Connecticut Department of Transportation: JANUARY 1999

CONNECTICUT DEPARTMENT
OF TRANSPORTATION
(“The Charter Oak” Charles D. Brownell, 1857)
HIGHWAY DESIGN MANUAL

JANUARY 1999
(Includes December 2000 Revisions)
PREFACE
The Connecticut Highway Design Manual has been developed to provide uniform design practices for
preparing roadway plans. The Manual presents most of the information normally required in the design of
a typical highway project. The highway designer should attempt to meet all criteria presented in the
Manual; however, the Manual should not be considered a standard that must be met regardless of
impacts. The highway designer must consider the social, economic or environmentalimpacts that result from
the design values selected. The highway designer should develop solutions that meet the Department’s
operational and safety requirements while preserving the aesthetic, historic or cultural resources of an area.
The Department has designated certain highways or segments of highways that abut significant natural or
cultural features as Scenic Highways. The criteria for and listing of Scenic Highways is included in an
Appendix to Chapter One. Designers must exercise good judgment on individual projects and, frequently,
they must be imaginative, innovative and flexible in their approach to highway design. Designers are
reminded that the projects they work on are not just Department projects, but everyone’s project.
The Department has developed alternative design standards for bridge rehabilitation projects under the
Local Bridge Program. These alternative design standards may be applied to municipally maintained bridges
on facilities that are functionally classified as “Rural Local Roads,” “Rural Minor Collectors,” or “Urban
Local Streets.”
The Department of Transportation wishes to thank the following organizations for their assistance during
the development of this Manual:
< Federal Highway Administration,

< Council of Small Towns,
< Rural Development Council,
< Connecticut Trust for Historic Preservation,
< Councils of Elected Officials,
< Regional Councils of Government,
< Regional Planning Agencies, and
< Connecticut Council on the Arts.
FOREWORD
Connecticut is blessed with an exceptionally strong sense of time and place, its bustling towns and quiet
villages linked by a web of roads, some of which began before the coming of Columbus as trails and paths
linking Indian settlements. Whether local resident or visitor to the State, drivers know the experience of
the journey can be a lot more than just getting from one point to the next.
The Connecticut landscape is one of great diversity. There are very few places in the country where you
can see such varied and distinctive landscapes, all within a two-hour drive. Connecticut has mountainous
and rolling uplands dropping down to broad agricultural plateaus, dissected by rocky, fast-moving streams.
Connecticut has broad and fertile river valleys framed by distinctive landforms that have supported most
of the urban population for its recent history. Connecticut has distinctive coastal plains separated by rocky
outcrops and extensive salt marshes.
Beyond exceptional natural land forms, the State is blessed with a similar range of diversity in the ways
people have inhabited the land. As was the case along much of the eastern seaboard, people settled
Connecticut in a series of episodes that adapted to conditions of the land and changes in technology. For
the first 120 or so years, the economy was agrarian, and the landscape was covered with small farms and
homesteads. As technology evolved and industrialization began, these forms shifted and urban centers
developed.
There are scenic places in both of these landscape types. Within the urban regions, the scenic qualities are
a result of tenacious efforts by citizens to preserve what is left of the visible links between the land and
people. Here, the scenic qualities are a result of relative scarcity. In the more rural regions, the scenic
qualities are a result of tenacious efforts at making a living from the land. Scenic qualities are a result of
continuous stewardship and care.
The rich heritage of Connecticut needs to continue. Highway and bridge engineers, amongst many others,
are key players in achieving this goal. Engineers have the challenge to not only maintain and upgrade the
transportation system to meet the operational and safety needs of the Department, but also to minimize the
environmental, historic, cultural, aesthetic, social and economic impacts.
December 2000 TABLE OF CONTENTS TC-1
Table of Contents
CONNECTICUT HIGHWAY DESIGN MANUAL
Preface
Foreword
Table of Contents
Date of Revisions
Chapter One . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MANUAL USAGE
Chapter Two . . . . . . . . . . . . . . . . . . . . . . . GEOMETRIC DESIGN OF EXISTING HIGHWAYS

(3R Non-Freeway Projects)
Chapter Three . . . . . . . . . . . . . . . . . . . . . GEOMETRIC DESIGN OF EXISTING HIGHWAYS

(4R Freeway Projects)(Spot Improvements)(Pavement Resurfacing and Reclamation)
Chapter Four . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RURAL HIGHWAYS AND ROADS

(New Construction/Major Reconstruction)
Chapter Five . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . URBAN HIGHWAYS AND STREETS

Chapter Six . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DESIGN CONTROLS
Chapter Seven . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SIGHT DISTANCE
Chapter Eight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HORIZONTAL ALIGNMENT
Chapter Nine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VERTICAL ALIGNMENT
Chapter Ten . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CROSS SECTIONS
Chapter Eleven . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INTERSECTIONS AT-GRADE
Chapter Twelve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INTERCHANGES
Chapter Thirteen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ROADSIDE SAFETY
Chapter Fourteen . . . . . . . . . . . . . . . . . . MAINTENANCE AND PROTECTION OF TRAFFIC

THROUGH CONSTRUCTION ZONES
Chapter Fifteen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SPECIAL DESIGN ELEMENTS

December 2000 TABLE OF CONTENTS TC-2
Glossary
Index
November 2002 TABLE OF CONTENTS TC-3
LIST OF SECTIONS SHOWING LATEST DATE OF REVISIONS
ORIGINAL ISSUE DATE IS JANUARY 1999
Section Section
Number Date Number Date
1-1.0 Figure 2-3G March 2000

1-1.01 Figure 2-3H March 2000
1-1.02 Figure 2-3I March 2000
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Figure 2-3A March 2000 3-1.0
Figure 2-3B March 2000 3-1.01
Figure 2-3C March 2000 3-1.02
Figure 2-3D March 2000 3-1.03
Figure 2-3E March 2000 3-1.04
Figure 2-3F March 2000 3-1.04.01
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Figure 4A March 2000 6-2.03
Figure 4B March 2000 6-3.0
Figure 4C March 2000 6-3.01
Figure 4D March 2000 6-3.02
Figure 4E March 2000 6-3.03
Figure 4F March 2000 6-4.0
Figure 4G March 2000 6-5.0
Figure 4H March 2000 6-5.01
Figure 4I April 2002 6-5.01.01
Figure 4J 6-5.01.02
Figure 5A March 2000 6-5.01.03
Figure 5B March 2000 6-5.01.04 March 2000
Figure 5C March 2000 6-5.01.05
Figure 5D March 2000 6-5.01.06 December 2000
Figure 5E March 2000 6-5.02
Figure 5F March 2000 6-6.0
Figure 5G March 2000 6-6.01
Figure 5H March 2000 6-6.02 March 2000
Figure 5I March 2000 6-6.03
Figure 5J March 2000 6-6.03.01
Figure 5K April 2002 6-6.03.02
Figure 5L 6-6.04
Figure 5M April 2002 6-7.0
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Appendix October 2001 13-5.03
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13-3.08 June 1999 13-6.09
Section Section
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13-7.02.05 March 2000 15-1.08.04
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Appendix March 2000 15-2.0
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December 2000 MANUAL USAGE 1-i
Chapter One
MANUAL USAGE
Table of Contents
Page
1-1.0 OVERVIEW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1(1)
1-1.01 Objective . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1(1)

1-1.02 Scope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1(1)
1-1.03 Basis for Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1(3)
1-2.0 MANUAL SUMMARY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-2(1)
1-2.01 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-2(1)

1-2.02 Chapter Two “Geometric Design of Existing Highways (3R Non-
Freeway Projects)” . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-2(1)
1-2.03 Chapter Three “Geometric Design of Existing Highways (4R
Freeway Projects ) (Spot Improvements) (Pavement Resurfacing and
Reclamation Projects)” . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-2(1)
1-2.04 Chapter Four “Rural Highways and Roads (New Construction/Major
Reconstruction)” . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-2(2)
1-2.05 Chapter Five “Urban Highways and Streets (New Construction/Major
Reconstruction)” . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-2(2)
1-2.06 Chapter Six “Design Controls” . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-2(2)
1-2.07 Chapter Seven “Sight Distance” . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-2(3)
1-2.08 Chapter Eight “Horizontal Alignment” . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-2(3)
1-2.09 Chapter Nine “Vertical Alignment” . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-2(3)
1-2.10 Chapter Ten “Cross Sections” . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-2(4)
1-2.11 Chapter Eleven “Intersections At-Grade” . . . . . . . . . . . . . . . . . . . . . . . . . 1-2(4)
1-2.12 Chapter Twelve “Interchanges” . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-2(4)
1-2.13 Chapter Thirteen “Roadside Safety” . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-2(5)
1-2.14 Chapter Fourteen “Maintenance and Protection of Traffic Through
Construction Zones” . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-2(5)
1-2.15 Chapter Fifteen “Special Design Elements” . . . . . . . . . . . . . . . . . . . . . . . . 1-2(6)
1-ii MANUAL USAGE December 2000
January 1999 MANUAL USAGE 1-1(1)
Chapter One
MANUAL USAGE
1-1.0 OVERVIEW
1-1.01 Objective
The Connecticut Highway Design Manual has been prepared to provide guidance on the geometric
design of bridge and highway projects. If used conscientiously and diligently, the Manual should be a
significant benefit to designers in selecting cost-effective designs that will meet the objectives of the local
community and those of the Department. Each project should be designed as part of the total environment,
specifically designed to fit into the context of the area where it will be constructed. The design produced,
especially those within rural areas, should reflect the natural, scenic and cultural landscape of the area.
Where practical, designers should take advantage of the physical and topographical characteristics of an
area to maximize aesthetics. For a highway project to ultimately be successful, public involvement must be
established early in the design process so that a common goal may be achieved. Included as an Appendix
to Chapter One is the executive summary from the Department’s A Guide for Public Outreach, which
has been prepared by the Office of Communications.
Throughout the design process, a designer may need to use the flexibility provided by this Manual to
produce a design solution that satisfies diverse and occasionally conflicting interests. To aid in building an
understanding of sensitivity and flexibility in design, the Federal Highway Administration has produced a
guide, Flexibility in Highway Design. Designers should refer to this guide for examples of projects that
have successfully integrated aesthetic, historic and scenic values along with safety and mobility. Also, the
Department has produced a number of corridor studies for State-designated “Scenic Roads,” which are
referenced at the end of Chapter Two. These studies include recommendations that will allow for roadway
improvements while protecting the scenic character of these roadways. Designers should be familiar with
these studies and should consider applying some of the design tools included in these studies to other
projects within sensitive areas.
1-1.02 Scope
The Connecticut Highway Design Manual provides design criteria for the following highway elements:
1-1(2) MANUAL USAGE January 1999
1. geometrics;
2. roadside safety;
3. maintenance and protection of traffic through construction zones; and
4. special design elements:
a. accessibility for disabled individuals,

b. bikeways,
c. landscaping,
d. commuter lots, and
e. fencing.
The designer should be aware of the projects’ surrounding environment and carefully integrate the design
within its context. Through site visits, the designer may develop an appreciation of the physical
characteristics of an area and an understanding of community values. The designer must be aware of the
impacts that result from rigidly applying the criteria contained within this Manual. The designer should
carefully evaluate each criterion so that the final design provides for safety and operational improvement
but in harmony with the aesthetic, historic and cultural resources of the community. The Manual provides
flexibility to a designer through the use of a range of design values where appropriate. Where the
application of the minimum design criteria results in unreasonably high construction costs or extreme impacts
to the surrounding environment, the design exception process can address the use of lower than minimum
design values on a case-by-case basis. See Section 6-6.0.
The proper design of a highway project requires input from various disciplines. Early coordination is
required so that their input may be effectively incorporated into the final design of a project. Their input
may impact the original scope or change the character of the project. The design of a highway project will
likely include the evaluation and design of the following elements:
1. pavement design and rehabilitation;

2. hydraulic design of drainage appurtenances;
3. traffic engineering elements (e.g., traffic signals, lighting, signs, pavement markings);
4. geotechnical elements (e.g., slope stability, soil bearing strength);
5. structural design elements (e.g., bridges, culverts, retaining walls);
6. environmental considerations including:
a. noise,
b. water quality,
c. biological resources, and
d. historical resources;
7. right-of-way impacts (e.g., property owners, utilities, railroads); and

8. highway capacity.
1-1.03 Basis for Design
The Connecticut Highway Design Manual has been structured to select the applicable set of design
criteria based on the following factors:
1. urban/rural location;
2. design classification, based primarily on the extent of roadside development;
3. the functional class of the facility:
a. freeway,
b. arterial,
c. collector, or
d. local; and
4. the project scope of work:
a. new construction,
b. 4R freeways,
c. major reconstruction (non-freeways),
d. 3R (non-freeways),
e. spot improvements, or
f. pavement resurfacing and reclamation.
December 2000
1-2.0 MANUAL SUMMARY
1-2.01 Introduction
The following summarizes the content of each chapter within the Connecticut Highway Design Manual.
1-2.02 Chapter Two “Geometric Design of Existing Highways (3R Non-Freeway Projects)”
ConnDOT often programs highway improvements on existing non-freeways for reasons other than
geometric or safety deficiencies (e.g., pavement deterioration). These projects typically must be designed
within restrictive right-of-way, financialand environmentalconstraints. Therefore, the design criteria for new
construction are often not attainable without major and, frequently, unacceptable adverse impacts. At the
same time, however, the Department must take the opportunity to make cost-effective, practical
improvements to the geometric design of existing highways and streets.
For these reasons, the Department has adopted in Chapter Two revised limits for geometric design criteria
for projects on existing non-freeways which are, in many cases, lower than the values for new construction.
These criteria are based on a sound, engineering assessment of the underlying principles behind geometric
design and on how the criteria for new construction can be legitimately modified to apply to existing
highways without sacrificing highway safety.
Chapter Two presents the Department's criteria for 3R non-freeway projects. These criteria are intended
to find the balance among many competing and conflicting objectives. These include the objective of
improving Connecticut's existing highways; the objective of minimizing the adverse impacts of highway
construction; and the objective of improving the greatest number of kilometers within the available funds.
1-2.03 Chapter Three “Geometric Design of Existing Highways (4R Freeway Projects) (Spot
Improvements) (Pavement Resurfacing and Reclamation Projects)”
Based on the same approach to 3R non-freeway projects in Chapter Two, Chapter Three presents
modified geometric design criteria for:
1. 4R freeway projects,
2. spot improvement projects, and
3. pavement resurfacing and reclamation projects.
December 2000
The design criteria for these three project scopes of work reflect the practical constraints of designing
highway improvements on existing facilities.
1-2.04 Chapter Four “Rural Highways and Roads (New Construction/Major Reconstruction)”
Chapter Four presents a set of summary tables of geometric design criteria for new construction/ major
reconstruction projects in rural areas based on:
1. functional classification;
2. design classification on non-freeways (based on the average number of access points per kilometer
per side); and
3. for arterials, two-lane versus multi-lane.
These tables provide the Manual user with a convenient summary of the geometric design criteria which
apply to a specific facility. The tables also identify the controlling design criteria which require a written
design exception if not met.
1-2.05 Chapter Five “Urban Highways and Streets (New Construction/Major

Reconstruction)”
Chapter Five presents a set of summary tables of geometric design criteria for new construction/ major
reconstruction projects in urban areas based on:
1. functional classification;
2. design classification on non-freeways (based on the type of area); and
3. for arterials, two-lane versus multi-lane.
These tables provide the Manual user with a convenient summary of the geometric design criteria which
apply to a specific facility. The tables also identify the controlling design criteria which require a written
design exception if not met.
1-2.06 Chapter Six “Design Controls”
Proper highway design must reflect the consideration of many basic design controls which provide the overall
framework for highway design. Chapter Six discusses the Department’s application of these controls,
including:
December 2000
1. highway systems (e.g., functional classification, Federal-aid);

2. the various speed measurements (e.g., design speed);
3. highway capacity analyses;
4. access control; and
5. project scope of work.
Chapter Six also discusses the Department’s process for requesting a design exception for those geometric
design values which do not meet the Department’s criteria.
1-2.07 Chapter Seven “Sight Distance”
Sufficient sight distance is critical to safe highway operations. Chapter Seven presents ConnDOT criteria
for various sight distance elements, including stopping sight distance and decision sight distance. The
Chapter also discusses the application of the two sight distance parameters. Intersection sight distance is
addressed in Chapter Eleven “Intersections At-Grade.”
1-2.08 Chapter Eight “Horizontal Alignment”
Highway horizontal alignment has a significant impact on highway safety and construction costs. Chapter
Eight presents ConnDOT criteria which will establish the alignment of a highway facility. This includes:
1. types of horizontal curves;

2. minimum radii;
3. superelevation development (e.g., transition lengths, axis of rotation); and
4. sight distance around horizontal curves.
Because of their different operating conditions, Chapter Eight presents separate criteria for all rural
highways/high-speed urban highways (V> 80 km/h) and for low-speed urban streets (V < 70 km/h).
1-2.09 Chapter Nine “Vertical Alignment”
Highway vertical alignment, perhaps more so than any other highway element, has a significant impact on
construction costs and highway operations, especially where there is an appreciable volume of trucks.
Chapter Nine presents ConnDOT criteria on vertical alignment, including:
1. maximum and minimum grades,

2. critical lengths of grade,
3. warrants and design for climbing lanes,

4. the design of crest and sag vertical curves, and
5. vertical clearances.
1-2.10 Chapter Ten “Cross Sections”
The highwaycross section has a significant impact on the driver’s perception of the serviceability and safety
of the highway facility. Chapter Ten presents ConnDOT criteria on cross section elements to supplement
the design values in Chapters Two, Four and Five. Chapter Ten discusses:
1. the roadway section (e.g., travel lanes, shoulders, cross slopes, parking lanes, curbs);
2. roadside elements (e.g., sidewalks, fill slopes, cut sections);
3. medians;
4. cross sections for bridges and underpasses; and
5. right-of-way.
1-2.11 Chapter Eleven “Intersections At-Grade”
Intersections at-grade represent major points of conflict between crossing flows of traffic. Driver delay is
inevitable because of the need to assign right-of-way, and accidents often cluster about intersections.
Therefore, they merit considerable attention in highway design. Chapter Eleven presents ConnDOT criteria
for the design of intersections at-grade, including:
1. general design controls (e.g., capacity, selection of design vehicle, alignment, profile);
2. intersection sight distance;
3. design for right turns;
4. turning roadways;
5. auxiliary turning lanes (e.g., warrants, length, dual turn lanes);
6. median openings;
7. channelization; and
8. driveways.
1-2.12 Chapter Twelve “Interchanges”
Interchanges offer the safest and most effective method to accommodate traffic operations between two
intersecting highways. However, their high cost and significant impacts limit their application to freeways
and other selected major facilities. Chapter Twelve presents ConnDOT criteria for the selection and design
of interchanges, including:
1. warrants;
2. types;
3. traffic operations (e.g., lane balance, lane reduction, capacity);
4. freeway/ramp junctions (e.g., exit and entrance ramps);
5. geometric design of ramps; and
6. design of the ramp/crossing road intersection.
1-2.13 Chapter Thirteen “Roadside Safety”
Regardless of the highway engineering design, a certain number of vehicles will run off the road. The
roadside design should provide these drivers with a reasonable opportunity to recover and safely return
to the highway. This is accomplished through the availability of a clear roadside and/or the installation,
where warranted, of protective barriers. Chapter Thirteen presents ConnDOT criteria for roadside safety,
including:
1. clear zone criteria;

2. guide rail warrants;
3. guide rail types and selection;
4. median barriers (e.g., warrants, types, design);
5. guide rail layout and design (e.g., length of need, flare rates, placement behind curbs); and
6. crash cushions/end treatments.
1-2.14 Chapter Fourteen “Maintenance and Protection of Traffic Through Construction

Zones”
A significant portion of the Department’s future highway program will be to upgrade existing facilities.
Because this will inevitably disrupt existing traffic operations, Chapter Fourteen presents ConnDOT criteria
on traffic control through construction zones to minimize operational and safety problems. The Chapter
discusses:
1. the ConnDOT responsibilities for maintenance and protection of traffic,

2. traffic control management,
3. geometric design through the construction zone, and
4. roadside safety through the construction zone.
1-2.15 Chapter Fifteen “Special Design Elements”
In addition to the traditional highway design elements, the Department is responsible for ensuring that the
highway design properly incorporates a wide variety of special design elements. Chapter Fifteen presents
ConnDOT criteria for these elements, including:
1. accessibility for disabled individuals,

2. layout and design of commuter lots,
3. location and design of bus stops,
4. warrants and design of bikeways,
5. landscaping,
6. warrants and location for fencing, and
7. design implications for noise barriers.
January 1999 MANUAL USAGE 1-A(1)
Appendix
This Appendix to Chapter One presents the following:
1. Criteria for Designation of Scenic Highways.
2. A Guide for Public Outreach, Executive Summary.

1-A(2) MANUAL USAGE January 1999
CRITERIA FOR DESIGNATION OF
SCENIC HIGHWAYS
A potential state scenic highway must abut significant natural or cultural features such as
agricultural land or historic buildings and structures which are listed on the National or State
Register of Historic Places, or afford vistas of marshes, shoreline, forests with mature trees, or
other notable natural or geologic feature which singularly or in combination set the highway apart
from other state highways as being distinct. The Highway shall have a minimum length of one (1)
mile and shall abut development which is compatible with its surroundings. Such development
must not detract from the scenic or natural character or visual qualities of the highway area.
Guidelines for Requesting Designation
1. Requests for state scenic highway designation from any agency, municipality, group or
individual should be directed to:
Commissioner
Department of Transportation
2800 Berlin Turnpike
P.O. Box 317546
Newington, CT 06131-7546
2. The applicant must prepare a report for submission to the Commissioner which shall include
the following:
a. A statement of the highway segments or areas to be included.

b. A description of natural and cultural resources and features of scenic interest.
c. A description of existing land use.
d. Photographs of outstanding and representative scenery.
e. A list of properties on the National or State Register of Historic Places. The applicant
may contact the Connecticut Historical Commission [(860) 566-3005] for assistance in
identifying properties which have been historically designated along a proposed scenic
highway.
3. The Scenic Roads Advisory Committee shall make a systematic evaluation of the extent and
quality of historic, scenic, natural and cultural resources for the proposed scenic highway.
4. The Scenic Roads Advisory Committee may review any reports, letter, articles, or other
documents which is deemed necessary to assist in its recommendation. It may also request
additional information from the applicant to clarify any information provided in the report. Its
recommendation shall be forwarded to the Commissioner for action.
1 June 1, 1999
SCENIC ROADS
As of June 1, 1999
DATE
ROUTE TOWN DESIGNATED MILES LOCATION
4 Harwinton 7/29/96 1.60 From Cooks Dam, west to
Route 118.
118 7/29/96 0.10 From Route 4, west to Cemetery
Road.
4 Sharon 7/26/90 3.10 From Route 7 west, to Dunbar Road.
4 Sharon 10/22/92 0.80 From Dunbar Road, west to Old

Sharon Road.
7 Sharon 7/26/90 4.29 From the Cornwall Bridge crossing of

the Housatonic River, north to Route
128, at the covered bridge.
7 Kent 10/17/91 10.50 From the New Milford Town line,
north to the Cornwall Town line.
10 Farmington 4/13/99 1.0 From Route 4, south to Tunxis Street.
14 Windham/ 1/13/99 4.4 From the Windam Center School to

Scotland 0.3 mi. East of Scotland Center
14A Sterling 2/2/95 0.70 From Route 49, east to Porter

Pond Road.
15 Greenwich to 1/28/93 37.50 The Merritt Parkway from the New

Stratford York State Line to the Housatonic
River Bridge.
33 Wilton 11/3/97 4.90 From the Wilton/Ridgefield Town line,
south to the intersection with Old
Ridgefield Road #1.
41 Salisbury 12/20/93 8.01 From the Sharon/Salisbury Town line,
north to the Massachusetts State line.
41 Sharon 7/26/90 4.00 From Boland Road, north to Cole
Road.
41 Sharon 10/22/92 2.20 From Cole Road, north to the

Sharon/Salisbury Town line.
41 Sharon 10/22/92 2.20 From Boland Road, south to the New

York State line.
DATE
2 June 1, 1999
44 Salisbury 12/20/93 8.83 From the New York State line, east to
the Salisbury/North Canaan Town
line.
45 Washington 12/26/96 6.9 From the Washington/Kent Town line
SR 478 Warren on SR 478, east to Route 45, north on
Route 45 to the northern junction of
SR 478, and west on SR 478 to the
Warren/Kent Town line.
49 North Stonington 2/2/95 10.90 From Route 184, north to 0.10 miles
before Route 165.
49 Voluntown 2/2/95 7.90 From the Boat Launch area, north to

Route 14A.
53 Redding 12/18/92 2.03 From the Redding/Weston Town line,

north to the southern junction of Route
107.
58 Easton 5/6/94 3.14 From the Fairfield/Easton Town line,
north to Freeborn Road.
67 Roxbury 11/14/90 0.87 From Ranny Hill Road, south to 0.30

miles south of Route 317.
67 Roxbury 8/23/96 2.90 From the Roxbury/Bridgewater Town

line, east to Ranny Hill Road.
77 Guilford 5/3/91 11.56 From Route 146, north to the

Durham/Guilford Town line.
146 Branford 5/29/90 12.20 From Eades Street, Branford to US

Guilford Route 1, Guilford.
154 Haddam 1/13/94 9.16 From the Chester/Haddam Town line,

north to the Haddam/Middletown
Town line.
160 Glastonbury 1/18/91 1.06 From the Roaring Brook Bridge, west
to the Connecticut River.
164 Preston 2/1/94 2.58 From Old Shetucket Turnpike, north

to the Preston/Griswold Town line.
169 Lisbon 4/15/91 32.10 From Rocky Hollow Road in Lisbon,

Woodstock north to the Massachusetts State line.
DATE
3 June 1, 1999
179 Canton 2/25/91 0.30 From the Burlington/Canton Town line
to the junction with SR 565.
181 Barkhamsted 1/10/95 1.10 From Route 44, north to Route 318.
183 Colebrook 5/20/94 3.10 From Route 182, north to Church Hill
Road.
202 New Hartford 8/12/91 5.10 From the Canton/New Hartford Town
line, west to the Bakersville Methodist
Church.
203 Windham 1/13/99 1.7 From Route 32 northerly to Route 14,
Windham Center Green.
219 Barkhamstead 1/10/95 2.60 From Route 318, south to the end of
Lake McDonnough Dam.
219 New Hartford 9/24/98 0.70 From the Lake McDonnough Dam,
southerly to the south side of the
“Green Bridge” (Br. No. 1561).
234 Stonington 2/20/90 3.16 From North Main Street, west to
Route 27.
272 Norfolk 5/13/96 11.00 From the Norfolk/Goshen Town line,

north to the Massachusetts State line.
317 Roxbury 11/14/90 0.40 From Painter Hill Road, west to Route
67.
318 Barkhamsted 1/10/95 2.60 From Route 181 to Route 219.
565 Canton 2/25/91 0.70 From Route 179, northeast to Allen

Place.
TOTAL 229.89
4 June 1, 1999
June 6, 1989 CONNECTICUT LAW JOURNAL____________________
DEPARTMENT OF TRANSPORTATION
________________
Designation of Scenic Roads

___________
Section 1: Regulations of Connecticut State Agencies are amended by adding new sections 13b-31c-
1 to 13b-31c-5 inclusive, as follows:
Sec. 13b-31c-1. Definitions

(a) “Advisory Committee” means the Scenic Road Advisory Committee established pursuant to these
regulations.
(b) “Commissioner” means the Commissioner of the Department of Transportation (DOT).
(c) “Department” means the Department of Transportation (DOT).
(d) “Improvement” means actions or activities initiated by the Department of Transportation which
alter or improve a designated scenic road in one or more of the following ways: (1) widening of the
right-of-way or traveled portion of the highway, (2) installation or replacement of guide railing, (3)
paving, (4) changes of grade, and (5) straightening and removal of stone walls or mature trees.
(e) “Scenic Road” means any state highway or portion thereof that (1) passes through agricultural
land or abuts land on which is located an historic building or structure listed on the National Register of
Historic Places or the state register of historic places, compiled pursuant to section 10-321 of the
general statutes, or (2) affords vistas of marshes, shoreline, forests with mature trees or notable geologic
or other natural features.
(f) “State Highway” means a highway, bridge or appurtenance to a highway or bridge designated as
part of the state highway system within the provisions of chapter 237 of the Connecticut General
Statutes, or a highway, bridge or appurtenance to a highway or bridge specifically included in the state
highway system by statute.
Sec. 13b-31c-2. Administration, advisory committee, composition and duties

(a) The Commissioner shall establish a Scenic Road Advisory Committee. This Committee will
include representation from the Departments of Transportation, Environmental Protection and Economic
Development.
(b) The Advisory Committee shall meet quarterly, unless there is no business, or as necessary to:
(1) Develop a method to systematically evaluate request for scenic road designation.
(2) Review and evaluate the requests submitted to the Commissioner to designate a State highway, or
portion thereof, as a scenic road.
(3) Prepare recommendations to the Commissioner as to those highways, or portion thereof,
appropriate for designation as a scenic road.
(4) Review Department proposals to evaluate whether the proposed improvement will have an effect
upon or alter the characteristics that qualified the highway as scenic.
1
(5) Recommend alternate courses of action which could avoid, mitigate or minimize adverse effects of
the improvement on the scenic road, without compromising the safety of the traveling public.
(6) When conditions of development, zone change or other local action occur they may review the
designated scenic road and recommend to the Commissioner any changes in designation.
Section 13b-31c-3. Request to designate a highway as scenic

(a) Requests to designate a state highway as a scenic road may be made to the Commissioner by any
agency, municipality, group or individual.
(1) Requests for consideration must include a report providing pertinent information on the proposed
designated highway. This report shall be prepared by the requesting agency, municipality, group or
individual and submitted to the Commissioner. The report shall include the following:
(A) Highway segments or areas to be included.
(B) Description of natural and cultural resources and features of scenic interest.
(C) Existing land use.
(D) Photographs of outstanding and representative scenery.
(E) Properties listed on the National Register of Historic Places and/or state register of historic places.
(b) The Advisory Committee shall make a systematic evaluation of the extent and quality of historic or
scenic, natural and cultural resources for the proposed designated scenic road.
(c) The Advisory Committee may review any reports, letters, articles, etc. or any other document
which it deems necessary to assist in its recommendation. It may also request additional information
from the applicant to clarify any information provided in the report.
(d) Within 90 days of its meeting, the Advisory Committee shall, based on the review of the submitted
information report and systematic evaluation of the resources, forward recommendations to the
Commissioner for approval or denial of designation. This recommendation will include the identification
of the specific features or characteristics which would qualify it as scenic or the reasons why a scenic
designation is not considered appropriate.
(e) Within 45 days after reviewing the Advisory Committee’s recommendation, the Commissioner
will approve or deny the request for scenic road designation.
(f) Within 15 days of the Commissioner’s determination, the requesting agency, municipality, group
or individual shall be informed in writing of the decision and the basis for it.
Sec. 13b-31c-4. Reconsideration of requests to designate a highway

(a) State highways which do not receive a recommendation for designation or are recommended for
deletion will receive no further consideration until additional information is presented to the
Commissioner. This additional data is limited to the specific item or items which resulted in the denial or
deletion of scenic designation. Within 60 days of its meeting to reconsider, the Advisory Committee
shall forward its recommendation to the Commissioner for a final decision.
(b) Within 45 days after receiving the Advisory Committee’s recommendation, the Commissioner
shall render a final decision on the requested designation.
2
(c) Within 15 days of the Commissioner’s final determination, the requesting agency, municipality,
group or individual shall be informed in writing of the final decision and the basis for it.
Sec. 13b-31c-5. Qualifications for a scenic road

(a) In order to qualify for scenic road designation, the state highway under consideration must have
significant natural or cultural features along its borders such as agricultural land, an historic building or
structure which is listed on the National Register of Historic Places or the state register of historic
places or affords vistas of marches, shoreline, forests with mature trees or notable geologic or other
natural features which singly or in combination set this highway apart from other highways as being
distinct.
(b) The proposed scenic road shall have a minimum length of 1 mile.
(c) The proposed scenic road shall have development which is compatible with its surroundings and
must not detract from the scenic, natural character and visual quality of the highway area.
Section 2: The Regulations of Connecticut State Agencies are amended by adding new sections 13b-
31e-1 to 13b-31e-4 inclusive, as follows:
Section 13b-31e-1. Determination of effect upon designated scenic roads

(a) Determination of effect: Improvements proposed to scenic roads shall be reviewed by the
Advisory Committee to evaluate whether the improvements will have a significant effect upon or alter
the specific features or characteristics that qualified it to be designated as scenic.
(1) No adverse effect: If the Advisory Committee finds that the proposed improvement will not
significantly affect these features or characteristics, the undertaking may proceed as proposed.
(2) Adverse effect: If the Advisory Committee finds that the proposed improvement will have a
significant adverse impact on the features or characteristics of the scenic road, it shall:
(A) Notify the Commissioner of their finding.
(B) Return the project to the designer with recommended alternate courses of action that could avoid,
mitigate or minimize adverse effects of undertaking on the scenic road. These recommendations could
include, but are not limited to, consideration of a waiver of Department or Federal standards, the use of
tinted pavements, stone wall replacements and tree or shrub replacements.
(C) If alternatives or waivers are not considered to be feasible by the designer, the Advisory
Committee shall make recommendations to the Commissioner as to whether the project should be
constructed as proposed.
(D) In all cases, the Commissioner shall make the final determination as to whether to approve or
deny the proposed improvements or alternations.
3
Sec. 13b-31e-2. Public notification of proposed improvements or alterations to a designated

scenic road
(a) For those highway construction or maintenance activities that a majority of the Advisory
Committee determines to constitute an “improvement” to a designated scenic road within the meaning of
Section 1(d) of this regulation, the Department shall publish, in a newspaper of general circulation in the
area of the proposed improvements, a notice describing the alteration or
improvement. There shall be a thirty (30) day comment period following this notice during which
interested persons may submit written comments.
(b) The Advisory Committee shall review and evaluate all written comments. A report of findings will
be prepared outlining the resolution of the various comments and forward to the Commissioner.
(c) In all cases, the Commissioner shall make the final determination as to whether to approve or
deny the proposed improvements or alterations.
Sec. 13b-31e-3. Special improvement and maintenance standards for scenic roads
(a) At the time a highway is officially designated as scenic, the characteristics responsible for this
designation shall be clearly identified and recorded. Any alteration to a scenic road shall maintain these
characteristics, if practical.
(b) Improvements to scenic roads shall be developed in conformity with current Department design
and/or maintenance standards for the type road unless it is determined that using such standards will
have a significant adverse impact upon the roadway’s scenic characteristics. In which case, exemption
from Department or Federal standards may be considered to preserve the roadway’s scenic qualities.
(c) In designing improvements to and/or preparing for maintenance on a designated scenic road,
special consideration should be given to the following:
(1) Widening of the Right of Way: The Department may not purchase additional property along a
designated scenic road unless the Commissioner has first determined that property acquisition is
necessary. The area purchased should be kept to a minimum with the need and use outlined in a
detailed report to the Commissioner.
(2) Widening of the Traveled Portion: Wherever possible and as safety allows, roadway widening
should be kept to a minimum width and accomplished within the existing highway right-of-way. The
Department may not widen or issue a permit to allow others to widen any portion of a designated scenic
road unless the Commissioner has first determined, after review and approval of a traffic engineering
report, that such an improvement is necessary to improve an existing or potential traffic problem.
(3) Guide Rails (Guardrails): Guide rails should be replaced in-kind in accordance with current
Department standards unless the Commissioner determines after review and approval of a traffic
engineering report, that a safety problem exists and another type of guard rail system is necessary for
more positive protection.
(4) Paving: Paving is to be accomplished in accordance with current Department standards. The
pavement type, drainage appurtenances and curbing installation will be accomplished as required with
4
consideration given to the characteristics of the scenic road. The width of paving should not extend
more than 12 inches beyond the existing shoulder.
(5) Changes of Grade: Wherever possible, proposed changes in grade should be designed to a
minimum to restrict the impact on the scenic features. Changes of grade must be approved by the
Commissioner after review and approval of a traffic engineering report where it has been determined
that such an improvement is necessary to improve an existing or potential traffic problem.
(6) Straightening or Removal of Stone Walls: The Commissioner may approve the straightening
or removal of a stone wall after review and approval of a traffic engineering report that has determined
that such action is necessary to improve an existing or potential safety hazard, improve a sight line
restriction, for installation of drainage appurtenances or for other sound reason. The Department will
attempt, if practical, to relocate the stone wall within the highway right-of-way or on private property of
the abutting property owner. The stone wall should be reconstructed in a manner consistent with its
former appearance.
(7) Removal of Mature Trees: Wherever possible and as safety allows, mature trees within the
highway right-of-way should not be removed. If roadway widening is approved, the alignment should
be such as to restrict its impact on mature trees. The Commissioner may approve the removal of
mature trees after review of an engineering report which outlines the need.
(8) General Maintenance: All scenic roads shall receive the level of maintenance necessary for
safe public travel.
(9) Road Bed Maintenance: Necessary improvements, as determined by the Director of
Maintenance, may be made to improve safety, drainage or reduce a maintenance problem, but shall not
disturb the scenic characteristics for which the roadway was designated.
(10) Cross Drainage Maintenance: Cross drainage shall be maintained where necessary to
prevent damage to the highway, possible washouts and other problems which may be detrimental to the
safety of the traveling public.
(11) Vegetation Maintenance: Where necessary for the safety and protection of the traveling
public, tree branches and shrubs may be trimmed. Mowing shall be performed as necessary in
accordance with Department standards for health and safety requirements.
(12) Sign Maintenance: All information, regulatory, warning and identification signs shall be erected
and maintained as necessary or provided for by the State Traffic Commission.
(13) Winter Maintenance: Winter maintenance procedures shall be conducted in accordance with
standard Department policy. Snow and ice control shall be performed in accordance with the latest
Department policy.
Sec. 13b-31e-4. Emergency repairs

Should the Commissioner declare an emergency, as specified under Section 13b-26(f) of the General
Statutes, repairs will be made in a manner which will minimize, as much as reasonably possible, the
effect upon the features for which the highway was designated as scenic.
5
Statement of purpose: To provide regulations for the designation of State highways as scenic roads
in accordance with Public Act No. 87-280.
Be it known that the foregoing regulations are adopted by the aforesaid agency pursuant to Public Act No. 87-280 of the Public
Acts, after publication in the Connecticut Law Journal on March 8, 1988, of the notice of the proposal to adopt such regulations.
Wherefore, the foregoing regulations are hereby adopted, effective when filed with the Secretary of the State.
In Witness Whereof: March 28, 1989, J. William Burns, Commissioner.
Approved by the Attorney General as to legal sufficiency in accordance with Sec. 4-169, as amended, General Statutes: March
31, 1989.
Approved by the Legislative Regulation Review Committee in accordance with Sec. 4-170, as amended, of the General Statues:
April 18, 1989.
Two certified copies received and filed, and one such copy forwarded to the Commission on Official Legal Publications in
accordance with Sec. 4-172, as amended, of the General Statues, Secretary of State: May 1, 1989.
6
January 1999 3R NON-FREEWAY PROJECTS 2-i
Chapter Two
GEOMETRIC DESIGN OF EXISTING HIGHWAYS

Table of Contents
Page
2-1.0 INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1(1)
2-2.0 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-2(1)
2-2.01 Background . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-2(1)
2-2.01.01 Federal 3R Regulations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-2(1)

2-2.01.02 Special Report 214 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-2(1)
2-2.01.03 FHWA Technical Advisory T5040.28 . . . . . . . . . . . . . . . . . . . 2-2(2)
2-2.02 Objectives . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-2(3)

2-2.03 Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-2(4)
2-2.04 Application . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-2(5)
2-2.05 3R Project Evaluation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-2(6)
2-3.0 3R GEOMETRIC DESIGN CRITERIA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3(1)
Figure 2-3A Multi-Lane Rural Arterials (3R Projects) . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3(2)

Figure 2-3B Two-Lane Rural Arterials (3R Projects) . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3(4)
Figure 2-3C Rural Collector Roads (3R Projects) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3(6)
Figure 2-3D Rural Local Roads (3R Projects) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3(8)
Figure 2-3E Multi-Lane Principal Urban Arterials (3R Projects) . . . . . . . . . . . . . . . . . . 2-3(10)
Figure 2-3F Two-Lane Principal Urban Arterials (3R Projects) . . . . . . . . . . . . . . . . . . 2-3(12)
Figure 2-3G Minor Urban Arterials (3R Projects) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3(14)
Figure 2-3H Urban Collector Streets (3R Projects) . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3(16)
Figure 2-3I Local Urban Streets (3R Projects) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3(18)
2-4.0 DESIGN CONTROLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-4(1)
2-4.01 Design Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-4(1)

2-4.02 Highway Capacity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-4(2)
2-4.03 Exceptions to Geometric Design Criteria . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-4(2)
2-5.0 HORIZONTAL ALIGNMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-5(1)
2-5.01 Rural Highways and High-Speed Urban Highways . . . . . . . . . . . . . . . . . . . . . 2-5(1)

2-5.02 Low-Speed Urban Streets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-5(1)
2-ii 3R NON-FREEWAY PROJECTS January 1999
Table of Contents
(Continued)
Page
2-6.0 VERTICAL ALIGNMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-6(1)
2-6.01 Grades . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-6(1)

2-6.02 Crest Vertical Curves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-6(1)
2-6.03 Sag Vertical Curves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-6(1)
2-7.0 CROSS SECTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-7(1)
2-7.01 Widths . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-7(1)

2-7.02 Bridges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-7(1)
2-7.02.01 Bridge Rehabilitation/Reconstruction . . . . . . . . . . . . . . . . . . . 2-7(1)

2-7.02.02 Bridges to Remain in Place . . . . . . . . . . . . . . . . . . . . . . . . . . 2-7(3)
2-7.03 Climbing Lanes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-7(3)

2-7.04 Other Cross Section Elements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-7(5)
2-8.0 SPECIAL DESIGN ELEMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-8(1)
2-8.01 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-8(1)

2-8.02 Traffic Calming . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-8(1)
2-9.0 ROADSIDE SAFETY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-9(1)
2-9.01 Clear Zones . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-9(1)
2-9.01.01 Basic 3R Criteria . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-9(1)

2-9.01.02 Rock Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-9(2)
2-9.02 Safety Appurtenances . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-9(3)
2-10.0 INTERSECTIONS AT-GRADE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-10(1)
2-10.01 Intersection Sight Distance ... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-10(1)

2-10.02 Turning Radii . . . . . . . . . .... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-10(1)
2-10.03 Auxiliary Turning Lanes . .... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-10(2)
2-10.04 Driveway Design . . . . . . .... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-10(2)
2-11.0 REFERENCES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-11(1)

January 1999 3R NON-FREEWAY PROJECTS 2-1(1)
Chapter Two
GEOMETRIC DESIGN
OF EXISTING HIGHWAYS
2-1.0 INTRODUCTION
The geometric design of projects on existing highways must be viewed from a different perspective than
that for a new construction project. These 3R projects are often initiated for reasons other than geometric
design deficiencies (e.g., pavement deterioration), and they often must be designed within restrictive right-
of-way, financial limitations and environmental constraints. Therefore, the design criteria for new
construction are often not attainable without major and, frequently, unacceptable adverse impacts. These
3R projects are initiated in communities where land use and cultural characteristics are well established.
For these projects, it is essential to consider the community, land use, visual, historicaland natural resources
surrounding the proposed roadway improvement. Designers must be aware of the community context in
which these projects are being proposed and select the design criteria accordingly. At the same time,
however, the designer should take the opportunity to consider cost-effective, practical improvements to
the geometric design of existing highways and streets when accident data suggest it is appropriate. The
design produced should integrate these wide ranging and sometime conflicting issues to produce a safe and
attractive transportation facility.
Designers should be aware of projects that are located within State- or town-designated “Scenic Roads”
or “Scenic Byways.” The Department has produced a number of corridor studies for State- designated
scenic roads. These documents have been prepared in cooperation with the Department, local Regional
Planning Agencies and other local interested parties. To protect the scenic character of these roadways,
these studies include recommendations on land use, landscaping, view/scenic enhancements and geometric
considerations. To ensure that proposed improvements on these scenic roadways will fit within the existing
character of the roadway, along with protecting their scenic and visual quality, the recommendations of
these studies should be considered. Although these studies were prepared for specific segments of
roadway, designers should become familiar with the design tools presented in these documents and
consider their inclusion on other projects. Designers should also be aware of locally designated scenic
roadways. Local governing authorities may have specific criteria established for these roadways. The
Department must be sensitive to these local issues and should incorporate their criteria where appropriate.
2-1(2) 3R NON-FREEWAY PROJECTS January 1999
For these reasons, the Department has adopted revised limits for geometric design criteria for projects on
existing highways which are, in many cases, lower than the values for new construction. These criteria are
based on a sound, engineering assessment of the underlying principles behind geometric design and on how
the criteria for new construction can be legitimately modified to apply to existing highways without
sacrificing highway safety.
Chapter Two presents the Department's criteria for 3R non-freeway projects, and Chapter Three presents
the criteria for 4R freeway projects and spot improvements (non-freeways). These criteria are intended
to find the balance among many competing and conflicting objectives. These include the objective of
improving Connecticut's existing highways; the objective of minimizing the adverse impacts of highway
construction on existing highways; and the objective of improving the greatest number of kilometers within
the available funds.
2-2.0 GENERAL
2-2.01 Background
2-2.01.01 Federal 3R Regulations
On June 10, 1982, the FHWA issued its Final Rule entitled Design Standards for Highways;
Resurfacing, Restoration and Rehabilitation of Streets and Highways Other Than Freeways. This
Final Rule modified 23CFR Part 625 to adopt a flexible approach to the geometric design of 3R projects.
Part 625 was modified again on March 31, 1983 to explicitly state that one objective of 3R projects is to
enhance highway safety. In the Final Rule FHWA determined that it was not practical to adopt 3R design
criteria for nationwide application. Instead, each State can develop its own criteria and/or procedures for
the design of 3R projects, subject to FHWA approval. This allows each State to tailor its design criteria
for the 3R program according to the conditions which prevail within that State. This approach is in contrast
to the application of criteria for new construction and major reconstruction, for which the AASHTO A
Policy on Geometric Design of Highways and Streets provides nationwide criteria for application.
2-2.01.02 Special Report 214
In 1987, the Transportation Research Board published Special Report 214 Designing Safer Roads;
Practices for Resurfacing, Restoration and Rehabilitation. This study was mandated by the Surface
Transportation Assistance Act of 1982. The objective of the TRB study was to examine the safety cost-
effectiveness of highway geometric design criteria and to recommend minimum design criteria for 3R
projects on non-freeways. The final TRB report (SR214):
1. reviewed the existing 3R design practices of 15 State highway agencies and several local highway
agencies;
2. examined the relationship between highway accident potential and geometric design elements,
based on the existing research literature and on special research projects commissioned as part of
the TRB study;
3. examined the relationship between the extent of geometric design improvements and the cost of
3R projects;
4. discussed the issue of cost-effectiveness relative to geometric design improvements on 3R projects;
5. reviewed the literature on tort liability and geometric design;

6. presented a safety-conscious design process; and
7. presented specific numerical criteria for the geometric design of 3R projects for the following
elements:
a. lane and shoulder widths,

b. horizontal curvature and superelevation,
c. vertical curvature,
d. bridge width,
e. side slopes, and
f. pavement cross slopes.
The SR214 information has been incorporated, where considered appropriate for Connecticut, into the
Department's criteria and procedures for 3R projects. The designer should reference SR214 for more
discussion on 3R projects.
2-2.01.03 FHWA Technical Advisory T5040.28
Pursuant to its adoption of SR214, FHWA issued on October 17, 1988, Technical Advisory T5040.28
"Developing Geometric Design Criteria and Processes for Non-Freeway RRR Projects." The purpose of
the Advisory is to provide guidance on developing or modifying criteria for the design of Federal-aid, non-
freeway 3R projects. The Advisory:
1. discusses the procedures for developing 3R criteria;
2. discusses the factors which should be evaluated in a safety-conscious design process;
3. discusses the application of design exceptions for the FHWA controlling design criteria on 3R
projects; and
4. presents specific criteria for the design of 3R projects based on SR 214.
The information from the Technical Advisory has been incorporated, where considered appropriate for
Connecticut, into the Department's criteria and procedures for 3R projects.
2-2.02 Objectives
From an overall perspective, the 3R program is intended to improve the greatest number of highway
kilometers within the available funds for highway projects. "Improve" is meant to apply to all aspects which
determine a facility's serviceability, including:
1. the structural integrity of the pavement, bridges and culverts;
2. the drainage design of the facility to, among other objectives, minimize ponding on the highway, to
protect the pavement structure fromfailure, and to prevent roadway flooding during the design-year
storm;
3. from a highway capacity perspective, the level of service provided for the traffic flow;
4. the adequacy of access to abutting properties;
5. the geometric design of the highway to safely accommodate expected vehicular speeds and traffic
volumes;
6. the roadside safety design to reduce, within some reasonable boundary, the adverse impacts of
run-off-the-road vehicles; and
7. the traffic control devices to provide the driver with critical information and to meet driver
expectancies.
These objectives are competing for the limited funds available for 3R projects on existing highways. The
Department's responsibility is to realize the greatest overall benefit from the available funds. Therefore, on
individual projects, some compromises may be necessary to achieve the goals of the overall highway
program. Specifically for geometric design and roadside safety, the compromise is between new
construction criteria and what is practical for the specific conditions of each highway project.
Therefore, considering the above discussion, the Department has adopted and FHWA has approved its
approach to the geometric design of 3R projects. The overall objective of the Department's criteria is to
fulfill the requirements of the FHWA regulation and Technical Advisory which govern the 3R program.
These objectives may be summarized as follows:
1. 3R projects are intended to extend the service life of the existing facility and to return its features
to a condition of structural or functional adequacy.
2. 3R projects are intended to enhance highway safety.

3. 3R projects are intended to incorporate cost-effective, practical improvements to the geometric

design of the existing facility.
2-2.03 Approach
The Department's approach to the geometric design of 3R projects is to adopt, where justifiable, a revised
set of numerical criteria. The design criteria throughout the other Manual chapters provide the frame of
reference for the 3R criteria. The following summarizes the approach which has been used:
1. Design Speed. Figures 2-3A through 2-3I provide the values for design speed. Where the design
speed is based on actual speeds measured in the field, see Section 2-4.01 for the procedure that
should be used for determining the recommended design speed. The design speed selected should
be consistent with respect to topography, the adjacent land use and the functional classification of
highway.
2. Speed-Related Criteria. Many geometric design values are calculated directly from the design
speed (e.g., vertical curves, horizontal curve radii). The design speed is used to determine these
speed-related criteria. For many of these elements, Chapter Two presents an acceptable threshold
value for the element which is considerably below the selected design speed. For example, if the
design speed of an existing crest vertical curve is within 30 km/h of the 85th percentile speed and
there is not an adverse accident history, this is considered acceptable for the project without a
design exception.
3. Cross Section Widths. The criteria in Chapters Four and Five have been evaluated relative to the
typical constraints of 3R projects. Where justifiable, the lower values of the cross section width
criteria have been reduced. The upper values from Chapters Four and Five have been incorporated
into the 3R criteria to provide an upper range. This provides an expanded range of acceptable
values for application on 3R projects. Where an existing roadway section exceeds the design
minimum lane and shoulder widths, a proposed improvement should not result in a reduction to the
existing cross section without approval from the appropriate Division Manager. See Section 2-7.0
for more discussion on cross section widths.
4. Other Design Criteria. The Department's Highway Design Manual contains many other details
on proper geometric design techniques. These criteria are directly applicable to new construction
and major reconstruction. For 3R projects, these criteria have been evaluated and a judgment has
been made on their proper application to 3R projects. Unless stated otherwise in this chapter, the
criteria in other chapters apply to 3R projects and should be incorporated, if practical.
5. Evaluation. The designer should evaluate available data (e.g., accident experience) when
determining the geometric design of 3R projects. The necessary evaluations presented for 3R
projects are based on the FHWA Technical Advisory T5040.28 “Developing Geometric Design
Criteria and Processes for Non-freeway RRR Projects.” Section 2-2.05 discusses 3R project
evaluation in more detail.
2-2.04 Application
The designer should realize the following factors when applying the design criteria in this chapter:
1. Trigger Values. The designer will be evaluating the existing geometric design against the criteria in
this chapter. If an existing geometric design feature does not at least meet the lower criteria, the
designer must evaluate the practicality of improving the feature. Note that to use the design criteria
in Sections 2-5.0 and 2-6.02, the selected design speed is based on the 85th percentile speed.
2. Improvement Level. The Department has determined that, once the decision is made to improve
a geometric design element, the level of improvement should be compatible with the project
objective. Where a range of values is presented, the designer should strive to avoid selecting
criteria from the lower range. The minimum acceptable level of improvement will be designated as
one of the following:
a. In some cases, the 3R trigger value may be acceptable. For example, it will be acceptable
to redesign sag vertical curves to meet the comfort criteria rather than the headlight sight
distance criteria. See Section 2-6.03.
b. In some cases, the trigger value may only be applicable to evaluating the need for an
improvement, but a different value becomes the minimum acceptable level of improvement.
For example, Figure 2-5A is used to evaluate the need for improvements to a horizontal
curve, but the criteria in Section 8-2.0 are used to make any improvements.
3. Exception Process. Desirably, the geometric design of 3R projects will meet all of the criteria
presented in this chapter. However, only key geometric design elements (i.e., the controlling design
criteria) require a formal exception when not met. The 3R design exception process is discussed
in Section 2-4.03, which is the same as the exception process for new construction and major
reconstruction (Section 6-6.0).
2-2.05 3R Project Evaluation
Sections 2-3.0 to 2-10.0 present the specific geometric design and roadside safety criteria which will be used
to determine the design of 3R projects. In addition, several other factors must be considered in a 3R project,
and the designer should conduct applicable technical evaluations using appropriate Department units as may
be necessary. The possible evaluations are discussed below:
1. Conduct Field Review. The designer will normally conduct a thorough field review of the proposed
3R project. Other personnel should accompany the designer as appropriate, including personnel from
traffic, maintenance, construction, FHWA (NHS projects), etc. The objective of the field review
should be to identify potential safety hazards and potential safety improvements to the facility.
2. Document Existing Geometrics. The designer will normally review the most recent highway plans
and combine this with the field review to determine the existing geometrics within the project limits.
The review includes lane and shoulder widths, horizontal and vertical alignment, intersection
geometrics and the roadside safety design.
3. Accident Experience. The accident data within the limits of the 3R project will be evaluated.
Accident data is available from the Bureau of Planning. The following accident data analyses should
be conducted:
a. Accident Rate versus Statewide Average (for that type facility). This will provide an overall
indication of safety problems within the 3R project limits.
b. Accident Analysis by Type. This will indicate if certain types of accidents are a particular
problem. For example, a large number of head-on and/or sideswipe accidents may indicate
inadequate roadway width. A large number of fixed object accidents may indicate an inade-
quate roadside clear zone.
c. Accident Analysis by Location. Accidents may cluster about certain locations, suc h a s a
horizontal curve or intersection. In particular, the analysis should check to see if any locations
on the Department's Suggested Surveillance Study Sites, as identified by the Department's
accident data system, fall within the proposed project limits.
4. Speed Studies. As indicated in Section 2-4.01, the Division of Traffic Engineering will review existing
speed studies in the vicinity of the project and, if necessary, conduct a field study to determine the
design speed of the 3R project. In addition, it may be desirable to conduct spot speed studies in
specific locations (e.g., in advance of a specific horizontal or vertical curve) to assist in the
determination of geometric design improvements. The speed study should be conducted before the
field review.
5. Traffic Volumes. As indicated in Section 2-4.02, the traffic volumes used for design will range
between the current traffic volumes and those determined using a ten-year projection. This will
generate traffic volumes for any necessary highway capacity analyses. The designer should also
note that, in some cases, the Department’s 3R geometric design criteria will allow the acceptance
of geometric design values which may be considerably below those for new construction/major
reconstruction (e.g., for horizontal and vertical curves).
6. Early Coordination for Right-of-Way Acquisition. Significant ROW acquisitions are typically outside
the scope of 3R projects. However, the field, accident and/or speed studies may indicate the need
for selective safety improvements which would require ROW purchases. Therefore, the designer
should determine improvements which will be incorporated into the project design as early as feasible
and initiate the ROW acquisition process, if required.
7. Pavement Condition. 3R projects which are programmed because of a significant deterioration of the
pavement structure will generally be determined from the Department's Pavement Management
Program. The extent of deterioration will influence the decision on whether a project can be designed
using the 3R design criteria or whether it should be designed using major reconstruction criteria. A
3R project may include pavement reconstruction for up to a of the project length. The a limit may
be exceeded on a case-by-case basis with the approval from the appropriate Division Manager.
Whenever the proposed pavement improvement is major, it may be practical to include significant
geometric improvements (e.g., lane and shoulder widening) in the project design. However, the
proper level of geometric improvement is often determined by many additional factors other than the
extent of pavement improvement. These include available right-of-way, traffic volumes, accident
experience and available funds for the project. Therefore, it may be appropriate for the 3R project
to include, for example, full-depth pavement reconstruction and minimal geometric improvement, if
deemed proper, to meet the safety and operational objectives of the 3R program.
8. Geometric Design of Adjacent Highway Sections. The designer should examine the geometric
features and operating speeds of highway sections adjacent to the 3R project. This will include
investigating whether or not any highway improvements are in the planning stages. The 3R project
should provide design continuity with the adjacent sections. This involves a consideration of factors
such as driver expectancy, geometric design consistency and proper transitions between sections of
different geometric designs.
9. Physical Constraints. The physical constraints within the limits of the 3R project will often determine
what geometric improvements are practical and cost-effective. These include topography, adjacent
development, available right-of-way, utilities and environmental constraints (e.g., wetlands).
10. Traffic Control Devices. All signing and pavement markings on 3R projects must meet the criteria
of the Manual on Uniform Traffic Control Devices (MUTCD). The Division of Traffic
Engineering is responsible for selecting and locating the traffic control devices on the project. The
designer should work with the Division of Traffic Engineering to identify possible geometric and
safety deficiencies which will remain in place (i.e., no improvement will be made). These include:
a. narrow bridges,
b. horizontal and vertical curves which do not meet the 3R criteria, and
c. roadside hazards within the clear zone.
2-3.0 3R GEOMETRIC DESIGN CRITERIA
Figures 2-3A through 2-3I present the Department's criteria for the design of 3R projects for both rural
and urban areas. The designer should consider the following in the use of the 3R design criteria:
1. Functional/Design Classification. The selection of design values for 3R projects depends on the
functional and design classification of the highway facility. This is discussed in Section 6-1.0.
For rural highways, the design classification is based on the average number of access points per
kilometer per side. The designer should realize that the values in the figures are for guidance only;
they should not be used as rigid criteria for determining the design classification on rural highways.
2. Cross Section Elements. The designer should realize that some of the cross section elements
included in the figure (e.g., median width) are not automatically warranted in the project design. The
values in the figures will only apply after the decision has been made to include the element in the
highway cross section.
3. Manual Section References. These figures are intended to provide a concise listing of design values
for easy use. However, the designer should review the Manual section references for greater
insight into the design elements.
2-3(2)
Figure 2-3A
MULTI-LANE RURAL ARTERIALS
3R Projects
Manual Design Values (by Type of Roadside Development)

Design Element * Section Open Moderate Density High Density
Typical Number of Access

6-1.03 0 - 10 10 - 20 > 20
Points/Kilometer/Side
Design Controls
3R NON-FREEWAY PROJECTS
Design Forecast Year 2-4.02 Current - 10 years Current - 10 years Current - 10 years
Design Speed x 2-4.01 See Section 2-4.01 See Section 2-4.01 See Section 2-4.01
Control of Access 6-4.0 Partial/Control by Regulation Control by Regulation Control by Regulation
Level of Service 6-3.0 B-C B -C B-C
Travel Lane Width x 2-7.01 See Figure 2-7A

Right x 2-7.01 1.2 m - 2.4 m 1.2 m - 2.4 m 1.2 m - 2.4 m
Shoulder Width
Left x 10-1.02 0.6 m - 2.4 m 0.6 m - 2.4 m 0.6 m - 2.4 m
Travel Lane x 10-1.01 1.5-2.0% for lanes adjacent to crown; 2.0% for lanes away from crown
Shoulder (W<1.2m) Same as Adjacent Travel Lane
Typical Cross Slope
Uncurbed: 4%
Shoulder (W>1.2m) x 10-1.02 4% 4%
Cross Section Elements
Curbed: 6%
Lane Width 0.3 m Less than Travel Lane Width — Same as Travel Lane
Turn Lanes
Shoulder Width x 0.6 m - 1.2 m
Median Width Depressed Project-by-Project Basis

(Includes Left 10-3.0
Raised Island
Shoulders) Project-by-Project Basis
(V=80 km/h)
Width 1.5 m or Shoulder Width, whichever is greater
Bicycle Lane 15-4.0
Cross Slope 2%
Bridge Width/Cross Slope x 2-7.02 See Figure 2-7B for Width; Meet Roadway Cross Slope Sidewalk Width: 1.7 m
January 1999
Underpass Width 10-4.02 Meet Approach Roadway Width Plus Clear Zones
MARCH 2000
Right-of-Way Width 10-5.0 Project-by-Project Basis

Roadside Clear Zones x 2-9.01 Figure 13-2A or R/W width, whichever is less
Fill/Cut Slopes 10-2.02 Existing — See Figure 4G
*Controlling design criteria (see Section 6-6.0)

January 1999
Figure 2-3A (continued)

3R Projects
Manual Design Values (Based on Design Speed)
Design Element * Section 100 km/h 90 km/h 80 km/h
Stopping Sight Distance x 7-1.0 160 m - 205 m 135 m - 170 m 115 m - 140 m
Maneuver 315 m 275 m 230 m
Decision Sight
7-2.0
Distance Stop 225 m 185 m 155 m
Minimum Radius (e = 6.0%) x 2-5.01 See Section 2-5.01
e max 6.0%
Superelevation 2-5.01
Rate x See Section 2-5.01
Horizontal Sight Distance 8-2.04 See Section 8-2.04

Alignment Elements
Maximum Grade x 2-6.01 6% 7% 7%

Minimum Grade 9-2.03 0.5%
Crest 2-6.02 See Section 2-6.02

Vertical Curvature
(K-Value) Sag 2-6.03 26 21 17
New Highway Bridge x 5.05 m

Minimum Vertical Existing Highway x 4.35 m
Clearance: Bridge 9-4.0
Arterial Under ...
Pedestrian Bridge/ x 5.35 m
Overhead Sign
Minimum Vertical Clearance Electrified: 6.858 m
x 9-4.0
(Arterial over Railroad) All Others: 6.248 m
* Controlling design criteria (see Section 6-6.0)
2-3(3)
2-3(4)
Figure 2-3B
TWO-LANE RURAL ARTERIALS
3R Projects


6-1.03 0 - 10 10 - 20 > 20
Points/Kilometers/Side
Design Controls
Level of Service 6-3.0 B-C B-C B-C
Travel Lane Width x 2-7.01 See Figure 2-7A
2-7.01
Shoulder Width x 1.2 m - 2.4 m 1.2 m - 2.4 m 1.2 m - 2.4 m
10-1.02
Travel Lane x 10-1.01 1.5-2.0% 1.5-2.0% 1.5-2.0%

Typical Cross Slope
Uncurbed: 4%
Shoulder x 10-1.02 4% 4%
Curbed: 6%
Lane Width x 0.3 m Less Than Travel Lane Width — Same as Travel Lane
Turn Lanes 10-1.03
Bicycle Lane 15-4.0
Cross Slope 2%

January 1999
MARCH 2000

Figure 2-3B (continued)
January 1999
3R Projects

Design Element * Section 100 km/h 90 km/h 80 km/h 70 km/h
Stopping Sight Distance 7-1.0 160 m - 205 m 135 m - 170 m 115 m - 140 m 95 m - 115 m
Maneuver 315 m 275 m 230 m 200 m

Decision Sight
7-2.0
Distance
Stop 225 m 185 m 155 m 125 m
x
Minimum Radius (e = 6.0%) 2-5.01 See Section 2-5.01
e max 6.0%
Alignment Elements
Maximum Grade x 2-6.01 6% 7% 7% 8%

Vertical Curvature
(K-Value)
Sag 2-6.03 26 21 17 13
New Highway
x 5.05 m
Bridge
Minimum Vertical
Existing Highway
Clearance: x 9-4.0 4.35 m
Bridge
Arterial Under ...
Pedestrian Bridge/
x 5.35 m
Overhead Sign
x 9-4.0
2-3(5)
2-3(6)
Figure 2-3C
RURAL COLLECTOR ROADS
3R Projects

6-1.03 0 - 10 10 - 20 > 20
Design Controls
AADT < 400 Posted Legal Speed Limit Posted Legal Speed Limit Posted Legal Speed Limit
Design Speed AADT: 400 - 2000 x 2-4.01 60 km/h - 80 km/h 60 km/h - 80 km/h 60 km/h - 80 km/h
AADT > 2000 See Section 2-4.01 See Section 2-4.01 See Section 2-4.01
Control of Access 6-4.0 Control by Regulation Control by Regulation Control by Regulation
Level of Service 6-3.0 C-D C-D C-D
AADT < 400
AADT: 400 - 1500
Travel Lane Width x 2-7.01 See Figure 2-7A See Figure 2-7A See Figure 2-7A
AADT: 1500 - 2000
AADT > 2000
2-7.01
10-1.02
Shoulder (W<1.2m) Same as Adjacent Travel Lanes
Typical Cross Slope

Uncurbed: 4% Uncurbed: 4%
Shoulder (W>1.2m) x 10-1.02 4%
Curbed: 6% Curbed: 6%
Turn Lanes 10-1.03
Bicycle Lane 15-4.0
Cross Slope 2%
January 1999
MARCH 2000


Figure 2-3C (continued)
January 1999
3R Projects

Design Element * Section 90 km/h 80 km/h 70 km/h 60 km/h 50 km/h
Stopping Sight Distance x 7-1.0 135 m - 170 m 115 m - 140 m 95 m - 115 m 75 m - 85 m 60 m - 65 m
Decision Sight Maneuver 275 m 230 m 200 m 175 m 145 m

7-2.0
Distance Stop 185 m 155 m 125 m 95 m 75 m
e max 6.0%
Alignment Elements

Maximum Grade x 2-6.01 9% 9% 10% 10% 11%
Vertical Curvature Crest 2-6.02 See Section 2-6.02

(K-Value) Sag 2-6.03 21 17 13 10 7
Minimum Vertical New Highway Bridge x 4.5 m

Clearance: 9-4.0
Existing Highway
Collector Under ... x 4.35 m
Bridge
x 9-4.0
(Collector over Railroad) All Others: 6.248 m
2-3(7)
2-3(8)
Figure 2-3D
RURAL LOCAL ROADS
3R Projects


6-1.03 0 - 10 10 - 20 > 20
Design Controls
Design Speed x 2-4.01 Posted Legal Speed Limit Posted Legal Speed Limit Posted Legal Speed Limit
Travel Lane Width x 2-7.01 2.7 m - 3.6 m 2.7 m - 3.6 m 2.7 m - 3.6 m
2-7.01
10-1.02
Travel Lane x 10-1.01 1.5-2.0% 1.5-2.0% 1.5-2.0%
Shoulder (W<1.2m) Same as Adjacent Travel Lane
Typical Cross Slope

Shoulder (W>1.2m) x 10-1.02 4%
Lane Width x 2.7 m - 3.6 m
Turn Lanes 10-1.03
Bicycle Lane 15-4.0
Cross Slope 2%
January 1999
MARCH 2000

January 1999
Figure 2-3D (continued)
RURAL LOCAL ROADS

3R Projects
Design Element * Section 80 km/h 70 km/h 60 km/h 50 km/h 40 km/h 30 km/h
60 m - 65
Stopping Sight Distance x 7-1.0 115 m - 140 m 95 m - 115 m 75 m - 85 m 45 m 30 m
m
Decision Sight Maneuver 230 m 200 m 175 m 145 m

7-2.0 N/A N/A
Distance Stop 155 m 125 m 95 m 75 m
e max 6.0%
Alignment Elements
Maximum Grade x 2-6.01 10% 11% 12% 12% 13% 13%

(K-Value) Sag 2-6.03 17 13 10 7 5 3
New Highway
Minimum Vertical x 4.5 m
Bridge
Clearance: 9-4.0
Local Road Under ... Existing Highway
x 4.35 m
Bridge
x 9-4.0
(Local Road over Railroad) All Others: 6.248 m
2-3(9)
Figure 2-3E
2-3(10)
MULTI-LANE PRINCIPAL URBAN ARTERIALS
3R Projects
Design Values (By Type of Area)

Manual
Design Element
* Section
Suburban Intermediate Built-up
Design Controls
Access Control 6-4.0 Partial/Control By Regulation Control By Regulation Control By Regulation
Level of Service 6-3.0 B-D B-D B-D
On-Street Parking 10-1.04 None None Sometimes
Right (Non-NHS) x 0.6 m - 2.4 m 0.6 m - 2.4 m 0.6 m - 2.4 m
Shoulder 2-7.01
Right (NHS) x 1.2 m - 2.4 m 1.2 m - 2.4 m 1.2 m - 2.4 m
Width 10-1.02
Left (All) x 0.6 m - 1.2 m 0.6 m - 1.2 m 0.6 m - 1.2 m
Cross Slope Shoulder (W< 1.2 m) x Same as Adjacent Travel Lane
10-1.02
Shoulder (W>1.2 m) x 4% - 6% 4% - 6% 4% - 6%
Turn Lanes 10-1.03

Parking Lane Width 10-1.04 N/A N/A 3.0 m - 3.3 m
Median Width Depressed Project-by-Project Basis

(Includes Left 10-3.0
Raised Island
Shoulders) Project-by-Project Basis
(V<80 km/h)
Sidewalk Width 10-2.01 1.5 m Minimum 1.5 m Minimum 1.5 m Minimum
Width 1.5 m 1.5 m 1.5 m
Bicycle Lane 15-4.0
Cross Slope 2% 2% 2%
January 1999
Roadside Clear Zones x 2-9.01 See Section 2-9.01
Fill/Cut Slopes 10-2.02 Existing — See Figure 5H
MARCH 2000
* Controlling design critieria (see Section 6-6.0).

January 1999
Figure 2-3E (Continued)
3R Projects
Design Values (Based on Design Speed)

Design Element Manual
* Section
100 km/h 90 km/h 80 km/h 70 km/h 60 km/h 50 km/h
Stopping Sight
x 7-1.0 160 m - 205 m 135 m - 170 m 115 m - 140 m 95 m - 115 m 75 m - 85 m 60 m - 65 m
Distance
U: 405 m U: 360 m U: 315 m U: 275 m U: 235 m U: 200 m
Decision Sight Maneuver
7-2.0 SU: 365 m SU: 320 m SU: 275 m SU: 240 m SU: 205 m SU: 160 m
Distance
Stop 415 m 360 m 300 m 250 m 205 m 160 m
2-5.01/ 190 m 130 m 80 m
Minimum Radius x See Section 2-5.01
2-5.02 (e = 4%) (e = 4%) (e = 4%)
e max 6.0% 6.0% 6.0% 4.0% 4.0% 4.0%
Alignment Elements
Superelevation 2-5.01/
Rate Rate x 2-5.02 See Section 2-5.01 See Figure 8-3C
Maximum Grade x 2-6.01 8% 8% 9% 9% 10% 11%
Vertical Crest 2-6.02 See Section 2-6.02

Curvature
(K-values) Sag 2-6.03 26 21 17 13 10 7

Minimum Vertical Existing Highway
x 4.35 m
Arterial Under...
Overhead Sign
(Arterial over Railroad) x 9-4.0 All Others: 6.248 m
U: Urban SU: Suburban
* Controlling design criteria (see Section 6-6.0).
2-3(11)
Figure 2-3F
2-3(12)
TWO-LANE PRINCIPAL URBAN ARTERIALS
3R Projects

Manual
Design Element
* Section
Design Controls
Non-NHS x 2-7.01 0.6 m - 2.4 m 0.6 m - 2.4 m 0.6 m - 2.4 m
Shoulder Width
NHS x 10-1.02 1.2 m - 2.4 m 1.2 m - 2.4 m 1.2 m - 2.4 m
Travel Lane x 10-1.01 1.5-2.0% 1.5-2.0% 1.5-2.0%
Cross Slope Shoulder (W<1.2 m) x Same as Adjacent Travel Lane
Shoulder (W>1.2 m) x 4%-6% 4%-6% 4%-6%

Turn Lanes 10-1.03
Width 1.5 m 1.5 m 1.5 m

Bicycle Lane 15-4.0
January 1999

Fill/Cut Slopes 10-2.02 Existing — See Figure 5I
MARCH 2000

January 1999
Figure 2-3F (Continued)
3R Projects

* Section
90 km/h 80 km/h 70 km/h 60 km/h 50 km/h
Stopping Sight x 7-1.0 135 m - 170 m 115 m - 140 m 95 m - 115 m 75 m - 85 m 60 m - 65 m

Distance
U: 360 m U: 315 m U: 275 m U: 235 m U: 200 m
Maneuver
Decision Sight SU: 320 m SU: 275 m SU: 240 m SU: 205 m SU: 160 m
7-2.0
Distance
Stop 360 m 300 m 250 m 205 m 160 m
2-5.01/ 190 m 130 m 80 m
2-5.02 (e =4%) (e = 4%) (e = 4%)
Alignment Elements
Superelevation e max 2-5.01/ 6.0% 6.0% 4.0% 4.0% 4.0%

Rate Rate x 2-5.02 See Section 2-5.01 See Figure 8-3C
Maximum Grade x 2-6.01 8% 9% 9% 10% 11%

(K-values) Sag 2-6.03 21 17 13 10 7
New Highway
x 5.05 m
Bridge
Minimum Vertical
Existing Highway
Bridge
Arterial Under...
Pedestrian Bridge/
x 5.35 m
Overhead Sign
x 9-4.0
2-3(13)
Figure 2-3G
2-3(14)
MINOR URBAN ARTERIALS
3R Projects

Manual
Design Element
* Section
Design Controls
Access Control 6-4.0 Control By Regulation Control By Regulation Control By Regulation
On-Street Parking 10-1.04 None Sometimes Sometimes
Right (Non-NHS) x 0.6 m - 2.4 m 0.6 m - 2.4 m 0.6 m - 2.4 m
2-7.01
Shoulder Width Right (NHS) x 1.2 m - 2.4 m 1.2 m - 2.4 m 1.2 m - 2.4 m
10-1.02
Left (All) x 0.6 m - 1.2 m 0.6 m - 1.2 m 0.6 m - 1.2 m
Travel Lane x 10-1.01 1.5-2.0% for lanes adjacent to crown; 2% for lanes away from crown

10-1.02
Shoulder (W>1.2 m) x 4%-6% 4%-6% 4%-6%

Turn Lanes 10-1.03
Parking Lane Width 10-1.04 N/A 2.7 m - 3.3 m 2.4 m - 3.3 m

Width 1.5 m 1.5 m 1.5 m
Bicycle Lane 15-4.0
January 1999

MARCH 2000

Figure 2-3G (Continued)
January 1999
3R Projects

Design Element *
Section 80 km/h 70 km/h 60 km/h 50 km/h
Stopping Sight Distance x 7-1.0 115 m - 140 m 95 m - 115 m 75 m - 85 m 60 m - 65 m
Maneuver U: 315 m SU: 275 m U: 275 m SU: 240 m U: 235 m SU: 205 m U: 200 m SU: 160 m
Decision Sight
7-2.0
2-5.01/ 190 m 130 m 80 m
2-5.02 (e = 4%) (e = 4%) (e = 4%)
e max 6.0% 4.0% 4.0% 4.0%
2-5.01/
Alignment Elements
Superelevation
Rate 2-5.02 See Section 2-5.01 See Figure 8-3C
x
Maximum Grade x 2-6.01 9% 9% 10% 11%

Vertical Curvature
(K-Value) Sag 2-6.03 17 13 10 7

Clearance: 9-4.0
Existing Highway
Arterial Under ... x 4.35 m
Bridge

x 9-4.0
* Controlling design criteria (see Section 6-6.0) U: Urban SU: Suburban
2-3(15)
Figure 2-3H
2-3(16)
URBAN COLLECTOR STREETS
3R Projects

Manual
Design Element
* Section
Design Controls
On-Street Parking 10-1.04 Sometimes Sometimes Sometimes
2-7.01
10-1.02
Travel Lane (w/curb) 1.5-3.0% 1.5-3.0% 1.5-3.0%
Travel Lane(w/o
x 1.5-2.0% for lanes adjacent to crown; 2% for lanes away from crown
curb)
Cross Slope 10-1.01
Shoulder (W<1.2 m) x Same as Adjacent Travel Lane
Shoulder (W>1.2 m) x 4%-6% 4%-6% 4%-6%
Turn Lanes 10-1.03
Parking Lane Width 10-1.04 2.1 m - 3.0 m 2.1 m - 3.0 m 2.1 m - 3.0 m

Width 1.5 m 1.5 m 1.5 m
Bicycle Lane 15-4.0
January 1999

MARCH 2000

Fill/Cut Slopes 10-2.02 See Figure 5I — Existing

Figure 2-3H (Continued)
January 1999
3R Projects

Maneuver U: 275 m SU: 240 m U: 235 m SU: 205 m U: 200 m SU: 160 m
Decision Sight
7-2.0
Distance
Stop 250 m 205 m 160 m
Minimum Radius (e = 4%) x 2-5.02 190 m 130 m 80 m
e max 4.0% 4.0% 4.0%

Alignment Elements
Rate x See Figure 8-3C
Maximum Grade x 2-6.01 11% 12% 13%

Vertical Curvature
(K-Value) Sag 2-6.03 13 10 7

Minimum Vertical
Clearance: 9-4.0
Existing Highway
Bridge
x 9-4.0
2-3(17)
Figure 2-3I
2-3(18)
LOCAL URBAN STREETS
3R Projects

Manual
Design Element
* Section
Design Controls
Shoulder Width x 2-7.01 0.6 m - 1.2 m 0.6 m - 1.2 m 0.6 m - 1.2 m
Travel Lane x 10-1.01 1.5-2.0% (1.5-3.0% w/curbing) 1.5-2.0% (1.5-3.0% w/curbing) 1.5-2.0% (1.5-3.0% w/curbing)
Shoulder (W<1.2 m) x Same as Adjacent Travel Lane
10-1.02
Shoulder (W>1.2 m) x 4%-6% 4%-6% 4%-6%
Lane Width x 0.3 m Less Than Travel Lane Width (2.7 m Min.) — Same as Travel Lane
Turn Lanes 10-1.03
Width 1.5 m 1.5 m 1.5 m
Bicycle Lane 15-4.0
January 1999

MARCH 2000

Figure 2-3I (Continued)
January 1999
LOCAL URBAN STREETS
3R Projects

Design Element
* Section 50 km/h 40 km/h 30 km/h
Stopping Sight Distance x 7-1.0 60 m - 65 m 45 m 30 m
Maneuver U: 200 m SU: 160 m N/A N/A

Decision Sight
7-2.0
Distance Stop 160 m N/A N/A
e max 4.0% 4.0% 4.0%

Rate See Figure 8-3C
Alignment Elements
Maximum Grade x 2-6.01 12% 13% 13%

Vertical Curvature
(K-Value) 7 5 3
Sag 2-6.03

Minimum Vertical
Clearance: 9-4.0
Existing Highway
Local Street Under ... x 4.35 m
Bridge

x 9-4.0
(Local Street over Railroad) All Others: 6.248 m
2-3(19)
2-4.0 DESIGN CONTROLS
2-4.01 Design Speed
Reference: Section 6-2.02
Unless the design speed is specified in Figures 2-3A through 2-3I, use the following procedure on 3R
projects to determine the design speed, which is based on the actual speed measured in the field:
1. The Division of Traffic Engineering will be requested to provide existing speed studies in the vicinity
of the proposed project. If there are no recent studies available, then field measurements may be
required. The designer should carefully evaluate the speed data to determine an 85th percentile
speed which represents the operating characteristics of a lengthy segment of the road, not just a
short segment near the proposed project.
2. Based on the Department's adopted traffic engineering practices, the Divisionof Traffic Engineering
will determine the 85th percentile of the existing traffic speeds.
3. The designer will select the 3R design speed according to Figure 2-4A. This design speed will be
used to evaluate the geometric design features of the existing highway for those elements based on
design speed.
85th Percentile “V” Design Speed

(km/h) (km/h)
0 < V < 30 30
30 < V < 40 30/40
40 < V < 50 40/50
50 < V < 60 50/60
60 < V < 70 60/70
70 < V < 80 70/80
80 < V < 90 80/90
90 < V < 100 90/100
V> 100 100/110
DESIGN SPEEDS FOR 3R PROJECTS

(Based on 85th Percentile Speeds)
Figure 2-4A
2-4.02 Highway Capacity
Three major factors determine the results of a capacity analysis. Their specific application to 3R projects
is discussed below:
1. Level of Service (LOS). Figures 2-3A through 2-3I provide the range of LOS criteria for 3R
projects.
2. Design Volume. The highway facility should be designed to accommodate the LOS for the selected
DHV and/or AADT. The design volume may range from the current traffic volumes to ten years
beyond the expected construction completion date.
3. Capacity Analysis. The analytical techniques in the Highway Capacity Manual will be used to
conduct the capacity analysis.
2-4.03 Exceptions to Geometric Design Criteria
The discussion in Section 6-6.0 on exceptions applies equally to the geometric design of 3R projects. The
designer will be evaluating the proposed design against the criteria presented in Chapter Two.
2-5.0 HORIZONTAL ALIGNMENT
Chapter Eight discusses horizontal alignment criteria for all highways. These criteria will apply to 3R
projects, except where discussed in the following sections.
2-5.01 Rural Highways and High-Speed Urban Highways
Figure 2-5A will be used to determine the design speed of an existing horizontal curve. This should be
compared to the 85th percentile speed. In the absence of an adverse accident history, all existing horizontal
curves with a design speed within 25 km/h of the 85th percentile speed are acceptable. No formal design
exception is required for horizontal curves within this range; however, it should be documented in the
project files.
Figure 2-5A can be used only to decide if corrective action should be considered. Once the decision has
been made to improve the curve, the designer should use the criteria in Figure 8-2A to determine the
proper combination of curve radius and superelevation to meet the 3R design speed.
If the existing curve satisfies the above criteria for design speed, the designer will not normally need to
check other details of the horizontal curve (e.g., superelevation transition length, distribution of
superelevation between tangent and curve).
2-5.02 Low-Speed Urban Streets
Section 8-3.0 discusses horizontal alignment criteria for low-speed urban streets (design speed of 70 km/h
and below), and Figure 8-3C can be used to determine the design speed of an existing horizontal curve.
Once this is determined, the 3R evaluation of the horizontal curve on a low-speed urban street will be
similar to that for rural highways/high-speed urban highways in Section 2-5.01.
Example
Given: The 85th percentile speed for the 3R project will be 90 km/h. An existing curve within the project limits
has the following data:
R = 400 m
e = 3.0%
Problem: Determine if improvements should be considered.
Solution: Using the figure, the existing curve is adequate for a design speed of 90 km/h. Therefore, no
improvement is necessary. Note that if Figure 8-2A were used, the necessary superelevation rate would
be 5.9%.
This figure will be used to determine if an existing horizontal curve is

acceptable. Use Figure 8-2A if any improvements are made to the curve.
Use Figure 8-3C for low speed uban streets.
RADII FOR RETAINING EXISTING HORIZONTAL CURVES

(3R Projects)
Figure 2-5A
2-6.0 VERTICAL ALIGNMENT
2-6.01 Grades
Figures 2-3A through 2-3I present the Department’s criteria for maximum and minimum grades on 3R
projects. The maximum grades are 2% steeper than those for new construction/major reconstruction.
2-6.02 Crest Vertical Curves
Section 9-3.02 presents the Department's criteria for the design of crest vertical curves. This information
will be used to determine the design speed of an existing crest vertical curve, which will then be compared
to the 85th percentile speed. The following summarizes the 3R design criteria for crest vertical curves:
1. Crest Vertical Curves. In the absence of an adverse accident history, all existing crest vertical
curves with a design speed within 30 km/h of the 85th percentile speed are acceptable. No formal
design exception is required for crest vertical curves within this range; however, it should be
documented in the project files.
2. Angle Points. It is acceptable to retain an existing “angle” point (i.e., no vertical curve) of 1.0
percent or less.
If the decision is made to flatten the crest vertical curve, the designer should design the reconstructed curve
to meet the criteria for new construction/major reconstruction in Section 9-3.02.
2-6.03 Sag Vertical Curves
Section 9-3.03 presents the Department's criteria for the design of sag vertical curves for new construction
and major reconstruction. These criteria are based on designing the sag to allow the vehicle's headlights to
illuminate the pavement for a distance equal to the stopping sight distance for the design speed. For 3R
projects, the following will apply:
1. Evaluation. The comfort criteria represent the minimum criteria for the retention of an existing sag
vertical curve. Figure 2-6A presents the comfort criteria. If an existing sag does not meet these
criteria, then the designer should consider flattening the sag vertical curve.
2. Corrective Action. If the decision is made to flatten the sag, the design should meet the criteria for
headlight sight distance in Section 9-3.03. As an alternative, the re-designed sag may meet the
comfort criteria in Figure 2-6A, if there is proper illumination of the sag vertical curve.
3. Angle Points. It is acceptable to retain an existing "angle" point (i.e., no vertical curve) of 1.0
percent or less.
Design Speed K-Values

(km/h) (K = V2/395)
30 3
40 5
50 7
60 10
70 13
80 17
90 21
100 26
110 31
K-VALUES FOR SAG VERTICAL CURVES

(3R Projects)
Figure 2-6A
2-7.0 CROSS SECTIONS
2-7.01 Widths
Reference: Chapters Four and Five
Chapters Four and Five present the Department's criteria for cross section elements for new construction
and major reconstruction. Figure 2-7A presents the travel lane widths for rural 3R collectors and arterials.
The figures in Section 2-3.0 present the shoulder widths for rural 3R projects and present the travel lane
and shoulder widths for urban 3R projects. In general, the 3R widths have been established considering
the minimum acceptable width for the element from an operational and safety perspective; considering what
will be available for a practical improvement on a "typical" 3R project; and considering that, in general, it
is better to improve more kilometers to a lower level than to improve fewer kilometers to a higher level.
All of these considerations are consistent with the overall objectives of the Department's 3R program.
2-7.02 Bridges
2-7.02.01 Bridge Rehabilitation/Reconstruction
A bridge or several bridges may be within the limits of the 3R project. The bridge substructure and/or
superstructure may be partially or entirely reconstructed as part of the 3R project. If this work includes
rehabilitation of the bridge deck, the full approach width, including shoulders, will be carried across the
structure. Note: CGS 13a-86 requires a minimum bridge width of 8.534 m on any two-lane highway
maintained by the Commissioner, exclusive of any sidewalk width. No exceptions to this criteria will
be allowed on State-maintained highways unless, in the judgment of the Commissioner, a lesser
width is warranted. The criteria in CGS 13a-86 does not apply to bridges on highways maintained
by a municipality.
If a bridge rehabilitation/reconstruction project will involve the replacement of the bridge deck or more to
the superstructure, then Comment #’s 2, 3 and 4 on Narrow Bridges, Bridge Rails and Approach
Transitions in Section 2-7.02.02 also apply.
Design Year Functional Design Speed Lane Width

AADT Class (km/h) T > 10% T < 10%
Collector/ < 70 3.0 m 2.7 m

1 - 400
Arterial > 80 3.0 m 3.0 m
< 70 3.0 m 2.7 m

Collector/
400 - 750
Arterial > 80 3. 0 m 3.0 m
< 70 3.3 m 3.0 m

Collector
> 80 3.3 m 3.3 m
750 - 1500
< 70 3.3 m 3.0 m
Arterial
> 80 3.6 m 3.3 m
Collector/ < 70 3.3 m 3.0 m

1500 - 2000
Arterial > 80 3.6 m 3.3 m
Collector/
> 2000 All 3.6 m 3.6 m
Arterial
Note: T = Trucks
TRAVEL LANE WIDTHS

(Rural 3R Projects)
Figure 2-7A
2-7.02.02 Bridges to Remain in Place
If an existing bridge is structurally sound and if it meets the Department's design loading structural capacity,
it is unlikely to be cost effective to improve the geometrics of the bridge. However, the geometric
deficiencies may be severe, and/or there may be an adverse accident experience at the bridge. The
following will apply to all bridges to remain in place with no proposed improvements:
1. Width. The width of the existing bridge should be evaluated against the criteria in Figure 2-7B. If
the existing bridge does not meet these criteria, it should be evaluated for widening, including a
review of the accident experience at the bridge.
2. Narrow Bridges. All bridges which are narrower than the approach roadway width (including
shoulders) should be evaluated for special narrow bridge treatments. At a minimum, the signing and
pavement markings must meet the criteria of the MUTCD. In addition, NCHRP 203 Safety at
Narrow Bridge Sites provides criteria specifically for narrow bridges (e.g., special pavement
markings). The designer, in coordination with the Division of Traffic Engineering, should evaluate
the value of these additional treatments at the bridge site.
3. Bridge Rails. All existing bridge rails on the project should be evaluated to determine if they are
structurally adequate and meet the Department’s current safety performance criteria.
4. Approach Guide Rail Transitions. The approaching guide rail transitions will be evaluated to
determine if they meet the Department's current criteria. If the transitions do not, they will be
upgraded. The Department's latest standard sheets will be used to make these determinations.
2-7.03 Climbing Lanes
The design criteria in Section 9-2.0 will apply to existing or proposed climbing lanes within the limits of 3R
projects; however, for non-freeway projects, the following criteria are acceptable:
1. Lane Width. The minimum width of the climbing lane will be 3.3 m.
2. Shoulder Width. The minimum width of the shoulder adjacent to the climbing lane will be 1.2 m.
Design Year Functional Clear Bridge Width

AADT Class (Note 1)
0 - 750 All Approach Traveled Way Width
Local/ Approach Traveled Way Width Plus 0.6 m OR 6.6 m, whichever

Collector is less.
750 - 1500
Arterial Approach Traveled Way Width Plus 0.6 m
Approach Traveled Way Width Plus 0.6 m OR 7.2 m, whichever

Local/Collector
is less.
1500 - 2000
2000 - 4000 All Approach Traveled Way Width Plus 1.2 m
Approach Traveled Way Width Plus 1.2 m OR 8.4 m, whichever

Local/Collector
is less.
>4000
Notes:
1. Clear Bridge Width. This is the width between curbs or rails, whichever is less.
2. Long Bridges (Locals/Collectors). For bridges on these facilities with a total length greater
than 30 m, the widths in the table do not apply. These structures should be analyzed
individually considering the existing width, safety, traffic volumes, remaining structural life,
design speed, costs to widen, etc.
WIDTHS FOR EXISTING BRIDGES TO REMAIN IN PLACE

(3R Projects)
Figure 2-7B
2-7.04 Other Cross Section Elements
Reference: Chapters Four, Five and Ten
These chapters provide the Department's criteria and details for many other cross section elements,
including:
1. location and type of parking lanes,

2. warrants for and types of curbs,
3. warrants for and design of sidewalks,
4. slope rounding,
5. roadside ditches,
6. median type, and
7. fill and cut slopes.
The designer should evaluate the cross section of the existing highway or street and, as part of the 3R
project, should make any improvements which are considered cost effective. Some of the design
information in Chapter Ten applies directly to 3R projects (e.g., warrants for curbs and sidewalks); some
of the design information will only apply if practical (e.g., slope rounding).
2-8.0 SPECIAL DESIGN ELEMENTS
2-8.01 General
Reference: Chapter Fifteen
Chapter Fifteen provides the Department's criteria and design details for many special design elements. The
designer should review this chapter to determine if these criteria apply to the 3R project. For example,
Section 15-5.0 presents informationon landscaping. Aesthetics can play a significant role in the community
acceptance of a roadway improvement. Designers should aim to preserve or restore as much of the
existing landscape as practical. Chapter Fifteen provides the necessary tools and references that should
be considered to maintain or improve the visual quality of the roadway.
2-8.02 Traffic Calming
Traffic calming measures (TCM) consist of a variety of techniques and treatments designed to mitigate the
impacts of vehicular travel. Traffic calming is typically limited to municipal streets but may be considered
on State-maintained facilities off the NHS. TCMs typically refer to an assortment of physical features
placed within the limits of the roadway environment including; but not limited to the following:
1. intersection diverters,
2. roundabouts,
3. channelization,
4. speed humps,
5. speed tables,
6. street narrowing,
7. angle point/chicanes,
8. driveway links,
9. gateway/perimeter treatments, and
10. street closure.
Municipalities that have developed TCM guidelines may explore traffic calming strategies on a project-by-
project basis. An effective traffic calming strategy may integrate more than one TCM into a comprehensive
traffic calming program for the study area. For additional information on traffic calming strategies and
measures, see the following publications:
1. Traffic Calming In Practice, ITE;
2. State of the Art: Residential Traffic Management, FHWA;
3. State-of-the-Art Design of Roundabouts, TRB;
4. Take Back Your Streets - How to Protect Communities from Asphalt and Traffic,
Conservation Law Foundation;
5. Residential Street Design and Traffic Control, ITE;
6. Guidelines for the Design and Application of Speed Humps, A Recommended Practice, ITE;
7. Roundabouts, Diverts and Humps, ITE; and
8. Effective Utilization of Street Width on Urban Arterials, ITE;

2-9.0 ROADSIDE SAFETY
2-9.01 Clear Zones
2-9.01.01 Basic 3R Criteria
Section 13-2.0 presents the Department's criteria for roadside clear zones on new construction and major
reconstruction projects. The clear zone criteria for 3R projects will be as follows:
1. The designer should make every reasonable effort to provide a clear zone equal to the criteria in
Section 13-2.0.
2. For 3R projects, the criteria in Section 13-2.0 may be modified as follows: On urban and rural
collector and local roads where the 3R design speed is 70 km/h and below, the minimum clear
zone should be 3.0 m. If practical, the clear zone should be increased where the side slope is 1:6
or steeper. The criteria in Section 13-2.0 can be used to determine the applicable adjustments.
3. It will often be impractical on 3R projects to obtain additional right-of-way specifically to meet the
criteria in Section 13-2.0 or, sometimes, even the minimum clear zone criteria from #2 above.
Therefore, for the purpose of deciding when a design exception is necessary, the proposed clear
zone will be measured against Section 13-2.0, as modified by # 2 above, or against the existing
right-of-way, whichever is less. If the clear zone used in design is the existing right-of-way line and
if existing utility poles are as near as practical to the right-of-way line, then the utility poles can
intrude into the clear zone without the need for a design exception.
Attempting to achieve a roadside clear zone on a 3R project can cause significant problems. The roadside
environment is typically cluttered with any number of natural and man-made obstacles. To remove or
relocate these obstacles can present formidable problems and public opposition, and it can be very costly.
On the other hand, the designer cannot ignore the consequences to a run-off-the-road vehicle. Therefore,
the designer must exercise considerable judgment when determining the appropriate clear zone on the 3R
project. The designer should consider the following:
1. Accident Data. The designer should review the accident data to estimate the extent of the roadside
safety problem. In particular, there may be sites where clusters of run-off-the-road accidents have
occurred.
2. Utilities. Utility poles are a common roadside obstacle on 3R projects. Relocation is mandatory
when the utility poles physically interfere with construction. Relocations for safety benefits must be
evaluated on a project-by-project basis. Poles should be located as near as practical to the right-
of-way line. In restricted right-of-way areas, every effort should be made to provide the clear zone
used in design. The use of armless single-pole construction with vertical configuration of wires and
cables and/or other special construction, as may be appropriate, should be considered. In urban
areas, the designer should also consider burying the utilities underground when relocation is
impractical.
3. Application. The designer may consider a selective application of the roadside clear zone criteria.
Along some sections of highway, it may be practical to provide the clear zone criteria from Section
13-2.0 while, along other sections, it may be impractical. In addition, some obstacles will be more
hazardous than others. Judgment will be necessary for the application of the clear zone criteria.
4. Public. Public acceptance of widened clear zones can be a significant issue, especially when the
removal of trees is being considered. The designer must judge the community impact and
subjectively factor this into the decision-making process.
5. Safety Appurtenances. Installing guide rail or crash cushions is an alternative to providing a wider
clear zone. Section 13-3.0 presents warrants for guide rail, and Section 13-7.0 presents warrants
for crash cushions. However, this can lead to lengthy runs of guide rail along the roadside. The
designer should realize that the guide rail warrants are based on the relative severity between
hazard and guide rail; they do not address the question of whether or not a guide rail installation
is cost-effective. Therefore, on 3R projects, the designer must judge whether or not guide rail
should be installed to shield a hazard within the clear zone. See Section 2-9.02 for more
discussion.
2-9.01.02 Rock Removal
Because of the often considerable expense to remove rock to meet the Department’s roadside clear zone
criteria, the Department has adopted a policy specifically for this design element. If the costs and
associated impacts with removing rock to meet the 3R clear zone criteria are insignificant, the designer
should implement the improvement. If, however, there are negative impacts and/or the costs are significant,
the designer should evaluate the following factors:
1. Project Scope. Based on the overall project objectives, the designer should judge if the potential
benefits and costs of the rock removal are consistent with the project scope of work.
2. Accident Data. The designer should review the accident data along the 3R project route to identify
the specific roadside hazards related to the presence of rock.
3. Other Benefits. The rock removal may generate benefits other than those for roadside safety.
These include:
a. improving intersection sight distance;

b. improving sight distance around horizontal curves; or
c. improving any rock stability, ground water and/or icing problems.
Any additional benefits should be considered when determining the extent of rock removal.
4. Alternative Improvements. Where the designer determines that the existing rock presents a
significant roadside hazard, the designer should consider alternative improvements to rock removal.
These include:
a. installing a half-section concrete barrier or guide rail, and
b. providing a positive slope (with rounding at its toe) up to the face of the rock (1:4 or
steeper) to provide limited vehicular redirection.
5. Application. If rock is within the clear zone and more than 5.5 m from the edge of traveled way,
the ConnDOT Design Exception Committee will review the case and will either:
a. determine that rock removal is appropriate because of its accident potential, or

b. grant a design exception of the clear zone criteria.
Designers should also document whether or not the rock is in such a condition that it imperils the
traveling public because of flaking, falling or icing conditions, and they should evaluate the need for
roadside barrier protection. This should be documented in the project file and verification sought
from the Design Exception Committee.
2-9.02 Safety Appurtenances
Reference: Chapter Thirteen
During the design of a 3R project, all existing safety appurtenances should be examined to determine if they
meet the Department’s current safety performance and design criteria. This includes guide rail, median
barriers, crash cushions, sign supports, luminaire supports, etc. Normally, all existing safety appurtenances
will be upgraded to meet the most recent criteria. Chapter Thirteen presents the Department's criteria for the
layout of guide rail, median barriers and crash cushions.
Guide rail warrants on 3R projects can be especially difficult to resolve. Basically, the evaluation process will
be:
1. Determine if guide rail is warranted. However, also see Comment #5 in Section 2-9.01. As part of
this process, the designer must decide if the guide rail will create a greater hazard than the obstacle
which it is shielding.
2. If an existing run of guide rail is located where none is warranted, remove the guide rail.
3. If guide rail is warranted, consider removing or relocating the hazard; reducing the hazard (e.g.,
flattening a slope); or making it breakaway.
4. If the hazard cannot be eliminated and guide rail is considered cost effective, then install guide rail.
For existing runs of guide rail, ensure that they meet the applicable performance and design criteria,
including:
a. operational acceptability (hardware, height, etc.),

b. dynamic deflection criteria,
c. length of need,
d. flare rate,
e. lateral placement,
f. placement on slopes and behind curbs,
g. terminal treatments, and
h. transitions.
A common problem on 3R projects will be the height of existing guide rail because of the pavement overlay
or rehabilitation. Each existing guide rail run which will remain must be considered individually. The designer
should replace existing guide rail when its height will not fall within the following tolerances after construction:
Standard
Type Height* Tolerance
Three cable 762 mm 690 mm - 762 mm
Type R-I 838 mm 765 mm - 838 mm

Type R-B 686 mm 615 mm - 686 mm
* Guide rail height is measured to top of longitudinal rail element from the surface of the road. (See
Chapter Thirteen.)
2-10.0 INTERSECTIONS AT-GRADE
Reference: Chapter Eleven
Chapter Eleven provides criteria for the detailed design of intersections at-grade. Where practical, these criteria
apply to 3R projects and should be implemented. The following sections indicate areas where modifications to
the intersection criteria may be made for 3R projects.
2-10.01 Intersection Sight Distance
The criteria in Section 11-2.0 on intersection sight distance will apply to 3R projects.
2-10.02 Turning Radii
Section 11-3.0 presents criteria for the selection of a design vehicle, for acceptable encroachment, and for
turning radii criteria at intersections. Where practical, these criteria should be met on 3R projects and, typically,
this is practical in rural areas. However, in urban areas space limitations and existing curb radii have a significant
impact on selecting a practical design for right-turning vehicles. The designer should consider the following when
determining the appropriate right-turn treatment for urban intersections on 3R projects:
1. Simple radii of 4.5 m to 7.5 m are adequate for passenger vehicles. These radii may be retained on 3R
projects on existing streets and arterials at:
a. intersections with minor roads where very few trucks will be turning;
b. intersections where the encroachment of SU and semitrailer vehicles onto adjacent lanes is
acceptable; and
c. intersections where a parking lane is present, and it is restricted a sufficient distance from the
intersection, and it is used as a parking lane throughout the day.
2. Where practical, simple radii of 9 m or simple radii with tapers (for an SU design vehicle) should be used
at all major intersections and at all minor intersections with some truck turning volumes.
3. At intersections where semitrailer combinations and buses turn frequently, a simple radius of 12 m
or more should be provided. Preferably, the designer will use a radius with taper offsets for the
selected design vehicle.
2-10.03 Auxiliary Turning Lanes
Section 11-5.0 presents warrants for right- and left-turn lanes. These criteria apply to 3R projects. Section
11-5.0 also presents design details for auxiliary turning lanes, and these should be met for 3R projects.
However, in urban areas these criteria may be impractical because of restricted conditions. In these cases,
the designer will provide the best design practical for the existing field conditions.
2-10.04 Driveway Design
The criteria in Section 11-8.0 on driveway design will apply to 3R projects.

2-11.0 REFERENCES
1. A Policy on Geometric Design of Highways and Streets, AASHTO, 1994.
2. Special Report 214 Designing Safer Roads; Practices for Resurfacing, Restoration and
Rehabilitation, TRB, 1987.
3. Technical Advisory T5040.28 “Developing Geometric Design Criteria and Processes for Non-
Freeway RRR Projects,” FHWA, 1988.
4. Preserving Connecticut’s Scenic Roads, Corridor Management Handbook, ConnDOT.
5. Roxbury Scenic Corridor Management Plan, Routes 67 and 317, ConnDOT.
6. Route 7 Scenic Corridor Management Plan, towns of Kent, Cornwall and Sharon,
ConnDOT.
7. Sharon Scenic Corridor Management Plan, Routes 4 and 41, ConnDOT.

December 2000 4R FREEWAY PROJECTS 3-i
Chapter Three

(4R Freeway Projects)(Spot Improvements) (Pavement Resurfacing and
Reclamation Projects)
Table of Contents
Page
3-1.0 4R FREEWAY PROJECTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1(1)
3-1.01 Background . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1(1)

3-1.02 Objectives . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1(2)
3-1.03 Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1(2)
3-1.04 Geometric Design of 4R Freeway Projects . . . . . . . . . . . . . . . . . . . . . . . . . 3-1(3)
3-1.04.01 Design Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1(3)

3-1.04.02 Traffic Volumes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1(4)
3-1.04.03 Vertical Clearances . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1(4)
3-1.04.04 Bridges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1(4)
3-1.04.05 Safety Appurtenances . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1(6)
3-1.04.06 Interchanges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1(6)
3-2.0 SPOT IMPROVEMENTS (Non-Freeways) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-2(1)
3-2.01 Objectives . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-2(1)

3-2.02 Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-2(2)
3-2.03 Geometric Design of Highway Bridge Replacement/
Rehabilitation Program (HBRRP) Projects . . . . . . . . . . . . . . . . . . . . . . . . . 3-2(3)
3-2.04 Design Procedures for Local Bridge Projects . . . . . . . . . . . . . . . . . . . . . . . 3-2(4)
3-2.04.01 Scope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-2(4)

3-2.04.02 Applicability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-2(4)
3-2.04.03 Implementation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-2(4)
3-2.04.04 Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-2(5)
3-3.0 PAVEMENT RESURFACING AND RECLAMATION PROJECTS

(Non-Freeways and Non-NHS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-3(1)
3-ii 4R FREEWAY PROJECTS January 1999
January 1999 4R FREEWAY PROJECTS 3-1(1)
Chapter Three

(4R Freeway Projects) (Spot Improvements) (Pavement
Resurfacing and Reclamation Projects)
Chapter Three presents the Department’s criteria for the geometric design of existing highways for the
following project types:
1. 4R freeway projects,
2. spot improvements on non-freeways, and
3. pavement resurfacing and reclamation projects on non-freeways and non-NHS.
For projects on the Merritt Parkway, the geometric design criteria will be determined on a case-by-case
basis.
3-1.0 4R FREEWAY PROJECTS
3-1.01 Background
The Department began construction of its freeway system in the 1950's and, today, the Connecticut system
is nearing completion. The freeway system has introduced a level of mobility and safety for the traveling
public which was unattainable without its special features, such as full control of access, wide roadway
widths and high design speeds. In the past few decades, this system has carried traffic volumes in far greater
proportion than its kilometers within the State.
The freeway system requires periodic repair and upgrading which exceeds the limits of normal maintenance.
In general, these capital improvements are referred to as 4R freeway projects (resurfacing, restoration,
rehabilitation and reconstruction), whichapplies to any project on an existing freeway. As with non-freeway
3R projects, it is often impractical to fully apply new construction criteria to 4R projects without some
qualifications. Therefore, the geometric design of 4R freeway projects requires special design
considerations which are discussed in the following sections.
December 2000
3-1(2) 4R FREEWAY PROJECTS January 1999
3-1.02 Objectives
The objective of a 4R freeway project is, within practical limits, to return the freeway to its original level
of serviceability or to improve its serviceability to meet current and future demands. This objective applies
to all aspects of the freeway's serviceability, including:
1. structural adequacy,
2. drainage,
3. level of service for the traffic flow,
4. geometric design,
5. roadside safety, and
6. traffic control.
3-1.03 Approach
4R freeway projects are most often initiated to make a specific improvement to the freeway. Therefore,
the Department's approach to the geometric design of 4R freeway projects is to selectively evaluate and
improve the existing geometrics. The 4R approach is summarized as follows:
1. Nature of Improvement. Identify the specific improvement intended for the 4R project. For
example, geometric improvements might include:
a. add through lanes to improve the level of service,

b. upgrade roadside safety,
c. increase the length of one or more acceleration lanes at an interchange,
d. widen an existing bridge as part of a bridge rehabilitation project,
e. eliminate a weaving area at an interchange, and/or
f. resurfacing.
2. Numerical Criteria. Apply the Department's new construction criteria specifically to the geometric
design element which is improved, unless it is otherwise addressed in this chapter for 4R projects.
The new construction criteria are presented in Chapters Four and Five. Chapter Ten discusses
cross sections; Chapter Thirteen discusses roadside safety; and Chapter Twelve presents
geometric design criteria for interchanges.
3. Secondary Impacts. Identify and evaluate any secondary impacts which may be precipitated by
the freeway improvement. For example:
a. The installation of a concrete median barrier may restrict horizontal sight distance.
b. The addition of through lanes on the outside may reduce the available roadside clear zone
to below the Department's allowable criteria.
c. A pavement overlay may require the adjustment of guide rail height or reduce the vertical
clearance.
4. Other Improvements. Identify other geometric design deficiencies within the project limits. The
designer will exercise his/her judgment when determining any other improvements which can be
practically corrected without exceeding the intended project scope of work. For example, when
pavement is being constructed to improve acceleration lanes, it may be reasonable to construct
pavement to improve deficient shoulders at the same time. Where a design feature can be improved
for a portion of the project, these improvements should be incorporated.
5. Exceptions. The discussion in Section 6-6.0 on design exceptions applies equally to the geometric
design of 4R freeway projects. However, it will only apply to the geometric design of the specific
freeway improvement which resulted in project initiation, and it will also apply to any secondary
impacts which may result from the improvement.
3-1.04 Geometric Design of 4R Freeway Projects
As stated in Section 3-1.03, the Department's design criteria for new construction also applies to 4R
freeway projects. However, the designer must still make certain decisions, and there is some flexibility that
can be applied. These are discussed in the following sections.
3-1.04.01 Design Speed
Chapters Four and Five present the Department's criteria for selecting the design speed for new freeway
construction. These apply to 4R projects at a minimum. However, the designer may judge that these design
speeds are less than the 85th percentile speeds for the project under design. Therefore, the designer has
the option of requesting a speed study from the Division of Traffic Engineering to determine the 85th
percentile speed on the existing freeway. The designer should follow the procedure in Section 2-4.0 for
this determination.
3-1.04.02 Traffic Volumes
Some design elements on 4R freeway projects will require the selection of the DHV (e.g., level of service)
or AADT (e.g., roadside clear zones). The freeway will be designed to meet the geometric design criteria
for traffic volumes determined for 10 to 20 years beyond the expected construction completion date.
3-1.04.03 Vertical Clearances
The minimum vertical clearance for freeways passing beneath an existing bridge to remain in place should
be 4.9 m over the entire roadway width, including auxiliary lanes and shoulders. (Note: Department
practice is to post a "low-clearance" sign on structures with vertical clearances less than 4.35 m.)
3-1.04.04 Bridges
The following discusses the Department's design criteria for bridges on 4R freeway projects.
1. Bridges to Remain in Place. A 4R project may be primarily intended, for example, to improve the
pavement condition over several kilometers. A bridge or several bridges may be within the limits
of the 4R project. Desirably, the bridge widths will equal the full approach roadway width,
including shoulders. However, this may not be the case. If the existing bridge is structurally sound
and if it meets the Department's design loading structural capacity, it is unlikely to be cost effective
to improve the geometrics of the bridge. However, the geometric deficiencies may be severe,
and/or there may be an adverse accident experience at the bridge. In this case, it may be warranted
to widen the bridge as part of the 4R project.
If a bridge remains in place, its minimum width must be equal to the approach traveled way +3.0
m (right shoulder) +1.1 m (left shoulder); otherwise, a design exception will be necessary. In
addition, existing bridge rails on the project should be evaluated to determine if they meet the
Department’s current safety performance criteria.
2. Bridge Replacement/Rehabilitation. 4R freeway projects will often include bridge replacements or

bridge rehabilitation and, in some cases, this will be the entire project scope of work. The following
will apply to the geometric design of these projects:
a. Horizontal and Vertical Alignment. An existing bridge may have an alignment which does
not meet the Department's current criteria. For bridge replacement projects, the designer
should evaluate the practicality of realigning the bridge to meet the applicable alignment cri-
teria for new construction. For bridge rehabilitation projects, it is unlikely to be cost
effective to realign the bridge to correct any alignment deficiencies.
b. Width. The bridge width should equal the full approach roadway width, including
shoulders, as determined by the criteria in Chapters Four and Five for the most likely level
of future highway improvement on the approaches. If practical, this decision should be
based on a capacity analysis for the selected DHV at the selected level of service. This
analysis could determine the need for additional travel lanes and/or the need for wider
shoulders. For example, if the predicted volume of trucks exceeds 250 DDHV, the future
shoulder width on the approach should be 3.6 m. Because freeway bridges represent
major economic investments with lengthy design lives, it may be warranted to provide the
wider widths as part of a bridge replacement or rehabilitation project.
As another example, a capacity analysis may indicate the need for an additional through
lane to meet the level-of-service criteria for the design year. The decision may be made to
widen the bridge as part of the replacement/rehabilitation project. Until the roadway
approach is widened, it may be necessary to indicate with pavement markings that the
additional width on the bridge cannot be used by through traffic.
c. Length. The length of the freeway bridge determines the width of the underpass for the
facility passing beneath the freeway. Therefore, if practical, the freeway bridge should be
long enough to accommodate any likely future widening of the underpassing roadway. This
may involve an assessment of the potential for further development in the general vicinity
of the underpass. The Bureau of Planning should be consulted for its traffic projections.
d. Bridge Rails. All existing bridge rails on the project should be evaluated to determine if they
are structurally adequate and meet the Department’s current safety performance criteria.
e. Approach Guide Rail Transitions. The approaching guide rail transitions will be evaluated
to determine if they meet the Department's current criteria. If the transitions do not, they
will be upgraded. The Department's latest standard sheets will be used to make these
determinations.
3-1.04.05 Safety Appurtenances

One of the objectives of a 4R freeway project may be to upgrade roadside safety along the freeway. Guide
rail warrants and design can present difficult problems (e.g., guide rail height). The discussion in Section
2-9.0 on 3R non-freeway projects also applies to safety appurtenances on 4R projects.
3-1.04.06 Interchanges
A 4R freeway project may include proposed work on a freeway interchange. The work may be to
rehabilitate the entire interchange or to make only selective improvements to the interchange geometrics.
Chapter Twelve will be used to design the interchange element.
January 1999 SPOT IMPROVEMENTS 3-2(1)
3-2.0 SPOT IMPROVEMENTS (Non-Freeways)
3-2.01 Objectives
Spot improvements are intended to correct an identified deficiencyat an isolated location on non-freeways.
Occasionally, more than one location is included in a project for design or construction purposes. This
project scope of work is consistent with the Department's responsibility to provide a safe driving
environment for the motoring public which is free of unexpected demands on the driver. Experience has
demonstrated the benefits of improving relatively short roadway sections or spot locations with recognized
geometric deficiencies to at least a level consistent with the adjacent highway sections. This will provide
drivers with a facility that is consistent with the principles of driver expectancy.
The deficiency which the spot improvement will correct may be related to structural, geometric, safety,
drainage or traffic control problems. These projects are not intended to provide a general upgrading of the
highway, as are projects categorized as new construction, major reconstruction or 3R. For these reasons,
a flexible approach is necessary to determine the appropriate geometric design criteria which will apply to
the spot improvement.
Spot improvement projects may also be affected by special criteria which may apply to a particular funding
category. Two examples are:
1. Safety Projects. These projects are intended to provide cost-effective improvements to sites
identified as having an unusually high number of accidents or accident rate. Typical projects are
intersection improvements, flattening a horizontal curve, installing guide rail, or installing traffic
control devices. Most often, projects will only be funded when the B/C ratio is estimated to be
above 1.0. The Division of Traffic Engineering is responsible for conducting a preliminary evaluation
of the site and recommending improvements. When roadway work is involved, the Office of
Engineering is responsible for preparing the detailed project design.
2. Highway Bridge Replacement & Rehabilitation Program (HBRRP). The HBRRP is intended to
correct structural and functional deficiencies on a priority basis. The priorities are determined by
a Statewide bridge inspection program which leads to a sufficiency rating for each bridge. The
rating is based on a weighted formula which reflects both structural and geometric deficiencies (e.g.,
inadequate roadway width, poor alignment or inadequate bridge rail or transitions). However, the
structural deficiencies usually have the greater influence on the sufficiency rating. Therefore, this
should be reflected in the consideration of any geometric improvements. Geometric design criteria
for HBRRP projects are discussed separately in Section 3-2.03.
3-2(2) SPOT IMPROVEMENTS January 1999
3-2.02 Approach
The Department has adopted a flexible approach to the geometric design of spot improvement projects.
The following summarizes the approach:
1. Numerical Criteria. The designer should consider the level of improvement which will most likely
be used to upgrade the highway in the future. If this is deemed to be major reconstruction, then the
criteria in Chapters Four and Five for new construction/major reconstruction will provide the frame
of reference for the spot improvement. Chapter Eleven will apply to an intersection project. If a
3R project is considered the most likely level of improvement, then the criteria in Chapter Two will
apply.
2. Design Speed. The design speed of the adjacent sections should be used for the spot improvement;
however, a speed less than the posted speed should not be used. The selection of the applicable
design speed will be left to the judgment of the designer. Some factors that may be considered
include:
a. the results from a speed study by the Division of Traffic Engineering, if requested;
b. the design speeds for new construction in Chapters Four and Five; and
c. the posted/legal speed limit (this will be a minimum).
3. Application. The designer should apply the selected criteria specifically to the geometric
improvement related to the objective of the spot improvement project (e.g., install guide rail, flatten
a horizontal curve, add a left-turn lane). In addition, the designer should evaluate other geometric
design deficiencies within the project limits. The designer should consider improving any severe
deficiencies, even if not related to the specific objective of the spot improvement. The designer will
exercise his/her judgment when determining any other improvements which may be justified.
4. Exceptions. The design exception process in Section 6-6.0 applies to bridge widths, underpass
widths and vertical clearances on spot improvement projects. For other geometric design
elements, it will only apply to the geometric design of the specific geometric design improvement
which resulted in project initiation, and it will also apply to any secondary impacts which may result
from the improvement. For example, if a spot improvement is initiated to install an exclusive left-
turn lane, it will not be necessary to seek a design exception for the intersection sight distance (ISD)
if the ISD does not meet the Department’s criteria, unless the deficiency is caused or made worse
by the installation of the new lane.
3-2.03 Geometric Design of Highway Bridge Replacement/Rehabilitation Program

(HBRRP) Projects
The spot improvement approach discussed in Section 3-2.02 also applies to HBRRP projects. The
following offers additional factors to consider:
1. Horizontal and Vertical Alignment. Many existing bridges have alignments which do not meet the
Department's current criteria. For bridge replacement projects, the designer should evaluate the
practicality of realigning the bridge to meet the applicable alignment criteria (major reconstruction
or 3R). For bridge rehabilitation projects, it is unlikely to be cost-effective to realign the bridge to
correct any alignment deficiencies unless the bridge is within a future highway project area which
has already been scheduled. The bridge designer should verify that no projects are scheduled
before using the existing alignment.
2. Width. The bridge width should equal or exceed the full approach roadway width, including
shoulders, as determined from the Department's criteria for the most likely level of future highway
improvement on the approaches (major reconstruction or 3R). This width will be determined by
the tables in Chapters Two, Four or Five. If the decision is made not to provide the applicable
width, the designer must comply with the design exception process (Section 6-6.0). Note: Section
13a-86 of the Connecticut Statutes requires a minimum bridge width of 28 ft (8.54 m),
exclusive of any sidewalk width. No exceptions to this criteria will be allowed on State-
maintained highways and bridges.
3. Narrow Bridges. All bridges which are narrower than the approach roadway width (including
shoulders) should be evaluated for widening and/or special narrow bridge treatments. At a
minimum, the signing and pavement markings must meet the criteria of the MUTCD. In addition,
NCHRP 203 Safety at Narrow Bridge Sites provides criteria specifically for narrow bridges
(e.g., special pavement markings). The designer, in coordination with the Division of Traffic
Engineering, should evaluate the value of these additional treatments at the bridge site.
4. Bridge Rails. All existing bridge rails on the project should be evaluated to determine if they are
structurally adequate and meet the Department’s current safety performance criteria.
5. Approach Guide Rail Transitions. The approaching guide rail transitions will be evaluated to
determine if they meet the Department's current criteria. If the transitions do not, they will be
upgraded. The Department's latest standard sheets will be used to make these determinations.
6. Exceptions. For municipally owned and maintained bridges, see Section 3-2.04.
3-2.04 Design Procedures for Local Bridge Projects
3-2.04.01 Scope
This Section establishes procedures for the design of municipally owned bridges which are funded in part
by the State’s Local Bridge Program and/or the Federal Highway Bridge Replacement/ Rehabilitation
(HBRR) Program. These procedures have been developed as a result of passage of Public Act 97-214
An Act Concerning The Rehabilitation Or Replacement Of Bridges In The State And Requiring A
South East Corridor Transportation Study. This act, which was effective on October 1, 1997, will
apply to bridges located on roads functionally classified as “Rural Local Roads,” “Rural Minor Collectors,”
or “Urban Local Streets.” These procedures do not apply to bridges on roads with a functional
classification greater than those listed above nor to State owned/maintained bridges.
3-2.04.02 Applicability
This procedure will apply to municipally owned and maintained bridges which are determined to be
structurally deficient or functionally obsolete according to the Recording and Coding Guide for the
Structure Inventory and Appraisal of the Nation’s Bridges (FHWA, December 1995). This
determination is formulated by the Department’s Bridge Inspection and Evaluation Unit according to
parameters established in the FHWA Coding Guide.
The State’s inventory of structurally deficient or functionally obsolete bridges is the major component in
formulating Connecticut’s apportionment of Federal funds in the HBRR Program. The primary purpose
of this Program is to rectify the deficiencies in bridges which qualified for the funding. Projects funded by
this Program should result in the removal of the subject bridge from the State’s deficient bridge list, resulting
in bridges which are 1) able to carry all legal loads, 2) structurally sound, and 3) functionally efficient.
3-2.04.03 Implementation
These procedures will apply to new projects initiated by the Department on or after October 1, 1997 and
to any existing projects which do not have PreliminaryDesign approval as of October 1, 1997. Preliminary
Design approval is issued by the Department after all engineering studies have been completed and
accepted by the Department, the proposed bridge and approaches have been displayed graphically,
Federal approval has been secured for all environmental and historical reviews, and the public has had an
opportunity to view and comment on the proposal through the public informational process.
3-2.04.04 Procedures
An “assignment meeting” shall be conducted for each project. This meeting is typically attended by
representatives from the town, the town’s designer, and the Department of Transportation, and the meeting
results in the collective agreement of the “scope of project.” If a consensus cannot be reached on the most
appropriate scope of work (i.e., rehabilitation or replacement), the town shall be allowed to prepare or have
prepared a report which specifically addresses the following factors for consideration as specified in Section
1(b) of Public Act 97-214:
1. the functional classification of the highway;
2. the structural capacity and geometric constraints of the bridge within its existing footprint and the
availability of alternative routes;
3. the comparative long-term costs, risks and benefits of rehabilitation and new construction;
4. the requirements of State geometric design criteria;
5. disruption to homes and businesses;
6. environmental impacts;
7. the potential effects on the local and State economics;
8. cost-effectiveness;
9. mobility;
10. safety, as determined by factors such as the accident history for motorists, pedestrians and bicyclists;
and
11. the impact on the historic, scenic and aesthetic values of the municipality in which the bridge is or
may be located.
The cost to prepare this report is an allowable project cost, and the report shall be submitted to the
Department of Transportation for review and comment. Final Department concurrence in the findings of the
report must be in place before commencing design activities.
T he design criteria for the development of plans on this program shall be the Connecticut Highway Design
Manual. In consideration of site conditions, environmental factors, engineering factors or community
standards and custom, it may be reasonable to depart from these design guidelines.
The municipality shall have the authority for approving any digressions from the Connecticut Highway
Design Manual for projects funded by a Grant and/or Loan under the provisions of the Local Bridge
Program (CGS 13a-175p through 13a-175w).
The Connecticut Department of Transportation, on behalf of the Federal Highway Administration, shall
approve any digressions from the Connecticut Highway Design Manual for projects receiving Federal
assistance under the provisions of the HBRR Program. Municipalities shall submit such requests in writing
to the Administrator of the Federal Local Bridge Program for review. Each request shall have sufficient
support documentation to justify the design exception. The Department shall review each request and
render a decision without the need for a formal review by the Department’s Design Exception Committee.
It should be noted that, under normal circumstances, the Department will not approve design exceptions
which perpetuate a structurally deficient or functionally obsolete condition on bridges which are on the
National Bridge Inventory (bridges with span lengths of 6 m or greater). In unusual circumstances (e.g.,
a historically significant bridge), the Department will entertain a request for an exception to the design
guidelines that results in a bridge coding of “structurally deficient” or “functionally obsolete.”
3-3(1) 4R/SPOT IMPROVEMENTS/RESURFACING December 2000
3 - 3.0 PAVEMENT RESURFACING AND RECLAMATION PROJECTS (Non-Freeways &

Non-NHS )
The objective of these projects is to improve the pavement condition and extend the serviceability of the
facility by resurfacing or reclamation techniques. Therefore, significant geometric or other major
improvements are not likely within the established project budget. Even so, designers should always
attempt to provide safety enhancements that are warranted. The design criteria should be selected from
the appropriate category; however, the design "exception" process would not be applicable to these
projects.
December 2000 4R/SPOT IMPROVEMENTS/RESURFACING 3-3(2)
January 1999 RURAL HIGHWAYS/ROADS 4-i
Chapter Four
RURAL HIGHWAYS AND ROADS

Table of Contents
Page
Figure 4A Rural Freeways ............................................. 4(2)
Figure 4B Multi-Lane Rural Arterials . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4(4)
Figure 4C Two-Lane Rural Arterials . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4(6)
Figure 4D Rural Collector Roads ......................................... 4(8)
Figure 4E Local Rural Roads ......................................... 4(10)
Figure 4F Typical Depressed Median Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4(12)

(Rural Freeways)
Figure 4G Typical Two-Lane Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4(14)

(Rural Arterial/Collector/Local Road)
Figure 4H Miscellaneous Details, Various Classes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4(16)
Figure 4I Typical Median Section for Freeways . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4(17)

(20 m or Less)
Figure 4J Details of Cut Sections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4(18)

4-ii RURAL HIGHWAYS/ROADS January 1999
January 1999 RURAL HIGHWAYS/ROADS 4(1)
Chapter Four
RURAL HIGHWAYS AND ROADS
This chapter presents the Department's criteria for the design of rural highways and roads. They apply to
new construction and major reconstruction projects. The designer should consider the following in the use
of the tables:
1. Functional/Design Classification. The selection of design values for new construction and major
reconstruction depends on the functional and design classification of the highway facility. This is
discussed in Section 6-1.0. For non-freeways, the design classification is based on the average
number of access points per kilometer per side. The designer should realize that the values in the
tables are for guidance only; they should not be used as rigid criteria for determining the design
classification on rural highways. Each project should be designed as part of the total environment,
specifically designed to fit into the context of the area where it is to be constructed. Before
selecting design values, the designer should take into consideration the commuity, land use, visual,
historical and natural resources of the area. Designers should attempt to maintain the character of
an area, but at the same time meet the transportation needs of the project.
2. Capacity Analyses. Section 6-3.0 discusses highway capacity. Several highway design elements
(e.g., the number of travel lanes) will be determined in part by the capacity analysis. As discussed
in Section 6-3.0, the capacity analysis will be based on:
a. the design hourly volume (DHV), usually 20 years from the construction completion date;
b. the level of service, as determined from the tables in this chapter; and
c. the capacity analysis, using the techniques in the HCM.
included in a table (e.g., median width) are not automatically warranted in the project design. The
values in the tables will only apply after the decision has been made to include the element in the
4. Manual Section References. These tables are intended to provide a concise listing of design values
4(2)
Figure 4A
RURAL FREEWAYS
New Construction/Major Reconstruction
Manual
Design Element * Section
Design Values
Design Forecast Year 6-3.02 20 Years

Design Controls
Design Speed x 6-2.02 110 km/h
Control of Access 6-4.0 Full Control
RURAL HIGHWAYS/ROADS
Level of Service 6-3.0 B-C
Lane Width x 10-1.01 3.6 m

Right x 3.0 m
Shoulder Width (1) Left — 4 Lanes x 10-1.02 2.4 m (1.2 m Paved + 1.2 m Graded)
Left — 6+ Lanes x 3.0 m
Typical Cross Slope
Shoulder x 10-1.02 4%; with CMB, 4% - 6% for left shoulder
Median Width (includes left shoulders) 10-3.0 See Figure 4I — 30 m
Bridge Width/Cross Slope x 10-4.01 Meet Approach Roadway Width and Cross Slope
Right-of-Way Width 10-5.0 Max: 30 m Beyond Edge of Traveled Way

Fill/Cut Slopes 10-2.02 See Figure 4F
January 1999
MARCH 2000
Footnote:
(1) Shoulder Width. Where the truck volumes exceed 250 DDHV, both the right and left shoulders should be 3.6 m.
Figure 4A (continued)
January 1999
RURAL FREEWAYS

Design Element * Section 110 km/h
Stopping Sight Distance x 7-1.0 180 m - 250 m

Maneuver 335 m
Decision Sight Distance 7-2.0
Stop 265 m
Minimum Radius (e = 6.0%) x 8-2.02 565 m
e max 6.0%
Rate x See Figure 8-2A
Maximum Grade x 9-2.03 4%
Alignment Elements
Vertical Curvature Crest 9-3.02 81 - 155

(K-Value) Sag 9-3.03 44 - 63
New Highway
x 5.05 m
Bridge
Minimum Vertical Clearance: Existing
x 4.9 m
Freeway Under ... Highway Bridge 9-4.0
Pedestrian
Bridge/Overhea x 5.35 m
dSign

x 9-4.0
(Freeway over Railroad) All Others: 6.248 m

MARCH 2000
4(3)
4(4)
Figure 4B


6-1.03 0 - 10 10 - 20 > 20
Points/Kilometer/Side
Design Controls
Design Forecast Year 6-3.02 20 Years 20 Years 20 Years
Design Speed x 6-2.02 80 - 100 km/h 80 - 90 km/h 80 - 90 km/h
Travel Lane Width x 10-1.01 3.6 m 3.6 m 3.6 m

Right x 1.2 m - 2.4 m 1.2 m - 2.4 m 1.2 m - 2.4 m
Shoulder Width 10-1.02
Left x 1.2 m - 2.4 m 1.2 m - 2.4 m 1.2 m - 2.4 m
Typical Cross Slope Uncurbed: 4%
Shoulder x 10-1.02 4% 4%
Curbed: 6%
Lane Width x 3.6 m 3.6 m 3.3 m - 3.6 m
Turn Lanes 10-1.03
Depressed 15 m - 27 m 15 m - 27 m N/A
Median Width
(Includes Left Raised Island 10-3.0
Shoulders) N/A N/A 2.4 m - 6.0 m
(V=80 km/h)
Bicycle Lane 15-4.0
Cross Slope 2%
Bridge Width/Cross Slope x 10-4.01 Meet Approach Roadway Width and Cross Slope Sidewalk Width: 1.7 m
January 1999
MARCH 2000

Fill/Cut Slopes 10-2.02 See Figure 4G

January 1999
Figure 4B (continued)

Stopping Sight Distance x 7-1.0 160 m - 205 m 135 m - 170 m 115 m -140 m
Maneuver 315 m 275 m 230 m
Decision Sight
7-2.0
Minimum Radius (e = 6.0%) x 8-2.02 440 m 340 m 255 m
e max 6.0% 6.0% 6.0%
Alignment Elements
Maximum Grade x 9-2.03 4% 5% 5%
Crest 9-3.02 64 - 105 46 - 72 33 - 49

Vertical Curvature
(K-Value) Sag 9-3.03 38 - 51 31 - 41 26 - 33

x 4.35 m
Arterial Under ...
Pedestrian Bridge/
x 5.35 m
Overhead Sign
x 9-4.0
4(5)
4(6)
Figure 4C


6-1.03 0 - 10 10 - 20 > 20
Design Controls
Design Speed x 6-2.02 80 - 100 km/h 80 - 90 km/h 70 - 80 km/h
Travel Lane Width x 10-1.01 3.6 m 3.6 m 3.6 m

Travel Lane x 10-1.01 1.5-2.0% 1.5-2.0% 1.5-2.0%

Typical Cross Slope Uncurbed: 4%
Shoulder x 10-1.02 4% 4%
Curbed: 6%
Lane Width x 3.6 m 3.6 m 3.3 m - 3.6 m
Turn Lanes 10-1.03

Bicycle Lane 15-4.0
Cross Slope 2%
Bridge Width/Cross Slope x 10-4.01 Meet Approach Roadway Width and Cross Slope Sidewalk Width: 1.7 m

January 1999
MARCH 2000

Figure 4C (continued)
January 1999

Stopping Sight Distance x 7-1.0 160 m - 205 m 135 m - 170 m 115 m - 140 m 95 m -115 m
Maneuver 315 m 275 m 230 m 200 m

Decision Sight
7-2.0
Distance
Stop 225 m 185 m 155 m 125 m
x
Minimum Radius (e = 6.0%) 8-2.02 440 m 340 m 255 m 195 m
e max 6.0% 6.0% 6.0% 6.0%

Alignment Elements
Maximum Grade x 9-2.03 4% 5% 5% 6%
Crest 9-3.02 64 - 105 46 - 72 33 - 49 23 - 33

Vertical Curvature
(K-Value)
Sag 9-3.03 38 - 51 31 - 41 26 - 33 20 - 26

Bridge
Arterial Under ...
Pedestrian Bridge/
x 5.35 m
Overhead Sign

x 9-4.0
4(7)
4(8)
Figure 4D

6-1.03 0 - 10 10 - 20 > 20
Design Controls

AADT < 400 50 - 60 km/h N/A N/A
Design Speed AADT: 400 - 2000 x 6-2.02 60 - 80 km/h 60 - 70 km/h N/A
AADT > 2000 80 km/h 70 - 80 km/h 60 - 70 km/h
AADT < 400 3.0 m N/A N/A
AADT: 400 - 1500 3.3 m (V >60); 3.0 m (V <50) 3.3 m (V >60); 3.0 m (V <50) N/A
Travel Lane Width x 10-1.01
AADT: 1500 - 2000 3.3 m 3.3 m N/A
AADT > 2000 3.6 m 3.6 m 3.6 m
AADT < 1500 0.6 m - 2.4 m 0.6 m - 2.4 m N/A
Shoulder Width x 10-1.02
AADT > 1500 1.2 m - 2.4 m 1.2 m - 2.4 m 1.2 m - 2.4 m
Travel Lane x 10-1.01 1.5-2.0% 1.5-2.0% 1.5-2.0%

Typical Cross Slope Uncurbed: 4% Uncurbed: 4%
Shoulder x 10-1.02 4% Curbed: 6% Curbed: 6%
Turn Lanes 10-1.03
Bicycle Lane 15-4.0
Cross Slope 2%
Bridge Width/Cross Slope (1) x 10-4.01 Meet Approach Roadway Width and Cross Slope Sidewalk Width: 1.7 m
January 1999
MARCH 2000
Footnote:
(1) Bridge Width. See Section 3-2.04 for local bridge projects.
Figure 4D (continued)
January 1999

Maneuver 230 m 200 m 175 m 145 m

Decision Sight
7-2.0
Distance
Stop 155 m 125 m 95 m 75 m
Minimum Radius (e = 6.0%) x 8-2.02 255 m 195 m 135 m 90 m
e max 6.0% 6.0% 6.0% 6.0%
Alignment Elements
Maximum Grade x 9-2.03 7% 8% 8% 9%
Crest 9-3.02 33 - 49 23 - 33 14 - 18 9 - 11
Vertical Curvature
(K-Value)
Sag 9-3.03 26 - 33 20 - 26 15 - 18 11 - 13
New Highway
Minimum Vertical x 4.5 m
Bridge
Clearance: 9-4.0
Collector Under ... Existing Highway
x 4.35 m
Bridge
x 9-4.0
4(9)
Figure 4E
4(10)
RURAL LOCAL ROADS

6-1.03 0 - 10 10 - 20 > 20
Design Controls

AADT < 50 30 - 50 km/h N/A N/A
Design Speed x 6-2.02
AADT: > 50 50 - 60 km/h 50 - 60 km/h 50 - 60 km/h
AADT < 400 2.7 m (V <60); 3.0 m (V >70) N/A N/A

AADT: 400 - 1500 3.0 m (V <60); 3.3 m (V >70) 3.0 m (V <60); 3.3 m (V >70) N/A
Travel Lane Width x 10-1.01
AADT: 1500 - 2000 3.3 m 3.3 m 3.3 m
AADT > 2000 3.6 m 3.6 m 3.6 m
Travel Lane x 10-1.01 1.5-2.0% 1.5-2.0% 1.5-2.0%
Shoulder (W <1.2m) Same as Adjacent Travel Lane

Typical Cross Slope
Shoulder (W>1.2m) x 10-1.02 4%
Turn Lanes 10-1.03
Bicycle Lane 15-4.0
Cross Slope 2%
Bridge Width/Cross Slope (1) x 10-4.01 Meet Approach Roadway Width and Cross Slope Sidewalk Width: 1.7 m
January 1999
MARCH 2000
Footnote:
(1) Bridge Width. See Section 10-4.01 for additional information on minimum bridge widths. See Section 3-2.04 for local bridge projects.
January 1999
Figure 4E (continued)
RURAL LOCAL ROADS

Design Element * Section 80 km/h 70 km/h 60 km/h 50 km/h 40 km/h 30 km/h
75 m - 85
Stopping Sight Distance x 7-1.0 115 m - 140 m 95 m - 115 m 60 m - 65 m 45 m 30 m
m
Decision Sight Maneuver 230 m 200 m 175 m 145 m

7-2.0 N/A N/A
Minimum Radius (e = 6.0%) x 8-2.02 255 m 195 m 135 m 90 m 55 m 30 m
e max 6.0% 6.0% 6.0% 6.0% 6.0% 6.0%
Alignment Elements

Maximum Grade x 9-2.03 8% 9% 10% 10% 11% 11%
Vertical Curvature Crest 9-3.02 33 - 49 23 - 33 14 - 18 9 - 11 6 3

(K-Value) Sag 9-3.03 26 - 33 20 - 26 15 - 18 11 - 13 8 4

Clearance: Existing Highway 9-4.0
Local Road Under ... x 4.35 m
Bridge
x 9-4.0
(Local Road over Railroad) All Others: 6.248 m
4(11)
4(12)
MARCH 2000
January 1999
TYPICAL DEPRESSED MEDIAN SECTION
(Rural Freeways)
Figure 4F
January 1999
(Rural Freeways)
Notes to Figure 4F
1. Median: This section will apply to all medians greater than 20 m. See Figure 4I for median widths of 20 m or less, which will warrant a median barrier.
2. Slope Rounding: This is the recommended treatment and, when used, the slope rounding should be 2.4 m. This will apply to all conditions, except where the design speed is 110 km/h
and where an unprotected 1:4 slope is provided. In this case, the recommended rounding is 3.3 m. Rounding is not necessary on fill slopes protected by guide rail. See Figure 4H for
detail if guide rail is used.
3. Clear Zone: The outside limit of rounding for the backslope should be outside of the clear zone as determined by Section 13-2.0. If this is within the clear zone, the backslope should
be safely traversable (See Figure 13-3D).
4. Point of Grade Application: The following criteria will apply:
Pavement Width Point of Grade Application

Two 3.6-m lanes 3.6 m from inside edge of traveled way
Three 3.6-m lanes 3.6 m from inside edge of traveled way
Four 3.6-m lanes 7.2 m from inside edge of traveled way
5. Left Shoulder: As indicated on the figure, the left shoulder is 1.8 m graded with 1.2 m paved. For three or more lanes in one direction, use a 3.0-m paved left shoulder.
6. Fill Slope: These should be as flat as practical. Consider the following criteria:
Fill Height Fill Slope Guide Rail

3.0 m 1:6 No
3.0 m - 7.5 m 1:4 No
>7.5 m 1:2 Yes
Also, see Figure 4H for treatment at bottom of fill slope and for guide rail placement on fill slopes.
7. Cut Slope: These should be as flat as practical, but should not exceed 1:2. Also see the clear zone discussion in Note #3. A uniform rate of slope should be maintained throughout a
cut section. Where site conditions dictate a change from one rate of slope to another within a cut section, the length of transition will be as long as practical to effect a natural appearing
contour. Figure 4J contains detailed information on earth and rock cuts.
8. Shoulder Superelevation (Low-Side): The slope of the shoulder should be 4% or "e", whichever is greater.
9. Shoulder Superelevation (High-Side): See Figure 4H for treatment of high-side shoulder. For the 2.4-m shoulder (two lanes in one direction), use 2.4 m when reading into the table
in Figure 4H.
10. Median Slope: When the axis of rotation is at the centerline of the two roadways, a compensating median slope must be used on a superelevated section, or independent profiles must
4(13)
be used.
4(14)
MARCH 2000
January 1999
TYPICAL TWO-LANE SECTION
(Rural Arterial/Collector/Local Road)
January 1999
(Rural Arterial/Collector/Local Roads)
Notes to Figure 4G
1. Slope Rounding: This is the recommended treatment and, when used, the slope rounding should be 2.4 m. Rounding is not necessary on fill slopes protected by guide rail. See Figure
4H for detail if guide rail is used.
be safely traversable (see Figure 13-3D).
3. Lane and Shoulder Width: See Figures 4C, 4D and 4E for criteria on lane and shoulder width.
4. Curb Sections: If curbing is required for drainage, see Figure 5I for typical section.
5. Sidewalks: See Figure 4H for typical treatment of sidewalks, if warranted.

0.0 m - 3.0 m 1:6 No
3.0 m - 7.5 m 1:4 No
>7.5 m 1:2 Yes
Also, see Figure 4H for treatment at bottom of fill slope. If a curb is used, see Figure 4H for treatment of guide rail and curb used in combination.
7. Cut Slope: These should be as flat as practical, but should not exceed 1:2. Also, see the clear zone discussion in Note #2. A uniform rate of slope should be maintained throughout a
contour. Figure 4J contains detailed information on earth and rock cuts.
9. Shoulder Superelevation (High-Side): See Figure 4H for treatment of high-side shoulder.
4(15)
4(16) RURAL HIGHWAYS/ROADS January 1999
MISCELLANEOUS DETAILS
VARIOUS CLASSES
Figure 4H
MARCH 2000
April 2002 RURAL HIGHWAYS/ROADS 4(17)
1. Placement of Median Barrier: The preferred location of the median barrier is in the center of the median. This will require that
the drainage system be offset from the center as indicated in the figure.
2. Median Slope on Superelevated Sections: The designer must ensure that the slope leading up to the median barrier does not
exceed 1:10. This may require the use of independent profiles for the two roadways. Another option is to place the barrier near
the edge of the shoulder; however, this is undesirable and should be avoided.
3. CMB Width: Consider providing a 1.22-m width from the curb line to the pier face to accommodate bridge piers for
overpassing structures or other appurtenances in the median.
TYPICAL MEDIAN SECTION FOR FREEWAYS

(20 m or Less)
Figure 4I
4(18)
Î To be increased as rock competence
decreases or as height of rock cut
increases.
Ï Rock slopes should be determined by
geological investigations and analysis.
Ð Slopes flatter than the 1:2 maximum
are preferred and should be used
where site conditions allow. Generally
a uniform rate of slope should be held
throughout a section. Where site
conditions dictate a change from one
rate of slope to another within a cut
section, the length of transition should
be as long as possible to effect a
natural appearing contour.
Ñ The 6-m rock shelf may be reduced to
a minimum of 1.5 m when: (a) during
construction, the rock elevation is
found to be lower than anticipated
during design, (b) it is desirable to
reduce surplus excavation, and (c) it is
desirable to minimize right-of-way
needs.
January 1999
DETAILS OF CUT SECTIONS
Figure 4J
January 1999 URBAN HIGHWAYS AND STREETS 5-i
Chapter Five
URBAN HIGHWAYS AND STREETS

Table of Contents
Page
Figure 5A Urban Freeways . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5(2)
Figure 5B Multi-Lane Principal Urban Arterials . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5(4)
Figure 5C Two-Lane Principal Urban Arterials . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5(6)
Figure 5D Minor Urban Arterial ......................................... 5(8)
Figure 5E Urban Collector Streets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5(10)
Figure 5F Local Urban Street . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5(12)
Figure 5G Typical Depressed Median Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5(14)

(Urban Freeways)
Figure 5H Typical Raised Median Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5(16)

(Urban Arterials)
Figure 5I Typical Two-Lane Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5(18)

(Urban Arterial/Collector/Local Streets)
Figure 5J Miscellaneous Details, Various Classes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5(20)
Figure 5K Typical Median Section for Freeways . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5(21)

(20 m or Less)
Figure 5L Details of Cut Sections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5(22)
Figure 5M Typical Section for Urban Freeways . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5(23)

(High-Volume/Incident Management Freeways)
5-ii URBAN HIGHWAYS AND STREETS January 1999
January 1999 URBAN HIGHWAYS AND STREETS 5(1)
Chapter Five

This chapter presents the Department's criteria for the design of urban highways and streets. They apply
to new construction and major reconstruction projects. The designer should consider the following in the
use of the tables:
1. Functional/Design Classification. The selection of design values for new construction and major
reconstruction depends on the functional and, for non-freeways, the design classification of the
highway facility. This is discussed in Section 6-1.0.
2. Capacity Analyses. Section 6-3.0 discusses highway capacity. Several highway design elements
(e.g., the number of travel lanes) will be determined in part by the capacity analysis. As discussed
in Section 6-3.0, the capacity analysis will be based on:
a. the design hourly volume (DHV), usually 20 years from the construction completion date;
b. the level of service, as determined from the tables in this chapter; and
c. the capacity analysis, using the techniques in the HCM.
included in a table (e.g., median width) are not automatically warranted in the project design. The
values in the tables will only apply after the decision has been made to include the element in the
4. Manual Section References. These tables are intended to provide a concise listing of design values
5(2)
Figure 5A
URBAN FREEWAYS
Manual Design Values (By Type of Area)

Design Element * Section Suburban/Intermediate Built-up
Design Forecast Year 6-3.02 20 Years 20 Years

Design Controls
Design Speed x 6-2.02 100 - 110 km/h 80-90 km/h

Control of Access 6-4.0 Full Control Full Control
Level of Service 6-3.0 B-C B-C
Lane Width x 10-1.01 3.6 m 3.6 m

Right x 3.0 m 3.0 m
Shoulder Width (1) Left — 4 Lanes x 10-1.02 2.4 m (1.2 m Paved +1.2 m Graded) 2.4 m (1.2 m Paved +1.2 m Graded)
Left — 6+ Lanes x 3.0 m 3.0 m

Typical Cross Slope
Shoulder x 10-1.02 4%; with CMB, 4% - 6% for left shoulder 4%; with CMB, 4% - 6% for left shoulder
Median Width (includes left shoulders) 10-3.0 See Figure 5K - 27 m See Figure 5K - 27 m
Bridge Width/Cross Slope x 10-4.01 Meet Approach Roadway Width and Cross Slope
Right-of-Way Width 10-5.0 Max: 30 m Beyond Edge of Traveled Way

January 1999
MARCH 2000
Footnote:
(1) Shoulder Width. Where the truck volumes exceed 250 DDHV, both the right and left shoulders should be 3.6 m. Where warranted for high-volume/incident
management sites, use a 4.8-m left shoulder.
Figure 5A (continued)
URBAN FREEWAYS
January 1999
U: 435 m SU: 390 U: 405 m SU: 365 U: 360 m SU: 320 U: 315 m SU: 275
Maneuver
m m m m
Decision Sight Distance 7-2.0
Stop 455 m 415 m 360 m 300 m
Minimum Radius (e = 6.0%) x 8-2.02 565 m 440 m 340 m 255 m

e max 6.0% 6.0% 6.0% 6.0%

Alignment Elements
Maximum Grade x 9-2.03 4% 4% 5% 5%
Crest 9-3.02 81 - 155 64 - 105 46 - 72 33 - 49

Vertical Curvature
(K-Value)
Sag 9-3.03 44 - 63 38 - 51 31 - 41 26 - 33
New Highway
x 5.05 m
Bridge
Minimum Vertical Clearance: Existing Highway

x 9-4.0 4.9 m
Freeway Under ... Bridge
Pedestrian Bridge/
x 5.35 m
Overhead Sign

x 9-4.0
(Freeway over Railroad) All Others: 6.248 m
5(3)
Figure 5B
5(4)

Manual
Design Element
* Section

Design Controls
Design Speed x 6-2.02 70 km/h - 100 km/h 60 km/h - 80 km/h 50 km/h - 70 km/h

Travel Lane Width x 10-1.01 3.6 m 3.6 m 3.3 m - 3.6 m
Shoulder Right x 1.2 m - 2.4 m 1.2 m - 2.4 m 1.2 m - 2.4 m

10-1.02
Width Left x 0.6 m - 1.2 m 0.6 m - 1.2 m 0.6 m - 1.2 m
10-1.02
Shoulder (W >1.2 m) x 4% - 6% 4% - 6% 4% - 6%
Lane Width x 3.3 m - 3.6 m 3.3 m - 3.6 m 3.3 m - 3.6 m

Turn Lanes 10-1.03
Median Width Depressed 15 m - 27 m N/A N/A

(Includes Left Raised Island 10-3.0
Shoulders) 2.4 m - 6.0 m 2.4 m - 6.0 m 2.4 m - 6.0 m
(V<80 km/h)
Width 1.5 m 1.5 m 1.5 m
Bicycle Lane 15-4.0
Bridge Width/Cross Slope x 10-4.01 Curb-to-Curb: Meet Approach Roadway Width & Cross Slope Sidewalk Width: 1.7 m
January 1999
Fill/Cut Slopes 10-2.02 See Figure 5H

MARCH 2000
Figure 5B (Continued)
January 1999

* Section
100 km/h 90 km/h 80 km/h 70 km/h 60 km/h 50 km/h
Stopping Sight Distance x 7-1.0 160 m - 205 m 135 m - 170 m 115 m - 140 m 95 m - 115 m 75 m - 85 m 60 m - 65 m
U: 405 m U: 360 m U: 315 m U: 275 m U: 235 m U: 200 m
7-2.0 SU: 365 m SU: 320 m SU: 275 m SU: 240 m SU: 205 m SU: 160 m
Distance
Stop 415 m 360 m 300 m 250 m 205 m 160 m

8-2.02/
Minimum Radius x 440 m (e=6%) 340 m (e=6%) 255 m (e=6%) 190 m (e=4%) 130 m (e=4%) 80 m (e=4%)
8-3.02
Alignment Elements
Superelevation e max 8-2.02/ 6.0% 6.0% 6.0% 4.0% 4.0% 4.0%

Rate Rate x 8-3.02 See Figure 8-2A See Figure 8-3C
Maximum Grade x 9-2.03 6% 6% 7% 7% 8% 9%
Vertical Crest 9-3.02 64 - 105 46 - 72 33 - 49 23 - 33 14 - 18 9 - 11

Curvature
(K-values) Sag 9-3.03 38 - 51 31 - 41 26 - 33 20 - 26 15 - 18 11 - 13

x 4.35 m
Arterial Under...
Pedestrian Bridge/
x 5.35 m
Overhead Sign
5(5)
Figure 5C
5(6)

Manual
Design Element
* Section

Design Controls

Travel Lane Width x 10-1.01 3.6 m 3.3 m - 3.6 m 3.3 m - 3.6 m

Travel Lane x 1.5-2.0% 1.5-2.0% 1.5-2.0%
Cross Slope 10-1.01
Shoulder x 4% - 6% 4% - 6% 4% - 6%

Turn Lanes 10-1.03
Width 1.5 m 1.5 m 1.5 m
Bicycle Lane 15-4.0
Bridge Width/Cross Slope x 10-4.01 Curb-to-Curb: Meet Approach Roadway Width and Cross Slope Sidewalk Width: 1.7 m

Fill/Cut Slopes 10-2.02 See Figure 5I
January 1999
MARCH 2000
Figure 5C (Continued)
January 1999

* Section
90 km/h 80 km/h 70 km/h 60 km/h 50 km/h
Stopping Sight Distance x 7-1.0 135 m - 170 m 115 m - 140 m 95 m - 115 m 75 m - 85 m 60 m - 65 m

U: 360 m U: 315 m U: 275 m U: 235 m U: 200 m
7-2.0 SU: 320 m SU: 275 m SU: 240 m SU: 205 m SU: 160 m
Distance
Stop 360 m 300 m 250 m 205 m 160 m

8-2.02/
Minimum Radius x 340 m (e=6%) 255 m (e=6%) 190 m (e=4%) 130 m (e=4%) 80 m (e=4%)
8-3.02
Alignment Elements
Superelevation e max 8-2.02/ 6.0% 6.0% 4.0% 4.0% 4.0%

Rate Rate x 8-3.02 See Figure 8-2A See Figure 8-3C
Maximum Grade x 9-2.03 6% 7% 7% 8% 9%
Vertical Crest 9-3.02 46 - 72 33 - 49 23 - 33 14 - 18 9 - 11

Curvature
(K-values) Sag 9-3.03 31 - 41 26 - 33 20 - 26 15 - 18 11 - 13
New Highway
x 5.05 m
Bridge
Minimum Vertical
Existing Highway
Bridge
Arterial Under...
Overhead Sign
5(7)
Figure 5D
5(8)

Manual
Design Element
* Section
Design Controls

On-Street Parking 10-1.04 None Sometimes Sometimes
Right 1.2 m - 2.4 m 1.2 m - 2.4 m 1.2 m - 2.4 m
Shoulder Width x 10-1.02
Left 0.6 m - 1.2 m 0.6 m - 1.2 m 0.6 m - 1.2 m
Travel Lane x 10-1.01 1.5-2.0% for lanes adjacent to crown; 2% for lanes away from crown
Cross Slope Shoulder (W <1.2 m) x Same as Adjacent Travel Lane
10-1.02
Shoulder (W >1.2 m) x 4% - 6% 4% - 6% 4% - 6%
Lane Width x 3.3 m 3.3 m 3.3 m
Turn Lanes 10-1.03
Parking Lane Width 10-1.04 N/A 3.0 m - 3.3 m 3.0 m - 3.3 m
Width 1.5 m 1.5 m 1.5 m

Bicycle Lane 15-4.0
January 1999

MARCH 2000

Figure 5D (Continued)
January 1999


Maneuver U: 315 m SU: 275 m U: 275 m SU: 240 m U: 235 m SU: 205 m U: 200 m SU: 160 m
Decision Sight
7-2.0
8-2.02/ 255 m 190 m 130 m 80 m

Minimum Radius x
8-3.02 (e = 6%) (e = 4%) (e = 4%) (e = 4%)

e max 6.0% 4.0% 4.0% 4.0%
8-2.02/
Superelevation
Rate x 8-3.02 See Fig. 8-2A See Figure 8-3C

Alignment Elements
Maximum Grade x 9-2.03 7% 7% 8% 9%
Crest 9-3.02 33 - 49 23 - 33 14 - 18 9 - 11
Vertical Curvature
(K-Value) Sag 26 - 33 20 - 26 15 - 18 11 - 13
9-3.03

Minimum Vertical
Clearance: Existing Highway 9-4.0
Arterial Under ... x 4.35 m
Bridge
x 9-4.0
5(9)
Figure 5E
5(10)

Manual
Design Element
* Section

Design Controls

Travel Lane Width x 10-1.01 3.3 m - 3.6 m 3.3 m -3.6 m 3.0 m - 3.6 m
Travel Lane x 1.5-2.0% (1.5-3.0% w/curbing) 1.5-2.0% (1.5-3.0% w/curbing) 1.5-2.0% (1.5-3.0% w/curbing)
Cross Slope Shoulder (W<1.2m) 10-1.01 Same as Adjacent Travel Lane
Shoulder (W>1.2m) x 4% - 6% 4% - 6% 4% - 6%
Lane Width x 3.3 m 3.3 m 3.3 m
Turn Lanes 10-1.03
Width 1.5 m 1.5 m 1.5 m
Bicycle Lane 15-4.0
January 1999

MARCH 2000
Figure 5E (Continued)
January 1999

Maneuver U: 275 m SU: 240 m U: 235 m SU: 205 m U: 200 m SU: 160 m
Decision Sight
7-2.0

e max 4.0% 4.0% 4.0%
Alignment Elements
Maximum Grade x 9-2.03 9% 10% 11%
Crest 9-3.02 23 - 33 14 - 18 9 - 11
Vertical Curvature
(K-Value) 20 - 26 15 - 18 11 - 13
Sag 9-3.03

Minimum Vertical
Clearance: 9-4.0
Existing Highway
Bridge

x 9-4.0
5(11)
Figure 5F
5(12)
LOCAL URBAN STREETS

Manual
Design Element
* Section
Design Controls

Travel Lane x 10-1.01 1.5-2.0% (1.5-3.0% w/curbing) 1.5-2.0% (1.5-3.0% w/curbing) 1.5-2.0% (1.5-3.0% w/curbing)
Cross Slope Shoulder (W< 1.2 m) x Same as Adjacent Travel Lane

10-1.02
Shoulder (W >1.2 m) x 4% - 6% 4% -6% 4% - 6%

Turn Lanes 10-1.03
Width 1.5 m 1.5 m 1.5 m
Bicycle Lane 15-4.0
Bridge Width/Cross Slope (1) x 10-4.01 Curb-to-Curb: Meet Approach Roadway Width and Cross Slope Sidewalk Width: 1.7 m
January 1999

MARCH 2000

Figure 5F (Continued)
January 1999
LOCAL URBAN STREETS

Design Element
* Section 50 km/h 40 km/h 30 km/h
Stopping Sight Distance x 7-1.0 60 m - 65 m 45 m 30 m
Maneuver U: 200 m SU: 160 m N/A N/A

Decision Sight
7-2.0
Distance Stop 160 m N/A N/A

e max 4.0% 4.0% 4.0%
Alignment Elements
Maximum Grade x 9-2.03 10% 11% 11%
Crest 9-3.02 9 - 11 6 3
Vertical Curvature
(K-Value) 11 - 13 8 4
Sag 9-3.03

Minimum Vertical
Clearance: 9-4.0
Existing Highway
Local Street Under ... x 4.35 m
Bridge

x 9-4.0
(Local Street over Railroad) All Others: 6.248 m
Footnote:
(1) Bridge Width. See Section 3-2.04 for local bridge projects.
5(13)
5(14)
MARCH 2000
January 1999
(Urban Freeways)
Figure 5G
January 1999
(Urban Freeways)
Notes to Figure 5G
1. Median: This section will apply to all medians greater than 20 m. See Figure 5K for median widths of 20 m or less, which will warrant a median barrier.
2. Slope Rounding: This is the recommended treatment and, when used, the slope rounding should be 2.4 m. This will apply to all conditions, except where the design speed is 110 km/h
and where an unprotected 1:4 slope is provided. In this case, the recommended rounding is 3.3 m. Rounding is not necessary on fill slopes protected by guide rail. See Figure 5J for
detail if guide rail is used.

be safely traversable (See Figure 13-3D).

5. Left Shoulder: As indicated on the figure, the left shoulder is 1.8 m graded with 1.2 m paved. For three or more lanes in one direction, use a 3.0-m paved left shoulder.

0.0 m - 3.0 m 1:6 No
3.0 m - 7.5 m 1:4 No
>7.5 m 1:2 Yes
Also, see Figure 5J for treatment at bottom of fill slope and for guide rail placement on fill slopes.
7. Cut Slope: These should be as flat as practical, but should not exceed 1:2. Also see the clear zone discussion in Note #3. A uniform rate of slope should be maintained throughout a
contour. Figure 5L contains detailed information on earth and rock cuts.
9. Shoulder Superelevation (High-Side): See Figure 5J for treatment of high-side shoulder. For the 2.4-m shoulder (two lanes in one direction), use 2.4 m when reading into the table
in Figure 5J.
10. Median Slope: When the axis of rotation is at the centerline of the two roadways, a compensating median slope must be used on a superelevated section, or independent profiles must
5(15)
be used.
5(16)
MARCH 2000
January 1999
TYPICAL RAISED MEDIAN SECTION
(Urban Arterials)
Figure 5H
January 1999
TYPICAL RAISED MEDIAN SECTION
(Urban Arterials)
Notes to Figure 5H
1. Median: In addition to a raised median, a flush median may also be used (see Section 10-3.0).
2. Slope Rounding: This is the recommended treatment and, when used, the slope rounding should be 2.4 m. Rounding is not necessary on fill slopes protected by guide rail. See Figure
5J for detail if guide rail is used.
3. Clear Zone: A minimum horizontal, obstruction-free clearance of 500 mm should be provided as measured from the gutter line of the curb. This applies to both barrier and mountable

curbs. If practical, the designer should provide obstruction-free clearances beyond the curb greater than 500 mm. See Section 13-2.04 for Department policy on utility offsets.
4. Shoulders: See Figure 5B for criteria on right and left shoulder widths. If on-street parking is provided, see criteria in Figure 5B for parking lane width. Also note that the 4%-6%
shoulder cross slope will only apply if the shoulder width is 1.2 m or greater. If less than 1.2 m, the shoulder cross slope will be the same as the travel lane cross slope.
5. Sidewalks: See Figure 5J for typical treatment of sidewalks.
6. Cross Slope: Positive cross slope upward from curb is preferred; however, negative cross slope may be used if site conditions warrant.

3.0 m 1:6 No
3.0 m - 7.5 m 1:4 No
> 7.5 m 1:2 Yes
8. Cut Slope: These should be as flat as practical, but should not exceed 1:2. A uniform rate of slope should be maintained throughout a cut section. Where site conditions dictate a change
from one rate of slope to another within a cut section, the length of transition will be as long as practical to effect a natural appearing contour. Figure 5L contains detailed information
on earth and rock cuts.
9. Median Width: The raised portion of the median should be wide enough to accommodate the width of any anticipated signs plus 0.3 m on each side of the sign.
10. Superelevated Section: Superelevation in built-up urban areas should be avoided if practical, provided that the maximum side friction factors are not exceeded. See Section 8-3.0.
For the example shown on Figure 5H, axes of rotation are at the two median edges. This allows the raised median to remain in a horizontal plane. The axes of rotation may also be
at the two roadway centerlines with a compensating slope in the raised median.
11. Shoulder Superelevation: See Figure 5J for treatment of high-side superelevated shoulder. Note that, if the shoulder width is less than 1.2 m, the shoulder will be superelevated at the
5(17)
same rate and in the same direction as the travel lane. This applies to both the high side and the low side.
5(18)
MARCH 2000
January 1999
(Urban Arterial/Collector/Local Street)
Figure 5I
January 1999
(Urban Arterial/Collector/Local Street)
Notes to Figure 5I
1. Slope Rounding: This is the recommended treatment and, when used, the slope rounding should be 2.4 m. Rounding is not necessary on fill slopes protected by guide rail. See Figure 5J for detail if guide
rail is used.
2. Clear Zone: A minimum horizontal, obstruction-free clearance of 500 mm should be provided as measured from the gutter line of the curb. This applies to both barrier and mountable curbs. If practical,
the designer should provide obstruction-free clearances beyond the curb greater than 500 mm. See Section 13-2.04 for Department policy on utility offsets.

3. Lane and Shoulder Width: See Figures 5C through 5F for criteria on lane and shoulder widths. If on-street parking is provided, see criteria in Figures 5C through 5F for parking lane widths.
4. Shoulder Cross Slopes: Note that the 4%-6% shoulder cross slope will only apply if the shoulder is 1.2 m or greater. If less than 1.2 m, the shoulder cross slope will be the same as the travel lane cross
slope.
5. Sidewalks: See Figure 5J for typical treatment of sidewalks.
6. Cut Section Cross Slope: Positive cross slope upward from curb is preferred; however, a negative cross slope may be used if site conditions warrant.
7. Fill Slope: These should be as flat as practical. Consider he following criteria:

0.0 m - 3.0 m 1:6 No
3.0 m - 7.5 m 1:4 No
>7.5 m 1:2 Yes
Also, see Figure 5J for treatment at bottom of fill slope. If a curb is used, see Figure 5J for treatment of guide rail and curb used in combination.
8. Cut Slope: These should be as flat as practical, but should not exceed 1:2. A uniform rate of slope should be maintained throughout a cut section. Where site conditions dictate a change from one rate
of slope to another within a cut section, the length of transition will be as long as practical to effect a natural appearing contour. Figure 5L contains detailed information on earth and rock cuts.
MARCH 2000
9. Superelevated Section: Superelevation in built-up urban areas should be avoided if practical, provided that the maximum side friction factors are not exceeded. See Section 8-3.0.
10. Shoulder Superelevation: See Figure 5J for treatment of high-side superelevated shoulder. Note that, if the shoulder width is less than 1.2 m, the shoulder will be superelevated at the same rate and in
the same direction as the travel lane. This applies to both the high side and the low side.
11. Cross Slope: On Urban Collector Streets and Urban Local Streets that have curbing, a 1.5-3.0% cross slope may be used on the travel lane.
5(19)
5(20) URBAN HIGHWAYS AND STREETS January 1999
MISCELLANEOUS DETAILS
VARIOUS CLASSES
Figure 5J
MARCH 2000
April 2002 URBAN HIGHWAYS AND STREETS 5(21)
1. Placement of Median Barrier: The preferred location of the median barrier is in the center of the median. This will
require that the drainage system be offset from the center as indicated in the figure.
2. Median Slope on Superelevated Sections: The designer must ensure that the slope leading up to the median barrier
does not exceed 1:10. This may require the use of independent profiles for the two roadways. Another option is
to place the barrier near the edge of the shoulder; however, this is undesirable and should be avoided.
3. CMB Width: Consider providing a 1.22-m width from the curb line to the pier face to accommodate bridge piers
for overpassing structures or other appurtenances in the median.
TYPICAL MEDIAN SECTION FOR FREEWAYS

(20 m or Less)
Figure 5K
5(22)
Î To be increased as rock competence
decreases or as height of rock cut
increases.
Ï Rock slopes should be determined by
geological investigations and analysis.
Ð Slopes flatter than the 1:2 maximum
are preferred and should be used
where site conditions allow. Generally
a uniform rate of slope should be held
throughout a section. Where site

conditions dictate a change from one
rate of slope to another within a cut
section, the length of transition should
be as long as possible to effect a
natural appearing contour.
Ñ The 6-m rock shelf may be reduced to
a minimum of 1.5 m when: (a) during
construction, the rock elevation is
found to be lower than anticipated
during design, (b) it is desirable to
reduce surplus excavation, and (c) it is
desirable to minimize right-of-way
needs.
January 1999
DETAILS OF CUT SECTIONS
Figure 5L
April 2002
Note: See Section 10-6.0 for a discussion on this typical section.
TYPICAL SECTION FOR URBAN FREEWAYS
5(23)
Figure 5M
5(24)
TYPICAL SECTION FOR URBAN FREEWAYS
Notes to Figure 5M
1. Slope Rounding: This is the recommended treatment and, when used, the slope rounding should be 2.4 m. This will apply to all conditions, except where the design speed is 110 km/h and where an unprotected
1:4 slope is provided. In this case, the recommended rounding is 3.3 m. Rounding is not necessary on fill slopes protected by guide rail. See Figure 5J for detail if guide rail is used.

2. Clear Zone: The outside limit of rounding for the backslope should be outside of the clear zone as determined by Section 13-2.0. If this is within the clear zone, the backslope should be safely traversable (See
13-3D).


0.0 m - 3.0 m 1:6 No
3.0 m - 7.5 m 1:4 No
>7.5 m 1:2 Yes
5. Cut Slope: These should be as flat as practical, but should not exceed 1:2. Also see the clear zone discussion in Note #3. A uniform rate of slope should be maintained throughout a cut section. Where site conditions
dictate a change from one rate of slope to another within a cut section, the length of transition will be as long as practical to effect a natural appearing contour. Figure 5L contains detailed information on earth
and rock cuts.
6. CMB Width: Consider providing a 1.22-m width from the curb line to the pier face to accommodate bridge piers for overpassing structures or other appurtenances in the median.
7. Shoulder Superelevation (Low-Side): The slope of the shoulder should be the typical shoulder cross slope or "e", whichever is greater.
8. Shoulder Superelevation (High-Side): See Figure 5J for treatment of high-side shoulder.
April 2002
9. Stage Construction: When Stage Construction requires excavation for future lanes, the extent and details of grading and drainage will be determined during design of initial construction. Where rock is encountered,
it will be removed in the initial construction as necessary to preclude subsequent operational interference.
December 2000 DESIGN CONTROLS 6-i
Chapter Six
DESIGN CONTROLS
Table of Contents
Page
6-1.0 HIGHWAY SYSTEMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-1(1)
6-1.01 Functional Classification System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-1(1)
6-1.01.01 Arterials . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-1(1)

6-1.01.02 Collectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-1(2)
6-1.01.03 Local Roads and Streets . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-1(2)
6-1.02 Federal-Aid System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-1(2)
6-1.02.01 National Highway System . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-1(3)

6-1.02.02 Surface Transportation System . . . . . . . . . . . . . . . . . . . . . . . . 6-1(3)
6-1.02.03 Bridge Replacement and Rehabilitation Program . . . . . . . . . . . 6-1(4)
6-1.03 Classification by Type of Area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-1(4)
6-1.03.01 Rural Highways and Roads . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-1(4)

6-1.03.02 Urban Highways and Streets . . . . . . . . . . . . . . . . . . . . . . . . . 6-1(5)
6-2.0 SPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-2(1)
6-2.01 Definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-2(1)

6-2.02 Design Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-2(2)
6-2.03 Posted Speed Limit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-2(3)
6-3.0 HIGHWAY CAPACITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-3(1)
6-3.01 Definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-3(1)

6-3.02 Selection of Design Hourly Volume . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-3(2)
6-3.03 Capacity Analyses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-3(3)
6-ii DESIGN CONTROLS December 2000
Table of Contents
(Continued)
Page
6-4.0 ACCESS CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-4(1)
6-5.0 PROJECT SCOPE OF WORK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-5(1)
6-5.01 Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-5(1)
6-5.01.01 New Construction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-5(1)

6-5.01.02 4R (Freeways) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-5(2)
6-5.01.03 Major Reconstruction (Non-Freeways) . . . . . . . . . . . . . . . . . 6-5(3)
6-5.01.04 3R (Non-Freeways) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-5(5)
6-5.01.05 Spot Improvements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-5(7)
6-5.01.06 Pavement Resurfacing and Reclamation
(Non-Freeways & Non-NHS) . . . . . . . . . . . . . . . . . . . . . . . . 6-5(8)
6-5.02 Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-5(8)
6-6.0 EXCEPTIONS TO GEOMETRIC DESIGN CRITERIA . . . . . . . . . . . . . . . . . . . . . 6-6(1)
6-6.01 Department Intent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-6(1)

6-6.02 Controlling Design Criteria . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-6(1)
6-6.03 Application . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-6(3)
6-6.03.01 Project Scope of Work . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-6(3)

6-6.03.02 Highway System/Funding Source . . . . . . . . . . . . . . . . . . . . . . 6-6(3)
6-6.04 Procedures for Exceptions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-6(4)
6-7.0 REFERENCES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-7(1)

January 1999 DESIGN CONTROLS 6-1(1)
Chapter Six
DESIGN CONTROLS
6-1.0 HIGHWAY SYSTEMS
6-1.01 Functional Classification System
The Department's Highway Design Manual is based on the functional classification concept. Chapters Two
through Five summarize the Department's design criteria for each functional class for rural and urban
highways and streets and for the Project Scope of Work.
The Department has functionally classified all public highways and streets within Connecticut. To design a
project, the designer should contact the appropriate Department office to determine the predicted functional
class of the highway or street.
6-1.01.01 Arterials
Arterial highways are characterized by a capacity to quickly move relatively large volumes of traffic. They
are sometimes deliberately restricted in their service to abutting properties. The arterial functional class is
subdivided into principal and minor categories for rural and urban areas:
1. Principal Arterials. In both rural and urban areas, the princ ipal arterials provide the highest traffic
volumes and the greatest trip lengths. The designer should review the project scope of work and the
environmental documents to determine which of the following principal arterials should be used in
design and identify its corresponding criteria:
a. Freeways. The freeway is the highest level of principal arterials. These facilities are charac-
terized by full control of access, high design speeds and a high level of driver comfort and
safety. For these reasons, freeways are considered a special type of highway within the
functional classification system, and separate design criteria have been developed for these
facilities.
b. Expressways. These are divided-highway facilities which are characterized by full or partial
control of access. Expressways with full control of access are actually freeways. Partial
control of access is characterized by a few at-grade intersections with other public roads,
and there may be an occasional private access.
6-1(2) DESIGN CONTROLS January 1999
c. Urban/Rural Arterials. These facilities are usually 2 or 4 lanes with or without a median.
Partial control of access is desirable along these facilities. A high level of geometric design
is desirable to move the high traffic volumes quickly and efficiently through an area.
2. Minor Arterials. In rural areas, minor arterials will provide a mix of interstate and interregional
travel service. In urban areas, minor arterials may carry local bus routes and provide
intracommunity connections, but they will not, for example, penetrate neighborhoods. When
compared to the principal arterial system, the minor arterials provide lower travel speeds,
accommodate shorter trips and distances and lower traffic volumes but provide more access to
property.
6-1.01.02 Collectors
Collector routes are characterized by a roughly even distribution of their access and mobility functions.
Traffic volumes and speeds will typically be somewhat lower than those of arterials. In rural areas collectors
serve intraregional travel needs and provide connections to the arterial system. All cities and towns within
a region will be connected. In urban areas collectors act as intermediate links between the arterial system
and points of origin and destination. Urban collectors typically penetrate residential neighborhoods and
commercial and industrial areas. Local bus routes will often include collector streets.
6-1.01.03 Local Roads and Streets
All public roads and streets not classified as arterials or collectors will have a local classification. Local
roads and streets are characterized by their many points of direct access to adjacent properties and their
relatively minor value in accommodating mobility. Speeds and volumes are usually low and trip distances
short. Through traffic is often deliberately discouraged.
6-1.02 Federal-Aid System
The Intermodal Surface Transportation Efficiency Act (ISTEA) of 1991 implemented a major realignment
of the Federal-aid system. Traditionally, the system had been divided into Interstate, primary, secondary
and urban Federal-aid systems. Separate categories of Federal funds were available for eligible Federal-
aid projects on each system. The following sections briefly describe the Federal-aid system created by
ISTEA.
6-1.02.01 National Highway System
The National Highway System (NHS) is a system of those highways determined to have the greatest
national importance to transportation, commerce and defense in the United States. It consists of the
Interstate highway system, logical additions to the Interstate system, selected other principal arterials, and
other facilities which meet the requirements of one of the subsystems within the NHS. The NHS represents
approximately 4%-5% of the total public road kilometers in the United States. Specifically, the NHS
includes the following subsystems (note that a specific highway route may be on more than one subsystem):
1. Interstate. The current Interstate system of highways retains its separate identity within the NHS.
There are also provisions to add kilometers to the existing Interstate subsystem.
2. Other Principal Arterials. These are highways in rural and urban areas which provide access
between an arterial and a major port, airport, public transportation facility or other intermodal
transportation facility.
3. Strategic Highway Network. This is a network of highways which are important to the United
States' strategic defense policy and which provide defense access, continuity and emergency
capabilities for defense purposes.
4. Major Strategic Highway Network Connectors. These are highways which provide access
between major military installations and highways which are part of the Strategic Highway
Network.
The 1991 ISTEA has mandated that each State highway agency, in cooperation with other jurisdictional
agencies, develop and implement several management systems. These include management systems for
pavements, bridges, traffic congestion, highway safety, public transportation facilities/equipment and
intermodal transportation facilities/systems.
6-1.02.02 Surface Transportation Program
The Surface Transportation Program (STP) is a block grant type program that may be used by the States
and localities for any roads (including NHS facilities) that are not functionally classified as local routes or
rural minor collectors. These roads are now collectively referred to as Federal-aid roads. Bridge projects
using STP funds are not restricted to Federal-aid roads, but may be used on any public road. Transit
capital projects are also eligible under the STP program.
6-1.02.03 Bridge Replacement and Rehabilitation Program
The Bridge Replacement and Rehabilitation Program (BRRP) has retained its separate identity within the
Federal-aid program. BRRP funds are eligible for work on any bridge on any public road regardless of
its functional classification.
6-1.03 Classification by Type of Area
The functional classification system is based on urban or rural designation. For a highly developed State
like Connecticut, this is not sufficient to determine the appropriate project design. Therefore, the design
criteria in Chapters Two, Four and Five are further divided by the type of area where the project is located.
This refinement to the highway design process will allow the designer to better tailor the project to the
constraints of the surrounding environment.
The following sections briefly discuss the classifications by type of area for urban and rural locations. The
designer is responsible for determining which type of area is most appropriate for the project under design.
6-1.03.01 Rural Highways and Roads
Chapter Four presents the Department's design criteria for new construction or major reconstruction of
rural highways and roads; Chapter Two presents the criteria for 3R non-freeway projects. Many highways
in Connecticut are classified as rural but frequently pass through relatively built-up areas. Therefore,
Chapters Two and Four present design criteria based on the extent of roadside development. The tables
in the chapters provide criteria for the average number of access points per kilometer per side. These
criteria provide some guidance for the designer, but they should not be considered rigid. In addition, the
designer should consider the following narrative descriptions:
1. Open. This fits the traditional concept of a rural area. The driver has almost total freedom of
movement and is generally not affected by occasional access points along the highway or road. For
the purpose of determining the classification, access points will average less than 10 per kilometer
per side. Right-of-way is usually not a problem.
2. Low/Moderate Density. The roadside development has increased to a level where the prudent
driver will instinctively reduce his/her speed as compared to an open highway. The driver must be
more alert to the possibility of entering and exiting vehicles, but he/she is still able to maintain a rela-
tively high travel speed. The estimated number of access points will average between 10 and 20
per kilometer per side. Right-of-way may be difficult to attain.
3. Moderate/High Density. The roadside development has increased to a level which is comparable
to a suburban area within an urbanized boundary. The extent of the development will have a
significant impact on the selected travel speed of a prudent driver. Exiting and entering vehicles are
frequent, and traffic signals are typical at major intersections. The estimated number of access
points will average greater than 20 per kilometer per side. Right-of-way is usually quite difficult to
attain.
6-1.03.02 Urban Highways and Streets
Chapter Five presents the Department's design criteria for new construction or major reconstruction of
urban highways and streets; Chapter Two presents the criteria for 3R non-freeway projects. Each
functional classification table is subdivided by the type of area where the project is located. The designer
should consider the following descriptions when selecting the applicable type of area:
1. Suburban. These areas are usually located at the fringes of urbanized and small urban areas. The
predominant character of the surrounding environment is usually residential, but it will also include
a considerable number of commercial establishments. There may also be a few industrial parks in
suburban areas. On suburban roads and streets, drivers usually have a significant degree of
freedom but, nonetheless, they must also devote some of their attention to entering and exiting
vehicles. Roadside development is characterized by low to moderate density. Pedestrian activity
may or may not be a significant design factor. Right-of-way is often available for roadway
improvements.
Local and collector streets in suburban areas are typically located in residential areas, but may also
serve a commercial area. Posted speed limits typically range between 25 and 40 mph (40 and 70
km/h). The majority of intersections will have stop or yield control, but there will be an occasional
traffic signal. A typical suburban arterial will have strip commercial development and perhaps a few
residential properties. Posted speed limits usually range between 35 and 50 mph (60 and 80 km/h),
and there will usually be a few signalized intersections along the arterial.
2. Intermediate. As its name implies, intermediate areas fall between suburban and built-up areas. The
surrounding environment may be either residential, commercial or industrial or some combination
of these. On roads and streets in intermediate areas, the extent of roadside development will have
a significant impact on the selected speeds of drivers. The increasing frequency of intersections is
also a major control on average travel speeds. Pedestrian activity has now become a significant
design consideration, and sidewalks and cross walks at intersections are common. The available
right-of-way will often restrict the practical extent of roadway improvements.
Local and collector streets in intermediate areas typically have posted speed limits between 25 and
35 mph (40 and 60 km/h). The frequency of signalized intersections has increased substantially
when compared to suburban areas. An arterial in an intermediate area will often have intensive
commercial development along its roadside. Posted speed limits range between 30 and 40 mph
(50 and 70 km/h). These arterials typically have several signalized intersections per kilometer.
3. Built-up. These areas normally refer to the central business district within an urbanized or small
urban area. The roadside development has a high density and is often commercial. However, a
substantial number of roads and streets in built-up areas pass through a high-density, residential
environment (e.g., apartment complexes, row houses). Access to property is the primary function
of the road network in built-up areas; the average driver rarely passes through a built-up area for
mobility purposes. Pedestrian considerations may be as important as vehicular considerations,
especially at intersections. Right-of-way for roadway improvements is usually not available.
Because of the high density of development in built-up areas, the distinction between the functional
classes (local, collector or arterial) becomes less important when considering signalization and
speeds. The primary distinction among the three functional classes is often the relative traffic
volumes and, therefore, the number of lanes. As many as half the intersections may be signalized;
posted speed limits typically range between 25 and 35 mph (40 and 60 km/h).
6-2.0 SPEED
6-2.01 Definitions
1. Design Speed. Design speed is the maximum safe speed that can be maintained over a specified
section of highwaywhen conditions are so favorable that the design features of the highway govern.
A design speed is selected for each project which will establish criteria for several design elements
including horizontal and vertical curvature, superelevation and sight distance.
2. Low Speed. For geometric design applications, low speed is defined as 70 km/h or less.
3. High Speed. For geometric design applications, high speed is defined as greater than 70 km/h.
4. Average Running Speed. Running speed is the average speed of a vehicle over a specified section
of highway. It is equal to the distance traveled divided by the running time (the time the vehicle is
in motion). The average running speed is the distance summation for all vehicles divided by the
running time summation for all vehicles.
5. Average Travel Speed. Average travel speed is the distance summation for all vehicles divided by
the total time summation for all vehicles. (Note: Average running speed only includes the time the
vehicle is in motion. Therefore, on uninterrupted flow facilities which are not congested, average
running speed and average travel speed are equal.)
6. Operating Speed. Operating speed, as defined by AASHTO, is the highest overall speed at which
a driver can safely travel a given highway under favorable weather conditions and prevailing traffic
conditions while at no time exceeding the design speed. Therefore, for low-volume conditions,
operating speed equals design speed. The designer should note that this term has little or no usage
in geometric design.
7. 85th-Percentile Speed. The 85th-percentile speed is the speed below which 85 percent of vehicles
travel on a given highway. The most common application of the value is its use as one of the
factors, and usually the most important factor, for determining the posted, regulatory speed limit
of a highway section. In most cases, field measurements for the 85th-percentile speed will be
conducted during off-peak hours when drivers are free to select their desired speed.
6-2.02 Design Speed
Design speed, perhaps more so than any other design control, will have a major impact on all facets of
geometric design. Many design elements, such as horizontal and vertical curvature, superelevation and sight
distances, are directly dependent on the design speed; i.e., the selected design speed is used directly in the
equations for these geometric design elements. Other features, such as lane and shoulder width and clear
zones, logically vary with design speed but are not a direct function of the design speed.
Chapters Four and Five present the minimum design speeds for new construction and major reconstruction.
The design speed will vary according to functional classification, urban/rural location and type of area.
Chapter Two presents the Department's policy for determining the design speed on 3R non-freeway
projects. Design speeds are selected at 10-km/h increments.
The following should be evaluated when determining the project design speed:
1. Balance. The selected design speed should be a reasonable balance between topography, urban
or rural character, and the functional use of the highway. The designer must weigh the benefits of
a desired degree of safety, mobility and efficiency against the environmental, right-of-way and cost
impacts.
2. Driver Expectancy. The element of driver expectancy should be considered when selecting the
design speed. The driver expects to be able to drive at certain maximum speeds based on the
functional and rural or urban character of the highway. Therefore, the design speed should fit the
travel desires and habits of the great majority of drivers. Driver expectancy should also be
considered where design speed transitions are introduced. If a difficult condition is obvious, drivers
are more likely to accept a lower speed than if there is no apparent reason for it.
3. Traffic Volumes. This may also impact the selection of design speed. With all other factors equal,
a higher volume highway may justify a higher design speed because of the increased capacity and
savings in vehicular operating costs. However, the designer should consider that at low volumes
drivers are likely to travel at higher speeds. Therefore, the values in Chapters Four and Five are
applicable to a wide range of traffic volumes.
4. Consistency. When a substantial length of highway is under design, the designer should assume a
constant design speed. Where restrictive conditions dictate a lower design speed, it should be
introduced gradually over a sufficient distance to transition drivers down to the lower speed.
5. Design Speed as Minimum Control. Although the selected design speed establishes the minimum
criteria for highway alignment, the designer should consider providing flatter horizontal curves and
longer sight distances if compatible with community objectives. Even in difficult terrain, an
occasional tangent or flat curve may be appropriate. The designer should also be especially careful
when providing a long tangent on any highway and then minimum radii at the end of the tangent.
A lengthy tangent section may encourage a driver to exceed the design speed of the horizontal
curve.
6. Posted Speed Limit. For all new construction/major reconstruction projects, the selected design
speed should equal or exceed the anticipated posted or regulatory speed limit of the completed
facility. This requirement recognizes the important relationship between likely travel speeds and the
highway design. It also recognizes that a posted speed limit creates a definite driver expectation
of safe operating speed. The design speeds in Chapters Four and Five and the procedure in
Chapter Two for 3R non-freeway projects are intended to achieve this objective. Section 6-2.03
discusses the Department's policy on determining the posted speed limit.
6-2.03 Posted Speed Limit
The Office of Traffic Engineering is responsible for recommending to the State Traffic Commission the
posted speed limit on all State highways. It also typically assists or advises municipalities in determining the
posted speed on other public roads and streets. The Office of Traffic Engineering conducts an engineering
evaluation of each site. The following factors are evaluated:
1. the 85th percentile speed,

2. roadway geometrics,
3. functional classification and type of area,
4. type and density of roadside development,
5. accident experience, and
6. pedestrian activity.
6-3.0 HIGHWAY CAPACITY
6-3.01 Definitions
1. Capacity. The maximum number of vehicles which can reasonably be expected to traverse a point
or uniform section of a road during a giventime period under prevailing roadway, traffic and control
conditions. The time period most often used for analysis is 15 minutes.
2. Level of Service. A qualitative concept which has been developed to characterize acceptable
degrees of congestion. In the Highway Capacity Manual, the qualitative descriptions of each level
of service (A to E) have been converted into quantitative measures for the capacity analysis for
each highway element (freeway, signalized intersection, etc.). Chapters Four and Five present
guidelines for selecting the level of service for highway design. These apply to all highway elements
(mainline, intersections, weaving areas, etc.)
3. Average Annual Daily Traffic (AADT). The total yearly volume in both directions of travel divided
by the number of days in the year.
4. Average Daily Traffic (ADT). The calculation of average traffic volumes in both directions of travel
during a specified time period and divided by the number of days in that time period.
5. Hourly Volume. The total number of vehicles that pass over a given point or section of a lane or
roadway during a hour.
6. Peak-Rate of Flow. The highest equivalent hourly rate at which vehicles pass over a given point
or section of a lane or roadway during a given time interval less than one hour, usually 15 min.
7. Peak-Hour Factor (PHF). A ratio of the total hourly volume to the maximum 15-min rate of flow
within the hour.
8. Design Hourly Volume (DHV). The 1-hr volume in both directions of travel in the design year
selected for determining the highway design. Section 6-3.02 discusses the Department's policy for
selecting the DHV for highway design. The 30th highest hourly volume is normally used for design.
9. Directional Design Hourly Volume (DDHV). The 1-hr volume in one direction of travel in the
selected design year.
10. Design Service Volume or Flow Rate. The maximum hourly vehicular volume which can pass
through a highway element at the selected level of service. The basic intent of a highway capacity
analysis is to ensure that the DHV does not exceed the calculated design service volume of the
highway element when considering the prevailing roadway, traffic and control conditions.
11. Density. The number of vehicles occupying a given length of lane, averaged over time. It is usually
expressed as vehicles per kilometer (vpk).
12. Delay. A critical performance measure on interrupted flow facilities, especially at signalized
intersections. For this element, average stopped-time delay is measured, which is expressed in
seconds per vehicle.
13. Directional Distribution. The division, by percent, of the traffic in each direction of travel during the
design hour.
14. Traffic Composition. A factor which reflects the percentage of heavy vehicles (trucks, buses and
recreational vehicles) in the traffic stream during the DHV. The poorer operating capabilities and
larger size of heavy vehicles must be reflected in the capacity analysis.
6-3.02 Selection of Design Hourly Volume
For most geometric design elements which are impacted by traffic volumes, the peaking characteristics are
most significant. The highway facility should be able to accommodate the predicted traffic volumes for the
great majority of time at the selected level of service. An analysis of peaking trends has led to the
conclusion that the 30th highest hourly volume (30 HV) in the selected design year is a reasonable design
control. This design hourly volume (DHV) will affect many design elements including the number of travel
lanes, lane and shoulder width, and intersection geometrics.
A highway should be designed to accommodate the traffic that might occur within the life of the facility
under reasonable maintenance. This involves projecting the traffic conditions for a selected future year. For
new construction and major reconstruction, traffic volume projections are usually based on 20 years from
the expected construction completion date. This is a reasonable compromise between a facility's useful life,
the uncertainties of long-range projections, and the consequences of inaccurate projections.
For 3R non-freeway projects, the designer should provide a highway facility which, desirably, will
accommodate the DHV for ten years in the future at the selected level of service. At a minimum, the
highway facility should accommodate current traffic volumes at the selected level of service. Chapter Two
discusses the geometric design of 3R non-freeway projects in detail.
Bridge design life is considered to be approximately 50 years. This should be considered in the geometric
design of bridges and in the design of roadways which pass beneath a bridge.
The designer should analyze the proposed design using the a.m. and p.m. DHV's separately. This could
have an impact on the geometric design of the highway.
The Office of Inventory and Forecasting in the Bureau of Planning prepares traffic forecasts for DHV,
AADT, directional distribution and percentage of heavy vehicles. A simple traffic analysis would be
predicting the 30th highest hourly volume in 20 years by applying the traffic growth factors to present
volumes. The forecaster must also incorporate the impact of any anticipated land development or traffic
diversions onto or away from the facility. In addition, the forecaster must determine the traffic
characteristics of directional distribution and composition specifically during the DHV. For intersections and
interchanges, DHV forecasts must be made for every possible through and turning movement.
6-3.03 Capacity Analyses
The highway mainline, intersection or interchange should be designed to accommodate the selected design
hourly volume (DHV) at the selected level of service. This may involve adjusting the various highway
factors which affect capacity until a design is developed that will accommodate the DHV. The detailed
calculation factors and methodologies are in the Highway Capacity Manual (HCM). In reality the design
service volume of the facility should be calculated. Capacity assumes a level of service E; design service
volume is the maximum volume of traffic that a projected highway of designed dimensions is able to serve
without the degree of congestion falling below a preselected level.
6-4.0 ACCESS CONTROL
Access control is defined as the condition where the public authority fully or partially controls the right of
abutting owners to have access to and from the public highway. The functional classification of a highway
(Section 6-1.0) is partially determined by the degree of access it allows. Access control may be exercised
by statute, zoning, right-of-way purchases, driveway controls, turning and parking regulations, or geometric
design (e.g., grade separations and frontage roads).
Chapters Two, Three and Four provide the typical degree of access control for the various functional
classes and for the type of area. The following provides definitions for the three basic types of access
control:
1. Full Control. Full control of access is achieved by giving priority to through traffic by providing
access only at grade separation interchanges with selected public roads. No at-grade crossings or
private driveway connections are allowed. The freeway is the common term used for this type of
highway. Full control of access maximizes the capacity, safety and vehicular speeds on the freeway.
2. Partial Control. Partial control of access is an intermediate level between full control and regulatory
restriction. Priority is given to through traffic, but a few at-grade intersections and private driveway
connections may be allowed. The proper selection and spacing of at-grade intersections and
service connections will provide a balance between the mobility and access service of the highway.
3. Control by Regulation. All highways warrant some degree of access control. If access points are
properly spaced and designed, the adverse effects on highway capacity and safety will be
minimized. These points should be located where they can best suit the traffic and land-use
characteristics of the highway under design. Their design should enable vehicles to enter and exit
safely with a minimum of interference to through traffic.
Control by regulation is exercised by the Department and all Connecticut municipalities to

determine where private interests may have access to and from the public road system.
Occasionally, statutory control is used on arterials to restrict access to only public roads and major
traffic generators. Zoning may be used to effectively control the adjacent property development
so that major generators of traffic will not develop. However, zoning restrictions are at the
discretion of the local government. Driveway regulations and permits are used to control the
geometric design of an entrance, driveway spacing, and driveway proximityto public road intersec-
tions. Section 11-8.0 discusses the applicable criteria for driveway design. The Department's
Highway Encroachment Permit Regulations discusses the procedures and design criteria for
obtaining driveway permits onto State highways.
6-5.0 PROJECT SCOPE OF WORK
6-5.01 Description
The scope of work for the proposed highway project is a major control in highway design. The project
scope of work will reflect the basic intent of the highway project and will determine the overall level of
highway improvement. New construction and reconstruction projects will often have significant impacts
(e.g., considerable right-of-way involvement). In contrast, 3R non-freeway projects typically restrict
improvements to the existing right-of-way. The decision on the project scope of work will determine the
use of the Department's Highway Design Manual.
The following descriptions are intended to provide guidance for the determination of the project scope of
work.
6-5.01.01 New Construction
New construction is defined as the following for the various highway elements:
1. Highway Mainline. New horizontal and vertical alignment on new location is considered new
construction of a highway mainline. Chapters Four and Five present the Department's criteria for
new construction.
2. Intersections At-Grade. Any intersection which falls within the project limits of a new highway
mainline is considered new construction. Likewise, any existing intersection which is relocated to
a new point of intersection is considered new construction. Chapter Eleven presents the
Department's criteria for the new construction of intersections; Chapters Four and Five present the
Department's criteria for the width of cross-section elements within the intersection (e.g., auxiliary
lane width).
3. Interchanges. Any construction of an interchange on a new highway mainline is considered new

construction. In addition, the construction of a new interchange on an existing highway is
considered new construction. Chapter Twelve presents the Department's criteria for the new
construction of interchanges. Chapters Four and Five present the Department's criteria for the
width of cross-section elements for the highway mainline within the interchange.
4. Bridges. Bridges on a new highwaymainline are considered new construction for bridges. Chapters
Four and Five present the Department's criteria for the width of bridges which are new
construction.
6-5.01.02 4R (Freeways)
4R (resurfacing, restoration, rehabilitation and reconstruction) is used to describe any project on an existing
freeway. These may or may not involve significant right-of-way acquisitions. 4R freeway projects are
defined as the following for the various highway elements:
1. Highway Mainline. 4R work on an existing freeway mainline may include:
a. lane and shoulder pavement resurfacing;
b. lane and shoulder pavement reconstruction;
c. lane and shoulder widening;
d. addition of through and/or auxiliary lanes;
e. flattening a selected horizontal or vertical curve;
f. major reconstruction of the existing alignment;
g. widening the roadside clear zone;
h. upgrading the safety appurtenances to meet current criteria;
i. flattening side slopes;
j. structural, geometric and/or safety improvements to existing bridges within the project
limits;
k. upgrading the existing drainage system; and/or
l. traffic management, TSM and upgrading of signing.
Section 3-1.0 presents the Department's criteria for the design of 4R freeway projects on highway
mainline.
2. Interchanges. An existing interchange may be within the project limits of a 4R project, or a 4R

project may be initiated solely to improve an existing interchange. The scope of work may range
from a total reconstruction of the existing interchange to selected design improvements. Most often,
the level of improvement to an existing interchange within larger project limits will be commensurate
with the level of improvement to the highway mainline. Therefore, 4R work on an existing
interchange might include:
a. upgrading the interchange type (e.g., converting a cloverleaf to a directional interchange);
b. adding new connections for movements;
c. adding collector-distributor roads;
d. lengthening an existing acceleration or deceleration lane;
e. improving roadside safety within the interchange limits;
f. realigning an existing ramp; and/or
g. widening an existing ramp.
Chapter Twelve discusses the Department's criteria for the design of the interchange elements.
3. Bridges. Any work on an existing freeway bridge is considered a 4R project. In addition, a bridge
may be within the limits of a 4R project, but no improvement may be proposed. Therefore, the
scope of work for a freeway bridge may be one of the following:
a. bridge replacement, either as an independent project or within the limits of a

mainline/interchange 4R project;
b. bridge rehabilitation/reconstruction, either as an independent project or within the limits of

a mainline/interchange 4R project; or
c. bridge will remain in place within the limits of a mainline/interchange 4R project.
Section 3-1.0 presents the Department's criteria for 4R freeway bridge projects.
6-5.01.03 Major Reconstruction (Non-Freeway)
Major reconstruction on a non-freeway will usually require significant right-of-way purchases and will often
have a major impact on the surrounding area. Major reconstruction is defined as the following for the
various highway elements:
1. Highway Mainline. Major reconstruction of an existing highway mainline will typically include
reconstruction of the existing horizontal and vertical alignment but will be essentially within the
existing highway corridor. The primary reason to perform major reconstruction is because the
existing facility cannot accommodate its current or future demands and requires an extensive
improvement to provide an acceptable level of service. Any project which increases the basic
number of through traffic lanes on an existing road is considered Major Reconstruction. Because
of the significant level of work, the geometric design of the project should be determined by the
criteria for new construction. Therefore, the values in Chapters Four and Five will be used to
design major reconstruction projects.
2. Intersections At-Grade. Any intersection which falls within the limits of a major reconstruction
project will also be evaluated for major reconstruction. The scope of work for a project strictly to
improve an existing intersection may also be considered major reconstruction if the proposed work
is extensive. This could include the:
a. addition of through and/or auxiliary lanes for all approaches;

b. relocation and flattening of turning radii;
c. addition of turning roadways;
d. flattening the approach and intersection gradients;
e. realigning the angle of intersection; and/or
f. rechannelizing the intersection.
Because of the extensive level of work for major reconstruction, the criteria in Chapter Eleven will
apply to the design of the intersection. The criteria in Chapters Four and Five apply for the width
of the cross-section elements.
3. Interchanges. An existing interchange may be within the project limits of a non-freeway facility
which is being redesigned as a major reconstruction project. The interchange should also be
evaluated for major reconstruction. This may only apply to those interchange elements which
directly impact the safety and operations of the non-freeway facility not the entire interchange. In
addition, the scope of work for a project strictly to improve an existing interchange may be
considered major reconstruction if the proposed work is extensive. This would apply to an
interchange between two non-freeway facilities; if a freeway is one of the intersecting facilities, this
will be a 4R project. The major reconstruction of an existing interchange may be characterized by:
a. upgrading the interchange type (e.g., converting a cloverleaf to a directional interchange);
b. adding new connections for movements which are currently not provided; and/or
c. adding collector-distributor roads.
When major reconstruction is being performed on an existing interchange, the entire interchange
should be evaluated according to the criteria in Chapters Four, Five and Twelve.
4. Bridges. "Major reconstruction" on a non-freeway bridge refers to a bridge within the limits of a
major reconstruction project. An independent project to perform work solely on a bridge and its
approaches is a spot improvement (Section 6-5.01.05). Therefore, the scope of work as it applies
to non-freeway bridges and major reconstruction projects may be one of the following:
a. bridge replacement, either as a spot improvement (Section 3-2.0) or as part of the major
reconstruction of a highway mainline (Section 10-4.0);
b. bridge rehabilitation/reconstruction, either as a spot improvement (Section 3-2.0) or as

part of the major reconstruction of a highway mainline (Section 10-4.0); or
c. bridge will remain in place within the limits of the major reconstruction of a highway
mainline (Section 10-4.0).
6-5.01.04 3R (Non-Freeways)
3R (resurfacing, restoration and/or rehabilitation) on non-freeways will typically involve either no or minor
right-of-way acquisition (e.g., slivers, an occasional building). A 3R non-freeway project is defined as the
following for the various highway elements:
1. Highway Mainline. 3R work on an existing highway mainline is work essentially on the existing
highway alignment, but whichfrequently includes selected improvements to the highway geometrics.
The basic number of through traffic lanes must be the same before and after the project. Typical
improvements for 3R projects include:
a. lane and shoulder pavement resurfacing,
b. full-depth reconstruction of the travel lanes up to a of the project length (total project
length may be full-depth reconstruction with approval from the appropriate Division
Manager),
c. shoulder pavement reconstruction (for all or part of the project length),
d. lane and shoulder widening,
MARCH 2000
e. addition of auxiliary lanes,
f. flattening a selected horizontal or vertical curve,
g. widening the roadside clear zone,
h. converting an existing median to include left-turn lanes,
i. revising the location, spacing or design of existing driveways along the mainline,
j. adding or removing parking lanes,
k. adding curbs or sidewalks,
l. structural, geometric or safety improvements to existing bridges within the project limits,
m. relocating utility poles,
n. upgrading safety appurtenances to meet current criteria,
o. upgrading of the existing drainage system, and/or
p. upgrading of signing, pavement markings, traffic signals, etc.
Chapter Two presents the Department's criteria for the design of 3R non-freeway projects.
2. Intersections At-Grade. Any intersection which is within the limits of a 3R project will be evaluated
for 3R-type improvements. In addition, an existing intersection may also be improved as an
independent project. This may be considered as either a 3R project or a spot improvement
(Section 6-5.01.05).
A 3R project at an existing intersection may include improvements such as:
a. widening the approach roadway width,

b. adding an auxiliary lane,
c. lengthening an existing auxiliary lane,
d. improving the intersection sight distance,
e. flattening the existing turning radii,
f. minor realignment of the intersection angle,
g. adding a turning roadway,
h. widening an existing turning roadway,

i. minor rechannelization,
j. upgrading the existing signal system, and/or
k. upgrading the existing drainage system.
Chapter Two discusses the Department's design criteria for 3R work to an existing intersection.
This is primarily a reference to the criteria in Chapter Eleven.
3. Interchanges. An interchange may be within the project limits of a 3R project on a non-freeway

facility. The project should also include an evaluation of those interchange elements which directly
impact the safety and operations of the non-freeway. 3R-type work to an existing interchange
within a 3R project might include:
a. lengthening an existing acceleration or deceleration lane,

b. improving roadside safety within the interchange limits,
c. realigning an existing ramp,
d. widening an existing ramp, and/or
e. improvements to the ramp/non-freeway intersection.
Chapter Twelve discusses the Department's design criteria for interchanges.
4. Bridges. "3R" work on a non-freeway bridge refers to a bridge within the limits of a 3R project.
An independent project to perform work solely on a bridge and its approaches is a spot
improvement (Section 6-5.01.05). Therefore, the scope of work as it applies to non-freeway
bridges and 3R projects may be one of the following:
a. bridge replacement, either as a spot improvement (Section 3-2.0) or as part of a 3R

project (Section 2-7.0);
b. bridge rehabilitation/reconstruction, either as a spot improvement (Section 3-2.0) or as

part of a 3R project (Section 2-7.0); or
c. bridge will remain in place within the limits of a 3R project (Section 2-7.0).
6-5.01.05 Spot Improvements
These projects are intended to correct a deficiency at an isolated location. This may be an intersection, a
horizontal curve, a bridge or a limited roadside section. Many spot improvement projects are safety
projects and projects identified by the Highway Bridge Replacement and Rehabilitation Program.
Section 3-2.0 discusses the Department's criteria for the design of spot improvement projects.
6-5.01.06 Pavement Resurfacing and Reclamation (Non-Freeways and Non-NHS)
Section 3-3.0 discusses the scope and design criteria for resurfacing and reclamation projects.
6-5.02 Procedures
The procedures for selecting and revising the project scope of work are integrated into the
Department's Project Initiation and Project Modification process. These overall procedures are
outlined in the Pre-Construction Management System’s (PCMS) User Manual and Appendix. The
following provides additional details specifically for the project scope of work:
1. Projects may be initiated by Planning, Project Concept, Traffic, Maintenance, Design or

other groups. When the RPM is prepared, the initiating unit will select the project scope of
work.
2. The Project Initiation is prepared based on the approved project scope of work.
3. When the project is initiated, the designer will begin work on the project. At any time during
design, the designer may recommend to revise the project scope of work based on an
evaluation of actual field conditions. The revised scope must then be approved by the
Scoping Committee. Once approved, the designer must prepare a Recommended Project
Modification to document and justify the revised project scope of work. The modification
is then submitted to the appropriate office director for approval. From this point, the
processing of the modification is similar to that of the RPM.
December
6-6.0 EXCEPTIONS TO GEOMETRIC DESIGN CRITERIA
This section discusses the Department's procedures for identifying, justifying and processing exceptions to
the geometric design criteria in the Highway Design Manual.
6-6.01 Department Intent
The general intent of the Connecticut Department of Transportation is that all design criteria in this Manual
should be met. Where a range of values is presented, the designer should use the upper values within the
range where the cost, social, economic, community, and environmental impacts are not critical. This is
intended to ensure that the Department will provide a highway system which meets the transportation needs
of the State and provides a reasonable level of safety, comfort and convenience for the traveling public.
However, recognizing that this will not always be practical, the Department has established a process to
evaluate and approve exceptions to geometric design criteria.
6-6.02 Controlling Design Criteria
Controlling design criteria are those highway design elements which are judged to be the most critical
indicators of a highway's safety and its overall serviceability. Obviously, not all design criteria in the Depart-
ment's Highway Design Manual are equally important. Therefore, the Department and FHWA have
identified those design elements whichqualify as controlling criteria and, therefore, must complete the formal
documentation and approval process when not met.
The designer is also responsible for meeting the other design criteria in the Manual, if practical. These
criteria represent good engineering practice, and the designer should make every reasonable effort to meet
these criteria on all projects.
The following establishes the controlling criteria for the design exception process:
1. design speed;
2. travel lane and shoulder widths;
3. auxiliary lane and shoulder widths;
4. bridge widths;
5. structural capacity;
6. horizontal alignment:
a. minimum radii, and
b. compound curves which do not meet the 1.5:1 ratio;
7. vertical curvature based on:
a. level SSD at crests, and
b. level SSD at sags;
8. maximum grades;
9. stopping sight distance (based on level grades);
10. cross slopes;
11. superelevation:
a. rate based on emax = 6.0%, and
b. transition lengths;
12. vertical clearances;
13. accessibility requirements for handicapped individuals; *
14. roadside clear zones; and **
15. intersection sight distance at unsignalized intersections, excluding residential and minor commercial
driveways.**
* No design exceptions are permitted which do not meet CGS Sections 7-118a and 14-253a or which do not
meet the Americans with Disabilities Act (Public Law 101-336).
** Not FHWA controlling design criteria. Not controlling design criteria for projects designed by
municipalities (or their consultants) on facilities owned and maintained by the municipality.
MARCH 2000
The designer is encouraged to use the Department’s recommended design speed and then seek design
exceptions for individual elements which do not meet the applicable criteria for that design speed (e.g.,
minimum radius, SSD at crest vertical curve).
6-6.03 Application
6-6.03.01 Project Scope of Work
This design exception process will apply to:
1. all new construction projects,
2. all major reconstruction projects,
3. all 3R projects, and
4. bridge widths, underpass widths and vertical clearances on spot improvement projects which
involve work on a bridge. For other design elements, the design exception process will apply to
spot improvements as discussed in Section 3-2.02.
6-6.03.02 Highway System/Funding Source
The design exception process will apply as follows:
1. NHS. The process will apply to all projects on the National Highway System regardless of the
source of funding.
2. Non-NHS/State Highway System. The process will apply to all projects on State highways not
on the NHS regardless of the source of funding.
3. Off State Highway System. The process will apply to all projects off the State highway system
which include Federal and/or State funds. It will not apply to projects off the State highway system
with 100% local funds.
6-6.04 Procedures for Exceptions
The designer will not request an exception to controlling design criteria until he/she has evaluated the
impacts of providing the minimum or better design values. If these impacts are judged to be unacceptable,
then the designer can initiate the exception process. The designer’s goal will be to identify and seek
approval of design exceptions as early in the final design phase as practical.
The following establishes the procedures the highway designer should follow for all proposed exceptions
to design criteria:
1. The designer should present information to demonstrate the impacts of meeting the minimum or
lower design criteria. This can include but is not limited to:
a. construction costs,
b. environmental consequences,
c. right-of-way impacts, and
d. community involvement/concerns.
2. The designer should provide sufficient information to demonstrate the consequences of using a
design value which does not meet the minimum criteria. Where appropriate, this may include but
is not limited to:
a. impacts on traffic serviceability (i.e., level of service);

b. impacts on safety (i.e., accident history);
c. impacts on traffic operations; and
d. impacts on future maintenance.
3. The designer should prepare a written summary of the information and submit it to the appropriate
Division Manager for review.
4. The designer will then arrange a meeting through the office of the Engineering Administrator to
discuss all proposed design exceptions. The meeting will usually be attended by the Engineering
Administrator, Division Manager and the Project Manager and/or Engineer. The FHWA will also
be represented for projects that require full FHWA oversight.
6-7.0 REFERENCES
1. A Policy on Geometric Design of Highway and Streets, AASHTO, 1994.
2. Highway Capacity Manual, TRB, 1994.
3. Code of Federal Regulations 23, Office of the Federal Register, published April 1 of every year.
January 1999 SIGHT DISTANCE 7-i
Chapter Seven
SIGHT DISTANCE
Table of Contents
Page
7-1.0 STOPPING SIGHT DISTANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-1(1)
7-2.0 DECISION SIGHT DISTANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-2(1)
7-2.01 Application . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-2(1)

7-2.02 Examples . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-2(2)
7-3.0 INTERSECTION SIGHT DISTANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-3(1)

7-ii SIGHT DISTANCE January 1999
January 1999 SIGHT DISTANCE 7-1(1)
Chapter Seven
SIGHT DISTANCE
7-1.0 STOPPING SIGHT DISTANCE
Stopping sight distance (SSD) is the sum of the distance traveled during a driver’s perception/ reaction or
brake reaction time and the distance traveled while braking to a stop. Figure 7-1A presents the range of
SSD values used in design. The designer is referred to AASHTO A Policy on Geometric Design of
Highways and Streets for the criteria and assumptions used to develop the SSD. The designer should
always try to meet the upper values for SSD. The designer should also consider the following:
1. Height of Eye. When applying the SSD values, the height of eye is assumed to be 1070 mm.
2. Height of Object. The height of object is assumed to be 150 mm.
3. Rounding. The SSD values, as determined from the AASHTO equations, have been rounded up
to the next highest 5-m increment.
4. Grade Adjustments. Because of gravitational forces, downgrades require greater distances for
braking and upgrades require lesser distances. Figure 7-1A provides adjusted SSD values for
grades. Selection of the appropriate gradient and SSD will be based on the longitudinal gradient
at the site of the brake application. Note that for design exception purposes, only those values
which do not meet or exceed the “Level” SSD criteria will require a design exception as discussed
in Section 6-6.0.
7-1(2)
Downgrades Level Upgrades
Average
Design Speed
Running Speed f -9% -6% -3% 0% +3% +6% +9%
(km/h)
(km/h)
(m) (m) (m) (m) (m) (m) (m)
30 30 0.40 35 35 35 30 - 30 30 30 30
40 40 0.38 50 50 50 45 - 45 45 45 45
50 47 0.35 75 70 70 65 - 60 65 60 60
60 55 0.33 105 95 90 85 - 75 85 80 80
70 63 0.31 140 130 120 115 - 95 110 105 100
80 70 0.30 180 165 150 140 - 115 135 130 125
90 77 0.30 215 200 185 170 - 135 165 160 155
100 85 0.29 260 245 225 205 - 160 200 190 185
SIGHT DISTANCE
110 91 0.28 330 295 270 250 - 180 240 230 220
120 98 0.28 385 345 315 290 - 205 275 265 255
Notes: 1. For grades intermediate between columns, use a straight-line interpolation to calculate SSD. For example:
V = 90 km/h
G = -4.3%
Lower
= 185 + 6.5
= 191.5 m
2. See Section 9-3.0 for application of SSD to crest and sag vertical curves.
January 1999
STOPPING SIGHT DISTANCE
Figure 7-1A
7-2.0 DECISION SIGHT DISTANCE
7-2.01 Application
At some sites, drivers may be required to make decisions where the highway environment is difficult to
perceive or where unexpected maneuvers are required. These are areas of concentrated demand where
the roadway elements, traffic volumes and traffic control devices may all compete for the driver's attention.
This relatively complex environment may increase the required driver reaction time beyond that provided
by the SSD values (2.5 seconds). At these locations, the designer should consider providing decision sight
distance to provide an additional margin of safety. Decision sight distance reaction times range from 3 to
10 seconds depending on the location and expected maneuver. The various avoidance maneuvers used
to develop Figure 7-2A are as follows:
1. Avoidance Maneuver A: Stop on rural road.

2. Avoidance Maneuver B: Stop on urban road.
3. Avoidance Maneuver C: Speed/path/direction change on rural road.
4. Avoidance Maneuver D: Speed/path/direction change on suburban road.
5. Avoidance Maneuver E: Speed/path/direction change on urban road.
Design Speed Decision Sight Distance for Avoidance Maneuver (m)

(km/h) A B C D E
50 75 160 145 160 200

60 95 205 175 205 235
70 125 250 200 240 275
80 155 300 230 275 315
90 185 360 275 320 360
100 225 415 315 365 405
110 265 455 335 390 435
120 305 505 375 415 470
DECISION SIGHT DISTANCE
Figure 7-2A
In general, the designer should consider using decision sight distance at any relatively complex location
where the driver reaction time may exceed 2.5 seconds. Example locations where decision sight distance
may be appropriate include:
7-2(2) SIGHT DISTANCE January 1999
1. freeway exits;
2. freeway lane drops;
3. left-side entrances or exits;
4. at-grade intersections near a horizontal curve;
5. railroad/highway grade crossings;
6. detours;
7. along high-speed, high-volume urban arterials with considerable roadside friction; or
8. traffic signals on high-speed rural highways.
As with SSD, the height of eye is 1070 mm and the height of object is typically 150 mm. However,
candidate sites for decision sight distance may also be candidate sites for assuming that the "object" is the
pavement surface (e.g., freeway exits). Therefore, the designer should consider a 0.0-mm height of object
for application at some sites.
7-2.02 Examples
********
Example 7-2.1
Given:
An exit on a suburban freeway under design (design speed = 100 km/h) is located just beyond a bridge.
The freeway passes over. The grade on each side of the overpass is 3%. The freeway will carry high traffic
volumes.
Problem: Determine the needed sight distance to the exit gore.
Solution:
A freeway exit is a major decision point for the driver, and the highway design should provide decision sight
distance to the exit gore. The avoidance maneuver is a speed/path/direction change (i.e., Avoidance
Maneuver D).
1. From Figure 7-2A, the decision sight distance = 365 m.
2. Calculate the length of the crest vertical curve for the freeway overpass. The algebraic difference
in grade change is 6%. A height of object of 0.0 mm to the exit gore will be used. Section 9-3.0
provides the following equations for vertical curve lengths:
L = 3,735 m
3. The calculated length of vertical curve is obviously unrealistic for normal design. Therefore, to meet
the decision sight distance value, the designer should attempt to flatten the upgrade and downgrade
of the crest vertical curve.
Example 7-2.2
Given:
An at-grade intersection is located just beyond a horizontal curve on an urban 2-lane highway. Both the
highway and the intersection carry heavy traffic volumes. Frequent driveway entrances exist on the highway.
The design speed is 70 km/h. The intersection has experienced a disproportionate number of rear-end
accidents on the mainline. The existing conditions are:
R = 450 m
Middle ordinate = 10 m
SSD = 150 m
Problem: Determine the need for any sight distance improvements.
Solution:
The combinationof a horizontal curve, an intersection, high traffic volumes and frequent driveways presents
a relatively complex situation for the driver. The high accident rate at the intersection indicates that the
existing sight distance around the horizontal curve may be inadequate. This is true even though the existing
sight distance exceeds the criteria for stopping sight distance at 70 km/h. Therefore, improvements should
be considered to provide decision sight distance for a stop condition (i.e., Avoidance Maneuver B):
7-2(4) SIGHT DISTANCE January 1999
1. From Figure 7-2A, the decision sight distance = 250 m.
2. Calculate the middle ordinate needed for the horizontal curve (see Chapter Eight):
3. Therefore, the roadside obstructions along the horizontal curve should be cleared approximately
an additional 7 m to provide the extra sight distance. If this is impractical, warning signs should be
provided to give the driver advance warning of the situation consistent with the values for decision
sight distance.
********
7-3.0 INTERSECTION SIGHT DISTANCE
Section 11-2.0 discusses the design requirements of sight distance for intersections at-grade.
January 1999 HORIZONTAL ALIGNMENT 8-i
Chapter Eight
HORIZONTAL ALIGNMENT
Table of Contents
Section Page
8-1.0 DEFINITIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-1(1)
8-2.0 RURAL HIGHWAYS/HIGH-SPEED URBAN HIGHWAYS . . . . . . . . . . . 8-2(1)
8-2.01 General Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-2(1)

8-2.02 Horizontal Curvature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-2(2)
8-2.02.01 Theoretical Discussion . . . . . . . . . . . . . . . . . . . . 8-2(2)

8-2.02.02 Application . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-2(2)
8-2.02.03 Types of Curvature . . . . . . . . . . . . . . . . . . . . . . . 8-2(3)
8-2.03 Superelevation Development . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-2(5)
8-2.03.01 Axis of Rotation . . . . . . . . . . . . . . . . . . . . . . . . . 8-2(5)

8-2.03.02 Transition Length (Two-Lane Roadways) . . . . . 8-2(8)
8-2.03.03 Transition Length (Multilane Highways) . . . . . . 8-2(8)
8-2.03.04 Application of Transition Length . . . . . . . . . . . . 8-2(10)
8-2.03.05 Effects of Curvature Type . . . . . . . . . . . . . . . . . . 8-2(10)
8-2.03.06 Shoulder Superelevation . . . . . . . . . . . . . . . . . . . 8-2(14)
8-2.03.07 Typical Figures . . . . . . . . . . . . . . . . . . . . . . . . . . 8-2(14)
8-2.04 Horizontal Sight Distance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-2(20)
8-2.04.01 Sight Obstruction (Definition) . . . . . . . . . . . . . . 8-2(20)

8-2.04.02 Length of Curve > Sight Distance . . . . . . . . . . . 8-2(20)
8-2.04.03 Length of Curve < Sight Distance . . . . . . . . . . . 8-2(25)
8-2.04.04 Application . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-2(25)
8-2.04.05 Longitudinal Barriers . . . . . . . . . . . . . . . . . . . . . 8-2(27)
8-2.05 Crossover Line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-2(27)
8-3.0 LOW-SPEED URBAN STREETS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-3(1)
8-3.01 General Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-3(1)

8-3.02 Horizontal Curvature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-3(1)
8-ii HORIZONTAL ALIGNMENT January 1999
Table of Contents
(Continued)
Page
8-3.02.01 Theoretical Discussion . . . . . . . . . . . . . . . . . . . . 8-3(1)

8-3.02.02 Application . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-3(1)
8-3.02.03 Types of Curvature . . . . . . . . . . . . . . . . . . . . . . . 8-3(5)
8-3.03 Superelevation Development . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-3(5)

8-3.04 Horizontal Sight Distance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-3(5)
January 1999 HORIZONTAL ALIGNMENT 8-1(1)
Chapter Eight
8-1.0 DEFINITIONS
1. Simple Curves. These are continuous arcs of constant radius which achieve the necessary highway
deflection without an entering or exiting transition.
2. Compound Curves. These are a series of two or more simple curves with deflections in the same
direction immediately adjacent to each other.
3. Reverse Curves. These are two simple curves with deflections in opposite directions which are
joined by a relatively short tangent distance.
4. Broken-Back Curves. These are closely spaced horizontal curves with deflection angles in the same
direction with an intervening, short tangent section.
5. Spiral Curves. A curve of continuously varying radius.
6. Superelevation (e). Superelevation is the amount of cross slope or "bank" provided on a horizontal
curve to counterbalance, in combination with side friction, the centrifugal force of a vehicle
traversing the curve.
7. Maximum Superelevation (emax). The maximum rate of superelevation (emax) is an overall

superelevation control used on a specific facility. Its selection depends on several factors including
climatic conditions, terrain conditions, type of area (rural or urban) and highway functional
classification.
8. Side Friction (f). The interaction between the tire and the pavement surface to counterbalance, in
combination with the superelevation, the centrifugal force of a vehicle traversing a horizontal curve.
9. Maximum Side Friction (fmax). Limiting values selected by AASHTO for use in the design of
horizontal curves. The designated fmax values represent a threshold of driver discomfort and not the
point of impending skid.
10. Superelevation Transition Length. The superelevation transition length is the distance required to
transition the roadway from a normal crown section to full superelevation.
8-1(2) HORIZONTAL ALIGNMENT January 1999
The superelevation transition length is the sum of the tangent runout (TR) and superelevation
runoff (L) distances:
a. Tangent Runout (TR). Tangent runout is the distance needed to change from a normal
crown section to a point where the adverse cross slope of the outside lane or lanes is
removed (i.e., the outside lane(s) is level).
b. Superelevation Runoff (L). Superelevation runoff is the distance needed to change the
cross slope from the end of the tangent runout (adverse cross slope removed) to a
section that is sloped at the design superelevation rate.
11. Axis of Rotation. The superelevation axis of rotation is the line about which the pavement is
revolved to superelevate the roadway. This line will maintain the normal highway profile
throughout the curve. The axis of rotation is generally located at the point of application of
grade.
12. Crossover Line. The lane line between any two adjacent lanes of traffic.
13. Superelevation Rollover. Superelevation rollover is the algebraic difference (A) between the
superelevated travel lane slope and shoulder slope on the outside of a horizontal curve.
14. Normal Crown (NC). The typical cross section on a tangent section of roadway (i.e., no
superelevation).
15. Remove Adverse Crown (RC). A superelevated roadway section which is sloped across the
entire traveled way in the same direction and at a rate equal to the cross slope on the tangent
section.
16. Relative Longitudinal Slope. In superelevation transition sections on two-lane facilities, the
relative gradient between the profile grade and edge of traveled way.
17. Open Roadways. All urban facilities with a design speed greater than 70 km/h and all rural
facilities for all design speeds.
18. Low-Speed Urban Streets. All streets within an urbanized or small urban area with a design
speed of 70 km/h or less.
19. Point of Application of Grade. The point on the cross section where the elevation of the
calculated profile grade list is located.
8-2.0 RURAL HIGHWAYS/HIGH-SPEED URBAN HIGHWAYS
This section presents horizontal alignment criteria for all rural highways and for high-speed urban
highways (V A 80 km/h). See Section 8-3.0 for horizontal alignment criteria for low-speed urban
streets (V @ 70 km/h).
8-2.01 General Controls
Much of the criteria for horizontal alignment seeks to establish minimum design values which are
based on specific limiting factors. These include side-friction factors, superelevation, longitudinal
gradients for superelevation transition, and middle ordinate values for sight distance. In addition, the
designer should adhere to several general controls for horizontal alignment. These are based on
aesthetic and safety considerations. They include:
1. Horizontal alignment should be as directional as possible. Where feasible, minimum radii

should be avoided. Flatter curvature with shorter tangents is generally preferable to sharp
curves connected by long tangents.
2. Curves with small deflection angles should be long enough to avoid the appearance of a kink.
For a central angle of 5o or less, the curve should be at least 150-m long. On freeways, the
designer should try to provide a curve length, in meters, of at least 6 times the design speed
in km/h. On other major highways, try to provide a curve length 3 times the design speed.
3. Very small deflection angles may not require a horizontal curve; i.e., the roadway may be
designed with an angular break. As a general guide, the designer may consider using an angle
point when the deflection angle is less than 1o. The evaluation on the use of an angle point
will be based on urban/rural location, aesthetics, construction costs and the visibility of the
kink.
4. Broken back curvature should be avoided.
5. Sharp horizontal curves should not be introduced near crest or sag vertical curves. The
combination of horizontal and vertical curves can greatly reduce sight distance, and the
likelihood of accidents is increased.
6. Horizontal curves and superelevation transitions should be avoided on bridges. These cause
design, construction and operational problems when snow and ice are present. The designer
should not, however, avoid placing a curve on a bridge if this results in sharp horizontal
curves on the approaching roadway. Where a curve is necessary on a bridge, a simple curve
should be used on the bridge, and any superelevation development should be placed on the
approaching roadway.
7. Normally, simple circular curves will be used in design. However, spiral curves may be
considered throughout the length of a curve to fit the roadway into a restricted roadside.
Spiral transition curves should be considered in areas where high speeds are anticipated in
combination with tight curvature. For additional information, refer to any available survey
manual.
8. The crossover line will often be a control for setting the rates of superelevation and radius
and profile where two roadways converge. Freeway gores are an example.
9. The radius of a ramp curve ending parallel to a freeway should be within 300 meters of the
radius of the freeway.
8-2.02 Horizontal Curvature
8-2.02.01 Theoretical Discussion
From the laws of mechanics, the point mass formula for vehicular operation on a curve is used to
define the curvature radius. The basic equation is:
where: R = radius of curve, m

e = superelevation rate (expressed as a decimal)
f = side-friction factor
V = vehicle speed, km/h
A number of assumptions are reflected in the values used in highway design for rural highways and
high-speed urban highways. These apply both to the limiting values for curvature and to the method
of determining superelevation for radii greater than the minimum. The designer should reference A
Policy on Geometric Design of Highways and Streets for more information.
8-2.02.02 Application
Figure 8-2A provides design superelevation rates for combinations of radii and design speeds. The
figure also provides the design lengths for superelevation runoff (from the end of the tangent runout
to full superelevation). This is discussed in detail in Section 8-2.03. Note that Figure 8-2A is based
on emax = 6.0%. In built-up areas where attaining the superelevation rates in Figure 8-2A is
impractical, it is acceptable to use emax = 4.0%. Refer to A Policy on Geometric Design of Highways
and Streets for superelevation rates based on emax = 4.0%.
Figure 8-2B presents the minimum radii for which the normal crown (NC) section can be maintained
around the curve. Figure 8-2B also presents the radii for which remove (adverse) crown (RC)
applies. In this range, it is considered sufficient to remove the crown and superelevate the pavement
at a rate of 1.5%. These combinations of radii and design speed are also noted as "RC" in Figure
8-2A.
Radius (m)
Design Speed
(km/h) Normal Crown Remove (Adverse) Crown See Figure 8-2A
40 RA 755 m 755 m >RA 540 m R< 540 m
50 RA 1050 m 1050 m >RA 755 m R< 755 m
60 RA 1445 m 1445 m >RA 1040 m R< 1040 m
70 RA 1905 m 1905 m >RA 1375 m R< 1375 m
80 RA 2360 m 2360 m >RA 1710 m R< 1710 m
90 RA 2870 m 2870 m >RA 2085 m R< 2085 m
100 RA 3515 m 3515 m >RA 2560 m R< 2560 m
110 RA 4065 m 4065 m >RA 2970 m R< 2970 m
120 RA 4770 m 4770 m >RA 3510 m R< 3510 m
Note: Flatter radius is based on a theoretical superelevation rate of +.015.

Sharper radius is based on a theoretical superelevation rate of +.020.
RANGE OF RADII FOR NORMAL

CROWN SLOPE AND REMOVE CROWN SLOPE
Figure 8-2B
8-2.02.03 Types of Curvature
Horizontal curves are necessary to achieve deflectional changes in alignment on the roadway. This
may be accomplished by one of two methods — a simple curve or a compound curve. The following
discusses each of the horizontal curvature types:
8-2(4)
V = 40 km/h V = 50 km/h V = 60 km/h V = 70 km/h V = 80 km/h V = 90 km/h V = 100 km/h V = 110 km/h V = 120 km/h
R*
L (m) L (m) L (m) L (m) L (m) L (m) L (m) L (m) L (m)
(m) e e e e e e e e e
(%) A B (%) A B (%) A B (%) A B (%) A B (%) A B (%) A B (%) A B (%) A B
7000 NC 0 0 NC 0 0 NC 0 0 NC 0 0 NC 0 0 NC 0 0 NC 0 0 NC 0 0 NC 0 0
5000 NC 0 0 NC 0 0 NC 0 0 NC 0 0 NC 0 0 NC 0 0 NC 0 0 NC 0 0 NC 0 0
3000 NC 0 0 NC 0 0 NC 0 0 NC 0 0 NC 0 0 NC 0 0 RC 56 84 RC 61 92 2.3 67 101
2500 NC 0 0 NC 0 0 NC 0 0 NC 0 0 NC 0 0 RC 50 75 2.1 56 84 2.3 61 92 2.7 67 101
2000 NC 0 0 NC 0 0 NC 0 0 NC 0 0 RC 44 66 2.1 50 75 2.5 56 84 2.8 61 92 3.3 67 101
1500 NC 0 0 NC 0 0 NC 0 0 RC 39 59 2.2 44 66 2.7 50 75 3.1 56 84 3.6 61 92 4.2 67 101
1400 NC 0 0 NC 0 0 NC 0 0 RC 39 59 2.4 44 66 2.8 50 75 3.3 56 84 3.8 61 92 4.4 67 101
1300 NC 0 0 NC 0 0 RC 33 50 2.1 39 59 2.5 44 66 3.0 50 75 3.5 56 84 4.0 61 92 4.7 67 101
1200 NC 0 0 NC 0 0 RC 33 50 2.2 39 59 2.7 44 66 3.2 50 75 3.7 56 84 4.2 61 92 5.0 67 101
1000 NC 0 0 RC 28 42 2.1 33 50 2.6 39 59 3.1 44 66 3.6 50 75 4.2 56 84 4.8 61 92 5.5 67 101
900 NC 0 0 RC 28 42 2.3 33 50 2.8 39 59 3.4 44 66 3.9 50 75 4.5 56 84 5.1 61 92 5.8 67 101
800 NC 0 0 RC 28 42 2.5 33 50 3.1 39 59 3.6 44 66 4.2 50 75 4.9 56 84 5.4 61 92 6.0 67 101
700 RC 22 33 2.1 28 42 2.8 33 50 3.4 39 59 4.0 44 66 4.6 50 75 5.2 56 84 5.7 61 92 Rmin = 760
600 RC 22 33 2.4 28 42 3.1 33 50 3.8 39 59 4.3 44 66 5.0 50 75 5.6 56 84 6.0 61 92
500 2.1 22 33 2.8 28 42 3.5 33 50 4.2 39 59 4.8 44 66 5.4 50 75 5.9 56 84 Rmin = 565
400 2.5 22 33 3.3 28 42 4.0 33 50 4.7 39 59 5.3 44 66 5.9 50 75 Rmin = 440

300 3.1 22 33 3.9 28 42 4.6 33 50 5.4 39 59 5.9 44 66 Rmin = 340
250 3.5 22 33 4.2 28 42 5.0 33 50 5.7 39 59 6.0 44 66

200 3.9 22 33 4.7 28 42 5.5 33 50 6.0 39 59 Rmin = 255
175 4.1 22 33 5.0 28 42 5.8 35 52 Rmin = 195 emax = 6.0%

150 4.4 23 34 5.3 29 43 5.9 35 53
140 4.5 23 35 5.4 29 44 6.0 36 54
130 4.6 24 36 5.6 30 45 Rmin = 135 Key: R = Radius of curve (m)
120 4.8 25 37 5.7 31 46
V = Design speed (km/h)
110 5.0 26 39 5.8 31 47 e = Superelevation rate
100 5.2 27 40 5.9 32 48 L = Minimum length of superelevation runoff
90 5.4 28 42 6.0 32 49 (from adverse cross slope removed to full super) (m)
80 5.6 29 43 Rmin = 90 A = "L" for 2-lane, 2-way roadway rotated about the
70 5.8 30 45 centerline
60 6.0 31 46 B = "L" for 4-lane divided highway rotated about the
Rmin = 55
two median edges
NC = Normal crown
RC = Remove (adverse) crown
January 1999
Note: See Figure 8-2E for superelevation runoff lengths for conditions other than “A” and “B.”
* For curve radii intermediate between table values, use a straight-line
interpolation to determine the superelevation rate.
RATE OF SUPERELEVATION AND MINIMUM LENGTH OF RUNOFF

(Rural Highways and High-Speed (V A 80 km/h) Urban Highways)
Figure 8-2A
1. Simple Curves. A simple curve is a constant, circular radius which achieves the desired
deflection without using an entering or exiting transition. Considering their simplicity and
ease of design, survey and construction, this type of curve is used most often by the
Department. Figure 8-2C illustrates a typical simple curve layout.
2. Compound Curves. Compound curves are often used to avoid some control or obstacle
which cannot be relocated. Compound curves can be developed with any number of
individual simple curves (2-centered, 3-centered, etc.), and they can be symmetrical or
asymmetrical. The geometry of each curve within the compound curvature arrangement is
identical to that of a simple curve (Figure 8-2C). Figure 8-2D provides the layout of a
symmetrical, 3-centered curve. This is only one example of how a compound curve can be
designed.
When compound curves are used on mainline, the radius of the flatter circular arc (R1)
should not be more than 50 percent greater than that of the sharper arc (R2); i.e., R1 @
1.5R2.
8-2.03 Superelevation Development
8-2.03.01 Axis of Rotation
The axis of rotation is the line about which the pavement is revolved to superelevate the roadway.
This line will maintain the normal highway profile throughout the horizontal curve.
On 2-lane and undivided multilane highways, the axis of rotation will almost always be the centerline
of the roadway (see Figure 8-2G). This method results in the least amount of elevation differential
between the edges of the travel lanes and their normal profile. For 2-lane roadways, the designer will
use the lengths from Column A in Figure 8-2A. Occasionally, it may be warranted to rotate the
pavement about the inside edge of the travel lane. This may be preferable when the lower edge
profile is a major control, as for drainage. For 2-lane roadways in this case, the designer will use the
lengths from Column B in Figure 8-2A.
Divided highways with medians require special consideration. The basic choices for selecting the
axis of rotation are:
1. Rotate about the centerline of the median, which will also be the centerline of the entire
roadway section.
2. Rotate about the two median edges and hold the median in a horizontal plane.
CURVE SYMBOLS CIRCULAR CURVE ABBREVIATIONS
F = Deflection Angle, degrees P.C. = PC = Point of Curvature (Beginning of Curve)

T = Tangent Distance = distance from PC to PI = P.T. = PT = Point of Tangency (End of Curve)
distance from PI to PT P.I. = PI = Point of Intersection of Tangents
L = Length of curve in meters = distance from PC to PT P.C.C. = PCC = Point of Compound Curvature
along curve
R = Radius of curve
E = External Distance (PI to mid-point of curve)
LC = Length of long chord — PC to PT
M = Middle Ordinate (mid-point of arc to mid-point of
long chord)
CURVE FORMULA
LAYOUT OF SIMPLE CURVE
Figure 8-2C
January 1999
Equations for Any Two-Centered Compound Curves:
I = Total Deflection Angle = ∆1 + ∆2

X = R2 sin I + (R1 - R2) sin ∆1
Y = R1 - R2 cos I - (R1 - R2) cos ∆1
Tb = Y
sin I
Ta = X - Tb cos I
Equations for Any Three-Centered Compound Curves:
I = Total Deflection Angle = ∆1 + ∆2 + ∆3

X = (R1 - R2) sin ∆1 + (R2 - R3) sin (∆1 + ∆2) + R3 sin I
Y = R1 - R3 cos I - (R1 - R2) cos ∆1 - (R2 - R3) cos (∆1 + ∆2)
Tb = Y
sin I
Ta = X - Tb cos I
Equations for Symmetrical Three-Centered Compound Curve (R1 = R3; ∆1 =
∆3, as shown in Figure):
I = Total Deflection Angle = 2 ∆1 + ∆2
X = (R1 - R2) sin ∆1 + (R2 - R1) sin (∆1 + ∆2) + R1 sin I
Y = R1 - R2 cos I - (R1 - R2) cos ∆1 - (R2 - R1) cos (∆1 + ∆2)
Tb = Y
sin I
Ta = X - Tb cos I
Note: R1 1.5 R2
Note: This is only one example of how a

compound curve can be designed.
SYMMETRICAL THREE-CENTERED COMPOUND CURVE
8-2(7)
Figure 8-2
3. Rotate each roadway separately and provide a compensating slope in the median.
4. On roadways with independent alignment, rotate each one separately.
Several highway features may significantly influence the superelevation development for divided
highways. These include guide rail, median barriers and drainage. The designer should carefully
consider the intended function of these features and ensure that the superelevated section does not
compromise their operation. Chapters Four and Five provide typical cross section figures for
superelevated urban and rural highways for both divided and undivided highways.
8-2.03.02 Transition Length (Two-Lane Roadways)
The superelevation transition length is the distance required to transition the roadway from a normal
crown section to the full superelevation needed. The length combines both the tangent runout
distance (TR) and the superelevation runoff length (L).
Figure 8-2A presents the lengths of superelevation runoff. The tangent runout length, which is the
distance from the normal crown to where the adverse cross slope is removed, is in addition to the
superelevation runoff length. Typically, the relative longitudinal gradient for the tangent runout will
be set equal to that for the superelevation runoff. The designer may also use graphical methods to
determine the tangent runout.
8-2.03.03 Transition Length (Multilane Highways)
The superelevation runoff distance for multilane highways is calculated by:
L = C x L2
where:
L = Superelevation runoff length for multilane highway, m
L2 = Superelevation runoff length for a 2-lane roadway, m
C = Ratio of runoff length for a multilane highway to runoff length for a 2-lane roadway
(see Figure 8-2E)
Number of Lanes
C
Being Rotated*
One 1.0
Two 1.5**
Three 2.0
Four 2.5
* This column refers to the number of lanes being rotated on either side of the axis rotation.
Select the higher value. For example, if the axis of rotation for a 3-lane roadway is about the
edge of the interior lane, two lanes will be rotated on one side of the axis and one lane will be
rotated on the other side. The higher number is two, and C is 1.5.
Note also that a C = 1.5 should be used to determine the superelevation runoff length for a 2-
lane, 2-way roadway where the axis of rotation is about either edge of the travelway.
As another example, consider a 5-lane roadway (i.e., four through lanes and a two-way, left-
turn lane (TWLTL)) with the axis of rotation in the center of the TWLTL. In this case, the
number of lanes being rotated is 2.5; therefore, C = 1.75.
** Column B in Figure 8-2A presents values based on C = 1.5.
C VALUES
(Superelevation Runoff Lengths, Multilane Highways)
Figure 8-2E
8-2.03.04 Application of Transition Length
The location of the transition length may be shifted within the indicated limits to obtain practical
beginning and ending points. In most cases, the designer will likely locate the transition termini at
the nearest 20-m or 40-m station. In addition, the designer should examine the relationship between
the horizontal and vertical alignment to provide a desirable visual impact.
8-2.03.05 Effects of Curvature Type
Horizontal curvature may be a simple curve or a compound curve. Superelevation development will
vary for each type. In addition, superelevation development must be carefully addressed at closely
spaced reverse curves. Each is discussed:
1. Simple Curves. The typical figures in Section 8-2.03.07 illustrate superelevation develop-
ment for simple curves. The designer must distribute the placement of the transition length
between the tangent section (where no superelevation is needed) and the curve section
(where full superelevation is needed). No distribution method can be completely justified.
As an approximation, 60% - 80% of the full superelevation should be reached at the PC. If
practical, try to provide 0.67e at the PC. This superelevation rate will be reached at 0.67 of
the superelevation runoff length.
2. Compound Curvature. The typical figure in Section 8-2.03.07 illustrates the superelevation
development for compound curvature. These criteria should be met:
a. If the distance between the PC and PCC or between two PCC points is less than or
equal to 90 m, a uniform longitudinal gradient should be used throughout the
transition.
b. If the distance between the PC and PCC or between two PCC points is more than
90 m, it may be preferable to consider the two curves separately. Superelevation for
the entering curve would be developed by the distribution method used for simple
curves. This superelevation rate (e f) would be maintained until it is necessary to
develop the remaining superelevation of the sharper curve.
c. The minimum superelevation runoff length in Figure 8-2A applies to the superele-
vation development for the sharpest or controlling curve; i.e., this length is used from
the end of the tangent runout to the PCC of the controlling curve.
d. Superelevation should be developed so that, for the first and last curve, two-thirds
of the design superelevation rate for those curves will be attained at the PC or PT.
e. Superelevation should be developed so that, for all interior curves, the design
superelevation rate will be available at the PCC.
Example 8-2.1 illustrates how to develop superelevation on compound curves.
********
Example 8-2.1
Given: V = 100 km/h

R = 1200 m
2-lane roadway
3.6-m lanes
1.5% typical cross slope
Problem: Develop the details using a symmetrical compound curve.
Solution:
Compound curvature will be used to enter and exit from the 1200-m controlling curve. Figure 8-2F
illustrates the compound curvature. The following outlines the steps necessary for the calculations:
a. Section 8-2.02.03 states that, when compound curvature is used, the radius of the flatter arc
must not be more than 50 percent of the radius of the sharper arc. Therefore, the curves
adjacent to the interior curve (R = 1200 m) will have radii of (1.5) (1200) = 1800 m.
b. A 3-centered compound curve will be used with radii:
R1 = 1800 m
R2 = 1200 m
R3 = 1800 m
c. The roadway section must be transitioned from its normal crown (1.5% = .015) to the design
superelevation for the 1200-m curve. The following approach should be used:
Y Figure 8-2A yields:
R1 = R3 = 1800 m, e1 = e3 = 2.7% = .027

R2 = 1200 m, e2 = 3.7% = .037
8-2(12)
SUPERELEVATION DEVELOPMENT ON A COMPOUNT CURVE
January 1999
(Example 8-2.1)
Figure 8-2F
Y The pavement will be rotated about its centerline. Therefore, the minimum
superelevation runoff length (L2) from Column A in Figure 8-2A is 56 m. Using the
relative longitudinal gradient for the superelevation runoff, the tangent runout
distance (TR) is 23 m. Therefore, the total transition length from NC to full
superelevation is 79 m (use 80 m). This length will apply to reaching e2 at the PCC
for R2. This is a practical application of the minimum transition length criteria to
compound curvature.
Y One objective is to use a uniform longitudinal gradient (G) to reach e2 from NC.
Therefore:
Y One objective is to reach 0.67e1 at the PC for R1. This can be accomplished by
setting the length of the entering curve (L1) (from the PC to the PCC) as follows:
d. This approach to developing superelevation on compound curves can result in relatively

short lengths of curve segments, especially where there are several curves compounded (e.g.,
5 or more). The designer should consider lengthening these curves to a practical minimum.
However, it is considered more important to maintain a uniform longitudinal gradient and to
achieve the design superelevation at each PCC throughout the curve. The designer may need
to try several combinations of curve lengths, longitudinal gradients and superelevation
gradients to find the most practical design.
********
3. Reverse Curves. For closely spaced reverse curves, it is not necessary to achieve an
intermediate crowned section between the curves; i.e., a continuously rotating plane may
be provided. The designer should adhere to the applicable superelevation development
criteria for each curve. For example, assume that each curve is a simple curve and assume
that 0.67 of the full superelevation is provided at the PT and PC. This means that the
minimum length of the tangent section between the PT and PC is:
where:
Ltan = Tangent distance between PT and PC, m

L1 = Superelevation runoff length for first curve, m
TR1 = Tangent runout length for first curve, m
TR2 = Tangent runout length for second curve, m
L2 = Superelevation runoff length for second curve, m
It is undesirable to have a zero tangent distance between the two curves (i.e., where the PT of
the first curve is coincident with the PC of the second curve). This type of alignment requires
the driver to shift his steering from a curve in one direction to a curve in the other at exactly the
point of reverse curvature if he is to remain within his lane. It is not possible to have a
minimum amount of superelevation at the beginning of the curve, and transitions are more
difficult. This lowers the effective design speed of the curve within the transition zone. It is
preferable to use tighter radii to provide the tangent length required to effect the introduction
of superelevation and allow the driver time to react. In general, even under restricted
conditions, 2.5 seconds of travel time should be provided on a tangent section.
8-2.03.06 Shoulder Superelevation
Figures 4H and 5J provide the detail for shoulder superelevation on the high side of the roadway. This
detail will apply when the shoulder width is 1.2 m or more and will apply to the entire range of
superelevation rates (1.5% to 6.0%). When the shoulder width is less than 1.2 m, it will be superelevated
at the same rate and in the same direction as the travel lane. In this case, the designer should ensure that
the drainage for the area beyond the roadway will not flow into the roadway.
On the low side, the shoulder cross slope will remain equal to its rate on the tangent section until the
superelevated rate exceeds that value. Then, the shoulder will be sloped at the same rate as the
superelevated travel lanes.
Section 10-1.02.02 contains criteria on shoulders across superelevated bridges.
8-2.03.07 Typical Figures
GO TO TYPICALS
Based on the discussion in the previous sections, the following figures illustrate the Department's
methods for superelevation development:
1. Figure 8-2G is applicable to 2-lane roadways rotated about the centerline where a simple
curve is used.
2. Figure 8-2H is applicable to 2-lane roadways rotated about the centerline where compound
curvature is provided.
3. Figure 8-2I is applicable to roadways with three or four lanes where a simple curve is used.
The axis of rotation is about the centerline (4-lane roadways) or about one inside edge of
travel lane (3-lane roadways). If a compound curve is used, the designer will modify the
superelevation development as illustrated in Figure 8-2H.
4. Figure 8-2J is applicable to roadways with five or six lanes where a simple curve is used. The
axis of rotation is about the centerline (6-lane roadway) or about either edge of the center
lane (5-lane roadways). If a compound curve is used, the designer will modify the
superelevation development as illustrated in Figure 8-2H.
8-2(16)
January 1999
SUPERELEVATION DEVELOPMENT ON TWO-LANE ROADWAYS
(Simple Curve)
Figure 8-2G
January 1999
SUPERELEVATION DEVELOPMENT ON TWO-LANE ROADWAYS
(Compound Curves)
8-2(17)
Figure 8-2H
8-2(18)
January 1999
SUPERELEVATION DEVELOPMENT ON THREE-LANE AND FOUR-LANE ROADWAYS
(Simple Curve)
Figure 8-2I
January 1999
SUPERELEVATION DEVELOPMENT ON FIVE-LANE AND SIX-LANE ROADWAYS
(Simple Curve)
8-2(19)
Figure 8-2J
8-2.04 Horizontal Sight Distance
The designer must evaluate the impact of sight obstructions which are located laterally on the inside
of horizontal curves. These may interfere with the required sight distance and should be removed if
practical.
8-2.04.01 Sight Obstruction (Definition)
Sight obstructions on the inside of a horizontal curve are defined as obstacles of considerable length
which interfere with the line of sight on a continuous basis. These include walls, cut slopes, wooded
areas, buildings and high farm crops. In general, point obstacles such as traffic signs and utility poles
are not considered sight obstructions on the inside of horizontal curves. The designer must examine
each curve individually to determine whether it is necessary to remove an obstruction or adjust the
horizontal alignment to obtain the required sight distance.
8-2.04.02 Length of Curve > Sight Distance
Where the length of curve (L) is greater than the sight distance (S) used for design, the needed
clearance on the inside of the horizontal curve is calculated as follows:
(Equation 8-2.1)
Where:
M = Middle ordinate, or distance from the center of the inside travel lane to the
obstruction, m
R = Radius of centerline of inside travel lane, m
S = Sight distance, m
Note: The expression is in degrees, not radians.
Stopping Sight Distance (SSD)
At a minimum, SSD will be available throughout the horizontal curve. Figure 8-2K and Figure 8-2L
provide the horizontal clearance criteria (i.e, middle ordinate) for various combinations of stopping
sight distance and curve radii. For those selections of S which fall outside of the figures (e.g., M >
16 m and/or R < 50 m), the designer should use Equation 8-2.1 to calculate the needed clearance.
The Example on Figure 8-2M illustrates the determination of clearance requirements at a horizontal curve
based on SSD.
Decision Sight Distance (DSD)
At some locations, it may be warranted to provide decision sight distance at the horizontal curve.
Chapter Seven discusses candidate sites and provides design values for these sight distance criteria.
These "S" values should be used in the basic equation to calculate "M" (Equation 8-2.1).
Entering/Exiting Portions
The M values from Figures 8-2K and 8-2L apply between the PC and PT. In addition, some
transition is needed on the entering and exiting portions of the curve. The designer should use the
following steps:
Step 1: Locate the point which is on the outside edge of shoulder and a distance of S/2 before the
PC.
Step 2: Locate the point which is a distance M measured laterally from the center of the inside travel
lane at the PC.
Step 3: Connect the two points located in Step #'s 1 and 2. The area between this line and the
roadway should be clear of all continuous obstructions.
Step 4: A symmetrical application of Step #'s 1 through 3 should be used beyond the PT.
The Example on Figure 8-2M illustrates the determination of clearance requirements entering and
exiting from a curve.
SIGHT DISTANCE AT HORIZONTAL CURVES

(Upper Range of SSD)
Figure 8-2K
SIGHT DISTANCE AT HORIZONTAL CURVES

(Lower Range of SSD)
Figure 8-2L
Example 8-2.2
Given: Design Speed = 100 km/h

R = 300 m
Problem: Determine the horizontal clearance requirements for the horizontal curve to meet the upper SSD
on level grade.
Solution: Figure 7-1A yields a SSD = 205 m. Using the equation for horizontal clearance (L > S):
The above figure also illustrates the horizontal clearance requirements for the entering and exiting portion
of the horizontal curve.
SIGHT CLEARANCE REQUIREMENTS FOR HORIZONTAL CURVES

(L > SSD)
Figure 8-2M
8-2.04.03 Length of Curve < Sight Distance
Where the length of curve is less than the sight distance used in design, the M value from the basic
equation will never be reached. As an approximation, the horizontal clearance for these curves
should be determined as follows:
Step 1: For the given R and S, calculate M assuming L > S.
Step 2: The maximum Mk value will be needed at a point of L/2 beyond the PC. Mk is
calculated from the following proportion:
(Equation 8-2.2)
Where:
Mk @ M
Step 3: Locate the point which is on the outside edge of shoulder and a distance of S/2 before the
PC.
Step 4: Connect the two points located in Step #’s 2 and 3. The area between this line and the
roadway should be clear of all continuous obstructions.
Step 5: A symmetrical application of Step #’s 2 through 4 should be used on the exiting portion
of curve.
The Example on Figure 8-2N illustrates the determination of the clearance requirements where L
< S.
For application, the height of eye is 1070 mm and the height of object is 150 mm. Both the eye and
object are assumed to be in the center of the inside travel lane. The line-of-sight intercept should
be unobstructed at least 150 mm above ground level where it is outside of the paved roadway.
Example 8-2.3

R = 400 m
L = 200 m
Grade = 6.0% downgrade
Problem: Determine the horizontal clearance requirements for the horizontal curve.
Solution: Because the downgrade is greater than 3.0%, the curve should be designed adjusted for
grade. Figure 7-1A yields an upper SSD value of 295 m for 110 km/h and a 6.0%
downgrade. Therefore, L < S (200 m < 295 m), and the horizontal clearance is
calculated first using Equation 8-2.1:
Then, using Equation 8-2.2:
Therefore, a maximum clearance of 21.88 m should be provided at a distance of L/2 = 100 m beyond
the PC.
SIGHT CLEARANCE REQUIREMENTS FOR HORIZONTAL CURVES

(L < SSD)
Figure 8-2N
8-2.04.05 Longitudinal Barriers
Longitudinal barriers (e.g., bridge rails, guardrail, CMB) may cause sight distance problems at
horizontal curves because barriers are placed relatively close to the travel lane (often, 3 m or less)
and because their height is greater than 0.6 m.
The designer should check the line of sight over a barrier along a horizontal curve and attempt, if
practical, to locate the barrier such that it does not block the line of sight. The following should be
considered:
1. Superelevation. A superelevated roadway will elevate the driver eye and, therefore, improve
the line of sight over the barrier.
2. Grades. The line of sight over a barrier may be improved for a driver on an upgrade and
lessened on a downgrade.
3. Barrier Height. The higher the barrier, the more obstructive it will be to the line of sight.
Each barrier location on a horizontal curve will require an individual analysis to determine its
impacts on the line of sight. The designer must determine the elevation of the driver eye (1070 mm
above the pavement surface), the elevation of the object (150 mm above the pavement surface) and
the elevation of the barrier where the line of sight intercepts the barrier run. If the barrier does block
the line of sight to a 150-mm object, the designer should consider relocating the barrier or revising
the horizontal alignment. If the barrier blocks the sight distance needed for minimum SSD on the
mainline, it will be necessary to obtain a design exception.
8-2.05 Crossover Line
When adjacent lanes have different cross slopes and the driver moves from one lane to the other,
there is a pull on the vehicular steering. This pull can cause erratic behavior when it becomes
excessive. To control this, the difference in cross slope on adjacent lanes must be within the limits
shown in Figure 8-2O. This will limit the radius and superelevation rates which may be used under
certain conditions (e.g., when a ramp enters a freeway).
Maximum Algebraic Difference

Design Speed
in Cross Slope at Crossover Line
(km/h)
(%)
30 and under 5.0 to 8.0

40 and 50 5.0 to 6.0
60 and over 4.0 to 5.0
MAXIMUM ALGEBRAIC DIFFERENCE IN CROSS SLOPE

AT CROSSOVER LINES
Figure 8-2O
8-3.0 LOW-SPEED URBAN STREETS
This section presents horizontal alignment criteria for low-speed urban streets (design speed of 70
km/h or less). The operating conditions on these facilities is significantly different from those on rural
highways and high-speed urban highways. Also, urban areas present physical constraints which should
be recognized. Therefore, some of the assumptions for horizontal alignment can be legitimately
revised for low-speed urban streets. However, much of the criteria in Section 8-2.0 on open highways
also applies to low-speed urban streets. Therefore, this section will reference Section 8-2.0 where
applicable.
8-3.01 General Controls
The criteria in Section 8-2.01 also applies to low-speed urban streets.
8-3.02 Horizontal Curvature
8-3.02.01 Theoretical Discussion
The point mass formula for curvature is also used for low-speed urban streets. However, the
assumptions for the values within the formula differ from those for open highways. See the AASHTO
A Policy on Geometric Design of Highways and Streets for the theoretical discussion.
For low-speed urban streets, emax = 4.0% once the decision is made that a curve requires
superelevation. This lower value reflects the problems often encountered when attempting to
superelevate in urban areas where roadside development is extensive.
Figure 8-3A presents the minimum radii for various design speeds for low-speed urban streets. The
designer should wherever practical provide horizontal curvature flatter than the minimum radius.
Figure 8-3B presents the minimum radii for which the normal crown (NC) section can be maintained
around a curve. The values assume that the pavement cross slope is 1.5%, which yields a
superelevation rate of -1.5% for one direction of travel when the normal crown section is maintained.
The figure also presents the range of radii for which remove crown (RC) applies. In this range, the
curve must be superelevated at a rate of +1.5% across the entire highway section.
Design Speed Minimum Radius

emax fmax e+f
(km/h) (m)
30 4.0% 0.312 0.352 20

40 4.0% 0.252 0.292 45
50 4.0% 0.214 0.254 80
60 4.0% 0.186 0.226 130
70 4.0% 0.163 0.203 190
MINIMUM RADII ON LOW-SPEED URBAN STREETS

Figure 8-3A
Radius (m)
Design
Speed
(km/h) Normal Remove See Figure
Crown Crown 8-3C
30 R > 25 25 >R> 22 R < 22

40 R > 55 55 >R> 47 R < 47
50 R > 104 104 >R> 86 R < 86
60 R > 178 178 >R> 142 R < 142
70 R > 258 258 >R> 204 R < 204
Note: Flatter radius is based on a theoretical superelevation rate of -1.5%.

Sharper radius is based on a theoretical superelevation rate of +1.5%.
RANGE OF RADII FOR NORMAL CROWN SLOPE

AND REMOVE CROWN SLOPE
(Cross Slope = 1.5%)
Figure 8-3B
Figure 8-3C provides the superelevation rates for combinations of curve radius and design speed for
those curves when NC or RC is inadequate. The following examples illustrate how to use Figures 8-
3B and 8-3C.
********
Example 8-3.1
Given: Design speed = 60 km/h

Radius = 180 m
Cross slope = 1.5%
Problem: Determine the superelevation rate.
Solution: Figure 8-3C yields a required superelevation rate of -2.6%. If the normal crown is
maintained throughout the curve, the superelevation rate is -1.5%. Therefore, the
normal crown should be maintained. This is consistent with the NC criteria in Figure
8-3B.
Example 8-3.2

Radius = 150 m
Cross slope = 1.5%
Solution: Figure 8-3C yields a required superelevation rate of +0.3%. The normal crown would
provide a rate of -1.5%, which is unacceptable. Therefore, the pavement should be
superelevated at a rate of +1.5% across the entire pavement for ease of design and
construction. This is consistent with the RC criteria in Figure 8-3B.
Example 8-3.3

Radius = 135 m
Cross slope = 1.5%

Notes:
1. emax = 4.0% (typical)
2. For the rotation of a 1-lane pavement width, the minimum length will always apply. These
are:
Design Speed Minimum Runoff

(km/h) Length (m)a
30 20
40 25
50 30
60 35
70 40
a
Runoff length is measured from the adverse slope removed to full superelevation. See
Section 8-2.03 for calculation of tangent runout length (from normal crown to adverse
slope removed).
3. For the rotation of a 2-lane pavement width, see the discussion in Section 8-2.03 to calculate
the superelevation transition length.
SUPERELEVATION RATES
(Low-Speed Urban Streets)
Figure 8-3C
Solution: Figure 8-3C yields a required rate of +2.4%. Therefore, the entire pavement should
be transitioned and superelevated at this rate.
********
8-3.02.03 Types of Curvature
The discussion and figures in Section 8-2.02.03 also apply to low-speed urban streets.
8-3.03 Superelevation Development
Once the decision is made to provide superelevation on a low-speed urban street, the methods
presented in Section 8-2.03 will apply. Section 8-2.03 discusses the length of transition, the effects
of the type of curvature (e.g., simple) and the axis of rotation. Note that Figure 8-3C presents the
superelevation transition lengths for low-speed urban streets where a 1-lane pavement width is being
rotated.
8-3.04 Horizontal Sight Distance
The criteria presented in Section 8-2.04 also apply to horizontal sight distance on low-speed urban
streets.
January 1999 VERTICAL ALIGNMENT 9-i
Chapter Nine
VERTICAL ALIGNMENT
Table of Contents
Page
9-1.0 DESIGN PRINCIPLES AND PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-1(1)
9.1.01 General Controls for Vertical Alignment . . . . . . . . . . . . . . . . . . . . . . . 9-1(1)

9-1.02 Coordination of Horizontal and Vertical Alignment . . . . . . . . . . . . . . . 9-1(2)
9-2.0 GRADES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-2(1)
9-2.01 Terrain (Definitions) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-2(1)

9-2.02 Critical Length of Grade . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-2(1)
9-2.03 Maximum and Minimum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-2(2)
9-2.04 Truck-Climbing Lanes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-2(5)
9-2.04.01 Warrants . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-2(5)

9-2.04.02 Capacity Analysis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-2(5)
9-2.04.03 Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-2(6)
9-3.0 VERTICAL CURVES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-3(1)
9-3.01 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-3(1)

9-3.02 Crest Vertical Curves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-3(1)
9-3.03 Sag Vertical Curves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-3(5)
9-4.0 VERTICAL CLEARANCES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-4(1)
9-5.0 REFERENCES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-5(1)

9-ii VERTICAL ALIGNMENT January 1999
January 1999 VERTICAL ALIGNMENT 9-1(1)
Chapter Nine
VERTICAL ALIGNMENT
9-1.0 DESIGN PRINCIPLES AND PROCEDURES
9-1.01 General Controls for Vertical Alignment
As discussed elsewhere in Chapter Nine, the design of vertical alignment involves, to a large extent,
complying with specific limiting criteria. These include maximum and minimum grades, sight
distance at vertical curves and vertical clearances. In addition, the designer should adhere to certain
general design principles and controls which will determine the overall safety of the facility and will
enhance the aesthetic appearance of the highway. These design principles for vertical alignment
include:
1. Consistency. Use a smooth grade line with gradual changes, consistent with the type of
highway and character of terrain, rather than a line with numerous breaks and short lengths
of tangent grades.
2. Environmental Impacts. Vertical alignment should be properly coordinated with

environmental impacts (e.g., encroachment onto wetlands).
3. Long Grades. On a long ascending grade, it is preferable to place the steepest grade at the
bottom and flatten the grade near the top. It is also preferable to break the sustained grade
with short intervals of flatter grades.
4. Intersections. Maintain moderate grades through intersections to facilitate turning

movements. See Chapter Eleven for specific information on vertical alignment through
intersections.
5. Roller Coaster. Avoid using "roller-coaster" type profiles. Roller-coaster profiles are where
the horizontal alignment is generally straight and roadway profile closely follows a rolling
natural ground line. This type of profile may be proposed in the interest of economy, but it
is aesthetically undesirable and may be more difficult to drive.
6. Broken-Back Curvature. Avoid "broken-back" grade lines (two crest or sag vertical curves
separated by a short tangent). One long vertical curve is more desirable.
9-1(2) VERTICAL ALIGNMENT January 1999
7. Sags. Avoid using sag vertical curves in cut sections unless adequate drainage can be
provided.
8. Coordination with Natural/Man-Made Features. The vertical alignment should be properly

coordinated with the natural topography, available right-of-way, utilities, roadside
development and natural/man-made drainage patterns.
9-1.02 Coordination of Horizontal and Vertical Alignment
Horizontal and vertical alignment should not be designed separately, especially for projects on new
alignment. Their importance demands that the designer carefully evaluate the interdependence of
the two highway design features. This will enhance highway safety and improve the facility's
operation. The following should be considered in the coordination of horizontal and vertical
alignment:
1. Balance. Curvature and grades should be in proper balance. Maximum curvature with flat
grades or flat curvature with maximum grades does not achieve this desired balance. A
compromise between the two extremes produces the best design relative to safety, capacity,
ease and uniformity of operations and aesthetics.
2. Coordination. Vertical curvature superimposed upon horizontal curvature (i.e., vertical and
horizontal P.I.'s at approximately the same stations) generally results in a more pleasing
appearance and reduces the number of sight distance restrictions. Successive changes in
profile not in combination with the horizontal curvature may result in a series of humps
visible to the driver for some distance, which may produce an unattractive design. However,
under some circumstances, superimposing the horizontal and vertical alignment must be
tempered somewhat by Comment #'s 3 and 4 as follows.
3. Crest Vertical Curves. Do not introduce sharp horizontal curvature at or near the top of
pronounced crest vertical curves. This is undesirable because the driver cannot perceive the
horizontal change in alignment, especially at night when headlight beams project straight
ahead into space. This problem can be avoided if the horizontal curvature leads the vertical
curvature or by using design values which well exceed the minimums.
4. Sag Vertical Curves. Do not introduce sharp horizontal curves at or near the low point of
pronounced sag vertical curves or at the bottom of steep vertical grades. Because visibility
to the road ahead is foreshortened, only flat horizontal curvature will avoid an undesirable,
distorted appearance. At the bottom of long grades, vehicular speeds often are higher,
particularly for trucks, and erratic operations may occur, especially at night.
5. Intersections. At intersections, horizontal and vertical alignment should be as flat as

practical to provide designs which produce sufficient sight distance and gradients for
vehicles to slow or stop. See Chapter Eleven.
6. Divided Highways. On divided facilities with wide medians, it is frequently advantageous

to provide independent alignments for the two one-way roadways. Where traffic justify a
divided facility, a superior design with minimal additional cost generally can result from the
use of independent alignments.
7. Residential Areas. Design the alignment to minimize nuisance factors to neighborhoods.

Generally, a depressed facility makes the highway less visible and reduces the noise to
adjacent residents. Minor adjustment to the horizontal alignment may increase the buffer
zone between the highway and residential areas.
8. Aesthetics. Layout alignment to enhance attractive scenic views of rivers, rock formations,
parks, golf courses, etc. The highway should head into rather than away from those views
that are considered to be aesthetically pleasing. The highway should fall towards those
features of interest at a low elevation and rise toward those features which are best seen from
below or in silhouette against the sky.
The designer should coordinate the layout of the horizontal and vertical alignment as early as
practical in the design process. Alignment layouts are typically completed after the topography and
ground line have been drafted. The designer should use the computer visualization programs within
CADD to visualize how the layout will appear in the field. The designer should review several
alternatives to ensure that the most pleasing and practical design is selected.
9-2.0 GRADES
9-2.01 Terrain (Definitions)
1. Level. Highway sight distances are either long or could be made long without major construction
expense. The terrain is generally considered to be flat, which has minimal impact on vehicular
performance.
2. Rolling. The natural slopes consistently rise above and fall below the roadway grade and,
occasionally, steep slopes present some restriction to the desirable highway alignment. In general,
rolling terrain generates steeper grades, causing trucks to reduce speeds below those of passenger
cars.
3. Mountainous. Longitudinal and transverse changes in elevation are abrupt, and benching and side
hill excavation are frequently required to provide the desirable highway alignment. Mountainous
terrain aggravates the performance of trucks relative to passenger cars, resulting in some trucks
operating at crawl speeds.
In Connecticut, only the rolling level terrain criteria will be applicable because, even though a roadway may
pass through a level or hilly site, the area as a whole is still considered to be rolling terrain.
9-2.02 Critical Length of Grade
In addition to the maximum grade, the designer must consider the length of the grade. The critical
length of grade is the maximum length of a specific upgrade on which a loaded truck can operate
without an unreasonable reduction in speed. The highway gradient in combination with the length
of grade will determine the truck speed reduction on upgrades. The following will apply to the
critical length of grade:
1. Design Vehicle. For critical-length-of-grade determinations, the Department has adopted

the 180 kilograms/kiloWatt (kg/kW) truck as the most representative design vehicle for
Connecticut.
2. Criteria. Figure 9-2A provides the critical lengths of grade for a given percent grade and
acceptable truck speed reduction. Although these figures are based on an initial truck speed
of 90 km/h, they apply to any design speed. For design purposes, use the 15 km/h speed
reduction curve to determine if the critical length of grade is exceeded.
3. Measurement. Vertical curves are part of the length of grade. Figure 9-2B illustrates how
to measure the length of grade to determine the critical length of grade from Figure 9-2A.
4. Highway Types. The critical-length-of-grade criteria applies equally to two-lane or multi-

lane highways and applies equally to urban and rural facilities.
5. Application. If the critical length of grade is exceeded, the designer should either flatten the
grade, if practical, or should evaluate the need for a truck-climbing lane (see Section 9-2.04).
**********
Example 9-2.1
Given: Level Approach

G = +4%
L = 350 m (length of grade)
Rural Arterial
Problem: Determine if the critical length of grade is exceeded.
Solution: Figure 9-2A yields a critical length of grade of 280 m for a 15-km/h speed reduction.
The length of grade (L) exceeds this value. Therefore, the designer should flatten the
grade, if practical, or evaluate the need for a climbing lane.
9-2.03 Maximum and Minimum
The highway gradient will significantly impact vehicular operations and safety. The Department has
adopted criteria for maximum gradient based on functional classification, urban/rural location, design
speed and project scope of work. These values are presented in Chapters Two, Four and Five.
Flatter grades should be used wherever practical.
The minimum longitudinal gradient is 0.5%. This applies to all highways with or without curbs.
Notes :
1. Typically, the 15 km/h curve will be used.
2. Figure based on a truck with initial speed of 90 km/h. However, it may be used for any
design speed.
CRITICAL LENGTH OF GRADE

(180 kg/kW Truck)
Figure 9-2A
Notes:
1. For vertical curves where the two tangent grades are in the same direction (both
upgrades or both downgrades), 50% of the curve length will be part of the length of
grade.
2. For vertical curves where the two tangent grades are in opposite directions (one grade
up and one grade down), 25% of the curve length will be part of the length of grade.
3. The above diagram is included for illustrative purposes only. Broken-back curves are
to be avoided wherever practical.
MEASUREMENT FOR LENGTH OF GRADE
Figure 9-2B
9-2.04 Truck-Climbing Lanes
9-2.04.01 Warrants
A truck-climbing lane may be warranted to allow a specific upgrade to operate at an acceptable level
of service. A truck-climbing lane will generally be warranted if the following conditions are satisfied:
1. the critical length of grade is exceeded for the 15 km/h speed reduction curve (see Figure
9-2A; and
2. one of the following conditions exists:
a. the level of service (LOS) on the upgrade is E or F, or
b. there is a reduction of two or more LOS when moving from the approach segment
to the upgrade; and
3. the construction costs and the construction impacts (e.g., environmental, right-of-way) are
considered reasonable.
Truck-climbing lanes may also be warranted where the above criteria are not met if, for example,
there is an adverse accident experience on the upgrade related to slow-moving trucks. In addition,
on 4-lane freeways if the speed profile reveals an operating speed of less than 50 km/h at any point,
a climbing lane will be warranted regardless of the results of the capacity analysis.
9-2.04.02 Capacity Analysis
The objective of the capacity analysis procedure is to determine if the warranting criteria in Section
9-2.04.01 are met. This is accomplished by calculating the service flow rate for each LOS level (A
through D) and comparing this to the actual flow rate on the upgrade. Because a LOS worse than
D warrants a truck-climbing lane, it is not necessary to calculate the service flow rate for LOS E.
The designer should analyze the operations on the grade using the procedures set forth in the
Highway Capacity Manual. Note that the default values for determining the appropriate passenger
car equivalent (E) values in the Highway Capacity Software (HCS) are acceptable for determining
the LOS on climbing lanes (i.e., the default truck in the HCS is acceptable).
To determine if a climbing lane is warranted, these basic steps should be followed:
1. Review the project to determine if a climbing lane should be considered. Steep and/or long
grades should be considered for climbing lanes.
2. For highways with a single grade, the critical length of grade can be directly determined from
Figure 9-2A. However, most highways have a continuous series of grades. Often, it is
necessary to find the impact of a series of significant grades in succession. If several different
grades are present, then a speed profile must be developed using Figure 9-2C and the
procedures set forth in the Highway Capacity Manual. If there is a 15 km/h reduction, then
the first warrant is met. The speed profile should note the truck speed at the beginning of the
full-width climbing lane, the PVC, the PVT and the end of the full-width lane.
3. Determine the total traffic volumes, the truck volumes on the grade and those on the
approach prior to the upgrade.
4. Using the procedures set forth in the Highway Capacity Manual, determine the appropriate
level of service for both the approach and the grade. If the level of service on the upgrade
is E/F or if there is a reduction of 2 or more levels of service on the upgrade from the
approaches, then the second warrant is met.
9-2.04.03 Design
Figure 9-2D summarizes the design criteria for climbing lanes. It should be noted, that actual
placement of the tapers for the beginning and end of climbing lanes should consider sight distance
to the tapers. The placement of the terminal taper should maximize the available sight distance. The
shoulder width along the climbing lane will be the normal shoulder width for the appropriate highway
classification. The tables in Chapters Four and Five provide the shoulder widths.
The Traffic Standard Details provide the typical signing and pavement marking patterns for the
climbing lanes.
Note: For design speeds above 90 km/h, use an initial speed of 90 km/h. For design speeds 90
km/h and below, use the design speed as the initial speed.
PERFORMANCE CURVES FOR LARGE TRUCKS

(180 g/W)
Figure 9-2C
9-2(8)
Design
Highway Type Begin Climbing End Climbing Taper Length
Lane Width Shoulder Width
Lane Lane (Begin/End)
Same as preceding
Freeways 70 km/h 80 km/h 90 m/250 m 3.6 m
roadway section.
15 km/h below design 15 km/h below design
See Chapters Same as preceding
Other Facilities speed or 70 km/h, speed or 70 km/h, 25:1/(1)
Four and Five roadway section.
whichever is less. whichever is less
VERTICAL ALIGNMENT
Note: (1) The taper length on other facilities for ending the climbing lane will be determined by the following taper rates:
Design Speed End

(km/h) Taper Rates
30 10:1
40 15:1
50 20:1
60 25:1
70 45:1
80 50:1
90 60:1
100 65:1
110 70:1
120 75:1
January 1999
DESIGN CRITERIA FOR CLIMBING LANES
9-3.0 VERTICAL CURVES
9-3.01 General
The principal concern in the design of crest vertical curves is to ensure that at least stopping sight
distance is provided. Headlight sight distance will usually control the design of sag vertical curves.
Two factors affect the availability of sight distance — the algebraic difference between gradients
of the intersecting tangents and the length of the vertical curve. With a small algebraic difference
in grades, the length of the vertical curve may be relatively short. To obtain the same sight distance
with a large algebraic difference in grades, a much longer vertical curve will be necessary. If the
grade break is 0.5 percent or less, then the designer may use an "angle" point (i.e., no vertical curve).
All vertical curves are in the shape of a parabola. Figure 9-3A illustrates the geometric details of a
symmetrical vertical curve. Figure 9-3B provides an example of how to determine the elevations
along a vertical curve.
9-3.02 Crest Vertical Curves
The basic equations for crest vertical curves are:
whichever is larger (Equations 9-3.1 and 9-3.2)
(Equation 9-3.3)
where: L = length of vertical curve (m)

A = algebraic difference between the two tangent grades, percent
S = sight distance (m)
h1 = height of eye above road surface (m)
h2 = height of object above road surface (m)
V = design speed (km/h)
For the design of crest vertical curves, the following will apply:
1. Stopping Sight Distance. Stopping sight distance is the minimum design for crest vertical
curves. A height of eye of 1070 mm and a height of object of 150 mm are used. Using
Equation 9-3.3, this yields the following equation:
(Equation 9-3.4)
M = Mid-ordinate (m)
Z = Any tangent offset (m)
L = Horizontal length of vertical curve (m)
X = Horizontal distance from PVC or PVT to any ordinate "Z" (m)
G1 & G2 = Rates of grade, expressed algebraically, in percent
ALL EXPRESSIONS TO BE CALCULATED ALGEBRAICALLY
For offset "Z" at distance "X" from PVC or PVT:
For slope "S" of a line tangent to any point on the vertical curve at an "X" distance measured from the PVC:
CALCULATING HIGH OR LOW POINT ON CURVE
Where "XT " equals the horizontal distance from the PVC to the high or low point on the curve in meters.
Elevation of high or low point on curve equals:
SYMMETRICAL VERTICAL CURVE EQUATIONS

Figure 9-3A
Example 9-3.1
Given: G1 = -1.75%
G2 = +2.25%
Elev. of PVI = 176.000 m
Station of PVI = 3 + 860.00
L = 160 m
Problem: Compute the grade for each 20-m station. Compute the low point elevation and stationing.
Solution:
1. Draw a diagram of the vertical curve and determine the station of the beginning (PVC) and the end
(PVT) of the curve.
Beginning Station (PVC) = PVI Sta - ½L = (3 + 860) - (0 + 080) = 3 + 780

End Station (PVT) = PVI Sta +½L = (3 + 860) + (0 + 080) = 3 + 940
2. From the vertical curve equations in Figure 9-3A:
VERTICAL CURVE COMPUTATIONS

(Example 9-3.1)
Figure 9-3B
Example 9-3.1
Solution: (continued)
3. Set up a table to show the vertical curve elevations at the 20-meter stations:
Tangent Grade
Station 2
Inf. Elevation X X Zn Elevation
(n)
(Along G1)
3 + 780 PVC 177.400 0 0 0 177.400
3 + 800 177.050 20 400 0.050 177.100
3 + 820 176.700 40 1600 0.200 176.900
3 + 840 176.350 60 3600 0.450 176.800
3 + 860 PVI 176.000 80 6400 0.800 176.800
3 + 880 175.650 100 10 000 1.250 176.900
3 + 900 175.300 120 14 400 1.800 177.100
3 + 920 174.950 140 19 600 2.450 177.400
3 + 940 PVT 174.600 160 25 600 3.200 177.800
4. Calculating low point:
therefore, the Station at low point is:
(3 + 780) + (0 + 070) = (3 + 850)
elevation of low point on curve equals:
VERTICAL CURVE COMPUTATIONS

(Example 9-3.1)
(Continued)
Figure 9-3B
Figure 9-3C presents the K-values for crest vertical curves. These values have been
calculated by using the SSD values from Figure 7-1A and Equation 9-3.4.
2. Grade Adjustments. When determining S for crest vertical curves, the designer should
consider the effects of grade on stopping sight distance (SSD). The following thresholds may
be used for determining the thresholds for "Level" K-values:
V > 80 km/h : -1% < G < +1%

V < 80 km/h : -2% < G < +2%
The selection of "G" at a crest vertical curve will depend on which grade is steeper and
whether the roadway is one way or two way. On a 1-way roadway, "G" should always be the
grade on the far side of the crest when considering the direction of travel. On a 2-way
roadway, "G" should always be the steeper of the two grades on either side of the crest.
For design exception purposes, only the “Level” SSD value will require an exception. For
designs where, because of rounding in the charts, the “Level” SSD is met but not the K-
value, an exception will not be required.
3. Decision Sight Distance. Section 7-2.0 discusses the general warrants for decision sight
distance. The procedure will determine the appropriate "S" and height of object for the
specific site conditions. These values should then be used in Equation 9-3.3 to determine the
necessary curve length at the site.
4. Drainage. Drainage should be considered in the design of crest vertical curves where curbed
sections are used. Drainage problems should not be experienced if the vertical curvature is
sharp enough so that a minimum longitudinal grade of at least 0.3% is reached at a point
about 15 m from either side of the apex. To ensure that this objective is achieved, the length
of the vertical curve should be based upon a K-value of 50 or less. For crest vertical curves
on curbed sections where this K-value is exceeded, the drainage design should be more
carefully evaluated near the apex.
For uncurbed sections of highway, drainage should not be a problem at crest vertical curves.
9-3.03 Sag Vertical Curves
Headlight sight distance is the primary design control for sag vertical curves. The height of the
headlights is assumed to be 600 mm. The upward divergence of the beam is 1° from the longitudinal
axis of the vehicle. The curvature of the sag should allow sufficient pavement illumination to provide
adequate sight distance. These criteria yield the following equations:
9-3(6)
Design Downgrades Level Upgrades
Speed
(km/h) -9% -6% -3% 0% +3% +6% +9%
30 4 4 4 3-3 3 3 3
40 7 7 7 6-6 6 6 6
50 14 13 13 11 - 9 11 9 9
60 28 23 21 18 - 14 18 16 16
VERTICAL ALIGNMENT
70 49 42 36 33 - 23 30 28 25
80 81 68 56 49 - 33 46 42 39
90 115 99 85 72 - 46 68 64 60
100 168 149 126 105 - 64 99 90 85

110 270 216 181 155 - 81 143 131 120
120 367 295 246 209 - 105 188 174 161
Notes: 1. For grades intermediate between columns, use a straight-line interpolation to calculate the K-value.
2. Only the “Level” SSD are applicable for design exception purposes.
K-VALUES FOR CREST VERTICAL CURVES
Figure 9-3C
January 1999
whichever is larger (Equations 9-3.5 and 9-3.6)
(Equation 9-3.7)
For the design of sag vertical curves, the following will apply:
1. Stopping Sight Distance (SSD). Figure 9-3D presents the K-values for sag vertical curves.
These values have been calculated by using the SSD values from Figure 7-1A and Equation
9-3.7.
2. Grade Adjustments. Section 9-3.02 discusses the application of SSD to crest vertical curves
pertaining to the grade correction. The grade correction and the thresholds also apply to sag
vertical curves.
For design exception purposes, only the “Level” SSD value will require an exception. For
designs where, because of rounding in the charts, the “Level” SSD is met but not the K-
value, an exception will not be required.
3. Decision Sight Distance. Section 7-2.0 discusses the general warrants for decision sight
distance. The procedure will determine the appropriate "S" and height of object for the
specific site conditions. These values should then be used in Equation 9-3.7 to determine the
necessary curve length at the site.
4. Drainage. Drainage considerations also impact the design of sag curves. The criteria is the
same as for crest vertical curves, which yields a K = 50 for the maximum length of curve.
Where this K value is exceeded, the designer should consider special drainage treatments,
especially on curbed pavements. In addition, the designer should avoid the placement of
bridges or other structures at the low point of sag vertical curves because of the potential
drainage problems.
9-3(8)
Design Downgrades Level Upgrades
Speed
(km/h) -9% -6% -3% 0% +3% +6% +9%
30 6 6 6 4-4 4 4 4
40 9 9 9 8-8 8 8 8
50 15 14 14 13 - 11 13 11 11
VERTICAL ALIGNMENT
60 23 20 19 18 - 15 18 16 16
70 33 30 27 26 - 20 24 23 22
80 44 40 35 33 - 26 31 30 29
90 53 49 46 41 - 31 40 38 37
100 66 62 56 51 - 38 49 46 45
110 86 76 69 63 - 44 60 58 55
120 101 90 82 75 - 51 70 68 65
Notes: 1. For grades intermediate between columns, use a straight-line interpolation to calculate the K-value.
2. Only the “Level” SSD are applicable for design exception purposes.
K-VALUES FOR SAG VERTICAL CURVES
Figure 9-3D
January 1999
9-4.0 VERTICAL CLEARANCES
Figure 9-4A summarizes the minimum vertical clearances for new bridges for various highway
classifications and conditions.
Type Clearance
Freeway or Expressway Under 5.05 m over the entire roadway width (1) (2)
Arterial Under 5.05 m over the entire roadway width (1)
Collector Under 4.50 m over the entire roadway width (1)
Local Under 4.50 m over the entire roadway width (1)
Railroad Under Highway 6.858 m from the top of the rail to the bottom
of the structure (electrified only); 6.248 m
other railroads (5)
Highway Under Sign Truss or Pedestrian Bridge 5.35 m over the entire roadway width
Parkway Under 4.50 m over the entire roadway width
Notes: 1. Table values allow 150 mm for future resurfacing.
2. The minimum vertical clearance beyond the edge of shoulder must be sufficient to accommodate a
4.35-m vehicle in height by 2.6 m in width. On the Interstate system, the minimum vertical clearance
is 5.05 m beyond the edge of shoulder.
3. For vertical clearances in the vicinity of airports, see FHPM 7-4-3 which discusses airspace
management on Federal-aid highways.
4. Department practice is to post a "low-clearance" sign on structures with vertical clearances less
than or equal to 4.35 m.
5. Exceptions to the vertical clearances over railroads require approval from the Connecticut
Legislature and ConnDOT.
MINIMUM VERTICAL CLEARANCES

(New Bridges)
Figure 9-4A
9-5.0 REFERENCES

January 1999 CROSS SECTIONS 10-i
Chapter Ten
CROSS SECTIONS
Table of Contents
Page
10-1.0 ROADWAY SECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-1(1)
10-1.01 Travel Lanes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-1(1)
10-1.01.01 Width . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-1(1)

10-1.01.02 Cross Slope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-1(1)
10-1.02 Shoulders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-1(2)
10-1.02.01 Shoulder Widths/Types . . . . . . . . . . . . . . . . . . . . . . 10-1(2)

10-1.02.02 Shoulder Cross Slope . . . . . . . . . . . . . . . . . . . . . . . 10-1(2)
10-1.03 Turn Lanes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-1(3)

10-1.04 Parking Lanes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-1(4)
10-1.05 Curbs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-1(4)
10-1.05.01 Types . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-1(5)

10-1.05.02 Safety . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-1(5)
10-1.05.03 Application on Low-Speed Roads/Streets . . . . . . . . 10-1(5)
10-1.05.04 Application on High-Speed Highways . . . . . . . . . . . . 10-1(6)
10-2.0 ROADSIDE ELEMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-2(1)
10-2.01 Sidewalks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-2(1)
10-2.01.01 Guidelines for Sidewalk Construction . . . . . . . . . . . . . 10-2(1)

10-2.01.02 Sidewalk Design Criteria . . . . . . . . . . . . . . . . . . . . . . . 10-2(1)
10-2.02 Fill and Cut Slopes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-2(2)

10-2.03 Utility Placement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-2(3)
10-3.0 MEDIANS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-3(1)
10-3.01 Median Widths . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-3(1)

10-3.02 Median Types . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-3(2)
10-ii CROSS SECTIONS January 1999
Table of Contents
(Continued)
Page
10-3.02.01 Flush Medians . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-3(2)

10-3.02.02 Raised Medians . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-3(2)
10-3.02.03 Depressed Medians . . . . . . . . . . . . . . . . . . . . . . . . . 10-3(4)
10-4.0 BRIDGE AND UNDERPASS CROSS SECTION . . . . . . . . . . . . . . . . . . . . 10-4(1)
10-4.01 Bridges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-4(1)
10-4.01.01 New Construction . . . . . . . . . . . . . . . . . . . . . . . . . . 10-4(1)

10-4.01.02 Major Reconstruction (Non-Freeways) . . . . . . . . . . 10-4(1)
10-4.02 Underpasses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-4(2)
10-5.0 RIGHT-OF-WAY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-5(1)
10-6.0 TYPICAL SECTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-6(1)
10-7.0 REFERENCES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-7(1)

January 1999 CROSS SECTIONS 10-1(1)
Chapter Ten
CROSS SECTIONS
Chapters Four and Five "Geometric Design Tables" present the design values for the widths of the various
cross section elements on new construction and major reconstruction projects. These are based on the
functional classification (freeway, arterial, collector or local road or street). Chapters Four and Five also
provide typical tangent and superelevated cross section figures. Chapter Two provides design values for
cross section widths on 3R projects. Chapter Ten discusses cross section elements and provides additional
information and guidance which should be considered in the highway design.
10-1.0 ROADWAY SECTION
10-1.01 Travel Lanes
10-1.01.01 Width
Travel lane widths will vary between 2.7 m and 3.6 m, depending upon the functional classification, traffic
volumes and rural/urban location. Chapters Two, Four and Five provide specific criteria for travel lane
widths for these various conditions.
10-1.01.02 Cross Slope
Surface cross slopes are required for proper drainage of through travel lanes on tangent sections. To
determine the appropriate slope, the following will apply:
1. Two-Lane Highways. Crown the traveled way at the centerline with a cross slope of 1.5-2.0%
sloping away from the centerline.
2. Multi-Lane Highways. For multi-lane highways, the following will apply:
a. Undivided Facilities. For undivided facilities, crown the pavement at the centerline. The
cross slope of the travel lanes adjacent to the crown should be 1.5-2.0%. The lanes
beyond this should be sloped at 2%.
10-1(2) CROSS SECTIONS January 1999
b. Divided Facilities. For divided facilities, the pavement is crowned at the centerline of each
roadway. For three-lane sections, the pavement is typically crowned along the lane edge
between the middle lane and the lane adjacent to the median. The right two lanes are
sloped to the outside and the median lane to the inside.
The cross slope of the lanes adjacent to the crown should be 1.5-2.0%. The lanes beyond
this should be sloped at 2%.
c. Uneven Sections. Where an uneven cross section is used (e.g., three lanes in one
direction and one lane in the other), or to match a short section of a new road to an existing
section, it may be appropriate to place the crown line in a different location.
3. Breaks. In general, all cross slope breaks should occur at lane edges. One exception to this may
be where a two-way, left-turn lane is provided.
4. Bridges. Carry the approach roadway cross section across the bridge.
10-1.02 Shoulders
10-1.02.01 Shoulder Widths/Types
Shoulder widths will vary according to project scope of work, functional classification, urban or rural
location, traffic volumes and the presence of curbs. Chapters Two, Four and Five present the
recommended shoulder widths for these various conditions. All shoulders on State routes should be paved.
For roads under local jurisdictions and if requested by the municipality, a well-graded, stabilized aggregate
or surface-treated shoulder will be acceptable. There should be no drop off between the traveled way and
the graded shoulder. Where curbing is provided, the shoulder must be paved. The designer should also note
that, in no case, will the area outside of the curb be considered as part of the shoulder width.
10-1.02.02 Shoulder Cross Slope
The shoulder cross slope will vary depending on the shoulder width and whether or not there is curbing.
Chapters Two, Four and Five provide the shoulder cross slope criteria. In addition, the designer should
consider the following:
1. Narrow Shoulders. If the shoulder width is less than 1.2 m, the shoulder cross slope will be the
same as the travel lane cross slope. This applies to both tangent and superelevated sections.
2. Shoulder Adjacent to Traveled Way (Tangent Section). For highways without curbs, the typical
shoulder cross slope is 4%. Where curbs are present, the typical shoulder cross slope is 6%.
Where wide shoulders are used with 100-mm curbing, use a 4% cross slope.
3. Shoulder Adjacent to Traveled Way (Superelevated Section). On the low side, the shoulder cross
slope will remain equal to its rate on the tangent section until the superelevated rate exceeds that
value. Then, the shoulder will be sloped at the same rate as the superelevated travel lanes.
On the high side, the break between the travel lane and shoulder cross slope will be designed
according to the miscellaneous detail in Figures 4H and 5J. The location of the break is dependent
on the width of the shoulder. Shoulders less than 1.2 m are not broken. This detail applies to the
entire range of superelevation rates (1.5% to 6.0%).
4. Shoulders on Bridges. On bridges, the shoulder cross slopes will match the approach roadway
shoulder slopes. For ramps, the following will apply:
a. Tangent Section. The lower side shoulder will slope at the same rate as the travel lane. On
the high side, the last 1.2 m will slope away in the same manner as the high-side shoulder
adjacent to a superelevated mainline (see Figure 12-4B).
b. Superelevated Section. The division between the ramp travel lane and shoulder may vary,
and it is often determined by the pavement markings. Regardless of this division, 1.2 m of
the ramp width should slope away from the remaining ramp width on the high side of the
superelevated section. The details of the break between the two sections will be
determined by the detail in Figures 4H and 5J.
10-1.03 Turn Lanes
Turn lanes include left- and right-turn lanes. Chapters Two, Three and Four provide the specific travel lane
and shoulder width criteria for turn lanes. See Section 10-1.01.02 for turn lane cross slopes.
10-1.04 Parking Lanes
Chapters Two and Five provide the recommended widths for parking lanes. Where a parking lane is currently
being used as a travel lane during peak hours, or where it may potentially be converted to a travel lane in the
future, and if curbing is present, increase the parking lane width to 3.9 m.
Many urban streets provide on-street parking. In addition to parking lane width, the designer must consider
the following:
1. Capacity. In general, on-street parking reduces capacity, impedes traffic flow, produces undesirable
traffic operations and increases the accident potential. Therefore, the designer should carefully
consider these impacts before introducing on-street parking to an urban street. If these problems have
become unacceptable on an urban street with existing on-street parking, the designer should eliminate
parking. However, if sufficient replacement off-street parking is unavailable, it may be impractical
to completely eliminate the on-street parking. As an alternative, parking may be prohibited during
peak-traffic hours to improve the level of service during periods of maximum flow.
2. Parallel Versus Angle Parking. Parallel on-street parking is greatly preferred over angle parking.
Angle parking has been associated with higher accident rates, because parked vehicles are required
to back into the flow of traffic where adjacent parked vehicles may block the line of sight. Therefore,
where on-street parking is being introduced to an urban street, the designer should provide parallel
parking. Where angle parking currently exists, the designer should, if practical, convert these to
parallel parking.
3. Intersection Sight Distance. Parking should be prohibited within the corner sight triangles for inter-
section sight distance at intersections and driveways. See Section 11-2.0 for the detailed criteria for
intersection sight distance.
4. Railroads. Parking should be prohibited within 15 m of the nearest rail of a railroad/ highway
crossing.
Coordinate all design decisions related to on-street parking with the Division of Traffic Engineering.
10-1.05 Curbs
Curbs are used extensively at the outside of the shoulder on urban streets and occasionally on rural highways.
Curbs contain the pavement drainage within the road and away from adjacent properties, provide pavement
delineation, assist in channelization and driveway control for orderly roadside development, provide a physical
separation between vehicles and pedestrians, and are considered aesthetically pleasing. However, do not
use curbs on highways with design speeds of 80 km/h or greater, except under special conditions.
10-1.05.01 Types
There are generally two types of curbs — mountable and barrier. By definition, mountable curbs have a
height of 150 mm or less with a batter no steeper than 3 vertical to 1 horizontal. Barrier curbs range in
height between 150 mm and 225 mm with a batter steeper than 3 vertical to 1 horizontal. Typically,
ConnDOT barrier curbs are vertical. The Connecticut Standard Drawings provide the design details
for the various types of curbs used by the Department.
10-1.05.02 Safety
When impacted by a vehicle, curbs may result in the loss of vehicular control. In addition, a curb close to
the travel lane may cause a driver to shy away, which reduces highway capacity. For these reasons, the
disadvantages of a curb must be weighed against its benefits before a curb is introduced on any highway
facility. Where a curb and barrier are used together, see Section 13-6.0 for design details.
10-1.05.03 Application on Low-Speed Roads/Streets
A low-speed road or street is defined as one which has a design speed of 70 km/h or less. However, for
this section on curbing, it will be considered to be less than 80 km/h. In urban areas, curbs have a major
benefit in containing the drainage within the pavement area and in channelizing traffic into and out of
adjacent properties. On rural, low-speed roads curbs should only be used where drainage is necessary or
where roadside development is a problem.
The designer must also select the type of curb for the project. The following guidance should be used:
1. Non-State Facilities. On non-State highways, the curb should be the type that currently exists or
should be as agreed upon with the local government.
2. 3R Projects. For 3R projects on State highways, the designer should match the existing curb type.
3. Curb Type. For major reconstruction or new construction projects on State highways, the
designer should select the most practical type of curb. The Connecticut Standard Drawings
provide the various curb types used by the Department (e.g., BCLC, concrete, stone curbing).
The designer should consider initial cost, life expectancy, availability of materials, construction
operations, maintenance requirements and appearance. For example, stone curbing may be
justified on heavily traveled urban streets with parking lanes, street-cleaning operations and heavy
use of de-icing materials. The superior durability of the stone curbing may make it a more cost-
effective selection.
4. Stone Curbing. Whenever stone curbing is used, Connecticut policy is that granite will always be
used, except where existing curbs are bluestone.
5. Sidewalks. Where sidewalks are adjacent to the roadway or where they may be constructed in
the future, curbs should be included in the project design.
6. Intersections. At intersections, curbs may be used to channelize vehicular paths and provide a
target area for islands. In these cases, use mountable curbs.
7. Handicapped. Curbs should be designed with curb ramps at all pedestrians crosswalks to provide
adequate access for the safe and convenient movement of physically handicapped individuals. See
Section 15-1.0 for details on the design and location of curb ramps.
10-1.05.04 Application on High-Speed Highways
In general, curbs should not be used on highways with a design speed of 80 km/h or greater because of
their adverse effect on vehicular behavior when impacted. Their use is limited to these conditions:
1. Drainage. Where containing the drainage within the pavement area is absolutely essential,
mountable curbing may be used. For more information, the designer should refer to the
Department's Drainage Manual for more specific uses of a curb for drainage purposes.
2. Bridges. For approaches to a bridge superstructure, use granite stone transition curbing in advance
of the bridge. This curbing will transition to the protruding blunt end of the bridge curbing and,
therefore, helps guide the motorist away from the bridge curb. On a one-way structure, the
transition curbing serves no purpose on the trailing end and should not be provided, unless required
for drainage.
3. Raised Medians. Mountable curbing is acceptable for design speeds up to 80 km/h.
Where curbing is determined to be necessary, use a 100-mm mountable curbing as shown in the
Connecticut Standard Drawings.
November 2002 CROSS SECTIONS 10-2(1)
10-2.0 ROADSIDE ELEMENTS
10-2.01 Sidewalks
10-2.01.01 Guidelines for Sidewalk Construction
ConnDOT Policy "HWYS-19 — SIDEWALKS" provides the Department's guidelines for when a
new sidewalk should be considered or where an existing sidewalk should be replaced. This Policy
also discusses the State's municipalities’ funding and maintenance responsibilities.
10-2.01.02 Sidewalk Design Criteria
In determining the sidewalk design, the designer should consider the following:
1. Widths. Sidewalk widths may vary from 1.2 m to 2.4 m with 1.5 m considered typical. On
bridges, the typical width is 1.7 m. High pedestrian volumes may warrant widths greater
than 1.5 m. In special cases (e.g., schools), the designer may need to conduct a detailed
capacity analysis to determine the sidewalk width. Use the Highway Capacity Manual for
this analysis.
2. Central Business Districts (CDB) Areas. The entire area between the curb and building is
often fully used as a paved sidewalk.
3. Appurtenances. The designer should also consider the impacts of roadside appurtenances
within the sidewalk (e.g., fire hydrants, parking meters, utility poles). These elements will
reduce the effective width because they interfere with pedestrian activity. Preferably, place
these appurtenances behind the sidewalk. If they are placed within the sidewalk, the sidewalk
should have a minimum clear width of 1.0 m to 1.2 m. The clear width will be measured
from the edge of the appurtenance to the edge of the sidewalk. The 1.0 m minimum is
necessary to meet the handicapped accessibility requirements (see Section 15-1.0).
4. Cross Slope. The typical cross slope on the sidewalk is 2% towards the roadway. If the
sidewalk is on an accessible route for handicapped individuals, then the maximum cross
slope will be 2% (see Section 15-1.0).
5. Buffer Areas. If the available right-of-way is sufficient, consider providing a buffer area
between the curb and sidewalk. These areas provide space for snow storage and allow a
greater separation between vehicle and pedestrian. The buffer area should be at least 0.6 m
wide to be effective. The designer should consider providing buffer areas between 2.4 m to
3.0 m wide. Buffer areas may also be used for the placement of roadside appurtenances, if
necessary. However, this is undesirable because the proximity to the traveled way increases
the likelihood of vehicle/fixed-object accidents. Also, their presence in buffer areas detracts
from the appearance of the highway environment.
10-2(2) CROSS SECTIONS November 2002
Section 13b-17-27 of the Department's "Highway Encroachment Permit Regulations" contains

additional information related to the design of sidewalks. Section 15-1.0 of the Highway Design
Manual contains information related to accessibility requirements for handicapped individuals which
applies to sidewalk design.
10-2.02 Fill and Cut Slopes
Fill and cut slopes should be designed to ensure the stability of the roadway and be as flat as
practical to enhance roadside safety. Much of the necessary information for design will be provided
in the Soils Report, if one is necessary for the project. The designer should consider the following
when selecting a fill or cut slope design:
1. Fill Slopes. Fill slopes should be 1:6 or flatter. All soils will be stable at this rate.
Maintenance efforts are greatly reduced, the erosion potential is reduced, and the slopes are
safely traversable at 1:6. For fill heights between 3.0 m and 7.5 m, 1:4 slopes are acceptable.
For fill heights greater than 7.5 m, 1:2 slopes protected by guide rail are typical. If site
conditions require a slope steeper than 1:2, slope retaining structures are normally used. Any
proposed slope steeper than 1:2 must be approved by the Soils and Foundation Section. The
typical section figures in Chapters Four and Five provide additional information on slope
rates for various classes of highway.
2. Clear Zones. The steeper the fill slope, the greater the clear zone will be where guide rail
is not provided (see Figure 13-2A).
3. Slope Rounding. Round slope transitions adjacent to shoulders at the top of fills. As
indicated in the typical cross section figures in Chapters Four and Five, the recommended
rounding is 2.4 m. Measure this from the edge of the shoulder to where the rounded section
intercepts the fill slope. For safety purposes, this will be sufficient with one exception.
Where the design speed is 110 km/h and where an unprotected 1:4 slope is provided, the
recommended rounding distance is 3.5 m (Note: Rounding is not necessary on fill slopes
protected by guide rail.)
The typical rounding at the toe of a fill slope and at the top of a cut slope is 3.0 m.
4. Erosion Control. Erosion possibilities should be minimized. To the extent practical,

preserve the natural and existing drainage patterns. Severely rutted side slopes can cause
vehicular rollover even on relatively flat slopes. In good soil, turf can be established on
slopes as steep as 1:2. However, flatter slopes obviously reduce the erosion potential and
should be used where feasible. The Department's Drainage Manual discusses erosion
prevention in more detail.
5. Rock Cuts. Slopes up to vertical are possible in rock cuts using presplitting methods.
Where practical, place the bottom of the rock-cut slope outside of the calculated clear zone.
All jagged rock outcroppings exposed to possible vehicular impacts should be removed.
Figures 4J and 5L provide details for rock cuts. The Department's Soils and Foundation
Section will determine the appropriate slope in rock cuts.
6. Earth Cuts. In earth cuts, a rounded swale will normally be provided. Deep earth cuts may
warrant terracing. These reduce erosion and enhance soil stability. The recommendation of
the Soils and Foundation Section will govern.
7. Slope Protection. Generally, earth cut or fill slopes should be 1:2 or flatter to ensure a stable
slope upon which turf may be established. Under favorable soil conditions, earth slopes as
steep as 1:1.5 may be used provided a proper slope protection system is utilized.
The slope protection system selected should be consistent with the context of the design and
the surrounding environs. Since the treatment of slopes can greatly influence the public’s
acceptance and overall success of a project, the designer should consult with the
geotechnical engineer, structural engineer, and landscape architect to identify appropriate
slope protection alternatives.
When a vegetated slope is not a feasible alternate, crushed stone slope protection may be
considered. However, due to its undesirable impact on aesthetics, the use of this treatment
shall be minimized.
10-2.03 Utility Placement
Space for the placement of utilities is an integral part of the highway cross section. To ensure that
there will be adequate space, the designer should consider utility placement early in the project
development.
10-3.0 MEDIANS
10-3.01 Median Widths
The median width is measured from the edge of the two inside travel lanes and includes the left shoulders
if present. The design width will depend on the functional class, type of median, availability of right-of-way,
construction costs, maintenance considerations, traffic operations at crossing intersections, safety and field
conditions. Chapters Two, Four and Five provide the design range for median widths based on the
functional classification and area type. In general, the median should be as wide as can be used
advantageously. In addition, the designer should consider the following when determining the appropriate
median width:
1. Left Turns. Consider the need for left-turn bays when selecting a median width.
2. Crossing Vehicles. A median should be approximately 8.0-m wide to safely allow a crossing
passenger vehicle to stop between the two roadways. In areas where trucks are commonly
present (e.g., truck stops), increase the median width to allow trucks to stop between roadways.
Median widths from 9 m to 15 m should be carefully considered. These widths may encourage
drivers to attempt the crossing independently; however, they may not be wide enough to fully
protect longer vehicles from the through traffic.
3. Signalization. At signalized intersections, wide medians can lead to inefficient traffic operations and
may increase crossing times.
4. Median Barrier. A median barrier is warranted for medians 20 m or less on freeways and other
divided arterials. If feasible, the median should be wide enough to eliminate the need for a barrier.
5. Operations. Several vehicular maneuvers at intersections are partially dependent on the median
width. These include U-turns and turning maneuvers at median openings, which are discussed in
Chapter Eleven. The designer should evaluate the likely maneuvers at intersections and provide
a median width that will accommodate the selected design vehicle.
6. Uniformity. In general, try to provide a uniform median width. However, variable-width medians
may be advantageous where right-of-way is restricted, at-grade intersections are widely spaced
(800 m or more), or an independent alignment is practical.
7. Roadway Elements. Do not reduce the widths of the other roadway cross section elements to
provide additional median width.
8. Wide Medians. Median widths in the range of 15 m to 24 m may cause confusion as drivers may
be confused about the intended operations for the multiple intersection encountered (e.g., going the
wrong way on a one-way roadway).
9. Preferences. Drivers prefer medians that are obviously narrow or are wide enough to provide
adequate refuge to allow independent crossings.
The typical cross section figures in Chapters Four and Five illustrate typical median types and other design
details for median cross sections.
10-3.02 Median Types
The type of median selected will depend upon many factors, including:
1. drainage,
2. availability for median width,
3. snow and ice impacts,
4. impacts of superelevation development,
5. urban or rural location, and
6. traffic volumes.
10-3.02.01 Flush Medians
Flush medians may be used on urban highways and streets. A flush median should be crowned to avoid
ponding water on the median area. A slightly depressed median in conjunction with median drains can be
used to avoid carrying all of the drainage across the travel lanes.
10-3.02.02 Raised Medians
Raised medians are often used on urban highways and streets, both to control access and left turns and to
improve the capacity of the facility. Figure 5H illustrates a typical raised median.
Advantages
When compared to flush medians, raised medians offer several advantages:
1. Mid-block left turns are controlled.

2. Left-turn channelization can be more effectively delineated if the median is wide enough.
3. A distinct location is available for traffic signs, signals, pedestrian refuge and snow storage.
4. The median edges are much more discernible during and after a snowfall.
5. Drainage collection may be improved.
6. Limited physical separation is available.
Disadvantages
The disadvantages of raised medians when compared to flush medians are:
1. They are more expensive to construct and more difficult to maintain.
2. They may need greater widths to serve the same function (e.g., left-turn lanes at intersections)
because of the raised island and offset between curb and travel lane.
3. Curbs may result in adverse vehicular behavior upon impact.
4. Prohibiting mid-block left turns may overload street intersections and may increase the number of
U-turns.
5. They may complicate the drainage design.
6. Access for emergency vehicles (e.g., fire, ambulance) may be more difficult.
Design
If a raised median will be used, the designer should consider the following in the design of the median:
1. Design Speed. Raised medians should only be used where the design speed is 80 km/h or less.
2. Curb Type. Either barrier or mountable curbs may be used.

3. Appurtenances. If practical, the placement of appurtenances within the median is strongly

discouraged (e.g., traffic signal poles, light standards).
4. Width. The width of a raised median is measured from the two inside edges of the traveled ways
and, therefore, includes the left shoulders. The width of a raised median should be sufficient to
allow for the development of a channelized left-turn lane. Therefore, the typical width is 6.6 m,
which provides for:
a. a 3.6-m left-turn lane,

b. a 0.6-m shoulder between the turn lane and raised island,
c. a 0.6-m shoulder between the opposing traveled way and the raised island, and
d. a minimum 1.8-m raised island.
If practical at an unsignalized intersection, a raised median should be 7.5 m in width to permit

storage of a vehicle crossing or turning left onto the mainline.
5. Minimum Width. Under restricted conditions, the recommended minimum width of a raised median
should be 2.4 m. This assumes a minimum 1.2-m raised island with 0.6-m shoulders on each side
adjacent to the through travel lanes.
10-3.02.03 Depressed Medians
A depressed median is typically used on rural freeways. Depressed medians have better drainage and
snow storage characteristics than flush or raised medians and, therefore, are preferred on major highways.
Figures 4F and 5G illustrate the use of depressed medians on rural and urban freeways and expressways.
A depressed median should typically be 30 m wide in rural areas and 27 m wide in urban areas. This allows
for the addition of future travel lanes on the inside while still maintaining a sufficient width of a depressed
median. The designer should consider providing wider median widths, within the constraints of additional
right-of-way and construction costs. When selecting a width for a depressed median, consider the
following:
1. Median Barriers. All medians 20 m or less on freeways will require a median barrier. Therefore,
to eliminate the need for a median barrier, consider providing a depressed median width greater
than 20 m.
2. Slopes. Figures 4F and 5G illustrate a median slope range of 1:6 to 1:12, slopes greater than 1:10
should only be used if there is no median barrier placed on the slope. The designer should make
every reasonable effort to provide a median width whichwill allow the flatter slopes but still provide
the necessary depth for the depressed median.
3. Longitudinal Gradient. The center longitudinal gradient of a depressed median should be a

minimum of 0.5%.
10-4.0 BRIDGE AND UNDERPASS CROSS SECTION
The bridge or underpass cross section will depend upon the cross section of the approaching roadway, its
functional classification, and whether the project entails new construction, major reconstruction, 3R work
(non-freeways), 4R work (freeways), or a spot improvement.
10-4.01 Bridges
This section presents the Department's criteria for bridges which are within the limits of a new construction
project (all functional classes) or within the limits of a major reconstruction project (non-freeways). The
designer should reference the following sections for the Department's criteria on bridge widths for other
conditions:
1. 4R freeway projects -- Section 3-1.04.

2. 3R non-freeway projects -- Section 2-7.02.
3. Bridge rehabilitation/replacement (freeways) -- Section 3-1.04.
4. Bridge rehabilitation/replacement (spot improvements, non-freeways) -- Section 3-2.03.
10-4.01.01 New Construction
This refers to bridges within the limits of a new construction project. In all cases, the full approach roadway
width, including shoulders, will be carried across the structure. The approach width will be determined by
the criteria in Chapters Four and Five. Where sidewalks are provided, they will be 1.7-m wide as
measured from the gutter line.
10-4.01.02 Major Reconstruction (Non-Freeways)
This refers to bridges within the limits of a major reconstruction project on a non-freeway facility. The
Department's criteria are as follows:
1. Bridge Reconstruction. The bridge substructure and/or superstructure may be partially or entirely
reconstructed as part of the major reconstruction project. For example, this would be necessary
if the project included the addition of travel lanes. If this work includes rehabilitation of the bridge
deck, carry the full approach width, including shoulders, across the structure. Connecticut General
Statutes (CGS) 13a-86 requires a minimum bridge width of 8.534 m on any 2-lane highway main-
tained by the Commissioner, exclusive of any sidewalk width. No exceptions to this criteria will be
allowed, unless in the judgment of the Commissioner a lesser width is warranted. Note that the
criteria in CGS 13a-86 does not apply to bridges on highways maintained by a municipality.
2. Bridges to Remain in Place. If an existing bridge within the project limits is structurally sound and
if it meets the Department's design loading structural capacity, it is unlikely to be cost effective to
improve the geometrics of the bridge. These are considered existing bridges to remain in place.
However, the geometric deficiencies may be severe, and/or there may be an adverse accident
experience at the bridge. Therefore, the designer should consider widening the bridge to meet the
approach roadway width as part of the major reconstruction project. Figure 10-4A provides the
minimum widths for existing bridges to remain in place within the limits of a major reconstruction
project. In addition, all existing bridge rails and the approach transitions will be evaluated to
determine if they meet the Department’s current criteria.
10-4.02 Underpasses
The discussion in this section will apply to all functional classes and to all project scopes of work.
The approaching roadway cross section, including clear zones, should be carried through the underpass.
If an auxiliary lane passes through the underpass adjacent to the mainline, measure the clear zone distance
from the edge of the auxiliary lane. The lateral clearances for any collector-distributor roads should be
treated separately from the mainline, with its clear zone based on its own design speed, side slope and
traffic characteristics.
When determining the cross section width of a highway underpass, the designer should also consider the
likelihood of future roadway widening. Widening an existing underpass in the future can be extremely
expensive and it may be warranted, if some flexibilityis available, to allow for possible future developments.
Therefore, the designer should evaluate the potential for further development in the vicinity of the underpass
which would significantly increase traffic volumes. The Bureau of Policy and Planning should be consulted
for its projections. As an example, a reasonable allowance for future widening may be to provide sufficient
lateral clearance for one additional lane in each direction.
Design Year Clear Bridge Width

Functional Class
AADT (Note 1)
Arterial All Approach Traveled Way +1.2 m
0-1500 6.6 m
Collector 1500-2000 7.2 m
>2000 8.4 m
0-250 6.0 m
250-1500 6.6 m
Local
1500-2000 7.2 m
> 2000 8.4 m
Notes:
1. Clear Bridge Width. This is the width between curbs or rails, whichever is less.
2. Long Bridges (Locals/Collectors). For bridges on these facilities with a total length
greater than 30 m, the widths in the table do not apply. These structures should be
analyzed individually considering the existing width, safety, traffic volumes, remaining
structural life, design speed, costs to widen, etc.
WIDTHS FOR EXISTING BRIDGES TO REMAIN IN PLACE

(Major Reconstruction Projects)
Figure 10-4A
10-5.0 RIGHT-OF-WAY
For informationon the types of right-of-ways (e.g., permanent, temporary, easements), the designer should
review the Department's Policies and Procedures for Property Maps. The right-of-way width should
be sufficiently wide to provide the selected cross section elements and dimensions, to provide proper
drainage, to allow maintenance of the facility and to provide for future expansion of the cross section.
However, restrictions along the highway corridor may require some compromises in determining the ROW
width. In these cases, the selected highway cross section may be limited by the available ROW.
The following summarizes the Department's criteria for determining the ROW width:
1. Freeways (All Projects). The upper range of the ROW width should be the sum of the travel lane
and median width plus 30 m beyond the edge of the outside travel lane on each side or side slope
requirements, whichever governs. In urban areas, the minimum ROW width will be the sum of the
travel lane and median widths plus the roadside clear zone on each side or side slope requirements,
whichever governs.
2. Other Arterials and Collectors (New Construction/Major Reconstruction). The ROW width will
be determined on a project-by-project basis. In determining the ROW width, the designer should
consider travel lane widths, median widths, roadside clear zones, utility strips, side slope
requirements, etc.
3. Other Arterials and Collectors (3R Projects). The acquisition of significant amounts of ROW is
often outside the scope of a 3R project. Therefore, the existing ROW will often be unchanged by
the 3R project. However, the designer should, wherever practical, secure additional ROW to allow
cost-effective geometric and roadside safety improvements.
4. Local Roads and Streets (All Projects). The ROW width will be as required for the purpose of the
project and will be determined by the local government.
ROW width should be uniform, but this is not a necessity. In urban areas, variable widths may be necessary
due to the existing development; varying side slopes and embankment heights may make it desirable to vary
ROW width; and, ROW limits will likely have to be adjusted at intersections and freeway interchanges.
The following special ROW controls should also be considered:
1. Sight Distances. At horizontal curves and intersections additional ROW may be warranted to
ensure that the necessary sight distance is always available in the future.
2. Restricted Areas. In areas where the necessary ROW widths cannot be reasonably obtained, the
designer should consider using steeper slopes, revising grades, or using slope retaining structures.
3. Railroads. On sections of highway adjacent to railroads, avoid any encroachment on railroad

ROW whenever feasible.
4. Interchanges. Special ROW considerations at interchanges are discussed in Chapter Twelve.

10-6.0 TYPICAL SECTIONS
Chapters Four and Five present several typical section figures for both normal and superelevated sections.
The figures are based on:
1. rural or urban location;

2. multilane or two-lane;
3. type of median (e.g., depressed, raised, with a median barrier); and
4. curbed or uncurbed.
In addition, Figure 5M presents a typical section for a high-volume/incident management freeway.

“Incident management” refers to events (e.g., accidents) which have the potential to produce major
disruptions to the flow of traffic on a freeway. The critical feature of this typical section is the provision of
a left shoulder with sufficient width to assist in accommodating traffic in the event of a highway incident in
the interim.
The use of this typical section will be determined on a case-by-case basis.

10-7.0 REFERENCES
3. Roadside Design Guide, AASHTO, 1995.
4. TS-80-204, Design of Urban Streets, FHWA, January, 1980.
5. Parking Principles, Special Report No. 125, Highway Research Board, 1971.
6. FHWA-RD-79-75/76, Safety Aspects of Curb Parking, FHWA, 1979.

January 1999 INTERSECTIONS AT-GRADE 11-i
Chapter Eleven
INTERSECTIONS AT-GRADE
Table of Contents
Page
11-1.0 GENERAL DESIGN CONSIDERATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-1(1)
11-1.01 Capacity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-1(1)
11-1.01.01 Design Year and Level of Service . . . . . . . . . . . . . . 11-1(1)

11-1.01.02 Capacity Methodology for Signalized Intersections 11-1(1)
11-1.02 Design Vehicle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-1(2)

11-1.03 Intersection Alignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-1(2)
11-1.04 Intersection Profile . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-1(4)
11-1.04.01 Approach Gradient . . . . . . . . . . . . . . . . . . . . . . . . . 11-1(4)

11-1.04.02 Cross Section Transitions . . . . . . . . . . . . . . . . . . . . . 11-1(4)
11-1.05 Intersection Spacing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-1(6)
11-2.0 INTERSECTION SIGHT DISTANCE (ISD) . . . . . . . . . . . . . . . . . . . . . . . . . . 11-2(1)
11-2.01 Stop-Controlled Intersections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-2(1)
11-2.01.01 Theoretical Discussion (Upper ISD Values) . . . . . . 11-2(1)

11-2.01.02 Theoretical Discussion (Minimum ISD Values) . . . . 11-2(5)
11-2.01.03 ISD Application . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-2(5)
11-2.01.04 ISD Worksheet . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-2(8)
11-2.02 Stopped Vehicle Turning Left Across Oncoming Traffic . . . . . . . . 11-2(8)

11-2.03 Signal-Controlled Intersections . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-2(12)
11-3.0 TURNING RADII (Right Turns) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-3(1)
11-3.01 Types of Treatment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-3(1)

11-3.02 Design Vehicle Selection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-3(1)
11-3.03 Designs for Pavement Edge/Curb Line . . . . . . . . . . . . . . . . . . . . . 11-3(3)
11-3.03.01 Tolerable Encroachment . . . . . . . . . . . . . . . . . . . . . 11-3(5)

11-3.03.02 Inside Clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-3(5)
11-3.03.03 Parking Lanes/Shoulders . . . . . . . . . . . . . . . . . . . . . 11-3(5)
11-3.03.04 Pedestrians . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-3(8)
11-3.03.05 Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-3(8)
11-ii INTERSECTIONS AT-GRADE January 1999
Table of Contents
(Continued)
Page
11-4.0 TURNING ROADWAYS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-4(1)
11-4.01 Guidelines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-4(1)

11-4.02 Design Criteria . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-4(1)
11-4.02.01 Design Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-4(1)

11-4.02.02 Horizontal Alignment . . . . . . . . . . . . . . . . . . . . . . . . 11-4(3)
11-4.02.03 Width . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-4(6)
11-4.02.04 Angle of Turn . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-4(6)
11-4.02.05 Acceleration/Deceleration Lanes . . . . . . . . . . . . . 11-4(11)
11-5.0 AUXILIARY TURNING LANES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-5(1)
11-5.01 Guidelines for Right-Turn Lanes . . . . . . . . . . . . . . . . . . . . . . . . . . 11-5(1)

11-5.02 Guidelines for Left-Turn Lanes . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-5(1)
11-5.03 Design Details for Auxiliary Turning Lanes . . . . . . . . . . . . . . . . . . 11-5(8)
11-5.04 Typical Treatments for Auxiliary Turning Lanes . . . . . . . . . . . . . . 11-5(8)
11-5.05 Dual Turn Lanes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-5(11)
11-5.06 Extension of Additional Through Lanes . . . . . . . . . . . . . . . . . . . . 11-5(15)
11-6.0 MEDIAN OPENINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-6(1)
11-6.01 Guidelines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-6(1)

11-6.02 Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-6(1)
11-6.03 Median Openings on Freeways . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-6(3)
11-7.0 CHANNELIZATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-7(1)
11-7.01 Design Principles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-7(1)

11-7.02 Design Details (Islands) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-7(1)
11-8.0 DRIVEWAYS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-8(1)
11-8.01 Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-8(1)
11-8.01.01 Detailed Criteria . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-8(1)

11-8.01.02 Criteria (Existing Driveways) . . . . . . . . . . . . . . . . . 11-8(6)
11-8.02 Driveway Spacing and Corner Clearances . . . . . . . . . . . . . . . . . . . 11-8(7)

11-8.03 Major Traffic Generators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-8(7)
11-9.0 REFERENCES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-9(1)

January 1999 INTERSECTIONS AT-GRADE 11-1(1)
Chapter Eleven
11-1.0 GENERAL DESIGN CONSIDERATIONS
11-1.01 Capacity
11-1.01.01 Design Year and Level of Service
To perform the capacity analysis, the designer must select a future design year. For new construction
and major reconstruction, this is typically 20 years from the construction completion date. For 3R
and spot improvement projects, the intersection should be designed to accommodate current traffic
volumes to 10-year future traffic volumes. If the intersection is within the limits of a longer project,
the design year for the intersection will be the same as that for the project.
The geometric design tables in Chapters Two, Four and Five present the recommended levels of
service for highways based on functional classification and urban or rural location. The intersection
level of service for the selected design year should meet these criteria so that the highway facility
will operate at a consistent serviceability. At a minimum, the intersection should operate at no worse
than LOS D.
When a project has experienced a significant delay during design, the designer may be required to
perform an updated capacity analysis. The need for this updated analysis will be determined on a
case-by-case basis.
11-1.01.02 Capacity Methodology for Signalized Intersections
The Division of Traffic Engineering is responsible for most capacity calculations at intersections. The
Department has adopted the unsignalized and signalized intersection methods (Chapters Nine and
Ten) presented in the Highway Capacity Manual (HCM). For use of other computerized capacity
analysis programs, the designer should contact the Division of Traffic Engineering to determine
which programs and versions are acceptable to the Department.
11-1(2) INTERSECTIONS AT-GRADE January 1999
11-1.02 Design Vehicle
Designs for right and left turns should accommodate the turning paths of the applicable design
vehicle. The detailed design criteria for right turns at intersections are presented in Section 11-3.0.
The Department has adopted the following design vehicles for intersection design:
1. P — passenger car
2. SU — single unit vehicle (e.g., delivery truck)
3. BUS — intercity or city transit bus
4. WB-15 — semitrailer truck or tractor-trailer combination with a 12.2-m semitrailer
5. WB-19 ("Large" Truck) — tractor with 14.6-m semitrailer.
The turning characteristics of the applicable design vehicle are used to test the adequacy of an
existing or proposed design at an intersection. The designer can determine the amount of vehicular
encroachment upon adjacent lanes when making a right turn. This, combined with several other
factors discussed in Section 11-3.0, will allow the designer to select the appropriate turning
treatment.
11-1.03 Intersection Alignment
All legs of an intersection should be on tangent rather than curved sections. Where a minor road
intersects a major road on a horizontal curve, this complicates the geometric design of the
intersection — particularly sight distance, turning movements, channelization and superelevation.
If relocation of the intersection is not practical, the designer may be able to realign the minor road
to intersect the major road perpendicular to a tangent at a point on the horizontal curve. Although
this is an improvement, this arrangement may still result in difficult turning movements if the
superelevation is high.
At-grade intersections should intersect at angles between 60o and 90o. (See Figure 11-1A.)
Excessively skewed intersections increase the travel distance across the major highway, adversely
affect sight distance, and complicate the designs for turning movements. If the angle of intersection
is less than 60o, the intersections should be realigned if practical.
The alignment should direct the through vehicle into the appropriate receiving lane across the
intersection.
SKEWED INTERSECTIONS
Figure 11-1A
11-1.04 Intersection Profile
11-1.04.01 Approach Gradient
The vertical profile of an at-grade intersection should be as level as practical, subject to drainage
requirements. This also applies to the distance along any intersection leg, called the landing area,
where vehicles stop waiting to pass through the intersection. Grades approaching or leaving the
intersection will affect vehicular deceleration distances (and therefore stopping sight distance) and
vehicular acceleration distances. Therefore, the gradient on the landing area should be 3% or less.
When designing the profile of a minor road crossing a major highway, the designer should maintain
stopping sight distance to the brake lights of the preceding vehicle, approximately 450 mm.
11-1.04.02 Cross Section Transitions
One or more of the approaching legs of the intersection may need to be transitioned (or warped) to
meet the cross section of the two crossing roads. The designer should consider the following:
1. Stop Controlled. When the minor road is stop controlled, the profile and cross section of the
major road will normally be maintained through an intersection, and the cross slope of the
stop-controlled leg will be transitioned to match the major road cross slope and profile.
2. Signalized Intersection. At signalized intersections, or potential signalized intersections, the

cross section of the minor road will typically be transitioned to meet the profile and cross
slope of the major road. If both intersecting roads have approximately equal importance, the
designer may want to consider transitioning both roadways to form a plane section through
the intersection. Where compromises are necessary between the two major roadways, the
smoother riding characteristics should be provided for the roadway with the higher traffic
volumes and operating speeds.
3. Transition Rates. Where one or both intersecting roadways are transitioned, the designer
must determine the length and rate of transition from the normal section to the modified
section; see Figure 11-1B. Consider providing a transition design that meets the general
principles of superelevation transition which apply to that roadway (i.e., open-road or low-
speed urban street conditions). See Chapter Eight for a complete discussion on
superelevation development. Where these criteria are applied to transition rates, the applied
design speed is typically:
a. 50 km/h for a stop-controlled leg,

b. the highway design speed for a free-flowing leg, or
c. the highway design speed for all legs of a signalized intersection.
Notes:
1. See discussion in Section 11-1.04.02.
2. Spot elevations of the pavement area should be provided to determine drainage

requirements, roadway profiles and their effect on the turning path of the design
vehicle.
PAVEMENT TRANSITIONS THROUGH INTERSECTIONS
Figure 11-1B
At a minimum, the approaching legs of an intersection should be transitioned within the curb
or curve radius length of the intersection consistent with practical field conditions (see Figure
11-1B).
11-1.05 Intersection Spacing
Short distances between intersections should be avoided if practical because they tend to impede
traffic operations. For example, if two intersections are close together and require signalization, they
may need to be considered as one intersection for signalization purposes. To operate safely, each leg
of the intersection may require a separate green cycle, thereby greatly reducing the capacity for both
intersections. To operate efficiently, signalized intersections should be 400 m apart.
In addition, short gaps between opposing "T" intersections should also be avoided. Drivers tend to
encroach into the opposing lanes (corner cutting) so that they can make their turning maneuvers in
one movement. In general, all new intersections should preferably be at least 120 m apart.
11-2.0 INTERSECTION SIGHT DISTANCE (ISD)
11-2.01 Stop-Controlled Intersections
This section presents the Department's ISD criteria for stop-controlled intersections. Where all legs
of an intersection are stop controlled, minimum ISD are acceptable. Because of the more difficult
maneuvers at a stop-controlled side road, the use of ISD values in the upper range are encouraged.
However, for design exceptions only the minimum values are applicable. A design exception will not
be required where the minimum ISD is not met due to the presence of parked vehicles within the
roadway. The presence of permanent objects such as buildings, cut slopes, parking lots, etc., within
the minimum ISD will require a design exception. The critical maneuvers for ISD are turning
movements either to the left or to the right. The ISD required for crossing movement is less than the
left-turn movement.
11-2.01.01 Theoretical Discussion (Upper ISD Values)
The Department has adopted ISD criteria which differ from those adopted by AASHTO. The
Department's upper ISD criteria are based on the Department’s October 1985 report "Parameters
Affecting Intersection Sight Distance."
Figure 11-2A illustrates the Department's theoretical assumptions for its upper ISD criteria. The ISD
model, in summary, assumes that a mainline driver approaches an intersection at design speed as a
vehicle enters the highway from a side road ahead of the mainline driver. The mainline driver reacts
to the vehicle by releasing the accelerator and/or slightly touching the brake. The mainline driver
decelerates at a comfortable rate until a reduced speed, 10% below design speed, is reached. From
this point, the mainline driver cruises at the reduced speed until the vehicle is tailgate distance away
from the accelerating (entering) vehicle. The entering vehicle is accelerating according to the rates
developed by the Department's research study.
The calculations for the ISD values are based on the following equation:
where: ISD = intersection sight distance, m

V = design speed (major road), km/h
RV = reduced speed (mainline vehicle), km/h
D = deceleration rate (mainline vehicle), km/h/sec
J = reaction time (mainline vehicle), sec
TR = time traveled at reduced speed (mainline vehicle), sec
Xa = distance accelerating (entering) vehicle travels, m
TG = tailgate distance, m
MARCH 2000
11-2(2)
Notes:
1. See Section 11-2.01.01 for definition of terms.

2. ISD for right-turning vehicle is determined in a similar manner.
January 1999
INTERSECTION SIGHT DISTANCE
(Theoretical Model)
Figure 11-2A
The theoretical ISD model developed by the Department is intended to find a balance between an
acceptable level of safety and what can be practically provided at intersections. The model assigns
a reasonable level of responsibility to both the entering vehicle (EV) and mainline vehicle (MV). The
following summarizes the major assumptions within the Department's ISD model:
1. Design Vehicle. The passenger car (P) has been selected for the ISD model.
2. Reaction Time of EV. The model assumes 1 second for the entering driver to release the
brake and depress the accelerator.
3. Acceleration Rate of EV. Based on the Department's research, the ISD model assumes that
the EV will accelerate at the rates presented in Figure 11-2B. From the acceleration rates,
the distance Xa can be determined. These are also provided in Figure 11-2B.
4. Reaction Time of MV (J). This is the time required from the moment the entering vehicle
begins its maneuver until the mainline driver releases the accelerator. These times are
presented in 11-2C. The reaction time of EV (i.e., 1 second) has been added to this value.
5. Deceleration Rate of MV (D). These are based on the Department's field tests as part of the
ISD research study. The objective was to determine "comfortable" rates of vehicular
deceleration. It was decided to assume deceleration in gear at high speeds and to assume
lightly actuating the brakes at low speeds. Deceleration rates are presented in Figure 11-2C.
For comparison, the Department's deceleration rates are equal to about 25% of the AASHTO
"comfortable" deceleration/braking rates (Figure II-17 of the 1994 Green Book).
6. Reduced Speed of MV (RV). The Department's ISD model assumes that the MV will reduce
its speed to 90% of the mainline design speed. Likewise, this is the speed to which the EV
will accelerate to before being overtaken by the MV.
7. Tailgate Distance (TG). This is the distance between the MV and the EV when the EV has
accelerated to 90% of the design speed on the major road. The TG distance is based on
providing one car length (5.8 m) for each 15 km/h of speed (i.e., 5.8 x RV/15).
8. Eye Location. The ISD values will establish one leg of the sight triangle which needs to be
visible to the EV. The leg on the stop-controlled road or street will be determined by the
assumed location of the eye. This is established as 3.0 m to 6.0 m behind the "reference" line.
The reference line will normally be the edge of shoulder or curb line. However, it may fall
between the shoulder edge and travel way edge, if there is reasonable justification to do so.
9. Height of Eye/Object. Both of these values will be 1070 mm.

Average
Initial Final Time Distance
Acceleration
Speed Speed (Ta) (Xa)
Rate ë
(km/h) (km/h) (sec) (m)
(km/h / sec)
0 30 5.7 27 5.26
0 40 8.4 54 4.71
0 50 11.3 90 4.42
0 60 14.5 138 4.14
0 70 17.9 199 3.91
0 80 21.3 272 3.76
0 90 25.0 359 3.60
0 100 28.8 459 3.47
Note: ë These criteria are based on field studies reported in Reference 8. These
are 85th percentile values; i.e., 85% of all cars will accelerate at a faster
rate than in the table.
ISD BASE DATA

(Entering Driver)
Figure 11-2B
Mainline Reduced Reaction Deceleration

Design Speed Speed Time Rate (D)
(V) (km/h) (RV) (km/h) (J) (sec) (km/h sec)
40 36 3.0 1.48
50 45 3.6 1.60
60 54 4.3 1.73
70 63 4.9 1.86
80 72 5.5 1.99
90 81 6.1 2.13
100 90 6.7 2.25
ISD BASE DATA

(Mainline Driver)
Figure 11-2C
11-2.01.02 Theoretical Discussion (Minimum ISD Values)
The minimum ISD values are developed using the following criteria:
1. the SSD criteria from the AASHTO A Policy on Geometric Design of Highways and Streets;
or
2. the SSD criteria from NCHRP 270 Parameters Affecting Stopping Sight Distance (Table
27); or
3. the minimum distance for a vehicle to clear the travel lane(s) from the left (minimum ISD to
the left), or the minimum distance for a vehicle to clear the entire intersection (minimum ISD
to the right); whichever is larger.
11-2.01.03 ISD Application
The designer will use the criteria in Figure 11-2D and Figure 11-2E to determine the applicable ISD
values. The designer must make every reasonable effort to meet the values in the upper range of the
ISD criteria; only for severely restricted locations will the minimum ISD be acceptable. As illustrated
in Figure 11-2D, the ISD criteria are based on the distance "X" the turning vehicle must travel from
the shoulder or curb line to clear the opposing traffic. This allows the application of the Department's
ISD model to multilane highways. The designer should also consider the following when determining
the ISD criteria:
1. The minimum "X" distance will be 6.6 m, even if the actual "X" is less than this value.
2. Each successive column approximately represents an additional lane of opposing traffic (3.6
m).
3. The eye location is 3.0 m to 6.0 m behind the reference line. The eye location is independent
of "X".
The table assumes that a right-turning vehicle will turn into the outer travel lane in that
direction. A left-turning vehicle will turn into the inner travel lane in that direction.
5. If the opposing direction of travel includes an exclusive right- or left-turn lane(s) or narrow
median, these will be included in the "X" distance when reading into the table.
6. For values of "X" which are between columns, the designer should read into the next highest
column.
WIDTH OF OPPOSING LANES (m)
Design Speed @ 6.6 10.2 13.8 17.4 21.0

Application
(km/h)
Intersection Sight Distance (m)
Upper 72 92 102 109 116

40 Minimum Right 72 72 79 87 95
Minimum Left 72 72 72 72 74
Upper 102 127 139 149 157

50 Minimum Right 90 95 107 117 125
Minimum Left 90 90 90 90 92
Upper 139 169 184 195 206

60 Minimum Right 109 127 141 153 163
Minimum Left 109 109 109 109 111
Upper 184 219 236 250 261

70 Minimum Right 130 165 181 195 207
Minimum Left 130 130 130 130 130
Upper 235 275 295 311 324

80 Minimum Right 169 209 228 244 257
Minimum Left 169 169 169 169 169
Upper 296 341 363 381 396

90 Minimum Right 218 263 284 302 317
Minimum Left 218 218 218 218 218
Upper 364 414 439 459 475

100 Minimum Right 276 326 350 369 386
Minimum Left 276 276 276 276 276
Notes:
1. See Figure 11-2E for application of ISD criteria.

2. See Figure 11-2.01.03 for additional information on ISD criteria.
INTERSECTION SIGHT DISTANCE CRITERIA

Figure 11-2D
January 1999
Notes:
1. See Figure 11-2D for ISD values.
MARCH 2000
2. See discussion in Section 11-2.01.03.
11-2(7)
(Application)
Figure 11-2E
7. If a divided highway has a median width of 7.5 m or more, the ISD application can be
evaluated in two movements.
8. It is assumed that the roadway being entered is relatively level over the ISD distances.
9. If the angle of intersection is less than 60o, the designer should adjust the "X" distance and
ISD accordingly.
10. At some intersections, the designer may want to increase the ISD distances to account for
large numbers of buses or trucks which may use the intersection.
11. The height of eye and object is 1070 mm.
12. For minimum ISD to the right, the designer must determine the applicable "X" value to read
into Figure 11-2D. If "X" is the same for both directions of travel, then this value will be
used. However, if the main road has unbalanced lanes, the "X" distance will be different for
the two directions of travel. In this case, the designer will use the larger of the two values to
read into Figure 11-2D for minimum ISD to the right.
13. The intersection sight line should clear the non-pavement surface by 150 mm or more to
accommodate long grass, snow accumulations, etc.
11-2.01.04 ISD Worksheet
The ISD that is required at each intersection may vary for each approach. Use Figure 11-2H, at the
end of Section 11-2.0, to document the required and actual ISD available at an intersection.
11-2.02 Stopped Vehicle Turning Left Across Oncoming Traffic
At all intersections regardless of traffic control, the designer must evaluate the sight distance needs
for a stopped vehicle turning left across oncoming traffic. This applies to all vehicles which may
make a left turn across the opposing lanes of travel. The driver will need to see straight ahead a
sufficient distance to turn left and clear the opposing travel lanes before an approaching vehicle
reaches the intersection. Figure 11-2G illustrates the theoretical assumptions for the ISD criteria for
a stopped vehicle turning left. Figure 11-2F presents the ISD values. The calculations are based on
the following equation:
where: V = design speed, km/h

t = time, seconds, for traversing the distance "d"
d = (10.7 m + A) = distance traveled by TV to clear outer travel lane of
opposing traffic, m
A = distance between center of lane from where TV turns to edge of outer
travel lane of opposing traffic, m
The following summarizes the major assumptions within the ISD model:
1. Design Vehicle. This will be the passenger car (P).
2. Turning Vehicle (TV) Action. The TV will move forward beyond the stop line, always
remaining in line with the lane from which it will turn. It will stop when its front bumper is
a distance equal to the turning radius away from the center of the lane into which it will turn.
When it begins its turning maneuver, the TV will turn at this radius until it is lined up with
the lane on the crossroad and then travel in a straight line to complete the clearing maneuver.
The TV will always turn into the inside through travel lane.
"A" Design Speed

(m) 40 50 60 70 80 90 100
5.5 58 73 87 102 116 131 145
6 59 74 88 103 118 133 147
7 61 76 91 106 121 136 151
8 62 78 93 109 124 140 155
9 64 80 96 112 127 143 159
10 65 82 98 114 130 147 163
11 67 83 100 117 133 150 167
12 68 85 102 119 136 153 170
13 70 87 104 122 139 157 174
14 71 89 107 124 142 160 178
15 72 90 109 127 145 163 181
20 79 99 118 138 158 178 197
Notes: 1. See Figure 11-2G for application of ISD criteria.

2. See Section 11-2.02 for additional information.
3. Values are in meters.
INTERSECTION SIGHT DISTANCE CRITERIA

(Stopped Vehicle Turning Left Across Oncoming Traffic)
Figure 11-2F
11-2(10)
Notes:
1. See Figure 11-2F for ISD values.

2. See Section 11-2.02 for discussion and application.
3. Criteria apply to all intersections.
January 1999
(Stopped Vehicle Turning Left Across Oncoming Traffic)
Figure 11-2G
3. Approaching Vehicle (AV) Action. The AV will travel at the design speed (V) and will
maintain this speed through the intersection (i.e., it will not slow down).
4. Turning Radius. This will be 8.5 m for the mid-section of the TV. This radius will be constant
throughout the turn.
5. Acceleration Rate. The TV will accelerate at the rates found by the Department's field study
(Figure 11-2B).
6. Reaction Time of TV. The model assumes one second for the turning driver to release the
brake and depress the accelerator.
7. Clearance Interval. The clearance between the TV and the AV is assumed to be zero.
8. Effect of Median Width. This represents additional distance the TV must traverse. The model
assumes the TV will not move laterally to the left within the intersection area, even if the
opportunity is available.
9. Effect of Exclusive Left-Turn Lane. If one is present, the TV will turn from it; if one is not
present, the TV will turn from the inner through lane. If a dual left-turn lane is present, the
TV will turn from the outer left-turn lane, which will yield a greater ISD need.
For application, the ISD criteria for a stopped vehicle turning left will apply to all opportunities for
this maneuver at all intersections. The following procedure should be used:
1. Find the ISD value from Figure 11-2F for the applicable design speed and "A" value at the
intersection.
2. Use the ISD value to locate the front bumper of the AV as indicated in Figure 11-2G. This
will represent the "object" location.
3. Find the "eye" location as indicated in Figure 11-2G.
4. The line of sight between the eye and object should be clear of all obstacles. The heights of
eye and object are each 1070 mm.
11-2.03 Signal-Controlled Intersections
The minimum ISD requirements in Figure 11-2D will apply to all approach legs to a signalized
intersection.
January 1999
Project Number: INTERSECTION:
DISTANCE FROM
APPROACH SPEED
NAME OF N/S EYE LOCATION UPPER ISD MINIMUM ISD ACTUAL ISD
OF CROSSING
ROADWAY TO NEAREST (Figure 11-2D) (Figure 11-2D) AVAILABLE*
TRAFFIC
THROUGH LANE
NORTHBOUND
LEFT LANE
LOOKING LEFT
NORTHBOUND
RIGHT LANE
LOOKING RIGHT
SOUTHBOUND
LEFT LANE
LOOKING LEFT
SOUTHBOUND
RIGHT LANE
LOOKING RIGHT
EASTBOUND
LEFT LANE
LOOKING LEFT
EASTBOUND
RIGHT LANE
LOOKING RIGHT
WESTBOUND
LEFT LANE
LOOKING LEFT
WESTBOUND
RIGHT LANE
11-2(13)
LOOKING RIGHT
*A design exception will be required for each location where this is less than the minimum.
11-3.0 TURNING RADII (Right Turns)
11-3.01 Types of Treatment
At intersections, the designer must decide how best to accommodate right-turning vehicles. A design
must be selected for the edge of pavement or curb lines, which may be one of the following types:
1. simple radius,
2. simple radius with entering and exiting tapers,
3. 3-centered symmetric compound curve, or
4. 3-centered asymmetric compound curve.
Each basic design type has its advantages and disadvantages. The simple radius is the easiest to
design and construct and, therefore, it is the most common. However, the designer should also
consider the benefits of the simple radius with an entering and exiting taper. Its advantages as
compared to other designs include:
1. The simple radius with tapers provides approximately the same transitional benefits as the
compound curvature arrangements, but it is easier to design, survey and construct.
2. To accommodate a specific vehicle with no encroachment, a simple radius requires greater

intersection pavement area than a radius with tapers. For large vehicles, a simple radius is
often an unreasonable design, unless a channelized island is used.
3. A simple radius results in greater distances for pedestrians to cross than a radius with tapers.
4. For angles of turn greater than 90o, a radius with tapers is a better design than a simple
radius, primarily because less intersection area is required.
11-3.02 Design Vehicle Selection
In general, the selected design vehicle should be the largest vehicle likely to make the turn with some
frequency. Therefore, the appropriate design vehicle may vary from intersection to intersection, and
the selection will involve an assessment of the number and types of vehicles which will make the
turn. Figure 11-3A presents suggested criteria which the designer should use as a starting point.
For Turn For Turn Minimum Suggested Turning

Made From Made Onto Design Vehicle Radii (m) (3)
Freeway Ramp All Moving WB-15* 18
Arterial Moving WB-15 18

Arterial Collector Moving SU 18
Local Moving SU 18
Arterial Moving SU 18
Collector Collector Moving SU 18
Local Moving SU 18
Arterial Stopped SU 13
Local Collector Stopped SU 13
Local Stopped SU 13
*WB-19 must be physically able to make the turn.
Notes:
1. The criteria apply to both urban and rural intersections.

2. See Section 11-3.02 for a discussion of the selection of a WB-19 truck for intersection
design.
3. Radius is for the outer wheel of the turning vehicle.
DESIGN VEHICLE SELECTION

Figure 11-3A
The WB-19 design vehicle (large truck) is allowed on the National Truck Network (the Interstate
highway system and other freeways in Connecticut). Large trucks must have reasonable access to
truck facilities for a distance of 1.5 km from the Network route. Therefore, large trucks may be
allowed to make right turns at some at-grade intersections, and the designer should consider this
possibility. The designer should exercise judgment when deciding which intersections should be
designed according to the turning characteristics of the large truck. Some intersections (e.g., those
near truck stops) are obvious candidates. The designer should also consider whether or not an
intersection may in the future need to accommodate the large truck. Individuals or entities may apply
for access permits for greater distances through the Commissioner of CONNDOT by applying to the
Motor Transport Services Division in the Bureau of Public Transportation. Finally, the designer
should consider that even longer trucks than the WB-19 vehicle may today or in the future be nego-
tiating the intersection. Where a significant number of these are expected, the designer should take
this into consideration.
11-3.03 Designs for Pavement Edge/Curb Line
Once the designer has selected the design vehicle (Figure 11-3A) and the type of right-turn treatment
(e.g., simple radius), he/she must now determine the appropriate design for the pavement edge or
curb line. Figure 11-3B presents recommended criteria. The designer should consider that there are
certain assumptions built into these numbers. The following presents the major assumptions:
1. Encroachment. The criteria in Figure 11-3B will allow the indicated vehicle to make the turn
entirely within its lane of travel; i.e., no encroachment into adjacent lanes will occur.
2. Speed. The criteria in Figure 11-3B have been developed assuming a turning speed of less
than 15 km/h.
3. Inside Clearance. The criteria in the table assumes that a 0.5-m clearance is maintained
throughout most of the turn and that the clearance is never less than 0.2 m.
4. Parking Lanes/Shoulders. The criteria in the table assume that no parking lanes or shoulders
are available which would, of course, allow the vehicle additional space on the inside to
make the turn.
Because of these assumptions, the criteria in Figure 11-3B should serve as a starting point to
determine the design for the pavement edge or curb line. To determine the final design, the designer
must use a turning template for the selected design vehicle. The designer should also consider the
discussion in the following sections.
Simple Simple Curve Radius 3-Centered Compound 3-Centered Compound

Angle With Taper Curve Symmetric Curve Asymmetric
Design Curve
of
Vehicle Radius Radius Offset Taper Radii Offset Radii Offset
Turn
(m) (m) (m) (m) (m) (m)
30 P 18
SU 30
WB-12 45
WB-15 60
WB-19 110 6.7 1.0 15:1
45 P 15
SU 23
WB-12 36
WB-15 53 36 0.6 15:1 60-30-60 1.0
WB-19 70 43 1.2 15:1 140-72-140 0.6 36-43-150 1.0-2.6
60 P 12
SU 18
WB-12 28
WB-15 45 29 1.0 15:1 60-23-60 1.7 60-23-84 0.6-2.0
WB-19 50 43 1.2 15:1 120-30-120 4.5 34-30-67 3.0-3.7
75 P 11 8 0.6 10:1 30-8-30 0.6
SU 17 14 0.6 10:1 36-14-36 0.6
WB-12 18 0.6 15:1 36-14-36 1.5 36-14-60 0.6-2.0
WB-15 20 1.0 15:1 45-15-45 2.0 45-15-69 0.6-3.0
WB-19 43 1.2 20:1 134-23-134 4.5 43-30-165 1.5-3.6
90 P 9 6 0.8 10:1 30-6-30 0.8

SU 15 12 0.6 10:1 36-12-36 0.6
WB-12 14 1.2 10:1 36-12-36 1.5 36-12-60 0.6-2.0
WB-15 18 1.2 15:1 55-18-55 2.0 36-12-60 0.6-3.0
WB-19 36 1.2 30:1 120-21-120 3.0 48-21-110 2.0-3.0
105 P 6 0.8 8:1 30-6-30 0.8

SU 11 1.0 10:1 30-11-30 1.0
WB-12 12 1.2 10:1 30-11-30 1.5 30-17-60 0.6-2.5
WB-15 17 1.2 15:1 55-14-55 2.5 45-12-64 0.6-3.0
WB-19 35 1.0 30:1 160-15-160 4.5 110-23-180 1.2-3.2
120 P 6 0.5 10:1 30-6-30 0.6
SU 9 1.0 10:1 30-9-30 1.0
WB-12 11 1.5 8:1 36-9-36 2.0 30-9-55 0.6-2.7
WB-15 14 1.2 15:1 55-12-55 2.6 45-11-67 0.6-3.6
WB-19 30 1.5 25:1 160-21-160 3.0 24-17-160 5.2-7.3
135 P 6 0.5 15:1 30-6-30 0.5
SU 9 1.2 8:1 30-9-30 1.2
WB-12 9 2.5 6:1 36-9-36 2.0 30-8-55 1.0-4.0
WB-15 12 2.0 10:1 48-11-48 2.7 40-9-56 1.0-4.3
WB-19 24 1.5 20:1 180-18-180 3.6 30-18-195 2.1-4.3
150 P 6 0.6 10:1 23-6-23 0.6
SU 9 1.2 8:1 30-9-30 1.2
WB-12 9 2.0 8:1 30-9-30 2.0 28-8-48 0.3.-3.6
WB-15 11 2.1 6:1 48-11-48 2.1 36-9-55 1.0-4.3
WB-19 18 3.0 10:1 145-17-145 4.5 43-18-170 2.4-3.0
180 P 5 0.2 20:1 15-5-15 0.2
SU 9 0.5 10:1 30-9-30 0.5
WB-12 6 3.0 5:1 30-6-30 3.0 26-6-45 2.0-4.0
WB-15 8 3.0 5:1 40-8-40 3.0 30-8-55 2.0-4.0
WB-19 17 3.0 15:1 245-14-245 6.0 30-17-275 4.5-4.5
Note: Many assumptions have been made in the development of these criteria. See Section 11-3.03 for a discussion.
EDGE OF PAVEMENT DESIGNS FOR TURNS AT INTERSECTIONS

Figure 11-3B
11-3.03.01 Tolerable Encroachment
To determine the tolerable encroachment, the designer should evaluate several factors, including
traffic volumes, one-way or two-way operation and the functional classes of the intersecting roads
or streets. Figure 11-3C presents recommended criteria for tolerable encroachment for right-turning
vehicles. The designer must evaluate these criteria against the construction and right-of-way impacts
for meeting the encroachment recommendations. For example, if these impacts are significant and
if through and/or turning volumes are relatively low, the designer may decide to accept
encroachment for the design vehicle which exceeds the criteria in Figure 11-3C. Considering local
conditions, the width of local side road at the back of the curb return should be 9.0 m.
11-3.03.02 Inside Clearance
The following will apply to the assumed inside clearance of the turning vehicle:
1. Maximum. The selected design vehicle will make the right turn while maintaining approximately
a 0.5-m clearance from the pavement edge or curb line and will not come closer than 0.2 m.
2. Minimum. At restricted sites, it may be necessary to assume a less generous clearance. At a

minimum, the selected design vehicle may be allowed to make the right turn such that its wheels
will almost touch the pavement edge or curb line. This means that the vehicle will overhang
beyond the edge. Therefore, the designer must ensure that the turning vehicle will not impact
any obstructions (e.g., signal poles, mailboxes, signs).
11-3.03.03 Parking Lanes/Shoulders
At many intersections, parking lanes and/or shoulders will be available on one or more approach
legs, and this additional roadway width may be carried through the intersection. This will greatly
decrease the turning problems for large vehicles at intersections with small curb radii. Figure 11-3D
illustrates the turning paths of several design vehicles with curb radii of 4.5 m or 7.5 m and where
2.4-m to 3.0-m parking lanes are provided. The presence of a shoulder 2.4 m to 3.0 m in width will
have the same impact as a parking lane. The figure also illustrates the necessary distance to restrict
parking before the PC (4.5 m) and after the P.T. (6 m to 12 m) on the cross street. The designer will,
of course, need to check the proposed design with the applicable turning template and encroachment
criteria. The designer should not consider the beneficial effects of a parking lane if the lane will be
used for through traffic part of the day or if parking will likely be prohibited in the future.
11-3(6)
Tolerable Encroachment for Selected Design Vehicle
Type of Traffic For Turn For Turn
Control Made From Made Onto For Road/Street From For Road/Street Onto Which Turn
Which Turn Made Made
Stop-Controlled Through No encroachment into No encroachment beyond

Stop - Road/Street Road/Street adjacent lanes outermost or right travel lane
Controlled
Through Stop-Controlled No encroachment into adjacent No encroachment into
Road/Street Road/Street lanes opposing lanes of travel
Either Either No encroachment into No encroachment into
Signalized
Road/Street Road/Street adjacent lanes opposing lanes of travel
Notes: 1. See Figure 11-3A for design vehicle selection.
2. For all conditions, the design vehicle is assumed to be in the outermost through travel lane or exclusive right-turn lane, whichever applies, before
the turn is made.
3. The table indicates those conditions where the turning vehicle cannot encroach into the opposing lanes of travel. In addition, for roads/streets
with two or more through travel lanes, consider providing a design so that the turning vehicle does not encroach beyond the outermost or right
travel lane.
4. For the indicated tolerable encroachment (e.g., none into adjacent lanes), the design vehicle should not come closer than 0.2 m to the lane at
any point in the turn.
5. Regardless of the selected design vehicle or the criteria for encroachment, a WB-15 should physically be able to make all turns at all
intersections without backing up and without impacting curbs, parked cars, utility poles, mailboxes or any other obstruction.
January 1999
RECOMMENDED TOLERABLE ENCROACHMENTS FOR RIGHT-TURNING VEHICLES
Figure 11-3C
EFFECT OF CURB RADII AND PARKING ON TURNING PATHS
Figure 11-3D
11-3.03.04 Pedestrians
The greater the turning radius or the number of lanes, the farther pedestrians must walk in the
roadway. This is especially important to handicapped individuals. Therefore, the designer should
consider this when determining the edge of pavement or curb line design. This may lead to, for
example, the decision to use a turning roadway (see Section 11-4.0) to provide a pedestrian refuge.
In addition, where the pedestrian must cross more than four lanes, the designer should evaluate the
accommodation of pedestrian traffic.
11-3.03.05 Summary
In summary, the designer should determine the proper design for the edge of pavement or curb line
to accommodate right-turning vehicles as follows:
1. Select the type of turning treatment:
a. simple radius,
b. simple radius with entering and exiting tapers,
c. 3-centered symmetric compound curve, or
d. 3-centered asymmetric compound curve.
Use Figure 11-3B as a starting point.
2. Select the design vehicle (Figure 11-3A).
3. Determine the tolerable encroachment (Figure 11-3C).
4. Determine the appropriate inside clearance (Section 11-3.03.02).
5. Consider the benefits of any parking lanes or shoulders (Section 11-3.03.03).
6. Consider impacts on pedestrians (Section 11-3.03.04).
7. Check all proposed designs with the applicable vehicular turning template.
8. Revise design as necessary to accommodate the right-turning vehicle or determine that this
is not practical because of adverse impacts.
11-4.0 TURNING ROADWAYS
Turning roadways are channelized areas (painted or raised) at intersections at-grade.
11-4.01 Guidelines
The need for a turning roadway will be determined on a case-by-case basis. The designer should
consider using turning roadways when:
1. there is a need to allow right turns at 25 km/h or more on, for example, rural or urban
arterials;
2. the angle of turn will be greater than 90o;
3. the volume of right turns is especially high;
4. there is significant amount of unused pavement; and/or
5. the selected design vehicle is a semi-trailer combination.
11-4.02 Design Criteria
Figure 11-4A illustrates a typical design for a turning roadway at an urban intersection. The
following sections provide additional guidance on the design of a turning roadway.
11-4.02.01 Design Speed
Where practical, the design speed on a turning roadway should be within 30 km/h of the mainline
design speed. However, a turning roadway even at a low design speed (e.g., 20 km/h) will still
provide a significant benefit to the turning vehicle regardless of the speed on the approaching
highway. Typically, the design speed for a turning roadway will be in the range of 20-30 km/h. For
3-centered compound curves, this criteria applies to the design speed of the sharpest curve.
11-4(2)
INTERSECTION AT-GRADE
January 1999
EXAMPLE DESIGN FOR TURNING ROADWAY
Figure 11-4A
11-4.02.02 Horizontal Alignment
The horizontal alignment of turning roadway design differs from that of open-roadway conditions,
which are discussed in Chapter Eight. The following discusses several of the assumptions used to
design horizontal alignment for turning roadways:
1. Curvature Arrangement. For many turning roadway designs, a 3-centered compound curve
is the preferred curvature arrangement.
2. Superelevation. Turning roadways are often relatively short in length. This greatly increases
the difficulty of superelevating the roadway. Therefore, a flexible approach is used for
superelevating turning roadways. Figure 11-4B provides a range of superelevation rates that
the designer may select for various combinations of curve radii and design speeds. For many
turning roadways with low design speeds (e.g., 20-30 km/h), the superelevation rate will
typically be 2%. The maximum superelevation rate for turning roadways should not exceed
6%. Selection of the appropriate superelevation rate will be based on field conditions and
will be determined on a site-by-site basis.
3. Superelevation Transitions. When a turning roadway is superelevated, the transition length

should meet the criteria presented in Chapter Eight for the relative longitudinal slope.
However, due to the restrictive nature of turning roadways and their typically short lengths,
actual transition lengths will be determined on a case-by-case basis. The designer should
review the field conditions, deceleration and acceleration taper lengths, right-of-way
restrictions and construction costs to produce a practical design for superelevation transition
lengths at turning roadways.
4. Superelevation Development. Figure 11-4C illustrates a schematic of superelevation

development at a turning roadway. The actual development will depend upon the practical
field conditions combined with a reasonable consideration of the theory behind horizontal
curvature. The following presents criteria which should be met:
a. No change in the normal cross slope is necessary up to Section B-B. Here, the width
of turning roadway is nominally less than 1 m.
b. The full width of the turning roadway should be attained at Section D-D. The
amount of superelevation at D-D will depend upon the practical field conditions.
c. Beyond Section D-D, the turning roadway pavement should be rotated as needed to
provide the required superelevation for the design speed of the turning roadway.
11-4(4)
Range in Superelevation Rate
Radius for Turning Roadways with Design Speed (km/h) of
(m)
20 30 40 50 60 70
15 2%-6% — — — — —
25 2%-6% 2%-6% — — — —
50 2%-5% 2%-6% 4%-6% — — —
INTERSECTION AT-GRADE
70 2%-4% 2%-6% 3%-6% 6% — —
100 2%-3% 2%-4% 3%-6% 5%-6% — —
150 2%-3% 2%-3% 3%-5% 4%-6% 6% —
200 2% 2%-3% 2%-4% 3%-5% 5%-6% —

300 2% 2%-3% 2%-3% 3%-4% 4%-5% 5%-6%
500 2% 2% 2% 2%-3% 3%-4% 4%-5%
SUPERELEVATION RATES
(Turning Roadways)
January 1999
Figure 11-4B
Note: The axis of rotation is first about Edge 2 and then about Edge 4.
DEVELOPMENT OF SUPERELEVATION AT
TURNING ROADWAY TERMINALS
11-4(6) INTERSECTION AT-GRADE January 1999
d. The minimum superelevation transition length should meet the criteria set forth in
Item #3.
e. The superelevation treatment for the existing portion of the turning roadway should
be similar to that described for the entering portion. However, for stop-control
merges the superelevation on the turning roadway should match the cross slope on
the merging highway or street.
5. Minimum Radius. The minimum turning roadway radii are based on design speed, side-
friction factors and superelevation (see Chapter Eight). Figure 11-4D presents minimum
radii for various turning roadway conditions. As discussed in Item #2, a range of
superelevation rates may be used. Therefore, Figure 11-4D presents minimum radii for
several assumed superelevation rates. In addition, the lengths of the entering and exiting
curves should meet the criteria in Note 3 of Figure 11-4D.
6. Cross Slope Rollover. Figure 11-4E presents the maximum allowable algebraic difference
in the cross slopes between the mainline and turning roadway where they are adjacent to
each other. In Figure 11-4C, these criteria apply between Section A-A and Section D-D.
This will likely be a factor only when a superelevated mainline is curving to the left.
11-4.02.03 Width
Turning roadway widths are dependent upon the turning radii and design vehicle selected. Figure
11-3A provides the criteria for selection of the appropriate design vehicle. Figure 11-4F presents
the turning roadway pavement widths for various design vehicles based on 1-lane, one-way
operation with no provision for passing a stalled vehicle. This design is generally appropriate for
most at-grade intersections. The pavement widths in Figure 11-4F provide an extra 1.8-m clearance
beyond the design vehicle’s swept path. This additional width provides extra room for
maneuverability, driver variances and the occasional larger vehicle.
11-4.02.04 Angle of Turn
Figure 11-4F is applicable to highways which intersect at 90o. Figure 11-4G presents turning
roadway criteria for oblique angles of intersection.
Turning Maximum Assumed

Roadway Side Super- Calculated Design
Design Speed Friction Elevation Radius Radius
(km/h) (f) (e) (m) (m)
2% 9 10
20 0.35 4% 8 10
6% 8 10
2% 24 25
30 0.28 4% 22 25
6% 21 25
2% 50 50
40 0.23 4% 47 50
6% 43 45
2% 94 95
50 0.19 4% 86 90
6% 79 80
2% 149 150
60 0.17 4% 135 135
6% 123 125
Notes:
1. For design speeds greater than 60 km/h, use rural conditions. See Chapter Eight.
2. See Figure 11-4B for the recommended range of superelevation rates for a given radius and design speed. The
lower values are more appropriate for urban and high-volume areas.
3. A flatter curve, no more than twice the design radius of the sharper curve, should be used to transition into and
out of the sharper radius. The length of the flatter transition curve will be:
150 or
Radius of Sharper Curve (m) 30 50 60 75 100 125
more
Length of Flatter Minimum (m) 12 15 20 25 30 35 45

Transition Curve Upper Range (m) 20 20 30 35 45 55 60
MINIMUM RADII FOR TURNING ROADWAYS
Figure 11-4D
Maximum Algebraic
Design Speed of Curve Difference in Cross Slope
at Section D-D* at Crossover Line
(km/h) (%)
20-30 5-8
40-50 5-6
>50 4-5
* See Figure 11-4C
PAVEMENT CROSS SLOPE AT TURNING ROADWAY TERMINALS

Figure 11-4E
January 1999
Radius on Inner Width of Turning Roadways (m)
Edge of Pavement,
R(m) P SU WB-15 WB-19
15 3.9 5.4 7.8 7.8

25 3.9 5.1 6.6 7.5
30 3.9 4.8 6.3 6.9
50 3.6 4.8 5.7 6.3

75 3.6 4.8 5.1 5.7
100 3.6 4.5 5.1 5.4
125 3.6 4.5 4.8 5.1
150 3.6 4.5 4.8 5.1
Tangent 3.6 4.5 4.8 4.5
Notes:
1. If barrier curb is used on one side, then a curb offset of 0.3 m should be added to the table value.
2. If barrier curb is used on both sides, then a curb offset of 0.6 m (0.3 m on each side) should be added to the table value.
PAVEMENT WIDTHS FOR TURNING ROADWAYS
11-4(9)
Figure 11-4F
Three-Centered
Angle Width Approx.
Design Compound Curves
of Turn of Lane Island Size
Classification Radii Offset
(degrees) (m) (m2)
(m) (m)
75 A 45-23-45 1.0 4.2 5.5

B 45-23-45 1.5 5.4 5.0
C 55-28-55 1.0 6.0 5.0
90 A 45-15-45 1.0 4.2 5.0

B 45-15-45 1.5 5.4 7.5
C 55-20-55 2.0 6.0 11.5
105 A 36-12-36 0.6 4.5 6.5

B 30-11-30 1.5 6.6 5.0
C 55-14-55 2.4 9.0 5.5
120 A 30-9-30 0.8 4,8 11.0

B 30-9-30 1.5 7.2 8.5
C 55-12-55 2.5 10.2 20.0
135 A 30-9-30 0.8 4.8 43.0

B 30-9-30 1.5 7.8 35.0
C 48-11-48 2.7 10.5 60.0
150 A 30-9-30 0.8 4.8 130.0

B 30-9-30 2.0 9.0 110.0
C 48-11-48 2.1 11.4 160.0
Notes:
1. Asymmetric three-centered compound curves and straight tapers with a simple curve can also be used without
significantly altering the width of roadway or corner island size.
2. Painted island delineation is recommended for islands less than 7 m2 in size.
3. Design classification:
A — Primarily passenger vehicles; permits occasional single-unit truck to turn with restricted clearances.
B — Provides adequately for SU; permits occasional WB-15 to turn with slight encroachment on adjacent
traffic lanes.
C — Provides fully for WB-15.
TURNING ROADWAY DESIGN

Figure 11-4G
11-4.02.05 Acceleration/Deceleration Lanes
As discussed in Section 11-4.02.01, the design speed on the turning roadway should be within 30
km/h of the mainline design speed. Where this is not practical, the designer should consider using
a deceleration lane. They are especially beneficial where mainline and turning volumes are high; at
these intersections, the deceleration lane may also be needed for storage. An acceleration lane for
the exiting portion of the turning roadway may also be justified. However, it may not be used to
good advantage if the turning roadway will be stop controlled. Acceleration and deceleration lanes
should be considered at intersections which include turning roadways for arterials with a design
speed of 80 km/h or more. Refer to Section 11-5.0 for the design details of the auxiliary lanes.
11-5.0 AUXILIARY TURNING LANES
This section presents criteria for the design and guidelines for auxiliary lanes at intersections. In
particular the designer should consider that deceleration lanes are advantageous, especially on high-
speed highways. A driver leaving the highway has no choice but to slow down in the through travel
lane if a deceleration lane is not provided.
11-5.01 Guidelines for Right-Turn Lanes
In general, exclusive right-turn lanes should be provided for at-grade intersections as follows:
1. at any unsignalized intersection on a 2-lane urban or rural highway which satisfies the criteria
in Figure 11-5A;
2. at any intersection where a capacity analysis determines a right-turn lane is necessary to

meet the level-of-service criteria; or
3. at any intersection where the accident experience, existing traffic operations, sight distance
restriction or engineering judgment indicates a significant problem related to right-turning
vehicles.
11-5.02 Guidelines for Left-Turn Lanes
In general, exclusive left-turn lanes should be provided for at-grade intersections as follows:
1. on all divided urban and rural highways with a median wide enough to allow a left-turn lane
(this applies to intersections with public roads and to major traffic generators);
2. for all approaches at arterial/arterial intersections;
3. at any unsignalized intersection on a 2-lane urban or rural highway which satisfies the criteria
in Figures 11-5B, 11-5C, 11-5D, 11-5E or 11-5F;
Note: For highways with a design speed below 80 km/h and DHV <300 and Right Turns > 40, an adjustment
should be used. To read the vertical axis of the chart, subtract 20 from the actual number of right turns.
Example:

DHV = 250 VPH
Right Turns = 100 VPH
Problem: Determine if a right-turn lane is warranted.
Solution: To read the vertical axis, use 100 - 20 = 80 VPH. The figure indicates that a right-turn lane is not
warranted, unless other factors (e.g., high accident rate) indicate a lane is needed.
GUIDELINES FOR RIGHT-TURN LANES

AT UNSIGNALIZED INTERSECTIONS ON 2-LANE HIGHWAYS
Figure 11-5A
January 1999
VOLUME GUIDELINES FOR LEFT-TURN LANES AT UNSIGNALIZED INTERSECTIONS
11-5(3)
ON 2-LANE HIGHWAYS (100 km/h)
Figure 11-5B
11-5(4)
January 1999
Figure 11-5C
January 1999
11-5(5)
Figure 11-5D
11-5(6)
January 1999
Figure 11-5E
January 1999
11-5(7)
Figure 11-5F
4. at any intersection where a capacity analysis determines a left-turn lane is necessary to meet
the level-of-service criteria;
5. at any intersection included or expected to be within an interconnected signal system where

the presence of standing left-turning vehicles would disrupt the progression of platooned
traffic; or
6. at any intersection where the accident experience, traffic operations, sight distance
restrictions or engineering judgment indicates a significant problem related to left-turning
vehicles.
11-5.03 Design Details for Auxiliary Turning Lanes
The following criteria will apply to the design of auxiliary turning lanes:
1. Length. The length of a turning lane will be the sum of its taper and storage lengths. Figure
11-5G provides the design criteria that should be used to determine these lengths. The
designer will coordinate with the Division of Traffic Engineering to determine if additional
length to accommodate deceleration within the auxiliary lane is warranted.
2. Width. The width of the turn lane should be according to the functional class, urban/rural
location and project scope of work. Chapters Two, Four and Five present the applicable
widths for auxiliary lanes. When curbing is provided, at a minimum, a 0.6-m shoulder should
be provided along the turning lane.
3. Parking Lanes. A right-turn lane in an urban area will often require parking restrictions
beyond the typical restricted distances from the intersection. Also, it may require relocating
near-side bus stops to the far side of the intersection.
4. Median Openings. These should be designed according to the criteria in Section 11-6.0.
11-5.04 Typical Treatments for Auxiliary Turning Lanes
The following presents typical treatments for right- and left-turn lanes:
1. Right-Turn Lanes. Figure 11-5H illustrates the typical development of an exclusive right-turn
lane. Note the insertion of short horizontal curves (R = 15 m) at the beginning and end of the
taper. Consider providing these where curbs define the edge of the turn lane.
January 1999
Design Design Traffic
Element Speed Control Upper Lower
(km/h)
50 1:8 1:8
60 1:8 1:8
Taper 70 1:8 1:8
All
Rate 80 1:15 1:8
90 1:15 1:8
100 1:15 1:8
Based on number and type of vehicles likely to Based on number and type of vehicles likely to
Unsignalized arrive in an average 2-minute period during the arrive in an average 1-minute period during the
design hour. design hour.
Storage (See Notes 1, 5, 6) (See Notes 1, 2, 5, 6)
Length All
(Full Width) Based on 2.0 times the average number of cars that Based on 1.5 times the average number of
Signalized will store in the turning lane during the design hour. cars that will store in the turning lane during
(See Notes 3, 4, 5, 6) the design hour.
(See Notes 2, 3, 4, 5, 6)
Notes:
1. Vehicular Lengths. Use the following design lengths per vehicle for calculating storage length: P: 7.5 m BUS: 13.5 m
SU: 10.5 m Semitrailer: 18.5 m
2. Minimum Storage Length. For all intersections where traffic volumes are too low to govern, the minimum storage length will be 15 m (T < 10%) or 26 m (T
> 10%), where T is the percent of trucks turning. These minimum lengths may also apply to right-turn lanes at unsignalized intersections if there is little
likelihood of the turning vehicle having to wait.
3. Queue Length of Through Traffic. In addition to the table criteria, the length of the turning lane should exceed the calculated queue length in the through
travel lane adjacent to the turning lane for the design hour.
4. Highway Capacity Manual. The designer should use the criteria in the HCM to calculate storage length.
5. Overall Length. The length of the auxiliary lane should include consideration of the number of vehicles expected to be stored and the extent to which
deceleration should take place in the auxiliary lane.
6. Division of Traffic Engineering. The designer should coordinate with the Division of Traffic Engineering to determine the design length of the turning lane.
LENGTHS OF AUXILIARY TURNING LANES
11-5(9)
Figure 11-5G
Note: See Figure 11-5G for criteria on taper rate and storage length.
TYPICAL RIGHT-TURN LANE

Figure 11-5H
Note: See Figure 11-5G for criteria on taper rate and storage length.
TYPICAL LEFT-TURN LANE ON DIVIDED HIGHWAY

Figure 11-5I
2. Channelized Left-Turn Lanes. On divided highways, the design presented in Figure

11-5I will apply to the development of an exclusive left-turn lane in the median.
Figure 11-5J illustrates the typical development of a channelized left-turn lane on a
2-lane highway. The objective is to transition the pavement widening to meet the
MUTCD criteria.
3. By-Pass Area. Figure 11-5K illustrates the typical design for a by-pass area. This is a
relatively inexpensive design to provide for through and left-turn movements at intersections.
The by-pass area is appropriate for T-intersections (signalized or unsignalized) where left-
turning volumes are light to moderate. It may be used at signalized 4-way intersections, but
only if turning volumes are light.
The decision to use either the channelized left-turn lane (Figure 11-5J) or the by-pass area
(Figure 11-5K) will be based on comparative costs, accident history, right-of-way
availability, through and turning traffic volumes, design speed and available sight distance.
11-5.05 Dual Turn Lanes
Dual right- and left-turn lanes should be considered when:
1. there is not sufficient space to provide the calculated length of a single turn lane;
2. the calculated length of a single turn lane becomes prohibitive; or
3. the necessary time for a protected left-turn phase becomes unattainable to meet the level-of-
service criteria (average delay per vehicle).
Dual right-turn lanes do not work as well as dual left-turn lanes because of the more restrictive space
available for two abreast right turns. If practical, the designer should find an alternative means to
accommodate the high number of right-turning vehicles. For example, a turning roadway may
accomplish this purpose.
A dual-turn lane (both lanes exclusive) can potentially discharge approximately 1.9 times the number
of cars which will discharge from a single exclusive turn lane. However, to work properly, several
design elements must be carefully considered. Figure 11-5L presents both dual right- and left-turn
lanes to illustrate the more important design elements. The designer should consider the following:
11-5(12)
Design Speed x
(km/h) (m)ÿ
30 21
40 37
50 58
60 84
70 151
80 173
90 194
100 216
110 238
Notes: 1. Tangent distance (x) assumes the MUTCD taper rate (see Note 7 in Figure 11-5G) and a 3.6-m travel lane.
2. See Figure 11-5G for criteria on taper (y) and storage length of left-turn lane.
January 1999
CHANNELIZED LEFT-TURN LANE ON 2-LANE HIGHWAY
Figure 11-5J
January 1999
Notes: 1. The taper distance is calculated from:
L= 0.6 WS (S > 70) or L =WS2 /155 (S < 60)

L = length, m
W = bypass lane width increase, m
S = design speed, km/h
2. Increase length if storage requirements exceed 30 m. See Figure 11-5G.

3. Formula used is based on the posted speed limit. Speed used in formula is 85th percentile speed or design
speed
MARCH 2000
TYPICAL BY-PASS AREA ON A 2-LANE HIGHWAY
11-5(13)
Figure 11-5K
DESIGN OF DUAL TURN LANES

Figure 11-5L
1. Throat Width. Because of the off-tracking characteristics of turning vehicles, the normal
width of two travel lanes may be inadequate to properly receive two vehicles turning abreast.
Therefore, the receiving throat width may need to be widened. For 90o intersections, the
designer can expect that the throat width for dual turn lanes will be approximately 9 m to
10.8 m. If the angle of turn is less than 90o, it may be acceptable to provide a narrower width.
When determining the available throat width, the designer can assume that the paved
shoulder, if present, will be used to accommodate two-abreast turns.
2. Widening Approaching Through Lanes. If a 9-m or 10.8-m throat width is provided to

receive dual-turn lanes, the designer should also consider how this will affect the traffic
approaching from the other side. The designer should also ensure that the through lanes line
up relatively well to ensure a smooth flow of traffic through the intersection.
3. Special Pavement Markings. As illustrated in Figure 11-5L, these can effectively guide two
lines of vehicles turning abreast. The Division of Traffic Engineering will help determine the
selection and placement of any special pavement markings.
4. Opposing Left-Turn Traffic. If simultaneous, opposing left turns will be allowed, the designer
should ensure that there is sufficient space for all turning movements. This is always a factor,
but dual left-turn lanes can cause special problems. If space is unavailable, it may be
necessary to alter the signal phasing to allow the two directions of traffic to move through
the intersection on separate phases.
5. Turning Templates. All intersection design elements for dual turn lanes must be checked by
using the applicable turning templates. The design vehicle will be assumed to be in each lane
turning side by side.
11-5.06 Extension of Additional Through Lanes
To meet the level-of-service criteria, it may be necessary to add through lanes approaching the
intersection. However, these additional lanes must be extended beyond the intersection to realize
the capacity benefits. Figure 11-5M provides criteria for determining how far these lanes should be
extended beyond the intersection.
11-5(16)
Notes:
Design Speed DE* Taper* 1. D

E is that distance required by the vehicle to accelerate from a stop to 10 km/h below the
(km/h) (m) (m) design speed (90 m minimum).
50 90 60 2. The taper distance is calculated from:

60 90 90
70 110 150 L = 0.6 WS (S A 70) or L = WS2 /155 (S @ 60)
80 160 170
90 240 190 Where: L = taper length, m
100 330 220 W = 3.6 m
110 460 240 S = design speed, km/h
*Rounded for design.
3. These criteria are for preliminary design purposes. See discussion in Section 11-5.06.
January 1999
TYPICAL EXTENSION OF ADDITIONAL THROUGH LANES
Figure 11-5M
The designer should recognize that the full-width lengths of the through lane extensions (DE) are
those distances needed for the stopped vehicle to accelerate to 10 km/h below the design speed of
the highway. These distances may or may not be sufficient for the vehicle to merge into the
"primary" through lane. The merging characteristics will be based on vehicular acceleration, rate of
departure through the intersection and headways in the "primary" lane. Therefore, the criteria in
Figure 11-5M should be used for preliminary design purposes. For final design, the designer will
coordinate with the Division of Traffic Engineering, who will perform a more detailed analysis.
11-6.0 MEDIAN OPENINGS
11-6.01 Guidelines
The designer should consider providing median openings on divided non-freeways at all intersections
with public roads and major traffic generators (e.g., shopping centers). The following recommended
minimum spacings should be evaluated when determining the need for a median opening:
1. Rural Intersections. Openings are generally provided at all public road intersections.
2. Urban Intersections. In general, median openings are typically provided at all intersections.
However, to improve capacity and traffic efficiency, the designer may elect not to provide
an opening for a traffic generator if there are other points of access within a reasonable
distance of the generator.
Median openings should normally be between 400 m and 800 m.
11-6.02 Design
Median openings must be designed to properly accommodate left-turning vehicles, which trace
essentially the same path as right-turning vehicles. Figure 11-6A illustrates a typical median opening
design. The following criteria will apply to the design of a median opening:
1. Nose Design. The bullet nose design should be used for the median nose. The radius at the
nose should be approximately 0.5 m to 1 m. The semicircular design is acceptable, but it
requires a greater median width or length of opening to accommodate a given design vehicle.
2. Design Vehicle. The design vehicle for median openings should be the largest vehicle that
will be making the turn with some frequency. The process for the selection of the design
vehicle is the same as for a right-turning vehicle (see Section 11-3.02).
3. Encroachment. In all cases, the designer should consider providing a design that will allow
the selected design vehicle to make the left turn entirely within the inside lane (i.e., there will
be no encroachment into the lane adjacent to the inside lane). This will be the minimum
design at unsignalized intersections. At signalized intersections, the minimum design will be
to allow the selected design vehicle to encroach to the outside edge of the traveled way. For
dual left-turn lanes, the designer may assume that the design vehicle will turn from the outer
left-turn lane.
MEDIAN OPENING DESIGN

Figure 11-6A
4. Length of Opening. The length of a median opening should properly accommodate

the turning path of the design vehicle. The minimum median opening length is 12 m.
However, each median opening should be evaluated individually to determine the
proper length of opening. The designer should consider the following factors in the
evaluation:
a. Turning Templates. The designer should check the proposed design with the turning
template for the design vehicle most likely to use the intersection. Consideration
should be given to the frequency of the turn and to the encroachment onto adjacent
travel lanes or shoulders by the turning vehicle.
b. Nose Offset. At 4-leg intersections, traffic passing through the median opening
(going straight) will pass the nose and the median end (semicircular or bullet nose).
To provide a sense of comfort for these drivers, the offset between the nose and the
through travel lane (extended) should be at least 0.5 m.
c. Lane Alignment. The designer should ensure that lanes line up properly for crossing
traffic.
d. Location of Crosswalks. Where practical, pedestrian crosswalks should intersect the

median nose to provide some refuge for pedestrians. Therefore, the median opening
design should be coordinated with the location of crosswalks.
5. U-turns. Median openings are sometimes used only to accommodate U-turns on divided non-
freeways. Figure 11-6B provides information on minimum U-turn median opening design.
11-6.03 Median Openings on Freeways
On access-controlled freeways, median crossings are denied to the public. However, occasional
median openings or emergency crossovers are needed to accommodate maintenance and emergency
vehicles. The following should be considered:
1. Warrants and Location. Emergency crossovers are normally placed away from any mainline
conflicts. As a general guide, median openings may be considered when the distance
between interchanges exceeds 5 km. Two crossovers may be considered where the distance
between interchanges exceed 10 km. In addition, crossovers may be placed at State lines,
maintenance section ends and at interchanges for winter maintenance. Locations for median
openings are reviewed by the Median Opening Committee. This Committee is chaired by
the Director of Maintenance.
M - Min. width of median (m)

for design vehicle
P SU BUS WB-12 WB-15

Type of Maneuver
Length of design vehicle (m)
5.8 9.1 12.2 15.2 16.7
Inner Lane
to 9 19 19 18 21
Inner Lane
Inner Lane
to 5 15 15 15 18
Outer Lane
Inner Lane
to 2 12 12 12 15
Shoulder
Note: For freeway median openings, use the SU design vehicle.
MINIMUM DESIGNS FOR U-TURNS

Figure 11-6B
2. Sight Distance. Because of the unexpected U-turn maneuver, sight distances should be large
when vehicles make U-turns on freeways. The designer should attempt to select a location
that can achieve a sight distance of 600 m to the right of the crossover in both directions.
If this cannot be achieved, then intersection sight distance as discussed in Section 11-2.0 may
be used.
3. Median Width. The median should be wide enough to accommodate the design vehicle.
4. Median Barriers. Emergency crossovers should be avoided where a median barrier is present.
If a crossover must be provided, the barrier should be terminated as described in Section
13-6.0. The width of the opening should be about 7.5 m to 9.0 m. This is wide enough to
safely allow a vehicle to turn through, but it is narrow enough to minimize the possibility of
a run-off-the-road vehicle passing through.
5. Design. Figure 11-6B provides the minimum width of median for several design vehicles and
types of U-turn maneuvers. If practical, the design should allow the inner lane to inner lane
design. This design also allows the vehicle to be fully protected within the median, if the
driver must stop here. Figure 11-6C provides additional design details for a median opening.
11-6(6)
Notes:
1. The median opening is symmetrical about the centerline.

2. The gradient through the opening should be as flat as practical.
3. Curbs should not be used.
January 1999
TREATMENT OF MEDIAN OPENING ON FREEWAY
Figure 11-6C
11-7.0 CHANNELIZATION
11-7.01 Design Principles
Intersection channelization directs traffic into definite paths of travel. When properly applied,
channelization can increase capacity, improve safety and maximize the sense of driver comfort.
Improper channelization can greatly confuse drivers and may be worse than no channelization at all.
The designer should incorporate the following principles into the channelization design:
1. Motorists should not be confronted with more than one decision at a time.
2. Unnatural paths that require turns greater than 90o or sudden and sharp reverse curves should
be avoided.
3. Areas of vehicular conflict should be reduced as much as practical. However, merging and
weaving areas should be as long as conditions permit.
4. Traffic streams that cross without merging and weaving should intersect at or near right
angles.
5. The angle of intersection between merging streams of traffic should be small.
6. Refuge areas for turning vehicles should be provided clear of through traffic.
7. Prohibited turns should be discouraged wherever practical by the use of, for example, sharp
radii curbs.
8. Safe location of essential traffic control devices should be an integral part of the design of
a channelized intersection.
11-7.02 Design Details (Islands)
Flush or raised islands are used to create the intersection channelization. The designer should adhere
to the following criteria when designing islands:
1. Types. Islands may be flush or raised, paved or turf, and triangular or elongated. Raised
islands (with curbs) should be used where pedestrian traffic is significant and where traffic
control devices are needed within the island. The designer should consider lighting the
intersection where raised islands are used. Flush (painted) islands are appropriate in lightly
developed areas, where approach speeds are above 60 km/h and where the intersection is not
lighted. Elongated islands are used to divide two flows of traffic.
2. Size. In general, an island must be large enough to command attention. For triangular islands,
the minimum size is 5 m2 at urban intersections and 7 m2 at rural intersections. Where right-
of-way is available, provide a triangular island of at least 9 m2. The minimum width of an
elongated island should be not less than 1.2 m wide and preferably 1.8 m.
3. Approach Treatment. Islands with curbs are acceptable where the design speed is 80 km/h
or less. Flush islands should be used at higher speeds; however, raised islands with the BCLC
are acceptable where the "target" value of a raised island is considered desirable. The corners
of curbed islands should be constructed with nose radii of 0.5 m to 1.0 m. For good
delineation, pavement markings should be placed in advance of the island approach to warn
the driver.
4. Island Offset to Through Lanes. Where there are no curbs on the roadway approach, the
curbed island should be offset 0.5 m to 1.0 m from the travel lane. This applies to approach
roadways without shoulders. Where shoulders are present, the curbed island should be offset
a distance equal to the shoulder width. Although the value of the offset is not as critical for
flush islands, they should desirably be treated in the same manner as raised islands.
Figure 11-7A provides an illustration of a channelized intersection.

Note: Where island size is either less than 6-m wide or 12-m long, it will be paved to minimize maintenance.
Otherwise, it will be loamed and seeded. Positive drainage may be required.
EXAMPLE OF CHANNELIZED INTERSECTION
Figure 11-7A
11-8.0 DRIVEWAYS
11-8.01 Design
11-8.01.01 Detailed Criteria
Figure 11-8A summarizes the Department's recommended criteria for the design of driveways. The
designer should also consider the following:
1. Driveway Type. As indicated in Figure 11-8A, the Department has designated three
driveway types for the purpose of design. These are residential, minor commercial and major
commercial.
2. Vertical Profile. Figures 11-8B, 11-8C and 11-8D present the Department's driveway
entrance designs for the vertical profile. The designer should meet these criteria, if practical.
However, actual field conditions may make this unattainable.
3. Auxiliary Lanes. Deceleration and acceleration lanes should be considered at high-volume

driveway entrances, especially on high-speed, high-volume arterials. Section 11-5.0 further
discusses the design and warrants for auxiliary turn lanes. In addition, it may be warranted
to provide a right-turn lane if the change in grade is abrupt at the driveway entrance.
4. Turning Template. The designer should check the driveway entrance with the applicable
turning template to ensure that the design vehicle can make the turn within the driveway
width.
5. Sight Distance. Intersection sight distance should be evaluated at all driveways (see Section
11-2.0). However, only intersection sight distance for major commercial driveways will be
considered as a controlling design criteria and will require an exception if the minimum
values are not met. Residential and minor commercial driveways will not require an
exception if the minimum values are not met.
6. Transverse Slopes. Where the highway mainline intersects a driveway, a slope transverse to
the mainline will be present. See Section 13-3.07. If impacted by a run-off-the-road vehicle,
the angle of impact will likely be close to 90 degrees. Even for relatively flat side slopes, this
will result in vehicular vaulting; for steeper slopes the vehicle bumper may "catch" in the
slope resulting in an abrupt stop and high occupant decelerations. For these reasons,
transverse slopes should be as flat as practical. For design speeds of 80 km/h or higher, the
slope should be 1:10 or flatter. Below 80 km/h, the slope should be 1:6 or flatter.
11-8(2)
Driveway Type
Driveway
Design Element
Residential Minor Commercial Major Commercial
SU *
Design Vehicle P WB-15 *
(WB-15 can physically make turn)
Adjacent Lane None into opposing lanes of travel. Acceptable into lanes moving in same direction;
Tolerable Encroachment by On Through Road however, consider providing a design so that there will be no encroachment.
Design Vehicle Turning
Into/Out of Driveway Use all of driveway width if 1-way; no encroachment into driveway entrance or exit lane if
In Driveway
2-way, unless low-volume driveway.
Based on 1-way or 2-way operation; on selected design vehicle template; on encroachment

Width criteria; and on assumed speed. (Note: Minimum residential driveway width = 3.0 m.
Maximum width is 9.0 m.)
Grades on Driveway Proper @ 10% - 12% @ 5% - 8% @ 5% - 8%

Designed like street
Maximum Change in Driveway Entrance See Figures 11-8B, 11-8C and 11-8D
intersection
Grade Without Vertical
Curve (
Driveway Proper 15% 6% 3%
F
G)
* Where multiple drives are present, only the route to and from the loading area needs to accommodate trucks.
RECOMMENDED DRIVEWAY DESIGN CRITERIA
January 1999
Figure 11-8A
January 1999
1. This design applies with or without curbs.
2. As an alternative to providing a vertical curve, the designer may use an angular break which does not exceed the
F
G criteria in Figure 11-8A for the driveway
proper.
3. The maximum
F
GE
D will be as follows: Turn From Turn From Shoulder
Travel Lane or Turn Lane
8% 12%
Note that a shoulder must be at least 2.1 m wide to use the higher
F
GDE values.
4. When determining the appropriate vertical design for the driveway entrance, the designer should also consider the highway design speed, through traffic
volumes, driveway volumes, turning speeds allowed by the available curb radius and accident history.
5. See the Department’s Standard Drawings for additional details.
TYPICAL DRIVEWAY ENTRANCE
11-8(3)
(No Provision for Sidewalks)
Figure 11-8B
11-8(4)
2. As an alternative to providing a vertical curve, the designer may use an angular break which does not exceed the F G criteria in Figure 11-8A for the driveway proper.
3. The maximum F DE
G will be as follows: Turn From Turn From Shoulder
8% 12%
Note that a shoulder must be at least 2.1 m wide to use the higher F GDE values.
4. The grade for the driveway portion through the border area should not exceed the grades on the driveway proper in Figure 11-8A.
5. When compromises are necessary, the criteria for the max F DE G should receive more weight than the 2% sidewalk cross slope (i.e., the sidewalk should be warped as necessary to allow the smallest
practical F GDE ). This, in effect, gives preference to the safety of the vehicular traffic. If the turn will be made from a travel lane, it will usually be necessary to alter the sidewalk cross slope if curbs are
present. However, if the sidewalk is on an accessible route, the designer must also consider ADA criteria for handicapped individuals (see Section 15-1.0).
6. When determining the appropriate vertical design for the driveway entrance, the designer should also consider the highway design speed, through traffic volumes, driveway volumes, turning speeds allowed
by the available curb radius and accident history.
January 1999
(Sidewalk With Buffer Area)
Figure 11-8C
January 1999
2. As an alternative to providing a vertical curve, the designer may use an angular break which does not exceed the
F
G criteria in Figure 11-8A for the
driveway proper.
3. The maximum
F
GE
D will be as follows: Turn From Turn From Shoulder
8% 12%
Note that a shoulder must be at least 2.1 m wide to use the higher
F
GDE values.
4. The typical design assumes that the sidewalk will be warped so that the
F
GE criteria can be satisfied. However, if the sidewalk is on an accessible route,,

D
the designer must also consider ADA criteria for handicapped individuals (see Section 15-1.0).
5 When determining the appropriate vertical design for the driveway entrance, the designer should also consider the highway design speed, through traffic
volumes, driveway volumes, turning speeds allowed by the available curb radius and accident history.
11-8(5)
(Sidewalk Adjacent to Curb)
7. Curb Returns. Where curbs are used, the curb return should be constructed into the
driveway. The radius of the curb return should not be less than 0.6 m nor more than 15 m.
11-8.01.02 Criteria (Existing Driveways)
The following will apply to projects which impact existing driveways:
1. Grades. When an existing driveway is impacted by the project construction, the designer
should, whenever practical, ensure that the reconstructed driveway grade will not exceed the
grade of the existing driveway. When the grade must be adjusted, the new grade should not
exceed the criteria in Figure 11-8A.
If an existing driveway grade exceeds the criteria in Figure 11-8A, the designer should
attempt to flatten the grade as part of the project.
2. Procedures. If it is determined during the Preliminary Design review that there will be a
substantial increase in the grade of the driveway or if the length of the driveway will be
significantly revised, then the words, "Right to construct, reconstruct and/or relocate
driveway required," should be noted on the construction plans. This will signify that the
property owner must be contacted and permission obtained. It will be the responsibility of
the Right-of-Way representative to contact the property owner to explain the proposed
construction. This will be done during the acquisition stage of property in the vicinity.
If the proposed reconstruction of a driveway will exceed the Department's driveway design
criteria, alternative solutions will be discussed at the Preliminary Design meeting. These
solutions will be presented to the property owner during the regular acquisition of property
in the vicinity. If neither alternative is acceptable to the owner, the designer may meet with
the Right-of-Way project coordinator for the area concerned to review the driveway design.
3. Project Plans. To ensure a clear understanding of the intended driveway construction and,
especially, to depict the treatment of the grade to prevent roadway drainage from flowing
into the property, the normal indication of proposed driveways on 1:500 scale plans and
profiles will be supplemented by a standard sheet, a driveway section or a special detail. The
section or detail will contain a scale and will be sufficiently detailed so that there will be no
misunderstanding by construction personnel or claim of misrepresentation by the Contractor.
11-8.02 Driveway Spacing and Corner Clearances
Closely spaced driveways can cause operational problems, especially with high-volume roadways
and/or high-volume driveways. These problems can also result if driveways are too close to at-grade
intersections. The following criteria will apply to driveway spacing and corner clearance:
1. Upper Design Values. Figure 11-8E presents criteria which, where practical, should be met.
On new construction and major reconstruction projects, the designer should be able to
achieve these criteria. This will help provide good traffic operations for the main facility and
for driveways.
2. Minimum. Section 13b-11-15 of the Department's "Highway Encroachment Permit

Regulations" discusses criteria for driveway spacing and location. For convenience, Section
13b-11-15 is presented at the end of Section 11-8.0. At a minimum, the designer will ensure
that these criteria are met. This will often be applicable on 3R projects. In addition, it will not
be permissible to place any part of a driveway (including its entrance radius) within the
radius of a public road at an intersection. If this criteria cannot be met for properties in
intersection corners, one possible solution is to relocate the driveway entrance from the
major road to the minor road, if applicable.
11-8.03 Major Traffic Generators
The State Traffic Commission (STC) is responsible for processing and approving access requests for
major traffic generators (e.g., shopping malls). The Department may be requested to review and
comment on the engineering aspects of the access requests. Section 14-311 of the General Statutes
provides the regulatory basis for the authority of the STC to regulate the access of major traffic
generators onto public roads.
Key: R = Driveway radius

W = Driveway width
PL = Property line
C = Corner clearance
A = Driveway angle of intersection
S = Spacing between two driveway radius points
P = Spacing between driveway and property line radius point
Type of Driveway
Dimension Term
Residential Commercial Industrial
From Property Line P 1.5 m 4.5 m R

From Street Corner C 1.5 m 3.0 m 3.0 m
Between Driveways S 1.0 m 1.0 m 3.0 m
DRIVEWAY DIMENSIONS
Figure 11-8E
Note: This excerpt has retained the English units from the 1992 version.
Section 13b-11-15 "Driveways"

from the
Highway Encroachment Permit Regulations
Approval of an application for a permit for a driveway shall be subject to Sec. 13a-
143a Driveway Permits, which reads “No person shall construct a new driveway or relocate
an existing driveway leading onto a state highway without first obtaining a permit from the
Commissioner of Transportation. In determining the advisability of issuing such permit,
the Commissioner shall include, in his consideration, the location of the driveway with
respect to its effect on highway drainage, highway safety, the width and character of the
highways affected, the density of traffic thereon, and the character of such traffic. The
person to whom the permit is issued shall comply with the provisions and restrictions
contained therein at his own expense.”
Such approval shall also be subject to the following conditions:
(1) The applicant is the owner of the property, or owner jointly with the contractor,
and any driveway approach constructed is for the bona fide purpose of securing access
to the property and not for the purpose of parking or servicing vehicles on the highway
right-of-way.
(2) Any driveway, approach or improvement constructed under permit within the
right-of-way shall be subject to inspection at any time by the State. The District
Maintenance Manager reserves the right to require such changes, additions and
relocations thereto as, in the manager’s opinion, may be necessary for the relocation,
reconstruction, widening or maintenance of the highway or to provide protection to life and
property on or adjacent to the highway.
(3) No driveway, approach or other improvement constructed on the right-of-way,
under permit, shall be relocated, or its dimensions altered, without written permission of
the District Maintenance Manager.
(4) The applicant agrees to comply with all insurance requirements set forth in
section 13b-17-9 of these regulations.
(5) The proposed location, design and construction of any driveways under permit
shall be evaluated by the State in accordance with the following criteria:
(a) For permit purposes, the priority of use by the abutting land-owner of that
portion of the roadside fronting on his/her land shall be confined between lines drawn from
the frontage corners of the property to the centerline of the roadway either at right angles
to the centerline on tangents or on a radial line on curves.
(b) No more than one combination entrance and exit shall be allowed for any
property with frontage of less than 50 feet. Parcels having a frontage from 50 to 100 feet
may be permitted two entrances if a minimum of one-third of the total frontage is used to
separate driveways. Lots with frontage in excess of 100 feet shall conform to such
driveway and channelization layout as the District Maintenance Manager shall prescribe.
(c) The width of any entrance or exit shall not exceed 30 feet, measured parallel
to the direction of the State highway at the property line, except as may otherwise be
designated by the District Maintenance Manager because of municipal ordinance or other
valid reason. The area within State property between the entrance and exit shall not be
improved to facilitate vehicular traffic or parking. This area shall be considered restricted
and may be developed on as hereinafter provided in paragraph (1).
(d) The grade of entrances and exits shall conform to current Highway Design
Standards for typical treatment of drives.
(e) In rural or suburban regions, no entrance or exit shall be so constructed that
any part of such entrance or exit is less than ten feet from the extended common boundary
separating adjacent private properties, except for returns, the radius of which shall not
exceed 50 feet. In urban areas, or where there is a curb and gutter, the distance from the
boundary may be five feet. See paragraph 5(a) above for limitations on radius termini.
(f) The construction of parking areas on the highway right-of-way is prohibited,
except as provided for under the regulations governing parking areas under lease within
the highway right-of-way. Places of business requiring parking space for their customers
shall provide such facilities on their own premises.
(g) Drainage discharged from a State highway or flowing within the right-of-way
shall not be altered or impeded and the permittee must provide suitable drainage
structures as directed by the District Maintenance Manager.
(h) When a curb and gutter are removed, the entrance and exit shall be
constructed so that the curbing along the highway shall be returned into the entrance and
exit on a radius of not less than 2 feet or more than 50 feet unless otherwise directed by
the District Maintenance Manager.
(i) All entrances and exits shall be so located that vehicle operators approaching
or using them shall have adequate sight distances in both directions along the State
highway in accordance with current Department of Transportation geometric design
standards. All slopes shall be stabilized by the permit applicant by loaming and seeding
or other method directed by the Permit Inspector.
(j) All entrances and exits constructed under permit shall be paved on the entire
section within the State highway right-of-way with bituminous concrete, portland cement
concrete, or as directed by the District Maintenance Manager. The remainder of the area
graded to drain to the State highway shall be stabilized to prevent erosion and washing
of material onto the State highway. All costs of such paving shall be borne by the
permittee. The pavement shall be joined in a straight line at its intersection with the State
highway shoulder and shaped as the Inspector shall require to accommodate highway
drainage.
(k) No entrance or exit shall be constructed at the intersection of two State
highways, town road, or city street within the area lines drawn perpendicular to the
centerline of the highway from points on the right-of-way lines, for a distance of 25 feet
from the intersection of said right-of-way lines at non-signalized intersections. Driveways
at signalized intersections shall be constructed as directed by the District Maintenance
Manager.
(l) The area between entrances and exits and those portions of rights-of-way which
have been defined herein above in (c) as restricted area may be filled in only when surface
drainage is provided, so that all surface water on the improved area is carried away from
the highway roadbed and shoulder in a suitable manner, and when the drainage facility
installed under any filled area is adequate to carry the water along the State highway. No
headwall or other structure so designed as to be a hazard to an errant vehicle shall be
constructed in the highway right-of-way within the clear zone as specified in the
Guidelines for Highway Design. The District Maintenance Manager will determine whether
or not berms or curbs are to be constructed around this separating island area and also
along the edges of any end island area. Driveway side slopes within the highway clear
zone should not exceed 1:6 maximum.
(m) At locations of new, single homes being constructed adjacent to and lower
than the State highway pavement, the property owner is required to grade the frontage
within highway limits so as to confine highway surface water to the gutter or construct a
bituminous concrete berm. These berms, either grassed earth or bituminous concrete, are
maintained by the State upon satisfactory completion by the permittee. Particular care
must be exercised to see that the permittee constructs driveway entrances so as to confine
surface drainage to the highway gutter.
(n) At new housing developments, shopping centers, industrial parks, and similar
developments, the owner shall be required to construct a bituminous concrete lip curb
adjacent to the gutter along the entire frontage of the property being developed unless
otherwise directed by the District Maintenance Manager.
(o) In instances where the property abutting a State highway is already developed
and it becomes necessary to construct a bituminous concrete berm to confine the highway
surface drainage, the total cost of constructing the berm is the obligation of the
Department.
11-9.0 REFERENCES
3. NCHRP Synthesis 225, Left-Turn Treatments at Intersections, TRB, 1996.
4. Manual on Uniform Traffic Control Devices, FHWA, 1988.
5. NCHRP 279, Intersection Channelization Design Guide, TRB, 1985.
6. Guidelines for Driveway Location and Design, ITE, 1987.
7. "Volume Warrants for Left-Turn Storage Lanes at Unsignalized Grade Intersections," M.D.
Harmelink, Highway Research Record 211, 1967.
8. "Parameters Affecting Intersection Sight Distance", Special Studies Unit, Connecticut Department
of Transportation, October, 1985.
9. NCHRP 375, Median Intersection Design, TRB, 1995.
10. Highway Encroachment Permit Regulations, Connecticut Department of Transportation, 1992.
11. "Major Traffic Generators Procedure for Engineering and Preparation of State Traffic Commission
Report", Connecticut State Traffic Commission, January, 1977.
January 1999 INTERCHANGES 12-i
Chapter Twelve
INTERCHANGES
Table of Contents
Page
12-1.0 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-1(1)
12-1.01 Warrants . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-1(1)
12-1.01.01 Guidelines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-1(1)

12-1.01.02 New/Revised Interchanges on the Interstate System . . 12-1(2)
12-1.02 Interchange Type Selection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-1(4)
12-1.02.01 General Evaluation . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-1(4)

12-1.02.02 Types . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-1(4)
12-2.0 TRAFFIC OPERATIONAL FACTORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-2(1)
12-2.01 Basic Number of Lanes and Lane Balance . . . . . . . . . . . . . . . . . . . . 12-2(1)

12-2.02 Lane Reductions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-2(1)
12-2.03 Distance Between Successive Freeway/Ramp Junctions . . . . . . . . . . 12-2(5)
12-2.04 Safety Considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-2(5)
12-2.05 Capacity and Level of Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-2(10)
12-2.06 Collector-Distributor Roads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-2(10)
12-3.0 FREEWAY/RAMP JUNCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-3(1)
12-3.01 Exit Ramps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-3(1)
12-3.01.01 Deceleration Lanes . . . . . . . . . . . . . . . . . . . . . . . . . . 12-3(1)

12-3.01.02 Sight Distance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-3(1)
12-3.01.03 Superelevation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-3(5)
12-3.01.04 Gore Area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-3(5)
12-3.01.05 Cross Slope Rollover . . . . . . . . . . . . . . . . . . . . . . . . . 12-3(6)
12-3.02 Entrance Ramps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-3(6)
12-3.02.01 Acceleration Lanes . . . . . . . . . . . . . . . . . . . . . . . . . . 12-3(6)

12-3.02.02 Sight Distance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-3(10)
12-3.02.03 Superelevation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-3(10)
12-3.03 Critical Design Elements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-3(10)

12-ii INTERCHANGES October 2001
Table of Contents
(Continued)
Page
12-4.0 RAMP DESIGN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-4(1)
12-4.01 Design Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-4(1)

12-4.02 Cross Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-4(2)
12-4.03 Horizontal Alignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-4(3)
12-4.04 Vertical Alignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-4(6)
12-5.0 RAMP/CROSSING ROAD INTERSECTION . . . . . . . . . . . . . . . . . . . . . . . . 12-5(1)
12-5.01 Design of At-Grade Intersections . . . . . . . . . . . . . . . . . . . . . . . . . . 12-5(1)

12-5.02 Frontage Road Intersection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-5(4)
12-5.03 Access Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-5(4)
12-5.04 FHWA Access Approval . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-5(4)
12-6.0 REFERENCES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-6(1)
APPENDIX
An excerpt from “Policy and Procedures for New or Revised Interstate Access
Approval in Connecticut”
January 1999 INTERCHANGES 12-1(1)
Chapter Twelve
INTERCHANGES
12-1.0 GENERAL
12-1.01 Warrants
12-1.01.01 Guidelines
Although an interchange is a high-level compromise for intersection problems, its high cost and
environmental impact require that interchanges only be used after careful consideration of its costs
and benefits. Because of the great variance in specific site conditions, ConnDOT has not adopted
specific interchange warrants. When determining the need for an interchange or grade separation,
the following guidelines should be considered:
1. Design Designation. Once it has been decided to provide a fully access-controlled facility,
each intersecting highway must be terminated, rerouted, provided a grade separation or
provided an interchange. The importance of the continuity of the crossing road and the
feasibility of an alternative route will determine the need for a grade separation or
interchange. An interchange should be provided on the basis of the anticipated demand for
access to the minor road.
On facilities with partial control of access, intersections with public roads will be
accommodated by an interchange or with an at-grade intersection; grade separations alone
are not normally provided. Typically, an interchange will be selected for the higher-volume
intersecting roads. Therefore, on a facility with partial control of access, the decision to
provide an interchange will be, in general, based on the criteria in the following comments.
2. Functional Classification. Interchanges will be provided at all freeway-to-freeway crossings.

On fully access-controlled facilities, interchanges should be provided with all major
highways, unless this is determined inappropriate for other reasons. Interchanges to other
highways may be provided if practical.
3. Congestion. An interchange may be considered where the level of service (LOS) at an at-
grade intersection is unacceptable, and the intersection cannot be redesigned at-grade to
operate at an acceptable LOS. Although LOS criteria is the most tangible of any interchange
12-1(2) INTERCHANGES January 1999
guideline, ConnDOT has not adopted any specific levels which, when exceeded, would
demand an interchange.
4. Safety. The accident reduction benefits of an interchange should be considered at an existing

at-grade intersection which has a high accident rate. Section 12-2.04 provides additional
information on various safety considerations relative to interchange selection.
5. Site Topography. At some sites the topography may be more adaptable to an interchange
than an at-grade intersection.
6. Road-User Benefits. Interchanges significantly reduce the travel time when compared to at-
grade intersections but may increase the travel distances. If an analysis reveals that road-user
benefits over the service life of the interchange will exceed costs, then an interchange may
be considered.
7. Traffic Volumes. A traffic volume warrant is the most tangible of any interchange warrant.
Although the Department has not adopted specific numbers which, when exceeded, would
demand an interchange, it is still an important factor. For example, the point at which
volumes for an at-grade intersection exceed capacity may warrant an interchange, if the at-
grade intersection cannot be practically upgraded. In addition, other factors, such as costs,
right-of-way and environmental concerns, need to be considered.
8. Interchange Spacing. When interchanges are spaced farther apart, freeway operations are
improved. Spacing of urban interchanges between interchange crossroads should not be less
than 1.5 km. This should allow for adequate distance for an entering driver to adjust to the
freeway environment, to allow for proper weaving maneuvers between entrance and exit
ramps, and to allow for adequate advance and exit signing. In urban areas, a spacing of less
than 1.5 km may be developed by grade-separated ramps or by collector-distributor roads.
In rural areas, interchanges should not be spaced less than 5 km apart on the Interstate system
or 3 km on other systems.
12-1.01(02) New/Revised Interchanges on the Interstate System
The Department’s goal is to maintain the highest practical level of service, safety and mobility on
its Interstate System. Among other design features, this is accomplished by controlling access onto
the system. In general, new access points on existing fully access-controlled facilities are
discouraged. Proposals for new or revised access points on an existing Interstate must fully address
the following considerations:
1. Traffic Volumes. The proposal must demonstrate that existing interchanges and/or local
roads and streets within the corridor cannot satisfactorily accommodate, nor can the existing
network be feasibly improved to accommodate, the expected design-year traffic volumes.
2. Alternatives. The proposal must demonstrate that all reasonable alternatives for design
options, locations and transportation system management type improvements (e.g., ramp
metering, mass transit, HOV facilities) have been evaluated, provided for, and/or provision
made for future incorporation.
3. Impacts. The proposed new access point should not have a significant adverse impact on the
safety and operation of the Interstate facility based on an analysis of current and future traffic
(e.g., 20 years in the future). The operational analysis for existing conditions should include:
a. an analysis of Interstate sections to, and including, at least the first adjacent existing
or proposed interchange on either side; and
b. an analysis of crossroads and other roads/streets to ensure their ability to collect and
distribute traffic to and from the proposed interchange.
4. Connections. The proposed new interchange will only be connected to a public road, and it
will provide for all traffic movements. Less than "full interchanges" for special purpose
access for transit vehicles, for HOV entrances or to park-and-ride lots may be considered on
a case-by-case basis.
5. Land Use. The proposal must address the consistency of the interchange with local and
regional development plans and transportation system improvements. For possible multiple
interchange additions, the proposal must be supported by a comprehensive Interstate network
study which should address all proposed and desired access within the context of a long-term
plan.
6. New/Expanded Development. Where new or revised access is requested, due to a proposed

or expanded development, document that the appropriate coordination has taken place with
the developer in conjunction with other transportation system improvements.
7. Design. The Department's design criteria for interchanges as presented in this chapter must
be met or adequately addressed.
All proposed new or revised access points on the Interstate System will require formal approval from
the FHWA. See Federal Register, Vol. 55, No. 204, Monday, 10-22-90.
Each entrance and exit point on the mainline, including "locked gate" access (e.g., utility opening), is
defined as an access point (e.g., diamond interchanges have four access points). A revised access is
considered to be a change in the interchange configuration even though the number of access points
may not change (e.g., replacing a diamond interchange ramp with a loop).
12-1.02 Interchange Type Selection
12-1.02.01 General Evaluation
The AASHTO A Policy on Geometric Design of Highways and Streets presents the various interchange
types which may be used at a given site. The Office of Intermodal Project Planning normally
determines the type of interchange for the site. Typically, the Office will evaluate several types for
potential application considering:
1. compatibility with the surrounding highway system;

2. route continuity;
3. level of service for each interchange element (e.g., freeway/ramp junction, ramp proper);
4. operational characteristics (e.g., single versus double exits, weaving, signing);
5. road user impacts (e.g., travel distance and time, safety, convenience, comfort);
6. driver expectancy;
7. geometric design;
8. construction and maintenance costs;
9. potential for stage construction;
10. right-of-way impacts and availability;
11. environmental impacts; and
12. potential growth of surrounding area.
All interchanges should provide for all movements, even when the anticipated turning volume is low.
An omitted movement may cause confusion to those drivers searching for the exit or entrance. In
addition, unanticipated future developments may increase the demand for that movement.
12-1.02.02 Types
This section presents the basic types of interchanges in Connecticut. The AASHTO A Policy on
Geometric Design of Highways and Streets discusses the advantages and disadvantages for each
interchange type. Each interchange must be custom-designed to fit the individual site considerations.
The final design may be a minor or major modification of one of the basic types or may be a
combination of two or more basic types. The following are the basic types of interchanges used in
Connecticut:
1. Three-Leg. Three-leg interchanges, also known as T- or Y-interchanges, are provided at

intersections with three legs.
2. Diamond. The diamond is the simplest and perhaps the most common type of interchange.
One-way diagonal ramps are provided in each quadrant with two at-grade intersections
provided at the minor road. If these two intersections can be properly designed, the diamond
is usually the best choice of interchange where the intersecting road is not access controlled.
3. Single Point Urban Interchange. The single point urban interchange is a special type of
diamond interchange. With this interchange, all legs of the interchange meet at a single
point. It can significantly increase the interchange capacity, alleviate the operational
problems of having two closely spaced at-grade intersections on the minor road, and
overcome the left-turn lane storage problem for drivers wishing to enter the freeway.
4. Full Cloverleafs. Cloverleaf interchanges are used at 4-leg intersections and employ loop
ramps to accommodate left-turn movements. Loops may be provided in any number of
quadrants. Full cloverleaf interchanges are those with loops in all four quadrants; all others
are partial cloverleafs.
5. Partial Cloverleafs. Partial cloverleaf interchanges are those with loops in one, two or three
quadrants. They are appropriate where right-of-way restrictions preclude ramps in one or
more quadrants. They are also advantageous where a left-turn movement can be provided
onto the major road by a loop without the immediate presence of an entrance loop from the
minor road.
6. Directional and Semi-Directional. Directional or semi-directional interchanges are used for

heavy left-turn movements to reduce travel distance, to increase speed and capacity and to
eliminate weaving. These types of connections allow an interchange to operate at a better
level of service than is possible with cloverleaf interchanges.
12-2.0 TRAFFIC OPERATIONAL FACTORS
Several traffic operational factors are important in the design of an interchange. Adhering to these
factors will minimize confusion, operational problems and the number of accidents. The designer
must work closely with the Design Development Team to ensure that all operational factors are
properly considered.
12-2.01 Basic Number of Lanes and Lane Balance
The basic number of lanes is the minimum number of lanes over a significant length of highway
based on the overall capacity needs of that section. The number of lanes should remain constant over
short distances. For example, a lane should not be dropped at the exit of a diamond interchange and
then added at the downstream entrance simply because the traffic volume between the exit and
entrance drops significantly. A basic lane should also not be dropped between closely spaced
interchanges simply because the estimated traffic volume in that short section of highway does not
warrant the higher number of lanes.
The number of lanes on the freeway mainline should not be reduced by more than one lane at an exit
or increased by more than one lane at an entrance. This principle is lane balance. It would prohibit,
for example, dropping two lanes at a 2-lane exit ramp. One lane must provide the option of
remaining on the freeway.
Figure 12-2A illustrates how to coordinate lane balance and the basic number of lanes at an
interchange. Figure 12-2B illustrates how to achieve lane balance at the merging and diverging points
of branch connections.
12-2.02 Lane Reductions
Freeway lane drops, where the basic number of lanes is decreased, must be carefully designed. They
should occur on the freeway mainline away from any other turbulence, such as interchange exits and
entrances. Figure 12-2C illustrates the recommended design of a lane drop beyond an interchange.
The following criteria are important when designing a freeway lane drop:
1. Location. The lane drop should occur 600 m to 900 m beyond the previous interchange. This
distance allows adequate signing and driver adjustments from the interchange, but yet is not
so far downstream that drivers become accustomed to the number of lanes and are surprised
by the lane drop. In addition, a lane should not be dropped on a horizontal curve or where
other signing is required, such as for an upcoming exit.
COORDINATION OF LANE BALANCE AND BASIC NUMBER OF LANES
Figure 12-2A
January 1999
INTERCHANGES
Notes:
1. Branch connections should be designed to avoid compound merging or diverging movements.
2. Each merge and diverge will be treated individually, considering traffic operations and geometric features upstream and downstream and in the immediate area
of the merge.
3. The preferred arrangement will provide a reduction, if any is required, of no more than one lane for merging movements and an addition of no more than one
lane for diverging movements.
4. The number of lanes approaching and leaving the merging or diverging area should be determined by traffic volumes and/or operational requirements.
LANE BALANCE AT BRANCH CONNECTIONS
12-2(3)
Figure 12-2B
12-2(4)
INTERCHANGES
January 1999
FREEWAY LANE DROP BEYOND INTERCHANGE
Figure 12-2C
2. Transition. The length of transition is 250 m, which is based on a 70:1 taper rate.
3. Sight Distance. Where practical, decision sight distance (DSD) should be available to any
point within the entire lane transition (250 m). See Figure 7-2A for applicable DSD values.
When determining the availability of DSD, the height of object should be 0.0 mm (the
roadway surface); however, it is acceptable to use 150 mm. This criteria would favor, for
example, placing a freeway lane drop within a sag vertical curve rather than just beyond a
crest.
4. Right-Side versus Left-Side Drop. All freeway lane drops should be on the right side, unless
specific site conditions greatly favor a left-side lane reduction.
In urban areas, interchanges may be closely spaced for considerable lengths of highway. In these
cases, it may be necessary to drop a freeway lane at an exit. Figure 12-2D illustrates the
recommended design. One key design feature is the "escape lane" provided just beyond the exit gore.
Some drivers may miss the signs which notify them that the mainline lane is being dropped at the
exit. The escape lane provides these drivers with an opportunity to merge left into the remaining
through lanes. As discussed in Section 12-2.01 on basic number of lanes, this design should not be
used unless there is a large decrease in traffic demand for a significant length of freeway.
12-2.03 Distance Between Successive Freeway/Ramp Junctions
Frequently, successive freeway/ramp junctions must be placed relatively close to each other,
especially in urban areas. The distance between the junction must be sufficient for vehicular
maneuvering, signing and capacity. Figures 12-2E and 12-2F provide recommended minimum
distances for spacing for freeway/ramp junctions.
In addition, the Highway Capacity Manual provides a detailed methodology for calculating the level
of service for many combinations of freeway/ramp junctions. This will be a major factor in
determining appropriate distances between these junctions. The Design Development Team will
review the analysis to determine the applicable spacing for a specified level of service. The greater
of the distances from Figures 12-2E and 12-2F or from the capacity analysis will govern.
12-2.04 Safety Considerations
The following summarizes significant safety considerations which should be evaluated in the design
of an interchange:
Note:
A reduction in the number of lanes at an interchange is an appropriate layout only where the traffic warrants for a
considerable section of the freeway beyond the interchange do not require the greater number of lanes. Because of
the difficulty of predicting the daily and hourly fluctuations of traffic on low-volume ramp movements, the number of
lanes should not be reduced within the interchange area, such as between successive “off” and “on” ramps.
REDUCTION IN NUMBER OF TRAFFIC LANES AT INTERCHANGE
Figure 12-2D
January 1999
INTERCHANGES
Note:
The spacing of exit terminals should be based upon considerations of signing to permit the driver adequate time to make decisions. Exit terminals should not be
spaced closer than 1.5 km except where conditions, such as ramp or local terminal capacity, may make it necessary to reduce this distance. 450 m is considered
the minimum distance between exit terminals which will provide safe and efficient operation. Closer spacings should only be used under the lower speed situation
provided by the distributor road arrangement shown in the upper sketch. In addition, the Highway Capacity Manual should be used to determine the actual
distance based on a specified level of service.
12-2(7)
SUCCESSIVE EXIT TERMINAL SPACINGS
Figure 12-2E
12-2(8)
INTERCHANGES
Note:
The spacing of entrance terminals should be based upon considerations of maintaining smooth operations on the through traffic lanes. Entrance terminals often
cause turbulence which should not extend through successive entrance areas. 100 m is considered the minimum distance of normal cross section necessary for
January 1999
the turbulence associated with lane changing to subside. Where closer spacing of entrance terminals is required, the collector road detail shown in the upper
sketch may be employed. In addition, the Highway Capacity Manual should be used to determine the actual distance based on a specified level of service.
SUCCESSIVE ENTRANCE TERMINAL SPACINGS

Figure 12-2F
1. Exit Points. Where practical, provide decision sight distance at freeway exits, and use the
pavement surface for the height of object (0.0 mm). A 150-mm height of object is
acceptable. See Section 12-3.01 for the application of decision sight distance to freeway
exits. Proper advance signing of exits is also essential.
2. Exit Speed Changes. The design should provide enough distance to allow safe deceleration
from the freeway design speed to the design speed of the first governing geometric feature
on the ramp, typically the horizontal exit curve. See Section 12-3.01 for applicable values
for deceleration length.
3. Merges. Rear-end collisions on entrance merges onto a freeway may result from a driver
attempting the complicated maneuver of simultaneously searching for a gap in the mainline
traffic stream and watching for vehicles in front. An acceleration distance of sufficient
length should be provided to allow a merging vehicle to attain speed and find a sufficient gap
to merge into.
4. Fixed-Object Accidents. A number of fixed objects may be located within interchanges, such
as signs at exit gores or bridge piers. These should be removed where practical, made
breakaway, or shielded with barriers or crash cushions. See Chapter Thirteen for a detailed
discussion on roadside safety.
5. Wrong-Way Entrances. In almost all cases, wrong-way maneuvers originate at interchanges.

Some cannot be avoided, but many result from driver confusion due to poor visibility,
deceiving ramp arrangement or inadequate signing. The interchange design must attempt to
minimize wrong-way possibilities. The designer should coordinate with the Division of
Traffic Engineering to achieve this objective.
6. Incomplete Interchanges. If practical, the designer should ensure that all movements are
provided at an interchange, even if projected turning volumes are low. A missing movement
may cause confusion for those drivers seeking that movement. In addition, if future demand
for the movement increases, it may be relatively expensive and disruptive to provide the
connection.
7. Driver Expectancy. Interchanges can be significant sources of driver confusion; therefore,

they should be designed to conform to the principles of driver expectancy. Several of these
principles are discussed below:
a. Avoid using left-hand exits and entrances. It is difficult for a driver entering from a
ramp to safely merge with the high-speed left lane on the mainline. Therefore, left
exits and entrances should not be used, because they are not consistent with the
concept of driver expectancy when they are mixed with right-hand entrances and
exits.
b. Do not place exits in line with the freeway tangent section at the point of mainline
curvature to the left.
c. Avoid placing exits beyond structures.
12-2.05 Capacity and Level of Service
The capacity of an interchange will depend upon the operation of its individual elements:
1. basic freeway section where interchanges are not present,

2. freeway/ramp junctions,
3. weaving areas,
4. ramp proper, and
5. ramp/crossing road intersection.
The basic capacity reference is the Highway Capacity Manual (HCM). The HCM provides the
analytical tools to analyze the level of service for each element listed above.
The interchange should operate at an acceptable level of service. The level of service values
presented in Figures 4A and 5A for freeways will also apply to interchanges. The level of service of
each interchange element should be as good as the level of service provided on the basic freeway
section. At a minimum, interchange elements should not operate at more than one level of service
below that of the basic freeway section. In addition, the operation of the ramp/crossing road
intersection in urban areas should not impair the operation of the mainline. This will likely involve
a consideration of the operational characteristics on the minor road for some distance in either
direction from the interchange. The Design Development Team is responsible for conducting the
capacity analyses for all interchange elements. However, coordinate the capacity analyses at
ramp/crossing road intersections with the Division of Traffic Engineering.
12-2.06 Collector-Distributor Roads
Collector-distributor (C-D) roads are sometimes provided within an interchange to improve its
operational characteristics. C-D roads will:
1. remove weaving maneuvers from the mainline,

2. provide single exits and entrances from the mainline, and
3. provide all mainline exits in advance of the structure.
C-D roads are most often warranted when traffic volumes are so high that the interchange without
them cannot operate at an acceptable level of service, especially in weaving sections. C-D roads
may be one or two lanes, depending upon the traffic volumes and weaving conditions. Lane balance
should be maintained at the exit and entrance points of the C-D road. The design speed should be
the same as the mainline, but not more than 20 km/h below the mainline. The separation between
the C-D road and mainline should be as wide as practical, but not less than that required to provide
the applicable shoulder widths and a longitudinal barrier between the two.
12-3.0 FREEWAY/RAMP JUNCTIONS
12-3.01 Exit Ramps
12-3.01.01 Deceleration Lanes
Sufficient deceleration distance is needed to safely and comfortably allow an exiting vehicle to leave
the freeway mainline. All deceleration should occur within the full width of the deceleration lane.
The length of the deceleration lane will depend upon the design speed of the mainline and the design
speed of the first governing geometric control on the exit ramp. This will most often be a horizontal
curve but could be, for example, stopping sight distance on a vertical curve. Figure 12-3A provides
the deceleration distances for various combinations of highway design speeds and ramp design
speeds. Greater distances should be provided if practical. If the deceleration lane is on a grade of 3%
or more, the length of the lane should be adjusted according to the criteria in Figure 12-3B.
The specific use of the deceleration criteria to horizontal curves warrants some elaboration. The
following will apply:
1. Based on the highway design speed and the design speed of the first curve on the exit ramp,
Figure 12-3A will yield the required length of the deceleration lane. This will apply from the
point where the deceleration lane becomes 3.6 m to the PC of the horizontal curve.
2. For compound curves on the ramp, the minimum length of the entering flatter curve should
allow for safe deceleration to the design speed of the sharper curve. Figure 12-3A provides
the criteria to determine the minimum distance between the PC and PCC or between the
PCC and PCC.
Department policy is that taper ramps will be used for all freeway exits. Figure 12-3C illustrates the
typical design for a freeway taper exit. However, at restrictive sites where a taper design cannot
provide the needed deceleration for sharp curvature, a parallel lane may be considered. If used, it
should be introduced with a taper of 25:1. The AASHTO A Policy on Geometric Design of
Highways and Streets provides the design criteria for parallel lane designs.
12-3.01.02 Sight Distance
Where practical, decision sight distance should be provided for drivers approaching an exit. This
sight distance is particularly important for exit loops immediately beyond the structure. Vertical
curvature or bridge piers can obstruct the exit points if not carefully designed. When measuring for
L = Deceleration Length (m)
For Design Speed of First Governing Geometric Control (km/h) (Vk)

Highway Speed
Design Reached
Stop 20 30 40 50 60 70 80
Speed (km/h)
(km/h) (V) (Va)
For Average Running Speed on Exit Curve (km/h) (Vak)
0 20 28 35 42 51 63 70
50 47 75 70 60 45 - - - -
60 55 95 90 80 65 55 - - -
70 63 110 105 95 85 70 55 - -
80 70 130 125 115 100 90 80 55 -
90 77 145 140 135 120 110 100 75 60
100 85 170 165 155 145 135 120 100 85
110 91 180 180 170 160 150 140 120 105
Notes:
1. The deceleration lengths are calculated from the distance needed for a passenger car to decelerate from the
average running speed of the highway mainline to the average running speed of the first governing geometric
control.
2. These values are for grades less than 3%. See Figure 12-3B for steeper upgrades or downgrades.
MINIMUM LENGTH OF DECELERATION LANES
Figure 12-3A
Ratio of Deceleration Lane Length on Grade to Length on Level

Direction of
Grade < 3% 3% < G < 5% 5% < G < 7% G > 7%
Upgrade 1.0 0.9 0.8 0.7
Downgrade 1.0 1.2 1.35 1.5
Notes: 1. Table applies to all highway design speeds.
2. The "grade" in the table is the average grade over the distance used for measuring
the length of the deceleration lane. See Figure 12-3C.
Example
Given: Highway Design Speed - 110 km/h

First Exit Curve Design Speed - 70 km/h
Average Grade - 5% downgrade
Problem: Determine length of deceleration lane.
Solution: Figure 12-3A yields a minimum deceleration lane of 120 m on the level. According
to Figure 12-3B, this should be increased by 1.35.
Therefore: L = 120 x 1.35

L = 162 m
A 162-m deceleration lane would be provided from the full width of the lane to the
PC of the first exit curve.
GRADE ADJUSTMENTS ON DECELERATION LANES
Figure 12-3B
12-3(4)
INTERCHANGES
MARCH 2000
TYPICAL EXIT RAMP DESIGN
January 1999
(3° Divergence)
Figure 12-3C
adequate sight distance, the height of object should be 0.0 mm (the roadway surface); however, it
is acceptable to use 150 mm. Figure 12-3C illustrates the application of the decision sight distance
to freeway exits.
12-3.01.03 Superelevation
The superelevation at an exit ramp must be developed to properly transition the driver from the
mainline to the curvature at the exit. The principles of superelevation for rural highways and high-
speed urban facilities, as discussed in Section 8-2.0, should be applied to the exit ramp design.
The maximum superelevation rate is 6%. Figure 8-2A presents the design superelevation rate for
various combinations of radii and design speed. Typically, the exit lane should be transitioned so that
0.67 of the design superelevation is reached at the PC of the first exit curve. At a minimum, the
length of runoff should be based on the distances provided in Figure 8-2A.
12-3.01.04 Gore Area
The gore area is normally considered to be both the paved triangular area between the through lane
and the exit lane, plus the graded area which may extend 100 m or more downstream beyond the
gore nose. The following should be considered when designing the gore:
1. Traffic Control Devices. If practical, the area beyond the gore nose should be free of signs
and luminaire supports for approximately 100 m beyond the gore nose. If they must be
present, they must be yielding or breakaway or shielded by guide rail or a crash cushion.
(See Chapter Thirteen).
2. Grading. The graded area beyond the gore nose should be as flat as practical. If the
elevation between the exit ramp or loop and the mainline increases rapidly, this may not be
practical. These areas will likely be non-traversable and the gore design must shield these
areas from the motorist. At some sites, the vertical divergence of the ramp and mainline will
warrant protection for both roadways beyond the gore.
3. Paved Gore. The paved triangular gore area between the through lane and exit lane should
be safely traversable. The effects of snow storage and melt in the gore area design must be
carefully considered. The typical gore grading design will collect the highway runoff in a
swale section and direct if off the highway into the earth gore or collect it in a subsurface
drainage system. This will minimize icing problems during winter maintenance activities. The
maximum break in pavement cross slopes through the swale area should not exceed 8% at
any point. Where this treatment is not practical, a straight cross slope may be used provided
drainage and snow melt issues are adequately addressed. In no case should the cross slope
of gore be steeper than the adjacent travel lane cross slope. To ensure adequate
consideration is given to the combination of drainage and geometric factors, careful
evaluation will be necessary early in the design process.
4. Signing. Signing in advance of the exit and at the divergence should be according to current
ConnDOT practices. This also applies to the pavement markings in the triangular area
upstream from the gore nose. Signing and pavement markings should be coordinated with
the Division of Traffic Engineering.
12-3.01.05 Cross Slope Rollover
The cross slope rollover is the algebraic difference between the slope of the through lane and the
slope of the exit lane, when these two are adjacent to each other (i.e., before the gore begins). The
maximum algebraic difference is 4% to 5%.
12-3.02 Entrance Ramps
12-3.02.01 Acceleration Lanes
A properly designed acceleration lane will facilitate driver comfort, traffic operations and safety. The
length of the acceleration lane will primarily depend upon the design speed of the last (or controlling)
curve on the entrance ramp and the design speed of the mainline. Figure 12-3D provides the criteria
for minimum lengths of acceleration lanes. These lengths are for the full width of the acceleration
lane; taper lengths, typically 105 m, are in addition to the table lengths. However, in restrictive
locations, up to 15 m of the taper length may be used to meet the criteria for the acceleration
distance. Where grades of 3 percent or more occur on the acceleration lane, adjustments should be
made in its length according to Figure 12-3E. Figure 12-3F illustrates the typical design for entrance
ramps. The designer should coordinate with the Design Development Team to determine the actual
length of the acceleration lane.
The values in Figure 12-3D provide sufficient distance for vehicular acceleration; they may not
safely allow a vehicle to merge into the mainline if traffic volumes are high. Where the mainline and
ramp will carry traffic volumes approaching the design capacity of the merging area, the parallel
portion of the acceleration lane should be increased to a maximum of 360 m in length.
L = Acceleration Length (m)
For Entrance Curve Design Speed (km/h)

Highway Speed
Design Speed Reached Stop 20 30 40 50 60 70 80
(km/h) (V) (km/h) (Va)
And Initial Speed (km/h) (Vka)
0 20 28 35 42 51 63 70
50 37 60 - - - - - - -
60 45 100 85 70 - - - - -
70 53 145 125 110 85 50 - - -
80 60 195 180 165 135 100 55 - -
90 67 275 260 240 210 175 130 50 -
100 75 370 345 330 300 265 220 145 55
110 81 430 405 390 360 330 285 210 120
Notes:
1. The acceleration lengths are calculated from the distance needed for a passenger car to accelerate from the
average running speed of the entrance curve to a speed of 10 km/h below the average running speed on the
mainline.
2. These values are for grades less than 3%. See Figure 12-3E for steeper upgrades or downgrades.
3. Use the value of L or 90 m beyond the 0.6-m nose, whichever is greater.
MINIMUM LENGTH OF ACCELERATION LANES
Figure 12-3D
MARCH 2000
Acceleration Lanes
Design Speed Ratio of Length on Grade to Length for Design Speed

of Highway (km/h) of Entrance Ramp Curve (km/h)
40 50 60 70 80 All Speeds
3% to 4% upgrade 3% to 4% downgrade
60 1.3 1.4 1.4 - - 0.7

70 1.3 1.4 1.4 1.5 - 0.65
80 1.4 1.5 1.5 1.5 1.6 0.65
90 1.4 1.5 1.5 1.5 1.6 0.6
100 1.5 1.6 1.7 1.7 1.8 0.6
110 1.5 1.6 1.7 1.7 1.8 0.6
120 1.5 1.6 1.7 1.7 1.8 0.6
5% to 6% upgrade 5% to 6% downgrade
60 1.5 1.5 - - - 0.6

70 1.5 1.6 1.7 - - 0.6
80 1.5 1.7 1.9 1.8 - 0.55
90 1.6 1.8 2.0 2.1 2.2 0.55
100 1.7 1.9 2.2 2.4 2.5 0.5
110 2.0 2.2 2.6 2.8 3.0 0.5
120 2.3 2.5 3.0 3.2 3.5 0.5
Notes: 1. No adjustment is needed on grades less than 3%.
2. The "grade" in the table is the average grade measured over the distance for which the acceleration
length applies. See Figure 12-3F.
Example
Given: Highway Design Speed - 110 km/h
Entrance Ramp Curve Design Speed - 60 km/h
Average Grade - 5% upgrade
Problem: Determine length of acceleration lane.
Solution: Figure 12-3D yields an acceleration lane of 285 m on the level. According to the above, this should
be increased by a factor of 2.6.
Therefore: L = 285 x 2.6

L = 741 m
A 741-m acceleration lane should be provided from the PT of the entrance ramp curve to the beginning
of the taper.
GRADE ADJUSTMENTS ON ACCELERATION LANES

Figure 12-3E
January 1999
INTERCHANGES
12-3(9)
TYPICAL ENTRANCE RAMP DESIGN
Figure 12-3F
12-3.02.02 Sight Distance
Where practical, decision sight distance should be provided for drivers on the mainline approaching
an entrance terminal. They need sufficient distance to see the merging traffic so they can adjust their
speed or change lanes to allow the merging traffic to enter the freeway. Likewise, drivers on the
entrance ramp need to see a sufficient distance upstream from the entrance to locate gaps in the
traffic stream for merging.
12-3.02.03 Superelevation
The ramp superelevation should be gradually transitioned to meet the normal cross slope of the
mainline. The principles of superelevation for rural highways, as discussed in Section 8-2.0, should
be applied to the entrance design. The following criteria should be used:
1. The maximum superelevation rate is 6%.
2. The maximum algebraic difference between the slopes of the acceleration lane and through
lane is 4% to 5%, when these two lanes are adjacent to each other.
3. At a minimum the superelevation runoff length should be based on the distance provided in
Figure 8-2A.
12-3.03 Critical Design Elements
The designer should provide a freeway/ramp junction design which meets all criteria presented in
Section 12-3.0. However, the following elements are especially important to the safety and proper
operation of the junction:
1. the minimum length of deceleration for an exit ramp (Figure 12-3A),

2. the deflection (taper) angle for a taper exit ramp (Figure 12-3C),
3. the minimum length of acceleration for an entrance ramp (Figure 12-3D), and
4. the parallel portion of the acceleration lane for an entrance ramp (360 m minimum).
November 2002 INTERCHANGES 12-4(1)
12-4.0 RAMP DESIGN
12-4.01 Design Speed
Figure 12-4A provides the acceptable ranges of ramp design speed based on the design speed of the
mainline. In addition, the designer should consider the following:
1. Freeway/Ramp Junctions. The design speeds in Figure 12-4A apply to the ramp proper and
not to the freeway/ramp junction. Freeway/ramp junctions are designed using the freeway
mainline design speed.
2. At-Grade Terminals. If a ramp will be terminated at an at-grade intersection with a stop or

signal control, the design speeds in the figure may not be applicable to the ramp portion near
the intersection.
3. Variable Speeds. The ramp design speed may vary based on the two design speeds of the
intersecting roadways. Higher design speeds should be used on the portion of the ramp near
the higher-speed facility while lower design speeds may be selected near the lower-speed
facility. The designer needs to ensure that sufficient deceleration distance is available
between design elements with varying design speeds (e.g., two horizontal curves).
4. Ramps for Right Turns. Design speeds for right-turn ramps are typically in the mid to high
range. This includes, for example, a diagonal ramp of a diamond interchange.
5. Loop Ramps. Design speeds in the high range are generally not attainable for loop ramps.
For mainline design speeds greater than 80 km/h, the loop design speed should not be less
than 40 km/h. However, design speeds greater than 50 km/h will require significantly more
right-of-way and may not be practical in urban areas.
6. Semidirect Connections. Design speeds between the mid and high ranges should be used for
semidirect connections. Design speeds less than 50 km/h should not be used. Design speeds
greater than 80 km/h are generally not practical for short, single-lane ramps. For 2-lane
ramps, values in the mid to high ranges should be used.
7. Direct Connections. For direct connections, the design speed should be in the mid to high
range. The design speed should not be less than 60 km/h.
12-4(2) INTERCHANGES November 2002
Mainline Design Speed (km/h) 70 80 90 100 110
Ramp Design Speed (km/h)

High Range 60 70 80 90 100
Mid Range 50 60 60 70 80
Low Range 40 40 50 50 60
RAMP DESIGN SPEEDS

Figure 12-4A
12-4.02 Cross Section
Figure 12-4B presents the typical cross section for ramps. The following will also apply to the ramp
cross section:
1. Width. The minimum paved width of a one-way, one-lane ramp will be 7.8 m. For pavement
marking purposes, this will normally be distributed as 1.2 m - 4.2 m - 2.4 m (i.e., 1.2-m left
shoulder, 4.2-m traveled way, 2.4-m right shoulder when viewed in the direction of travel).
This arrangement is illustrated on Figures 12-3C and 12-3F for exit and entrance ramp
designs.
The minimum width of a one-way, two-lane ramp will be 12 m. This width yields two 4.2-
m ramp lanes, a 1.2-m left shoulder and a 2.4-m right shoulder.
2. Bridges and Underpasses. The full width of the ramp or loop should be carried over a bridge
or beneath an underpass.
3. Side Slopes. Fill and cut slopes should be as flat as practical. Consider providing slopes flat
enough so that they do not warrant guide rail (see Section 13-3.0).
4. Lateral Clearances to Obstructions. The lateral clearance from the edge of the ramp will be
equal to its clear zone as calculated from Section 13-2.0.
5. Right-of-Way. The right-of-way/non-access line adjacent to the ramp will be the same as that
determined for the freeway mainline in the vicinity of the interchange.
12-4.03 Horizontal Alignment
Flexibility must be applied when determining the horizontal alignment on ramps. This recognizes
their unique character. In general, horizontal alignment will be determined by the design speed and
type of ramp. The following should be considered:
1. Minimum Radius. The criteria in Figure 8-2A for rural highways also apply to the minimum
radius on all ramps, except for loop ramps. Because of the normally restrictive condition for
loop ramps, it is typically impractical to use rural criteria. Therefore, the criteria in Figure 11-
4D for turning roadways may be used on loop ramps. The design speed or the anticipated
operating speed at the curve should be selected to determine the minimum radius.
2. Outer Connection. The outer connection at cloverleaf interchanges should be as directional

as practical. However, if site conditions are restrictive, it may be warranted to follow a
reverse-path alignment around the inner loop.
3. Loops. Loop ramps should be on a continuously curved alignment in a compound curve

arrangement. The radius of the flatter curve should be no more than twice the radius of the
sharper curve. Figure 11-4D presents minimum curve lengths for turning roadways at
intersections. These also apply to ramp loops.
4. Compound Curves. Where compound curves are used in the vicinity of an exit ramp, the
designer should ensure that the length of the flatter curve provides a sufficient distance to
decelerate to the design speed of the sharper curve. The deceleration criteria in Figure 12-3A
should be used to determine the minimum lengths of curves in a compound curvature
arrangement. In addition, the designer should provide a ratio of 1.5:1 between the radius of
the flatter curve and that of the succeeding sharper curve. However, in restricted locations,
it may be 2:1.
5. Superelevation. The following applies:
a. The maximum superelevation rate is 6%.
b. The criteria for rural highways and high-speed urban highways discussed in Section
8-2.0 also apply to ramps for transitioning to and from the needed superelevation.
This includes the superelevation runoff lengths presented in Figure 8-2A. However,
because of the restrictive nature of some ramps, this may not be practical. The
minimum longitudinal slope should not exceed 1 percent, which corresponds to a "P"
of 100. This value should be used in the following equation to calculate the
superelevation transition length:
12-4(4)
INTERCHANGES
January 1999
TYPICAL RAMP CROSS SECTIONS
Figure 12-4B
January 1999
TYPICAL RAMP CROSS SECTIONS
Notes to Figure 12-4B
ë Slope Rounding: This is the recommended treatment and, when used, the slope rounding should be 2.4 m. Rounding is not necessary on fill slopes protected by guide rail. See Figure 4H for detail
if guide rail is used.
ì Ramp Width: For 2-lane, 1-way ramps, minimum width is 12 m.
í Clear Zone: The outside limit of rounding for the backslope should be outside of the clear zone as determined in Section 13-2.0. If this is within the clear zone, the backslope should be safely
traversable (see Section 13-3.0).
î Curb Sections: If curbing is required for drainage, see Figure 4H for typical section.
ï Fill Slope: These should be as flat as practical. The following criteria are typical:
INTERCHANGES
0 - 3.0 m 1:6 No
3.0 m - 7.5 m 1:4 No (without curb) Yes (with curb)
>7.5 m 1:2 Yes
Also, see Figure 4H for treatment at bottom of fill slope. If a curb is used, see Figure 4H for treatment of guide rail and curb used in combination.
ð Cut Slope: These should be as flat as practical, but should not exceed 1:2. Also, see the clear zone discussion in Note í . A uniform rate of slope should be maintained throughout a cut section.
Where site conditions dictate a change from one rate of slope to another within a cut section, the length of transition should be as long as practical to effect a natural appearing contour. Figure 4J
contains detailed information on earth and rock cuts.
ñ Barrier: The metal-beam rail is preferred, but the CMB is acceptable.
ò Superelevated Section: The axis of rotation will be about a line 1.2 m from the left edge of pavement in the direction of travel. This means that, on a 7.8-m ramp, 6.6 m will be superelevated at the
design "e" and 1.2 m will slope away from the 6.6 m. The break in the slope will be rounded according to the detail on Figure 4H. This criteria applies to curves in both the left and right
directions; applies to both 1-lane and 2-lane ramps; and applies regardless of the pavement markings on the ramp.
MARCH 2000
ó Abutting Ramps: See Figure 12-5B for pavement striping details for abutting ramps at an at-grade intersection.
12-4(5)
L = (e) (W) (P)
where: L = superelevation transition length (m)

P = 100
e = superelevation rate (expressed as a decimal)
W = width of pavement rotation (m)
c. The axis of rotation will be about a line 1.2 m from the inside edge of pavement. This
means that, on a 7.8-m ramp, 6.6 m will be superelevated at the design "e" and 1.2 m
will slope away from the 6.6-m section. The break in the slope will be rounded
according to the detail on Figures 4H and 5J. This criteria applies to curves in both
the left and right directions and applies regardless of the pavement markings on the
ramp.
d. The designer should not superelevate curves on ramps such that the design "e" is
maintained on the curve for a very short distance. No specific minimum length is
provided; these will be evaluated on a case-by-case basis.
e. If the ramp will be terminated at an at-grade intersection with stop or signal control,
it is not appropriate to fully superelevate curves near the terminal.
6. Sight Distance. Section 8-2.04 describes how to determine the middle ordinate to provide
stopping sight distance at horizontal curves.
12-4.04 Vertical Alignment
Maximum grades for vertical alignment cannot be as definitively expressed as those for the highway
mainline. General values of limiting gradient are shown in Figure 12-4C, but for any one ramp the
selected gradient is dependent upon a number of factors. These factors include the following:
1. The flatter the gradient on the ramp relative to the freeway grade, the longer it will be. At
restricted sites, it may be necessary to provide a steeper grade for the purpose of shortening
the length of ramp.
2. The steepest gradients should be designed for the center part of the ramp. Landing areas or
storage platforms at at-grade intersections should be as flat as practical.
3. Downgrades on ramps should follow the same guidelines as upgrades. They may, however,
safely exceed these values by 2%, with 8% considered a recommended maximum.
MARCH 2000
4. Practical ramp gradients and lengths can be significantly impacted by the angle of
intersection between the two highways. The direction and grade on the two mainlines may
also have a significant impact.
5. Stopping sight distance will be the minimum design for vertical curves. See Section 9-3.0.
Ramp Design Speed (km/h) 40 50 60 70 80

Maximum Grade Range (%) 6-8 5-7 4-6 3-5 3-5
Note: Downgrades may exceed the table values by 2%, but should not exceed 8%.
RAMP GRADIENT GUIDELINES

Figure 12-4C
12-5.0 RAMP/CROSSING ROAD INTERSECTION
12-5.01 Design of At-Grade Intersections
Where the ramp will intersect the minor road at-grade, this intersection should be treated as
described in Chapter Eleven. This will involve a consideration of capacity and the physical geometric
design elements such as design vehicle, sight distance, angle of intersection, acceleration lanes,
grade, channelization and turning lanes. However, several points warrant special attention in the
design of the ramp/crossing road intersection:
1. Capacity. In urban areas where traffic volumes are often high, inadequate capacity of the
ramp/crossing road intersection can adversely affect the operation of the ramp/freeway
junction. In a worst case situation the safety and operation of the mainline itself may be
impaired by a backup onto the freeway. Therefore, special attention should be given to
providing sufficient capacity and storage for an at-grade intersection or merge with the
crossing road. This could lead to the addition of lanes at the intersection or on the ramp
proper (see Figure 12-5A), or it could involve traffic signalization where the ramp traffic will
be given priority. The analysis must also consider the operational impacts of the traffic
characteristics in either direction on the intersecting road. Coordinate this analysis with the
Division of Traffic Engineering. See Chapter 11 for additional information.
2. Sight Distance. Section 11-2.0 discusses the criteria for intersection sight distance. These
criteria also apply to a ramp/crossing road intersection. Special attention must be given to the
location of the bridge pier or abutment because these will present major sight distance
obstacles. The bridge obstruction and the required intersection sight distance may result in
the need to relocate the ramp/crossing road intersection.
3. Wrong-Way Movements. Most wrong-way movements originate at the ramp/crossing road

intersection. This intersection must be properly signed and designed to minimize the potential
for a wrong-way movement.
4. Abutting Ramps. Figure 12-4B illustrates the use of a metal-beam rail to divide abutting
ramps. This provides a physical separation and discourages wrong-way entry. Where the
ramp intersects the crossing road, the median barrier should be terminated with an approved
end terminal. Where a median barrier is not used, the abutting ramps should intersect the
minor road as shown in Figure 12-5B.
MULTIPLE-LANE RAMP AT MINOR ROAD INTERSECTION

Figure 12-5A
ABUTTING RAMPS AT MINOR ROAD INTERSECTION
Figure 12-5B
12-5.02 Frontage Road Intersection
Where frontage roads are present adjacent to freeways, the ramp/crossing road intersection is greatly
complicated. If practical, the frontage road should be curved away from the interchange and allowed
to intersect the minor road a sufficient distance from the ramp intersection. If the ramp intersects the
crossing road at approximately 90o, this distance should be at least 90 m. If the ramp traffic merges
with the crossing road, the distance should be 90 m beyond where the taper of the acceleration lane
ends. This treatment allows the two intersections to operate independently, and it eliminates the
operational and signing problems of providing the same point of exit and entrance for the frontage
road and freeway ramp.
At some interchanges, it may be impractical to separate the intersections of the ramp and frontage
road with the crossing road. In these cases, the only alternative is to combine the ramp and frontage
road before the intersection with the crossing road. This can apply to either the exit or entrance
ramp. A detailed analysis will be necessary to establish the needed distance to properly
accommodate traffic volumes and speeds, weaving, stopping and intersection storage. Coordinate
this analysis with the Division of Traffic Engineering.
12-5.03 Access Control
Proper access control must be provided along the crossing road in the vicinity of the ramp/crossing
road intersection. This will ensure that the intersection has approximately the same degree of
freedom and absence of conflict as the freeway itself. Figure 12-5C illustrates the Department's
policy for the location of the non-access line at ramp/crossing road intersections. Any proposals
which do not meet these criteria will require an exception to the controlling design criteria. See
Section 6-6.0. This applies to all of the access control criteria in Figure 12-5C. This also applies both
to new interchanges and to existing non-access lines at existing interchanges.
One situation warrants a special discussion. Many interchanges were initially constructed in
Connecticut when the surrounding area was rural in character. Since that time, the area may have
become suburban or urban. As indicated in Figure 12-5C, the Department has adopted different
criteria for the access control at urban and rural interchanges. However, the change in area character
alone is not a sufficient justification to alter the location of the non-access line.
NON-ACCESS LINE TREATMENT IN VICINITY OF RAMP TERMINAL

Figure 12-5C
12-5(6) INTERCHANGES October 2001
12-5.04 FHWA Access Approval
The "Policy and Procedures for New or Revised Interstate Access Approval in Connecticut,” dated
April 1998, an excerpt of which is contained in Appendix A, is applicable to new or revised access
points on the existing Interstate System. FHWA approval for access revisions is required,
irrespective of the funding source or whether the work is performed by public and/or private
contract, including such changes that may be required by the State Traffic Commission. The FHWA
approval constitutes a Federal action and, as such, requires that National Environmental Policy Act
(NEPA) procedures are followed. The policy applies only to the Interstate System. FHWA approval
is not required for access revisions for Non-Interstate National Highway System freeways.
FHWA access approval is required for new interchanges, new partial interchanges or new ramps
to and from frontage roads, locked gate access, major modifications to existing interchanges,
completion of basic movements at partial interchanges, shifting existing mainline gore areas,
abandoning ramps or interchanges, and adding continuous travel lanes to an on-ramp.
FHWA access approval may be required for decreasing or increasing the length of acceleration or
deceleration lanes. The designer should consult the policy for specifics.
FHWA access approval is not required for the addition of left-turn, right-turn or through lanes on
the ramp at its terminus, relocating or shifting the ramp terminus, the addition of a single auxiliary
lane between two adjacent interchange ramps, and signalization improvements at the ramp terminus.
New signing, pavement markings, resurfacing, and safety type improvements do not require FHWA
approval, provided the geometric features of a ramp do not change.
Additional guidance can be obtained by contacting the Bureau of Policy and Planning, Office of
Intermodal Planning.
12-6.0 REFERENCES
3. NCHRP 345, Single Point Urban Interchange Design and Operations Analysis, TRB, 1991.
4. NCHRP 175, Freeway Lane Drops, TRB, 1976.

October 2001 INTERCHANGES 12-A(1)
Appendix
This Appendix to Chapter Twelve presents the following:
An excerpt from “Policy and Procedure for New or Revised Interstate Access Approval
in Connecticut.”
12-A(2) INTERCHANGES October 2001
January 1999 ROADSIDE SAFETY 13-i
Chapter Thirteen
ROADSIDE SAFETY
Table of Contents
Page
13-1.01 DEFINITIONS ........................................... 13-1(1)
13-2.0 CLEAR ZONES ........................................... 13-2(1)
13-2.01 Background . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-2(1)

13-2.02 Application . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-2(1)
13-2.03 Rock Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-2(6)
13-2.04 Utility Setback and Design Exceptions Procedures . . . . . . . . . . . . 13-2(7)
13-3.0 GUIDE RAIL WARRANTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-3(1)
13-3.01 Embankments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-3(1)

13-3.02 Roadside Hazards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-3(1)
13-3.03 Bridge Rails and Approaches . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-3(3)
13-3.04 Bridge Piers & Abutments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-3(3)
13-3.05 Vertical Drop-offs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-3(3)
13-3.06 Roadside Ditches, Channels and Swales . . . . . . . . . . . . . . . . . . . . 13-3(6)
13-3.07 Transverse Slopes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-3(6)
13-3.08 High Tension Lines and Reservoirs . . . . . . . . . . . . . . . . . . . . . . . . 13-3(9)
13-4.0 ROADSIDE BARRIERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-4(1)
13-4.01 Guide Rail Types . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-4(1)
13-4.01.01 Three Cable Guide Railing (I-Beam Posts) . . . . . . . 13-4(1)

13-4.01.02 Metal Beam Rail (Type R-I) . . . . . . . . . . . . . . . . . 13-4(3)
13-4.01.03 Metal Beam Rail (Type R-B) . . . . . . . . . . . . . . . . . 13-4(3)
13-4.01.04 Metal Beam Rail (Type R-B 350) . . . . . . . . . . . . . 13-4(3)
13-4.01.05 Thrie Beam 350 . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-4(4)
13-4.01.06 Metal Beam Rail (Box Beam) . . . . . . . . . . . . . . . . 13-4(4)
13-4.01.07 Single-Faced Precast Concrete Barrier Curb
(PCBC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-4(4)
13-4.01.08 Merritt Parkway Timber Rail . . . . . . . . . . . . . . . . . 13-4(4)
13-ii ROADSIDE SAFETY January 1999
Table of Contents
(Continued)
Page
13-4.02 Deflection Distance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-4(5)
13-4.03 Disposition of Existing Guide Rail . . . . . . . . . . . . . . . . . . . . . . 13-4(8)
13-4.03.01 NHS Facilities . . . . . . . . . . . . . . . . . . . . . . . . . . 13-4(8)

13-4.03.02 All Other Facilities . . . . . . . . . . . . . . . . . . . . . . . 13-4(8)
13-5.0 MEDIAN BARRIERS ...................................... 13-5(1)
13-5.01 Warrants ...................................... 13-5(1)

13-5.02 Median Barrier Types . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-5(1)
13-5.02.01 Metal Beam Rail (Type MD-I) . . . . . . . . . . . . . 13-5(1)

13-5.02.02 Metal Beam Rail (Type MD-B) . . . . . . . . . . . . . 13-5(3)
13-5.02.03 Metal Beam Rail (Type MD-B 350) . . . . . . . . . 13-5(3)
13-5.02.04 Double-Faced F-Shape PCBC . . . . . . . . . . . . . . 13-5(3)
13-5.02.05 Merritt Parkway Median Barrier . . . . . . . . . . . . 13-5(3)
13-5.03 Median Barrier Placement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-5(4)
13-5.03.01 Divided Median Barriers . . . . . . . . . . . . . . . . . . 13-5(6)
13-5.04 Glare Screens . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-5(6)

13-5.05 Disposition of Existing Median Barriers . . . . . . . . . . . . . . . . . . 13-5(7)
13-5.05.01 NHS Facilities . . . . . . . . . . . . . . . . . . . . . . . . . . 13-5(7)

13-5.05.02 All Other Facilities . . . . . . . . . . . . . . . . . . . . . . . 13-5(7)
13-6.0 GUIDE RAIL LAYOUT ...................................... 13-6(1)
13-6.01 Length of Need . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-6(1)

13-6.02 Flare Rate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-6(1)
13-6.03 Lateral Placement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-6(1)
13-6.04 Curbs and Curb/Barrier Combinations . . . . . . . . . . . . . . . . . . . 13-6(3)
13-6.05 Placement on Slopes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-6(4)
13-6.06 Minimum Length and Guide Rail Gaps . . . . . . . . . . . . . . . . . . . 13-6(5)
13-6.07 Treatment at Intersecting Roads and Driveways . . . . . . . . . . . . 13-6(5)
13-6.08 Guide Rail Curvature Criteria . . . . . . . . . . . . . . . . . . . . . . . . . . 13-6(7)
January 1999 ROADSIDE SAFETY 13-iii
Table of Contents
(Continued)
Page
13-6.09 Transitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-6(7)
13-6.09.01 Transitions Within Same Type System . . . . . . . . 13-6(7)

13-6.09.02 Transitions Between Systems . . . . . . . . . . . . . . . 13-6(8)
13-6.10 Pavement for Railing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-6(8)

13-6.11 Placement on High Fills with Sidewalk and Utility Pole Lines . 13-6(10)
13-7.0 IMPACT ATTENUATORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-7(1)
13-7.01 General ...................................... 13-7(1)
13-7.01.01 Definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-7(1)

13-7.01.02 Crash Cushion and End Terminal Types . . . . . . 13-7(2)
13-7.01.03 Crash Cushion Selection . . . . . . . . . . . . . . . . . . 13-7(2)
13-7.01.04 Crash Cushion Design . . . . . . . . . . . . . . . . . . . . 13-7(2)
13-7.02 End Treatment Selection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-7(4)
13-7.02.01 End Treatment Design . . . . . . . . . . . . . . . . . . . . 13-7(4)

13-7.02.02 Three Cable Guide Rail . . . . . . . . . . . . . . . . . . . 13-7(6)
13-7.02.03 Merritt Parkway . . . . . . . . . . . . . . . . . . . . . . . . . 13-7(6)
13-7.02.04 Metal Beam Rail Median Barrier (Type MD-B350) 13-7(6)
13-7.02.05 Concrete Median Barrier . . . . . . . . . . . . . . . . . . 13-7(6)
13-8.0 REFERENCES ........................................... 13-8(1)
APPENDIX
Guide Rail Procedure
FHWA Technical Advisory T5040.32 “Curved W-Beam Guardrail

Installations at Minor Roadway Intersections”
13-iv ROADSIDE SAFETY January 1999
January 1999 ROADSIDE SAFETY 13-1(1)
Chapter Thirteen
ROADSIDE SAFETY
This Chapter provides the designer with guidance on measures to reduce the number and/or severity
of accidents when vehicles leave the traveled way.
The "forgiving roadside" concept, developed in the 1960's, has been a long-standing philosophy in
Connecticut. As a result, many of ConnDOT's State highways have been constructed to meet this
design philosophy. In addition, guidance for installing roadside safety hardware has gradually
evolved to reflect the results of crash test programs.
The American Association of State Highway and Transportation Officials (AASHTO) has
incorporated many of the crash test results and roadside safety design concepts into the Roadside
Design Guide (RDG). ConnDOT's Manual for Selecting, Locating and Designing Guide Railing
and Traffic Barriers has been replaced by the RDG.
Chapter Thirteen is a supplement to the RDG. Where there is a discrepancy between the two,
Chapter Thirteen will take precedence.
13-1.0 DEFINITIONS
1. Recoverable Parallel Slope. Slopes which can be safely traversed and upon which the driver
of an errant vehicle has a reasonable opportunity to stop and return to the roadway. The
Department considers slopes flatter than 1:4 and slopes of 1:4 without curbing at their top
recoverable.
2. Non-Recoverable Parallel Slope. Slopes which are steeper than 1:4. Most drivers will not be
able to recover and return to the highway. The Department has decided to treat this range
of cross slopes as critical.
3. Critical Parallel Slope. Slopes upon which a vehicle is likely to overturn. Under the
Department’s roadside criteria, slopes steeper than 1:4 and slopes of 1:4 with curbing at the
top are critical.
These definitions vary slightly from those in the RDG.

13-1(2) ROADSIDE SAFETY January 1999
13-2.0 CLEAR ZONES
13-2.01 Background
The clear zone concept was first established in the 1967 AASHTO report entitled Highway Design
and Operational Practices Related to Highway Safety, known as the Yellow Book and revised in
1974. It provided the designer with a numerical value of 9 m as the lateral extent needed for 80-85%
of run-off-the-road vehicles to recover. The 9-m clear zone was predicated on the following set of
conditions:
1. 100-km/h vehicular speed,

2. tangent section, and
3. flat side slope.
If these conditions vary, the 9-m clear zone should be adjusted accordingly. For example, at higher
speeds, vehicles will travel farther before recovering and, at lower speeds, vehicles will travel less
before recovering.
Section 13-2.02 presents clear zone distances for various roadway conditions. The overall objective
of these clear zone values is to achieve the 80-85% target recovery area for run-off-the-road vehicles
on any given roadway.
13-2.02 Application
The calculated clear zone widths presented in Figure 13-2A are recommended values and need not
be achieved at all costs. The methodology used to determine the values in this chart are valid and
provide the designer with a good frame of reference for making decisions to design safer roadside
recovery areas. However, the designer must exercise judgment when applying the distances because
they do not apply to every conceivable set of highway conditions. Each application of the clear zone
distance must be evaluated individually.
When applying the clear zone distance, the designer must consider right-of-way availability,
environmental concerns, economic factors, identification of potential hazards, safety needs and
accident histories. The following items further describe the proper usage of the clear zone distances
presented in Figure 13-2A.
Cuts or Fills Cuts or Fills

Design Design Year (Negative Shelf) (Positive Shelf)
Speed of ADT
1:6 or flatter 1:4 1:4 1:6 or flatter
Under 750 2.0 2.0 2.0 2.0

60 km/h
750-1500 3.0 3.5 3.0 3.0
or
1500-6000 3.5 4.5 3.5 3.5
less
Over 6000 4.5 5.0 4.5 4.5
Under 750 3.0 3.5 2.5 3.0

750-1500 4.5 5.0 3.5 4.5
70-80 km/h
1500-6000 5.0 6.0 4.5 5.0
Over 6000 6.0 7.5 5.5 6.0
Under 750 3.5 4.5 3.0 3.0

750-1500 5.0 6.0 4.5 5.0
90 km/h
1500-6000 6.0 7.5 5.0 6.0
Over 6000 6.5 8.0 6.0 6.5
Under 750 5.0 6.0 3.5 4.5

750-1500 6.0 8.0 5.0 6.0
100 km/h
1500-6000 8.0 9.0 5.5 7.5
Over 6000 9.0 9.0 7.5 8.0
Under 750 5.5 6.0 4.5 4.5

750-1500 7.5 8.5 5.5 6.0
110 km/h
1500-6000 8.5 9.0 6.5 8.0
Over 6000 9.0 9.0 8.0 8.5
Notes: 1. All distances are measured from the edge of traveled way. See Section 13-2.02, Comment #5.
2. See Section 13-2.02, Comment #2, for application of clear zone criteria on fill slopes.
3. See Figure 5H for illustration of a cut section with a positive shelf. See Section 13-2.02, Comment
#3, on cut slopes and ditch sections.
4. For clear zones, the “Design Year ADT” will be the total ADT on dual direction roadways and
half the “Design Year ADT” on one-way roadways (e.g., interchange ramps and one direction of
a divided highway unless noted otherwise).
5. The values in the table apply to all facilities both urban and rural. See Section 13-2.02, Comment
#4, for utility poles in urban areas.
RECOMMENDED CLEAR ZONE DISTANCES (m)

Figure 13-2A
1. Boundaries. The designer should not use the clear zone distances as boundaries for
introducing roadside hazards such as bridge piers, non-breakaway sign supports or utility
poles. These should be placed as far from the roadway as practical. Where roadside hazards
must be placed along the highway, at a minimum they should be placed at the clear zone
boundary and possibly shielded.
2. Fill Slopes. Figure 13-2A provides clear zone values as a function of design speed, traffic
volume, and the rate of fill slopes with a positive or negative shelf. Figure 13-2B illustrates
the clear zone application on fill slopes with a negative shelf. Barn-roof fill slopes may be
designed with two slope rates where the second slope is steeper than the slope adjacent to
the shoulder. See Figure 13-2B(b). This design requires less right-of-way and embankment
material than a continuous, flatter slope. Although a “weighted” average of the slopes may
be used, a simple average of the clear zone distances for each slope is sufficiently accurate
if the variable slopes are approximately the same width. If one slope is significantly wider,
the clear zone computation based on that slope alone may be used.
3. Cut Slopes. Figure 13-2A also provides clear zone values as a function of design speed,
traffic volume, and the rate of cut slopes with a positive or negative shelf. Figure 13-2C
illustrates the clear zone application in a cut section. The designer must also reference
Section 13-3.06 for guidance on the proper treatment of drainage features encountered
within the clear zone.
The outside limit of rounding for the backslope should be outside of the clear zone. This is
illustrated in the typical section figures in Chapters Four and Five. When this is not
achievable, the following approach should be used to calculate the clear zone for a ditch
section:
a. When the backslope is 1:6 or flatter, treat the backslope as level and use the clear
zone for the front slope.
b. When the backslope is between 1:6 and 1:4, assume the vehicle cannot make it up
to the top of the backslope, if the slope is at least 3-m wide. The initial 3 m beyond
the toe of the backslope or the distance in Step #3a, whichever is less, should be clear
of roadside hazards. Any obstacles beyond this point would be considered outside of
the clear zone.
c. When the backslope is steeper than 1:4, assume the vehicle cannot make it up the
backslope. However, the initial 1.5 m beyond the outside limit of rounding for the
backslope should be clear of roadside hazards. Any obstacles beyond 1.5 m would
be considered outside of the clear zone.
CLEAR ZONE APPLICATION FOR FILL SLOPES

(Negative Shelf)
Figure 13-2B
CLEAR ZONE APPLICATION FOR CUT SLOPES

Figure 13-2C
4. Urban Facilities. A minimum horizontal obstruction-free clearance of 500 mm should be

provided as measured from the gutter line to any utility pole, sign or traffic signal pole. Clear
zones to other fixed objects such as buildings should conform to Figure 13-2A. Refer to the
Utility Setback and Design Exceptions Procedure in Section 13-2.04.
5. Auxiliary Lanes. For auxiliary lanes, such as climbing lanes, passing lanes, etc., the clear
zone will be the same as for the mainline and will be measured from the outside edge of the
auxiliary lane. The clear zone will not normally apply to left- and right-turning lanes at
intersections. When evaluating cross-over accident potential for undivided roadways, the
clear zone will be measured from the left edge of the through travelway.
6. Horizontal Curves. Additional clear zone may be provided on the outside of horizontal curves
by the use of curve correction factors that are included in the RDG. These increases should
be considered only where accident histories indicate a need or where specific investigations
indicate a high potential for accidents and where the increase to the clear zone is cost
effective.
13-2.03 Rock Removal
Because of the often considerable expense in removing rock to meet roadside clear zone criteria, the
Department adopted a policy specifically for rock removal. If the costs and associated impacts with
removing rock to meet the clear zone criteria in Figure 13-2A are reasonable, the designer should
meet these criteria. If, however, there are significant negative impacts and/or the costs are major,
the designer should evaluate the following factors:
1. Other Benefits. The rock removal may generate benefits other than those for roadside safety.
These include:
a. improving intersection sight distance;

b. improving sight distance around horizontal curves; or
c. improving any rock stability, ground water and/or icing problems.
Any additional benefits should be considered when determining the extent of the rock
removal.
2. Alternative Improvements. Where the designer determines that retaining the rock within the
clear zone presents a significant roadside hazard, the designer should consider alternative
improvements to rock removal. These include:
a. installing a single-faced concrete barrier or guide rail, and
b. providing a positive slope (with rounding at its toe) up to the face of the rock (1:4 or
steeper) to provide limited vehicular redirection.
3. Application. If rock is within the clear zone and more than 5.5 m from the edge of traveled
way, the ConnDOT Design Exception Committee will review the case and will either:
a. determine that rock removal is appropriate because of its accident potential, or

b. grant a waiver of the clear zone criteria.
Designers should also discern whether or not the rock is in a condition that may imperil the
traveling public by flaking, falling or icing. If so, the designer should evaluate the need for
and proper type of roadside barrier protection. This should be documented in the project file
and verification sought from the Design Exception Committee.
13-2.04 Utility Setback and Design Exceptions Procedures
There will be many sites where it will be impractical to locate utility poles outside the clear zone for
a project. This is especially prevalent in urban projects but could apply to any project, depending
upon the circumstances.
This discussion provides the requirements for blanket design exceptions for utility poles located
within the clear zone. Provided the criteria noted below is complied with and the utility company
has justified, to the satisfaction of the Department, that its poles have been set back to the maximum
extent practical, waivers will not have to be approved through the Design Exception Committee.
The project correspondence file should provide sufficient documentation that utility poles are set
back in accordance with the criteria. It is suggested that the request for design approval include the
following information:
1. Utility poles should be positioned outside the clear zone whenever practical.
2. A maximum utility pole setback of 3.0 m (measured from the outside edge of the shoulder
or the gutter line), irrespective of the clear zone, is permissible. This setback dimension is
consistent with the capabilities of the utility company’s installation and maintenance
equipment. The maximum 3.0-m setback is also consistent with the utility company’s
corporate strategy of providing a quick response to power outages, etc.
3. The Department may require a setback greater than 3.0 m up to a maximum of 9.0 m if
conditions such as, but not limited to, a higher incidence of accidents related to the presence
of utility poles exist.
4. Along urban highways, the Department will require poles to be placed as close to the right-
of-way line as practical. Where sufficient space is available, poles must be placed in back
of the sidewalk. If insufficient space is available, the Department may allow poles to be
placed between the curb and sidewalk or as far from the curb as practical when there are no
sidewalk considerations (minimum 500 mm behind the face of curb).
5. Design exceptions for utility poles within the clear zone are still required when it is the
Department’s position that the utility company is not locating its poles in accordance with
these criteria.
13-3.0 GUIDE RAIL WARRANTS
Determining the need for guide rail can be difficult and time consuming. Existing conditions may
limit the designer's options thus increasing project cost, environmental impacts and right-of-way
acquisitions. However, when economically and practically feasible, the designer should always
attempt to eliminate the need for guide rail.
Section 1.2 of the RDG provides the designer with six design options, in order of priority, for
redesigning the roadside to eliminate the need for guide rail. These steps should become an integral
part of the preliminary design phase of all Department projects where applicable.
The following sections illustrate where guide rail may be warranted.
13-3.01 Embankments
The severity of the roadside condition depends upon the rate and height of the fill slope. Refer to
Figure 13-3A for Comparative Risk Warrants for Embankments. This figure is revised from Figure
5.1 of the RDG. Depending on the height of fill slope, guide rail may be needed to shield a fill slope
steeper than 1:4 and slopes of 1:4 with curbing. See section 13-6.04 for curb and curb/barrier
combinations. Guide rail is not required on fill slopes flatter than 1:4 if there are no roadside hazards
within the clear zone as calculated from Section 13-2.0.
13-3.02 Roadside Hazards
The recommended clear zone distances for various roadway conditions presented in Section 13-2.0
should be free of any fixed objects and non-traversable hazards. Roadside hazards that may warrant
guide rail include but are not limited to the following:
1. non-breakaway sign and luminaire supports,

2. concrete bases extending more than 100 mm above the ground,
3. bridge piers and abutments at underpasses,
4. retaining walls and culvert end-walls,
5. trees with diameter greater than 150 mm (at maturity),
6. rough rock cuts,
7. large boulders,
8. streams or permanent bodies of water,
9. stone fences, and
10. utility poles. Note: It is not Department policy to design guide rail to protect the traveling
public from utility poles.
COMPARATIVE RISK WARRANTS FOR EMBANKMENTS

Figure 13-3A
These hazards in some instances may not warrant guide rail depending on their location. For
example, to install guide rail to protect an errant vehicle from an isolated tree at the edge of a 9-m
clear zone may not be practical.
The designer should recognize that even barriers installed to deflect errant vehicles away from fixed
objects may be hazards themselves. Preference should therefore be given to eliminating or relocating
the fixed object or potential hazard rather than placing guide rail in front of it whenever possible.
13-3.03 Bridge Rails and Approaches
The leading and trailing ends of bridge rails normally warrant protection. The highway designer is
responsible for determining the need for and design of the guide rail leading up to and trailing from
the bridge rail; the bridge designer is responsible for the design of the bridge rail and details for guide
rail attachment to bridge parapets. Figure 13-3B illustrates warrants for providing guide rail
approaching a bridge rail. Refer to the Department’s Guide Rail Procedure for the disposition of
existing leading end transitions to bridge parapets. Section 13-6.09.02 provides additional
information on transitions.
13-3.04 Bridge Piers & Abutments
Bridge piers and abutments should normally be placed outside the clear zone. However, many of
Connecticut's existing bridge piers and abutments are within the design clear zone and can not be
relocated and, therefore, warrant guide rail protection. Where full-height abutments are immediately
outside the clear zone, a leading end guide rail treatment may often be warranted.
When the face of existing bridge piers and abutments are less than or equal to 1 m from the edge of
roadway, the selected system must meet appropriate deflection requirements. Section 13-4.02
provides more information on the deflection parameters for various guide rail types.
13-3.05 Vertical Drop-Offs
An extended length of vertical drop-off, either along a fill slope or at the shoulder edge (e.g.,
retaining wall), typically warrants the installation of an unyielding barrier (e.g., concrete median
barrier) when the height of the vertical drop-off is 800 mm or greater. The single-faced, pre-cast
concrete barrier curb should not be used unless the area behind it can be backfilled. Normally, either
the full-section pre-cast concrete barrier curb or a cast-in-place retaining wall is used. Figure 13-3C
provides additional details on where an unyielding barrier may be required.
WARRANTS FOR GUIDE RAIL APPROACH TO BRIDGE RAIL

Figure 13-3B
Note: An unyielding barrier is warranted for vertical drop-offs which exceed 800 mm.
BARRIER WARRANTS FOR VERTICAL DROP-OFFS
Figure 13-3C
13-3.06 Roadside Ditches, Channels and Swales
If a vehicle departs the roadway and encounters ditches, channels or swales, the roadside
configuration may introduce abrupt changes in vehicular direction which can result in destabilization
of the vehicle. Figure 13-3D illustrates the relative traversability of various combinations of front
slopes, ditch widths and backslopes for roadside channels, ditches and swales.
The typical section figures in Chapters Four and Five and Figure 13-2C illustrate the standard
roadside swales in a cut section. For highways without curbs, the front slope is 1:12, the rounded
ditch width is 3 m and the backslope is variable but not to exceed 1:2. The typical sections also show
that the outside limit of rounding for the backslope should be outside the clear zone distance
determined from Section 13-2.0. Where this limit is within the clear zone, the designer should
attempt to relocate the outside limit of rounding to beyond the clear zone.
Ditch sections that fall within Zone 1 in Figure 13-3D may warrant guide rail. However, the designer
should consider the cost effectiveness of installing lengthy sections of guide rail to shield a ditch.
This is not always desirable and may warrant revising the ditch cross section to eliminate the need
for guide rail.
If the dimensions of an existing or proposed ditch section fall within Zone 2 in Figure 13-3D, the
backslope should be flattened if practical. If this is not feasible, guide rail is not warranted because
of the ditch cross section alone. In this Zone, guide rail is considered more of a hazard than the ditch
itself and, therefore, may not be warranted.
13-3.07 Transverse Slopes
Where the highway mainline intersects a driveway, side road or median crossing, a slope transverse
to the mainline will be present. See Figure 13-3E. If the guide rail is impacted by a run-off-the-road
vehicle at this location, the angle of impact will likely be close to 90 degrees. Even for relatively flat
side slopes, this may result in vehicular vaulting; for steeper slopes the vehicular bumper may
"catch" in the slope resulting in an abrupt stop and high occupant accelerations.
For these reasons, transverse slopes should be as flat as practical. For design speeds of 80 km/h or
higher, the slope should be 1:12 typical or 1:10 maximum or flatter. Below 80 km/h, the slope should
be 1:6 or flatter. If this criteria cannot be met practically, guide rail may be considered. The decision
to use guide rail should be made on a case-by-case basis considering costs, traffic volumes, severity
of the proposed transverse slope and other relevant factors. If guide rail is needed around the corners
of intersecting roads or driveways, see Figure 13-6D for placement criteria on radii and Appendix
A for design criteria of the "Washington Curved Guide rail Treatment".
Notes: 1. Figure is based on impacts at 100 km/h and 25 degrees.
2. Zones in figure are numbered indicating their relative hazard with Zone ë being the most
hazardous.
TRAVERSABILITY OF ROADSIDE DITCHES, CHANNELS AND SWALES

Figure 13-3D
TRANSVERSE SLOPES
Figure 13-3E
13-3.08 High Tension Lines and Reservoirs
A 1145-mm precast or cast-in-place concrete barrier curb with the F-shape or box beam are the
preferred means of shielding high tension line towers and water supply reservoirs. See Section 13-4.0
for a description of the box beam and Section 13-5.0 for a description of the F-shape roadside
barrier.
JUNE 1999
13-4.0 ROADSIDE BARRIERS
FHWA has mandated that as of October 1, 1998 all new installations of roadside safety hardware
on the National Highway System (NHS) must meet, at a minimum, Test Level 3 (TL-3) crash testing
criteria in National Cooperative Highway Research Program (NCHRP) Report 350 Recommended
Procedures for the Safety Performance Evaluation of Highway Features. This applies to roadside
barriers (i.e., guide rail), impact attenuators, end treatments, bridge rails and guide rail-to-bridge-rail
transitions. The Department has adopted the TL-3 criteria as the minimum acceptable for new
installations on all State-owned highways, whether on or off the NHS. Unless indicated otherwise,
all guide rail types in Section 13-4.01 have met the TL-3 criteria in NCHRP Report 350.
13-4.01 Guide Rail Types
Figure 13-4A presents the Department’s preferred guide rail systems. The figure summarizes the
hardware requirements for each system. The designer should reference the Connecticut Standard
Sheets for detailed information on each system. The following sections describe each system and its
typical usage. In addition, several special roadside guide rails are described.
13-4.01.01 Three Cable Guide Railing (I-Beam Posts)
Three cable guide railing is a weak-post flexible system with a large dynamic deflection. Most of the
resistance to impact is supplied by the tensile forces developed in the cable strands. Upon impact,
the cables break away from the posts, and the vehicle is able to knock down the posts as it is
redirected by the cables. The detached posts do not contribute to controlling the lateral deflection.
However, the posts which remain in place do provide a substantial part of the lateral resistance to
the impacting vehicle and are therefore critical to proper performance.
Three cable guide railing is the most forgiving of the available systems because of its large dynamic
deflection. It should only be used where considerable lengths of the proper deflection distance is
available behind the guide rail. Its use should be tempered by the following considerations:
1. Transitions. Do not use three cable guide railing for leading end transitions into bridge rails.
2. Slopes. Do not use three cable guide railing on fill slopes steeper than 1:2, unless the distance
between the back of the posts and the break in the fill slope is at least 2.4 m.
13-4(2)
Three Cable Metal Beam Rail Merritt Parkway
ROADSIDE SAFETY
Type
Guide Rail (Type R-B 350) Guide Rail
AASHTO Designation SGR01a SGR04a (Modified) N/A
General Type Weak-post (flexible) Strong-post (semi-rigid) Strong-post (semi-rigid)
Standard Post Spacing 4900 mm 1905 mm 3050 mm
Max. Dynamic Deflection 3.3 m 1.305 m 1.305 m
Post Type S75 x 8.5 Steel W150 x 13.5 Steel W150 x 22.5 Steel
Three 19-mm dia. Steel 150 mm x 300 mm Rough
Beam Type Steel W. Section
Cables Sawn Timber
150 mm x 200 mm x 330 mm 100 mm x 200 mm x 275 mm
Offset Brackets None
Recycled Plastic Block Out Timber Block Out
January 1999
Note: Recycled plastic block outs approved by FHWA per NCHRP Report 350 TL-3 criteria shall be used with R-B 350 guide rail
systems. See Connecticut Standard Sheets. The Merritt Parkway Guide Rail is approved for use solely on the Merritt Parkway
(see Section 13-4.01.08).
3. Minimum Radius. Three cable guide railing shall not be used on radii less than or equal to
135 m. See Figure 13-6E for guide rail curvature criteria.
4. Cable Tension. For three cable guide rail to provide full impact performance, the cables must
be tensioned properly. Therefore, maintenance forces should ensure that the cable strands
are tensioned properly at all times.
13-4.01.02 Metal Beam Rail (Type R-I)
Like three cable guide railing, the metal beam rail (Type R-I) is a weak-post flexible system. The
tensile strength in the longitudinal W-beam will provide most of the resistance to the lateral forces
of the impacting vehicle.
The Type R-I guide rail failed the TL-3 crash testing criteria in NCHRP Report 350. As a result,
Department policy is that no new installations of this system will be allowed on any State-owned
roadway. See Appendix A for latest Guide Rail Procedure.
13-4.01.03 Metal Beam Rail (Type R-B)
The metal beam rail (Type R-B) is a strong post semi-rigid system with steel posts and steel block
outs. The Type R-B guide rail failed the TL-3 crash testing criteria in NCHRP Report 350. As a
result, Department policy is that no new installations of this system will be allowed on any State-
owned roadway. See Appendix A for latest Guide Rail Procedure.
13-4.01.04 Metal Beam Rail (Type R-B 350)
After the failure of metal beam rail (Type R-B) with steel block outs, FHWA tested a similar system
with timber block outs that passed TL-3. Further tests were performed using recycled plastic block
outs that passed TL-3 and were approved by FHWA. The Department has decided to use only
recycled plastic block outs with FHWA approval for R-B 350 and MD-B 350 guide rail.
The maximum dynamic deflection of R-B 350 guide rail is much less than that of three cable guide
rail. The deceleration forces on vehicle occupants when impacting R-B 350 are significantly higher
than impacts with three cable guide rail. Thus, three cable guide rail is the preferred system.
However, R-B 350 guide rail has significant maintenance advantages over the flexible rail. It can
often safely sustain a second impact even after a major first impact. For this reason, R-B 350 guide
rail should be strongly considered where a site has a history of frequent run-off-the-road accidents
or where the greater deflection distance required for three cable guide rail is not available or is only
available intermittently.
13-4.01.05 Thrie Beam 350
The Thrie Beam 350 passed the TL-3 crash test criteria in NCHRP Report 350. It is a strong post
semi-rigid guide rail with a 508-mm wide thrie-beam section, a W150 x 13.5 steel post, and a M369
x 26 steel block out with a notch cut out of the bottom of the web. This rail has a maximum dynamic
deflection of 1.02 m at a 1905-mm post spacing. It may be used at selected sites on a case-by-case
basis with approval of the Transportation Engineering Administrator.
13-4.01.06 Metal Beam Rail (Box Beam)
The box beam rail passed the TL-3 crash test criteria in NCHRP Report 350. It is a weak post semi-
rigid guide rail with a S75 x 8 steel post and a TS152 x 152 x 4.8 steel box rail. This rail has a
maximum dynamic deflection of 1.15 m at a 1830-mm post spacing. It may be used at selected sites
on a case-by-case basis with approval of the Transportation Engineering Administrator.
13-4.01.07 Single-Faced Precast Concrete Barrier Curb (PCBC)
ConnDOT previously used the "Jersey Shape" PCBC. The Department’s choice, when installing new
permanent PCBC, is the 1145-mm "F-shape". The single faced F-shape PCBC may be used on the
roadside in front of rigid objects where no deflection distance is available. If the rigid object is not
continuous (e.g., bridge piers), the designer should backfill behind the PCBC.
Existing "Jersey Shape" PCBC may remain. However, designers should provide a proper transition
where new construction meets existing. Refer to the Connecticut Standard Sheets for transition
details.
13-4.01.08 Merritt Parkway Timber Rail
The Merritt Parkway steel-backed timber guide rail combines aesthetic appeal (i.e., the timber
longitudinal member) with acceptable safety performance (i.e., it passed the TL-3 crash testing
criteria in NCHRP Report 350). The Department has approved this rail for use solely on the Merritt
Parkway. However aesthetically appealing, this rail has a high maintenance and installation cost
which precludes its widespread application on other State-owned roadways.
13-4.02 Deflection Distance

The "deflection distance" is defined as the lateral distance that the outside (side away from traffic)
face of a barrier will deflect when struck by an errant vehicle before that barrier system stops the
movement away from the road. Deflection for heavy post systems is measured as the deflection from
the outside face of the posts to the hazard. This distinction is made because weak post rail systems
usually separate from the posts when struck, while heavy post systems will usually remain attached.
The clear distance to an obstruction must therefore include an allowance for the width of the heavy
post. This clear distance for deflection is determined by the vehicular weight, speed, angle of impact
and strength or rigidity of the barrier system.
The deflection distance is an important parameter for two reasons. First, it determines the magnitude
of the lateral deceleration. Rigid systems, such as concrete barriers, produce essentially
instantaneous lateral decelerations which are more likely to result in injuries. This difference is the
major safety factor favoring the selection of flexible systems. The second reason that deflection
distance is important is that it determines the space that must be maintained between the hazard and
the barrier. If a hazard is allowed to remain or grow within the deflection distance of a barrier, the
longitudinal movement of an errant vehicle can still carry it into the obstacle, even if the lateral
movement has been arrested. The results of crash tests have been analyzed to develop a method for
estimating the deflections that may be expected when a standard 2000-kg vehicle strikes different
types of barriers at different speeds and impact angles.
Figure 13-4D presents the deflection distances expected when various barrier systems are impacted
at 100 km/h with a standard 2000-kg vehicle at 25 degrees. Vehicles traveling at lower speeds on
narrow roadways with reduced lateral offsets tend to impact guide rail at smaller angles thereby
creating a smaller deflection in the guide rail. For this reason, Figure 13-4B is used when needed to
determine the maximum lateral offset for narrow roads. Figure 13-4C should be used to establish
applicable reduction factors that may be used to decrease the normal dynamic deflection of guide
rail when proposed for installation on lower speed, narrow roadways. Refer to the example problem
in Figure 13-4C.
MAXIMUM LATERAL OFFSET

(For use with Figure 13-4C)
Figure 13-4B
Notes:
1. Factors will not be less than 0.5.
2. As illustrated in Figure 13-4B.
3. Reduction factors are used at

specific locations when a smaller
deflection is needed on a lower
speed roadway to protect motorists
from immovable objects.
Example:
1. Determine that the maximum lateral offset (as defined in Figure 13-4B) equals 8.0 m.
2. Determine that the guide rail’s standard deflection (obtained from Figure 13-4D) is 2.4 m.
3. Determine the design speed to be 80 km/h.
4. From the graph in this figure, the reduction factor is 0.8.
5. Multiply 2.4 m by 0.8 = 1.92 m.
6. Use a reduced deflection, due to the narrow offset, of 1.9 m.
DEFLECTION REDUCTION FACTORS

Figure 13-4C
Post Type Post Spacing Standard Deflection7

Barrier Type
(Deflection Category) (meters) (meters)
5.00 3.35
Weak Post 3.75 2.95
Three Cable Guide Railing2
(Flexible) 2.508 2.45
1.258 2.1
(Type R-I) 3.810 2.45

Weak Post 1.9059 1.8
(Flexible) 1.2709 1.5
Corrugated W-Beam Guide Rail3
(Type R-B 350) 1.905 1.3056
Heavy Post 0.9529 0.8006
(Semi-Rigid) 0.4769 0.5506
Weak Post 1.830 1.5

Box Beam Guide Rail4
(Semi-Rigid) 0.9159 1.2
(Type MD-I)
3.810 2.1
Weak Post
1.9059 1.5
(Flexible)
Corrugated W-Beam Median3
(Type MD-B 350)
Heavy Post 1.905 0.66
(Semi-Rigid)
Weak Post
Box Beam Median4 1.83 0.9
(Semi-Rigid)
Concrete Shapes N/A N/A 0
Notes:
1. Standard impact was produced with a 2000-kg test vehicle traveling at 100 km/h impacting the barrier at a 25°
angle.
2. Must be properly tensioned and anchored to limit deflection to values shown.
3. Must be properly anchored to limit deflections to values shown.
4. To develop beam strength, must be a minimum length of 40 m.
5. To minimize rollover problems, barrier systems with deflections of 2.4 m or more should not be used adjacent to
slopes steeper than 1:2.
6. Measured from outside face of post.
7. Where extra long weak posts are required, these deflections should be multiplied by 1.3.
8. Split spacing achieved by use of backup posts bolted to cable.
9. Split spacing achieved by use of backup posts driven behind the rail but not fastened to it.
BARRIER DEFLECTIONS FOR STANDARD1 IMPACTS

Figure 13-4D
Department policy for selecting guide rail with respect to deflection needs is summarized below:
1. The barrier system with the largest acceptable deflection should be selected when a barrier is
required.
2. The deflection of the selected system must be less than the distance from the line of the barrier
to the nearest hazard that cannot be removed or relocated.
3. All removable hazards must be removed from the area within the deflection distance of the
selected guide rail. Maintenance work may be needed to prevent trees within the deflection
distance from growing to more than 100 mm in diameter. Because the Department cannot control
development beyond the right-of-way (ROW) line, the selection of a barrier system should ensure
that its deflection will not extend beyond the ROW.
13-4.03 Disposition of Existing Guide Rail
13-4.03.01 NHS Facilities
Refer to the latest Guide Rail Procedure in Appendix A for disposition of existing guide rail systems on
NHS facilities and the Merritt Parkway.
13-4.03.02 All Other Facilities
It is Department policy that all future and existing roadside safety hardware meet the crash testing
requirements presented in NCHRP Report 350. Therefore, when any of the longitudinal barriers listed in
the Guide Rail Procedure mentioned in Appendix A are encountered within the limits of a project, designers
should upgrade the guide rail to the new standards.
April 2002 ROADSIDE SAFETY 13-5(1)
13-5.0 MEDIAN BARRIERS
13-5.01 Warrants
The following summarizes the Department's criteria:
1. Freeways. Median barrier is warranted on all medians of 20.1 m or less. A median barrier may
also be warranted on wider medians if a significant number of accidents have occurred.
Medians may vary in width. If a section warrants a median barrier but a wider section does not,
the barrier should be extended into the wider median by approximately 30 m.
2. Non-Freeways. On lower-speed, lower-class highways, some judgment must be used. On

highways without access control, the median barrier must terminate at each at-grade intersection,
which is undesirable. In addition, lower speeds will reduce the likelihood of a crossover accident.
On non-freeways, the designer should evaluate the accident history, traffic volumes, travel speeds,
median width, alignment, sight distance and construction costs to determine an appropriate median
barrier.
13-5.02 Median Barrier Types
All new installations of median barrier on NHS roadways must meet the TL-3 crash testing criteria in
NCHRP Report 350. Figure 13-5A presents the types of median barriers which are typically used by the
Department. The figure summarizes the hardware requirements for each system. Unless indicated
otherwise, all types have met TL-3 criteria in NCHRP Report 350. Section 13-5.03 provides additional
guidance on the selection of median barriers.
13-5.02.01 Metal Beam Rail (Type MD-I)
Metal beam rail (Type MD-I) is a weak-post flexible median barrier. Its performance is similar to metal
beam rail (Type R-I). FHWA has tested Type R-I guide rail at TL-3 and it failed. As a result,
corresponding median Type MD-I has also been deemed a failure. Therefore, Department policy is that
no new installations of this system will be allowed on any State-owned roadway.
13-5(2)
Metal Beam Rail Double Faced PCBC Merritt Parkway Median

System
(Type MD-B 350) F-Shape Barrier
AASHTO Designation SGM06a (Modified) SGM10b (Modified) N/A
General Type Strong-post Semi-rigid Rigid Rigid
Standard Post Spacing 1905 mm N/A N/A
Deflection Distance 1.2 m 0 0

ROADSIDE SAFETY
Post Type W150 x 13.5 Steel N/A N/A
Beam Type Two Steel W Sections N/A N/A

Two 150 mm x 200 mm x 330
Offset Brackets mm Recycled Plastic Block N/A N/A
outs
Note: The Merritt Parkway Barrier has been designed for use solely on the Merritt Parkway where only passenger cars are present. It
is not suitable for use where there are trucks allowed in the traffic mix. See the Connecticut Standard Sheets.
TYPICAL MEDIAN BARRIER TYPES

Figure 13-5A
April 2002
13-5.02.02 Metal Beam Rail (Type MD-B)
Metal beam rail (Type MD-B) is a strong-post semi-rigid system with steel posts and steel block outs. Its
performance is similar to metal beam rail (Type R-B). FHWA has tested Type R-B guide rail at TL-3 and
it failed. As a result, corresponding median Type MD-B has also been deemed a failure. Therefore,
Department policy is that no new installations of this guide rail will be allowed on any State-owned
roadway.
13-5.02.03 Metal Beam Rail (Type MD-B 350)
Metal beam rail (Type MD-B 350) is a strong-post semi-rigid median barrier with steel posts and recycled
plastic block outs. Its performance is similar to metal beam rail Type R-B 350. MD-B 350 median guide
rail is most applicable in medians with narrow or intermediate widths on non-freeways. One special
application for MD-B 350 is to separate adjacent on/off ramps at interchanges.
13-5.02.04 Double-Faced F-Shape PCBC
As discussed in Section 13-4.01.07, the Department’s choice for new permanent median PCBC is the
1145-mm F-shape. See the latest Guide Rail Policy and Procedure in Appendix A.
When installing median PCBC, the distance between the edge of traveled way and the concrete median
barrier should not exceed 3.6 m as illustrated in Figures 4I and 5K.
13-5.02.05 Merritt Parkway Median Barrier
Two individual roadside sections of the standard steel-backed timber guide rail discussed in Section 13-
4.01.08 may be used in the median on the Merritt Parkway when the median is greater than or equal to
4 m wide. Two individual roadside sections of System 2 or System 3 shown in the Connecticut Standard
Sheets may be used when the median is between 2 m and 4 m wide. Ideally, designers should install the
appropriate steel-backed timber guide rail system with the proper deflection needed for the site.
Where the median width is too narrow to accommodate the deflection of the steel-backed timber guide
rail, the Merritt Parkway median barrier will be used. See the Connecticut Standard Sheets for more
details on its use and placement.
13-5(4) ROADSIDE SAFETY April 2002
13-5.03 Median Barrier Placement
The ideal location for the median barrier is in the center of the median which will provide a maximum clear
recovery area for each direction of travel. The presence of excessive slopes or existing drainage in the
center may make it impossible to locate a barrier there. Therefore, the following criteria will apply:
1. Slopes. A median barrier should not be placed where the roadside slope up to the barrier exceeds
1:10. For a PCBC, the slope leading up to the barrier will be the shoulder slope. Existing median
slopes greater than 1:10 should be flattened to a desirable 1:12 rate or maximum 1:10 rate.
Figure 13-5B illustrates three basic types of sloped medians. The following discusses each type;
it assumes a median barrier is warranted:
a. For Cross Section I, the designer should determine if the individual slopes warrant
protection based on the criteria in Section 13-3.0. If both slopes warrant protection
(Illustration1), guide rail should be placed at “b” and “d”. If one slope warrants protection,
a median barrier should be placed to shield that slope. If neither slope warrants protection
and both slopes are steeper than 1:10 (Illustration 2), a median barrier should be placed
at “b” or “d”, whichever is shielding the steeper slope. If the slopes are 1:10 or flatter
(Illustration 3), the median barrier should be placed slightly to one side of the center of the
median so that it does not interfere with highway drainage.
b. For Cross Section II, the slope in the median will determine the proper treatment. If the
slope is between 1:10 and 1:4 (Illustration 4), the median barrier should be placed at “b.”
If the median slope is 1:4 or steeper, guide rail at “b” is the only necessary treatment. If
the median slope is a roadside hazard (e.g., rough rock cut) (Illustration 5), guide rail
should be placed at both “b” and “d.” If the median slope is 1:10 or flatter (Illustration 6),
the median barrier should be placed in the center of the median.
c. For Cross Section III (Illustration 7), the redirective capacity of the median slope will
determine the proper treatment. If the median slope is 1:4 or steeper and > 1 m in
vertical height, no roadside nor median barrier is necessary. If the median slopes are
flatter than 1:4 and/or < 1 m in vertical height, the median barrier should be placed at the
apex of the cross section.
SLOPED MEDIANS
Figure 13-5B
13-5.03.01 Divided Median Barriers
It may be necessary to intermittently divide a median barrier. The slope criteria in Section 13-5.03 or a fixed
object in the median may require this. The median barrier may be divided by one of these methods:
1. A fixed object may be encased by an F-shaped PCBC.
2. A single-faced F-shaped PCBC may be used on both sides to shield a fixed object. Backfilling may
be necessary.
3. Metal beam rail MD-B 350 may be split into two separate runs of guide rail passing on either side
of the median hazard (fixed object or slope).
If a median barrier is split, the design should adhere to the acceptable flare rates (Figure 13-6A). Where
practical, the flare rate should be 50:1.
The designer should note that, when a vehicle impacts a PCBC, the vehicle may lean over the top of the
barrier and strike bridge piers, sign supports, etc., that have been placed on the top of or immediately behind
the barrier. If practical, fixed objects should be placed on the outside of the highway beyond the clear zone,
instead of on top of or immediately behind the PCBC. For an 1145 mm F-shape precast concrete barrier
curb a 1.22 m minimum set back from the face of the curb line to the face of the obstruction should be used.
Note that a vertical faced concrete barrier helps to reduce vehicle lean over the top of the barrier. Where
a 1.22 m set back for the F-shape barrier cannot be met, an 1145 mm tall vertical faced barrier can be used
with a 0.91 m minimum set back from the curb line to the face of the obstruction. When a PCBC is
transitioned to a vertical faced barrier for this purpose, a transition section should be used on the leading end
followed by 30 m of vertical barrier prior to the fixed object. The barrier should then be carried past the fixed
object with one additional section of barrier and then transitioned back to the PCBC.
13-5.04 Glare Screens
Headlight glare from opposing traffic can be bothersome and distracting. Glare screens can be used in
combination with median barriers to eliminate this problem. The Department has not adopted specific
warrants for the use of glare screens.
The typical application, however, is on urban freeways with narrow medians and high traffic volumes or
between on/off ramps at interchanges where the two ramps adjoin each other. Here, the sharp radii of
curvature and the narrow separation may make headlight glare especially bothersome. Designers should
consider the use of glare screens at these sites especially if the Department has received a significant
number of public complaints.
Blocking headlight glare can be achieved in several ways:
1. Vegetation can be used; however, the designer should not introduce hazardous fixed objects i n a
narrow median.
2. Several commercial glare screens are available. Considering both effectiveness and ease of
maintenance, the paddle glare barrier may be the best choice. These are a series of plastic paddles
which are usually mounted to a PCBC.
Glare screens should be designed for a cutoff angle of 20o. This is the angle between the median centerline
and the line of sight between two vehicles traveling in opposite directions. The glare screen should be
designed to block the headlights of oncoming vehicles up to the 20o cutoff angle. On horizontal curves, the
design cutoff angle should be increased to allow for the effect of the curvature on headlight direction. See
Figure 13-5C. The criteria is:
Cutoff Angle = 20 + 1746.8/R

where R = Curve radius, m
The designer should also evaluate the impact of a glare screen on horizontal sight distance on curves to the
left. The screen could significantly reduce the available middle ordinate for stopping sight distance. See
Section 8-2.0 for a discussion of sight distance at horizontal curves.
13-5.05 Disposition of Existing Median Barriers
13-5.05.01 NHS Facilities
Refer to the latest Guide Rail Procedure in Appendix A for disposition of existing median barriers on the NHS
facilities and the Merritt parkway.
13-5.05.02 All Other Facilities
It is Department Policy that all future and existing roadside safety hardware meet the crash testing
requirements presented in NCHRP Report 350. Therefore, when any of the longtitudinal barriers listed in the
Guide Rail Procedure are encountered within the limits of a project, designers should upgrade the guide rail
to the new standards.
Temporary median Jersey-shaped PCBC may continue to be used for maintenance and protection of traffic
during construction, provided that positive moment conection between barriers, as shown in the Miscellaneous
Connecticut Details, is incorporated.
CUTOFF ANGLE FOR GLARE SCREENS

Figure 13-5C
13-6.0 GUIDE RAIL LAYOUT
13-6.01 Length of Need
The Department's criteria for determining the length of need is as follows:
1. Terminal Outside The Clear Zone. The Connecticut Standard Sheets illustrate the typical
treatment for leading end anchors of R-B 350 or MD-B 350 guide rail placed outside the
clear zone as determined from Section 13-2.0. Where this layout cannot be achieved, see
Comment #2.
2. Terminal Within The Clear Zone. Designers should use Section 5.6.4 in the RDG to
determine the length of need for all leading ends of guide rail located within the clear zone.
13-6.02 Flare Rate
It may be necessary to laterally relocate a run of guide rail to terminate the end anchorage outside
the clear zone or to meet a bridge parapet. This lateral relocation may increase the angle of impact
on the guide rail. Therefore, guide rail flare rates should be based on Figure 13-6A.
13-6.03 Lateral Placement
Guide rail should be placed as far as practical from the edge of the traveled way. This will minimize
the chance that it will be struck. The following factors should be considered when determining guide
rail lateral placement:
1. The dynamic deflection distance of the guide rail, as shown in Figure 13-4D, should be met.
2. At a minimum, 0.6 m should be provided between the back of the guide rail post and the
break in the fill slope. This will provide the necessary soil resistance for the post. In addition,
on fill slopes steeper than 1:2, three cable guide railing should not be installed unless the
distance between the back of the post and the break in the fill slope is at least 2.4 m.
3. Drivers tend to "shy" away from continuous longitudinal obstacles along the roadside, such
as guide rail. Therefore, the minimum lateral guide rail offset without curbing should be
based on Figure 13-6B.
Flare Rate for Barrier Beyond Shy Line

Design Speed Flare Rate for Barrier
(km/h) Inside Shy Line Rigid Flexible/Semi-Rigid
50 13:1 8:1 7:1

60 16:1 10:1 8:1
70 18:1 12:1 10:1
80 21:1 14:1 11:1
90 24:1 16:1 12:1
100 26:1 18:1 14:1
110 30:1 20:1 15:1
GUIDE RAIL FLARE RATES

Figure 13-6A
Design Speed Shy Line Offset

(km/h) (m)
50 1.1
60 1.4
70 1.7
80 2.0
90 2.2
100 2.4
110 2.8
120 3.2
MINIMUM LATERAL OFFSET FOR GUIDE RAIL WITHOUT CURBING

(from Edge of Traveled Way)
Figure 13-6B
13-6.04 Curbs and Curb/Barrier Combinations
When the tires of an errant vehicle strike a curb, the impact tends to bounce the vehicle upwards
which may contribute to vaulting or penetration of the rail. This problem is increased when curbs are
located between 0.3 m and 3.0 m in front of guide rail. When the destabilizing or vertical bounce of
the vehicle acts in combination with the longitudinal barrier, undesirable results may occur. The
placement of curbing in conjunction with guide rail must be considered carefully.
The following criteria will apply for curb and curb/barrier combinations on high-speed (V> 80 km/h)
roadways:
1. Curbing of any height is not permitted for use in conjunction with either concrete barriers or
attenuating devices. Refer to Bridge Design for exceptions at abutments.
2. Curbing should not be used in gore areas or wide medians. Existing curbing should be
removed wherever practical.
3. When curbing is necessary for drainage control on high-speed roadways, a maximum height
of 100 mm may be used. W-beam guide rail will be installed with the face of the rail flush
with the face of the curbing and the height of the rail measured from the gutter line.
However, where railing is behind a sidewalk, measure it from the top of the sidewalk. See
the Connecticut Standard Sheets for 100-mm park curbing.
4. Curbing must not be placed along high-speed highways to shield pedestrians. Curbing is
ineffective as a barrier and, at high speeds, vehicles that contact curbing are at an increased
risk of departing the traveled way and encroaching into areas frequented by pedestrians.
5. Due to the propensity for vehicles to vault or roll over W-beam guide rail when used with
curbing, the allowable guide rail deflection should not exceed 1.2 m.
6. Three cable guide rail when used with curbing shall be placed a maximum of 0.3 m from
the face of curbing. The installation height will be measured from the top of pavement.
7. Refer to the Guide Rail Procedure and Connecticut Standard Sheets for transition curbing
at bridge parapets.
The following criteria will apply to curb and curb/barrier combinations on low-speed (V @ 80 km/h)
roadways:
1. Curbing of any height is not permitted for use in conjunction with either concrete barriers or
attenuating devices. Refer to Bridge Design for exceptions at abutments.
2. For general guidance, curbs may be used in low-speed situations where justified by present
or anticipated pedestrian traffic. Use of vertical faced curbing should be avoided. The
preferred curb choice is the park curb.
3. When curbing is used in conjunction with any guide rail type, the face of rail should be
placed no more than 0.3 m from the face of curbing.
4. When a sidewalk is present, the guide rail should typically be placed with the rail element
flush with the back of the sidewalk.
13-6.05 Placement on Slopes
If guide rail is improperly located on slopes, an errant vehicle could impact the rail too high or too
low, causing destabilization of the vehicle. Therefore, the following criteria will apply:
1. W-beam guide rail should not be placed on a cut or fill slope steeper than 1:10. This also
applies to the areas in front of the flared section of guide rail, if used. See Figure 13-6C.
2. Three cable guide rail may be placed on slopes between 1:10 and 1:6 when needed (i.e., barn-
roof sections). It has been demonstrated through crash test evaluation that the cable engages
vehicles better than other rail systems for this range of slopes.
Note: When the hazard being shielded is A4.5 m from the edge of traveled way.
SLOPES IN FRONT OF GUIDE RAIL

Figure 13-6C
13-6.06 Minimum Length and Guide Rail Gaps
Short runs of guide rail have limited value and should be avoided. As a general rule, the three cable
guide railing should have at least 60 m of length at full height. Type R-B 350 guide rail should have
at least 26 m of length at full height. Likewise, short gaps between runs of guide rail are undesirable.
In general, gaps less than 60 m between guide rail termini should be connected into a single run.
However, this may not be possible on roadways with numerous driveway openings. Whenever
possible, removal of the need for guide rail should be investigated to prevent short runs of guide rail
or multiple short gaps of guide rail.
13-6.07 Treatment at Intersecting Roads and Driveways
Guide rail runs on non-freeway facilities must often be interrupted by intersecting roads and
driveways. Figure 13-6D presents the typical treatment that should be used for terminating guide rail
at intersecting roads and driveways. When using this figure, the designer should consider the
following:
1. Studies have shown that there is an increased chance for vehicles to impact this type of guide
rail installation at 90o. Because of the potential for high-angle impact, three cable guide
railing should not be used.
2. The guide rail should be flared away from the main road to allow sufficient sight distance for
vehicles on the intersecting road or driveway.
3. The slope between the main line and the guide rail should not exceed 1:10.
4. The end treatments should meet the criteria in Section 13-7.0.
5. The designer should ensure that the treatment reflects the applicable safety considerations
for the intersecting road or driveway.
6. On intersecting roads and driveways with design speeds of V @ 80 km/h, designers

should investigate the possibility of using the "Washington Curved Guide Rail Treatment."
Refer to Appendix A for design criteria and the Connecticut Standard details.
7. Curbing should not be used in the area where guide rail is flared for the sight line.
Note: Refer to Appendix A for the Washington Curved Guide Rail Treatment for application at
sharp radii where V @ 80 km/h.
GUIDE RAIL TREATMENT AT INTERSECTING ROADS AND DRIVEWAYS

Figure 13-6D
13-6.08 Guide Rail Curvature Criteria
Guide rail must sometimes be placed on the inside of radii at, for example, interchange ramps. This
condition presents a problem when standard post spacings are used because a vehicle may impact
the guide rail at close to 90o. Therefore, the post spacing on radii must be decreased. The criteria for
guide rail post spacing on radii is presented in Figure 13-6E.
Radius of Curve Acceptable Guide Rail Type
3 cable @ 4900-mm post spacing

R A 220 m
Type R-B 350
3 cable @ 3660-mm post spacing

220 m > R > 135 m
Type R-B 350
135 m > R > 11 m Type R-B 350
R < 11 m Refer to Washington Treatment Details
Note: R-B 350 guide rail must be shop fabricated for radii < 45 m. Three cable guide rail should
not be used for radii < 135-m.
CRITERIA FOR GUIDE RAIL CURVATURE

Figure 13-6E
13-6.09 Transitions
13-6.09.01 Transitions Within Same Type System
Where conditions allow, designers should always choose the guide rail with the largest dynamic
deflection possible. This selection will be governed by the available distance between the guide rail
and the hazard. However, there may be sites where this distance is interrupted by short sections
where the available deflection distance is less. The desirable treatment, if practical, is to stiffen the
existing guide rail by tightening up the post spacing through the section of reduced deflection
distance. Transitions for metal beam rail are illustrated in the Connecticut Standard Sheets, and
reduced post spacing for different rail types are listed in Figure 13-4D.
13-6.09.02 Transitions Between Systems
Figures 13-6F and 13-6G illustrate the various transition treatments between two different systems.
Normally, overlap transitions between two different guide rail types are undesirable. However, they
may be necessary, for example, when a new guide rail meets a different type of existing guide rail
of considerable length. See the Connecticut Standard Sheets for illustrations of R-B 350 guide rail
transitions to bridge parapets.
From To Transition By Reference
R-B 350 Parapet/Barrier Leading End Rail Standard Sheets

R-B 350 3-cable Overlap Figure 13-6G
R-B 350 R-I Rail system Standard Sheets
Parapet/Barrier R-B 350 Trailing End Rail Standard Sheets
GUIDE RAIL TRANSITIONS

Figure 13-6F
13-6.10 Pavement for Railing
In general, herbicides will be used to control growth under the railing. However, bituminous concrete
will be used 1) under the railing when the railing is within a public water supply watershed area, and
2) at the approaches to bridges over streams and rivers. The application of herbicide is the
responsibility of the Office of Maintenance and will not be included in construction contracts.
Public water supply watershed areas can be located in the "Atlas of the Public Water Supply Sources
and Drainage Basins of Connecticut," D.E.P. Bulletin No. 4. In all other areas and when the water-
course is less than 15.24m from the road and paralleling it, use processed aggregate under the rail.
Pavement for railing may be used under the W-beam End Terminals, as specified in the Guide Rail
Procedure. See Department Standard grading details for impact attenuators.
January 1999
ROADSIDE SAFETY
* Use 1:8 maximum for V @ 80 km/hr and 1:15 maximum for V > 80 km/hr
Note: Transitions are overlapped to prevent the errant vehicle from overrunning the lapped rail and being released into the area
of concern. Grading in the transition area should be 1:12 typical, 1:10 maximum.
13-6(9)
TRANSITIONS BETWEEN DIFFERENT RAIL TYPES
Figure 13-6G
13-6.11 Placement on High Fills with Sidewalk and Utility Pole Lines.
Theoretically, the preferred location for guide rail is behind the sidewalk with the utility pole line
located at the guide rail deflection distance plus 0.3 m. In most locations, the pole would then be
placed at least five meters from the edge of the roadway. This is beyond the practical distance for
which utility lines can be easily maintained and would increase the likelihood of the lines being too
close to buildings. In practice, the utility poles will usually be placed within a utility strip/snow shelf
between the street and the sidewalk. In high-speed areas where there are few driveway breaks
requiring guide rail between the street and the walk, consideration should be given to placing the rail
adjacent to the curb and the utility poles immediately behind the walk. See Utility Pole Placement
Policy in Section 13-2.04.
13-7.0 IMPACT ATTENUATORS
13-7.01 General
Impact attenuators may be categorized as either inertial or compression systems. Inertial systems are
designed to transfer the kinetic energy of a vehicle to a series of yielding masses. Sand barrel arrays
are a typical example. Compression systems are designed to absorb the energy of the vehicle by the
progressive deformation or crushing of the elements of the system. W-beam end terminals are a
typical example.
13-7.01.01 Definitions
Designers are encouraged to fully understand the following definitions before specifying impact
attenuators:
1. Critical Impact Point (CIP). For a given test, the CIP is the initial point of vehicular contact
along the longitudinal dimension of a feature judged to have the greatest potential for causing
a failure.
2. Length of Need (LON). That part of a longitudinal barrier or terminal designed to contain
and redirect an errant vehicle.
3. Crash Cushion (Impact Attenuators). A device designed primarily to safely stop a vehicle
within a relatively short distance.
4. Redirective Crash Cushion. A device designed to contain and redirect a vehicle impacting
downstream from the nose of the cushion.
5. Non-Redirective Crash Cushion. A device designed to contain and capture a vehicle

impacting downstream from the nose of the cushion.
6. Gating Device. A device designed to allow controlled penetration of the vehicle when
impacted between the nose and the beginning of the LON of the device.
7. Non-Gating Device. A device designed to contain and redirect a vehicle when impacted
downstream from the nose of the device. An end terminal or a crash cushion with redirection
capabilities along its entire length is a non-gating device.
13-7.01.02 Crash Cushion and End Terminal Types.
As with all roadside safety appurtenances, impact attenuators used on the State-owned highway
system must satisfy NCHRP Report 350 criteria (TL-3 minimum). When determining the appropriate
type of impact attenuator, the designer should refer to the latest Guide Rail Procedure for
Department approved systems.
13-7.01.03 Crash Cushion Selection
Crash cushions are most often installed to shield fixed-point hazards which are close to the traveled
way. Examples include exit gore areas, bridge piers and non-breakaway sign supports. Crash
cushions are often preferable to guide rail to shield these hazards. They offer a smaller target area
and often cost less than a guide rail installation. However, when these hazards are a considerable
distance from the traveled way, guide rail is usually preferred.
The selected crash cushion must be compatible with the specific site characteristics. This includes
a consideration of:
1. the width of the hazard to be shielded,

2. the need for redirective capability,
3. the anticipated frequency of impact,
4. any attenuation capacity after impact,
5. the initial cost of the system, and
6. maintenance of the crash cushion.
13-7.01.04 Crash Cushion Design
Once a crash cushion system has been selected, the designer must ensure that its design is compatible
with the traffic and physical conditions at the site. All of the Department approved crash cushions
are patented; therefore, the designer should contact the manufacturer of the system for assistance.
The following presents additional information on the design of crash cushions:
1. Deceleration. For all safety appurtenances, acceptable vehicular deceleration is determined

by the occupant impact velocity measured during full-scale crash tests. These are discussed
in detail in NCHRP Report 350 Recommended Procedures for the Safety Performance of
Highway Features. The crash cushion should be designed to meet the recommended
acceptance limits for deceleration.
2. Impact Speed. To determine the length and/or layout of a crash cushion, the appropriate
design speed must be selected. Figure 13-7B presents the criteria for selecting the initial
impact speed for designing the crash cushion.
3. Placement. Several factors should be considered in the placement of a crash cushion:
a. Level terrain. All crash cushions have been designed and tested for level conditions.
Vehicular impacts on devices placed on a non-level site could result in an impact at
the improper height which could produce undesirable vehicular behavior. Therefore,
the crash cushion should be placed on a level surface or on a cross slope not to
exceed 5 percent.
Crash Cushion Impact Speed

Highway Design
(km/h)
Speed (V)
(km/h) Freeways Non-Freeways
V > 100 100 100

80 < V < 100 100 Design Speed
V < 80 -- 70
IMPACT SPEED FOR CRASH CUSHIONS

Figure 13-7B
b. Curbs. Curbs in front of or along the side of a crash cushion can induce vehicular
vaulting. This may result in impacts at an improper height or in other undesirable
vehicular behavior. Therefore, no curbs shall be designed for new projects at
proposed crash cushion locations. On projects where existing crash cushions are
present with curbing, the curbing shall be removed and drainage redesigned where
necessary.
c. Surface. A paved, bituminous or concrete pad may be needed under some of the
crash cushions. The manufacturer’s recommendations will prevail.
d. Elevated Structures. There is some concern that the unanchored inertial systems may
walk or crack due to the vibration of an elevated structure. This could adversely
affect its performance. Therefore, designers should locate gore areas, etc., to avoid
the use of crash cushions on a structure.
e. Reserve Area. The designer should, as early as practical in the project design process,
determine the need for and approximate dimensions of a crash cushion. This will
avoid late changes which could significantly affect the project design. Figure 13-7C
provides recommended criteria for the crash cushion reserve area.
13-7.02 End Treatment Selection
Guide rail end treatments present a potential roadside hazard if not properly selected, designed, and
installed. Department policy is that all new end treatments installed on the State-owned highway
system must meet the NCHRP Report 350 criteria (TL-3 minimum). This Section discusses those
treatments which are acceptable for use.
13-7.02.01 End Treatment Design
For the leading ends of metal beam rail Type R-B 350 guide rail, the following will apply:
1. End Anchorage Outside Clear Zone. The preferred end treatment is to flare the guide rail
to outside the clear zone and use the End Anchorage Type I. See the Connecticut Standard
Sheets for details of the Type I end anchorage.
2. Earth Cut Slope and Rock Cut Anchorages. Wherever practical, use these anchorages for
the R-B 350. They eliminate the possibility of an errant vehicle striking the terminal end or
running behind the terminal. The Connecticut Standard Sheets illustrate the details for these
anchorages with the R-B 350.
3. Terminal Within Clear Zone (NHS). If a crash worthy end terminal is needed to anchor W-
beam guide rail within the clear zone, designers should choose an impact attenuator from the
approved list in the latest Guide Rail Procedure in Appendix A. When the recommended
length of need in not attainable due to intersecting roads or driveways and when the use of
an impact attenuator or 3-cable guide rail is inappropriate, a radius rail with a Type II end
anchor may be placed down the driveway. In some cases, an easement for placement of the
anchor may be required. Refer to Section 13-6.07 for details and sight line requirements.
4. Terminal Within Clear Zone (Non-NHS). As with NHS roadways, designers should strive
to anchor w-beam guide rail by extending the anchor outside the clear zone and/or anchoring
the end in an earth cut slope or rock outcrop. An impact attenuator may be used as a last
option only if all grading requirements and design features can be obtained. Refer to
Department grading plans for impact attenuators. If the above options are not appropriate,
designers may consider regrading the roadside so that a proper anchor can be installed.
Refer to Figure 13-6D for guide rail treatment at intersecting roads and driveways.
MARCH 2000
January 1999
ROADSIDE SAFETY
Dimensions for Crash Cushion Reserve Area
(meters)
Design Speed Minimum
on Mainline
Restricted Unrestricted Preferred
(km/h)
Conditions Conditions
N L F N L F N L F
80 2 2.5 0.5 2.5 3.5 1 3.5 5 1.5
90 2 5 0.5 2.5 7.5 1 3.5 10 1.5
100 2 8.5 0.5 2.5 13.5 1 3.5 17 1.5
110 2 11 0.5 2.5 17 1 3.5 21 1.5
13-7(5)
RESERVE AREA FOR CRASH CUSHION IN GORES
Figure 13-7C
For the trailing ends of metal beam rail Type R-B 350 guide rail, the following will apply:
1. Undivided Facilities (NHS). The above criteria for the approach ends of Type R-B 350 also
applies to its trailing end on a two-way facility and on an undivided multi-lane facility.
2. One-Way Roadways (NHS and Non-NHS). These include interchange ramps and one
roadway of a divided facility. In these cases, the trailing end of Type R-B 350 may be the
End Anchorage Type I placed within the clear zone. The rationale is that the end anchorage
cannot be impacted head on.
13-7.02.02 Three Cable Guide Rail
It is not necessary to place the end anchorage outside of the clear zone. The following applies to its
end treatments:
1. End Anchorage Type I. This is the preferred end treatment.
2. End Anchorage Type II. This terminal is used where narrow openings must remain for
driveways, crossing roads, etc., and the use of the End Anchorage Type I is impractical.
See the Connecticut Standard Sheets for the use of each end treatment with three cable guide rail.
13-7.02.03 Merritt Parkway
See the Connecticut Standard Sheets and the latest Guide Rail Procedure in Appendix A for
acceptable end treatments.
13-7.02.04 Metal Beam Rail Median Barrier (Type MD-B 350)
The Department uses these types of terminal treatments for the Type MD-B 350:
1. End Anchorage Type I. This treatment is used when the median metal beam rail can be flared
to a point outside the clear zone or to another safe location. The details for this terminal type
are illustrated in the Connecticut Standard Sheets.
2. Terminal End Treatments. There are several types of special end treatments available for
median metal beam rail. These end treatments are used where the terminal end for the
median rail cannot be flared to a point outside of the clear zone (e.g., in narrow medians).
The selection of the appropriate end treatment will be based on a case-by-case assessment
considering initial cost, maintenance, grading requirements, etc. Refer to the Guide Rail
Procedure in Appendix A for the Department approved list.
MARCH 2000
When the medial rail extends down an on/off ramp to a T intersection, an MD-B End
Anchorage Type I may be used. The anchor shall be placed so that sight line is not
compromised and that clear zone requirements for the intersecting road is met.
13-7.02.05 Concrete Median Barrier
A variety of situations exist on Connecticut roadways where the leading ends of concrete
barriers require shielding. Refer to the Guide Rail Procedure in Appendix A for the
Department approved list.
MARCH 2000
13-8.0 REFERENCES
1. Roadside Design Guide, AASHTO.
2. Guide for Selecting, Locating, and Designing Traffic Barriers, AASHTO, 1977.
3. A Supplement to A Guide for Selecting, Locating, and Designing Traffic Barriers,

Texas Transportation Institute, March, 1980.
4. Safety Design and Operational Practices for Streets and Highways, FHWA, March,
1980.
5. FHWA-IP-83-4 A Procedure for Determining Frequencies to Inspect and Repair

Highway Safety Hardware, December, 1983.
6. Research Report 67-1 New Highway Barriers, The Practical Application of

Theoretical Design, New York Department of Public Works, May, 1967.
7. NYSDOT-ERD-76-RR38 Testing of Highway Barriers and Other Safety

Appurtenances, New York State Department of Transportation, December, 1976.
8. Transportation Research Record 970, “Development of Proposed Height Standards

and Tolerances for Light-Post Traffic Barriers,” James E. Bryden, 1984.
9. “A Roadside Design Procedure,” James Hatton, Federal Highway Administration,

January, 1974.
10. FHWA/NY/RR-80/83 Crash Tests of Sharply Curved Light-Post Guide rail, New
York State Department of Transportation, July, 1980.
11. NCHRP Report 150 Effect of Curb Geometry and Location on Vehicle Behavior,
Transportation Research Board, 1974.
12. NCHRP Report 158 Selection of Safe Roadside Cross Sections, Transportation
Research Board, 1975.
13. NCHRP Synthesis 66 Glare Screen Guidelines, Transportation Research Board,

December 1979.
14. NCHRP Report 350 Recommended Procedures for the Safety Performance of
Highway Features, Transportation Research Board, 1993.
15. Crash Cushions -- Selection and Design Criteria, FHWA, 1975.
16. “Crash Cushions, Safety Systems,” Technical Notebook, Energy Absorption Systems,
Inc.
January 1999 ROADSIDE SAFETY 13-A(1)
Appendix
This Appendix to Chapter Thirteen presents the following:
1. Guide Rail Procedure
2. FHWA Technical Advisory T5040.32 “Curved W-Beam Guardrail Installations at

Minor Roadway Intersections.”
April 2000
When the American Association of State Highway and Transportation Officials and Federal
Highway Administration’s (AASHTO-FHWA) agreement regarding the National Cooperative
Highway Research Program (NCHRP) Report 350 was published in 1997, the Department
developed a procedure for its implementation dated, December 1, 1997. The following
procedure will supersede that guide rail procedure.
It has always been Department practice to attempt to provide the traveling public with a
forgiving roadside. Although a forgiving roadside is not always possible, every effort should be
made to eliminate the need for railing. When all means to remove the need for railing have been
exhausted, designers should refer to the following procedure and Chapter 13 of the
Department's Highway Design Manual (HDM). When special instances arise, that are not
addressed in this procedure, the appropriate Division Manager must approve alternate designs.
Section 13-A.01: National Highway System (NHS) and State

Roadways with Design Speeds > 80kph and/or Traffic Volumes > 6000
vpd and all Freeway Ramps
13-A.01.a Railing: All new roadside safety appurtenances installed on NHS and State
roads, as noted above must meet the testing criteria found in NCHRP Report 350 Test Level 3
(TL-3) or better.
1. When any of the longitudinal barriers requiring removal, as listed below, are within the
limits of a project, and their need cannot be eliminated, the railing shall be replaced with a
barrier chosen from the approved longitudinal barrier list.
Longitudinal Barriers Requiring Removal:

a) Two-cable on wood posts.
b) Three cable with steel bracket on steel or wood posts.
c) R-I and MD-I w-beam guide rails on weak steel posts.
d) R-B and MD-B w-beam guide rails with the steel blockouts.
Approved Longitudinal Barriers:

a) Three Cable Guide Railing (I-Beam Posts), TL-3.
b) R-B 350 and MD-B 350 w-beam guide rail with polyethylene blockout, TL-3.
c) 1145 mm F-shaped Precast Concrete Barrier Curb (PCBC), TL-5.
d) 152 mm x 152 mm roadside box beam, TL-3 *
e) 152 mm x 200 mm median box beam, TL-3. *
f) Thrie-beam 350 guide rail with modified steel blockout, TL-4+. *
g) Innovative Barriers. See Section 13-A.01.e.
* Note: These barriers may only be used with the written permission of the Transportation Engineering Administrator.
1 of 8
April 2000
2. New installations of R-I, MD-I, R-B, and MD-B guide rail are prohibited.
3. New R-B 350 guide rail including systems, anchors, and transitions installed on limited
access highways and ramps shall use 10 gauge w-beam rail elements. Standard sheets have
been revised to include this change.
4. Existing guide rail types R-I, MD-I, R-B, and MD-B shall be either eliminated,
replaced, or converted to R-B 350 or MD-B 350. See Department Specifications.
5. Avoid gaps less than 60 m between guide rail end anchors.
13-A.01.b Anchors:
1. Leading-end, turned-down end anchors, except three cable guide railing

(I-Beam Posts), are no longer allowed within the clear zone. Refer to HDM Section 13-2 for
clear zone applications. Existing leading end anchors within the limits of a project in the clear-
zone shall be either flared away from the roadway to meet clear-zone requirements, anchored
into an earth-cut slope, attached to a rock face or, as a last option, installed with an impact
attenuator. When proposing an impact attenuator, refer to the attached chart for design
parameters and the Department's standard sheets for grading requirements. There shall be no
curbing in front of, or fixed objects in the vicinity of, any impact attenuator.
2. Remove all existing leading-end blunt ends and terminate the rail using an appropriate
end treatment chosen from Section 13-A.01.b1 above.
3. Pavement for railing shall be used only within public water supply watershed areas and
at the approaches to bridges over waterways. In all other areas and when the water course is
greater than 15.24 m from the road and paralleling it, use processed aggregate under railing.
Some impact attenuators require a deck structure and others may be installed with processed
aggregate or pavement for railing.
4. Trailing-end, turned-down end anchors for w-beam guide rail may continue to be
placed within the clear-zone on divided or one-way roadways. On bi-directional
roadways, the trailing-end, turned-down end anchor shall be placed outside the
clear-zone. The clear-zone, in this case, is measured from the centerline of the road to the last
post before the turndown. The concrete anchor for the turndown shall then be measured and
placed as shown on the Department's standard sheets.
5. When the recommended length of need is not attainable due to intersecting roads or
driveways and when the use of an impact attenuator or three cable guide rail is inappropriate, a
radius rail with a Type II end anchor may be placed down the driveway. In some cases, an
easement for placement of the anchor may be required. Refer to the HDM Section 13-6.07 for
details and sight line requirements.
2 of 8
April 2000
13-A.01.c Guide Rail to Bridge Rail Transitions:
1. At this time, the R-B 350 transition to a vertical-shaped bridge parapet has successfully
met NCHRP Report 350 guidelines. FHWA has scheduled testing for the
R-B 350 transition to a safety-shaped parapet and expects results by September of 2000.
(Both of these transitions were originally approved by FHWA per NCHRP Report 230
guidelines.)
2. All existing bridge rail transitions not meeting NCHRP Report 230 requirements within
the limits of a project shall be converted to one of the R-B 350 guide rail transitions. A
deficient-approach guide rail is one where the rubrail is not attached to the parapet, where the
system improperly transitions strength, or where the system is completely unattached.
3. The R-B 350 trailing-end bridge attachment shall only be designed for
single-direction roadways. All four corners of a bridge on a bi-directional roadway shall be
treated as an approach end regardless of clear-zone requirements.
13-A.01.d Curbs and Curb/Barrier Combinations :
1. The standard curb used on high-speed, high-volume NHS or State roadways shall be
the 100 mm bituminous concrete park curbing shown in the Department standard sheets.
2. When w-beam guide rail is installed without curb, it may be placed 305 mm or more
from the edge of pavement only on slopes 1:10 or flatter. If the rail is installed within 600 mm of
the edge of shoulder, the rail height is measured from the shoulder slope extended to the rail. If
the rail is installed beyond 600 mm from the edge of shoulder, the rail height is measured from
the ground directly below the rail. Deflection requirements must be adhered to at all times.
3. When w-beam guide rail is installed with curb, install it flush with the face of curb and
measure the rail height from the top of pavement. If curb and sidewalk are present and the rail is
placed behind the sidewalk, measure the rail height from the top of sidewalk. Deflection
requirements must be adhered to at all times.
4. The use of granite stone transition curbing (gstc) has been discontinued. Existing gstc
may remain in place if a 100 mm reveal at the parapet can be obtained to accommodate the R-
B 350 Safety Shape Attachment. If the existing curb does not have a 100 mm reveal, replace it
with the Department standard curb. When installing the R-B 350 Vertical Shape Attachment,
measure the rail height from the top of curb.
3 of 8
April 2000
13-A.01.e Innovative Barriers:
1. Section 328 of the NHS Act entitled Roadside Barrier Technology requires 2.5% of all
barrier installed on the NHS beginning with calendar year 1996 to be innovative. The term
barrier, as used in Section 328, includes both temporary and permanent median and roadside
barrier, but excludes guide rail. The following is a list of NCHRP Report 350 approved
innovative barriers. Designers should review and investigate the possibility of using them in their
projects.
Permanent:
1070 mm high (or higher) Jersey-Shaped PCBC.
1070 mm high (or higher) F-Shaped PCBC. (Dept. standard is 1145mm)
1070 mm high (or higher) Vertical-Shaped PCBC.
1070 mm high (or higher) Single-Sloped PCBC.
13-A.01.f Concrete Barriers:
1. Due to the superior performance during crash tests, FHWA has deemed the
F-Shape PCBC as the preferred barrier shape. Therefore, 1145 mm F-Shape PCBC shall be
used for new construction to provide positive median separation on limited access highways or
when needed on the roadside. Replacement of existing Jersey Shape PCBC within the limits of
a project is not required.
2. Temporary median Jersey-shaped PCBC may continue to be used for maintenance and
protection of traffic during construction provided that positive moment connection between the
barriers as shown in the Department Special Provision 822 or Miscellaneous Connecticut Detail
is incorporated.
13-A.02 Merritt Parkway
13-A.02.a Railing:
1. The Merritt Parkway Guide rail (MPGR) has successfully met NCHRP Report 350
TL-3 guidelines and is approved exclusively for use on the Merritt Parkway. Any existing
longitudinal barrier requiring replacement within the limits of a project shall be replaced with the
MPGR. Refer to Section 13-A.01.a for the list of longitudinal barrier requiring replacement.
13-A.02.b Anchors:
1. A crash-worthy end treatment is not available for MPGR. Use one of the following
applications to anchor the leading-end.
a) Anchor the rail to a rock face.
4 of 8
April 2000
b) Bury the anchor in an earth cut slope.

c) Place the anchor outside the clear zone and bury the end.
d) Bury the anchor in a built-up berm.(Use only as a last option.)
13-A.02.c Guide rail to Bridge Rail Transitions:
1. The MPGR transition to a bridge rail has been successfully crash tested to meet
NCHRP Report 350 TL-3 guidelines. It was tested with gstc and is currently the only place
where new gstc can be installed. Refer to Department standard sheets and the HDM Sections
13-4 and 13-5 for more information.
13-A.03 State Roadways with Design Speeds < 80kph and Traffic
Volumes < 6000 vpd
13-A.03.a Railing:
1. Existing metal beam rail (type R-I and R-B) does not need to be replaced provided it
meets length of need and deflection requirements. The rail shall be extended if the length of need
is inadequate. All other new installations of guide rail should meet the testing criteria in NCHRP
Report 350.
2. Replace rail such as two-cable on wood posts and three cable with steel
brackets on wood or steel posts according to Department standards, even if the run of rail
extends beyond the project limits.
13-A.03.b Anchors:
1. Review existing anchors for location and type. Extend the anchor to meet
clear-zone requirements or anchor it into an earth cut slope or rock face. Use an impact
attenuator only if all grading requirements and design features can be obtained. Refer to
standard grading plans for proper installation. If the railing can be extended up to an additional
60 m to provide proper anchorage, this should be done instead of installing an impact
attenuator. Types R-I and MD-I guide rail needing an impact attenuator will require 7.62 m of
strong post transition before installing the impact attenuator.
2. Do not terminate guide rail at a second rail type unless a transition meeting Department
standards can be applied. Refer to HDM Section 13-6.09.02 and Figure 13-6G.
Never transition or terminate guide rail at a critical juncture such as at the radii of intersections.
3. If the above options are not appropriate, designers may consider re-grading the
roadside so that a proper anchor can be installed. Refer to figure 13-6D in the HDM for guide
rail treatment at intersecting roads and driveways.
5 of 8
April 2000
13-A.03.c Guide Rail to Bridge Rail Transition:
1. Unconnected top rail and/or rubrail for bridge-approach guide rail transitions shall be
connected with an approved transition design meeting the requirements of NCHRP Report 350.
See Department standard sheets. Existing bridge-approach guide rail transitions for types R-I or
R-B are acceptable provided any rubrail is also attached.
13-A.04 Scenic Roadways
1. For installations on scenic roads, the designer will have the option of using ASTM
A-588 steel, “weathering steel” rail elements and posts for metal beam rail, and weathering steel
posts for three cable guide rail (I-beam posts). Where there is a large body of water, such as
major rivers and lakes adjacent to a scenic roadway or within the roadway fill slope, the
designer has the option of using galvanized or weathering steel box beam rail elements and
posts. If the body of water is a potable reservoir, Section 13-3.08 of the HDM governs.
13-A.05 Local Roadways
1. Municipalities are encouraged to use current Department guide rail standards, and
procedures for their roadside safety appurtenances. Refer to Chapters Two, Four, Five and
Thirteen of the HDM.
13-A.06 General
1. When a designer considers using three cable guide rail (I-beam posts), accident history
should be investigated. If the accident history shows a significant number of accidents have
occurred; designers should consider using R-B 350 guide rail instead. In this case, R-B 350
guide rail may be more appropriate because it may remain in services after a hit where as the
three cable may not.
6 of 8
April 2000
CHARACTERISTICS OF IMPACT ATTENUATORS

April 1, 2000
ALL THE SYSTEMS HAVE FHWA APPROVAL PER NCHRP-350 TEST LEVEL III
Trans. to
FHWA W-beam Std. Deck Estimated
Manufacturer or Crash Hazard Rigid Std. Width Bi-direct Redirect
System Approval End Length Structure Comments Cost Mat.
Distributor Cushion Location System (mm) Capable Capable
Date Terminal (mm) Required & Labor
Required
Gating Tangential Systems
yes only if
head of *Use in a median
Distributed by system is where the
Roadside
Road Systems placed outside opposing $3,200 to
SKT-350 4/2/97 yes no and yes 610+H15 15,240 no yes
Inc. clear zone for travelway is > $3,500
*Median
1-915-263-2435 opposing 9.1m away. Site
direction of grading req'd.
traffic
yes only if
system is where the
Manufactured by Roadside
placed outside opposing $3,200 to
ET-2000 Syro/Trinity 12/20/96 yes no and yes 610 15,240 no yes
clear zone for travelway is > $3,500
1-800-321-2755 *Median
opposing 9.1m away. Site
traffic
Gating Flared Systems
*1.2m flare. Use

in a median
Manufactured by Roadside
SRT - 350 where opposing $2,100 to
Syro/Trinity 1/27/98 yes no and yes 910 11,430 no no yes
(Ross-350) travelway is $2,500
1-800-321-2755 *Median
>9.1m away. Site
grading req'd.
yes only if
Distributed by system is where the
Roadside
Road Systems placed outside opposing $2,100 to
FLEAT 350 4/2/98 yes no and yes 610 11,430 no yes
Inc. clear zone for travelway is > $2,500
*Median
1-915-263-2435 opposing 9.1m away. Site
traffic
7 of 8
April 2000
CHARACTERISTICS OF IMPACT ATTENUATORS

April 1, 2000
ALL THE SYSTEMS HAVE FHWA APPROVAL PER NCHRP-350 TEST LEVEL III
Trans. to
FHWA W-beam Std. Deck Estimated
Manufacturer or Crash Hazard Rigid Std. Width Bidirect Redirect
System Approval End Length Structure Comments Cost Mat.
Distributor Cushion Location System (mm) Capable Capable
Date Terminal (mm) Required & Labor
Required
Gating Bi-directional Systems
*Medianwidth
Distributed by Roadside
6.1m or more.
BRAKEMASTER TRANSPO 6/19/97 yes yes *Median yes 610 9125 yes yes yes $5,000
Site grading
1-800-321-7870 and Gore
req'd.
Manufactured by Roadside,
Site grading
C-A-T Syro/Trinity 5/1/96 yes yes Medianand yes 705 9125 no yes yes $5,000
req'd.
1-800-321-2755 Gore
Manufactured by Use to shield
Roadside
ADIEM 350 Syro/Trinity 3/3/97 yes yes no 711 9144 yes yes yes fixed objects 610 $13,500
and Median
1-800-321-2755 mm wide.
Gating Sand Barrel Systems
FITCH
Distributed by Roadside, Primarily used as
UNIVERSAL 1980to 5496 to $375per
TRANSPO 6/28/95 no yes Median& no no yes no a temporary
MODULE unlimited 11887 barrel
1-800-321-7870 Gore barrier
BARRELS
Distributed by Roadside, Primarily used as
ENERGITE III 1980to 5496 to $375per
TRANSPO 6/28/95 no yes Median& no no yes no a temporary
(BARRELS) unlimited 11887 barrel
1-800-321-7870 Gore barrier
Non - Gating Systems
Primarily used in
locations where a
no
Distributed by Roadside, high # of
REACT350 Various (Transition to 914 to 4704 to $15,000to
TRANSPO yes yes Median& yes yes yes accidentshave
Family Dates W-beam 3048 9296 $28,000
1-800-321-7870 Gore occurred on high
Available)
speed high
volume roadways
Distributed by Roadside, Primarily used to

QUADGUARD Various 610 to 1740 to $7500 to
TRANSPO no yes Median& no yes yes yes shield fixed
Family Dates 2286 11,810 $30,000
1-800-321-7870 Gore objects
Roadside, Back up
NCIAS CTDOT 3/26/99 no yes Median& Support 914 9144 no yes yes Non-Proprietary $12,000
Gore Required
Manufactured by Roadside, Unit is shipped
TRACC Syro/Trinity 11/13/98 yes yes Median& no 800 6040 yes yes yes completely $10,500
1-800-321-2755 Gore assembled
8 of 8
CURVED W-BEAM GUARDRAIL
INSTALLATIONS AT MINOR ROADWAY
INTERSECTIONS
T 5040.32 April 13, 1992
Par. 1. Purpose
2. Background
3. Summary
4. Recommendations
5. Related Technical Information
1. PURPOSE. To transmit information on two different operational

designs of curved guardrail for radii between 8½ and 35
feet, as well as a specialized application of an 8½ foot
radius curved guardrail. These new designs have been
successfully crash tested and are acceptable for new
construction, as well as for improving safety at existing sites.
These designs are most appropriate for use on low volume
highways.
2. BACKGROUND
a. Often roads or driveways intersect a highway close to the

end of a bridge or other immovable, restrictive features of
the highway. To shield both the end of the bridge and the
steep embankment, a strong post W-beam guardrail curved
around the radius is typically used. Often, these
installations have not been effective when the curved
section of the barrier has been hit at higher speeds. A
vehicle which impacts the barrier under such conditions will
generally vault over or penetrate the guardrail; or, in the
event that the vehicle is contained by the guardrail, the
resulting decelerating forces often exceed the recommended
limits for occupant safety. In many of these situations, it
is not practical to change the site conditions by relocating
the intersecting roadway further away from the bridge end in
order to allow room for a standard approach guardrail. It
was, therefore, necessary to develop a curved guardrail
installation which would substantially improve the safety at
these sites.
FHWA TECHNICAL ADVISORY T 5040.32
April 13, 1992
b. A cooperative research program between the Washington State

Department of Transportation and the Federal Highway
Administration was undertaken to design improved curved
guardrail approaches and transitions. Subsequently, Yuma County
in Arizona tested and developed a stiffer 8½-foot radius curved
guardrail for sites where canals or other features such as
drainage are close to the guardrail. Both systems are intended
primarily for use on lower-speed through roadways intersected by
low-speed, low-volume roads, driveways, or maintenance rights-
of-way.
3. SUMMARY
a. This information can be used to enhance highway safety in

certain locations where it is desirable to use curved strong
post guardrail sections. This information is appropriate for
use in new construction and for improving or upgrading existing
curved guardrail installations.
b. The curved sections have been successfully crash tested within

the performance limits detailed in this Technical Advisory.
Crash tests also indicated that these sections have limitations
and should not be used in situations which vary excessively from
the conditions (such as grading, layout, or vehicle speed) under
which these successful crash test results were obtained.
c. Adherence to detail is important. Guardrail section layout and

construction details such as rates of curvature, use of
breakaway Controlled Releasing Terminal (CRT) posts, adequate
deflection zone behind curved guardrail and appropriate end
anchorages are elements which can critically affect performance.
d. The recommended designs and details listed below are shown in

the attached drawings:
(1) Figure 1: Curved W-Beam Guardrail Installation for an 8½-

foot radius.
(2) Figure 2: Curved W-Beam Guardrail Installation for a 35-

foot radius.
(3) Figure 3a: Special Anchor Details.
2
April 13, 1992
(4) Figure 3b: Special Anchor Details.
(5) Figure 4: Yuma County, AZ, Curved W-Beam Guardrail

Installation for an 8½-foot radius.
4. RECOMMENDATIONS
a. The curved guardrail designs detailed in this Technical Advisory

should be considered for use in new construction projects as
appropriate. Existing curved guardrail installations may also
be replaced or upgraded as the opportunity becomes available.
b. These curved guardrail designs are for radii of 8½ feet and 35

feet. Crash test results and technical experience indicate that
this system will also perform satisfactorily with other
intermediate radii as noted in the table on Figure 1.
Situations which require a curved guardrail installation which
falls beyond this range of radii should be designed individually
and not subjected to a "make it fit" misapplication of these
details.
5. RELATED TECHNICAL INFORMATION
a. The following details are essential to proper system performance

in the field:
(1) Breakaway CRT posts are used within the curved "nose" of the
guardrail installation. Wood blockouts are not used on the
CRT posts. The W-beam rail in the curved area is attached
directly to the CRT post with a button-head bolt which has
no washer. This is done to have the posts break away in the
curved nose area and thus separate from the rail. This
minimizes rotation of the rail during impact and minimizes
the likelihood that a vehicle will vault over the guardrail
upon impact.
(2) For the 8½-foot radius layout (Figure 1), the guardrail is
not bolted to the one CRT post at the center of the curved
nose area. This allows the center post to easily separate
from the guardrail
upon impact, and facilitates guardrail deflection
without having this bolt ripping or snagging the
W-beam rail section.
3
April 13, 1992
(3) A flat approach to the curved guardrail installation is

necessary in order to ensure proper performance of the
system. The slope in front of the installation should not
exceed 15:1. If the installation is on a superelevated
section, analysis should be performed in order to evaluate
the potential for vaulting of an errant vehicle.
(4) The embankment slope should break at least 2 feet behind the
post (so that the post will have adequate bearing strength
when hit). It is desirable that the embankment slopes
behind the guardrail not be steeper than 2:1. Successful
crash tests were done on installations with 2:1 slopes
behind the guardrail.
(5) Considerable deflection of the W-beam guardrail can be

expected with higher speed impacts on the curved guardrail
portion of the installation. Therefore, the area behind the
curved portion of the guardrail, shown as the cross-hatched
areas on Figures 1, 2 and 4, must be kept free of fixed
objects.
b. These curved guardrail installations are not appropriate for use in

all situations. To avoid misapplication, the designer should be
aware of the following limitations:
(1) When used in close proximity to a bridge with a rigid bridge

rail, these design layouts require an adequate space between
the curved guardrail installation and the bridge end
(approximately 25 feet) to place a crashworthy W-beam
transition from the W-beam guardrail to a rigid bridge rail.
(2) Since the special end anchor shown in Figures 3A and 3B has
not been crash tested as a guardrail terminal, its use
should be limited to low-speed, low-volume facilities with a
stop condition such as intersecting driveways or service-
type roadways. For most intersecting public highways, the
curved guardrail installation should be either terminated
along the intersecting roadway with an acceptable terminal
system, or connected to an existing guardrail system.
(3) The special end anchor system was developed for use when it
is necessary to end the guardrail system immediately after
the curved section. This end anchor uses many components
4
April 13, 1992
from the breakaway cable terminal design. It also includes

another cable to connect the steel foundation of the next-
to-last post to the end post anchoring cable system. One
novel feature incorporated is a pivoting pipe section which
is placed over the end post and improves rail performance by
allowing it to swivel as it is deflected by a car. This
special end anchor is not a crashworthy terminal for high
speed highways. Therefore, as stated previously, its use
should be limited to driveways or service roadways.
(4) In the high speed crash tests, some heavy debris was
observed flying about in the area behind the impact.
Judgment must be used when installing these sections where
people are likely to be present in the area behind the
curved section.
c. Curved guardrail installations of the Washington State design having

radii of 8½ feet and 35 feet were successfully crash tested, but it
should be noted that the 35-foot radius installation did not perform
adequately when impacted at 60 MPH by a large vehicle (4740 lbs.).
Satisfactory results were obtained for the 35-foot radius
installation when a test was performed at a reduced speed of 50 MPH
with the large vehicle. Two intermediate radii (17 feet and 25½
feet) are provided in Figure 1. Installations having a different
radius between 8½ feet and 35 feet must be specially detailed
so as to use only full lengths of W-beam rail, and to shop bend only
full sections of rail. Any such intermediate radius designs must
incorporate all other critical details and post types and locations
as shown on the attached Figures 1 and 2 in order to be considered
acceptable.
(1) It is important to note that the Yuma County design shown in

Figure 4 was successfully crash tested at 50 mph. Radii larger
than 8½ feet should not be used without further testing.
(2) All of the attached designs are based on an intersection angle

of 90 degrees. If field conditions vary excessively from 90
degrees, it will be necessary to specially detail a curved
guardrail section so that the curved rails will fit the
intersection geometry, and that only full sections of W-beam
rail will be shop bent for installation.
d. The attached drawings, in a format suitable for use on the
5
April 13, 1992
Intergraph CAD system, are available from the Federal Highway

Administration, Office of Engineering, Geometric and Roadside Design
Branch, HNG-14, 400 Seventh Street, S.W.,
Washington, D.C. 20590.
/s/ Thomas O. Willett /s/ R. Clarke Bennett
Thomas O. Willett R. Clarke Bennett

Director, Office of Engineering Director, Office of
Highway Safety
Attachments (Not on disk-see printed copy of Technical Advisory)
6
January 1999 M & P OF TRAFFIC THROUGH CONSTRUCTION ZONES 14-i
Chapter Fourteen
MAINTENANCE AND PROTECTION OF

TRAFFIC THROUGH CONSTRUCTION ZONES
Table of Contents
Page
14-1.0 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-1(1)
14-1.01 Responsibilities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-1(1)

14-1.02 Maintenance and Protection of Traffic Plans (MPT) . . . . . . . . . . 14-1(2)
14-2.0 TRAFFIC CONTROL MANAGEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-2(1)
14-2.01 Work Zone Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-2(1)

14-2.02 Work Zone Traffic Control Strategy . . . . . . . . . . . . . . . . . . . . . . . 14-2(2)
14-3.0 GEOMETRIC DESIGN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-3(1)
14-3.01 Design Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-3(1)

14-3.02 Sight Distance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-3(1)
14-3.03 Lane/Shoulders Widths . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-3(1)
14-3.04 Transition Taper Rates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-3(2)
14-3.05 Alignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-3(4)
14-3.06 Exceptions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-3(4)
14-4.0 ROADSIDE SAFETY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-4(1)
14-4.01 Warrants for Positive Protection . . . . . . . . . . . . . . . . . . . . . . . . . . 14-4(1)

14-4.02 Clear Zones . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-4(2)
14-4.03 Roadside Barriers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-4(2)
14-4.04 End Treatments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-4(3)
14-4.05 Design/Layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-4(3)
14-5.0 REFERENCES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-5(1)

14-ii M & P OF TRAFFIC THROUGH CONSTRUCTION ZONES January 1999
January 1999 M & P OF TRAFFIC THROUGH CONSTRUCTION ZONES 14-1(1)
Chapter Fourteen
MAINTENANCE AND PROTECTION OF

TRAFFIC THROUGH CONSTRUCTION ZONES
14-1.0 GENERAL
Because much of the Department's highway program will include work on existing highways, highway
construction will often disrupt existing traffic operations. Therefore, the designer must devote special
attention to traffic control in construction zones to minimize possible operational and safety problems
through the work zone.
14-1.01 Responsibilities
The following summarizes the division of responsibilities for the Maintenance and Protection of Traffic
(MPT):
1. Designer. The prime designer is responsible for initiating action on the MPT, and he/she will request
input from the Division of Traffic Engineering. If a temporary road will be constructed for traffic
during construction (i.e., a detour), the designer is responsible for its geometric and roadside safety
design. The designer will work with Traffic to determine the traffic control strategy for the MPT
on existing roads; see Section 14-2.0. Also, the designer is responsible for ensuring that the
highway can be constructed using the developed MPT plans.
2. Division of Traffic Engineering. Traffic will prepare or review the traffic control plans, including all
traffic control devices, on all projects on all temporary, proposed and existing roads. Traffic also
maintains special standard sheets for traffic control devices, which are included with all projects.
For a temporary road which will be used by traffic during construction, Traffic will provide the
layout or review the layout of all traffic control devices on that road. Traffic and the designer will
work together to determine the traffic control strategy for the MPT.
14-1(2) M & P OF TRAFFIC THROUGH CONSTRUCTION ZONES January 1999
14-1.02 Maintenance and Protection of Traffic (MPT) Plans
The purpose of the MPT plans is to develop a concept for the safe and efficient movement of traffic through
a highway or street construction zone. They may range in scope from a set of plans which describes every
detail of traffic accommodation to the standard traffic control plan sheets provided by the Division of Traffic
Engineering. The scope of the MPT plans will depend on the complexity and duration of the construction
project.
The MPT plans are included in the plans, specifications and estimates (PS&E) submissionfor every project.
These plans should address the following, as applicable:
1. signing;
2. application and removal of pavement markings;
3. temporary signalization;
4. delineation and channelization;
5. lane closures;
6. detours and crossovers;
7. selection and placement of all traffic control devices;
8. locations and types of safety appurtenances;
9. means of maintaining access to and from existing interchange ramps and/or roadside properties;
10. flagging;
11. work scheduling restrictions, if applicable;
12. storage of equipment and materials;
13. traffic regulations, if applicable;

14. duration of use of any traffic control feature (throughout construction period, only during closure
of left lane, etc.);
15. surveillance and inspection requirements;
16. contractor access to the work site;
17. coordination with any other construction projects;
18. truck-mounted attenuators;
19. capacity analyses;
20. liquidated damages; and/or
21. use of special materials.
For construction work which may involve a significant disruption to existing traffic operations, the designer
should consider during the MPT plan development the likely impact on all affected local interests. These
include, where applicable, the operations of the local:
1. public works or highway/street department,

2. police,
3. fire department,
4. ambulance services,
5. public transportation services,
6. school boards,
7. pedestrians and bicyclists, and
8. businesses.
14-2.0 TRAFFIC CONTROL MANAGEMENT
14-2.01 Work Zone Type
There are several basic work zone types that may be considered in a maintenance and protection of traffic
plan. Note that work sites which are completely off the roadway and do not disrupt traffic are not
addressed because they will generally not have a major effect on traffic. The following presents a
description for each of the work zone applications:
1. Lane Constriction. This work zone type is configured by reducing the width of one or more lanes
to retain the number of lanes normally available to traffic. This application is the least disruptive of
all work zone types, but it is generally appropriate only if the work area is mostly outside the
normal traffic lanes. It should be noted that narrow lane widths may reduce the facility's capacity,
especially where there is significant truck traffic. The use of shoulders as part of the lane width will
help reduce the amount of lane width reduction that may be required. Where this application is
applied for long-term work zones, the current lane markings must be obliterated to avoid motorist
confusion. Section 14-3.0 discusses the minimum lane widths that must be provided.
2. Lane Closure. This work zone type closes off one or more normal traffic lanes. Capacity and delay
analyses may be required to determine whether serious congestion will result from lane closures.
In some cases, use of the shoulder or median area as a temporary lane will mitigate the problems
arising from the loss in capacity. Upgrading or replacement of existing pavement may be
necessary.
3. Alternating One-Way Traffic Operation. This work zone type involves utilizing one lane for both
directions of traffic. Flaggers or signals are normally used to coordinate the alternating directions
of traffic. Signing alone may be sufficient for short-term work zones on very low-volume, 2-lane
roads. This work zone type is generally only applicable for low- and intermediate-volume roads
or short-term work zones.
4. Temporary Roadway. This work zone involves the total closure of the roadway (one or both
directions) where work is being performed and the traffic is rerouted to a temporary roadway. This
application may require the purchase of temporary right-of-way and usually requires extensive
preparation of the temporary roadway.
5. Intermittent Closure. This work zone type involves stopping all traffic in one or both directions for
a relatively short period of time to allow the work to proceed. After a specific time, depending on
traffic volumes, the roadway is re-opened and all vehicles can travel through the area. This
application is normally only appropriate on low-volume roadways or during time periods where
there are very low volumes (e.g., Sunday mornings).
6. Use of Shoulder or Median. This work zone type involves using the shoulder or the median as a
temporary traffic lane. To use this technique, it may be necessary to upgrade the shoulder to
adequately support the anticipated traffic loads. This technique may be used in combination with
other work zone types or as a separate technique.
7. Crossover. This work zone type involves routing a portion or all of one direction of the traffic
stream across the median to the opposite traffic lanes. This application might also incorporate the
use of shoulders and/or lane constrictions to maintain the same number of lanes. Section 14-3.0
discusses the geometric design criteria that should be used to develop crossovers.
8. Detour. This work zone type involves total closure of the roadway (one or both directions) where
work is being performed and rerouting the traffic to existing alternate facilities. This application may
be used where there is unused capacity on roads running parallel to the closed roadway.
The designer must also carefully consider the impact that the detoured traffic will have on other
State or local roads. A detour agreement with the Town is required when the State highway traffic
is detoured onto a local road. The Division of Traffic Engineering is responsible for coordinating
between the State and Town(s).
14-2.02 Work Zone Traffic Control Strategy
Selection of the appropriate work zone type represents one of the most significant elements of a control
strategy. Other elements of a control strategy that should be considered include length of the work zone,
time of work, number of lanes, width of lanes, traffic speeds and right-of-way. Considering these and other
factors, reasonable alternates can be narrowed to a selected few for further review. Typically, only a small
number of feasible work zone alternates will emerge for a particular project and, in many cases, only one
may be practical. Identification of these alternates at an early stage in the planning process can reduce
significantly the analysis effort necessary.
Figure 14-2A provides guidelines for identifying feasible work zone alternates based on roadway type, lane
closure requirements, shoulder width, traffic volume, and the availability of right-of-way and detour routes.
However, it should be recognized that every work zone location will have a wide variation of conditions
and that an all-inclusive selection matrix is not practical.
In using Figure 14-2A, local policy and regulations should be recognized. Many jurisdictions have adopted
safety regulations and public convenience policies as safeguards against the unacceptable impacts of work
zones. These regulations and policies may impose additional constraints regarding the types of control
strategies that can be implemented. Knowing these constraints can help eliminate infeasible alternates from
consideration. The public convenience policies or local regulations may specify peak hour restrictions,
access requirements, noise level limitations, material storage and handling, excavation procedures, work
zone lengths and number of traffic lanes that must remain open.
Data Base
Location of Work
Work Procedure
Tentative Schedule
Traffic Volume
14-2(4)
2-Lane Road Multi-Lane
With Shoulder 2-Lane Street Arterial Street Freeway
Without Shoulder Without Shoulder
M & P OF TRAFFIC THROUGH CONSTRUCTION ZONES

Work
Work Shoulder Work Work Work NO Requires Paved NO
NO NO NO NO Closure
YES
Requires Closure Paved and Requires Requires Closure Requires Closure Shoulder
Both Directions? 2.4 m or Closure Both of All Lanes in of All Lanes in of One or More 2.4 m or
Wider? Directions? One Direction? One Direction? Full Lanes? Wider?
YES YES YES YES YES NO YES
CONSTRAINTS
LANE CONSTRICTION Restripe lane lines; keep lanes 3.0 m or wider. For freeways
(Use part of the shoulder if 4 4 4 and other divided highways, the minimum lane width is 3.3
LANE CLOSURE 4 4 4 4
ALTERNATIVE WORK ZONE TYPES
ONE-LANE, TWO-WAY OPERATION 4

TEMPORARY ROADWAY 4 4 4 Sufficient right-of-way
INTERMITTENT CLOSURE 4 4 4 Off-peak hours
USE OF SHOULDER/MEDIAN
(As a full lane)
4 4 May need to upgrade shoulder
CROSSOVER 4 4
TWO-WAY TRAFFIC ON DIVIDED
FACILITIES 4 4
DETOUR TO EXISTING ROAD 4 4 4 4 4 4 4 4 Reasonable detour route(s) available. Maintain local
4 Feasible
January 1999
CHART FOR IDENTIFICATION OF FEASIBLE WORK ZONE TYPES
Figure 14-2A
14-3.0 GEOMETRIC DESIGN
The following sections present design criteria which apply to temporary crossovers on divided
highways, existing roadways through construction zones, and detours specifically designed for
construction projects (e.g., crossovers, temporary roadways). These criteria do not apply to detours
over existing routes.
14-3.01 Design Speed
Do not select a construction-zone design speed which is significantly lower than a facility's existing
design speed and then attempt to mitigate the driver's speed by regulatory or advanced warning
means. This may lead to poor operating conditions. With the exception of, perhaps, warning signs
at horizontal curves, regulatory and warning speed signs are generally ineffective for controlling
excessive vehicular speeds through construction zones. Consider providing a construction-zone
design speed that will be the same as that for the existing facility.
14-3.02 Sight Distance
For the approach to the first physical indication of the construction zone, where practical, the sight
distance available to the motorist should be based on the decision sight distance criteria provided in
Section 7-2.0 and, at a minimum, based on the stopping sight distance criteria provided in Section
7-1.0. Through the construction zone itself, the designer should ensure that at least the minimum
stopping sight distance is available to the driver. Unfortunately, the location of many design features
is often dictated by construction operations. However, some elements may have an optional location.
For example, lane closures and transitions should be located where the approaching driver has
decision sight distance available to the lane closure or transition. Through horizontal curves in the
construction area, the designer should check the horizontal clearance (i.e., the middle ordinate) of
the horizontal curve using its radius and the minimum stopping sight distance for the construction-
zone design speed (see Chapter Eight).
14-3.03 Lane/Shoulder Widths
In general, there should not be a reduction in the roadway cross section width through the
construction zone. However, this is often not practical. Section 14-3.04 presents the minimum taper
rates that should be used on approaches to lane width reductions. The following minimum lane and
shoulder widths should be used in construction zones:
1. Divided Highways. For freeways and other divided highways, at a minimum, a 3.3-m lane width
should be maintained with, preferably, 0.6-m or wider right and left shoulders.
2. Undivided Highways. For other highway facilities, the designer should maintain a minimum 3.3-m
lane width and 0.3-m wide shoulder. Under restricted conditions, the shoulder width may be 0.0
m.
14-3.04 Transition Taper Rates
Lane closures, lane width reductions and lane shifts require the use of transition tapers to safely maneuver
traffic around the encroaching restriction. Figures 14-3A and 14-3B present the minimum taper lengths
for various taper applications in construction zones (e.g., lane closures, lane shifts).
Type of Taper Taper Length
Upstream Tapers
Merging Taper L Minimum
Shifting Taper ½L Minimum
Shoulder Taper aL Minimum
Alternating One-Way Traffic Taper 30 m Maximum
15 m Minimum
Downstream Tapers (Optional) 30 m per lane
Length "L" is determined using the following:
L = 0.6 SW (S> 70 km/h)
Where:
L = minimum length of transition (m)

S = 85th percentile speed (km/h), or, at a minimum, posted speed limit before construction (km/h)
W = width of offset (m)
Note: Length “L” is determined from Figure 14-3A.
TAPER LENGTH CRITERIA FOR CONSTRUCTION ZONES

(Application)
Figure 14-3B
14-3.05 Alignment
Once the design speed is selected for the construction zone, the designer will use the criteria in
Chapter Two (geometric design of 3R projects) for alignment considerations. Note that, although
Chapter Two applies to the permanent design of non-freeways, the 3R criteria in Chapter Two is
applicable to the design of the construction zones for all facilities. One application of the 3R criteria,
for example, will be the minimum radius for maintaining the normal crown section through a
horizontal curve for a given design speed and given (negative) superelevation (see Figure 2-5A).
This will then be the minimum radius for a horizontal curve which transitions traffic from the
mainline to a temporary roadway without superelevation. For low-speed urban streets, the designer
will use Figure 8-3B for the minimum radius for a normal crown section.
14-3.06 Exceptions
It is not Department policy to obtain formal design exceptions for temporary conditions in
construction zones.
14-4.0 ROADSIDE SAFETY
Through a construction zone, drivers are often exposed to numerous hazards (e.g., restrictive
geometrics, construction equipment, opposing traffic). The designer must devote special attention
to reducing a motorist’s exposure to these hazards. The following sections offer roadside safety
criteria which apply only to the roadside elements within the construction zone. These criteria do
not apply to detours over existing routes.
14-4.01 Warrants for Positive Protection
Positive protection for run-off-the-road vehicles may be warranted in construction zones. This
decision will be made on a project-by-project and site-by-site basis. The following factors should be
considered:
1. duration of construction activity;

2. traffic volumes (including seasonal fluctuations);
3. nature of hazard (e.g., edge of travel lane drop-offs);
4. design speed;
5. highway functional class;
6. proximity between traffic and construction workers and construction equipment;
7. adverse geometrics which may increase the likelihood of run-off-the-road vehicles;
8. length and depth of dropoffs;
9. length of hazard; and/or
10. lane closures or lane transitions.
During the planning and design of a project, careful consideration should be given to traffic control
plan alternatives which do not require the use of temporary barriers. The alternatives include
construction of detour roadways, minimizing the exposure time and depth of drop-offs, and providing
maximum separation between traffic and workers.
However, even with proper project planning and design, there will be many instances where barriers
are clearly needed. In a barrier system, the greatest hazard occurs at the approach end. To achieve
the safest condition, three goals are important:
1. flare the approach end to a location outside the clear zone or as far away from the through
traffic lanes as practical; and
2. if the approach end cannot be placed outside the clear zone, provide the most crashworthy
end treatment as technically and economically feasible; and
3. provide adequate delineation in advance of and along the temporary barrier.
Where traffic is directed onto the opposing roadway, the designer should consider the effect this will
have on the operational characteristics of roadside appurtenances. For example, existing trailing ends
of unprotected bridge rails may require approach guardrail transitions or impact attenuators, or blunt
guardrail terminals may need to be protected with an acceptable end treatment.
14-4.02 Clear Zones
Section 13-2.0 provides the appropriate clear zone values for new construction/reconstruction
projects. For construction zones, the clear zone should be the distances in Section 13-2.0. It is
important to select the appropriate clear zone based on the construction zone design speed and not
the posted speed. If the recommended clear zone cannot be achieved, the safest end treatment
should be provided consistent with cost-effectiveness and geometric considerations.
14-4.03 Roadside Barriers
In general, there are two types of roadside barriers — guide railing and temporary precast concrete
barrier curb (TPCBC). Design and installation details for temporary guide railing should be the same
for permanent installations; see Chapter Thirteen for additional information. Metal beam rail must
first be stiffened before it is attached to TPCBC.
When it has been determined that TPCBC should be used in a work zone, special care must be given
to its layout. Although it provides the greatest protection to the work zone, it is also the least
forgiving to the driver. Impact with the blunt end of concrete barrier (including contractor's access
openings) will result in an intolerable impact, even at low speeds. All barriers will require an
appropriate end treatment; see Section 14-4.04.
TPCBC should be extended at an appropriate flare rate to a point beyond the clear zone. The flare
rate for TPCBC on freeways is 1:10, and for non-freeways the flare rates should be based on the
design speed through the work zone. The TPCBC flare rates for non-freeways are shown in Figure
14-4A. The designer should meet these flare rates unless extenuating circumstances render these
rates impractical (e.g., stop conditions, driveways, intersections).
Design Speed Flare Rates
50 km/h or less 1 to 4
50-70 km/h 1 to 6
80 km/h or greater 1 to 8
TPCBC FLARE RATES FOR NON-FREEWAYS

Figure 14-4A
14-4.04 End Treatments
The end treatments for guide railing should be designed the same as for permanent installations. See
Chapter Thirteen. Figure 14-4B lists acceptable crashworthy end treatments for TPCBC, in
descending order of preference, together with recommended specific limitations and/or criteria.
Figures 14-4C and 14-4D illustrate typical end treatments for TPCBC.
14-4.05 Design/Layout
Where practical, temporary roadside safety appurtenances should be designed and located as
determined in Chapter Thirteen. However, it is usually not cost effective to meet the permanent
installation criteria due to the limited time a motorist is exposed to construction hazards. The
following offers several alternatives the designer may use in designing and locating temporary
roadside safety appurtenances within construction zones:
1. Length of Need. For temporary locations in construction areas, the length of barrier needed
can be determined by the intersection of a line along the barrier with a line at an angle of 10°
to 15° from the back of the hazard or from the clear zone distance off the travelway,
whichever is less. The approach end of the barrier may be flared to a point outside of clear
zone or shielded with a crashworthy end terminal or impact attenuator. For barrier lengths
less than 30 m, the designer should consider removing the barrier because the barrier may
be more of a hazard than the obstacle itself.
2. Restricted Widths. Where barriers are located near the traveled way on both sides of the
roadway, the beginning of the barriers should be staggered to minimize the tendency drivers
have to shy away from the barrier ends.
Type of End Treatment Maximum Design Speed Remarks
Physically connected to existing N/A Ens ure connectio ns p ro vid e

barrier. adequate strength and potential for
snag is minimized.
Buried in Backslope N/A Ditches may pose difficulty.
Terminate end behind existing guide N/A Ensure proper deflection of guide
railing railing is available. See Figure 14-
4C.
Protected by a crash cushion (e.g., Limited by crash cushion design See Figure 14-4D.
sand-filled plastic barrels). and available space.
END TREATMENTS FOR TEMPORARY CONCRETE MEDIAN BARRIERS

Figure 14-4B
3. Flare Rates. Where practical, the TPCBC terminal should be flared beyond the travelway
to a point outside of the construction clear zone. Figure 14-4A presents the flare rates that
should be used for the TPCBC based on the selected construction-zone design speed. The
designer should provide these flare rates unless extenuating circumstances render this
impractical (e.g., stop conditions, driveways, intersections).
4. Openings. Openings in the barriers should be avoided, if practical. Where necessary, barrier
ends should have an acceptable end treatment as discussed in Section 14-4.04. This also
applies to breaks in the barrier for the contractor’s access to the work site.
5. Delineation. Appropriate delineation should be provided in advance of and along the

temporary concrete barrier installation. Reflectorized drums or barricades placed according
to the MUTCD in advance of the concrete barrier should help to reduce the probability of
vehicular encroachment and impact. Reflective devices, as shown on the details of the
barrier, should be installed to provide the recommended delineation along the barrier. These
should supplement but not replace the need for reflectorized edge line markings.
January 1999
Existing Guide Rail Type Overlap Offset D (m)
3 Cable Rail I-Beam Posts 3.9
Cable Rail Wood or Steel Posts 3.9
Metal Beam Rail Type R-I 2.7
Metal Beam Rail Type R-B 1.5
R-I System 2 2.1
R-I System 3 1.5
R-I System 4 1.2
R-I System 6 0.9
TRANSITION OF EXISTING GUIDE RAIL TO TEMPORARY PRECAST CONCRETE

MEDIAN BARRIER CURB FOR TEMPORARY TRAFFIC CONTROL
(One-Way Traffic)
14-4(5)
Figure 14-4C
14-4(6)
January 1999
Note: Numbers indicates mass of sand in kilograms in each barrel. These array designs should only be used for temporary installations.
INERTIAL SYSTEM (SAND BARRELS)

Figure 14-4D
14-5.0 REFERENCES
1. Manual on Uniform Traffic Control Devices, Part VI, FHWA, 1993.
2. Planning and Scheduling Work Zone Traffic Control, FHWA-IP-81-6, FHWA, 1981.
3. A Policy on Geometric Design of Highways and Streets, AASHTO 1994.
4. Roadside Design Guide, AASHTO 1996.

January 1999 SPECIAL DESIGN ELEMENTS 15-i
Chapter Fifteen
SPECIAL DESIGN ELEMENTS
Table of Contents
Page
15-1.0 ACCESSIBILITY FOR HANDICAPPED INDIVIDUALS . . . . . . . . . . . . . . . 15-1(1)
15-1.01 Buildings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-1(1)

15-1.02 Bus Stops . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-1(1)
15-1.03 Parking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-1(2)
15-1.03.01 Off-Street Parking . . . . . . . . . . . . . . . . . . . . . . . . . . 15-1(2)

15-1.03.02 On-Street Parking . . . . . . . . . . . . . . . . . . . . . . . . . . 15-1(5)
15-1.04 Accessible Route . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-1(6)

15-1.05 Sidewalks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-1(8)
15-1.05.01 Criteria for Accessible Routes . . . . . . . . . . . . . . . . . 15-1(8)

15-1.05.02 Criteria for Non-Accessible Routes . . . . . . . . . . . . . 15-1(9)
15-1.06 Stairs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-1(10)

15-1.07 Ramps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-1(10)
15-1.08 Curb Ramps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-1(13)
15-1.08.01 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-1(13)

15-1.08.02 Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-1(13)
15-1.08.03 Crossing Controls . . . . . . . . . . . . . . . . . . . . . . . . . . 15-1(14)
15-1.08.04 Types . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-1(16)
15-1.09 Pedestrian Overpasses and Underpasses . . . . . . . . . . . . . . . . . . . . . 15-1(19)
15-2.0 COMMUTER LOTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-2(1)
15-2.01 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-2(1)

15-2.02 Layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-2(1)
15-2.02.01 Entrances and Exits . . . . . . . . . . . . . . . . . . . . . . . . . 15-2(1)

15-2.02.02 Traffic Circulation . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-2(2)
15-2.02.03 Pedestrian and Bicyclist Considerations . . . . . . . . . . 15-2(2)
15-2.02.04 Accessibility for Handicapped Individuals . . . . . . . . . 15-2(2)
15-2.03 Design Elements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-2(2)

15-ii SPECIAL DESIGN ELEMENTS January 1999
Table of Contents
(Continued)
Page
15-3.0 BUS STOPS AND TURNOUTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-3(1)
15-3.01 Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-3(1)
15-3.01.01 Bus Stops . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-3(1)

15-3.01.02 Bus Turnouts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-3(1)
15-3.02 Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-3(2)
15-3.02.01 Bus Stops . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-3(2)

15-3.02.02 Bus Turnouts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-3(2)
15-3.02.03 Bus Stop Pads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-3(5)
15-3.02.04 Bus Shelters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-3(5)
15-4.0 BIKEWAYS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-4(1)
15-4.01 Bikeway Classifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-4(1)

15-4.02 Warrants . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-4(1)
15-4.03 Bikeway Design Elements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-4(2)
15-5.0 LANDSCAPING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-5(1)
15-5.01 General Benefits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-5(1)

15-5.02 Landscaping Policies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-5(2)
15-5.02.01 Planting Policy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-5(2)

15-5.02.02 Protection of Existing Vegetation . . . . . . . . . . . . . . . 15-5(2)
15-5.02.03 Turf Establishment, Topsoil and Sodding . . . . . . . . . . 15-5(2)
15-6.0 FENCING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-6(1)
15-6.01 General Warrants and Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-6(1)

15-6.02 Freeways . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-6(2)
15-6.03 Unlimited Access Highways . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-6(3)
15-6.04 Fencing and Railings on Highway Structures . . . . . . . . . . . . . . . . . . . 15-6(3)
15-6.04.01 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-6(3)

15-6.04.02 Highway Overpasses with Sidewalks . . . . . . . . . . . . 15-6(4)
15-6.04.03 Highway Overpasses without Sidewalks . . . . . . . . . . 15-6(4)
15-6.04.04 Stream and Wetland Overpasses . . . . . . . . . . . . . . . 15-6(4)
15-6.04.05 Railroad Overpasses . . . . . . . . . . . . . . . . . . . . . . . . 15-6(5)
15-6.04.06 Pedestrian Overpasses . . . . . . . . . . . . . . . . . . . . . . . 15-6(5)
January 1999 SPECIAL DESIGN ELEMENTS 15-iii
Table of Contents
(Continued)
Page
15-6.04.07 Walls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-6(5)

15-6.04.08 Railing and Fencing at Lighting and Signing
Standards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-6(6)
15-6.05 Fencing Delineation on Contract Plans . . . . . . . . . . . . . . . . . . . . . . . 15-6(6)
15-7.0 NOISE BARRIER IMPACTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-7(1)
15-7.01 Roadside Safety . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-7(1)

15-7.02 Sight Distance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-7(1)
15-7.03 Right-of-Way . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-7(1)
15-7.04 Interference with Roadside Appurtenances . . . . . . . . . . . . . . . . . . . . 15-7(1)
15-7.05 Additional Design Criteria . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-7(2)
15-8.0 REFERENCES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-8(1)

15-iv SPECIAL DESIGN ELEMENTS January 1999
January 1999 SPECIAL DESIGN ELEMENTS 15-1(1)
Chapter Fifteen
SPECIAL DESIGN ELEMENTS
15-1.0 ACCESSIBILITY FOR HANDICAPPED INDIVIDUALS
Many highway elements can affect the accessibility and mobility of handicapped individuals. These
include sidewalks, parking lots, buildings at transportation facilities, overpasses and underpasses.
The Department's accessibility criteria complies with the 1990 Americans with Disabilities Act
(ADA) and the General Statutes of Connecticut (CGS). The following sections present accessibility
criteria which are based on information presented in the ADA Accessibility Guidelines for Buildings
and Facilities (ADA Guidelines). Designers are required to meet the criteria presented in the
following sections. Where other agencies or local codes require standards which exceed the ADA
Guidelines, then the stricter criteria may be required. This will be determined on a case-by-case
basis.
15-1.01 Buildings
ADA Reference: Section 4.1
For interior accessibility criteria in all buildings, airport terminals, rest areas, weigh stations and
transit stations (e.g., stations for intercity bus, intercity rail, high-speed rail and other fixed guideway
systems), the accessibility criteria set forth in the ADA Guidelines shall apply. The designer should
review the ADA Guidelines to determine the appropriate accessibility requirements for building
interiors, including rest rooms, drinking fountains, elevators, telephones, etc.
15-1.02 Bus Stops
The following accessibility criteria apply to the construction of bus stops:
1. Bus Stop Pads. New bus stop pads constructed to be used in conjunction with a lift or ramp
shall meet the following criteria:
a. A firm stable surface must be provided.

15-1(2) SPECIAL DESIGN ELEMENTS January 1999
b. It must have a minimum clear length of 2440 mm (measured from the curb or
roadway edge) and minimum clear width of 1525 mm (measured parallel to the
roadway) depending on the legal or site constraints.
c. It must be connected to streets, sidewalks or pedestrian paths by at least one

accessible route.
d. The slope of pad parallel to the roadway must be the same as the roadway to the
maximum extent practical.
e. For drainage purposes, a maximum cross slope of 2% perpendicular to the roadway

is allowable.
2. Bus Shelters. Where new or replaced bus shelters are provided, they must be installed or
positioned to permit a wheelchair user to enter from the public way and reach a location
within the shelter having a minimum clear floor area of 760 mm by 1220 mm. An accessible
route shall be provided from the shelter to the boarding area.
3. Signing. All new bus route identification signs should be sized based on the maximum
dimensions permitted by local, state or federal regulations or ordinances. The signs shall
have an eggshell, matte or other non-glare finish. The characters or symbols shall contrast
with their background (i.e., light characters on a dark background or dark characters on a
light background).
15-1.03 Parking
ADA Reference: Section 4.1.2
Connecticut General Statutes: CGS 14-253a “Parking privileges for blind or handicapped persons.
Identification card. License plates. Parking spaces. Penalty.”
15-1.03.01 Off-Street Parking
ADA Reference: Section 4.1.2 and 4.6
The following criteria apply to off-street handicapped parking spaces:
1. Minimum Number. Figure 15-1A provides the criteria for the minimum number of accessible
spaces. A typical handicapped stall layout is shown in Figure 15-1B.
Total No. of Minimum Number of

Parking Spaces Accessible Spaces
1 to 25 1
26 to 50 2
51 to 75 3
76 to 100 4
101 to 150 5
151 to 200 6
201 to 300 7
301 to 400 8
401 to 500 9
501 to 1000 2% of total
1001 and over 20 plus 1 for each 100 over 1000
Notes: a. If one or more passenger loading zones are provided, then at least one
passenger loading zone shall comply with Item # 5 in this Section.
b. Parking spaces for side-lift vans are accessible parking spaces and
may be used to meet the requirements of this Section.
c. The total number of accessible parking spaces may be distributed

among closely spaced parking lots, if greater accessibility is
achieved.
MINIMUM NUMBER OF ACCESSIBLE SPACES

FOR HANDICAPPED USERS
Figure 15-1A
Notes: 1. All dimensions are in mm.

2. Two accessible parking spaces may share a common access aisle.
HANDICAPPED PARKING STALL DIMENSIONS

(Off-Street Parking)
Figure 15-1B
2. Location. Parking spaces for disabled individuals and accessible passenger loading
zones that serve a particular building shall be the spaces or zones closest to the
nearest accessible entrance on an accessible route. In separate parking structures or
lots that do not serve a particular building, parking spaces for disabled individuals
shall be located on the shortest possible circulation route to an accessible pedestrian
entrance of the parking facility. In buildings with multiple access entrances with
adjacent parking, accessible parking spaces shall be dispersed and located closest to
the accessible entrances.
3. Signing. Parking spaces for the handicapped shall be designated by above-grade signs with
white lettering against a blue background and shall bear the international symbol of access
(see MUTCD), and the words “Handicapped Parking State Permit Required” and “Violators
Will Be Fined.”. The sign shall not be obscured by a vehicle parked in the space.
4. Dimensions. The parking spaces designated for the handicapped shall be at a minimum 4800-
mm wide which includes a 2100-mm minimum access aisle, or the space should be parallel
to a sidewalk on a public highway. Parking access aisles shall be part of an accessible route
to the building or facility entrance. Parked vehicular overhangs shall not reduce the clear
width of an accessible circulation route. Parking spaces and access aisles shall be level with
surface slopes not exceeding 2% in all directions. The Division of Traffic Engineering will
determine the striping plan for the handicapped parking spaces.
5. Passenger Loading Zones. Passenger loading zones shall provide an access aisle at least
1525-mm wide and 6100-mm long adjacent and parallel to the vehicular pull-up space. If
there are curbs between the access aisle and the vehicular pull-up space, then a curb ramp
complying with Section 15-1.08 shall be provided. Vehicular standing spaces and access
aisles shall be essentially level. Surface slopes shall not exceed 2% in all directions.
6. Parking Garages (Vertical Clearances). The designer must meet the requirements of the
Connecticut General Statutes, CGS 14-253a for any parking garages: “Any parking garage
or terminal constructed on and after October 1, 1985, shall have nine feet six inches vertical
clearance (2895 mm) at its entrance and along the route to at least two parking spaces which
conform with the requirements of subsection (f) of this statute and which have nine feet six
(2895 mm) inches vertical clearance.” The criteria in Item #2 “Location,” #3 “Signing,” and
#4 “Dimensions” meet the requirements of subsection (f) of CGS 14-253a.
15-1.03.02 On-Street Parking
Where new on-street paid or time-limited parking is provided and designated in districts zoned for
business uses, the designer should consider the following accessibility criteria for the on-street
parking:
1. Minimum Number. Figure 15-1A provides the criteria for the minimum number of on-street
accessibility spaces.
2. Location. On-street accessibility parking spaces will be dispersed throughout the project
area. To the maximum extent feasible, accessible on-street parking should be located in level
areas.
3. Dimensions. At a minimum, a 1525-mm wide perpendicular access aisle must be provided

at the head or foot of the parking space. This is illustrated in Figure 15-1C. The travel lane
shall not encroach into the access aisle.
4. Signing. Parking spaces for the handicapped shall be designated by above-ground signs with
white lettering against a blue background, and the signs shall bear the international symbol
of access (see MUTCD) and the words “Handicapped Parking State Permit Required” and
“Violators Will Be Fined.” These signs will be located to be visible from a driver's seat.
5. Curb Ramps. If there are curbs next to an on-street accessible parking space, then a curb
ramp complying with Section 15-1.08 shall be provided. Access parking spaces adjacent to
intersections may be served by the sidewalk curb ramp at the intersection, provided that the
path of travel from the access aisle to the curb ramp is within the pedestrian crossing area.
6. Parking Meters. Where provided, parking meter controls shall be a maximum of 1220 mm
above the sidewalk or pedestrian circulation path. Controls and operating mechanisms shall
be operable with one hand and shall not require tight grasping, pinching or twisting of the
wrist. The force required to activate controls shall be no greater than 22.2 N. A firm, stable
and slip-resistant area (760 mm by 1220 mm), with the least possible slope, shall be provided
at the controls and shall be connected to the sidewalk by a continuous passage that is a
minimum of 915-mm wide.
15-1.04 Accessible Route
An accessible route is a continuous, unobstructed path connecting all accessible elements and spaces
in a building, facility or site. A "site" is defined as a parcel of land bounded by a property line or a
designated portion of a public right-of-way. A "facility" is defined as all or any portion of buildings,
structures, site improvements, complexes, equipment, roads, walks, passageways, parking lots, or
other real or personal property on a site. Interior accessible routes may include corridors, floors,
ramps, elevators, lifts and clear floor space at fixtures. Exterior accessible routes may include
parking access aisles, curb ramps, crosswalks at vehicular ways, walks, ramps and lifts.
HANDICAPPED PARKING
(On-Street Parking)
Figure 15-1C
Accessible routes must be provided as follows:
1. At least one accessible route within the boundary of the site shall be provided from public
transportation stops, accessible parking, accessible passenger loading zones, and public
streets or sidewalks to the accessible building entrance they serve. The accessible route
shall, to the maximum extent feasible, coincide with the route for the general public.
2. At least one accessible route shall connect accessible buildings, facilities, elements, and
spaces that are on the same site.
3. At least one accessible route shall connect accessible buildings or facility entrances with all
accessible spaces and elements and with all accessible dwelling units within the building or
facility.
For highway projects, the application of the accessible route criteria applies to definitive sites which
are related to highway purposes. These include rest areas, recreational areas, park-and-ride lots, etc.
Section 15-1.05 provides the accessibility requirements for sidewalks. Most sidewalks along public
right-of-way are considered non-accessible.
15-1.05 Sidewalks
Section 10-2.01 presents the Department's warrants and design criteria for sidewalks. In addition,
all sidewalks must comply with the ADA Guidelines presented in the following sections.
15-1.05.01 Criteria for Accessible Routes
ADA Reference: Various.
For sidewalks on accessible routes, the following accessibility criteria shall be met:
1. Width. The minimum clear width shall be 915 mm, except at doors which may have a
minimum width of 815 mm.
2. Passing Space. If the sidewalk has less than 1525-mm clear width, then passing spaces at
least 1525 mm by 1525 mm shall be located at reasonable intervals not to exceed 61 m. A
T-intersection between two walks is an acceptable passing space. Paved driveways also
provide acceptable passing space in residential areas.
3. Surface. All sidewalk surfaces shall be stable, firm and slip resistant. The longitudinal
gradient should be flush and free of abrupt changes. However, changes in level up to 6 mm
may be vertical and without edge treatment. Changes in level between 6 mm and 13 mm
shall be beveled with a slope no greater than 50%. Changes greater than 13 mm shall be
accommodated with a ramp (see Section 15-1.07).
Gratings should not be placed within the walking surface. If, however, gratings are located
in walking surfaces, then they shall have spaces no greater than 13-mm wide in one direction.
If gratings have elongated openings, then they shall be placed so that the long dimension is
perpendicular to the dominant direction of travel.
4. Slope. The sidewalk cross slope shall not exceed 2%. If the longitudinal gradient exceeds 5%,
the sidewalk must meet the accessibility criteria for ramps (see Section 15-1.07).
5. Protruding Objects. Objects projecting from walls (e.g., signs, telephones, canopies) with
their leading edges between 685 mm and 2030 mm above the finished sidewalk shall not
protrude more than 100 mm into any portion of the sidewalk. Freestanding objects mounted
on posts or pylons may overhang their mountings up to a maximum of 305 mm when located
between 685 mm and 2030 mm above the sidewalk or ground surface. Protruding objects
less than 685 mm or greater than 2030 mm may protrude any amount provided that the
effective width of the sidewalk is maintained. Where the vertical clearance is less than 2030
mm, a barrier shall be provided to warn the blind or visually-impaired person.
6. Separation. Sidewalks will be separated from roadways by curbs, snow shelf or other
barriers, which will be continuous except where interrupted by driveways, alleys or
connections to accessible elements.
7. Bus Stops. Where bus passenger loading areas or bus shelters are provided on or adjacent
to sidewalks, they must comply with the criteria in Section 15-1.02.
8. Curb Ramps. All curb ramps on an accessible route must comply with the criteria in Section
15-1.08.
15-1.05.02 Criteria for Non-Accessible Routes
In general, sidewalks on non-accessible routes should meet the criteria presented in Section
15-1.05.01. However, some flexibility is required to meet the adjacent roadway conditions and to
provide practical designs. The criteria in Section 15-1.05.01 should be implemented, unless noted
as follows:
1. Slopes. The flattest longitudinal slope practical should be provided. Preferably, the
longitudinal slope should not exceed 8%. Sidewalk slopes 5% or greater do not require the
use of handrails as defined in Section 15-1.07. Cross slopes greater than 2% may be used
provided adjacent portions are smoothly blended.
2. Stairs. Sidewalks with stairs are allowed on non-accessible routes, provided an unobstructed
route is available between accessible entrances. Section 15-1.06 presents criteria for stairs.
3. Separation. Sidewalks adjacent to the curb or roadway may be offset to avoid a non-
conforming cross slope at driveway aprons by diverting the sidewalk around the apron.
4. Protruding Objects. Objects on or along a sidewalk which are not fixed, such as newspaper
vending machines, trash receptacles, etc., are not subject to the ADA Guidelines.
15-1.06 Stairs
Stairs shall not be part of an exterior accessible route because they cannot be safely negotiated by
individuals in wheelchairs. Where stairs are used, they should be designed to be accessible by other
handicapped individuals. Therefore, the design of stairs must comply with Section 4.9 of the ADA
Guidelines and the Connecticut Standard Sheets. This includes the provision of handrails.
15-1.07 Ramps
ADA Reference: Sections 4.1.6, 4.8 and 4.26
Any part of an accessible route with a slope greater than 5% shall be considered a ramp and shall
conform to the ADA Guidelines. This includes the provision of handrails. The following criteria
must be met for ramps on accessible routes:
1. Slope and Rise. The least possible slope should be used for any ramp. Figure 15-1D
provides the maximum allowable ramp slopes for new construction. Curb ramps and ramps
to be constructed on existing sites or in existing buildings or facilities may have slopes and
rises as shown in Figure 15-1E, if space limitations prohibit the use of a 1:12 slope or less.
2. Width. The minimum clear width of a ramp shall be 915 mm.

Slope Maximum Rise Maximum Run
Steeper than 1:16 but no

760 mm 9000 mm
steeper than 1:12

760 mm 12 000 mm
steeper than 1:16
Note: A slope steeper than 1:12 is not allowed.
ALLOWABLE RAMP DIMENSIONS

(New Construction)
Figure 15-1D
Slope Maximum Rise Maximum Run

75 mm 600 mm
steeper than 1:8

150 mm 1500 mm
steeper than 1:10
Note: A slope steeper than 1:8 is not allowed.
ALLOWABLE RAMP DIMENSIONS

(Existing Sites, Buildings and Facilities)
Figure 15-1E
3. Landings. Ramps shall have level landings at the bottom and top of each run. Landings shall
have the following features:
a. The landing shall be at least as wide as the ramp run leading to it.
b. The landing length shall be a minimum of 1525 mm clear.
c. If ramps change direction at landings, the minimum landing size shall be 1525 mm by
1525 mm.
4. Handrails. If a ramp run has a rise greater than 150 mm or a horizontal projection greater
than 1830 mm, then it shall have handrails on both sides. Handrails are not required on curb
ramps. Handrails shall have the following features:
a. Handrails shall be provided along both sides of ramp segments. The inside handrail
on switchback or dogleg ramps shall be continuous.
b. If handrails are not continuous, they shall extend at least 305 mm beyond the top and
bottom of the ramp segment and shall be parallel with the floor or ground surface.
c. The clear space between the handrail and the wall shall be 40 mm.
d. Gripping surfaces shall be continuous.
e. Top of handrail gripping surfaces shall be mounted between 865 mm and 965 mm
above ramp surfaces.
f. Ends of handrails shall be either rounded or returned smoothly to floor, wall or post.
g. Handrails shall not rotate within their fittings.
5. Cross Slope and Surfaces. The cross slope of ramp surfaces shall be no greater than 2%.
Ramp surfaces shall comply with the criteria for "Surface" for sidewalks (Section 15-1.05).
6. Edge Protection. Ramps and landings with dropoffs shall have curbs, walls, railings or
projecting surfaces that prevent people from slipping off the ramp. Curbs shall be a
minimum of 50 mm high.
7. Outdoor Conditions. Outdoor ramps and their approaches shall be designed so that water
will not accumulate on walking surfaces.
15-1.08 Curb Ramps
Connecticut General Statutes: CGS 7-118a
15-1.08.01 General
“Curb cuts” and “curb ramps” are terms which each describe the treatment at intersections for
gradually lowering the elevation of sidewalks with curbs to the elevation of the street surface. The
term “curb ramps” will be used in this Manual.
All curbs and sidewalks shall be designed with curb ramps at all pedestrian crosswalks to provide
adequate and reasonable access for the safe and convenient movement of physically handicapped
persons. This applies to new construction, reconstruction, 3R and spot improvement projects. For
the purpose of this section, a pedestrian crosswalk is defined as that portion of a highway or street
ordinarily included within the prolongation or connections of lateral lines of sidewalks at
intersections. It also includes any portion of a highway or street distinctly indicated as a crossing for
pedestrians by lines or other markings on the surface, except such prolonged or connecting lines
from an alley across a street.
15-1.08.02 Location
When determining the need for a curb ramp, the designer should consider the following:
1. If at least one curb will be disturbed by construction at an existing intersection, then curb
ramps shall be constructed at all crosswalks which extend from a paved sidewalk in that
intersection.
2. For all projects, curb ramps will be constructed at all crosswalks which provide pedestrian
access in that intersection and will be provided on all corners. At T-intersections, the
designer must ensure that curb ramps are located on the side opposite the minor intersecting
road.
3. Opposing ramps must always be provided on adjacent legs of an intersection even if outside
project limits.
4. Curb ramps shall be positioned so as not to cause a safety hazard for blind pedestrians.
5. Curb ramps shall be located or protected to prevent their obstruction by parked vehicles.
6. Curb ramps at marked crossings shall be wholly contained within the markings, excluding
any flared sides.
7. A diagonal curb ramp shall be wholly contained within the painted markings, including any
flared sides. There shall be at least 610 mm of full-height curb within the crosswalk. In
addition, there shall be at least 1220 mm between the gutter line and the corner of the two
intersecting crosswalks. See Figure 15-1F for an illustration of these criteria.
8. The function of the curb ramp must not be compromised by other highway features (e.g.,
guide rail, catch basins, utility poles, signs).
9. Curb ramps are required at all curbed intersections with sidewalks or along all accessible
routes.
10. The location of the curb ramp must be consistent with the operation of pedestrian-actuated
traffic signals, if present. In addition, a pedestrian push-button must be located so it can be
reached by wheelchair-bound individuals.
11. The designer will provide the Division of Traffic Engineering with a set of plans at the
preliminary design stage and before the preliminary design review. The Division of Traffic
Engineering, in its review, will determine the need and location of mid-block curb ramps.
These recommendations will be incorporated into the design before the preliminary design
review. In addition, the Division of Traffic Engineering will be notified of any geometric
changes which will impact the location of any curb ramp included in the preliminary design
review.
15-1.08.03 Crossing Controls
If a pedestrian crosswalk and curb ramp are present at an intersection with a traffic signal that has
pedestrian detectors (push buttons), the following will apply:
1. Location. Controls shall be located as close as practical to the curb ramp and, to the
maximum extent feasible, shall permit operation from a level area immediately adjacent to
the controls.
2. Surface. A firm, stable and slip-resistant area, a minimum of 915 m by 1220 mm, shall be
provided to allow a forward or parallel approach to the controls.
Notes:
1. See Figure 15-1G for details of flared curb ramps (Types I and II).
2. See Figure 15-1H for details of diagonal curb ramps (Types III and IV).
3. As an alternative to the diagonal curb ramp, the designer can provide two Type I or two
Type II flared curb ramps at each corner.
CURB RAMPS AT MARKED CROSSINGS

Figure 15-1F
15-1.08.04 Types
Figure 15-1F illustrates the two basic types of curb ramps — flared (Type I and II) and diagonal
(Type III and IV). Details for the construction of flared curb ramps are provided in Figure 15-1G
and for diagonal curb ramps in Figure 15-1H.
The following provides several suggestions for selecting the appropriate curb ramp:
1. Crosswalk Markings and Stop Bars. The placement of curb ramps affects the placement of
crosswalk markings and stop bars. Conversely, the location of existing crosswalk markings
and stop bars affect the placement of curb ramps. Some of the crosswalk marking
constraints are shown in Figure 15-1F and in the Connecticut Standard Sheets. The MUTCD
contains additional constraints on crosswalk markings and stop bar placement.
2. Obstructions. It is desirable to move any obstructions from curb ramps whenever practical.
When this is not practical, the direction of traffic relative to the placement of the curb ramp
must be considered. It is important that drivers can see the handicapped person using the
curb ramp.
3. Diagonal Curb Ramps. The usage of a diagonal curb ramp should be avoided whenever
practical due to its effect on the crosswalk width. It is preferable to use the straight curb
ramp or several straight ramps rather than to use a diagonal curb ramp.
4. Islands. Any raised islands in a pedestrian crosswalk shall be cut through level with the
street or have curb ramps at both sides and a level area at least 1220-mm long in the part of
the island intersected by the crossing.
5. Material. Regardless of the type of pavement of the adjacent sidewalk, all curb ramps shall
be constructed of portland cement concrete. Also, all curb ramps shall be constructed in
accordance with the details of the Connecticut Standard Sheets for concrete sidewalk,
except for the ramp which will have a textured and non-slip surface.
6. Specifications. Curb ramps shall be constructed, measured and paid for as concrete
sidewalks, as referred to in the Department’s Standard Specifications for Roads, Bridges
and Incidental Construction, latest issue.
FLARED CURB RAMPS
Figure 15-1G
DIAGONAL CURB RAMPS
Figure 15-1H
15-1.09 Pedestrian Overpasses and Underpasses
ADA Reference: Various
When deciding where to locate a pedestrian crossing, the highway and structure designers must
coordinate their efforts to properly address the accessibility considerations. The following are
applicable:
1. All current and future accessible routes must be identified. If existing routes are
inaccessible, the designer must evaluate the likelihood the routes will be made accessible
in the future. This could be done as part of the project under design.
2. The evaluation in Item #1 may lead to the decision to relocate the pedestrian overpass or
underpass to another site where accessibility can be more easily provided.
3. The proposed design must meet the ADA Guidelines criteria for stairs, ramps, curb ramps
and accessible routes.
4. The designer should reference FHWA-IP-84-6 Guidelines for Making Pedestrian Crossing
Structures Accessible for additional design information.
15-2.0 COMMUTER LOTS
15-2.01 General
Commuter lots may be located in both rural or urban areas to accommodate car-pooling or to provide
access to transit terminals. By locating these lots outside of the downtown area, congestion is
reduced, parking lot property costs are lowered, and accessibility is improved. The general location
and size of commuter lots is normally determined during planning studies for transportation facilities
by the Bureau of Planning. Guidance for site selections can be found in the AASHTO Guide for the
Design of Park-and-Ride Facilities. The designer is responsible for the internal design and layout
of the commuter lot
15-2.02 Layout
15-2.02.01 Entrances and Exits
The designer should locate entrances and exits so that they will have the least disruption to existing
traffic on the street, allow easy access to and from the lot, and provide the maximum storage space
within the lot. In addition, consider the following:
1. Location. Separate entrances and exits whenever practical, preferably on different streets.
The entrance should be on the "upstream" side of the traffic flow nearest the lot and the exit
on the "downstream" side. If separation is not possible, the combined entry-exit point should
be as close to mid-block as practical.
2. Spacing. Entrances and exits should be at least 45 m apart and 45 m from a public
intersection. Where practical, these distances should be 100 m. For lots with less than 150
spaces, these dimensions may be reduced to 30 m.
3. Storage. The designer needs to ensure that there is sufficient storage on the mainline for
entering the lot. This may require providing a separate left-turn lane. Also, check the exiting
traffic to ensure the exiting queue will not adversely affect the traffic circulation in the lot
itself.
4. Design. Design all entrance and exits for capacity, sight distance, turning radii, acceleration
and deceleration lanes, turn lanes, etc., according to the criteria in Chapter Eleven. The
typical design vehicle will be a BUS.
15-2.02.02 Traffic Circulation
Arrange the traffic circulation to provide maximum visibility and minimum conflict between small
vehicles (e.g., autos, taxis) and large vehicles (e.g., large vans, buses). Locate major circulation
routes at the periphery of the lot to minimize vehicular-pedestrian conflicts. A counter-clockwise
circulation of one-way traffic is preferred. This allows vehicles to unload from the right side.
15-2.02.03 Pedestrian and Bicyclist Considerations
The designer should consider pedestrian and bicycle routes when laying out the commuter lot. Avoid
entrance and exit points in areas with high pedestrian volumes, if practical. Provide sidewalks
between the parking areas and the modal transfer points. Locate passenger waiting areas in a central
location or near the end of the facility. Maximum walking distances to loading area should not
exceed 300 m. Longer walking distances may require more than one loading area.
Crosswalks should be provided where necessary and clearly marked and signed. Include signing and
pavement markings for all pedestrian and bicycle paths to eliminate indiscriminate movements. In
high-volume lots, fencing, barriers or landscaping may be warranted to channel pedestrians and
bicyclists to appropriate crossing points. Crossings at major two-way traffic circulation lanes should
have a refuge island separating the travel directions.
Include a bicycle parking area relatively close to the loading area. Provide bicycle stalls that allow
the use of locking devices. If a large volume of bicycle traffic is expected, provide a designated
bicycle lane to and from the bicycle parking area.
15-2.02.04 Accessibility for Handicapped Individuals
Section 15-1.0 discusses the accessibility criteria for handicapped individuals, which also apply to
commuter lots.
15-2.03 Design Elements
Consider the following elements in the design of a commuter lot:
1. Parking Stall Dimensions. Figure 15-2A provides the design dimensions for 2.7-m x 5.6-m
parking stalls based on one-way circulation and angle of parking. Where feasible, the lot
should provide two-way flow with 90° parking spaces.
Parking Layout Dimension (in m) for 2.7 m x 5.6 m Stalls at Various Angles
Angle
On
Dimension Diagram 45° 60° 75° 90°
Stall width, parallel to aisle A 3.9 3.2 2.8 2.7
Stall length of line B 8.4 7.2 6.4 5.6
Stall depth to wall C 5.9 6.2 6.1 5.6
Aisle width between stall lines D 3.7 4.9 7.0 7.9
Stall depth, interior E 5.0 5.6 5.8 5.6
Module, wall to interior F 14.6 16.8 18.9 19.2
Module, interior G 13.7 16.2 18.6 19.2
Module, interior to curb face H 14.0 16.0 18.1 18.4
Bumper overhang (typical) I 0.6 0.7 0.8 0.8
Offset J 2.0 0.8 0.2 0.0
Setback K 4.0 2.8 1.5 0.0
Cross aisle, one-way L 4.3 4.3 4.3 4.3
Cross aisle, two-way — 7.3 7.3 7.3 7.3
Notes: 1. See Section 15-1.0 for criteria on the number and dimensions of parking spaces for handicapped
individuals.
2. If a special section is designated for subcompact vehicles, these stalls can be 2.5 m x 4.6 m for a
90° angle.
3. The designer should consider bumper overhang when placing lighting, railing, etc. Place these
appurtenances beyond dimension "I" in the figure.
4. Two-way traffic may only be used with a 90° parking angle.
PARKING STALL DIMENSIONS

Figure 15-2A
2. Bus Loading Areas. Design the bus loading and unloading areas to provide for continuous
counter-clockwise circulation and for curb parking without backing maneuvers. The traffic
lanes and the curb loading area should each be 3.6-m wide. Figure 15-2B provides criteria
for the recommended lengths of bus-loading areas. Section 15-3.0 discusses bus stops along
streets and other access facilities.
3. Sidewalk Dimensions. All sidewalks should be paved and be at least 1.5-m wide. In loading
areas, the width should be at least 3.6-m. Provide a 150-mm raised platform in the loading
area to assist in the loading. Curb-cut ramps are required for access to sidewalks and loading
areas, see Section 15-1.0.
4. Cross Slope. To provide proper drainage, the minimum gradient on the commuter lot should
be 1%. As a maximum, the gradient should not exceed 5%. If available, design the lot to
direct the drainage runoff into existing drainage systems. If water impoundment cannot be
avoided along pedestrian routes, bicycle routes and standing areas, provide drop inlets and
underground drainage. In parking areas, design the drainage to avoid standing water. The
detailed drainage design for the lot should be prepared using the Department's Drainage
Manual to determine design frequency, pavement discharge and capacity of drainage inlets.
5. Pavement Design. A typical pavement design for a commuter lot is 50 mm to 75 mm of

bituminous concrete on 250 mm of subbase. Where curbs are used within the lot, they will
normally be the bituminous concrete lip curbing (BCLC) type.
6. Shelters. Where a loading area for buses or trains will be provided, include a shelter in the
design. The shelter should provide approximately 0.5 m2 of covered area per person. At a
minimum, the shelter should provide lighting, benches and trash receptacles. Other amenities
may include routing information signs and a telephone. For handicapped accessibility
requirements, see Section 15-1.0.
7. Lighting. Light the commuter lot for pedestrian safety and lot security. Ensure provisions
are considered for location of lighting supports and power lines. Coordinate the lighting
design with the Division of Traffic Engineering. All interior light standards should be
protected from bumper damage.
8. Traffic Control Devices. Provide signs and pavement markings to direct drivers and
pedestrians to appropriate loading zones, parking areas, bicycle facilities, handicapped
parking and entrances and exits. Coordinate the use of traffic control devices with the
Division of Traffic Engineering.
9. Fencing. Provide fencing around the entire lot according to field conditions.
RECOMMENDED LENGTHS FOR BUS-LOADING AREAS
Figure 15-2B
10. Landscaping. In some locations, consider landscaping to minimize the visual impact of the
commuter lot. This may include providing a buffer zone around the perimeter of the lot or
improving the aesthetics of the lot itself. Desirably, include a 3.0 m - 6.0 m buffer zone
around the lot to accommodate vegetation screens. Also, traffic islands and parking lot
separators provide suitable locations for shrubs and trees. Section 15-5.0 discusses
Department policies on landscaping. Specifically for commuter lots, landscaping should
include low maintenance vegetation and vegetation which does not cause visibility problems.
11. Maintenance Considerations. To minimize maintenance, the design should include a 3.0-m
to 6.0-m snow shelf around the perimeter of the lot, at least on two sides, to provide storage
space for snow removal. This area can coincide with the buffer zone around the lot, provided
that the entire area is not filled with shrubs or trees. Place any fencing outside the snow shelf.
Also, keep raised traffic islands to a minimum; painted islands are preferred.
15-3.0 BUS STOPS AND TURNOUTS
15-3.01 Location
15-3.01.01 Bus Stops
If local bus routes are located on an urban or suburban highway, the designer should consider their
impact on normal traffic operations. The stop-and-go pattern of local buses will disrupt traffic flow,
but certain measures can minimize the disruption. The location of bus stops is particularly important.
These are determined not only by convenience to patrons, but also by the design and operational
characteristics of the highway and the roadside environment. If the bus must make a left-turn, for
example, do not locate a bus stop in the block preceding the left turn.
Some considerations in selecting an appropriate bus-stop location are listed below:
1. Far-Side Stops. The far side of at-grade intersections is generally superior to near-side or
mid-block bus stops. Far-side stops produce less impediment to through traffic and right-
turning traffic; they do not interfere as much with corner sight distance; and they lend
themselves better to bus turnouts.
2. Near-Side Stops. Near-side stops allow easier vehicle re-entry into the traffic stream where
curb parking is allowed, and they can increase street capacity. At intersections where there
is a high volume of right-turning vehicles, near-side stops can result in traffic conflicts and
should be avoided. However, near-side stops must be used where the bus will make a right
turn at the intersection.
3. Mid-Block Stops. Mid-block bus stops may be advantageous where the distance between
intersections is large or where there is a fairly heavy and continuous transit demand
throughout the block. They may be appropriate if a large traffic generator is located in mid-
block. Mid-block bus stops may also be considered where right turns at an intersection are
high (250 in peak hour) and far-side stops are not practical.
15-3.01.02 Bus Turnouts
Interference between buses and other traffic can be reduced significantly by providing bus turnouts.
Turnouts remove stopped buses from the through lanes and provide a well-defined user area for bus
stops. Consider turnouts under the following conditions:
1. The street provides arterial service with high traffic speeds and volumes and high-volume bus
patronage.
2. Right-of-way width is sufficient to prevent adverse impact on sidewalk pedestrian

movements.
3. Curb parking is prohibited, at least during peak hours.
4. During peak-hour traffic, there are at least 500 vehicles per hour in the curb lane.
5. Bus volumes do not justify an exclusive bus lane, but there are at least 100 buses per day and
at least 10 to 15 buses during the peak hour.
6. The average bus dwell time generally exceeds 10 seconds per stop.
7. At locations where specially equipped buses are used to load and unload handicapped
individuals.
15-3.02 Design
15-3.02.01 Bus Stops
Figure 15-3A provides the recommended distances for the prohibition of on-street parking near bus
stops. Where articulated buses are expected to use these stops, add an additional 6 m to these
distances. Provide an additional 14 m of length for each additional bus expected to stop
simultaneously at any given bus stop area. This allows for the length of the extra bus (12.2 m) plus
1.8 m between buses.
15-3.02.02 Bus Turnouts
The following design criteria will apply:
1. The bus turnout should be 3.0 m to 3.6 m wide.
2. The full-width area of the turnout should be at least 15 m long. Where articulated buses are
expected, the turnout should be 21 m. For a two-bus turnout, add 14 m.
3. Figure 15-3B illustrates the design details for bus turnouts. In the transition areas, provide
an entering taper no sharper than 5:1 and a re-entry taper no sharper than 3:1. As an
alternative, short horizontal curves (30-m radius) may be used on the entry end and 15-m to
* Provide an additional 14 m of length for each additional bus.
ON-STREET BUS STOPS
Figure 15-3A
BUS TURNOUT DESIGN
Figure 15-3B
30-m curves on the re-entry end. Where a turnout is located at a far-side or near-side
location, the cross street area can be assumed to fulfill the need for the exit or entry area,
whichever applies.
15-3.02.03 Bus Stop Pads
All new bus stops which are constructed for use with lifts or ramps must meet the handicapped
accessibility criteria set forth in Section 15-1.0.
15-3.02.04 Bus Shelters
Provide shelters at all major bus stops (more than 100 boarding or transferring passengers per day).
Also, provide shelters at stops that primarily serve the elderly and handicapped individuals, such as
retirement homes and hospitals. Benches are also desirable at these locations. The designer should
consider the following in the design of bus shelters:
1. Visibility. To enhance passenger safety, the shelter sides should provide the maximum
transparency as practical. In addition, do not place shelters such that it limits the general
public's view of the shelter interior.
2. Selection. Contact the local transit agency to determine if they use a standardized shelter
design.
3. Appearance. Shelters should be pleasing and blend with their surroundings. Shelters should
also be clearly identified with "bus logo" symbols to discourage non-patron use.
4. Handicapped Accessibility. Design new bus shelters to meet the accessibility criteria
presented in Section 15-1.0.
5. Placement. Do not place shelters where they will restrict vehicular sight distance, pedestrian
flow or handicapped accessibility. It should also be placed so that waste and debris are not
allowed to accumulate around the shelter.
6. Responsibility. The local transit agency is responsible for providing and maintaining the
shelter.
7. Capacity. The maximum shelter size is based upon the maximum expected passenger
accumulation at a bus stop between bus runs. This determination should be coordinated with
the Bureau of Public Transportation. The designer can assume approximately 0.5 m2 per
person to determine the appropriate shelter size. See Section 15-1.0 for minimum
handicapped accessibility requirements.
15-4.0 BIKEWAYS
The majority of bicycling will take place on public roads with no dedicated space for bicyclists.
Bicyclists can be expected to ride on almost all roadways. Sometimes they use sidewalks as joint
bicycle and pedestrian facilities, unless such usage is prohibited by local ordinance. This section
primarily provides information on the development of new facilities to enhance and encourage safe
bicycle travel.
15-4.01 Bikeway Classifications
The Department has adopted the nomenclature used by AASHTO for bikeway classifications. The
following definitions will apply:
1. Bikeway. Any road, path or way which in some manner is specifically designated as being
open to bicycle travel, regardless of whether such facilities are designated for the exclusive
use of bicycles or are to be shared with other transportation modes.
2. Shared Roadway. Any roadway upon which a bicycle lane is not designated and which may
be legally used by bicycles regardless of whether such facility is specifically designated as
a bikeway.
3. Bicycle Path. A bikeway physically separated from motorized vehicular traffic by an open
space or barrier and either within the highway right-of-way or within an independent right-
of-way. Bicycle paths may assume different forms, as conditions warrant. They may be two-
direction, multilane facilities or, where the path would parallel a roadway with limited right-
of-way, a single lane on both sides of the road.
4. Bicycle Lane. A portion of a roadway which has been designated by striping, signing and
pavement markings for the preferential or exclusive use of bicyclists. It is distinguished from
the traveled way portion of the roadway by a physical or symbolic barrier. Bicycle lanes may
also assume varying forms but may generally be included in one of the following categories:
a. bicycle lane between parking lane and traveled way; or

b. bicycle lane between roadway edge and traveled way, where parking is prohibited.
15-4.02 Warrants
Each type of facility has its own merits and disadvantages. Care must be exercised in choosing the
appropriate type of facility for a given situation. Each route is unique and must be judged on its
individual conditions. The Connecticut Statewide Bicycle and Pedestrian Transportation Plan and
AASHTO Guide for the Development of Bicycle Facilities provides additional guidance on the
selection of bikeways.
15-4.03 Bikeway Design Elements
For design details of bicycle facilities, the designer is referred to the Connecticut Statewide Bicycle
and Pedestrian Transportation Plan and the AASHTO Guide for the Development of Bicycle
Facilities.
15-5.0 LANDSCAPING
Roadside landscaping can greatly enhance the aesthetic value of a highway. Consider landscaping
treatments early in the project development so that they can be easily and inexpensively
incorporated into the project design. Landscaping will be considered on a project-by-project
assessment. The designer should also reference the AASHTO A Guide for Transportation Landscape
and Environmental Design for more information on landscaping. The Department's landscaping staff
within the Office of Engineering will determine the proper landscaping treatment for each project.
15-5.01 General Benefits
Roadside landscaping can be designed advantageously to yield several benefits. The most important
objective is to fit the highway naturally into the existing terrain. Retain the existing landscape to the
maximum extent practical. Following is a brief discussion of the benefits of proper landscaping:
1. Aesthetics. Gentle slopes, mountains, parks, bodies of water, and vegetation have an obvious
aesthetic appeal to the highway user. Landscaping techniques can be used effectively to
enhance the view from the highway. The designer should reference the FHWA publication
Visual Impact Assessment for Highway Projects for more information.
In rural areas, the landscaping should be natural and eliminate construction scars. The
planting shape and spacing should be irregular to avoid a cosmetic appearance.
In urban areas, the smaller details of the landscape predominate and plantings become more
formal. The interaction between the occupants of slow-moving vehicles and pedestrians with
the landscape determines the scale of the aesthetic details. In some cases, the designer may
be able to provide walking areas, small parks, etc. Landscaping should be pleasant, neat,
sometimes ornamental, and require low maintenance.
2. Erosion. Landscaping and erosion control are interrelated. Flat and rounded slopes and
vegetation serve to both prevent erosion and provide aesthetic value.
3. Screening. Landscaping can be used to effectively screen headlight glare and unsightly
roadside views. It also can be used as a buffer for existing residences.
4. Maintenance. Landscaping decisions will greatly affect roadside maintenance. Maintenance

activities for mowing, fertilizing, and using herbicides should be considered when designing
the roadside landscape.
5. Safety. The effects on roadside safety should be reflected in the landscape treatment (see
Chapter Thirteen). Flat, rounded slopes are both safer and more aesthetic. Unless protected
by guide rail, plant major trees outside of the clear zone, see Section 13-2.0. Shrubs and
minor trees may be planted closer to the traveled way where traffic delineation will be
required. Landscaping should not be placed in ramp gore areas, near intersections or
turnouts that would restrict sight distances.
15-5.02 Landscaping Policies
15-5.02.01 Planting Policy
All projects which include planting must have a special provision which requires the contractor to
be responsible for a plant establishment period of one growing season. The time begins after all plant
materials in the contract have been planted.
15-5.02.02 Protection of Existing Vegetation
The Department's general policy is that, wherever practical, trees and other landscaping features will
not be removed on highway projects. This objective, however, must be compatible with other
considerations such as roadside safety, geometric design, utilities, terrain, public acceptance and
economics. The Department has placed a special emphasis on saving valuable shade trees whenever
practical. The plans should clearly designate all shade trees which will be saved.
15-5.02.03 Turf Establishment, Topsoil and Sodding
In areas disturbed by construction work, the designer must ensure that the turf is reestablished. Turf
establishment refers to the reseeding of disturbed areas. The designer should use the guidance in the
following comments to determine the appropriate turf establishment, depending upon individual site
conditions. In addition, the turf placement must reflect the requirements of the Department's
Standard Specifications for Roads, Bridges and Incidental Construction.
1. Topsoil. Place topsoil to a depth of 150 mm at all designated locations. The following topsoil
requirements apply to the indicated location:
a. Freeways. Place topsoil on all fill slopes 1:5 and flatter to a width not to exceed 6.0
m from the edge of shoulder. Where abutting properties are subject to intensive
mowing or in other special cases, include topsoil for all areas disturbed by construc-
tion.
b. All other Highways. Topsoil should normally not be required at locations involving
abutting undeveloped properties. In areas where sodding is required, include topsoil
in accordance with the Department's specifications.
c. Medians. In general, median areas should be topsoiled to a width not to exceed 6.0
m from the edge of shoulders on both sides. Where the width remaining is 6.0 m or
less, include topsoil for the entire median.
d. Gore Areas. Place topsoil from the end of the gore area pavement (3.0 m width) at
the bifurcation for a distance not to exceed 22.5 m parallel to the highway for the full
width between the roadways.
e. Bridge Abutments. For structures crossing roadways, place topsoil on the approach
slopes for a distance not to exceed 15 m. This coverage is to extend from the top of
slope to the toe of slope.
f. Other Locations. Place topsoil at any other special locations, especially in

interchange areas as designated by qualified personnel.
2. Planting of Grass. Lime, seed, fertilize and mulch all areas disturbed by construction, except
exposed rock surfaces and areas to be sodded, regardless of the presence or absence of
topsoil. Estimate the amount of fertilizing, seeding, mulching, and liming for such areas.
Estimate liming at the rate of 2200 kg per hectare.
3. Sodding. Where developed properties and/or areas of intensive mowing abut the highway
project (e.g., lawns of residences, hospitals, public parks), sod all adjacent areas disturbed
by construction in accordance with the Department's specifications.
In addition to the above guidance for turf establishment, the designer must ensure that the project
plans and quantity estimates adhere to certain criteria. The designer will determine the type of turf
establishment and the areas within the construction limits which will be treated. These must be
designated on the project plans. On this basis, the Office of Engineering, either by its own forces or
with consulting engineers, will compute the quantities and prepare the necessary plans, special
provisions and estimates for inclusion in the construction plans. In addition, the following will apply:
1. Project Plans. The requirements of turf establishment should be indicated on the plans
according to the size of the project. On minor projects, these requirements generally should
be reported on the detailed estimate sheet by stations. On larger projects which require Index
Plans, indicate the turf establishment on these sheets where such information will not
seriously conflict with the data normally reported thereon. Otherwise, prepare supplemental
Index Plan sheets showing turfing requirements and include them in the contract drawings.
2. Quantity Estimates. Before preparing quantity estimates, the designer should schedule a
review of the proposed turf establishment requirements with the qualified personnel in the
Office of Engineering. When estimating quantities of work for turf establishment, add 3.0 m
to the measured length of slope to minimize the possibility of overruns. Do not indicate this
additional slope length on the plans. When estimating topsoil and sodding quantities, use the
measured length of the cross section and not the projected length from the plan sheets.
15-6.0 FENCING
Fencing should be provided along high-speed highways to protect the driver from unexpected intrusions
from outside of the right-of-way line. Fencing prevents unauthorized and unsafe entry to the highway by
vehicles, pedestrians or animals. It also prevents objects from being dropped or thrown from highway
overpasses.
Except where warranted for highway reasons, fencing is normally the responsibility of the abutting property
owner. They may be necessary for retaining livestock, discouraging trespassing, defining property
boundaries, or otherwise to keep land use activities within bounds. If private fences are impacted by a
highway project, their relocation or disposition is usually reconciled as part of the property agreement.
15-6.01 General Warrants and Location
In general, the following will apply:
1. Warrants. Fencing is warranted to:
a. keep animals off the highway;
b. keep children or pedestrians off the highway;
c. protect children and pedestrians from a precipitous slope or drop off;
d. prevent vehicles and people from entering or leaving the highway at unauthorized places;
and
e. prevent stones or other objects from being dropped or thrown from highway overpasses
onto vehicles passing underneath.
2. Location. Fencing is typically provided along access-controlled facilities; near schools, playgrounds
and parks; near livestock areas; on some bridges; and between frontage roads and the highway
mainline. Fencing is usually erected parallel to the highwaycenterline. Where taking lines are irregu-
lar, the fencing should still be basically parallel to the highway, provided the fencing is within the
highway right-of-way. The fence line should be reasonably close to the right-of-way line; however,
deviations are acceptable where existing obstructions (e.g., hedges) would have to be destroyed.
Occasionally, the fence line will intersect a stream. The fencing may cross the stream without
deviation, or it may be angled in and terminated at the bridge abutment or culvert wing wall. The
treatment will vary according to the size of the stream.
15-6.02 Freeways
The following will apply to fencing along freeways:
1. Warrants. Provide continuous fencing on either the right-of-way or access-control line. However,
engineering judgment should dictate exceptions. In addition, where a noise barrier exists, fencing
may not be required to effectively preserve access control.
2. Location. Construct controlled-access fencing on State right-of-way with the face of the fencing
toward the abutting property. It will be maintained by the State, delineated on contract plans and
determined in the overall development of the design.
3. Type. The following will apply:
a. Chain link fence is generally used on freeways, see the Connecticut Standard Sheets.
Use 1.8-m high chain link fence in areas having a high concentration of children such as
schools, churches and playgrounds. Use 1.5-m high chain link fence in areas adjacent to
housing developments, single-family homes, parks, reservoirs, commercial and industrial
properties, etc. During design and construction, the designer must consider impending
development of this type adjacent to the highway, and chain link fence of the appropriate
height may be installed to preclude replacement a short time later. In rural areas where little
development is planned, wire fencing on steel posts may be used.
b. Normally, a coil spring tension wire is used at the top of a chain link fence. However, in
areas where the fence will be subject to abuse and where there is little likelihood that it will
be struck by a vehicle, a top rail may be used to provide rigidity to the installation.
c. Provide gates with locks, where required, to allow access by maintenance forces.
4. Payments. Fencing payments (for fencing along the right-of-way boundary) will not be made in
right-of-way settlements. The Office of Rights of Way will note on property agreements that fencing
will be installed by the State wherever delineated on the plans.
15-6.03 Unlimited Access Highways
The following will apply to fencing along unlimited access highways:
1. Location. Posts will be on the land of the abutting owner, and the face of the fencing is usually on
the highway line. If by agreement with the property owner, the face of the fence may be on the
other side of post. For stone walls, the face will be on the highway line, and the wall on the land
of the abutting owner. The abutting owner is responsible for maintenance of all fences on unlimited
access highways. The designer will include an unassigned length in the contract estimate.
2. Type. Fencing may be:
a. wire fencing on wood posts (steel posts as required for ledge);

b. stone wall or farm wall fencing; or
c. chain link fence.
Fencing locations and types will be determined by agreement between the property owner and Department.
15-6.04 Fencing and Railings on Highway Structures
15-6.04.01 General
A railing is required on all parapets less than 1075 mm in height. The railing will be either a pedestrian
railing, bicycle railing or protective fence. In addition to the following sections, Section 12 of the Bridge
Design Manual contains additional information on railing and fencing of highway overpasses.
Protective fencing should satisfy the aesthetic consideration of the structure and should be designed in
conformance withthe latest Department criteria for fencing. From a maintenance perspective, vinyl-coated
chain-link fabric should be used on most bridges. Anodized aluminum fences should only be used with
written approval. If protective fencing is provided, pedestrian and bicycle railings do not need to be
provided.
15-6.04.02 Highway Overpasses with Sidewalks
The following will apply for highway overpasses with one or more sidewalks:
1. Protective Fencing. Protective fencing is required on both parapets. The height of the fencing
above the top of the parapet will be a minimum of 1525 mm. The maximum size opening in the
fence will be determined by the designer and will be approved by the Department. Also, the
designer should investigate the need for a curved top fence.
2. Pedestrian Railing. A pedestrian railing is not required.
3. Bicycle Railing. A bicycle railing is not required.
15-6.04.03 Highway Overpasses without Sidewalks
The following will apply for highway overpasses without sidewalks:
1. Protective Fencing. Protective fencing is required on highway overpasses without sidewalks, which
carry local or secondary roads over a limited access highway.
2. Pedestrian Railing. A pedestrian railing is required on both parapets for parapets less than 1075
mm high, unless protective fencing is provided.
3. Bicycle Railing. A bicycle railing is required on designated bicycle routes, unless protective fencing
is provided.
15-6.04.04 Stream and Wetland Overpasses
The following apply to stream and wetland overpasses with or without sidewalks:
1. Protective Fencing. In general, fencing is not required on highway overpasses without sidewalks,
except where unusual conditions are present which affect public safety below.
2. Pedestrian Railing. A pedestrian railing is required on both parapets for parapets less than 1075
mm high.
3. Bicycle Railing. A bicycle railing is required on designated bicycle routes.

MARCH 2000
15-6.04.05 Railroad Overpasses
The following will apply to all railroad overpasses:
1. Protective Fencing. Protective fencing is generally required on both parapets on the span over the
railroad tracks. On long structures, protective fencing is required over the tracks plus a minimum
of 7600 mm beyond the outside of track, measured perpendicular to the track.
The following criteria pertain to the height of the protective fence above the top of the parapet and
the maximum size of opening:
Height
Location Maximum Size Opening
(mm)
Non-Electrified Zone 1525 (min.) 13 mm or as approved by the Department
Electrified Zone 1525 (min.)* Solid Barrier Required

* Use a 2135-mm high protective fence with a curved top at all sidewalks.
2. Pedestrian Railing. A pedestrian railing is not required where a protective fence is provided.
However on long structures, provide pedestrian railing on both parapets outside the limits for
protective fencing as defined in Comment #1.
3. Bicycle Railing. A bicycle railing is not required where a protective fence is provided. However
on long structures, provide bicycle railing outside the limits for protective fencing as defined in
Comment #1 on designated bicycle routes.
15-6.04.06 Pedestrian Overpasses
Provide complete enclosures for pedestrian structures crossing over highways and railroads. The need for
protective fencing on pedestrian structures at streams or woodland crossings will be determined on a case-
by-case basis.
15-6.04.07 Walls
The following will apply to fencing and railing on structures other than overpasses:
1. U-Type Wingwalls. The warrants for pedestrian railing, bicycle railing or protective fencing on U-
type wingwalls are the same as for overpasses.
2. Retaining Walls Adjacent to Traffic. A pedestrian railing is generally required for retaining walls
with parapets less than 1075 mm high and adjacent to traffic. Retaining walls along a sidewalk
generally will follow the requirements of Section 15-6.04.02.
3. Retaining Walls not Adjacent to Traffic. A pedestrian railing or protective fencing is generally
required for walls that are not adjacent to traffic or for a sidewalk where the vertical drop off is
greater than 1500 mm.
4. Concrete Barrier Walls. Pedestrian railing, bicycle railing and protective fencing are generally not
required on concrete barrier walls.
15-6.04.08 Railing and Fencing at Lighting and Signing Standards
Where lighting and signing standards are located on structures, the railing or fencing will be continuous at
these locations. Locate the lighting and signing standards outside of the continuous railing or fence. Design
the protective fencing with removable panels or other means to provide access to the handhole locations.
Where practical, do not locate lighting and signing standards on a span over a railroad electrified zone.
15-6.05 Fencing Delineation on Contract Plans
Delineate all fencing requirements on contract plans. Show station references where needed for clarity.
Where a fence is erected or replaced between a State highway and agricultural property, payment will be
according to the provisions of the Connecticut General Statutes, Section 47-46 of Title 47, Chapter 823.
15-7.0 NOISE BARRIER IMPACTS
Noise barriers are erected to reduce the environmental impact on areas adjacent to a highway. They are
designed to reduce the noise level of traffic adjacent to existing buildings to an acceptable level as
determined by Federal guidelines. The Office of Planning is responsible for selection, location and design
as related to the environment. However, the Office of Engineering must evaluate the impacts of the noise
barrier on the highway design. This section discusses those impacts.
15-7.01 Roadside Safety
Section 13-2.0 provides the Department's design criteria for clear zones. If practical, noise barrier walls
should be placed outside of the applicable clear zone value. Otherwise, guide rail should be considered to
shield the wall from run-off-the-road vehicles. The designer must ensure that adequate deflection distance
is available between the guide rail and noise barrier. Chapter Thirteen discusses the design of guide rail in
detail.
If the noise barrier is a mound of dirt, the toe of the barrier should be traversable by a run-off-the-road
vehicle.
15-7.02 Sight Distance
For at-grade intersections, noise barriers should not be located in the triangle required for corner sight
distance. Section 11-2.0 provides the criteria to determine the required sight distance triangle.
Noise barriers can also impact sight distance along horizontal curves. Section 8-2.04 provides the detailed
criteria to determine the middle ordinate value which will yield the necessary sight distance. The location
of the noise barrier must be outside of this value.
15-7.03 Right-of-Way
The noise barrier must be located within the highway right-of-way.
15-7.04 Interference with Roadside Appurtenances
A noise barrier may be constructed on a new or on an existing highway. Its proposed location could
interfere with proposed or existing roadside features, including signs, sign supports, utilities and
illumination facilities. The designer must determine if these features are impacted by the noise barrier and
must coordinate with the applicable Department units to resolve any conflicts.
15-7.05 Additional Design Criteria
In addition to the criteria in the previous sections, the designer should also consider the following:
1. Standard Drawings. The Connecticut Standard Drawings provide additional details on noise
walls used by the Department.
2. Plans. All approved noise wall options will be included in the plans, unless there is a specific noise
design criteria which would suggest one design over another.
3. Bridges. Bridge designs will not include masonry walls, or other walls with similar weight or
attachment problems, which would result in additional structural loading problems.
4. Transitions. The Contractor will be responsible for any transition details which are necessary to
properly interface a structural noise wall with a ground mounted wall of a different type, subject
to the approval of the Engineer.
5. Earth Berms. Where field conditions and right-of-way permit, earth berms will be the primary
design for noise barriers.
6. Wood Walls. The designer will design the structure mounted noise barrier walls, which will include
all of the wood noise barrier walls in the Connecticut Standard Drawings. For other than the
wood noise barrier walls, the designer will invite the manufacturer to design the wall for each
structure, unless the manufacturer has requested the Department not to have its wall included in
structure designs.
7. Design Criteria. The designer will be responsible for obtaining the latest criteria for noise barrier
walls immediately before submitting the project for processing. This will ensure that all of the latest
criteria will be included. Where a structure is involved, the structural designer will obtain the latest
criteria for noise barrier walls immediately before designing the structure to ensure that the structure
is designed to accommodate all of the suitable types of walls. The structural designer is also
responsible for all modifications to the design of the applicable standard walls which may be
required to ensure their suitability for use as a structure mounted noise barrier wall and for the
connection of the wall to the structure.
15-8.0 REFERENCES
1. Accessibility Guidelines for Building and Facilities, U.S. Architectural and Transportation
Barriers Compliance Board, 1991, 1994.
2. FHWA-IP-84-6, Guidelines for Making Pedestrian Crossing Structures Accessible, August,

1984.
4. Guide for the Design of Park-and-Ride Facilities, AASHTO, 1992.
5. Traffic Engineering Handbook, Institute of Transportation Engineers, 1992.
6. The Location and Design of Bus Transfer Facilities, Institute of Transportation Engineers, 1992.
7. Proper Location of Bus Stops, Institute of Transportation Engineers, 1986.
8. Guide for the Development of Bicycle Facilities, AASHTO, 1991.
9. Visual Impact Assessment for Highway Projects, FHWA, 1981.
10. A Guide for Transportation Landscape and Environmental Design, AASHTO, 1991.
11. An Informational Guide on Fencing Controlled Access Highways, AASHTO, 1967.

January 1999 GLOSSARY GL-1
GLOSSARY
General
1. Access Control. The condition where the public authority fully or partially controls the right
of abutting owners to have access to and from the public highway.
2. Accessible Route. An accessible route is a continuous, unobstructed path connecting all

accessible elements and spaces in a building, facility or site. A “site” is defined as a parcel of
land bounded by a property line or a designated portion of a public right-of-way. A “facility”
is defined as all or any portion of buildings, structures, site improvements, complexes,
equipment, roads, walks, passageways, parking lots, or other real or personal property on a
site.
3. Arterials. Highways which are characterized by a capacity to quickly move relatively large
volumes of traffic but often provide limited access to abutting properties. The arterial system
typically provides for high travel speeds and the longest trip movements.
4. Average Running Speed. The distance summation for all vehicles over a specified section of
highway divided by the running time summation for all vehicles.
5. Average Travel Speed. The distance summation for all vehicles divided by the total time
summation for all vehicles.
6. Bicycle Lane. A portion of a roadway which has been designated by striping, signing and
pavement markings for the preferential or exclusive use of bicyclists.
7. Bicycle Path. A bikeway physically separated from motorized vehicular traffic by an open
space or barrier and either within the highway right-of-way or within an independent right-of-
way.
8. Bikeway. Any road, path or way which in some manner is specifically designated as being
open to bicycle travel, regardless of whether such facilities are designated for the exclusive
use of bicycles or will be shared with other transportation modes.
9. Bridge. A structure, including supports, erected over a depression or obstruction, such as

water, a highway, or a railway, and having a track or passageway for carrying traffic or other
moving loads, and having an opening measured along the center of the roadway of more than
6 m between undercopings of abutments or spring lines or arches or extreme ends of openings
GL-2 GLOSSARY January 1999
for multiple boxes; may include multiple pipes where the clear distance between openings is
less than half of the smaller contiguous opening.
10. Bridge Roadway Width. The clear width of the structure measured at right angles to the
center of the roadway between the bottom of curbs or, if curbs are not used, between the
inner faces of parapet or railing.
11. Bridge to Remain in Place. An “existing bridge to remain in place” refers to any bridge work
which does not require the total replacement of both the substructure and superstructure.
12. Built-up. An urban classification that refers to the central business district within an
urbanized or small urban area. The roadside development has a high density and is often
commercial. Access to property is the primary function of the road network in built-up areas;
the average driver rarely passes through a built-up area for mobility purposes. Pedestrian
considerations may be as important as vehicular considerations, especially at intersections.
Right-of-way for roadway improvements is usually not available.
13. Bus. A heavy vehicle involved in the transport of passengers on a for-hire, charter or
franchised transit basis.
14. Collectors. Highways which are characterized by a roughly even distribution of their access
and mobility functions.
15. Control by Regulation. Where the public authority determines where private interests may
have access to and from the public road system.
16. Controlling Design Criteria. A list of geometric criteria requiring FHWA or ConnDOT
approval if they are not met or exceeded.
17. Crosswalk. A marked lane for passage of pedestrians, bicycles, etc., traffic across a road or
street.
18. Curb Cuts or Curb Ramps. The treatment at intersections for gradually lowering the
elevation of sidewalks with curbs to the elevation of the street surface. The term “curb
ramps” is used in this Manual.
19. Department. Connecticut Department of Transportation.
20. Design Exception. The process of receiving approval from the FHWA or Department for
using design criteria which does not meet the criteria set forth in this Manual.
21. Design Speed. Design speed is the maximum safe speed that can be maintained over a
specified section of highway when conditions are so favorable that the design features of the
highway govern.
22. Divided Highway. A highway with separated roadways for traffic moving in opposite
directions.
23. 85th-Percentile Speed. The speed below which 85 percent of vehicles travel on a given
highway.
24. Expressways. Divide highway facilities which are characterized by full or partial control of
access.
25. Freeways. The highest level of arterial. These facilities are characterized by full control of
access, high design speeds, and a high level of driver comfort and safety.
26. Frontage Road. A road constructed adjacent and parallel to but separated from the highway
for service to abutting property and for control of access.
27. Full Control (Access Controlled). Full control of access is achieved by giving priority to
through traffic by providing access only at grade separation interchanges with selected public
roads. No at-grade crossings or approaches are allowed. The freeway is the common term
used for this type of highway. Full control of access maximizes the capacity, safety and
vehicular speeds on the freeway.
28. Grade Separation. A crossing of two highways, or a highway and a railroad, at different
levels.
29. High Speed. For geometric design purposes, high speed is defined as greater than 70 km/h.
30. Highway, Street or Road. A general term denoting a public way for purposes of vehicular
travel, including the entire area within the right of way. (Recommended usage: in urban
areas - highway or street, in rural areas - highway or road).
31. Intermediate. As urban classification that falls between suburban and built-up. The
surrounding environment may be either residential, commercial or industrial or some
combination of these. On roads and streets in intermediate areas, the extent of roadside
development will have a significant impact on the selected speeds of drivers. Pedestrian
activity is a significant design consideration, and sidewalks and cross walks at intersections
are common. The available right-of-way will often restrict the practical extent of roadway
improvements.
32. Interchange. A system of interconnecting roadways in conjunction with one or more grade
separations, providing for the movement of traffic between two or more roadways on
different levels.
33. Intersection. The general area where two or more highways join or cross, within which are
included the roadway and roadside facilities for traffic movements in that area.
34. Local Roads and Streets. All public roads and streets not classified as arterials or collectors.
35. Low-Moderate Density. A rural classification where the roadside development has increased
to a level where the prudent driver will instinctively reduce his/her speed as compared to an
open roadway. The driver must be more alert to the possibility of entering and exiting
vehicles, but he/she is still able to maintain a relatively high travel speed. The estimated
number of access points will average between 10 and 20 per kilometer per side. Right-of-way
may be difficult to attain.
36. Low Speed. For geometric design purposes, low speed is defined as 70 km/h or less.
37. Major Strategic Highway Network Connectors. Highways which provide access between
major military installations and highways which are part of the Strategic Highway Network.
38. Moderate/High Density. A rural classification where the roadside development has increased
to a level which is comparable to a suburban area within an urbanized boundary. The extent
of the development will have a significant impact on the selected travel speed of a prudent
driver. Exiting and entering vehicles are frequent, and traffic signals are typical at major
intersections. The estimated number of access points will average greater than 20 per
kilometer per side. Right-of-way is usually quite difficult to attain.
39. National Highway System (NHS). A system of highways determined to have the greatest
national importance to transportation, commerce and defense in the United States. It consists
of the Interstate highway system, selected other principal arterials, and other facilities which
meet the requirements of one of the subsystems within the NHS.
40. Noise Barrier. A structure designed to reduce the noise level of traffic adjacent to an existing
building to an acceptable level.
41. Open. A rural classification that fits the traditional concept of a rural area. The driver has
almost total freedom of movement and is generally not affected by occasional access points
along the highway or road. For the purpose of determining the classification, access points
will average less than 10 per kilometer per side. Right-of-way is usually not a problem.
42. Operating Speed. The highest overall speed at which a driver can safely travel a given
highway under favorable weather conditions and prevailing traffic conditions while at no time
exceeding the design speed.
43. Overpass. A grade separation where the subject highway passes over an intersecting highway
or railroad.
44. Partial Control. The authority to control access is exercised to give preference to through
traffic to a degree that, in addition to access connections with selected frontage or local roads,
there may be some crossing at grade and some private approach connections.
45. Posted Speed Limit. The recommended speed limit for a highway as determined by
engineering and traffic investigations.
46. Ramp. A short roadway connecting two or more legs of an intersection or connecting a
frontage road and main lane of a highway.
47. Recreational Vehicle. A heavy vehicle, generally operated by a private motorist, engaged in
the transportation of recreational equipment or facilities; examples include campers, boat
trailers, motorcycle trailers, etc.
48. Right-of-Way (R/W). A general term denoting land, property, or interest therein, usually a
strip acquired for or devoted to a highway use.
49. Roadway. (General) The portion of a highway including shoulders, for vehicular use. A
divided highway has two or more roadways. (Construction) The portion of a highway within
limits of construction.
50. Running Speed. The average speed of a vehicle over a specified section of highway. It is
equal to the distance traveled divided by the running time (the time the vehicle is in motion).
51. Rural Areas. Those places outside the boundaries of urban areas.
52. Shared Roadway. Any roadway upon which a bicycle lane is not designated and which may
be legally used by bicycles regardless of whether such facility is specifically designated as a
bikeway.
53. Signalized Intersection. An intersection where all legs are controlled by a traffic signal.
54. State Highway System. The highway system under the jurisdiction of the Connecticut
Department of Transportation consisting of those inter-municipality and Interstate highways,
including their extensions through incorporated areas.
55. Stopped Controlled Intersection. An intersection where one or more legs are controlled by
a stop sign.
56. Strategic Highway Network. This is a network of highways which are important to the
United States’ strategic defense policy and which provide defense access, continuity and
emergency capabilities for defense purposes.
57. Suburban. An urban classification that is usually located at the fringes of urbanized and small
urban areas. The predominant character of the surrounding environment is usually residential,
but it will also include a considerable number of commercial establishments. There may also
be a few industrial parks in suburban areas. On suburban roads and streets, drivers usually
have a significant degree of freedom, but nonetheless, they must also devote some of their
attention to entering and exiting vehicles. Roadside development is characterized by low to
moderate density. Pedestrian activity may or may not be a significant design factor. Right-of-
way is often available for roadway improvements.
58. Surface Transportation Program (STP). A block-grant program which provides Federal-aid
funds for any public road not functionally classified as a minor rural collector or a local road
or street.
59. Truck. A heavy vehicle engaged primarily in the transport of goods and materials, or in the
delivery of services other than public transportation.
60. Underpass. A grade separation where the subject highway passes under an intersecting
highway or railroad.
61. Urban Areas. Those places within boundaries set by the responsible State and local officials
having a population of 5000 or more.
Qualifying Words
1. Acceptable. Design criteria which do not meet values in the upper range, but yet is
considered to be reasonable and safe for design purposes.
2. Criteria. A term typically used to apply to design values, usually with no suggestion on the
criticality of the design value. Because of its basically neutral implication, this Manual
frequently uses “criteria” to refer to the design values presented.
3. Desirable, preferred. An indication that the designer should make every reasonable effort to
meet the criteria and should only use a “lesser” design after due consideration of the “better”
design.
4. Guideline. Indicating a design value which establishes an approximate threshold which should
be met if considered practical.
5. Ideal. Indicating a standard of perfection (e.g., traffic capacity under “ideal” conditions).
6. Insignificant, minor. Indicating that the consequences from a given action are relatively small
and not an important factor in the decision-making for road design.
7. May, could, can, suggest, consider. A permissive condition. Designers are allowed to apply
individual judgment and discretion to the criteria when presented in this context. The decision
will be based on a case-by-case assessment.
8. Minimum, maximum. Representative of generally accepted limits within the design

community, but not necessarily suggesting that these limits are inviolable. However, where
the criteria presented in this context will not be met, the designer will in many cases need
approval.
9. Policy. Indicating ConnDOT practice which the Department generally expects the designer
to follow, unless otherwise justified.
10. Possible. Indicating that which can be accomplished. Because of its rather restrictive
implication, this word will not be used in this Manual for the application of design criteria.
11. Practical, feasible, cost-effective, reasonable. Advising the designer that the decision to apply
the design criteria should be based on a subjective analysis of the anticipated benefits and
costs associated with the impacts of the decision. No formal analysis (e.g., cost-effectiveness
analysis) is intended, unless otherwise stated.
12. Shall, require, will, must. A mandatory condition. Designers are obligated to adhere to the
criteria and applications presented in this context or to perform the evaluation indicated. For
the application of geometric design criteria, this Manual limits the use of these words.
13. Should, recommend. An advisory condition. Designers are strongly encouraged to follow
the criteria and guidance presented in this context, unless there is reasonable justification not
to do so.
14. Significant, major. Indicating that the consequences from a given action are obvious to most
observers and, in many cases, can be readily measured.
15. Standard. Indicating a design value which cannot be violated without severe consequences.
This suggestion is generally inconsistent with geometric design criteria. Therefore, “standard”
will not be used in this Manual to apply to geometric design criteria.
16. Trigger Value. The minimum geometric value at which the element should be considered for
improvement.
17. Typical. Indicating a design practice which is most often used in application and which is
likely to be the “best” treatment at a given site.
18. Warranted, justified. Indicating that some well-accepted threshold or set of conditions has
been met. As used in this Manual, “warranted” or “justified” may apply to either objective
or subjective evaluations. Note that, once the warranting threshold has been met, this is an
indication that the design treatment should be considered and evaluated not that the design
treatment is automatically required.
Abbreviations
1. AASHTO. American Association of State Highway and Transportation Officials.
2. ADA. Americans with Disabilities Act.
3. CADD. Computer-Aided Drafting and Design.
4. CBD. Central Business Districts.
5. CGS. Connecticut General Statute.
6. CONNDOT. Connecticut Department of Transportation.
7. FHWA. Federal Highway Administration.
8. HBRRP. Highway Bridge Replacement/Rehabilitation Program.

9. HCM. Highway Capacity Manual.
10. ITE. Institute of Transportation Engineers.
11. ISTEA. Intermodal Surface Transportation Efficiency Act of 1991.
12. MUTCD. Manual of Uniform Traffic Control Devices.
13. NCHRP. National Cooperative Highway Research Program.
14. NHS. National Highway System.
15. PS&E. Plans, Specifications and Estimates.
16. 3R. Resurfacing, restoration and rehabilitation.
17. 4R. Resurfacing, restoration, rehabilitation and reconstruction.
18. R/W. Right-of-way.
19. STC. State Traffic Commission.
20. STP. Surface Transportation Program.
21. TRB. Transportation Research Board.
22. TSM. Transportation Systems Management
23. USDOT. United States Department of Transportation.
Planning
1. Average Annual Daily Traffic (AADT). The total yearly volume in both directions of travel
divided by the number of days in a year.
2. Average Daily Traffic (ADT). The calculation of average traffic volumes in both directions
of travel in a time period greater than one day and less than one year and divided by the
number of days in that time period.
3. Capacity. The maximum number of vehicles which can reasonably be expected to traverse
a point or uniform section of a road during a given time period under prevailing roadway,
traffic and control conditions.
4. Categorical Exclusion (CE). A classification for projects that will not induce significant
environmental impacts or foreseeable alterations in land use, planned growth, development
patterns, traffic volumes, travel patterns, or natural or cultural resources.
5. Delay. The criteria performance measure on interrupted flow facilities, especially at signalized
intersections. For this element, average stopped-time delay is measured, which is expressed
in seconds per vehicle.
6. Density. The number of vehicles occupying a given length of lane, averaged over time. It is
usually expressed as vehicles per kilometer.
7. Design Hourly Volume (DHV). The 1-hour volume in both directions of travel in the design
year selected for determining the highway design.
8. Design Service Flow Rate. The maximum hourly vehicular volume which can pass through
a highway element at the selected level of service.
9. Directional Design Hourly Volume (DDHV). The 1-hour volume in one direction of travel
during the DHV.
10. Directional Distribution (D). The division, by percent, of the traffic in each direction of travel
during the DHV, ADT or AADT.
11. Environmental Assessment (EA). A study to determine if the environmental impacts of a

project are significant, thus requiring the preparation of an EIS.
12. Environmental Impact Statement (EIS). A document which is prepared when it has been
determined that a project will have a significant impact on the environment.
13. Equivalent Single-Axle Loads (ESAL's). The summation of equivalent 8165-kg single-axle
loads used to combine mixed traffic to design traffic for the design period.
14. Finding of No Significant Impact (FONSI). A result of an EA that shows a project will not
cause a significant impact to the environment.
15. Level of Service (LOS). A qualitative concept which has been developed to characterize
acceptable degrees of congestion as perceived by motorists.
16. New Construction. Horizontal and vertical alignment construction, intersections at-grade,
interchanges and bridges on new locations.
17. Peak-Hour Factor (PHF). A ratio of the total hourly volume to the maximum 15-minute rate
of flow within the hour.
18. Peak-Rate of Flow. The highest equivalent hourly rate at which vehicles pass over a given
point or direction of a lane or roadway during a given time interval less than one-hour, usually
15 minutes.
19. Project Scope of Work. The basic intent of the highway project which determines the overall
level of highway improvement.
20. Reconstruction. Reconstruction of an existing highway mainline will typically include the
addition of travel lanes, reconstruction of the existing horizontal and vertical alignment, and
reconstruction of intersections, interchanges and bridges.
21. 3R. Resurfacing, restoration and rehabilitation of an non-freeway facility which is mainly on
an existing highway alignment.
22. 4R. Any work (resurfacing, restoration, rehabilitation and reconstruction) on an existing
freeway.
23. Spot Improvement. Improvements that are intended to correct an identified deficiency at an
isolated location on non-freeways.
24. Traffic Composition. A factor which reflects the percentage of heavy vehicles (trucks, buses
and recreational vehicles) in the traffic stream during the DHV.
Geometric
1. Acceleration Lanes. An auxiliary lane used by an entering vehicle to accelerate before

entering the traveled way.
2. Auxiliary Lane. The portion of the roadway adjoining the through traveled way for purposes
supplementary to through traffic movement including parking, speed change, turning, storage
for turning, weaving or truck climbing.
3. Axis of Rotation. The superelevation axis of rotation is the line about which the pavement
is revolved to superelevate the roadway. This line will maintain the normal highway profile
throughout the curve. The axis of rotation is generally located at the point of grade
application.
4. Back Slope. The side slope created by the connection of the ditch bottom, upward and
outward, to the natural ground.
5. Barrier Curb. A longitudinal element placed at the roadway edge for delineation, to control
drainage, to control access, etc. Barrier curbs may range in height between 150 mm and 300
mm with a face steeper than 3 vertical to 1 horizontal.
6. Broken-Back Curves. Two closely spaced horizontal curves with deflections in the same
direction and a short intervening tangent.
7. Buffer Areas. The area or strip between the roadway and a sidewalk.
8. Channelization. The moving or directing of traffic through an intersection by the use of

pavement markings (including striping, raised reflectors, etc.) or raised islands.
9. Cloverleaf Interchange. An interchange with loop ramps in one or more quadrants. Full
cloverleaf interchanges have loop ramps in all quadrants.
10. Collector-Distributor Roads. A set of roadways at an interchange used to eliminate the

weaving and reduce the number of exit and entrance points from the main through lanes of
a freeway.
11. Comfort Criteria. Criteria which is based on the comfort effect of change in vertical direction
in a sag vertical curve because of the combined gravitational and centrifugal forces.
12. Compound Curves. These are a series of two or more simple curves with deflections in the
same direction immediately adjacent to each other.
13. Critical Length of Grade. The maximum length of a specific upgrade on which a loaded truck
can operate without an unreasonable reduction in speed.
14. Critical Parallel Slope. Slopes upon which a vehicle is likely to overturn. Under the
Department’s roadside criteria, slopes steeper than 1:4 and 1:4 with curbing at the top are
critical.
15. Crossover Line. The lane line between any two adjacent lanes of traffic.
16. Cross Slope. The slope in the cross section view of the travel lanes, expressed as a percent
based on the change in vertical compared to the change in horizontal.
17. Cross Slope Rollover. The algebraic difference between the slope of the through lane and the
slope of the adjacent lane or shoulder within the traveled way or gore.
18. Cuts. Sections of highway located below natural ground elevation thereby requiring
excavation of earthen material.
19. Deceleration Lane. An auxiliary lane used by an exiting vehicle to reduce its speed.
20. Decision Sight Distance. Sight distance, which may be required in a complex environment,
which is based on the driver’s reaction time.
21. Depressed Median. A median that is lower in elevation than the traveled way and so designed
to carry a certain portion of the roadway water.
22. Design Vehicle. The vehicle used to determine turning radii, off-tracking characteristics,
pavement designs, climbing lanes, etc.
23. Diamond Interchange. An interchange with one-way diagonal ramps in each quadrant and
two at-grade intersections on the minor road.
24. Driveway. A road providing access from a public way to a highway, street, road, etc., or
abutting property.
25. Fill Slopes. Slopes extending outward and downward from the hinge point to intersect the
natural ground line.
26. Flush Median. A median which is level with the surface of the adjacent roadway pavement.
27. Gore Area. The paved triangular area between the through lane and the exit lane, plus the
graded area beyond the gore nose.
28. Grade Separation. A crossing of two highways, or a highway and a railroad, at different
levels.
29. Grade Slopes. The rate of slope between two adjacent VPI's expressed as a percent. The
numerical value for percent of grade is the vertical rise or fall in meters for each 100 m of
horizontal distance. Upgrades in the direction of stationing are identified as plus (+).
Downgrades are identified as minus (-).
30. Horizontal Sight Distance. The sight distance required across the inside of a horizontal curve.
31. Intersection Sight Distance (ISD). The sight distance required within the corners of
intersections to safely allow a variety of vehicular maneuvers based on the type of traffic
control at the intersection.
32. K-Values. The horizontal distance needed to produce a 1% change in gradient.
33. Landing Area. The area approaching an intersection for stopping and storage of vehicles.
34. Level Terrain. Level terrain is generally considered to be flat, which has minimal impact on
vehicular performance. Highway sight distances are either long or could be made long
without major construction expense.
35. Low-Speed Urban Streets. All streets within urbanized and small urban areas with a design
speed of 70 km/h or less.
36. Maximum Side Friction (fmax). Limiting values selected by AASHTO for use in the design of
horizontal curves. The designated fmax values represent a threshold of driver discomfort and
not the point of impending skid.
37. Maximum Superelevation (emax). The overall superelevation control used on a specific
facility. Its selection depends on several factors including overall climatic conditions, terrain
conditions, type of area (rural or urban) and highway functional classification.
38. Median. The portion of a divided highway separating the two traveled ways for traffic in
opposite directions. The median width includes both inside shoulders.
39. Median Opening. An at-grade opening in the median to allow vehicles to cross from one
roadway to the next.
40. Mountable Curb. A longitudinal element placed at the roadway edge for delineation, to
control drainage, to control access, etc. Mountable curbs have a height of 150 mm or less
with a face no steeper than 3 vertical to 1 horizontal.
41. Mountainous Terrain. Longitudinal and transverse changes in elevation are abrupt, and
benching and side hill excavation are frequently required to provide the highway alignment.
Mountainous terrain aggravates the performance of trucks relative to passenger cars, resulting
in some trucks operating at crawl speeds.
42. Non-Recoverable Parallel Slope. Slopes which are steeper than 1:4. Most drivers will not
be able to recover and return to the highway. The Department has decided to treat this range
of cross slopes as critical.
43. Normal Crown (NC). The typical cross section on a tangent section (i.e., no superelevation).
44. Open Roadways. All urban facilities with a design speed greater than 70 km/h and all rural
facilities regardless of design speed.
45. Parking Lane. An auxiliary lane primarily for the parking of vehicles.
46. Partial Cloverleaf Interchange. An interchange with loop ramps in one, two or three
quadrants.
47. PC. Point of curvature (beginning of curve).
48. PCC. Point of compound curvature.
49. Performance Curves. A set of curves which illustrate the effect grades will have on the design
vehicle's acceleration and/or deceleration.
50. PI. Point of intersection of tangents.
51. Point of Grade Application. The point on the cross section where the elevation of the
calculated profile grade line is located.
52. PRC. Point of reverse curvature.
53. PT. Point of tangency (end of curve).
54. PVC. (Point of Vertical Curvature). The point at which a tangent grade ends and the vertical
curve begins.
55. PVI. (Point of Vertical Intersection). The point where the extension of two tangent grades
intersect.
56. PVT. (Point of Vertical Tangency). The point at which the vertical curve ends and the
tangent grade begins.
57. Raised Median. A median which contains a raised portion within its limits.
58. Recoverable Parallel Slope. Slopes which can be safely traversed and upon which an errant
motorist has a reasonable opportunity to stop and return to the roadway. The Department
considers slopes flatter than 1:4 and slopes of 1:4 without curbing at their top recoverable.
59. Relative Longitudinal Slope. In superelevation transition sections on two-lane facilities, the
relative gradient between the profile grade and edge of traveled way.
60. Reverse Adverse Crown (RC). A superelevated roadway section which is sloped across the
entire traveled way in the same direction and at a rate equal to the cross slope on a tangent
section.
61. Reverse Curves. These are two simple curves with deflections in opposite directions which
are joined by a relatively short tangent distance.
62. Roadside. A general term denoting the area adjoining the outer edge of the roadway.
Extensive areas between the roadways of a divided highway may also be considered roadside.
63. Roadway Section. The combination of the traveled way, both shoulders and any auxiliary
lanes on the highway mainline.
64. Rolling Terrain. The natural slopes consistently rise above and fall below the roadway grade
and, occasionally, steep slopes present some restriction to the highway alignment. In general,
rolling terrain generates steeper grades, causing trucks to reduce speeds below those of
passenger cars.
65. Shoulder. The portion of the roadway contiguous to the traveled way for accommodation
of stopped vehicles, for emergency use, and for lateral support of base and surface courses.
66. Shoulder Slope. The slope in the cross section view of the shoulders, expressed as a percent.
67. Shoulder Width. The width of the shoulder measured from the edge of travelway to the
outside edge of shoulder or face of curb.
68. Side Friction (f). The interaction between the tire and the pavement surface to counter-
balance, in combination with the superelevation, the centrifugal force of a vehicle traversing
a horizontal curve.
69. Sidewalk. That portion of the highway section constructed for the use of pedestrians.
70. Simple Curves. These are continuous arcs of constant radius which achieve the necessary
highway deflection without an entering or exiting transition.
71. Single Point Urban Interchange. A diamond interchange where all the legs of the interchange
meet at a single point on the minor road.
72. Spiral Curves. These are curvature arrangements used to transition between a tangent section
and a simple curve which are consistent with the transitional characteristics of vehicular
turning paths. When moving from the tangent to the simple curve, the sharpness of the spiral
curve gradually increases from a radius of infinity to the radius of the simple curve.
73. Stopping Sight Distance (SSD). The sum of the distance traveled during a driver's
perception/reaction or brake reaction time and the distance traveled while braking to a stop.
74. Superelevation (e). The amount of cross slope or “bank” provided on a horizontal curve to
help counterbalance, in combination with side friction, the centrifugal force of a vehicle
traversing the curve.
75. Superelevation Rollover. The algebraic difference (A) between the superelevated travel lane
slope and shoulder slope on the outside of a horizontal curve.
76. Superelevation Runoff (L). The distance needed to change in cross slope from the end of the
tangent runout (adverse crown removed) to a section that is sloped at the design
superelevation rate.
77. Superelevation Transition Length. The distance required to transition the roadway from a
normal crown section to the full superelevation. Superelevation transition length is the sum
of the tangent runout and superelevation runoff (L) distances.
78. Tangent Runout (TR). The distance needed to change from a normal crown section to a
point where the adverse cross slope of the outside lane or lanes is removed.
79. Toe of Slope. The intersection of the fill slope or inslope with the natural ground or ditch
bottom.
80. Top of (Cut) Slope. The intersection of the back slope with the natural ground.
81. Travel/Traffic Lane. The portion of the traveled way for the movement of a single line of
vehicles.
82. Traveled Way. The portion of the roadway for the through movement of vehicles, exclusive
of shoulders and auxiliary lanes.
83. Turning Roadways. Channelized (painted or raised) turn lanes at intersection at-grade.
84. Turning Template. A graphic representation of a design vehicle's turning path for various
angles of turns.
85. Turn Lane. The portion of the roadway adjoining the through traveled way for speed change,
turning and storage for turning vehicles.

Connecticut Department of Transportation: JANUARY 1999

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CONNECTICUT DEPARTMENT

(“The Charter Oak” Charles D. Brownell, 1857)

HIGHWAY DESIGN MANUAL

< Federal Highway Administration,

Chapter One . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MANUAL USAGE

Chapter Two . . . . . . . . . . . . . . . . . . . . . . . GEOMETRIC DESIGN OF EXISTING HIGHWAYS

Chapter Three . . . . . . . . . . . . . . . . . . . . . GEOMETRIC DESIGN OF EXISTING HIGHWAYS

Chapter Four . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RURAL HIGHWAYS AND ROADS

Chapter Five . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . URBAN HIGHWAYS AND STREETS

Chapter Six . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DESIGN CONTROLS

Chapter Seven . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SIGHT DISTANCE

Chapter Eight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HORIZONTAL ALIGNMENT

Chapter Nine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VERTICAL ALIGNMENT

Chapter Ten . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CROSS SECTIONS

Chapter Eleven . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INTERSECTIONS AT-GRADE

Chapter Twelve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INTERCHANGES

Chapter Thirteen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ROADSIDE SAFETY

Chapter Fourteen . . . . . . . . . . . . . . . . . . MAINTENANCE AND PROTECTION OF TRAFFIC

Chapter Fifteen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SPECIAL DESIGN ELEMENTS

LIST OF SECTIONS SHOWING LATEST DATE OF REVISIONS

ORIGINAL ISSUE DATE IS JANUARY 1999

1-1.0 Figure 2-3G March 2000

LIST OF SECTIONS SHOWING LATEST DATE OF REVISIONS

ORIGINAL ISSUE DATE IS JANUARY 1999

LIST OF SECTIONS SHOWING LATEST DATE OF REVISIONS

ORIGINAL ISSUE DATE IS JANUARY 1999

LIST OF SECTIONS SHOWING LATEST DATE OF REVISIONS

ORIGINAL ISSUE DATE IS JANUARY 1999

LIST OF SECTIONS SHOWING LATEST DATE OF REVISIONS

ORIGINAL ISSUE DATE IS JANUARY 1999

LIST OF SECTIONS SHOWING LATEST DATE OF REVISIONS

ORIGINAL ISSUE DATE IS JANUARY 1999

LIST OF SECTIONS SHOWING LATEST DATE OF REVISIONS

ORIGINAL ISSUE DATE IS JANUARY 1999

1-1.0 OVERVIEW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1(1)

1-1.01 Objective . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1(1)

1-2.0 MANUAL SUMMARY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-2(1)

1-2.01 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-2(1)

a. accessibility for disabled individuals,

1. pavement design and rehabilitation;

7. right-of-way impacts (e.g., property owners, utilities, railroads); and

1-1.03 Basis for Design

4. the project scope of work:

1-2.0 MANUAL SUMMARY

3. for arterials, two-lane versus multi-lane.

1-2.05 Chapter Five “Urban Highways and Streets (New Construction/Major

1-2.06 Chapter Six “Design Controls”

1. highway systems (e.g., functional classification, Federal-aid);

1-2.07 Chapter Seven “Sight Distance”

1-2.08 Chapter Eight “Horizontal Alignment”

1. types of horizontal curves;

1-2.09 Chapter Nine “Vertical Alignment”

1. maximum and minimum grades,

3. warrants and design for climbing lanes,

1-2.10 Chapter Ten “Cross Sections”

1-2.11 Chapter Eleven “Intersections At-Grade”

1-2.12 Chapter Twelve “Interchanges”

1-2.13 Chapter Thirteen “Roadside Safety”

1. clear zone criteria;