: Type MGS-8 with W-beam guardrail and 8" offset blocks on both sides of the post. Current Use: 1. In all roadway medians, freeway and free

access, when median guardrail is recommended and a MASH-compliant guardrail system is desired. On projects let after December 31, 2017, Type MGS guardrail systems will be required for new guardrail installations on all freeways (including ramps) and free access roadways.

7.01.12 (continued) H. Cable Barrier (See Section 7.01.55C) Description: Three or four steel cables mounted on steel posts, anchored and tensioned. Current Use: 1. Medians where crash history indicates

cross median crashes and rigid barrier is not warranted.

2. Special situations where up to 90 degree

impacts can be expected and larger deflections can be tolerated.

ROAD DESIGN MANUAL

ROAD DESIGN 7.01.14 (continued) Guardrail Surface Finish C. Corrosion-Resistant Guardrail

Replacement Policy

The Engineering Operations Committee, meeting on January 20, 1989, decided that all existing corrosion resistant, or "rusty steel", guardrail encountered on proposed Interstate resurfacing or reconstruction projects should be removed and replaced as part of the project. On projects involving bridges only, the nominal provisions of the approach guardrail anchorage shall be replaced if the rail elements are rusty steel. Where guardrail at the bridge approaches is part of a more extensive installation, the decision to replace will be made on the merits of the specific project. See Section 7.01.44 for upgrading local roads.

7.01.15 (revised 8-21-2017) Guardrail Terminals On projects let on or before June 30, 2018, all of the following guardrail terminals may be used for new construction and where specified for updating. On projects let after June 30, 2018, the guardrail terminal types identified in items G and H are required for new construction and where specified for updating. On projects let after June 30, 2018, the guardrail terminal types identified in items A through F will be prohibited for new construction and where specified for updating. A. Guardrail Approach Terminal, Type 1B (Standard Plan R-61-Series) Current Use: 1. On one or both ends of Guardrail, Type B

and Guardrail, Type MGS-8 located within the clear zone of approaching traffic, where a Type 1 (flared) guardrail terminal is desired.

B. Guardrail Approach Terminal, Type 1T (Standard Plan R-61-Series) Current Use: 1. On one or both ends of Guardrail, Type T

located within the clear zone of approaching traffic, where a Type 1 (flared) guardrail terminal is desired.

ROAD DESIGN MANUAL

ROAD DESIGN 7.01.15 (continued) C. Guardrail Approach Terminal, Type 2B

(Standard Plan R-62-Series) Current Use: 1. On one or both ends of Guardrail, Type B

and Guardrail, Type MGS-8 located within the clear zone of approaching traffic, where a Type 2 (tangent) guardrail terminal is desired.

D. Guardrail Approach Terminal, Type 2T

(Standard Plan R-62-Series) Current Use: 1. On one or both ends of Guardrail, Type T

located within the clear zone of approaching traffic, where a Type 2 (tangent) guardrail terminal is desired.

E. Guardrail Departing Terminal, Type B (Standard Plan R-66-Series) Current Use: 1. Departing end of Guardrail, Type B, on

one-way roadways. 2. Departing end of Guardrail, Type B, on

two-way roadways when located outside the clear zone.

F. Guardrail Departing Terminal, Type T (Standard Plan R-66-Series) Current Use: 1. Departing end of Guardrail, Type T, on

one-way roadways. 2. Departing end of Guardrail, Type T, on

two-way roadways when located outside the clear zone.

7.01.15 (continued) G. Guardrail Departing Terminal, Type MGS (Standard Plan R-66-Series) Current Use: 1. Departing end of Guardrail, Type MGS-8,

on one-way roadways. 2. Departing end of Guardrail, Type MGS-8,

on two-way roadways when located outside the clear zone.

H. Guardrail Approach Terminal, Type 2M (by Special Provision) Current Use: 1. On one or both ends of Guardrail, Type

MGS-8 located within the clear zone of approaching traffic.

2. May also be used on one or both ends of Guardrail, Type T or Guardrail, Type B with an appropriate transition section (refer to Standard Plan R-60-Series).

ROAD DESIGN MANUAL

ROAD DESIGN 7.01.19 (revised 8-21-2017) Suggested Runout Lengths for Barrier Design Runout length is the distance from the object being shielded to the point the vehicle is assumed to depart from the roadway.

Traffic Volume (ADT) veh/day

Over 10,000 Over

5,000-10,000 1000-5000 Under 1000

Design Speed (mph)

Runout Length LR (ft)




80 470 430 380 330

70 360 330 290 250

60 300 250 210 200

50 230 190 160 150

40 160 130 110 100

30 110 90 80 70

7.01.20 (revised 7-18-2016) Guardrail Deflection Being flexible barriers, both steel beam guardrail and cable barriers are expected to deflect under impact. This deflection is a result of deformation of the beam element or stretching of the steel cable, fracturing of the post (if wood) or bending of the post (if steel), and lateral displacement of the post in the soil. It is therefore necessary that room for deflection be provided between the back of the rail system (e.g. back of posts) and the object or area being shielded. For design purposes, use the chart at the end of this section for the recommended minimum design offset distances of the various guardrail systems. Refer to Section 7.01.55C, “Cable Barrier”, for expected deflections and offset recommends of cable barrier systems.

7.01.20 (continued) It should be noted that the recommended offset distances should not be treated as absolute values, since guardrail deflection may vary for different impact conditions, soil types and moisture contents, thawed or frozen ground, different types of posts, different types of anchorages, and differing lengths of installation. Therefore, the recommended offset distances should be treated as minimums, and larger offset distances between the back of the rail system (e.g., back of posts) and the object or area being shielded should be provided where feasible. In general and, where feasible, the offset should be increased by 12 inches or more beyond the recommended minimum value. If specific site conditions are such that it is predictable that greater deflection values may occur, and space for deflection is restricted, then shorter post spacing or deeper embedment of posts should be considered. Shorter post spacing is only effective, however, if the full effect of proper post embedment is realized. See Section 7.01.41D, "Guardrail Posts at or near the Shoulder Hinge Line". See also Section 5.5.2, 2011 AASHTO Roadside Design Guide.

ROAD DESIGN MANUAL

ROAD DESIGN 7.01.25 (revised 8-21-2017) Guardrail Approach Terminals Crashworthy end treatments are critical to guardrail installations. An approach terminal is designed to redirect an impacting vehicle and to reduce the occurrences of a vehicle being penetrated, rolled, or vaulted in an end on hit. The following section describes the characteristics and uses of approved standard treatments. A. Type 1 Terminals Type 1 Guardrail Approach Terminals are flared gating terminals. On projects let on or before June 30, 2018, this is the preferred design when grading limits allow for the appropriate 4'-0" offset of the terminal end from the tangent extension of the standard line of guardrail run. When the Type 1 terminal is called for on plans by reference to Standard Plan R-61-Series, the contractor may use one of three terminal options. Descriptions of the current approved options are described in this section. On projects let after June 30, 2018, Type 1 guardrail terminals will not be permitted for new construction and where specified for updating until further notice. 1. Slotted Rail Terminal (SRT) The SRT was adopted by the Department in 1995 when FHWA mandated the discontinued use of the BCT. It subsequently became the first guardrail terminal to pass the NHCRP Report 350 crash test criteria. The concept of a slotted rail terminal consists of longitudinal slots cut into the W-beam rail element to control the location of dynamic buckling thus reducing the potential for impact or penetration of the occupant compartment by the buckled rail element. The SRT was originally intended as a retrofit or replacement for the BCT ending.

7.01.25 (continued) The SRT uses many of the same components used in the BCT. It also uses features common to other end treatments such as the yoke and strut and controlled release terminal (CRT) posts. The parabolic flare of the SRT is identical to that of the BCT, simplifying the retrofit of existing terminals. 2. Flared Energy Absorbing Terminal (FLEAT) FLEAT was adopted in 1998 after it passed NCHRP Report 350 crash testing. Among other reasons, it was chosen as an alternate for the SRT because of the similarities in the components and installation configuration of the two systems. In addition to these similarities to the SRT and other flared terminals, the FLEAT includes an energy absorbing impact head. Unlike the SRT, the 4'-0" offset of the FLEAT is a straight taper rather than a parabolic flare. 3. X-Lite-Flared The X-Lite-Flared is an NCHRP-350 (TL-3) terminal manufactured by Lindsay Transportation Solutions (Barrier Systems, Inc). It was formally adopted as a flared, gating, Type 1 alternative in February 2016. 4. Minimum Offset The Type 1 Terminal is designed to have a minimum offset of 4'-0", measured from the tangent line of the guardrail run. Whenever conditions allow, the line of guardrail designed in advance of the terminal should be flared to further increase the total offset of the terminal from the traveled lane. On curved roadways the offset is measured from the circular extension of the standard rail alignment along the curve. Sometimes on certain minor trunklines and a great number of local roads, the end post may have to be placed on the slope beyond the shoulder hinge point, in which case care should be taken that the terminal end shoe and the steel sleeves are not left "high" nor placed too low.

ROAD DESIGN MANUAL

ROAD DESIGN 7.01.25 (continued) Guardrail Approach Terminals B. Type 2 Terminals Type 2 terminals are tangent, energy absorbing terminals. They are used when proper grading cannot be achieved to accommodate the 4'-0" offset called for with the Type 1 terminals. When the Type 2 terminal is called for on plans by reference to Standard Plan R-62-Series, or by special provision, the contractor may use one of the terminal options with the following caveat. On projects let after June 30, 2018, Type 2B and 2T guardrail terminals will not be permitted for new construction or for updating terminals. Instead, Type 2M guardrail terminals will be required for new installations and for updating guardrail terminals. Guardrail Approach Terminals 1. Extruder Terminal (ET) (Type 2B & 2T) The ET was installed experimentally by the Department in 1993 and was used occasionally when special situations called for a non flared terminal. In 1995 the ET became the first non-flared terminal to meet the NCHRP Report 350 crash test criteria. Frequent use of the ET led to its upgraded status as a standard plan in 1997. It features an impact head that, when hit head on, flattens the guardrail beam element as the head translates down the terminal rail. The flattened rail is then extruded away from the impacting vehicle. 2. X-Lite-Tangent-50 (Type 2B & 2T) The X-Lite-Tangent-50 is a NCHRP-350 (TL-3) terminal manufactured by Lindsay Transportation Solutions (Barrier Systems, Inc). It was first used in Michigan on a pilot project on I-94 in Calhoun County in March 2015 and formally adopted as a Type 2 alternative in February 2016.

7.01.25 (continued) 3. Sequential Kinking Terminal (SKT)

(Type 2B & 2T) The SKT was successfully crash tested in 1997 and adopted by the Department as a standard Type 2 terminal alternate in 1998, replacing the BEST. The materials and configuration of the SKT were more compatible with the ET. Like the FLEAT, its impact head includes a deflector plate that produces sequential kinks in the beam element before extruding it away from the impacting vehicle. 4. Type 2M Terminals Type 2M terminals are similar to the Type 2 terminals except they are MASH-compliant. They are specified by special provision and required on projects let after June 30, 2018 for new installations and when updating guardrail terminals. These terminals are intended to be attached directly to Type MGS-8 guardrail. Therefore, designers will need to include an appropriate transition section for connecting a Type 2M guardrail terminal to either Type B or Type T guardrail (refer to Standard Plan R-60-Series). Current Type 2M terminals available for use are the MSKT, the Soft-Stop, and the MAX-Tension. Contact the Geometrics Design Unit, Design Division, for additional information regarding MASH-compliant guardrail terminals. 5. Minimum Offset The original intent of the Type 2 terminals was to provide endings that required no offset. This was the orientation used in the crash tested system. It was later determined by the FHWA that a 12" offset would be acceptable without further testing. This minimal offset was adopted in Standard Plan R-62-Series in order to minimize the number of nuisance accidents that may occur when the impact head was located close to or encroaching on the shoulder.

ROAD DESIGN MANUAL

ROAD DESIGN 7.01.25 (continued) Guardrail Approach Terminals

Soil plate - Inhibits movement of the post in the soil; aids in keeping the post from pulling out of the ground. Steel sleeves - For ending impacts, reduces tendency for the post to rotate in the soil; aids in resisting movement so the post will break off at the weakening hole. For downstream impacts, distributes loads from the post to the soil.

D. Guardrail Full Strength Point When a standard guardrail terminal is used, the length of need is calculated to a point where the guardrail run develops the full strength of the system. This point on the approach end is considered to be the third post from the end (page 5-51, 2011 AASHTO, Roadside Design Guide). E. Clear Area Behind Guardrail Terminals When determining the length of need of a guardrail run, the designer should verify that there will be no obstacle behind or to the behind side of a guardrail terminal that would prevent gating. The area behind should be traversable for the vehicle after it passes through the terminal. The minimum recovery area behind and beyond a terminal should be an obstacle free area approximately 75' long and 20' wide. If it appears that the area behind will not be traversable, then the guardrail run will probably have to be extended to a point where the area behind the terminal is clear.

7.01.25 (continued) F. Burying Ending in a Backslope Occasionally high cut slopes adjacent to the traveled roadway do not provide sufficient clear area behind a Type 1 terminal to allow gating. The designer should consider terminating the guardrail inside the backslope. The designer or project manager can obtain a special detail for this treatment from the Design Standards Unit. G. Slope Under Guardrail Terminals The area under the terminal should be graded to a 1:10 slope or flatter from the edge of the traveled lane to the shoulder hinge point (2'-0" behind the face of the post). See the appropriate guardrail approach terminal Standard Plans for grading details.

ROAD DESIGN MANUAL

ROAD DESIGN 7.01.29 (revised 8-21-2017) Guardrail Flare When designing guardrail, the designer should take advantage of opportunities to flare the installation. This reduces the required length of need. It also places the guardrail terminal farther from the traveled lane, thus reducing the potential for nuisance hits. A. Flare Rate Historically, 1:15 has been the preferred flare rate for guardrail in Michigan. Other maximum flare rates for semi-rigid barriers are listed on page 5-48 of the 2011 AASHTO, Roadside Design Guide and on Standard Plan R-59-Series according to design speed. Flatter flare rates listed by AASHTO for barrier inside the shy line should only be used where it will not increase the length of the guardrail run. B. Uniform Flare from Structures Guardrail may need to be flared inward to meet the bridge barrier railing of bridges with narrow shoulders. When the guardrail length at a structure is increased, such as for an embankment, a uniform guardrail flare rate (not flatter than 1:30) may be substituted for the combined short parallel section and the two flared sections. The Illustration at right shows this situation on a left approach rail. When the shielded area in advance of the bridge rail is a steep embankment, the length of need is determined as outlined in Standard Plan R-59-Series. A uniform flare can then be constructed from the end of the tangent length of barrier at the bridge rail (L1) to the first post of the guardrail terminal at offset distance “z”.

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ROAD DESIGN MANUAL

ROAD DESIGN 7.01.30 (revised 8-21-2017) Guardrail at Embankments As a general rule, a barrier should be placed to protect a vehicle from going down an embankment only if the barrier itself is the least severe of the two features. Such a comparison must of necessity be very subjective because of the many variables involved. The Department generally follows the criterion that, if the fill slope is 1:3 or flatter, no barrier is required. For slopes of 1:3 or flatter, the height of fill does not increase severity.

7.01.30 (continued) The economics of earthwork obviously dictate that all slopes cannot be 1:6, regardless of fill height. As the fill becomes higher, more consideration must be given to steepening the slopes, which in turn may call for a decision relative to placing a barrier. Slopes intended to be traversable, i.e., one flat enough that a barrier can be omitted but still perhaps 1:3, should be relatively free of discontinuities that might "trip up" a vehicle. Plans should note that half-buried boulders and large rocks should be removed as part of the final trimming operation.

A. Height-Slope Guidelines

ROAD DESIGN MANUAL

ROAD DESIGN 7.01.30 (continued) Guardrail at Embankments G. Placing Beam Guardrail on a Downslope Usually the greater the distance from the roadway that a barrier can be placed, the less chance there is of it being struck and less barrier length will be needed to shield the object. However, placing a barrier on a downslope close to the shoulder hinge point (approximately 12'-0" or less) introduces the potential for the barrier to be less effective because of the tendency for a vehicle, leaving the shoulder, to vault over it. The following guidelines therefore apply: 1. Beam guardrail may be placed on a slope,

beyond the shoulder point, if the slope is 1:10 or flatter.

2. Generally, a 1:10 or flatter slope should

not be constructed specifically to locate the barrier farther out.

3. Usually, the placement of guardrail on a

1:6 slope is not recommended. There has been one crash test where guardrail was placed on a 1:6 slope, 18 feet off the shoulder point that satisfactorily redirected a vehicle. However, a flatter slope is more desirable. The placing of guardrail on 1:6 slopes should be confined to the applications specified in Section 7.01.32F.

7.01.30 (continued) H. Guardrail Placed near Intersecting

Streets and Driveways An intersecting street or driveway located near a roadside object or feature may prevent installation of the full length of barrier required along the main road. An example of this would be a bridge on a main road with an intersecting driveway located near the bridge. The preferred solution is to close or relocate the intersecting street or driveway in order to install the full length of barrier required along the main road. A crash cushion or other impact attenuating devices may be used to shield a fixed object such as a bridge railing end, however, this may not provide the length of need required to shield other roadside objects or features in the vicinity. When closing or relocating the intersecting driveway or street is not feasible, two possible solutions are given in the accompanying sketches. A second guardrail run in advance of the intersecting street or driveway should be considered when the vehicle's runout path does not intersect guardrail, or when the runout path intersects the departing terminal or the first 16.5 feet of the approach terminal attached to the curved run of guardrail. See Special Detail 21 for installing a curved guardrail run near an intersecting street or driveway. Also, graphical design methods are suggested when utilizing the proposed solutions depicted in the accompanying sketches. Site-specific constraints must be taken into consideration when designing guardrail near intersecting streets and driveways. Examples of these constraints include limited intersection sight distance, right-of-way limitations, and the presence of multiple intersecting driveways in close proximity to each other. In addition, the use of excessively short advanced guardrail runs should be avoided. Questions regarding guardrail installations near intersecting streets and driveways should be directed to the Geometric Design Unit of the Design Division.

ROAD DESIGN MANUAL

ROAD DESIGN 7.01.30 (continued) Guardrail at Embankments

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ROAD DESIGN MANUAL

ROAD DESIGN 7.01.32 (continued) Barrier at Bridge Approaches (Over and Under) F. Bridge Columns and Foundations in

70’ Medians Bridge columns and sign support foundations located in the center of 70’ medians were once considered outside the clear zone. Shielding is now required and should be included in any programmed project upgrading. The treatment for shielding columns and foundations for new construction and reconstruction projects should be according to the enclosed system designs shown on Standard Plan R-56-Series, Guardrail Median Object Protection. In addition to the enclosed systems discussed in the previous section, an open system is detailed in Standard Plan R-56-Series for other than new construction and reconstruction projects with 70’ medians and existing fill slope rates of 1:6 or flatter. This detail features twin parallel guardrail runs that shield the median objects independently for each direction of traffic. This option offers the advantage of better accessibility for maintenance equipment to service the median or sign foundations. It is intended only for the conditions stated above.

7.01.33 (revised 8-21-2017) Maintaining Guardrail Strength When One or More Posts Must Be Omitted A. Downspout Headers Standard Plan R-32-Series, under "Notes", advises field personnel to determine the location of proposed guardrail posts prior to locating the spillway or downspout header(s). If this is done, there will be no conflict. There are occasions however, when miscalculation in construction layout or when upgrading guardrail, that an existing downspout header will prevent a post from being placed at the proper spacing. Downspout headers that were constructed prior to 1970 and according to Standard Plan E-4-A-144 series, are an example. These downspouts had deeper throats and were designed to fit 12'-6" post spacing. When a post cannot be properly placed, Standard Plan R-72-Series, "W-Beam Backed Guardrail & Guardrail Long Span Installations" should be used. B. Wide Culverts Maintaining the continuity of the barrier strength is also necessary when a run of guardrail spans a wide culvert and the proper embedment of a guardrail post(s) cannot be obtained. When the spanning of a wide culvert requires the omission of one or two posts, Standard Plan R-72-Series, "W-Beam Backed Guardrail & Guardrail Long Span Installations" should be used. Where no barrier wall exists and the span is over 25’-0” Standard Plan R-73-Series, "Guardrail over Box or Slab Culverts" may be used.

ROAD DESIGN MANUAL

ROAD DESIGN 7.01.33 (continued) Maintaining Guardrail Strength When One or More Posts Must Be Omitted D. Guardrail Posts through Paved

Surfaces Guardrail posts embedded into paved surfaces present a problem similar to that of guardrail posts in rock formations. The paved surface will not allow the posts to rotate in their embedment (to distribute vehicle loads through the post into the embedment material) prior to breaking. Thus, an area of pavement around the post know as "leave out" must be omitted to allow the post to rotate. For both steel and wood posts, the size of the leave out should be an area of about 15" x 15" (square or round). The most critical measurement is the distance from the back of post to the back edge of the leave out, which should be a minimum of 7”. After post installation, patching material is generally placed around the guardrail post in the "leave out" area. This work should be included by special provision.

7.01.33 (continued) E. Additional Blockouts on Guardrail Posts Double blockouts (16" deep) may be used to increase the post offset to avoid obstacles such as curbs. Except at terminals, there is no limit to the number of posts in a guardrail run that use double blockouts. Under special circumstances, one or two posts in a run of guardrail may employ as many as four blockouts (up to 36") to provide proper clearance. There should be no voids between blockouts when using double or multiple blockouts. Furthermore, for aesthetic reasons, double or multiple blockouts should be installed without creating sudden changes in guardrail alignment. When using double or multiple blockouts, steps must be taken to prevent the placement of guardrail posts on steep fill slopes beyond the shoulder hinge point. Placing conventional length guardrail posts on steep fill slopes may result in posts having insufficient soil embedment depth, thereby reducing the post's strength to resist overturning. See Section 7.01.41.D, for guardrail post length requirements when placing guardrail at or near the shoulder hinge line.

ROAD DESIGN MANUAL

ROAD DESIGN 7.01.40 Guard Posts for Roadside Control Barrier systems should not be used merely for roadside control. Where it is impractical to use curb for this purpose, wooden posts without connecting beam elements will suffice. These posts should be weakened by adding two 3½” diameter holes, through the 8" face and 6" apart, with the bottom one about 1" above the ground. The holes should be perpendicular to traffic. Posts may be about 5'-0" apart or as necessary to control traffic in the specific situation. See Standard Plan R-74-Series.

7.01.41 (revised 8-21-2017) Upgrading and Replacement of Guardrail The upgrading and replacement of existing guardrail runs is a leading construction item in Michigan. Two principle reasons for updating are an obsolete design or because of changed conditions, e.g., a guardrail made too low by resurfacing the shoulder. A. Guidelines for Upgrading or Replacing Guardrail 1. If entire runs of guardrail must be replaced

because the guardrail is out of specifications or cannot be adjusted to meet specifications, then the guardrail should be replaced following the current MDOT recommendations as called for in Section 7.01.12.

2. Height adjustment may be made on

existing guardrail posts that pass a thorough inspection for soundness. Existing beam elements should be evaluated for expected life and may be used if they meet current design standards. If the existing guardrail cannot be made to meet these conditions, then the entire run should be replaced with new guardrail using the recommended type from Section 7.01.12.

ROAD DESIGN MANUAL

ROAD DESIGN 7.01.41A (continued) Upgrading and Replacement of Guardrail 3. When replacement of the existing

guardrail on freeway ramps is necessary, use Type T or Type MGS-8. If a continuous guardrail run is needed up to and along the crossroad, transition Type T to Type B or Type MGS-8 at a point 50'-0" minimum from the edge of the crossroad for a "T" type ramp terminal. For a continuous run through a free-flow ramp, transition to Type B or Type MGS-8 opposite the 2'-0" point in the gore. This should be done at both on and off ramp terminals. The transition to Type B or Type MGS-8 is to provide as much sight distance as possible at the ramp terminals.

4. Height adjustments may be made to

Type T guardrail meeting the conditions stated in 2 of this section. If the existing posts are too low to allow the thrie beam rail to be placed at the proper height, then new Type T should be installed.

The placing of the upper bolt shall not be

closer than 2" from top of wood or steel posts. See the following illustrations.

7.01.41A (continued)

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ROAD DESIGN MANUAL

ROAD DESIGN 7.01.41A (continued) Upgrading and Replacement of Guardrail

7.01.41 (continued) B. Upgrading Guardrail Terminals A 1999 federal mandate required the replacement of Breakaway Cable Terminals (BCT) on 3R projects on the NHS. Along with a 1995 mandate that required the replacement of blunt ends and turned down endings, this expedites the elimination of all guardrail terminals that do not meet the crash test criteria of NCHRP Report 350. BCT’s shall be upgraded to current standard terminals on all 3R projects on the NHS and all NHS projects that include guardrail work. See Standard Plans R-61-Series and R-62-Series for details of approved terminals. Existing BCTs on Non-NHS projects that include guardrail work shall be upgraded to current standard terminals except existing BCTs on Non-NHS 3R projects will not require replacement if they are in good condition, properly installed and preceded by a flared guardrail run. This is summarized in the following table:

BCT Replacement

Policy

NHS Non NHS

3R New or

Reconstruct 3R

New or Reconstruct

Guardrail Work

Included

No Guardrail

Work Included

Guardrail Work

Included

No Guardrail

Work Included

Guardrail Work

Included

No Guardrail

Work Included

Guardrail Work

Included

No Guardrail

Work Included

Existing flared installation. Upgrade Upgrade Upgrade

No Upgrade required

No Upgrade required

No Upgrade required

Upgrade No

Upgrade required

Existing non-flared installation. Upgrade Upgrade Upgrade

No Upgrade required

Upgrade Upgrade Upgrade No

Upgrade required

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ROAD DESIGN

7.01.41B (continued) Upgrading and Replacement of Guardrail These guidelines do not apply to Capital Preventive Maintenance (CPM) projects. Safety Criteria for CPM projects are covered under a separate agreement with the FHWA. Maintenance forces are to replace a damaged BCT with an approved terminal from Standard Plan R-61 or R-62-Series. C. Intermixing Wood and Steel Posts At the present time, the Standard Specifications permit the use of either wood or steel guardrail posts. Both types of posts may be randomly intermixed in making repairs on Types A, B, T, and MGS-8 guardrail, but, for appearance, complete runs being reconstructed should utilize only one type of post. Wood and steel posts for types BD and TD cannot be intermixed because of post size. Posts in terminals shall be the same as those specified on Standard Plans R-61-Series, R-62-Series, R-63-Series, R-66-Series and the special provision which specifies the Type 2M endings. When the repair of an existing bullnose installation is necessary, wood posts shall be used. D. Guardrail Posts at or near the

Shoulder Hinge Line Guardrail upgrading on local roads and trunklines sometimes requires setting the posts at or near the shoulder hinge line rather than 2'-0" (shoulder hinge point to front face of post) for Guardrail Types B and T, or 2’-8” (shoulder hinge point to front face of post) for Guardrail Type MGS-8, as specified on Standard Plan R-60-Series. Most of the time this condition occurs on a fill, which means that the soil support behind the post will be reduced because of the close proximity of the slope. In these cases, 8'-0" long posts should be specified for Guardrail Types B and T, and 9’-0” long posts should be specified for Guardrail Type MGS-8. If the ground does not fall away behind the guardrail, then conventional length posts are sufficient.

7.01.41 (continued) E. Allowable Variation from Standard

Height

When evaluating existing guardrail to determine upgrading needs, variation from standard barrier height is a consideration. A variation of 3" from the standard height is allowable. This is considered a functional variation. Closer tolerances are expected for construction purposes. If an existing guardrail is of the proper type, and after all phases of the proposed project are complete, e.g., shoulder resurfacing, etc., the guardrail height should be within this limit. If any work must be done on it at all, however, then the run should be brought up to standard. Before allowing such a run of guardrail to remain untouched, it should pass a thorough inspection for the soundness of posts and the expected remaining life of the beam elements. The timing of future road improvements should also be a consideration. F. Unpainted Corrosion Resistant Beam Elements See Section 7.01.14B. The Engineering Operations Committee meeting on January 20, 1989 decided that all existing corrosion resistant, or "rusty steel", guardrail encountered on proposed Interstate resurfacing or reconstruction projects should be removed and replaced as part of the project. On projects involving bridges only, the nominal provisions of approach guardrail (guardrail anchorage to bridge and approach terminal) shall be replaced if the rail elements are rusty steel. Where guardrail at the bridge approaches is part of a more extensive installation, the decision to replace will be made on the merits of the specific project.

ROAD DESIGN MANUAL

ROAD DESIGN 7.01.41 (continued) Upgrading and Replacement of Guardrail G. Thick Shoulder Lifts Rehabilitation of rural freeways often entails placing a new concrete pavement on top of the old, or placing a thick HMA overlay. This procedure also raises the shoulder elevation, thus causing the existing guardrail to be too low. When this occurs, the designer is reminded that provisions should be made to either reconstruct or upgrade the guardrail. If reconstruction of the guardrail must precede the pavement lift by a year or so; the designer may be tempted to call for longer than normal posts, leaving them with tops protruding so that they will be long enough to fit the ultimate installation. This should not be done; crash test films frequently show the impacting vehicle laying over on the rail and sliding along it. Protruding post tops would thus have a detrimental effect on smooth redirection of the vehicle. H. Type A Guardrail Parallel to

Continuous Abutment, Twin Overpassing Structures

It was practice for a number of years to place Type A guardrail in front of the opening between twin overpassing structures, parallel to the continuous abutment and about 4'-0" in back of it. Current standards provide either a length or a configuration of guardrail that eliminates the need for this transverse section of barrier. On an updating project, if this transverse barrier is still in place and in good condition, it may be left as a determent to persons or animals who could accidentally fall over the backwall. If the condition of the barrier warrants removal, it should be removed and not replaced.

7.01.41 (continued) I. Replacing with Thrie Beam Guardrail Even though guardrail Type T and Type MGS-8 are the current standards for use on freeways, other guardrail types do not need to be replaced unless physical deficiencies exist. 7.01.43 Guidelines for Bridge Railing Replacement and Attached Approach and Trailing Guardrails See Chapter 12 of the Bridge Design Manual. 7.01.44 (revised 10-22-99) Guardrail Upgrading on Local Roads A. Guardrail Upgrading Guidelines on

Local Roads (In Conjunction with Freeway Work)

In conjunction with work programmed on a freeway, the Department may have occasion to upgrade guardrail on roads that are under local jurisdiction. Generally, the guardrail will be constructed to "trunkline standards" with respect to the type of guardrail and the type of ending. Depending on site conditions, the location and configuration of the guardrail used on local roads may not necessarily be to "trunkline standards". The Department attempts to prevent errant local road traffic from encroaching on the freeway and its appurtenances. The following guidelines have been established for upgrading guardrail on local roads over and under freeways.

6.05.02

VZ

BLT

TRUNKLINE, COUNTY & CITY BRIDGES

BRIDGE CROSS SECTIONS

FOR CURBED APPROACHES

PARAPET TUBE

AESTHETIC

BRIDGE RAILING

PEDESTRIAN FACILITY REQUIRED

MAXIMUM POSTED SPEED 40 MPH

4 TUBE

BRIDGE RAILING

OR

FENCE (TYP. OVER FREEWAYS)

10' CURVED TOP CHAIN LINK

(TYP. OVER RIVERS)

6" CONCRETE BRUSH BLOCK

4' CHAIN LINK FENCE WITH

PEDESTRIAN FACILITY REQUIRED

POSTED SPEEDS GREATER THAN 40 MPH

NO PEDESTRIAN FACILITY REQUIRED

ANY POSTED SPEED

AND 8' (TOTAL) MAX. ON RIGHT.

BRIDGE RAIL. USE 4' (TOTAL) MAX ON LEFT

SHOULDER AS THE LATERAL CLEARANCE TO THE

A CONTINUATION OF A RAMP, MATCH THE RAMP

WHERE AN AUXILIARY LANE ON THE STRUCTURE IS

SHOULDER + 2'SHOULDER + 2' LANE WIDTH x NO. OF LANES

********

BARRIER (TYP.)

CONCRETE

LANE WIDTH x NO. OF LANES

SHOULDER + 2'SHOULDER + 2' LANE WIDTH x NO. OF LANES

********

MIN.

4'-0"

PREFERRED

** 5'-0"

2'SIDEWALK 2' SIDEWALK

MIN.

* 5'-2"

MIN.

* 5'-2"

PEDESTRIAN FACILITY SHOWNSHARED USE FACILITY SHOWN

* 5'-2" TO TOE OF CURB, 5'-0" TO BEVEL POINT.

USED TROUGHOUT.

EVERY 200' OR LESS OR A 5'-0" SIDEWALK SHALL BE

(INCLUSIVE OF THE SIDEWALK), SHALL BE PRESENT

APPROACHES) A PASSING SPACE, 5'-0" x 5'-0"

FOR A LENGTH OF 200' OR MORE (INCLUDING

** WHEN A SIDEWALK WIDTH OF LESS THAN 5'-0" EXISTS

***

VARIABLE

DEVELOPMENT OF BICYCLE FACILITIES".

*** FOR WIDTH REFER TO AASHTO "GUIDE FOR THE

(42" MIN. HEIGHT RAILING REQUIRED)

CONCRETE BARRIER SHOWN

BRIDGE RAILING 4 TUBE SHOWN

54" PREFERRED

42" MIN. HEIGHT RAILING REQUIRED,

SEE BRIDGE DESIGN GUIDE 6.05.01

FOR TRUNKLINE BRIDGES WITHOUT PEDESTRIAN FACILITY

FOR COUNTY & CITY BRIDGES ONLY

********

MDOT JURISDICTIONAL FACILITY/ROADWAY.

2' ADDITIONAL OFFSET APPLIES TO BRIDGES OVER

GEOMETRIC DESIGN OF HIGHWAYS AND STREETS".

MANUAL CHAPTER 7 AND AASHTO "A POLICY ON

APPROACH SHOULDER WIDTHS SEE BRIDGE DESIGN

**** 2'-0" MIN. FOR CURB APPROACH. FOR MINIMUM

BUREAU OF DEVELOPMENT

MICHIGAN DEPARTMENT OF TRANSPORTATIONDRAWN BY:

APPROVED BY: DAJ

DESIGN DIVISION

PREPARED BY

SUPERSEDES:03/17/14

ISSUED: 08/21/17

CHECKED BY:

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