The Nebraska AGT detail uses a distance of approximately 37.5” based on center of splice to first simulated post via tube rail and blockout. The slope and lateral offset of tapered concrete end has worked well. An earlier version with less slope and offset was tried but resulted in excessive wheel snag and floorboard deformation.
Thus, it would be good for KDOT longitudinal distance to be similar or less than others.
It would be beneficial to have longer flatter flare with more offset that short steep flare with minimal offset. A larger lateral offset reduces tendency for wheel to impact on end of concrete. A flatter flare reduces scrubbing forces along the tapered section as well as helps to prevent a rapid wheel redirection which can contribute to vehicle roll during redirection. In other words, a wheel snag on the front face of a short taper may behave like a wheel contacting the upstream end.
For half-post spacing design, I believe that it could be installed with or without curb if end section contact is reduced, taper design is conservative, and distance to first post within range of those noted. Knowledge of crash tests of several systems gets us to this general opinion.
We also noted that standardization of concrete ends with half- and quarter-post spacing designs and w/ and w/o curbs would be desirable in future. Some MASH testing with 1100C and 2270P vehicles may possibly be necessary.
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