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Appendix A-1
APPENDIX
Level of Service and Annual Average Daily Traffic
The Design Team attempted to use the most recent data available at the time of this report. It was not within the scope of this project to do a more detailed analysis of the Level of Service (LOS) or Annual Average Daily Traffic (annual ADT, or AADT) for cross streets along Highway 101. The Tribe may wish to pursue additional studies under the IRR to collect data on local streets.
Del Norte County General Plan
GP Policy 8.A.11 - The County shall encourage Caltrans and Regional Transporta-tion Agency to provide for Level of Service D or better on all state highways within the County.
Del Norte County Regional Transportation Plan
LEVEL OF SERVICE
Level of Service (LOS) is a technical term that describes how much traffic congestion exists on a roadway. The level of congestion is expressed in terms of LOS ‘A’, mean-ing little or no congestion, through LOS ‘F’, meaning extreme congestion, or gridlock. LOS definitions generally describe traffic conditions in terms of speed, travel time, freedom to maneuver, traffic interruption, comfort, and convenience. Typically, level of service D is used as the design standard in urban areas and level of service C is used as the design standard in rural areas. Table 3-2 on the next page provides a description of each LOS category.
A-2 Smith River Conceptual Plan
ANNUAL AVERAGE DAILY TRAFFIC (ANNUAL ADT)
Annual average daily traffic (annual ADT, or AADT) is the total volume for the year divided by 365 days. Traffic counts are adjusted to an estimate of annual ADT by taking into account seasonal influences, weekly variations or other variables. An-nual ADT is needed to present a view of statewide traffic flow, provide trends, con-gestion, identify accident rates, and for planning and design of highways. The peak month ADT is the average daily traffic for the month of heaviest traffic flow. The peak month ADT data is useful because many routes, such as Del Norte County’s highways, experience consistently higher traffic volumes during the peak recreational travel months of summer-fall months. Peak month ADT is more representative of traffic conditions during these periods.
Annual ADT information was obtained from Caltrans Annual ADT data, using peak month totals for the high volume traffic segments of US Highways 199 and 101, and State Routes 197 and 169. ADT and LOS for 2005 and 2025 are shown on the Fig-ures on the following pages.
Table 3-2
Appendix A-3
2005
Smith River ADT = 7,300 – 8,000
LOS = C
A-4 Smith River Conceptual Plan
2025
Smith River ADT = 9,490 – 11,200
LOS = D, E
HIG
HW
AY
DE
SIG
N M
AN
UA
L
300-
1
Sept
embe
r 1, 2
006
CH
APT
ER 3
00
GEO
MET
RIC
CR
OSS
SEC
TIO
N
Topi
c 30
1 - T
rave
led
Way
St
anda
rds
Inde
x 30
1.1
- Tra
vele
d W
ay W
idth
Th
e tra
vele
d w
ay
wid
th
is
dete
rmin
ed
by
the
num
ber
of l
anes
dem
ande
d by
the
des
ign
hour
ly
volu
me.
Th
e tra
vele
d w
ay w
idth
doe
s no
t inc
lude
cu
rbs,
dike
s, gu
tters
, or
gut
ter
pans
. T
he b
asic
la
ne w
idth
for
new
con
stru
ctio
n on
two-
lane
and
m
ultil
ane
high
way
s, ra
mps
, col
lect
or r
oads
, and
ot
her
appu
rten
ant
road
way
s sh
all
be 1
2 fe
et.
For
road
s w
ith c
urve
rad
ii of
300
fee
t or
les
s, w
iden
ing
due
to o
fftra
ckin
g sh
ould
be
cons
ider
ed.
See
Inde
x 40
4.1
and
Tabl
e 50
4.3A
. F
or r
oads
un
der o
ther
juris
dict
ions
, see
Top
ic 3
08.
301.
2 C
ross
Slo
pes
(1)
Gen
eral
. Th
e pu
rpos
e of
slo
ping
on
road
way
cr
oss
sect
ions
is
to p
rovi
de a
mec
hani
sm t
o di
rect
wat
er (
usua
lly f
rom
pre
cipi
tatio
n) o
ff
the
trave
led
way
. U
ndes
irabl
e ac
cum
ulat
ions
of
wat
er c
an l
ead
to h
ydro
plan
ing
or o
ther
pr
oble
ms
whi
ch
can
incr
ease
ac
cide
nt
pote
ntia
l.
See
Topi
cs
831
and
833
for
hydr
opla
ning
con
side
ratio
ns.
(2)
Stan
dard
s.
(a)
The
sta
ndar
d cr
oss
slop
e to
be
used
for
new
con
stru
ctio
n on
the
tra
vele
d w
ay
for
all
type
s of
su
rfac
es
shal
l be
2
perc
ent.
(b)
For
resu
rfac
ing
or
wid
enin
g w
hen
nece
ssar
y to
mat
ch e
xist
ing
cros
s slo
pes,
the
min
imum
sha
ll be
1.5
per
cent
and
th
e m
axim
um
shal
l be
3
perc
ent.
H
owev
er,
the
cros
s sl
ope
on 2
-lane
and
m
ultil
ane
AC
hi
ghw
ays
shou
ld
be
incr
ease
d to
2
perc
ent
if th
e co
st
is
reas
onab
le.
(c)
On
unpa
ved
road
way
su
rfac
es,
incl
udin
g gr
avel
an
d pe
netr
atio
n tr
eate
d ea
rth,
the
cro
ss s
lope
sha
ll be
2.
5 pe
rcen
t to
5.0
perc
ent.
On
undi
vide
d hi
ghw
ays w
ith tw
o or
mor
e la
nes i
n a
norm
al ta
ngen
t sec
tion,
the
high
poi
nt o
f the
cro
wn
shou
ld
be
cent
ered
on
th
e pa
vem
ent
and
the
pave
men
t sl
oped
tow
ard
the
edge
s on
a u
nifo
rm
grad
e.
For
reha
bilit
atio
n an
d w
iden
ing
proj
ects
, th
e m
axim
um
alge
brai
c di
ffer
ence
in
cr
oss
slop
e be
twee
n ad
jace
nt
lane
s of
op
posi
ng
traff
ic
for
eith
er
2-la
ne
or
undi
vide
d m
ultil
ane
high
way
s sh
ould
be
6 pe
rcen
t. F
or n
ew c
onst
ruct
ion,
the
m
axim
um sh
all b
e 4
perc
ent.
On
divi
ded
high
way
roa
dbed
s, th
e hi
gh p
oint
of
crow
n m
ay b
e ce
nter
ed a
t, or
left
of, t
he c
ente
r of
th
e tra
vele
d w
ay,
and
pref
erab
ly o
ver
a la
ne l
ine
(tent
sec
tions
). T
his
stra
tegy
may
be
empl
oyed
w
hen
addi
ng
lane
s on
th
e in
side
of
di
vide
d hi
ghw
ays,
or w
hen
wid
enin
g an
exi
stin
g "c
row
ned"
2-
lane
hig
hway
to
a 4-
lane
div
ided
hig
hway
by
utili
zing
the
exis
ting
2-la
ne p
avem
ent a
s on
e of
the
divi
ded
high
way
road
beds
.
The
max
imum
alg
ebra
ic d
iffer
ence
in
cros
s sl
ope
betw
een
sam
e di
rect
ion
traff
ic l
anes
of
divi
ded
high
way
road
beds
shou
ld b
e 4
perc
ent.
The
max
imum
diff
eren
ce i
n cr
oss
slop
e be
twee
n th
e tra
vele
d w
ay
and
the
shou
lder
sho
uld
not
exce
ed 8
per
cent
. Th
is a
pplie
s to
new
con
stru
ctio
n as
wel
l as p
avem
ent o
verla
y pr
ojec
ts.
At
free
way
en
tranc
es
and
exits
, th
e m
axim
um
diff
eren
ce in
cro
ss s
lope
bet
wee
n ad
jace
nt la
nes,
or
betw
een
lane
s an
d go
re a
reas
, sho
uld
not e
xcee
d 5
perc
ent.
Topi
c 30
2 - S
houl
der S
tand
ards
30
2.1
Wid
th
The
sho
ulde
r w
idth
s gi
ven
in T
able
302
.1 s
hall
be t
he m
inim
um c
ontin
uous
usa
ble
wid
th o
f pa
ved
shou
lder
. Fo
r new
con
stru
ctio
n, a
nd m
ajor
re
cons
truct
ion
proj
ects
on
conv
entio
nal
high
way
s, ad
equa
te w
idth
shou
ld b
e pr
ovid
ed to
per
mit
shar
ed
use
by m
otor
ists
and
bic
yclis
ts.
See
Inde
x 30
8.1
for
shou
lder
wid
th r
equi
rem
ents
on
city
stre
ets
or c
ount
y ro
ads.
See
sho
ulde
r de
finiti
on, I
ndex
62.
1(7)
.
See
Inde
x 11
02.2
for
sho
ulde
r w
idth
req
uire
men
ts
next
to n
oise
Bar
riers
.
300-
2 H
IGH
WA
Y D
ESI
GN
MA
NU
AL
Ja
nuar
y 4,
200
7
Tabl
e 30
2.1
Stan
dard
s fo
r Pav
ed
Shou
lder
Wid
th
Pave
d Sh
ould
er W
idth
(ft)
Le
ft
Rig
ht (8
)
Fr
eew
ays &
Exp
ress
way
s
2 la
nes (
1)
--
8(6)
4 la
nes (
1)
5 10
6
or m
ore
lane
s (1)
10
10
A
uxili
ary
lane
s --
10
Fr
eew
ay-to
-fre
eway
con
nect
ions
Si
ngle
and
two-
lane
con
nect
ions
5
10
Thre
e-la
ne c
onne
ctio
ns
10
10
Sing
le-la
ne ra
mps
4(2
)8
Mul
tilan
e ra
mps
4(2
)8(3
)
Mul
tilan
e un
divi
ded
--
10
Col
lect
or-D
istri
buto
r 5
10
C
onve
ntio
nal H
ighw
ays
Mul
tilan
e di
vide
d
4-
lane
s 5
8
6-
lane
s or m
ore
8 8
Urb
an a
reas
with
spee
ds le
ss th
an o
r equ
al to
45
mph
and
cu
rbed
med
ians
2(4
) 8(7
)
Mul
tilan
e un
divi
ded
--
8(7)
2-la
ne
RR
R
See
Inde
x 30
7.3
N
ew c
onst
ruct
ion
See
Tabl
e 30
7.2
Sl
ow-m
ovin
g ve
hicl
e la
ne
--
4(5)
L
ocal
Fac
ilitie
s
Fron
tage
road
s
See
Inde
x 31
0.1
Lo
cal f
acili
ties c
ross
ing
Stat
e fa
cilit
ies
Se
e In
dex
308.
1
NO
TES:
(1)
Tota
l num
ber o
f lan
es in
bot
h di
rect
ions
incl
udin
g se
para
te ro
adw
ays (
see
Inde
x 30
5.6)
. If
a la
ne is
add
ed to
on
e si
de o
f a 4
-lane
faci
lity
(suc
h as
a tr
uck
clim
bing
lane
) the
n th
at si
de sh
all h
ave
10 fe
et le
ft an
d rig
ht
shou
lder
s. S
ee In
dex
62.1
.
(2)
May
be
redu
ced
to 2
feet
. 4
feet
pre
ferr
ed in
urb
an a
reas
and
/or w
hen
ram
p is
met
ered
. Se
e In
dex
504.
3.
(3
) In
rest
rictiv
e si
tuat
ions
, may
be
redu
ced
to 2
feet
or 4
feet
(pre
ferr
ed in
urb
an a
reas
) in
the
2-la
ne se
ctio
n of
a
non-
met
ered
ram
p w
hich
tran
sitio
ns fr
om a
sing
le la
ne.
May
be
redu
ced
to 2
feet
in ra
mp
sect
ions
hav
ing
3 or
m
ore
lane
s. S
ee In
dex
504.
3.
(4
) Fo
r pos
ted
spee
ds le
ss th
an o
r equ
al to
35
mph
, sho
ulde
r may
be
omitt
ed (s
ee In
dex
303.
5(5)
) exc
ept w
here
dr
aina
ge fl
ows t
owar
d th
e cu
rbed
med
ian.
(5)
On
right
side
of c
limbi
ng o
r pas
sing
lane
sect
ion
only
. Se
e In
dex
1003
.2 if
bik
e la
nes a
re p
rese
nt.
(6
) 10
-foo
t sho
ulde
rs p
refe
rred
.
(7)
Whe
re p
arki
ng is
allo
wed
, 10
feet
to 1
2 fe
et sh
ould
ers p
refe
rred
.
(8)
Shou
lder
s adj
acen
t to
abut
men
t wal
ls, r
etai
ning
wal
ls in
cut
loca
tions
, and
noi
se b
arrie
rs sh
all b
e 10
feet
wid
e.
HIG
HW
AY
DE
SIG
N M
AN
UA
L
300-
3
Sept
embe
r 1, 2
006
302.
2 C
ross
Slo
pes
(1)
Gen
eral
- W
hen
a ro
adw
ay c
ross
es a
bri
dge
stru
ctur
e, th
e sh
ould
ers s
hall
be in
the
sam
e pl
ane
as th
e ad
jace
nt tr
avel
ed w
ay.
(2) L
eft S
houl
ders
- In
dep
ress
ed m
edia
n se
ctio
ns,
shou
lder
s to
the
lef
t of
tra
ffic
shal
l be
sl
oped
at
2 pe
rcen
t aw
ay fr
om th
e tr
avel
ed
way
.
In p
aved
med
ian
sect
ions
, sho
ulde
rs t
o th
e le
ft of
traf
fic s
hall
be d
esig
ned
in th
e pl
ane
of t
he t
rave
led
way
. M
aint
enan
ce p
avin
g be
yond
the
edge
of s
houl
der s
houl
d be
trea
ted
as a
ppro
pria
te f
or t
he s
ite,
but
cons
ider
atio
n ne
eds
to b
e gi
ven
to th
e ad
ded
runo
ff a
nd th
e in
crea
sed
wat
er d
epth
on
the
pave
men
t (s
ee
disc
ussi
on i
n In
dex
831.
4 (5
) "H
ydro
plan
-in
g").
(3)
Righ
t Sh
ould
ers-
In
norm
al t
ange
nt s
ectio
ns,
shou
lder
s to
the
rig
ht o
f tr
affic
sha
ll be
sl
oped
at 2
per
cent
to 5
per
cent
aw
ay fr
om
the
trav
eled
way
.
Th
e ab
ove
flexi
bilit
y in
the
desi
gn o
f the
righ
t sh
ould
er a
llow
s th
e de
sign
er t
he a
bilit
y to
co
nfor
m t
o re
gion
al n
eeds
. D
esig
ners
sha
ll co
nsid
er t
he f
ollo
win
g du
ring
shou
lder
cro
ss
slop
e de
sign
.
!"In
mos
t ar
eas
a 5
perc
ent
right
sho
ulde
r cr
oss
slop
e is
des
ired
to m
ost e
xped
itiou
sly
rem
ove
wat
er f
rom
the
pav
emen
t an
d to
al
low
gut
ters
to
carr
y a
max
imum
wat
er
volu
me
betw
een
drai
nage
in
lets
. Th
e sh
ould
ers
mus
t ha
ve
adeq
uate
dr
aina
ge
inte
rcep
tion
to c
ontro
l th
e "w
ater
spr
ead"
as
dis
cuss
ed i
n Ta
ble
831.
3 an
d In
dex
831.
4. C
onve
yanc
e of
wat
er fr
om th
e to
tal
area
tra
nsfe
rrin
g dr
aina
ge a
nd r
ainw
ater
ac
ross
ea
ch
lane
an
d th
e qu
antit
y of
in
terc
eptin
g dr
aina
ge
shal
l al
so
be
a co
nsid
erat
ion
in t
he s
elec
tion
of s
houl
der
cros
s sl
ope.
Hyd
ropl
anin
g is
dis
cuss
ed i
n In
dex
831.
4 (5
).
!"In
loca
tions
with
sno
w r
emov
al o
pera
tions
it
is d
esira
ble
for
right
sho
ulde
rs t
o sl
ope
away
fro
m tr
affic
in th
e sa
me
plan
e as
the
trave
led
way
. T
his
desi
gn p
erm
its t
he
snow
plow
ing
crew
to
rem
ove
snow
fro
m
the
lane
s an
d th
e sh
ould
ers
with
the
lea
st
num
ber o
f pas
ses.
!"If
sho
ulde
rs a
re P
ortla
nd c
emen
t co
ncre
te
and
the
Dis
trict
pla
ns to
con
vert
shou
lder
s in
to t
hrou
gh l
anes
with
in t
he 2
0 ye
ars
follo
win
g co
nstru
ctio
n, t
hen
shou
lder
s ar
e to
be
built
in th
e pl
ane
of th
e tra
vele
d w
ay
and
to
lane
st
anda
rds
for
wid
th
and
stru
ctur
al se
ctio
n. (S
ee In
dex
603.
4).
!"If
use
of
the
high
way
by
pede
stria
ns i
s ex
pect
ed in
are
as w
here
sid
ewal
ks a
re n
ot
to b
e co
nstru
cted
, new
sho
ulde
r cro
ss s
lope
an
d dr
aina
ge d
esig
n sh
ould
acc
omm
odat
e pe
dest
rians
and
con
side
ratio
n sh
ould
be
give
n to
ped
estri
an a
nd b
icyc
le n
eeds
on
reco
nstru
ctio
n of
exi
stin
g sh
ould
ers.
Thi
s de
cisi
on s
houl
d in
volv
e th
e lo
cal
agen
cy
and
mus
t be
con
sist
ent
with
the
des
ign
guid
ance
pro
vide
d in
Top
ic 1
05 a
nd i
n D
esig
n In
form
atio
n B
ulle
tin
82,
"Ped
estri
an
Acc
essi
bilit
y G
uide
lines
fo
r H
ighw
ay
Proj
ects
" fo
r pe
ople
w
ith
disa
bilit
ies.
Shou
lder
sl
opes
fo
r su
pere
leva
ted
curv
es
are
disc
usse
d in
Inde
x 20
2.2.
See
Inde
x 30
7.2
for s
houl
der s
lope
s on
2-la
ne ro
ads
with
2-f
oot a
nd 4
-foo
t sho
ulde
rs.
Topi
c 30
3 - C
urbs
, Dik
es, a
nd
Side
Gut
ters
303.
1 G
ener
al P
olic
y
Cur
b (in
clud
ing
curb
with
gut
ter
pan)
, di
ke,
and
side
gut
ter a
ll se
rve
spec
ific
purp
oses
in th
e de
sign
of
the
roa
dway
cro
ss s
ectio
n.
Cur
b is
prim
arily
us
ed f
or c
hann
eliz
atio
n, a
cces
s co
ntro
l, se
para
tion
betw
een
pede
stria
ns a
nd v
ehic
les,
and
to e
nhan
ce
delin
eatio
n.
Dik
e is
sp
ecifi
cally
in
tend
ed
for
drai
nage
and
ero
sion
con
trol
whe
re s
torm
wat
er
runo
ff c
anno
t be
cost
eff
ectiv
ely
conv
eyed
bey
ond
the
pave
men
t by
othe
r mea
ns.
Cur
b w
ith g
utte
r pan
se
rves
the
pur
pose
of
both
cur
b an
d di
ke.
Sid
e gu
tter i
s int
ende
d to
pre
vent
runo
ff fr
om a
cut
slop
e on
the
high
sid
e of
a s
uper
elev
ated
roa
dway
fro
m
runn
ing
acro
ss
the
pave
men
t an
d is
di
scus
sed
furth
er in
Inde
x 83
4.3.
300-
4 H
IGH
WA
Y D
ESI
GN
MA
NU
AL
Se
ptem
ber 1
, 200
6
Asi
de f
rom
the
ir po
sitiv
e as
pect
s in
per
form
ing
certa
in
func
tions
, cu
rbs
and
dike
s ca
n ha
ve
unde
sira
ble
effe
cts.
In
gene
ral,
curb
s an
d di
kes
shou
ld p
rese
nt t
he l
east
pot
entia
l ob
stru
ctio
n, y
et
perf
orm
the
ir in
tend
ed f
unct
ion.
A
s op
erat
ing
spee
ds i
ncre
ase,
low
er c
urb
and
dike
hei
ght
is
desi
rabl
e.
Cur
bs a
nd d
ikes
are
not
con
side
red
traff
ic b
arrie
rs.
On
urba
n an
d su
burb
an c
onve
ntio
nal
high
way
s w
here
rig
ht o
f w
ay i
s co
stly
and
/or
diff
icul
t to
ac
quire
, it
is a
ppro
pria
te t
o co
nsid
er t
he u
se o
f a
“clo
sed”
hig
hway
cro
ss s
ectio
n w
ith c
urb,
or
curb
w
ith g
utte
r pa
n. T
here
are
als
o so
me
situ
atio
ns
whe
re c
urb
is a
ppro
pria
te in
fre
eway
set
tings
. The
fo
llow
ing
crite
ria d
escr
ibe
typi
cal s
ituat
ions
whe
re
curb
or c
urb
with
gut
ter p
an m
ay b
e ap
prop
riate
:
(a)
Whe
re
need
ed
for
chan
neliz
atio
n,
delin
eatio
n, o
r ot
her
mea
ns o
f im
prov
ing
traff
ic fl
ow a
nd sa
fety
.
(b)
At r
amp
conn
ectio
ns w
ith lo
cal s
treet
s fo
r th
e de
linea
tion
of p
edes
trian
s w
alkw
ays
and
cont
inui
ty o
f co
nstru
ctio
n at
a l
ocal
fa
cilit
y.
(c)
As
a re
plac
emen
t of
exi
stin
g cu
rb w
ith
gutte
r pan
and
side
wal
k.
(d)
On
fron
tage
roa
ds o
n th
e si
de a
djac
ent
to
the
free
way
to
dete
r ve
hicu
lar
dam
age
to
the
free
way
fenc
e.
(e)
Whe
n ap
prop
riate
to
co
nfor
m
to
loca
l ar
teria
l stre
et st
anda
rds.
(f)
Whe
re i
t m
ay b
e ne
cess
ary
to s
olve
or
miti
gate
ope
ratio
nal
defic
ienc
ies
thro
ugh
cont
rol
or r
estri
ctio
n of
acc
ess
of t
raff
ic
mov
emen
ts
to
abut
ting
prop
ertie
s or
tra
vele
d w
ays.
(g)
In fr
eew
ay e
ntra
nce
ram
p go
re a
reas
(at t
he
inle
t no
se)
whe
n th
e go
re
cros
s sl
ope
exce
eds s
tand
ards
.
(h)
At
sepa
ratio
n is
land
s be
twee
n a
free
way
an
d a
colle
ctor
-dis
tribu
tor
to
prov
ide
a po
sitiv
e se
para
tion
betw
een
mai
nlin
e tra
ffic
and
col
lect
or-d
istri
buto
r tra
ffic
.
(i)
Whe
re si
dew
alk
is a
ppro
pria
te.
(j)
As
a to
ol
for
traff
ic
calm
ing
whe
re
oper
atin
g sp
eeds
are
40
mile
s pe
r ho
ur o
r le
ss.
(k)
To d
eter
veh
icul
ar d
amag
e of
traf
fic s
igna
l st
anda
rds.
Dik
e is
app
ropr
iate
whe
re c
ontro
lling
dra
inag
e is
no
t fea
sibl
e vi
a sh
eet f
low
or w
here
it is
nec
essa
ry
to c
onta
in/d
irect
runo
ff to
inte
rcep
tion
devi
ces.
On
cut s
lope
s, di
ke a
lso
prot
ects
the
toe
of s
lope
fro
m
eros
ion.
Dik
e m
ay a
lso
be n
eces
sary
to
prot
ect
adja
cent
are
as fr
om fl
oodi
ng.
The
use
of c
urb
shou
ld b
e av
oide
d on
faci
litie
s with
op
erat
ing
spee
ds g
reat
er t
han
45 m
iles
per
hour
, ex
cept
as
note
d in
Tab
le 3
03.1
. Fo
r pro
ject
s w
here
th
e us
e of
cur
b is
app
ropr
iate
, it s
houl
d be
the
type
sh
own
in T
able
303
.1.
303.
2 C
urb
Typ
es a
nd U
ses
Dep
endi
ng o
n th
eir
inte
nded
fun
ctio
n, o
ne o
f tw
o ge
nera
l cl
assi
ficat
ions
of
curb
des
ign
are
sele
cted
as
app
ropr
iate
. The
tw
o ge
nera
l cla
ssifi
catio
ns a
re
verti
cal
and
slop
ed.
Ver
tical
cur
bs a
re a
ctua
lly
near
ly v
ertic
al (a
ppro
xim
ate
batte
r of 1
:4) a
nd v
ary
in h
eigh
t fr
om 6
inc
hes
to 8
inc
hes.
Slop
ed c
urbs
(a
ppro
xim
ate
batte
r of 2
:3 o
r fla
tter)
var
y in
hei
ght
from
8 in
ches
to 6
inch
es.
Slop
ed c
urbs
are
mor
e ea
sily
mou
nted
by
mot
or
vehi
cles
tha
n ve
rtica
l cu
rbs.
Sin
ce c
urbs
are
not
ge
nera
lly
adeq
uate
to
pr
even
t a
vehi
cle
from
le
avin
g th
e ro
adw
ay,
a su
itabl
e tra
ffic
ba
rrie
r sh
ould
be
prov
ided
whe
re re
dire
ctio
n of
veh
icle
s is
ne
eded
. W
here
cur
b is
pla
ced
to d
eter
veh
icle
s fr
om in
tent
iona
lly e
nter
ing
the
area
beh
ind
the
curb
(e
.g.,
truck
off
track
ing)
, in
mos
t cas
es th
e cu
rb w
ill
not
prev
ent
an e
rran
t ve
hicl
e fr
om m
ount
ing
the
curb
.
Cur
b w
ith g
utte
r pa
n m
ay b
e pr
ovid
ed to
enh
ance
th
e vi
sibi
lity
of
the
curb
an
d th
us
impr
ove
delin
eatio
n.
This
is
m
ost
effe
ctiv
e w
here
th
e ad
jace
nt
pave
men
t is
a
cont
rast
ing
colo
r or
m
ater
ial.
B2-
4 an
d B
4 cu
rbs
are
appr
opria
te f
or
enha
ncin
g de
linea
tion.
Whe
re c
urb
with
gut
ter
pan
is i
nten
ded
as d
elin
eatio
n an
d ha
s no
dra
inag
e fu
nctio
n, th
e gu
tter p
an sh
ould
be
in th
e sa
me
plan
e as
the
adja
cent
pav
emen
t.
HIG
HW
AY
DE
SIG
N M
AN
UA
L
300-
5
Sept
embe
r 1, 2
006
Ta
ble
303.
1 Se
lect
ion
of C
urb
Type
O
pera
ting
Spee
ds (m
ph)
Loc
atio
n <
40
45
> 50
Free
way
s and
Exp
ress
way
s
Col
lect
or-d
istri
buto
r Roa
ds
R
amps
Se
e In
dex
504.
3(11
)
Con
vent
iona
l Hig
hway
s
- Fr
onta
ge R
oads
(1)
A o
r B-6
B
-6
B-4
-
Traf
fic S
igna
ls
A o
r B-6
B
-6
B-4
-
Rai
sed
Traf
fic &
Med
ian
Isla
nds(
2)A
or B
-6
B-6
B
-4 o
r D
- A
djac
ent t
o Si
dew
alks
&
Pe
dest
rian
Ref
uge
Isla
nds
A (3
) A
-6
B-6
-
Bul
b ou
ts/c
urb
exte
nsio
ns
A (3
) N
A
NA
-
Brid
ges (
4)
H, A
3, o
r B3
H o
r B3
B3
(1)
Bas
ed o
n th
e op
erat
ing
spee
d al
ong
the
fron
tage
road
. (2
) Se
e D
esig
n In
form
atio
n B
ulle
tin N
umbe
r 80,
“R
ound
abou
ts”
for i
nfor
mat
ion
on c
urbs
at r
ound
abou
ts.
(3)
Type
A c
urb
incl
udes
Typ
es A
1-6,
A2-
6, A
1-8,
and
A2-
8.
(4)
Type
H c
urb
typi
cally
use
d in
con
junc
tion
with
Typ
e A
cur
bs n
ext t
o si
dew
alks
on
appr
oach
road
way
. Ty
pe
A3
curb
s ty
pica
lly u
sed
with
cor
resp
ondi
ng T
ype
A c
urbs
on
med
ian
isla
nd o
f app
roac
h ro
adw
ay.
Type
B3
curb
s typ
ical
ly u
sed
with
cor
resp
ondi
ng T
ype
B c
urbs
on
appr
oach
road
way
. Th
e cu
rb s
ectio
ns p
rovi
ded
on t
he S
tand
ard
Plan
s ar
e ap
prov
ed ty
pes
to b
e us
ed a
s st
ated
bel
ow.
The
follo
win
g ty
pes a
re v
ertic
al c
urb:
(1)
Type
s A1
-6, A
2-6,
and
A3-
6. T
hese
cur
bs a
re
6-in
ches
hig
h.
Thei
r m
ain
func
tion
is t
o pr
ovid
e a
mor
e po
sitiv
e de
terr
ent
to v
ehic
les
than
is p
rovi
ded
by s
lope
d cu
rb. S
peci
fical
ly,
they
are
use
d to
sep
arat
e pe
dest
rians
fro
m
vehi
cles
, to
cont
rol p
arki
ng o
f veh
icle
s, an
d to
de
ter
vehi
cula
r da
mag
e of
tra
ffic
si
gnal
st
anda
rds.
The
y m
ay a
lso
be u
sed
as r
aise
d m
edia
n is
land
s in
low
spe
ed e
nviro
nmen
ts
(ope
ratin
g sp
eed
< 40
mile
s pe
r ho
ur).
Thes
e cu
rbs
do n
ot c
onst
itute
a p
ositi
ve b
arrie
r as
th
ey c
an b
e m
ount
ed e
xcep
t at l
ow s
peed
s an
d fla
t ang
les o
f app
roac
h.
(2)
Type
s A1
-8,
A2-8
, an
d A3
-8.
The
se 8
-inch
hi
gh c
urbs
may
be
used
in li
eu o
f 6-in
ch c
urbs
w
hen
requ
este
d by
loc
al a
utho
ritie
s, if
the
curb
crit
eria
sta
ted
unde
r In
dex
303.
1 ar
e
satis
fied
and
oper
atin
g sp
eeds
are
40
mile
s pe
r ho
ur o
r le
ss.
This
typ
e of
cur
b m
ay i
mpe
de
curb
side
pas
seng
er l
oadi
ng a
nd m
ay m
ake
it m
ore
diff
icul
t to
co
mpl
y w
ith
curb
ra
mp
desi
gn
(see
D
esig
n In
form
atio
n B
ulle
tin
Num
ber
82,
“Ped
estri
an
Acc
essi
bilit
y G
uide
lines
for H
ighw
ay P
roje
cts”
).
(3)
Type
H C
urb.
Thi
s ty
pe m
ay b
e us
ed o
n br
idge
s w
ith o
pera
ting
spee
ds l
ess
than
or
equa
l to
45 m
iles
per
hour
whe
re it
is d
esire
d to
mat
ch th
e ap
proa
ch ro
adw
ay c
urb.
Typ
e H
cu
rb
is
ofte
n in
corp
orat
ed
into
br
idge
ba
rrie
r/sid
ewal
k co
mbi
natio
n ra
iling
s (S
ee
Inde
x 20
8.10
(4))
.
Thes
e ty
pes a
re sl
oped
cur
bs:
(4)
Type
s B1
, B2,
and
B3
Cur
bs a
nd C
urbs
with
G
utte
r Pa
n.
Type
s B
1-6,
B2-
6, a
nd B
3-6
are
6 in
ches
hig
h. T
ype
B1-
4, B
2-4,
and
B3-
4 ar
e 4
inch
es h
igh.
Sin
ce a
ll ha
ve a
1:1½
slo
pe o
r
300-
6 H
IGH
WA
Y D
ESI
GN
MA
NU
AL
Se
ptem
ber 1
, 200
6
fla
tter
on t
he f
ace,
the
y ar
e m
ount
ed m
ore
easi
ly t
han
Type
A c
urbs
. Ty
pica
l us
es o
f th
ese
curb
s ar
e fo
r ch
anne
lizat
ion
incl
udin
g ra
ised
med
ian
isla
nds.
B2
curb
with
gut
ter p
an
also
serv
es a
s dra
inag
e co
ntro
l.
(5)
Type
B4
Cur
b. T
ype
B4
curb
with
gut
ter p
an
is 3
inch
es h
igh
and
is ty
pica
lly u
sed
on ra
mp
gore
s as
des
crib
ed in
Inde
x 50
4.3(
11).
It m
ay
also
be
appr
opria
te w
here
a l
ower
cur
b is
de
sira
ble.
(6)
Type
D C
urb.
Ty
pe D
cur
b is
4 i
nche
s or
6
inch
es h
igh
and
is ty
pica
lly u
sed
for
rais
ed
traff
ic i
slan
ds, c
olle
ctor
-dis
tribu
tor
sepa
ratio
n is
land
s, or
rai
sed
med
ians
whe
n op
erat
ing
spee
ds e
qual
or e
xcee
d 50
mile
s per
hou
r.
(7)
Type
E C
urb.
Thi
s ess
entia
lly is
a ro
lled
gutte
r us
ed o
nly
in sp
ecia
l dra
inag
e si
tuat
ions
.
Cur
bs w
ith g
utte
r pa
ns,
alon
g w
ith t
he s
houl
der,
may
pro
vide
the
prin
cipa
l dra
inag
e sy
stem
for
the
road
way
. In
lets
are
pro
vide
d in
the
gut
ter
pan
or
curb
, or b
oth.
Gut
ter
pans
are
typ
ical
ly 2
fee
t w
ide
but
may
be
1
foot
to
4 fe
et i
n w
idth
, w
ith a
cro
ss s
lope
of
typi
cally
8.3
3 pe
rcen
t to
inc
reas
e th
e hy
drau
lic
capa
city
. G
utte
r pa
n cr
oss
slop
es o
ften
need
to b
e m
odifi
ed
at
curb
ra
mps
in
or
der
to
mee
t ac
cess
ibili
ty re
quire
men
ts.
See
Des
ign
Info
rmat
ion
Bul
letin
N
umbe
r 82
, “P
edes
trian
A
cces
sibi
lity
Gui
delin
es f
or H
ighw
ay P
roje
cts”
for
acc
essi
bilit
y st
anda
rds.
War
ping
of
the
gutte
r pa
n sh
ould
be
limite
d to
the
porti
on w
ithin
2 f
eet t
o 3
feet
of
the
gutte
r flo
w
line
to
min
imiz
e ad
vers
e dr
ivin
g ef
fect
s.
Cur
bs a
nd g
utte
r pa
ns a
re c
ross
sec
tion
elem
ents
co
nsid
ered
ent
irely
out
side
the
tra
vele
d w
ay,
see
Inde
x 30
1.1.
Whe
re b
icyc
les
are
perm
itted
and
the
sho
ulde
r w
idth
is 4
feet
, gut
ter p
an w
idth
sho
uld
be re
duce
d to
1 f
oot,
so 3
fee
t is
prov
ided
bet
wee
n th
e tra
ffic
la
ne a
nd t
he l
ongi
tudi
nal
join
t at
the
gut
ter
pan.
Fo
r m
anda
tory
re
quire
men
ts r
egar
ding
dra
inag
e in
let g
rate
s for
bic
ycle
s, se
e In
dex
1003
.6(3
).
303.
3 D
ike
Typ
es a
nd U
ses
U
se o
f di
ke i
s in
tend
ed f
or d
rain
age
cont
rol
and
shou
ld n
ot b
e us
ed in
pla
ce o
f cu
rb.
Dik
es p
lace
d
adjo
inin
g th
e sh
ould
er, a
s sh
own
in F
igur
es 3
07.2
, 30
7.4,
and
307
.5, p
rovi
de a
pav
ed tr
iang
ular
gut
ter
with
in
the
shou
lder
ar
ea.
Th
e di
ke
sect
ions
pr
ovid
ed o
n th
e St
anda
rd P
lans
are
app
rove
d ty
pes
to b
e us
ed a
s st
ated
bel
ow.
Dik
es s
houl
d be
se
lect
ed a
s ill
ustra
ted
in F
igur
e 30
3.3.
D
ikes
sh
ould
be
de
sign
ed
so
that
roa
dway
run
off
is
cont
aine
d w
ithin
th
e lim
its
spec
ified
in
In
dex
831.
3.
For
mos
t si
tuat
ions
Typ
e E
dike
is
the
pref
erre
d di
ke ty
pe a
s dis
cuss
ed b
elow
.
(1)
Type
A D
ike.
The
use
of T
ype
A d
ike
shou
ld
be a
void
ed.
For
RR
R p
roje
cts,
Type
A d
ike
may
be
us
ed
in
cut
sect
ions
w
ith
slop
es
stee
per t
han
3:1
and
whe
re e
xist
ing
cond
ition
s do
not
allo
w f
or c
onst
ruct
ion
of t
he w
ider
Ty
pe D
or
E di
kes.
Com
pact
ed e
mba
nkm
ent
mat
eria
l sho
uld
be p
lace
d be
hind
the
back
of
dike
as s
how
n in
Fig
ure
303.
3.
(2)
Type
C D
ike.
Th
is l
ow d
ike,
2 i
nche
s in
he
ight
, m
ay
be
used
to
co
nfin
e sm
all
conc
entra
tions
of r
unof
f. T
he c
apac
ity o
f the
sh
ould
er g
utte
r fo
rmed
by
this
dik
e is
sm
all.
D
ue t
o th
is l
imite
d ca
paci
ty,
the
need
for
in
stal
ling
an i
nlet
im
med
iate
ly u
pstre
am o
f th
e be
ginn
ing
of t
his
dike
typ
e sh
ould
be
eval
uate
d. T
his
low
dik
e ca
n be
trav
erse
d by
a
vehi
cle
and
allo
ws
the
area
bey
ond
the
surf
aced
sho
ulde
r to
be u
sed
as a
n em
erge
ncy
reco
very
and
par
king
are
a.
The
Type
C d
ike
is th
e on
ly d
ike
that
may
be
used
in f
ront
of
guar
drai
l. In
suc
h ca
ses,
it is
not
nec
essa
ry to
pl
ace
com
pact
ed e
mba
nkm
ent m
ater
ial b
ehin
d Ty
pe C
dik
e.
(3)
Type
D D
ike.
Thi
s 6-
inch
hig
h di
ke p
rovi
des
abou
t th
e sa
me
capa
city
as
the
Type
A d
ike
but
has
the
sam
e sh
ape
as t
he T
ype
E di
ke.
The
quan
tity
of m
ater
ial i
n th
e Ty
pe D
dik
e is
m
ore
than
tw
ice
that
of
a Ty
pe E
dik
e.
It sh
ould
onl
y be
use
d w
here
ther
e is
a n
eed
to
cont
ain
high
er
volu
mes
of
dr
aina
ge.
Com
pact
ed e
mba
nkm
ent
mat
eria
l sh
ould
be
plac
ed b
ehin
d th
e ba
ck o
f di
ke a
s sh
own
in
Figu
re 3
03.3
. Fo
r R
RR
pro
ject
s th
at d
o no
t w
iden
pa
vem
ent,
com
pact
ed
emba
nkm
ent
mat
eria
l may
be
omitt
ed o
n ex
istin
g fil
l slo
pes
stee
per
than
3:1
whe
n th
ere
is i
nsuf
ficie
nt
room
to p
lace
the
emba
nkm
ent m
ater
ial.
HIG
HW
AY
DE
SIG
N M
AN
UA
L
300-
7
Sept
embe
r 1, 2
006
Figu
re 3
03.3
D
ike
Type
Sel
ectio
n an
d Pl
acem
ent(1
)
300-
8 H
IGH
WA
Y D
ESI
GN
MA
NU
AL
Se
ptem
ber 1
, 200
6
(4)
Type
E D
ike.
Th
is 4
-inch
hig
h di
ke p
rovi
des
mor
e ca
paci
ty th
an th
e Ty
pe C
dik
e. B
ecau
se
Type
E d
ike
is e
asie
r to
cons
truct
than
Typ
e D
di
ke,
and
has
grea
ter
drai
nage
cap
acity
tha
n Ty
pe C
dik
e, it
is th
e pr
efer
red
dike
type
for
m
ost
inst
alla
tions
. C
ompa
cted
em
bank
men
t m
ater
ial s
houl
d be
pla
ced
behi
nd th
e ba
ck o
f di
ke a
s sh
own
in F
igur
e 30
3.3.
Fo
r R
RR
pr
ojec
ts
that
do
no
t w
iden
pa
vem
ent,
com
pact
ed
emba
nkm
ent
mat
eria
l m
ay
be
omitt
ed o
n ex
istin
g fil
l slo
pes
stee
per t
han
3:1
whe
re t
here
is
insu
ffic
ient
roo
m t
o pl
ace
the
emba
nkm
ent m
ater
ial.
(5)
Type
F D
ike.
Th
is 4
-inch
hig
h di
ke i
s to
be
used
whe
re d
ike
is n
eces
sary
for
dra
inag
e un
dern
eath
a g
uard
rail
inst
alla
tion.
Th
is d
ike
is p
lace
d di
rect
ly u
nder
the
face
of m
etal
bea
m
guar
drai
l ins
talla
tions
.
303.
4 S
ide
Gut
ters
Fo
r inf
orm
atio
n on
side
gut
ters
, see
Inde
x 83
4.3.
303.
5 P
ositi
on o
f Cur
bs a
nd D
ikes
C
urbs
loca
ted
at th
e ed
ge o
f th
e tra
vele
d w
ay m
ay
have
som
e ef
fect
on
late
ral
posi
tion
and
spee
d of
m
ovin
g ve
hicl
es,
depe
ndin
g on
th
e cu
rb
conf
igur
atio
n an
d ap
pear
ance
. C
urbs
with
low
, sl
oped
fac
es m
ay e
ncou
rage
driv
ers
to o
pera
te
rela
tivel
y cl
ose
to th
em.
Cur
bs w
ith v
ertic
al f
aces
m
ay e
ncou
rage
driv
ers
to s
low
dow
n an
d/or
shy
aw
ay fr
om th
em a
nd, t
here
fore
, it m
ay b
e de
sira
ble
to in
corp
orat
e so
me
addi
tiona
l roa
dway
wid
th.
All
dim
ensi
ons
to c
urbs
(i.e
., of
fset
s) a
re f
rom
the
near
edg
e of
trav
eled
way
to b
otto
m f
ace
of c
urb.
A
ll di
men
sion
s to
dik
es a
re f
rom
the
near
edg
e of
tra
vele
d w
ay t
o flo
w l
ine.
C
urb
and
dike
off
sets
sh
ould
be
in a
ccor
danc
e w
ith th
e fo
llow
ing:
(1)
Thro
ugh
Lane
s. Th
e of
fset
fro
m t
he e
dge
of
trave
led
way
to th
e fa
ce o
f cu
rb o
r di
ke f
low
lin
e sh
ould
be
no le
ss th
an th
e sh
ould
er w
idth
, as
set f
orth
in T
able
302
.1.
(2)
Cha
nnel
izat
ion.
Is
land
cu
rbs
used
to
ch
anne
lize
inte
rsec
tion
traff
ic
mov
emen
ts
shou
ld b
e po
sitio
ned
as d
escr
ibed
in
Inde
x 40
5.4.
(3)
Sepa
rate
Tur
ning
Lan
es.
Cur
b of
fset
s to
the
rig
ht o
f rig
ht-tu
rn la
nes
in u
rban
are
as m
ay b
e
redu
ced
to 2
fee
t if
desi
gn e
xcep
tion
appr
oval
fo
r no
nsta
ndar
d sh
ould
er
wid
th
has
been
ob
tain
ed i
n ac
cord
ance
with
Ind
ex 8
2.2.
N
o cu
rb o
ffse
t is
req
uire
d to
the
lef
t of
lef
t-tur
n la
nes
in u
rban
are
as u
nles
s th
ere
is a
gut
ter
pan.
(4)
Med
ian
Ope
ning
s. M
edia
n op
enin
gs (
Figu
re
405.
5)
shou
ld
not
be
sepa
rate
d w
ith
curb
un
less
nec
essa
ry t
o de
linea
te a
reas
occ
upie
d by
traf
fic si
gnal
stan
dard
s.
(5)
Urb
an
Con
vent
iona
l H
ighw
ays.
Whe
n th
e po
sted
spe
ed is
less
than
or
equa
l to
35 m
iles
per
hour
, no
med
ian
curb
off
set i
s re
quire
d if
ther
e is
no
gutte
r pan
.
(6)
Stru
ctur
e Ap
proa
ch S
labs
. W
hen
a di
ke i
s re
quire
d to
pro
tect
the
side
slo
pe fr
om e
rosi
on,
it sh
ould
be
plac
ed o
n th
e st
ruct
ure
appr
oach
an
d sl
eepe
r sl
abs
as w
ell a
s al
igne
d to
tie
into
th
e en
d of
the
stru
ctur
e ra
iling
. Th
e gu
ardr
ail
alig
nmen
t an
d ed
ge o
f sh
ould
er g
over
n th
e po
sitio
ning
of t
he d
ike.
Whe
n th
e Ty
pe 1
4 st
ruct
ure
appr
oach
sla
b is
us
ed, c
oncr
ete
dike
s ar
e pr
efer
red.
Hot
mix
ed
asph
alt
dike
w
ill
inev
itabl
y cr
ack
due
to
expa
nsio
n an
d co
ntra
ctio
n at
th
e ap
proa
ch/s
leep
er s
lab
join
t. A
met
al d
ike
inse
rt is
use
d to
car
ry t
he f
low
acr
oss
the
seal
ed jo
int.
The
inse
rt ac
ts a
s a
wat
er b
arrie
r to
min
imiz
e er
osio
n of
the
fill s
lope
. D
etai
ls
of t
he m
etal
dik
e in
sert
are
show
n in
the
st
ruct
ure
appr
oach
pl
ans
prov
ided
by
th
e D
ivis
ion
of E
ngin
eerin
g Se
rvic
es, (
DES
).
(7)
Brid
ges
and
Gra
de
Sepa
ratio
n St
ruct
ures
. W
hen
both
ro
adbe
ds
of
a cu
rbed
di
vide
d hi
ghw
ay a
re c
arrie
d ac
ross
a s
ingl
e st
ruct
ure,
th
e m
edia
n cu
rbs
on th
e st
ruct
ure
shou
ld b
e in
th
e sa
me
loca
tion
as o
n ad
jace
nt ro
adw
ays.
(8)
Appr
oach
Nos
e. T
he a
ppro
ach
nose
of i
slan
ds
shou
ld a
lso
be d
esig
ned
utili
zing
a p
arab
olic
fla
re, a
s dis
cuss
ed in
Inde
x 40
5.4.
303.
6 C
urbs
and
Dik
es o
n Fr
onta
ge R
oads
an
d St
reet
s C
ontin
uous
cu
rbs
or
dike
s ar
e no
t ne
cess
arily
re
quire
d on
all
fron
tage
roa
ds.
Whe
re c
urbs
or
dike
s ar
e ne
cess
ary
for
drai
nage
con
trol
or o
ther
re
ason
s, th
ey
shou
ld
be
cons
iste
nt
with
th
e
HIG
HW
AY
DE
SIG
N M
AN
UA
L
300-
9
Sept
embe
r 1, 2
006
guid
elin
es e
stab
lishe
d in
thi
s to
pic
and
plac
ed a
s sh
own
on F
igur
e 30
7.4.
Lo
cal
curb
sta
ndar
ds
shou
ld b
e us
ed w
hen
requ
este
d by
loca
l aut
horit
ies
for
road
s an
d st
reet
s th
at w
ill b
e re
linqu
ishe
d to
th
em.
Topi
c 30
4 - S
ide
Slop
es
304.
1 S
ide
Slop
e St
anda
rds
Slop
es s
houl
d be
des
igne
d as
fla
t as
is r
easo
nabl
e.
For
new
con
stru
ctio
n, w
iden
ing,
or
whe
re s
lope
s ar
e ot
herw
ise
bein
g m
odifi
ed,
emba
nkm
ent
(fill
) sl
opes
sho
uld
be 4
:1 o
r fla
tter.
Fac
tors
aff
ectin
g sl
ope
desi
gn a
re a
s fol
low
s:
(a)
Safe
ty.
Fl
atte
r sl
opes
pr
ovid
e be
tter
reco
very
for
err
ant
vehi
cles
that
may
run
of
f th
e ro
ad.
A c
ross
slo
pe o
f 6:
1 or
fla
tter
is
sugg
este
d fo
r hi
gh
spee
d ro
adw
ays
whe
neve
r it
is
achi
evab
le.
Cro
ss sl
opes
of 1
0:1
are
desi
rabl
e.
R
ecov
erab
le
slop
es
are
emba
nkm
ent
slop
es
4:1
or
flatte
r.
Mot
oris
ts
who
en
croa
ch
on
reco
vera
ble
slop
es
can
gene
rally
sto
p th
eir v
ehic
les
or s
low
them
en
ough
to
re
turn
to
th
e tra
vele
d w
ay
safe
ly.
A
slo
pe w
hich
is
betw
een
3:1
and
4:1
is
cons
ider
ed
trave
rsab
le,
but
not
reco
vera
ble.
Si
nce
a hi
gh p
erce
ntag
e of
ve
hicl
es w
ill re
ach
the
toe
of th
ese
slop
es,
the
reco
very
ar
ea
shou
ld
be
exte
nded
be
yond
the
toe
of
slop
e.
The
AA
SHTO
R
oads
ide
Des
ign
Gui
de
shou
ld
be
cons
ulte
d fo
r m
etho
ds o
f de
term
inin
g th
e pr
efer
red
exte
nt o
f the
runo
ut a
rea.
Em
bank
men
t sl
opes
ste
eper
tha
n 3:
1 ar
e co
nsid
ered
no
n-re
cove
rabl
e an
d no
n-tra
vers
able
.
Dis
trict
Tr
affic
, an
d th
e A
ASH
TO R
oads
ide
Des
ign
Gui
de s
houl
d be
con
sulte
d fo
r m
etho
ds o
f de
term
inin
g th
e pr
efer
red
treat
men
t.
R
egar
dles
s of
sl
ope
stee
pnes
s, it
is
desi
rabl
e to
rou
nd th
e to
p of
slo
pes
so a
n en
croa
chin
g ve
hicl
e re
mai
ns i
n co
ntac
t w
ith t
he g
roun
d.
Like
wis
e, t
he t
oe o
f sl
opes
sh
ould
be
ro
unde
d to
pr
even
t ve
hicl
es fr
om n
osin
g in
to th
e gr
ound
.
(b)
Eros
ion
Con
trol
. S
lope
des
igns
ste
eper
th
an 4
:1 m
ust b
e ap
prov
ed b
y th
e D
istri
ct
Land
scap
e A
rchi
tect
in
orde
r to
ass
ure
com
plia
nce
with
the
regu
latio
ns a
ffec
ting
Stor
mw
ater
Po
llutio
n co
ntai
ned
in
the
Fede
ral C
lean
Wat
er A
ct (s
ee In
dex
82.4
).
Slop
e st
eepn
ess
and
leng
th a
re tw
o of
the
mos
t im
porta
nt
fact
ors
affe
ctin
g th
e er
odab
ility
of
a sl
ope.
Sl
opes
sho
uld
be
desi
gned
as
flat
as p
ossi
ble
to p
reve
nt
eros
ion.
H
owev
er,
sinc
e th
ere
are
othe
r fa
ctor
s su
ch a
s so
il ty
pe,
clim
ate,
and
ex
posu
re t
o th
e su
n, D
istri
ct L
ands
cape
A
rchi
tect
ure
and
the
Dis
trict
Sto
rmw
ater
C
oord
inat
or m
ust b
e co
ntac
ted
for e
rosi
on
cont
rol r
equi
rem
ents
.
A
Stor
m
Wat
er
Dat
a R
epor
t (S
WD
R)
docu
men
ts
proj
ect
info
rmat
ion
and
cons
ider
atio
ns p
erta
inin
g to
Sto
rm W
ater
B
est
Man
agem
ent
Prac
tices
(B
MPs
) an
d Er
osio
n C
ontro
l met
hods
. Th
e SW
DR
is
prep
ared
and
sig
ned
by k
ey p
erso
nnel
(in
clud
ing
the
Dis
trict
La
ndsc
ape
Arc
hite
ct) a
t the
com
plet
ion
of e
ach
phas
e of
a p
roje
ct.
By
sign
ing
the
SWD
R, t
he
Dis
trict
La
ndsc
ape
Arc
hite
ct
appr
oves
co
mpl
ianc
e w
ith
the
prop
osed
sl
ope
desi
gns.
(c)
Stru
ctur
al I
nteg
rity
. S
lope
s st
eepe
r th
an
2:1
requ
ire
appr
oval
of
D
istri
ct
Mai
nten
ance
. T
he G
eote
chni
cal
Des
ign
Rep
ort (
See
Topi
c 11
3) w
ill re
com
men
d a
min
imum
slo
pe r
equi
red
to p
reve
nt s
lope
fa
ilure
due
to
soil
cohe
sive
ness
, lo
adin
g,
slip
pla
nes
and
othe
r gl
obal
sta
bilit
y ty
pe
failu
res.
The
re a
re o
ther
impo
rtant
issu
es
foun
d in
the
Geo
tech
nica
l D
esig
n R
epor
t af
fect
ing
slop
e de
sign
su
ch
as
the
cons
iste
ncy
of
the
soil
likel
y to
be
ex
pose
d in
cu
ts,
iden
tific
atio
n of
th
e pr
esen
ce
of
grou
nd
wat
er,
and
reco
mm
enda
tions
for r
ock
fall.
(d)
Econ
omic
s.
Econ
omic
fac
tors
suc
h as
pu
rcha
sing
righ
t of w
ay, i
mpo
rted
borr
ow,
and
envi
ronm
enta
l im
pact
s fr
eque
ntly
pl
ay a
rol
e in
the
deci
sion
of s
lope
leng
th
and
stee
pnes
s. I
n so
me
case
s, th
e co
st o
f st
abili
zing
, pl
antin
g,
and
mai
ntai
ning
st
eep
slop
es
may
ex
ceed
th
e co
st
of
300-
10
HIG
HW
AY
DE
SIG
N M
AN
UA
L
Sept
embe
r 1, 2
006
addi
tiona
l gr
adin
g an
d rig
ht o
f w
ay t
o pr
ovid
e a
flatte
r slo
pe.
(e)
Aest
hetic
s. F
lat,
gent
le, a
nd s
moo
th, w
ell
trans
ition
ed
slop
es
are
visu
ally
m
ore
satis
fyin
g th
an s
teep
, ob
viou
s cu
ts a
nd
fills
. In
add
ition
, fla
tter
slop
es a
re m
ore
easi
ly r
eveg
etat
ed,
whi
ch h
elps
vis
ually
in
tegr
ate
the
trans
porta
tion
impr
ovem
ent
with
in
its
surr
ound
ing
envi
ronm
ent.
C
onta
ct t
he D
istri
ct L
ands
cape
Arc
hite
ct
whe
n pr
epar
ing
a co
ntou
r gra
ding
pla
n.
In l
ight
gra
ding
whe
re n
orm
al s
lope
s ca
tch
in a
di
stan
ce l
ess
than
18
feet
fro
m t
he e
dge
of t
he
shou
lder
, a
unifo
rm c
atch
poi
nt,
at l
east
18
feet
fr
om t
he e
dge
of t
he s
houl
der,
shou
ld b
e us
ed.
This
is
done
not
onl
y to
im
prov
e er
rant
veh
icle
re
cove
ry a
nd a
esth
etic
s, bu
t als
o to
red
uce
grad
ing
cost
s. U
nifo
rm s
lope
s w
ider
tha
n 18
fee
t ca
n be
co
nstru
cted
w
ith
larg
e pr
oduc
tion
equi
pmen
t th
ereb
y re
duci
ng e
arth
wor
k co
sts.
Tran
sitio
n sl
opes
sh
ould
be
pr
ovid
ed
betw
een
adjo
inin
g cu
ts
and
fills
.
Such
sl
opes
sh
ould
in
ters
ect t
he g
roun
d at
the
unifo
rm c
atch
poi
nt li
ne.
In a
reas
whe
re h
eavy
sno
wfa
ll ca
n be
exp
ecte
d,
cons
ider
atio
n sh
ould
be
give
n to
sno
w r
emov
al
prob
lem
s an
d sn
ow s
tora
ge i
n sl
ope
desi
gn.
It is
co
nsid
ered
adv
isab
le to
use
flat
ter s
lope
s in
cut
s on
th
e so
uthe
rly s
ide
of t
he r
oadw
ay w
here
thi
s w
ill
prov
ide
addi
tiona
l exp
osur
e of
the
pave
men
t to
the
sun.
304.
2 C
lear
ance
Fro
m S
lope
to R
ight
of
Way
Lin
e Th
e m
inim
um c
lear
ance
from
the
right
of w
ay li
ne
to c
atch
poi
nt o
f a c
ut o
r fill
slop
e sh
ould
be
10 fe
et
for
all
type
s of
cro
ss s
ectio
ns.
Whe
n fe
asib
le,
at
leas
t 15
feet
shou
ld b
e pr
ovid
ed.
Follo
win
g ar
e m
inim
um c
lear
ance
s re
com
men
ded
for c
uts h
ighe
r tha
n 30
feet
:
(a)
Twen
ty f
eet
for
cuts
fro
m 3
0 fe
et t
o
50 fe
et h
igh.
(b)
Twen
ty-f
ive
feet
for
cut
s fr
om 5
0 fe
et to
75
feet
hig
h.
(c)
One
-third
the
cut
hei
ght
for
cuts
abo
ve
75 f
eet,
but
not
to e
xcee
d a
wid
th o
f 50
feet
.
The
fore
goin
g cl
eara
nce
stan
dard
s sh
ould
app
ly to
al
l typ
es o
f cro
ss se
ctio
ns.
304.
3 S
lope
Ben
ches
and
Cut
Wid
enin
g Th
e ne
cess
ity fo
r ben
ches
, the
ir w
idth
, and
ver
tical
sp
acin
g sh
ould
be
final
ized
onl
y af
ter
an a
dequ
ate
mat
eria
ls
inve
stig
atio
n.
Si
nce
grea
ter
traff
ic
bene
fits
are
real
ized
from
wid
enin
g a
cut t
han
from
be
nchi
ng th
e sl
ope,
ben
ches
abo
ve g
rade
sho
uld
be
used
onl
y w
here
nec
essa
ry.
Ben
ches
abo
ve g
rade
sh
ould
be
used
for
suc
h pu
rpos
es a
s in
stal
latio
n of
ho
rizon
tal
drai
ns,
cont
rol
of s
urfa
ce e
rosi
on,
or
inte
rcep
ting
falli
ng r
ocks
. D
esig
n of
the
ben
ch
shou
ld b
e co
mpa
tible
with
the
geot
echn
ical
feat
ures
of
the
site
.
Ben
ches
sho
uld
be a
t lea
st 2
0 fe
et w
ide
and
slop
ed
to f
orm
a v
alle
y at
leas
t 1 f
oot d
eep
with
the
low
po
int a
min
imum
of 5
feet
from
the
toe
of th
e up
per
slop
e.
Acc
ess
for
mai
nten
ance
equ
ipm
ent
shou
ld
be p
rovi
ded
to th
e lo
wes
t ben
ch, a
nd if
fea
sibl
e to
al
l hig
her b
ench
es.
In c
uts
over
150
fee
t in
heig
ht, w
ith s
lope
s st
eepe
r th
an 1½
:1, a
ben
ch a
bove
gra
de m
ay b
e de
sira
ble
to
inte
rcep
t ro
lling
ro
cks.
Th
e D
ivis
ion
of
Engi
neer
ing
Serv
ices
–
Geo
tech
nica
l Se
rvic
es
(DES
-GS)
sho
uld
be c
onsu
lted
for
assi
stan
ce i
n re
com
men
ding
spe
cial
des
igns
to
cont
ain
falli
ng
and/
or ro
lling
rock
s.
Cut
wid
enin
g m
ay b
e ne
cess
ary:
(a)
To p
rovi
de f
or d
rain
age
alon
g th
e to
e of
th
e sl
ope.
(b)
To
inte
rcep
t an
d st
ore
loos
e m
ater
ial
resu
lting
fr
om
slid
es,
rock
fa
ll,
and
eros
ion.
(c)
For s
now
stor
age
in sp
ecia
l cas
es.
(d)
To a
llow
for p
lant
ing.
Whe
re
the
wid
ened
ar
ea
is
grea
ter
than
th
at
requ
ired
for t
he n
orm
al g
utte
r or d
itch,
it s
houl
d be
flu
sh w
ith t
he e
dge
of t
he s
houl
der
and
slop
ed
upw
ard
or d
ownw
ard
on a
gen
tle s
lope
, pre
fera
bly
20:1
in a
reas
of n
o sn
ow; a
nd d
ownw
ard
on a
10:
1 sl
ope
in sn
ow a
reas
.
HIG
HW
AY
DE
SIG
N M
AN
UA
L
300-
11
Se
ptem
ber 1
, 200
6 30
4.4
Con
tour
Gra
ding
and
Slo
pe
Rou
ndin
g Sm
ooth
, flo
win
g co
ntou
rs t
hat
tie g
race
fully
int
o th
e ex
istin
g ro
adsi
de
help
m
ake
high
way
im
prov
emen
ts
com
patib
le
with
th
e su
rrou
ndin
g en
viro
nmen
t. C
onto
ur g
radi
ng i
s an
im
porta
nt
fact
or in
road
side
des
ign,
safe
veh
icle
reco
very
(see
In
dex
304.
1),
eros
ion
cont
rol,
plan
ting,
an
d m
aint
enan
ce o
f pl
antin
g an
d ve
geta
tion.
C
onto
ur
grad
ing
plan
s sh
ould
be
pr
epar
ed
to
faci
litat
e an
ticip
ated
road
side
trea
tmen
t. T
hese
pla
ns s
houl
d sh
ow
flatte
ning
of
sl
opes
w
here
rig
ht
of
way
pe
rmits
. Th
e to
ps a
nd e
nds
of a
ll cu
t slo
pes
shou
ld
be r
ound
ed w
here
the
mat
eria
l is
oth
er t
han
solid
ro
ck.
A l
ayer
of
earth
ove
rlyin
g a
rock
cut
als
o sh
ould
be
roun
ded.
304.
5 S
tepp
ed S
lope
s St
eppe
d cu
t sl
opes
sho
uld
be u
sed
to e
ncou
rage
m
ater
ial
reve
geta
tion
from
th
e ad
jace
nt
plan
ts.
Step
ped
slop
es a
re a
ser
ies
of s
mal
l ben
ches
1 fo
ot
to 2
fee
t w
ide.
G
ener
ally
, st
eppe
d sl
opes
can
be
used
in r
ippa
ble
mat
eria
l on
slop
es 2
:1 o
r st
eepe
r.
Step
s m
ay b
e sp
ecifi
ed f
or s
lope
s as
fla
t as
3:1
. St
eps
are
prov
ided
to c
aptu
re lo
ose
mat
eria
l, se
ed,
and
moi
stur
e.
Tops
oil
shou
ld b
e re
appl
ied
to
step
ped
slop
es to
enc
oura
ge re
vege
tatio
n.
For
appe
aran
ce,
step
s on
sm
all
cuts
vie
wed
fro
m
the
road
way
sho
uld
be c
ut p
aral
lel
to t
he r
oad
grad
e. R
unof
f is
min
imiz
ed o
n st
eps
cut p
aral
lel t
o ro
ads
with
gra
des
up to
10
perc
ent,
as lo
ng a
s th
e na
tura
l rav
el f
rom
con
stru
ctio
n is
left
on th
e st
eps.
St
eps l
ess t
han
one-
half
full
shou
ld n
ot b
e cl
eane
d.
Hig
h cu
ts v
iew
ed fr
om su
rrou
ndin
g ar
eas s
houl
d be
an
alyz
ed b
efor
e a
deci
sion
is
mad
e to
for
m s
teps
pa
ralle
l to
the
roa
dway
or
horiz
onta
l. I
n so
me
case
s, ho
rizon
tal
step
s m
ay b
e m
ore
desi
rabl
e.
Spec
ial s
tudy
is a
lso
nece
ssar
y w
hen
a sa
g oc
curs
in
the
verti
cal a
lignm
ent w
ithin
the
cut.
In a
ll ca
ses
at t
he e
nds
of c
uts,
the
step
s sh
ould
wra
p ar
ound
th
e ro
unde
d tra
nsiti
on.
The
deta
il or
con
tract
spe
cial
pro
visi
ons
shou
ld
allo
w a
bout
a 2
0 pe
rcen
t va
riatio
n, e
xpre
ssed
in
term
s of
m
illim
eter
s.
Som
e irr
egul
arity
w
ill
impr
ove
the
appe
aran
ce o
f th
e sl
ope
by m
akin
g it
appe
ar m
ore
natu
ral.
In d
esig
ning
ste
p w
idth
, the
mat
eria
l's w
eath
erin
g ch
arac
teris
tics
shou
ld
gene
rally
be
co
nsid
ered
. W
idth
s ov
er
appr
oxim
atel
y 2
feet
sh
ould
be
av
oide
d be
caus
e of
pro
min
ence
and
exc
essi
ve ti
me
to a
chie
ve a
wea
ther
ed a
nd n
atur
al a
ppea
ranc
e.
Con
tact
the
DES
-GS
and
the
Dis
trict
Lan
dsca
pe
Arc
hite
ct f
or m
ore
info
rmat
ion
abou
t the
wid
th o
f st
eps. To
pic
305
- Med
ian
Stan
dard
s
305.
1 W
idth
M
edia
n w
idth
is
ex
pres
sed
as
the
dim
ensi
on
betw
een
insi
de e
dges
of t
rave
led
way
, inc
ludi
ng th
e in
side
sho
ulde
r. T
his
wid
th is
dep
ende
nt u
pon
the
type
of
faci
lity,
cos
ts,
topo
grap
hy,
and
right
of
way
. C
onsi
dera
tion
may
be
give
n to
the
pos
sibl
e ne
ed to
con
stru
ct a
wid
er m
edia
n th
an p
resc
ribed
in
Cas
es (
1), (
2), a
nd (
3), b
elow
, in
orde
r to
pro
vide
fo
r fut
ure
expa
nsio
n to
acc
omm
odat
e:
(a)
Oth
er m
odes
of t
rans
porta
tion.
(b)
Traf
fic n
eeds
mor
e th
an 2
0 ye
ars
afte
r co
mpl
etio
n of
con
stru
ctio
n.
Any
reco
mm
enda
tion
to p
rovi
de a
dditi
onal
med
ian
wid
th s
houl
d be
iden
tifie
d an
d do
cum
ente
d as
ear
ly
as p
ossi
ble
and
mus
t be
just
ified
in a
Pro
ject
Stu
dy
Rep
ort a
nd/o
r Pr
ojec
t Rep
ort.
Atte
ntio
n sh
ould
be
give
n to
suc
h ite
ms
as in
itial
cos
ts, f
utur
e co
sts
for
outs
ide
wid
enin
g, th
e lik
elih
ood
of fu
ture
nee
ds fo
r ad
ded
mix
ed
flow
or
H
igh-
Occ
upan
cy V
ehic
le
(HO
V)
lane
s, tra
ffic
in
terr
uptio
n,
futu
re
mas
s tra
nsit
need
s an
d rig
ht o
f way
con
side
ratio
ns.
(For
in
stan
ce, i
ncre
asin
g m
edia
n w
idth
may
add
littl
e to
th
e co
st o
f a p
roje
ct w
here
an
entir
e ci
ty b
lock
mus
t be
acq
uire
d in
any
eve
nt.)
If
addi
tiona
l w
idth
is
ju
stifi
ed,
the
min
imum
m
edia
n w
idth
s pr
ovid
ed b
elow
sho
uld
be in
crea
sed
acco
rdin
gly.
Min
imum
med
ian
wid
ths
for
the
desi
gn y
ear
(as
desc
ribed
be
low
) sh
ould
be
us
ed
in
orde
r to
ac
com
mod
ate
the
ultim
ate
high
way
fac
ility
(ty
pe
and
num
ber o
f lan
es):
(1)
Free
way
s and
Exp
ress
way
s.
(a)
Urb
an A
reas
. W
here
HO
V la
nes o
r tra
nsit
faci
litie
s ar
e pl
anne
d,
the
min
imum
m
edia
n w
idth
sho
uld
be 6
2 fe
et.
Whe
re
300-
12
HIG
HW
AY
DE
SIG
N M
AN
UA
L
Sept
embe
r 1, 2
006
ther
e is
litt
le o
r no
lik
elih
ood
of H
OV
la
nes
or t
rans
it fa
cilit
ies
plan
ned
for
the
futu
re, t
he m
inim
um m
edia
n w
idth
sho
uld
be 4
6 fe
et.
How
ever
, whe
re p
hysi
cal a
nd
econ
omic
lim
itatio
ns
are
such
th
at
a
46-f
oot
med
ian
cann
ot
be
prov
ided
at
re
ason
able
co
st,
the
min
imum
m
edia
n w
idth
for
fre
eway
s an
d ex
pres
sway
s in
ur
ban
area
s sho
uld
be 3
6 fe
et.
(b)
Subu
rban
Are
as.
The
min
imum
med
ian
wid
th f
or f
reew
ays
and
expr
essw
ays
in
subu
rban
ar
eas
shou
ld
be
62
feet
. Su
burb
an a
reas
can
be
desc
ribed
as
thos
e w
here
ther
e is
a s
trong
pos
sibi
lity
that
the
surr
ound
ing
prop
ertie
s w
ill b
e co
nver
ted
into
urb
an t
ype
deve
lopm
ent
durin
g or
be
yond
the
des
ign
year
. T
he a
dditi
onal
m
edia
n w
idth
w
ill
prov
ide
for
cons
truct
ion
of m
ixed
-flo
w l
anes
, H
OV
la
nes,
or tr
ansi
t fac
ilitie
s.
(c)
Rur
al A
reas
. Th
e m
inim
um m
edia
n w
idth
fo
r fr
eew
ays
and
expr
essw
ays
in r
ural
ar
eas s
houl
d be
62
feet
.
(2)
Con
vent
iona
l Hig
hway
s. A
ppro
pria
te m
edia
n w
idth
s fo
r no
n-co
ntro
lled
acce
ss h
ighw
ays
vary
wid
ely
with
the
typ
e of
fac
ility
bei
ng
desi
gned
.
In
city
st
reet
co
nditi
ons
the
min
imum
m
edia
n w
idth
fo
r m
ultil
ane
conv
entio
nal
high
way
s sh
ould
be
12
fe
et.
This
med
ian
wid
th w
ill p
rovi
de ro
om fo
r lef
t-tu
rn
pock
ets
at
inte
rsec
tions
, an
d/or
th
e co
nstru
ctio
n of
tw
o-w
ay
left-
turn
la
nes.
W
here
med
ians
are
pro
vide
d fo
r pr
opos
ed
futu
re tw
o-w
ay le
ft-tu
rn la
nes,
med
ian
wid
ths
up to
14
feet
may
be
prov
ided
to c
onfo
rm to
lo
cal a
genc
y st
anda
rds
(see
Ind
ex 4
05.2
). I
n ru
ral a
reas
the
min
imum
med
ian
wid
th fo
r m
ultil
ane
conv
entio
nal
high
way
s sh
all
be
12 f
eet.
Thi
s pr
ovid
es t
he m
inim
um s
pace
ne
cess
ary
to a
ccom
mod
ate
a m
edia
n ba
rrie
r an
d 5-
foot
sho
ulde
rs.
Whe
neve
r pos
sibl
e, a
nd
whe
re i
t is
app
ropr
iate
, th
is m
inim
um w
idth
sh
ould
be
incr
ease
d to
30
feet
or g
reat
er.
At l
ocat
ions
whe
re a
clim
bing
or p
assi
ng la
ne
is a
dded
to
a 2-
lane
con
vent
iona
l hig
hway
, a
4-fo
ot
med
ian
(or
“sof
t ba
rrie
r”)
betw
een
oppo
sing
traf
fic la
nes s
houl
d be
use
d.
(3)
Faci
litie
s un
der
Rest
rict
ive
Con
ditio
ns.
Whe
re c
erta
in re
stric
tive
cond
ition
s, in
clud
ing
stee
p m
ount
aino
us t
erra
in,
extre
me
right
of
way
cos
ts,
and/
or s
igni
fican
t en
viro
nmen
tal
fact
ors
are
enco
unte
red,
th
e ba
sic
med
ian
wid
ths
abov
e m
ay n
ot b
e at
tain
able
. W
here
su
ch
cond
ition
s ex
ist,
a na
rrow
er
med
ian,
do
wn
to
the
limits
gi
ven
belo
w,
may
be
al
low
ed
with
ad
equa
te
just
ifica
tion.
(See
In
dex
307.
5.)
(a)
Free
way
s an
d Ex
pres
sway
s. I
n ar
eas
whe
re r
estr
ictiv
e co
nditi
ons
prev
ail t
he
min
imum
med
ian
wid
th sh
all b
e 22
feet
.
(b)
Con
vent
iona
l H
ighw
ays.
Med
ian
wid
ths
shou
ld b
e co
nsis
tent
with
requ
irem
ents
for
two-
way
lef
t-tur
n la
nes
or t
he n
eed
to
cons
truct
med
ian
barr
iers
(as
dis
cuss
ed in
In
dex
305.
1(2)
), bu
t m
ay b
e re
duce
d or
el
imin
ated
ent
irely
in e
xtre
me
situ
atio
ns.
The
abov
e st
ated
min
imum
med
ian
wid
ths
shou
ld
be in
crea
sed
at s
pot l
ocat
ions
to a
ccom
mod
ate
the
cons
truct
ion
of
brid
ge
pier
s or
ot
her
plan
ned
high
way
fea
ture
s w
hile
mai
ntai
ning
sta
ndar
d cr
oss
sect
ion
elem
ents
suc
h as
insi
de s
houl
der w
idth
and
ho
rizon
tal
clea
ranc
e.
If a
brid
ge p
ier
is t
o be
lo
cate
d in
a t
ange
nt s
ectio
n, t
he a
dditi
onal
wid
th
shou
ld b
e de
velo
ped
betw
een
adja
cent
hor
izon
tal
curv
es;
if it
is t
o be
loc
ated
in
a cu
rve,
the
n th
e ad
ditio
nal
wid
th s
houl
d be
dev
elop
ed w
ithin
the
lim
its o
f the
cur
ve.
Prov
isio
ns s
houl
d be
mad
e fo
r pi
ers
6 fe
et w
ide
or w
ider
. M
edia
n w
idth
s in
are
as
of m
ultil
evel
inte
rcha
nges
or o
ther
maj
or s
truct
ures
sh
ould
be
co
ordi
nate
d w
ith
the
Div
isio
n of
En
gine
erin
g Se
rvic
es,
Stru
ctur
es
Des
ign
(DES
-SD
).
Con
side
ratio
n sh
ould
als
o be
giv
en t
o in
crea
sing
th
e m
edia
n w
idth
at
unsi
gnal
ized
int
erse
ctio
ns o
n ex
pres
sway
s an
d di
vide
d hi
ghw
ays
in o
rder
to
prov
ide
a re
fuge
are
a fo
r lar
ge tr
ucks
atte
mpt
ing
to
cros
s the
Sta
te ro
ute.
In
any
case
, th
e m
edia
n w
idth
sho
uld
be t
he
max
imum
atta
inab
le a
t re
ason
able
cos
t ba
sed
on
site
spec
ific
cons
ider
atio
ns o
f eac
h pr
ojec
t.
See
Inde
x 61
3.5(
2)(b
) fo
r pa
ved
med
ian
pave
men
t st
ruct
ure
requ
irem
ents
.
HIG
HW
AY
DE
SIG
N M
AN
UA
L
300-
13
Se
ptem
ber 1
, 200
6 30
5.2
Med
ian
Cro
ss S
lope
s U
nsur
face
d m
edia
ns u
p to
65
feet
wid
e sh
ould
be
slop
ed d
ownw
ard
from
the
adj
oini
ng s
houl
ders
to
form
a s
hallo
w v
alle
y in
the
cent
er.
Cro
ss s
lope
s sh
ould
be
10:1
or
flatte
r; 20
:1 b
eing
pre
ferr
ed.
Slop
es a
s st
eep
as 6
:1 a
re a
ccep
tabl
e in
exc
eptio
nal
case
s w
hen
nece
ssar
y fo
r dr
aina
ge,
stag
e co
nstru
ctio
n, e
tc.
Cro
ss s
lope
s in
med
ians
60
feet
an
d w
ider
sho
uld
be t
reat
ed a
s se
para
te r
oadw
ays
(see
Inde
x 30
5.6)
.
Pave
d m
edia
ns, i
nclu
ding
thos
e bo
rder
ed b
y cu
rbs,
shou
ld b
e cr
owne
d at
the
cen
ter,
slop
ing
tow
ards
th
e si
des a
t the
slop
e of
the
adja
cent
pav
emen
t.
305.
3 M
edia
n B
arri
ers
See
Cha
pter
7 o
f the
Tra
ffic
Man
ual.
305.
4 M
edia
n C
urbs
Se
e To
pic
303
for c
urb
type
s an
d us
age
in m
edia
ns
and
Inde
x 40
5.5(
1) fo
r cur
bs in
med
ian
open
ings
.
305.
5 P
aved
Med
ians
(1
) Fr
eew
ays.
(a)
6 or
Mor
e La
nes-
-Med
ians
30
feet
wid
e or
le
ss sh
ould
be
pave
d.
(b)
4 La
nes-
-Med
ians
22
feet
or l
ess
in w
idth
sh
ould
be
pa
ved.
Med
ians
be
twee
n
22 f
eet a
nd 3
0 fe
et w
ide
shou
ld b
e pa
ved
only
if
a ba
rrie
r is
ins
talle
d.
With
a
barr
ier,
med
ians
wid
er th
an 3
0 fe
et s
houl
d no
t nor
mal
ly b
e pa
ved.
W
here
med
ians
are
pav
ed, e
ach
half
gene
rally
sh
ould
be
pave
d in
the
sam
e pl
ane
as t
he
adja
cent
trav
eled
way
.
(2)
Non
free
way
s.
Unp
lant
ed
curb
ed
med
ians
ge
nera
lly a
re t
o be
sur
face
d w
ith m
inim
um
0.15
foot
of P
ortla
nd c
emen
t con
cret
e.
Fo
r ad
ditio
nal
info
rmat
ion
on m
edia
n cr
oss
slop
es se
e In
dex
305.
2.
305.
6 S
epar
ate
Roa
dway
s (1
) G
ener
al P
olic
y.
Sepa
rate
gra
de li
nes
are
not
cons
ider
ed a
ppro
pria
te f
or m
edia
ns l
ess
than
65
feet
wid
e (s
ee In
dex
204.
7).
(2)
Med
ian
Des
ign.
Th
e cr
oss
sect
ions
sho
wn
in
Figu
re 3
05.6
with
a 2
3-fo
ot g
rade
d ar
ea le
ft of
tra
ffic
are
exa
mpl
es o
f m
edia
n tre
atm
ent
to
prov
ide
man
euve
ring
room
for
out
-of-
cont
rol
vehi
cles
. Th
is o
ptio
nal t
reat
men
t may
be
used
w
here
ex
tra
reco
very
ar
ea
is
desi
red
(see
In
dex
307.
6).
Se
e In
dex
302.
1 fo
r sh
ould
er
wid
ths
and
Inde
x 30
2.2
for s
houl
der c
ross
slop
es.
Topi
c 30
6 - R
ight
of W
ay
306.
1 G
ener
al S
tand
ards
Th
e rig
ht
of
way
w
idth
s fo
r St
ate
high
way
s, in
clud
ing
fron
tage
road
s to
be
relin
quis
hed,
sho
uld
prov
ide
for
all
cros
s se
ctio
n el
emen
ts i
nclu
ding
m
edia
n, t
raff
ic l
anes
, ou
tsid
e sh
ould
ers,
reco
very
ar
eas,
slop
es,
oute
r se
para
tions
, ra
mps
, w
alls
, and
ot
her
esse
ntia
l hi
ghw
ay
appu
rtena
nces
.
For
min
imum
cle
aran
ce f
rom
the
rig
ht o
f w
ay l
ine
to
the
catc
h po
int
of a
cut
or
fill
slop
e, s
ee I
ndex
30
4.2.
Fi
xed
min
imum
wid
ths
of r
ight
of
way
, ex
cept
fo
r 2-
lane
hi
ghw
ays,
are
not
spec
ified
be
caus
e di
men
sion
s of
cr
oss-
sect
iona
l el
emen
ts
may
req
uire
nar
row
wid
ths,
and
right
of
way
nee
d no
t be
of
cons
tant
wid
th.
The
min
imum
rig
ht o
f w
ay
wid
th
on
new
co
nstru
ctio
n fo
r 2-
lane
hi
ghw
ays s
houl
d be
130
feet
.
306.
2 R
ight
of W
ay T
hrou
gh th
e Pu
blic
D
omai
n R
ight
of w
ay w
idth
s to
be
obta
ined
or r
eser
ved
for
high
way
pur
pose
s th
roug
h la
nds
of t
he U
nite
d St
ates
Gov
ernm
ent
or t
he S
tate
of
Cal
iforn
ia a
re
dete
rmin
ed b
y la
ws
and
regu
latio
ns o
f the
age
ncie
s co
ncer
ned.
300-
14
HIG
HW
AY
DE
SIG
N M
AN
UA
L
Sept
embe
r 1, 2
006
Figu
re 3
05.6
Opt
iona
l Med
ian
Des
igns
for
Free
way
s w
ith S
epar
ate
Roa
dway
s
HIG
HW
AY
DE
SIG
N M
AN
UA
L
300-
15
Se
ptem
ber 1
, 200
6
Topi
c 30
7 - C
ross
Sec
tions
for
Stat
e H
ighw
ays
307.
1 W
arra
nts
The
sele
ctio
n of
a c
ross
sec
tion
is b
ased
upo
n tra
ffic
, te
rrai
n, s
afet
y, a
nd o
ther
con
side
ratio
ns.
For 2
-lane
road
s the
road
bed
wid
th is
influ
ence
d by
th
e fa
ctor
s di
scus
sed
unde
r In
dex
307.
2.
The
road
bed
wid
th f
or m
ultil
ane
faci
litie
s sh
ould
be
adeq
uate
to p
rovi
de c
apac
ity f
or th
e de
sign
hou
rly
volu
me
base
d up
on
capa
city
co
nsid
erat
ions
di
scus
sed
unde
r Ind
ex 1
02.1
.
307.
2 T
wo-
lane
Cro
ss S
ectio
ns fo
r N
ew
Con
stru
ctio
n Th
ese
stan
dard
s ar
e to
be
used
for
hig
hway
s on
ne
w a
lignm
ent
as w
ell
as o
n ex
istin
g hi
ghw
ays
whe
re
the
wid
th,
alig
nmen
t, gr
ade,
or
ot
her
geom
etric
feat
ures
are
bei
ng u
pgra
ded.
A 2
-lane
, 2-w
ay ro
adbe
d co
nsis
ts o
f a 2
4-fo
ot w
ide
trave
led
way
plu
s pa
ved
shou
lder
s. I
n or
der
to
prov
ide
stru
ctur
al s
uppo
rt, t
he m
inim
um p
aved
w
idth
of
ea
ch
shou
lder
sh
all
be
2 fe
et.
Dev
elop
men
t an
d m
aint
enan
ce o
f 4-
foot
pav
ed
shou
lder
s sh
ould
be
cons
ider
ed w
hen
bicy
clis
ts a
re
pres
ent.
See
Top
ic 1
003
for i
nfor
mat
ion
on b
icyc
le
desi
gn c
riter
ia a
nd F
igur
e 30
7.2
for
typi
cal 2
-lane
cr
oss s
ectio
ns.
Shou
lder
wid
ths
base
d on
des
ign
year
tra
ffic
volu
mes
sha
ll co
nfor
m to
the
stan
dard
s gi
ven
in
Tab
le 3
07.2
.
On
2-la
ne ro
ads
with
4-f
oot s
houl
ders
, the
sho
ulde
r sl
ope
may
be
incr
ease
d to
7 p
erce
nt f
or a
dditi
onal
dr
aina
ge c
apac
ity w
here
a d
ike
is u
sed.
W
ith
2-fo
ot s
houl
ders
the
sho
ulde
r sl
ope
shou
ld b
e 2
perc
ent
with
out
a di
ke, b
ut m
ay b
e in
crea
sed
to a
m
axim
um o
f 9
perc
ent
for
addi
tiona
l dr
aina
ge
capa
city
with
a d
ike.
Shou
lder
w
idth
s of
4
feet
or
le
ss
shou
ld
be
cons
truct
ed i
n ac
cord
ance
with
the
"A
ll Pa
ved
Cro
ss S
ectio
n" o
f Fi
gure
307
.2 in
ord
er to
pro
vide
es
sent
ially
the
sam
e st
ruct
ural
sec
tion
thro
ugho
ut
the
full
road
bed
wid
th.
Min
imum
w
idth
of
2-
lane
St
ate
high
way
s fu
nctio
nally
cl
assi
fied
as
colle
ctor
s m
ay
be
as
give
n in
Exh
ibit
6-5
of A
ASH
TO,
A P
olic
y on
G
eom
etric
Des
ign
of H
ighw
ays a
nd S
treet
s. U
p-to
-da
te in
form
atio
n on
the
func
tiona
l cla
ssifi
catio
n of
St
ate
high
way
s may
be
obta
ined
from
Hea
dqua
rters
O
ffic
e of
Hig
hway
Sys
tem
Eng
inee
ring.
Tabl
e 30
7.2
Shou
lder
Wid
ths
for T
wo-
lane
Roa
dbed
N
ew C
onst
ruct
ion
Proj
ects
Tw
o-w
ay A
DT
(Des
ign
Yea
r)
Shou
lder
Wid
th(1
) (f
t)
Less
than
400
2
or 4
(2)
Ove
r 400
8
Not
es:
(1)
See
Inde
x 10
03.2
for s
houl
der r
equi
rem
ents
w
hen
bike
lane
s are
pre
sent
.
(2)
Min
imum
brid
ge w
idth
is 3
2 fe
et (s
ee In
dex
208.
1).
307.
3 T
wo-
lane
Cro
ss S
ectio
ns fo
r R
RR
Pr
ojec
ts
Stan
dard
s an
d gu
idel
ines
fo
r tw
o-la
ne
cros
s se
ctio
ns o
n R
RR
pro
ject
s ar
e fo
und
in D
esig
n In
form
atio
n B
ulle
tin
Num
ber
79
(DIB
79
), "G
eom
etric
D
esig
n C
riter
ia
for
Res
urfa
cing
, R
esto
ratio
n, a
nd R
ehab
ilita
tion
(RR
R)
and
Cer
tain
Sa
fety
, Sto
rm D
amag
e, P
rote
ctiv
e B
ette
rmen
t, an
d O
pera
tiona
l Im
prov
emen
t Pro
ject
s." D
IB 7
9 ca
n be
fo
und
on th
e H
Q D
ivis
ion
of D
esig
n w
ebsi
te u
nder
D
esig
n In
form
atio
n B
ulle
tins.
The
purp
ose
of R
RR
(al
so k
now
n as
roa
dway
re
habi
litat
ion)
pro
ject
s is t
o pr
eser
ve a
nd e
xten
d th
e de
sign
life
of
exis
ting
high
way
s fo
r a
min
imum
of
ten
year
s an
d en
hanc
e hi
ghw
ay s
afet
y.
DIB
79
focu
ses
on g
eom
etric
des
ign
crite
ria d
evel
oped
for
R
RR
pr
ojec
ts.
Th
e de
sign
er
mus
t al
way
s em
phas
ize
impl
emen
tatio
n of
cos
t-eff
ectiv
e sa
fety
im
prov
emen
ts w
here
pra
ctic
al.
RR
R d
esig
n cr
iteria
app
ly t
o al
l st
ruct
ure
and
road
way
RR
R p
roje
cts
on t
wo-
lane
con
vent
iona
l hi
ghw
ays
and
thre
e-la
ne c
onve
ntio
nal
high
way
s no
t cla
ssifi
ed a
s mul
tilan
e co
nven
tiona
l hig
hway
s.
RR
R d
esig
n cr
iteria
als
o ap
ply
to c
erta
in s
torm
da
mag
e,
prot
ectiv
e be
tterm
ent,
oper
atio
nal,
and
300-
16
HIG
HW
AY
DE
SIG
N M
AN
UA
L
Sept
embe
r 1, 2
006
sa
fety
non
free
way
im
prov
emen
t pr
ojec
ts t
hat
are
cons
ider
ed s
pot
loca
tions
as
desc
ribed
in
deta
il in
D
IB 7
9.
RR
R c
riter
ia a
pply
to
geom
etric
des
ign
feat
ures
su
ch a
s la
ne a
nd s
houl
der
wid
ths,
horiz
onta
l an
d ve
rtica
l al
ignm
ent,
stop
ping
si
ght
dist
ance
, st
ruct
ure
wid
th,
cros
s sl
ope,
sup
erel
evat
ion,
sid
e sl
ope,
cle
ar re
cove
ry z
one,
and
inte
rsec
tions
. Th
ey
may
als
o ap
ply
to s
uch
feat
ures
as
curb
ram
ps,
pave
men
t ed
ge
drop
, di
ke,
curb
an
d gu
tter,
side
wal
k, a
nd d
rain
age.
307.
4 M
ultil
ane
Div
ided
Cro
ss S
ectio
ns
The
gene
ral g
eom
etric
feat
ures
of m
ultil
ane
divi
ded
cros
s sec
tions
are
show
n in
Fig
ure
307.
4.
Div
ided
hig
hway
s m
ay b
e de
sign
ed a
s tw
o se
para
te
one-
way
roa
ds w
here
app
ropr
iate
to f
it th
e te
rrai
n.
Econ
omy,
pl
easi
ng
appe
aran
ce,
and
safe
ty
are
fact
ors
to b
e co
nsid
ered
in th
is d
eter
min
atio
n. T
he
alig
nmen
t of
each
roa
dway
may
be
inde
pend
ent o
f th
e ot
her
(see
Ind
exes
204
.8 a
nd 3
05.6
). O
ptio
nal
med
ian
desi
gns m
ay b
e as
show
n on
Fig
ure
305.
6.
307.
5 M
ultil
ane
All
Pave
d C
ross
Sec
tions
w
ith S
peci
al M
edia
n W
idth
s A
mul
tilan
e cr
oss
sect
ion
with
a n
arro
w m
edia
n is
ill
ustra
ted
in
Figu
re
307.
5.
Th
is
sect
ion
is
appr
opria
te in
spe
cial
circ
umst
ance
s w
here
a w
ider
m
edia
n w
ould
not
be
just
ified
. I
t sh
ould
not
be
cons
ider
ed a
s an
alte
rnat
ive
to s
ectio
ns w
ith t
he
med
ian
wid
ths
set f
orth
und
er In
dex
305.
1. I
t may
be
use
d un
der t
he fo
llow
ing
cond
ition
s:
(a)
Wid
enin
g of
exi
stin
g fa
cilit
ies.
(b)
Loca
tions
w
here
la
rge
exca
vatio
n qu
antit
ies
wou
ld
resu
lt if
a m
ultil
ane
road
way
cro
ss se
ctio
n w
ith a
bas
ic m
edia
n w
idth
wer
e us
ed.
Exa
mpl
es a
re s
teep
m
ount
aino
us
terr
ain
and
unst
able
m
ount
aino
us a
reas
.
(c)
As
an a
ltern
ate
cros
s se
ctio
n on
2-la
ne
road
s ha
ving
fr
eque
nt
sigh
t di
stan
ce
rest
rictio
ns.
The
med
ian
wid
th s
houl
d be
sel
ecte
d in
acc
orda
nce
with
the
crite
ria se
t for
th in
Inde
x 30
5.1(
3).
In g
ener
al,
the
outs
ide
shou
lder
sho
uld
be 8
fee
t w
ide
(10
feet
on
free
way
s an
d ex
pres
sway
s) a
s
man
date
d in
Tab
le 3
02.1
. W
here
larg
e ex
cava
tion
quan
titie
s or
oth
er f
acto
rs g
ener
ate
unre
ason
able
co
sts,
4-fo
ot
shou
lder
s m
ay
be
cons
ider
ed.
How
ever
, a
desi
gn e
xcep
tion
is r
equi
red
exce
pt
whe
re 4
-lane
pas
sing
sec
tions
are
con
stru
cted
on
2-la
ne h
ighw
ays.
Whe
re th
e ro
adbe
d w
idth
doe
s no
t co
ntai
n 8-
foot
sho
ulde
rs, e
mer
genc
y pa
rkin
g ar
eas
clea
r of
the
tra
vele
d w
ay s
houl
d be
pro
vide
d by
us
ing
dayl
ight
ed c
uts
and
othe
r w
iden
ed a
reas
w
hich
dev
elop
dur
ing
cons
truct
ion.
307.
6 M
ultil
ane
Cro
ss S
ectio
ns fo
r R
RR
Pr
ojec
ts
RR
R
proj
ects
on
fr
eew
ays,
expr
essw
ays,
and
mul
tilan
e co
nven
tiona
l hi
ghw
ays
are
gene
rally
re
quire
d to
mee
t new
con
stru
ctio
n st
anda
rds.
For a
dditi
onal
info
rmat
ion,
see
Des
ign
Info
rmat
ion
Bul
letin
Num
ber
79,
"Geo
met
ric D
esig
n C
riter
ia
for
Res
urfa
cing
, R
esto
ratio
n, a
nd R
ehab
ilita
tion
(RR
R)
and
Cer
tain
Sa
fety
, St
orm
D
amag
e,
Prot
ectiv
e B
ette
rmen
t, an
d O
pera
tiona
l Im
prov
emen
t Pro
ject
s.”
Topi
c 30
8 - C
ross
Sec
tions
for
Roa
ds U
nder
Oth
er J
uris
dict
ions
308.
1 C
ity S
tree
ts a
nd C
ount
y R
oads
Th
e w
idth
of
loca
l roa
ds a
nd s
treet
s th
at a
re to
be
reco
nstru
cted
as
part
of a
fre
eway
pro
ject
sho
uld
conf
orm
to A
ASH
TO s
tand
ards
if th
e lo
cal r
oad
or
stre
et i
s a
Fede
ral-a
id r
oute
. O
ther
wis
e th
e cr
oss
sect
ion
shou
ld m
atch
the
wid
th o
f the
city
stre
et o
r co
unty
road
adj
oini
ng th
e re
cons
truct
ed p
ortio
n, o
r th
e cr
oss
sect
ion
shou
ld s
atis
fy t
he l
ocal
age
ncy'
s m
inim
um st
anda
rd fo
r new
con
stru
ctio
n.
Whe
re a
loc
al f
acili
ty w
ithin
the
Sta
te r
ight
of
way
cr
osse
s ov
er
or
unde
r a
free
way
or
ex
pres
sway
but
has
no
conn
ectio
n to
the
Sta
te
faci
lity,
the
min
imum
des
ign
stan
dard
s fo
r th
e cr
oss
sect
ion
of t
he l
ocal
fac
ility
with
in t
he
Stat
e's
righ
t of
way
sha
ll be
tho
se f
ound
in
AA
SHT
O.
If t
he l
ocal
age
ncy
has
stan
dard
s th
at
exce
ed A
ASH
TO s
tand
ards
, the
n th
e lo
cal a
genc
y st
anda
rds s
houl
d ap
ply.
AA
SHTO
sta
ndar
ds f
or lo
cal r
oads
and
stre
ets
are
gi
ven
in A
ASH
TO, A
Pol
icy
on G
eom
etric
Des
ign
of H
ighw
ays a
nd S
treet
s.
HIG
HW
AY
DE
SIG
N M
AN
UA
L
300-
17
Se
ptem
ber 1
, 200
6
Figu
re 3
07.2
G
eom
etric
Cro
ss S
ectio
ns fo
r Tw
o-la
ne H
ighw
ays
(New
Con
stru
ctio
n)
300-
18
HIG
HW
AY
DE
SIG
N M
AN
UA
L
Sept
embe
r 1, 2
006
Figu
re 3
07.4
G
eom
etric
Cro
ss S
ectio
ns fo
r Fr
eew
ays
and
Expr
essw
ays
HIG
HW
AY
DE
SIG
N M
AN
UA
L
300-
19
Se
ptem
ber 1
, 200
6
Figu
re 3
07.5
G
eom
etric
Cro
ss S
ectio
ns fo
r A
ll Pa
ved
Mul
tilan
e H
ighw
ays
300-
20
HIG
HW
AY
DE
SIG
N M
AN
UA
L
Sept
embe
r 1, 2
006
It
is im
porta
nt to
not
e th
at A
ASH
TO, A
Pol
icy
on
Geo
met
ric
Des
ign
of
Hig
hway
s an
d St
reet
s, st
anda
rds
are
base
d on
func
tiona
l cla
ssifi
catio
n an
d no
t on
a Fe
dera
l-aid
Sys
tem
.
Cha
pter
1 o
f A
ASH
TO,
A P
olic
y on
Geo
met
ric
Des
ign
of H
ighw
ays
and
Stre
ets,
list s
tand
ards
for
th
e fo
llow
ing
six
func
tiona
l cla
sses
:
• Lo
cal r
ural
road
s •
Loca
l urb
an st
reet
s •
Rur
al c
olle
ctor
s •
Urb
an c
olle
ctor
s •
Rur
al a
rteria
ls
• U
rban
arte
rials
AA
SHTO
, A
Po
licy
on
Geo
met
ric
Des
ign
of
Hig
hway
s an
d St
reet
s, gi
ves
min
imum
lan
e an
d sh
ould
er w
idth
s. W
hen
sele
ctin
g a
cros
s se
ctio
n,
the
effe
cts
on c
apac
ity o
f co
mm
erci
al v
ehic
les
and
grad
es s
houl
d be
con
side
red
as d
iscu
ssed
und
er
Topi
c 10
2 an
d in
th
e Tr
ansp
orta
tion
Res
earc
h B
oard
, Hig
hway
Cap
acity
Man
ual.
The
m
inim
um
wid
th
of
2-la
ne
over
cros
sing
st
ruct
ures
sha
ll no
t be
less
tha
n 28
fee
t cu
rb t
o cu
rb.
Als
o se
e In
dex
208.
1(2)
and
Inde
x 30
7.3.
If th
e lo
cal a
genc
y ha
s de
finite
pla
ns to
wid
en th
e lo
cal
stre
et e
ither
con
curr
ently
or
with
in 5
yea
rs
follo
win
g fr
eew
ay c
onst
ruct
ion,
the
rec
onst
ruct
ion
to b
e ac
com
plis
hed
by t
he S
tate
sho
uld
gene
rally
co
nfor
m t
o th
e w
iden
ing
plan
ned
by t
he l
ocal
ag
ency
. S
tage
con
stru
ctio
n sh
ould
be
cons
ider
ed
whe
re th
e pl
anne
d w
iden
ing
will
occ
ur b
eyon
d th
e 5-
year
per
iod
follo
win
g fr
eew
ay c
onst
ruct
ion
or
whe
re th
e lo
cal a
genc
y ha
s a
mas
ter p
lan
indi
catin
g an
ulti
mat
e w
idth
gre
ater
than
the
exis
ting
faci
lity.
W
here
an
unde
rcro
ssin
g is
inv
olve
d, t
he i
nitia
l st
ruct
ure
cons
truct
ion
shou
ld p
rovi
de f
or u
ltim
ate
requ
irem
ents
.
Whe
re a
loc
al f
acili
ty c
ross
es o
ver
or u
nder
a
free
way
or
expr
essw
ay a
nd c
onne
cts
to th
e St
ate
faci
lity
(suc
h as
ram
p te
rmin
al i
nter
sect
ions
), th
e m
inim
um d
esig
n st
anda
rds
for
the
cros
s se
ctio
n of
the
loc
al f
acili
ty s
hall
be a
t le
ast
eq
ual t
o th
ose
for
a co
nven
tiona
l hig
hway
with
th
e ex
cept
ion
that
the
out
side
sho
ulde
r w
idth
sh
all m
atch
the
app
roac
h ro
adw
ay, b
ut n
ot le
ss
than
4 fe
et (s
houl
der w
idth
sho
uld
not b
e le
ss th
an
5 fe
et w
here
cur
bs w
ith 2
-foo
t gu
tter
pans
are
prop
osed
an
d bi
cycl
e us
e is
ex
pect
ed).
T
he
min
imum
wid
th f
or t
wo-
lane
ove
rcro
ssin
gs a
t in
terc
hang
es sh
all b
e 40
feet
cur
b-to
-cur
b.
Topi
c 30
9 - C
lear
ance
s
309.
1 H
oriz
onta
l Cle
aran
ces
(1)
Gen
eral
.
The
horiz
onta
l cl
eara
nce
to
all
road
side
ob
ject
s sh
ould
be
ba
sed
on
engi
neer
ing
judg
men
t w
ith t
he o
bjec
tive
of
max
imiz
ing
the
dist
ance
be
twee
n ro
adsi
de
obje
cts
and
the
edge
of
tra
vele
d w
ay.
Engi
neer
ing
judg
men
t sh
ould
be
exer
cise
d in
or
der t
o ba
lanc
e th
e ac
hiev
emen
t of h
oriz
onta
l cl
eara
nce
obje
ctiv
es
with
th
e pr
uden
t ex
pend
iture
of a
vaila
ble
fund
s.
C
erta
in y
ield
ing
obje
cts,
such
as
sand
fill
ed
barr
els,
met
al
beam
gu
ardr
ail,
brea
kaw
ay
woo
d po
sts,
etc.
may
enc
roac
h w
ithin
the
cl
ear
reco
very
zo
ne
(see
In
dex
309.
1(2)
).
Whi
le th
ese
obje
cts
are
desi
gned
to re
duce
the
seve
rity
of a
ccid
ents
, eff
orts
sho
uld
be m
ade
to m
axim
ize
the
dist
ance
bet
wee
n an
y ob
ject
an
d th
e ed
ge o
f tra
vele
d w
ay.
C
lear
ance
s ar
e m
easu
red
from
the
edge
of t
he
trave
led
way
to
th
e ne
ares
t po
int
on
the
obst
ruct
ion
(usu
ally
the
botto
m).
Hor
izon
tal
clea
ranc
es g
reat
er t
han
thos
e ci
ted
belo
w
unde
r su
bsec
tion
(3)
- "M
inim
um
Cle
aran
ces"
sh
all
be
prov
ided
w
here
ne
cess
ary
to m
eet h
oriz
onta
l sto
ppin
g si
ght
dist
ance
req
uire
men
ts.
See
dis
cuss
ion
on
"..
tech
nica
l re
duct
ions
in
desi
gn s
peed
.."
un
der T
opic
101
.
(2)
Cle
ar R
ecov
ery
Zone
(C
RZ).
The
roa
dsid
e en
viro
nmen
t ca
n an
d sh
ould
be
mad
e as
saf
e as
pra
ctic
al.
A c
lear
rec
over
y zo
ne i
s an
un
obst
ruct
ed, r
elat
ivel
y fla
t (4:
1 or
fla
tter)
or
gent
ly s
lopi
ng a
rea
beyo
nd t
he e
dge
of t
he
trave
led
way
whi
ch a
ffor
ds t
he d
river
s of
er
rant
ve
hicl
es
the
oppo
rtuni
ty
to
rega
in
cont
rol.
Th
e A
ASH
TO
Roa
dsid
e D
esig
n G
uide
pro
vide
s de
taile
d de
sign
gui
danc
e fo
r cr
eatin
g a
forg
ivin
g ro
adsi
de
envi
ronm
ent.
Se
e al
so In
dex
304.
1 re
gard
ing
side
slop
es.
The
follo
win
g cl
ear
reco
very
zon
e w
idth
s ar
e th
e m
inim
um d
esira
ble
for t
he ty
pe o
f fac
ility
HIG
HW
AY
DE
SIG
N M
AN
UA
L
300-
21
Se
ptem
ber 1
, 200
6
indi
cate
d.
Con
side
ratio
n sh
ould
be
give
n to
in
crea
sing
th
ese
wid
ths
base
d on
tra
ffic
vo
lum
es,
oper
atin
g sp
eeds
, te
rrai
n, a
nd c
osts
as
soci
ated
with
a p
artic
ular
hig
hway
faci
lity:
• Fr
eew
ays a
nd E
xpre
ssw
ays –
30
feet
• C
onve
ntio
nal H
ighw
ays –
20
feet
*
*
On
conv
entio
nal
high
way
s w
ith p
oste
d sp
eeds
less
than
or e
qual
to 4
0 m
ph a
nd
curb
s, cl
ear r
ecov
ery
zone
wid
ths
do n
ot
appl
y.
Se
e m
inim
um
horiz
onta
l cl
eara
nce,
Inde
x 30
9.1(
3)(c
).
Fi
xed
obje
cts
incl
udin
g br
idge
pi
ers,
abut
men
ts, r
etai
ning
wal
ls, a
nd n
oise
bar
riers
cl
oser
to
the
edge
of
trave
led
way
tha
n th
e di
stan
ces
liste
d ab
ove
shou
ld b
e el
imin
ated
, m
oved
, re
desi
gned
to
be
mad
e y
ield
ing,
or
shie
lded
in
acco
rdan
ce w
ith t
he f
ollo
win
g gu
idel
ines
:
(a)
Fixe
d ob
ject
s sh
ould
be
el
imin
ated
or
m
oved
out
side
the
clea
r re
cove
ry z
one
to
a lo
catio
n w
here
the
y ar
e un
likel
y to
be
hit.
(b)
If s
ign
post
s si
x in
ches
or
mor
e in
any
di
men
sion
or
light
sta
ndar
ds c
anno
t be
el
imin
ated
or
m
oved
ou
tsid
e th
e cl
ear
reco
very
zo
ne,
they
sh
ould
be
m
ade
yiel
ding
with
a b
reak
away
feat
ure.
(c)
If a
fix
ed o
bjec
t ca
nnot
be
elim
inat
ed,
mov
ed o
utsi
de th
e cl
ear r
ecov
ery
zone
, or
mod
ified
to b
e m
ade
yiel
ding
, it s
houl
d be
sh
ield
ed b
y gu
ardr
ail o
r a c
rash
cus
hion
.
Sh
ield
ing
mus
t be
in
conf
orm
ance
with
th
e gu
idan
ce f
ound
in
Cha
pter
7 o
f th
e Tr
affic
Man
ual.
For
inpu
t on
the
need
for
shie
ldin
g at
a s
peci
fic l
ocat
ion,
con
sult
Dis
trict
Tra
ffic
Ope
ratio
ns.
W
hen
the
plan
ting
of
trees
is
be
ing
cons
ider
ed, s
ee t
he a
dditi
onal
dis
cuss
ion
and
stan
dard
s in
Cha
pter
900
.
W
here
com
plia
nce
with
the
abo
ve s
tate
d cl
ear
reco
very
zo
ne
guid
elin
es
are
impr
actic
al,
the
min
imum
ho
rizo
ntal
cl
eara
nce
cite
d be
low
sha
ll ap
ply
to t
he
unsh
ield
ed f
ixed
obj
ect.
The
se m
inim
um
hori
zont
al
clea
ranc
es
appl
y to
yi
eldi
ng
obje
cts a
s wel
l.
(3)
Min
imum
C
lear
ance
s.
The
fo
llow
ing
min
imum
hor
izon
tal c
lear
ance
s sh
all a
pply
to
all
obje
cts
that
are
clo
ser
to t
he e
dge
of
trav
eled
way
tha
n th
e cl
ear
reco
very
zon
e di
stan
ces l
iste
d ab
ove:
(a)
The
min
imum
hor
izon
tal
clea
ranc
e to
al
l ob
ject
s, su
ch a
s br
idge
rai
ls a
nd
safe
ty-s
hape
d co
ncre
te b
arri
ers,
as w
ell
as
sand
-fille
d ba
rrel
s, m
etal
be
am
guar
drai
l, et
c.,
on
all
free
way
an
d ex
pres
sway
fa
cilit
ies,
incl
udin
g au
xilia
ry l
anes
, ra
mps
, an
d co
llect
or
road
s, sh
all
be e
qual
to
the
stan
dard
sh
ould
er w
idth
of
the
high
way
fac
ility
as
sta
ted
in T
able
302
.1.
A m
inim
um
clea
ranc
e of
4 f
eet
shal
l be
pro
vide
d w
here
the
sta
ndar
d sh
ould
er w
idth
is
less
th
an
4 fe
et.
A
ppro
ach
rail
conn
ectio
ns t
o br
idge
rai
l m
ay r
equi
re
spec
ial t
reat
men
t to
mai
ntai
n th
e st
anda
rd
shou
lder
wid
th.
(b)
The
min
imum
hor
izon
tal
clea
ranc
e to
w
alls
, suc
h as
abu
tmen
t wal
ls, r
etai
ning
w
alls
in
cu
t lo
catio
ns,
and
nois
e ba
rrie
rs o
n al
l fre
eway
and
exp
ress
way
fa
cilit
ies,
incl
udin
g au
xilia
ry
lane
s, ra
mps
and
col
lect
or r
oads
, sha
ll no
t be
le
ss th
an 1
0 fe
et.
(c)
On
conv
entio
nal
high
way
s, fr
onta
ge
road
s, ci
ty s
tree
ts a
nd c
ount
y ro
ads
(all
with
out
curb
s),
the
min
imum
ho
rizo
ntal
cl
eara
nce
shal
l be
th
e st
anda
rd s
houl
der
wid
th a
s lis
ted
in
Tab
les
302.
1 an
d 30
7.2,
exc
ept
that
a
min
imum
cle
aran
ce o
f 4
feet
sha
ll be
pr
ovid
ed w
here
the
sta
ndar
d sh
ould
er
wid
th i
s le
ss t
han
4 fe
et.
For
RR
R
proj
ects
, wid
ths a
re p
rovi
ded
in D
IB 7
9.
O
n co
nven
tiona
l hi
ghw
ays
with
cu
rbs,
typi
cally
in
ur
ban
cond
ition
s, a
min
imum
ho
rizon
tal c
lear
ance
of
1 fe
et 6
inch
es s
houl
d be
pro
vide
d be
yond
the
fac
e of
cur
bs t
o an
y ob
stru
ctio
n.
On
curb
ed h
ighw
ay s
ectio
ns,
a m
inim
um
clea
ranc
e of
3
feet
sh
ould
be
pr
ovid
ed
alon
g th
e cu
rb
retu
rns
of
300-
22
HIG
HW
AY
DE
SIG
N M
AN
UA
L
Sept
embe
r 1, 2
006
inte
rsec
tions
and
nea
r th
e ed
ges
of d
rivew
ays
to a
llow
for
des
ign
vehi
cle
offtr
acki
ng (
see
Topi
c 40
4).
Whe
re s
idew
alks
are
loc
ated
im
med
iate
ly a
djac
ent
to c
urbs
, fix
ed o
bjec
ts
shou
ld b
e lo
cate
d be
yond
the
back
of s
idew
alk
to
prov
ide
an
unob
stru
cted
ar
ea
for
pede
stria
ns.
In
are
as w
ithou
t cu
rbs,
the
face
of
Type
60
conc
rete
ba
rrie
r sh
ould
be
co
nstru
cted
in
tegr
ally
at t
he b
ase
of a
ny re
tain
ing,
pie
r, or
ab
utm
ent
wal
l w
hich
fa
ces
traff
ic
and
is
15 f
eet o
r le
ss f
rom
the
edge
of
trave
led
way
(r
ight
or
left
of tr
affic
and
mea
sure
d fr
om th
e fa
ce o
f w
all).
Se
e In
dex
1102
.2 f
or t
he
treat
men
t of n
oise
bar
riers
.
Th
e m
inim
um w
idth
of
road
way
ope
ning
s be
twee
n Te
mpo
rary
R
ailin
g (T
ype
K)
on
brid
ge
deck
w
iden
ing
proj
ects
sh
ould
be
ob
tain
ed fr
om th
e D
istri
ct P
erm
it En
gine
er.
The
Reg
iona
l Pe
rmit
Man
ager
sh
ould
be
co
nsul
ted
on th
e us
e of
the
rout
e by
ove
rwid
th
load
s.
Se
e C
hapt
er 7
of t
he T
raff
ic M
anua
l for
oth
er
requ
irem
ents
pe
rtain
ing
to
clea
r re
cove
ry
zone
, gu
ardr
ail
at
fixed
ob
ject
s an
d em
bank
men
ts, a
nd c
rash
cus
hion
s.
309.
2 V
ertic
al C
lear
ance
s (1
) M
ajor
Str
uctu
res.
(a)
Free
way
s an
d Ex
pres
sway
s, A
ll co
nstru
c-tio
n ex
cept
ove
rlay
proj
ects
– 1
6 fe
et
6 in
ches
sha
ll be
the
min
imum
ver
tical
cl
eara
nce
over
the
road
bed
of th
e St
ate
faci
lity
(e.g
., m
ain
lane
s, sh
ould
ers,
ram
ps,
colle
ctor
-dis
trib
utor
ro
ads,
spee
d ch
ange
lane
s, et
c.).
(b)
Free
way
s an
d Ex
pres
sway
s, O
verla
y Pr
ojec
ts –
16
feet
sha
ll be
the
min
imum
ve
rtic
al c
lear
ance
ove
r th
e ro
adbe
d of
th
e St
ate
faci
lity.
(c)
Con
vent
iona
l H
ighw
ays,
Park
way
s, an
d Lo
cal
Faci
litie
s, A
ll Pr
ojec
ts –
15
feet
sh
all b
e th
e m
inim
um v
ertic
al c
lear
ance
ov
er
the
trav
eled
w
ay
and
14
fee
t 6
inch
es s
hall
be t
he m
inim
um
vert
ical
cle
aran
ce o
ver
the
shou
lder
s of
al
l por
tions
of t
he r
oadb
ed.
(2)
Min
or S
truc
ture
s. P
edes
tria
n ov
er-c
ross
ings
sh
all
have
a m
inim
um v
ertic
al c
lear
ance
2
feet
gre
ater
tha
n th
e st
anda
rd f
or m
ajor
st
ruct
ures
for
the
Stat
e fa
cilit
y in
que
stio
n.
Si
gn
stru
ctur
es
shal
l ha
ve
a ve
rtic
al
clea
ranc
e of
18
feet
ove
r th
e ro
adbe
d of
the
Stat
e fa
cilit
y.
(3)
Rura
l Int
erst
ates
and
Sin
gle
Rout
ing
in U
rban
Ar
eas:
Thi
s su
bset
of t
he In
ters
tate
Sys
tem
is
com
pose
d of
all
rura
l Int
erst
ates
and
a s
ingl
e ro
utin
g in
urb
an a
reas
. Th
ose
rout
es d
escr
ibed
in
Tab
le 3
09.2
B a
nd F
igur
e 30
9.2
are
give
n sp
ecia
l at
tent
ion
in
rega
rds
to
min
imum
ve
rtica
l cl
eara
nce
as a
res
ult
of a
gree
men
ts
betw
een
the
FHW
A a
nd t
he D
epar
tmen
t of
D
efen
se.
Ver
tical
cle
aran
ce f
or s
truc
ture
s on
thi
s sy
stem
sha
ll m
eet
the
stan
dard
s lis
ted
abov
e fo
r fr
eew
ays
and
expr
essw
ays.
In
ad
ditio
n to
th
e st
anda
rds
liste
d ab
ove,
ve
rtica
l cl
eara
nces
of
less
tha
n 16
fee
t ov
er
any
porti
on o
f thi
s sy
stem
will
be
subj
ecte
d to
ex
tens
ive
revi
ew
by
FHW
A
and
mus
t be
ap
prov
ed b
y th
e M
ilita
ry T
raff
ic M
anag
emen
t C
omm
and
Traf
fic
Engi
neer
ing
Age
ncy
(MTM
CTE
A)
in
Was
hing
ton
D.
C.
Doc
umen
tatio
n in
th
e fo
rm
of
a D
esig
n Ex
cept
ion
Fact
She
et m
ust
be s
ubm
itted
to
FHW
A to
obt
ain
appr
oval
for l
ess
than
16
feet
of
ver
tical
cle
aran
ce.
Ver
tical
cle
aran
ces
of
less
tha
n 16
fee
t ov
er a
ny I
nter
stat
e w
ill
requ
ire F
HW
A/M
TMC
TE n
otifi
catio
n.
See
Rob
ert
L. B
uckl
ey’s
mem
o da
ted
Mar
ch 3
0,
2000
to
D
istri
ct
Dire
ctor
s fo
r m
ore
info
rmat
ion
on t
his
subs
et o
f th
e In
ters
tate
sy
stem
.
(4)
Gen
eral
Inf
orm
atio
n.
The
stan
dard
s lis
ted
abov
e an
d su
mm
ariz
ed i
n Ta
ble
309.
2A a
re
the
min
imum
allo
wab
le o
n th
e St
ate
Hig
hway
sy
stem
for
the
faci
lity
and
proj
ect t
ype
liste
d.
For
the
purp
oses
of
thes
e ve
rtica
l cl
eara
nce
stan
dard
s, al
l pr
ojec
ts o
n th
e fr
eew
ay a
nd
expr
essw
ay s
yste
m o
ther
than
ove
rlay
proj
ects
sh
all b
e co
nsid
ered
to b
e co
vere
d by
the
"new
co
nstru
ctio
n" st
anda
rd.
W
hen
appr
oved
by
a de
sign
exc
eptio
n (s
ee
HD
M I
ndex
82.
2) c
lear
ance
s le
ss t
han
the
HIG
HW
AY
DE
SIG
N M
AN
UA
L
300-
23
Se
ptem
ber 1
, 200
6
valu
es g
iven
abo
ve m
ay b
e al
low
ed o
n a
case
by
ca
se
basi
s gi
ven
adeq
uate
ju
stifi
catio
n ba
sed
upon
eng
inee
ring
judg
men
t, ec
onom
ic,
envi
ronm
enta
l or
right
of
way
con
side
ratio
ns.
Typi
cal i
nsta
nces
whe
re le
sser
val
ues
may
be
appr
oved
are
whe
re th
e st
ruct
ure
is p
rote
cted
by
exi
stin
g lo
wer
stru
ctur
es o
n ei
ther
sid
e or
w
here
a p
roje
ct in
clud
es a
n ex
istin
g st
ruct
ure
that
wou
ld n
ot b
e fe
asib
le t
o m
odify
to
the
curr
ent
stan
dard
. I
n no
cas
e sh
ould
ver
tical
cl
eara
nce
be r
educ
ed b
elow
15
feet
ove
r th
e tra
vele
d w
ay o
r 14
fee
t 6
inch
es o
ver
the
shou
lder
s ov
er a
ny p
ortio
n of
a S
tate
hig
hway
fa
cilit
y.
Ef
forts
sho
uld
be m
ade
to a
void
dec
reas
ing
the
exis
ting
verti
cal
clea
ranc
e w
hene
ver
poss
ible
and
con
side
ratio
n sh
ould
be
give
n to
th
e fe
asib
ility
of
incr
easi
ng v
ertic
al c
lear
ance
on
pr
ojec
ts
invo
lvin
g st
ruct
ural
se
ctio
n re
mov
al a
nd r
epla
cem
ent.
Any
pro
ject
tha
t w
ould
re
duce
ve
rtica
l cl
eara
nces
be
low
16
fee
t 6 in
ches
or
lead
to a
n in
crea
se in
the
verti
cal
clea
ranc
e sh
ould
be
brou
ght
to t
he
atte
ntio
n of
th
e D
esig
n C
oord
inat
or,
the
Dis
trict
Per
mit
Engi
neer
and
the
Reg
iona
l Pe
rmit
Man
ager
at t
he e
arlie
st p
ossi
ble
date
.
Th
e R
egio
nal
Perm
it M
anag
er
shou
ld
be
info
rmed
of
an
y ch
ange
s (te
mpo
rary
or
pe
rman
ent)
in v
ertic
al c
lear
ance
.
(5)
Fede
ral
Aid
Part
icip
atio
n.
Fe
dera
l-aid
pa
rtici
patio
n is
no
rmal
ly
limite
d to
th
e fo
llow
ing
max
imum
ver
tical
cle
aran
ces
unle
ss
ther
e ar
e ex
tern
al c
ontro
ls s
uch
as th
e ne
ed to
pr
ovid
e fo
r fal
sew
ork
clea
ranc
e or
the
verti
cal
clea
ranc
e is
co
ntro
lled
by
an
adja
cent
st
ruct
ure
in a
mul
ti-st
ruct
ure
inte
rcha
nge:
(a)
Hig
hway
Fac
ilitie
s.
!"17
fe
et
over
fr
eew
ays
and
expr
essw
ays.
!"15
fee
t 6 in
ches
ove
r ot
her
high
way
s (1
5 fe
et o
ver s
houl
ders
).
!"Fo
r pe
dest
rian
stru
ctur
es,
2 fe
et
grea
ter t
han
the
abov
e va
lues
.
(b)
Rai
lroad
Fac
ilitie
s.
!"23
fee
t ov
er t
he t
op o
f ra
ils f
or n
on-
elec
trifie
d ra
il sy
stem
s.
!"24
fee
t 3
inch
es o
ver
the
top
of r
ails
fo
r ex
istin
g or
pr
opos
ed
25
kv
elec
trific
atio
n.
!"26
fe
et
over
th
e to
p of
ra
ils
for
exis
ting
or
prop
osed
50
kv
el
ectri
ficat
ion.
Th
ese
clea
ranc
es i
nclu
de a
n al
low
ance
for
fu
ture
bal
last
ing
of th
e ra
il fa
cilit
y.
The
cost
of
rec
onst
ruct
ing
or m
odify
ing
any
exis
ting
railr
oad-
high
way
gr
ade
sepa
ratio
n st
ruct
ure
sole
ly to
acc
omm
odat
e el
ectri
ficat
ion
will
not
be
el
igib
le
for
Fede
ral-a
id
high
way
fu
nd
parti
cipa
tion.
W
here
a r
ail
syst
em i
s no
t cu
rren
tly e
lect
rifie
d, th
e ra
ilroa
d m
ust h
ave
a pl
an a
dopt
ed w
hich
spe
cifie
s th
e in
tent
to
elec
trify
the
sub
ject
rai
l se
gmen
t w
ithin
a
reas
onab
le t
ime
fram
e in
ord
er t
o pr
ovid
e cl
eara
nces
in e
xces
s of 2
3 fe
et.
A
ny e
xcep
tions
to th
e cl
eara
nces
list
ed a
bove
sh
ould
be
revi
ewed
with
the
FH
WA
ear
ly i
n th
e de
sign
pha
se t
o en
sure
tha
t th
ey w
ill
parti
cipa
te i
n th
e st
ruct
ure
cost
s. A
ll ex
cess
cl
eara
nces
sh
ould
be
do
cum
ente
d in
th
e pr
ojec
t fil
es a
s to
rea
sons
and
app
ropr
iate
co
ncur
renc
es.
309.
3 T
unne
l Cle
aran
ces
(1)
Hor
izon
tal
Cle
aran
ces.
Tun
nel
cons
truct
ion
is s
o in
freq
uent
and
cos
tly t
hat
the
wid
th
shou
ld b
e co
nsid
ered
on
an i
ndiv
idua
l ba
sis.
Fo
r the
min
imum
wid
th s
tand
ards
for f
reew
ay
tunn
els s
ee In
dex
309.
1.
N
orm
ally
, th
e m
inim
um h
oriz
onta
l cl
eara
nce
on f
reew
ays
shou
ld i
nclu
de t
he f
ull
road
bed
wid
th o
f the
app
roac
hes.
In
on
e-w
ay
tunn
els
on
conv
entio
nal
high
way
s th
e m
inim
um s
ide
clea
ranc
e fr
om
the
edge
of
the
trav
eled
way
sha
ll be
4 f
eet
6 in
ches
on
the
left
and
6 f
eet
on t
he r
ight
. Fo
r tw
o-w
ay tu
nnel
s, th
is c
lear
ance
shal
l be
6 fe
et o
n ea
ch si
de.
300-
24
HIG
HW
AY
DE
SIG
N M
AN
UA
L
Sept
embe
r 1, 2
006
Tabl
e 3
09.2
A
Vert
ical
Cle
aran
ces
T
rave
led
Way
Sh
ould
er
Fr
eew
ays a
nd E
xpre
ssw
ays,
New
Con
stru
ctio
n,
Lane
Add
ition
s, R
econ
stru
ctio
n an
d M
odifi
catio
n 16½
ft
16½
ft
Fr
eew
ays a
nd E
xpre
ssw
ays,
Ove
rlay
Proj
ects
16
ft
16 ft
A
ll Pr
ojec
ts o
n C
onve
ntio
nal H
ighw
ays a
nd L
ocal
Fa
cilit
ies
15 ft
14½
ft
Si
gn S
truct
ures
18
ft
18 ft
Pe
dest
rian
and
Min
or S
truct
ures
St
anda
rd +
2 ft
Se
e 30
9.2(
2)
St
ruct
ures
on
the
Rur
al a
nd S
ingl
e In
ters
tate
R
outin
g Sy
stem
Se
e 30
9.2(
3)
HIG
HW
AY
DE
SIG
N M
AN
UA
L
300-
25
Se
ptem
ber 1
, 200
6
Figu
re 3
09.2
D
epar
tmen
t of D
efen
se
Rur
al a
nd S
ingl
e In
ters
tate
Rou
tes
300-
26
HIG
HW
AY
DE
SIG
N M
AN
UA
L
Sept
embe
r 1, 2
006
Tabl
e 30
9.2B
C
alifo
rnia
Rou
tes
on th
e R
ural
and
Sin
gle
Inte
rsta
te R
outin
g Sy
stem
RO
UTE
FR
OM
TO
I-
5 U
. S. B
orde
r I-
805
just
N. o
f U. S
. Bor
der
I-
5 I-
805
N. o
f San
Die
go
I-40
5 ne
ar E
l Tor
o
I-
5 I-
210
N. o
f Los
Ang
eles
O
rego
n St
ate
Line
I-
8 I-
805
near
San
Die
go
Ariz
ona
Stat
e Li
ne
I-
10
I-21
0 ne
ar P
omon
a A
rizon
a St
ate
Line
I-
15
I-8
near
San
Die
go
Nev
ada
Stat
e Li
ne
I-
40
Junc
tion
at I-
15 n
ear B
arst
ow
Ariz
ona
Stat
e Li
ne
I-
80
I-68
0 ne
ar C
orde
lia
Nev
ada
Stat
e Li
ne
I-
205
Junc
tion
at I-
580
Junc
tion
at I-
5
I-
210
I-5
N. o
f Los
Ang
eles
I-
10 n
ear P
omon
a
I-
215
I-15
nea
r Tem
ecul
a I-
15 n
ear D
evor
e
I-
280
Junc
tion
at I-
680
in S
an Jo
se
At o
r nea
r sou
th c
ity li
mits
of S
an F
ranc
isco
to
prov
ide
acce
ss to
Hun
ter's
Poi
nt
I-
405
I-5
near
El T
oro
Palo
Ver
de A
venu
e ju
st N
. of I
-605
I-
505
Junc
tion
at I-
80
Junc
tion
at I-
5
I-
580
I-68
0 ne
ar D
ublin
Ju
nctio
n at
I-5
I-
605
I-40
5 ne
ar S
eal B
each
I-
210
I-
680
Junc
tion
at I-
280
in S
an Jo
se
I-80
nea
r Cor
delia
I-
805
I-5
just
N. o
f U. S
. Bor
der
I-5
N. o
f San
Die
go
HIG
HW
AY
DE
SIG
N M
AN
UA
L
300-
27
Se
ptem
ber 1
, 200
6 (2
) Ve
rtic
al C
lear
ance
s. T
he m
inim
um v
ertic
al
clea
ranc
e sh
all b
e 15
fee
t m
easu
red
at a
ny
poin
t ov
er t
he t
rave
led
way
and
14
feet
6
inch
es a
bove
the
gut
ter
at t
he c
urb
line.
O
n fr
eew
ays
and
expr
essw
ays,
the
vert
ical
cl
eara
nce
liste
d in
Ind
ex 3
09.2
(1)(
a) s
hall
be
used
.
Cos
t w
eigh
ed
agai
nst
the
prob
abili
ty o
f ove
r-he
ight
veh
icle
s w
ill b
e th
e de
term
inin
g fa
ctor
s.
309.
4 L
ater
al C
lear
ance
for
Ele
vate
d St
ruct
ures
A
dequ
ate
clea
ranc
e m
ust
be
prov
ided
fo
r m
aint
enan
ce, r
epai
r, co
nstru
ctio
n, o
r rec
onst
ruct
ion
of a
djac
ent b
uild
ings
and
of
the
stru
ctur
e; to
avo
id
dam
age
to t
he s
truct
ure
from
a b
uild
ing
fire
or t
o bu
ildin
gs fr
om a
veh
icle
fire
; to
perm
it op
erat
ion
of
equi
pmen
t fo
r fir
e fig
htin
g an
d ot
her
emer
genc
y te
ams.
The
m
inim
um
hori
zont
al
clea
ranc
e be
twee
n el
evat
ed h
ighw
ay s
truc
ture
s, su
ch a
s fr
eew
ay
viad
ucts
an
d ra
mps
, an
d ad
join
ing
build
ings
or
othe
r st
ruct
ures
, sha
ll be
15
feet
for
sing
le-d
eck
stru
ctur
es a
nd 2
0 fe
et f
or d
oubl
e-de
ck s
truc
ture
s. S
pot
encr
oach
men
ts o
n th
is
clea
ranc
e sh
all b
e ap
prov
ed in
acc
orda
nce
with
In
dex
82.2
.
309.
5 S
truc
ture
s Acr
oss o
r A
djac
ent t
o R
ailr
oads
R
egul
atio
ns g
over
ning
cle
aran
ces
on r
ailro
ads
and
stre
et ra
ilroa
ds w
ith re
fere
nce
to s
ide
and
over
head
st
ruct
ures
, par
alle
l tra
cks,
cros
sing
s of p
ublic
road
s, hi
ghw
ays,
and
stre
ets a
re e
stab
lishe
d by
the
PUC
.
(1)
Nor
mal
Hor
izon
tal
and
Vert
ical
Cle
aran
ces.
A
lthou
gh G
ener
al O
rder
No.
26-
D s
peci
fies
a m
inim
um
verti
cal
clea
ranc
e of
22
fe
et
6 in
ches
abo
ve t
rack
s on
whi
ch f
reig
ht c
ars
not e
xcee
ding
a h
eigh
t of 1
5 fe
et 6
inch
es a
re
trans
porte
d, a
min
imum
of
23 f
eet
shou
ld b
e us
ed i
n de
sign
to
allo
w f
or r
ebal
last
ing
and
norm
al m
aint
enan
ce o
f tra
ck.
Rai
lroad
s on
w
hich
fre
ight
car
s ar
e no
t op
erat
ed,
shou
ld
have
a m
inim
um v
ertic
al c
lear
ance
of 1
9 fe
et.
In e
stab
lishi
ng t
he g
rade
lin
e, t
he D
istri
ct
shou
ld c
onsu
lt th
e D
ES to
obt
ain
the
dept
h of
st
ruct
ures
and
fal
se w
ork
requ
irem
ents
, if a
ny
(see
Inde
x 20
4.6(
4)).
A
t un
derp
asse
s, G
ener
al
Ord
er
No.
26
-D
esta
blis
hes
a m
inim
um v
ertic
al c
lear
ance
of
14 f
eet
abov
e an
y pu
blic
roa
d, h
ighw
ay o
r st
reet
.
How
ever
, th
e gr
eate
r cl
eara
nces
sp
ecifi
ed u
nder
Inde
x 30
9.2
shal
l be
used
.
A
ll cu
rbs,
incl
udin
g m
edia
n cu
rbs,
shou
ld b
e de
sign
ed w
ith 1
0 fe
et o
f cl
eara
nce
from
the
tra
ck c
ente
rline
mea
sure
d no
rmal
ther
eto.
Th
e pr
inci
pal
clea
ranc
es
whi
ch
affe
ct
the
desi
gn o
f hi
ghw
ay s
truct
ures
and
cur
bs a
re
sum
mar
ized
in
Tabl
es 3
09.5
A a
nd B
. I
t sh
ould
be
note
d th
at c
ollis
ion
wal
ls m
ay b
e re
quire
d fo
r th
e cl
eara
nces
giv
en in
Col
umns
(3
) an
d (4
) of
Tab
le 3
09.5
B.
Usu
ally
, no
co
llisi
on w
alls
are
req
uire
d if
the
clea
ranc
e
10 fe
et o
r mor
e on
tang
ent t
rack
and
11
feet
or
mor
e on
cur
ved
track
.
(2)
Off-
trac
k M
aint
enan
ce
Cle
aran
ce.
Th
e
18-f
oot
horiz
onta
l cl
eara
nce
is i
nten
ded
for
sect
ions
of
ra
ilroa
d w
here
th
e ra
ilroa
d co
mpa
ny i
s us
ing
or d
efin
itely
pla
ns t
o us
e of
f-tra
ck
mai
nten
ance
eq
uipm
ent.
Th
is
clea
ranc
e is
pr
ovid
ed
on
one
side
of
th
e ra
ilroa
d rig
ht o
f way
.
Tabl
e 30
9.5A
M
inim
um V
ertic
al C
lear
ance
s A
bove
Hig
hest
Rai
l
Type
of O
pera
tion
Type
of S
truct
ure
Nor
mal
Fr
eigh
t N
o Fr
eigh
t C
ars O
pera
ted
Hig
hway
ov
erhe
ad a
nd
othe
r stru
ctur
es
incl
udin
g th
roug
h ra
ilroa
d br
idge
s.
23' –
0"
19' –
0"
On
Fede
ral-a
id p
roje
cts,
whe
re s
ite c
ondi
tions
ar
e su
ch th
at o
ff-tr
ack
mai
nten
ance
cle
aran
ce
at a
n ov
erpa
ss i
s ob
tain
ed a
t ad
ditio
nal
cost
, Fe
dera
l-aid
fun
ds m
ay p
artic
ipat
e in
the
cost
s of
suc
h ov
erhe
ad d
esig
ns t
hat
prov
ide
up t
o
18 fe
et h
oriz
onta
l cle
aran
ce o
n on
e si
de o
f the
tra
ck.
In su
ch c
ases
, the
railr
oad
is re
quire
d to
pr
esen
t a s
tate
men
t tha
t off
-trac
k m
aint
enan
ce
300-
28
HIG
HW
AY
DE
SIG
N M
AN
UA
L
Sept
embe
r 1, 2
006
equi
pmen
t is
be
ing
used
, or
is
de
finite
ly
plan
ned
to b
e us
ed, a
long
tha
t se
ctio
n of
the
ra
ilroa
d rig
ht o
f w
ay c
ross
ed b
y th
e ov
erhe
ad
stru
ctur
e.
(3)
Wal
kway
Cle
aran
ces
Adja
cent
to
Railr
oads
. A
ll pl
ans
invo
lvin
g co
nstru
ctio
n ad
jace
nt t
o ra
ilroa
ds
shou
ld
be
such
th
at
ther
e is
no
en
croa
chm
ent
on t
he w
alkw
ay a
djoi
ning
the
tra
ck.
Wal
kway
req
uire
men
ts a
re s
et f
orth
in
Gen
eral
Ord
er N
o. 1
18 o
f th
e PU
C.
Whe
re
exca
vatio
ns e
ncro
ach
into
wal
kway
are
as, t
he
cont
ract
or is
requ
ired
to c
onst
ruct
a te
mpo
rary
w
alkw
ay w
ith h
andr
ail
as s
et f
orth
in
the
cont
ract
spec
ial p
rovi
sion
s.
(4)
Appr
oval
.
All
plan
s in
volv
ing
clea
ranc
es
from
a ra
ilroa
d tra
ck m
ust b
e su
bmitt
ed to
the
railr
oad
for
appr
oval
as
to r
ailro
ad i
nter
ests
. Su
ch c
lear
ance
s ar
e al
so s
ubje
ct t
o ap
prov
al
by th
e PU
C.
To
avo
id d
elay
s, ea
rly c
onsi
dera
tion
mus
t be
gi
ven
to r
ailro
ad p
robl
ems
whe
n de
sign
is
star
ted
on a
pro
ject
.
Topi
c 31
0 - F
ront
age
Roa
ds
310.
1 C
ross
Sec
tion
Fron
tage
roa
ds a
re n
orm
ally
rel
inqu
ishe
d to
loc
al
agen
cies
. W
hen
Cal
trans
and
a c
ount
y or
city
ent
er
into
an
agre
emen
t (co
oper
ativ
e ag
reem
ent,
free
way
ag
reem
ent,
or o
ther
type
of b
indi
ng a
gree
men
t), th
e C
TC m
ay r
elin
quis
h to
the
cou
nty
or c
ity a
ny
fron
tage
or
serv
ice
road
or
oute
r hi
ghw
ay w
ithin
th
at c
ity o
r co
unty
. Th
e re
linqu
ishe
d rig
ht o
f w
ay
(cal
led
a co
llate
ral
faci
lity)
sho
uld
be a
t le
ast
40 fe
et w
ide
and
have
bee
n co
nstru
cted
as
part
of a
St
ate
high
way
pro
ject
, but
not
as
a pa
rt of
the
mai
n St
ate
high
way
. In
dex
308.
1 gi
ves
wid
th c
riter
ia fo
r ci
ty st
reet
s and
cou
nty
road
s. T
hese
wid
ths a
re a
lso
appl
icab
le
to
fron
tage
ro
ads.
H
owev
er,
the
min
imum
pa
ved
cros
s se
ctio
n fo
r ur
ban
fron
tage
roa
ds s
hall
be t
wo
12-f
oot
lane
s w
ith
4-fo
ot o
utsi
de s
houl
ders
. S
ee C
hapt
er 1
000
for
shou
lder
req
uire
men
ts w
hen
bicy
cles
are
pre
sent
. T
he m
inim
um p
aved
cro
ss s
ectio
n fo
r ru
ral
fron
tage
roa
ds sh
all b
e 24
feet
.
310.
2 O
uter
Sep
arat
ion
In u
rban
are
as a
nd i
n m
ount
aino
us t
erra
in,
the
wid
th o
f the
out
er s
epar
atio
n sh
ould
be
a m
inim
um
of 2
6 fe
et f
rom
edg
e of
tra
vele
d w
ay t
o ed
ge o
f tra
vele
d w
ay.
A g
reat
er w
idth
may
be
used
whe
re
it is
obt
aina
ble
at r
easo
nabl
e ad
ditio
nal
cost
, fo
r ex
ampl
e, o
n an
urb
an h
ighw
ay c
ente
red
on a
city
bl
ock
and
para
llelin
g th
e st
reet
grid
.
In r
ural
are
as, o
ther
tha
n m
ount
aino
us t
erra
in, t
he
oute
r se
para
tion
shou
ld b
e a
min
imum
of
40 f
eet
wid
e fr
om e
dge
of tr
avel
ed w
ay to
edg
e of
trav
eled
w
ay.
See
Figu
re
307.
4 fo
r cr
oss
sect
ions
of
ou
ter
sepa
ratio
n an
d fr
onta
ge ro
ad.
310.
3 H
eadl
ight
Gla
re
Car
e sh
ould
be
take
n in
des
ign
of n
ew f
ront
age
road
s to
avo
id t
he p
oten
tial
for
head
light
gla
re
inte
rfer
ing
with
the
visi
on o
f mot
oris
ts tr
avel
ing
in
oppo
site
dire
ctio
ns o
n th
e fr
onta
ge ro
ads
and
in th
e ou
ter
free
way
lan
es.
The
pre
ferr
ed m
easu
res
to
prev
ent
head
light
gl
are
inte
rfer
ence
on
ne
w
cons
truct
ion
are
wid
er o
uter
sep
arat
ions
, re
vise
d al
ignm
ent a
nd ra
ised
or l
ower
ed p
rofil
es.
HIG
HW
AY
DE
SIG
N M
AN
UA
L
300-
29
Se
ptem
ber 1
, 200
6
Tabl
e 30
9.5B
Min
imum
Hor
izon
tal C
lear
ance
s to
C
ente
rline
of N
eare
st T
rack
Cur
ved
Trac
k C
lear
ance
s W
hen
Spac
e is
Lim
ited(1
)
Type
of
Stru
ctur
e O
ff-tr
ack
Mai
nten
ance
C
lear
ance
Tang
ent T
rack
C
lear
ance
N
orm
al C
urve
d Tr
ack
(1)
Cle
aran
ce
Cur
ves o
f 0°
to 1
2 °
Cur
ves o
f 12 °
or
mor
e
Thro
ugh
rail-
ro
ad b
ridge
N
one
8 ' –
0"(2
)(4)
9' –
0"(2
)(4)
Hig
hway
ove
r-
head
and
oth
er
stru
ctur
es
18' –
0" c
lear
to
face
of p
ier o
r ab
utm
ent o
n si
de ra
ilroa
d re
quire
s for
eq
uipm
ent r
oad.
8' –
6"(4
)9'
– 6"
(4)
8' –
6"
(Min
.)(3)
8' –
6" +
½"(3
) per
de
gree
of c
urve
.
Cur
bs
10
' – 0
"
Not
es:
(1)
The
min
imum
, in
gene
ral,
is o
ne fo
ot g
reat
er th
an fo
r tan
gent
trac
k.
(2)
With
app
rova
l of P
.U.C
.
(3)
Gre
ater
cle
aran
ce n
eces
sary
if w
alkw
ay is
requ
ired.
(4)
Col
lisio
n w
alls
may
be
requ
ired.
See
Inde
x 30
9.5(
1).