2 June 2006

MONTANA DEPARTMENT OF
TRANSPORTATION

ROAD DESIGN MANUAL

Chapter Thirteen
INTERSECTIONS AT-GRADE

December 2004

INTERSECTION AT-GRADE

13(i)

Table of Contents

Section
13.1

Page
GENERAL ........................................................................................ 13.1(1)
13.1.1
13.1.2

13.2

Chapter Contents ............................................................. 13.1(1)

Definitions ........................................................................ 13.1(2)

GENERAL DESIGN CONTROLS .................................................... 13.2(1)

13.2.1

Intersection Alignment...................................................... 13.2(1)

13.2.1.1
13.2.1.2

13.2.2

Intersection Profile ........................................................... 13.2(3)

13.2.2.1
13.2.2.2
13.2.2.3
13.2.2.4

13.2.3
13.3

Gradient......................................................
Cross Slope Transitions..............................
Vertical Profile ............................................
Intersection Sight Distance .........................

13.2(3)
13.2(3)
13.2(4)
13.2(7)

Turning Radii.................................................................... 13.2(7)

AUXILIARY TURN LANES............................................................... 13.3(1)

13.3.1

Turn Lane Guidelines....................................................... 13.3(1)

13.3.1.1
13.3.1.2
13.3.1.3

13.3.2
13.4

Horizontal Curves ....................................... 13.2(1)

Angle of Intersection ................................... 13.2(1)

Guidelines for Right-Turn Lanes ................. 13.3(1)

Guidelines for Left-Turn Lanes ................... 13.3(1)
Sight Distance ............................................ 13.3(2)

Design of Turn Lanes....................................................... 13.3(2)

INTERSECTION SIGHT DISTANCE ............................................... 13.4(1)

13.4.1
13.4.2

No Traffic Control ............................................................. 13.4(1)

Stop Controlled/Traffic-Signal Controlled ......................... 13.4(4)
13.4.2.1
13.4.2.2

Basic Criteria .............................................. 13.4(4)

Vehicle Entering Major Roadway................ 13.4(7)

13(ii)

INTERSECTION AT-GRADE

December 2004

Table of Contents
(Continued)
Section

Page

13.4.3
13.4.4
13.4.5
13.4.6
13.5

13.6

13.4.2.3
Straight Through Crossing Vehicle .............
13.4.2.4
Examples of ISD Applications.....................
Yield Control ....................................................................
All-Way Stop ....................................................................
Stopped Vehicle Turning Left ...........................................
Measures to Improve Intersection Sight Distance ............

13.4(11)
13.4(13)
13.4(16)
13.4(20)
13.4(21)
13.4(21)

INTERCHANGES............................................................................. 13.5(1)
13.5.1

General ............................................................................ 13.5(1)

13.5.2

Responsibilities ................................................................ 13.5(1)

APPROACHES ................................................................................ 13.6(1)

December 2004

INTERSECTION AT-GRADE

13.1(1)

Chapter Thirteen
INTERSECTIONS AT-GRADE
13.1
13.1.1

GENERAL
Chapter Contents

The intersection is an important part of the highway system. The operational efficiency,
capacity, safety and cost of the system depend largely upon its design, especially in
urban areas. The primary objective of intersection design is to reduce potential conflicts
between vehicles, bicycles and pedestrians while providing for the convenience, ease
and comfort of those traversing the intersection. In general, the Geometrics Unit within
the Traffic Engineering Section performs all work on the geometric design of major
intersections including those with large trucks, pedestrians, turn lanes, turning
roadways, etc. The Geometrics Unit will prepare all the necessary detail sheets to
clearly identify all geometric features. The road designer will place these sheets into the
final plans and will calculate the necessary roadway quantities for intersections and
auxiliary lanes. Any revisions to these detail sheets will be conducted by the
Geometrics Unit.
Chapter Thirteen discusses the geometric design of simple at-grade intersections
typically conducted by the road designer including intersection alignment and profile,
turn lane guidelines, intersection sight distance and approaches. Chapter Twenty-eight
and other chapters of the Traffic Engineering Manual presents considerably more
information on intersections at-grade which may apply to a project administrated by the
Road Design Section. These include:
1.

design vehicles for intersections (Section 28.2.2);

2.

intersection spacing (Section 28.2.3);

3.

capacity and level of service (Chapter Thirty);

4.

turning radii types and design (Section 28.3);

5.

auxiliary turn lane designs including widths, turn lane lengths, offset turn lanes
and dual turn lanes (Section 28.4);

6.

turning roadways (Section 28.5);

7.

intersection acceleration lanes (Section 28.6);

13.1(2)

INTERSECTION AT-GRADE

8.

channelization (Section 28.7); and

9.

median openings (Section 28.8).

13.1.2

December 2004

Definitions

1.

Approach. A road providing access from a public way to a highway, street, road,
or to an abutting property.

2.

Begin Curb Return (BCR). The point along the mainline pavement edge where
the curb return of an intersection meets the tangent portion.

3.

Channelization. The directing of traffic through an intersection by the use of

pavement markings (including striping, raised reflectors, etc.), medial separators
or raised islands.

4.

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.

5.

Corner Island. A raised or painted island to channel the right-turn movement.

6.

Design Vehicle. The vehicle used to determine turning radii, off-tracking

characteristics, pavement designs, etc., at intersections.

7.

End Curb Return (ECR). The point along the minor roadway pavement edge
where the curb return of an intersection meets the tangent portion.

8.

Grade Separation. A crossing of two highways, or a highway and a railroad, at

different levels.

9.

Interchange. A system of ramps in conjunction with one or more grade

separations, providing for the movement of traffic between two or more roadways
on different levels.

10.

Intersection. The general area where two or more highways join or cross at
grade.

11.

Intersection Sight Distance (ISD). The sight distance required within the corners
of intersections to safely allow a variety of vehicular access or crossing
maneuvers based on the type of traffic control at the intersection.

December 2004

INTERSECTION AT-GRADE

13.1(3)

12.

Islands. Channelization (raised or flush) in which traffic passing on both sides is

traveling in the same direction.

13.

Landing Area. The area approaching an intersection for stopping and storage of
vehicles.

14.

Medial Separator. Channelization which separates opposing traffic flows, alerts

the driver to the cross road ahead and regulates traffic through the intersection.

15.

Median Opening. Openings in the median (raised or depressed) on divided

facilities which allow vehicles to cross the facility or to make a U-turn.

16.

No Control Intersection. An intersection where none of the legs are controlled by

a traffic control device.

17.

Parking Lane. An additional lane for the parking of vehicles.

18.

Return. The circular segment of curb at an intersection which connects the

tangent portions of the intersecting legs.

19.

Signalized Intersection. An intersection where all legs are controlled by a traffic

signal.

20.

Stop Controlled Intersection.

controlled by a stop sign.

21.

Turn Lane. An auxiliary lane adjoining the through traveled way for speed
change, storage and turning.

22.

Turning Roadway. A channelized roadway (created by an island) connecting two

legs of an at-grade intersection. Interchange ramps are not considered turning
roadways.

23.

Turning Template. A graphic representation of a design vehicle's turning path

depicting various angles of turns for use in determining acceptable turning radii
designs.

24.

Yield Controlled Intersection.

controlled by a yield sign.

An intersection where one or more legs are

An intersection where one or more legs are

13.1(4)

INTERSECTION AT-GRADE

December 2004

December 2004

13.2
13.2.1

INTERSECTION AT-GRADE

13.2(1)

GENERAL DESIGN CONTROLS

Intersection Alignment

13.2.1.1 Horizontal Curves

Preferably, an intersection between two roadways should be on tangent sections.
When a minor road intersects a major road on a horizontal curve, the geometric design
of the intersection becomes significantly more complicated, particularly for sight
distance, turning movements, channelization and superelevation.
13.2.1.2 Angle of Intersection
Desirably, roadways should intersect at or as close to 90 as practical. Skewed
intersections are undesirable for several reasons:
1.

Vehicular turning movements become more restricted.

2.

The accommodation of large trucks for turning may require additional pavement
and channelization.

3.

The exposure time for vehicles and pedestrians crossing the main traffic flow is
increased.

4.

The driver's line of sight for one of the sight triangles becomes restricted.

The intersection angle should not exceed 30 from perpendicular. Intersections with a
skew greater than 30 from perpendicular must be reviewed and documented. For
existing intersections, it will rarely be warranted to realign the intersection if its skew is
within 30 of perpendicular. Where skew angles greater than 30 are present, the
intersection may require geometric improvements (realignment, auxiliary lanes, greater
corner sight distance). Figure 13.2A illustrates various angles of intersection and
potential improvements that can be made to the alignment.

13.2(2)

INTERSECTION AT-GRADE

December 2004

Note: Check the superelevation on the horizontal curve.

TREATMENTS FOR SKEWED INTERSECTIONS
Figure 13.2A

December 2004

13.2.2

INTERSECTION AT-GRADE

13.2(3)

Intersection Profile

13.2.2.1 Gradient
The landing area is that portion of intersecting highways, local roads, and public and
private approaches that will be used for the storage of stopped vehicles. Desirably, the
landing area will slope downward from the intersection on a gradient not to exceed 3%.
The landing area may slope upward from the intersection on a gradient not to exceed
3% if site constraints warrant. However, an upward sloping landing area should be
avoided if practical. At a minimum, the landing area should be 75 (25 m) for public
roads and 25 (7.5 m) for other facilities.
The gradient of the approach beyond the 25 (7.5 m) landing should not exceed 6% for
public or private approaches unless site constraints preclude its use. The gradient of
Farm Field approaches should not exceed 10%. Use of steeper approach slopes does
not require a design exception but must be documented in the Plan-In-Hand Report or
Final Plan Review Report.
13.2.2.2 Cross Slope Transitions
One or both of the roadways approaching the intersection may need to be transitioned
(or warped) to match or coordinate the cross slope and grade at the intersection. The
designer should consider the following:
1.

Stop Controlled. When the minor road is stop controlled, the profile gradeline
and cross slope 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 grade.

2.

Signalized Intersection. At signalized intersections, or potential signalized

intersections, the cross slope of the minor road will typically be transitioned to
meet the grade 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 travel speeds.

3.

Transition Distance. In rural areas, transitioning from the normal crown to a

warped section should be accomplished in a distance of 50 (15 m). The 50

13.2(4)

INTERSECTION AT-GRADE

December 2004

(15 m) transition length is also desirable for urban areas but, at a minimum, the
transition may be accomplished within the curb return. See Figure 13.2B.
13.2.2.3 Vertical Profile
Where the profile of the minor road is adjusted to meet the major road, this will result in
angular breaks for traffic on the minor road if no vertical curve is inserted. The following
options are presented in order from the most desirable to the least desirable; see Figure
13.2C:
1.

Vertical Curves (SSD). Desirably, vertical curves will be used through an

intersection which meet the criteria for stopping sight distance as described in
Chapter Ten. For stop-controlled legs, design the approach landing vertical
curve with a 30 mph (50 km/h) design speed; at free-flowing legs and at all legs
of a signalized or proposed future signalized intersection, use the design speed
of the roadway to design the vertical curve. The grades of the tangents for the
vertical curve are the grade of the landing area (G1) and the profile grade of the
minor roadway (G2); see Figure 13.2C. The Point of Vertical Tangency (PVT) will
be located at the end of the landing (75 (25 m) from the paved shoulder of the
mainline). The PVT can be shifted onto the landing area if the gradient of the
landing does not exceed 3%.

2.

Sag Vertical Curves (Comfort). For sag vertical curves, the next most desirable
option is to design the sag to meet the comfort criteria. The length of vertical
curve can be determined as follows:
U.S. Customary
AV 2
L=
46.5

Metric
AV 2
L=
395

Where:
L
A
V

=
=
=

length of sag vertical curve, ft (m)

algebraic difference between grades, %
design speed, mph (km/h)

December 2004

INTERSECTION AT-GRADE

PAVEMENT TRANSITIONS THROUGH INTERSECTIONS

Figure 13.2B

13.2(5)

If practical, the gradient of the landing area where vehicles may be stored should not exceed 3%.

See Figure 13.2D for maximum allowable G's.

Actual field conditions will determine the final design.

2.

3.

4.

INTERSECTION AT-GRADE

VERTICAL PROFILES OF INTERSECTING ROADS

Figure 13.2C

At signalized intersections, the most desirable rotation option will be to transition the cross slopes of all
approach legs into a plane section through the intersection.

1.

Notes:

13.2(6)
December 2004

December 2004

3.

INTERSECTION AT-GRADE

13.2(7)

Angular Breaks. Angular breaks between the landing area and the approach
gradient are typically used on minor approaches; see Figure 13.2C. For major
approaches, it may be impractical to provide vertical curves on the approaches
under some restricted conditions; i.e., angular breaks are necessary through the
intersection. Figure 13.2D provides the maximum allowable angular breaks for
various design speeds. Where angular breaks are used, the minimum distance
between successive angle points should be at least 15 (5 m).

13.2.2.4 Intersection Sight Distance

The designer needs to consider the effect the intersection profile and alignment will
have on intersection sight distance. Landings with steep upgrades, may put the drivers
eye below or in line with roadway appurtenances (e.g., guardrail, signs). Also, large
skewed intersections will require the driver to look back over their shoulder. For more
information on intersection sight distance, see Section 13.4.
13.2.3

Turning Radii

The road designer is responsible for the turning radii design on minor intersections.
Typically these designs will consist of simple curve radius. The designer should check
the intersection with design vehicle turning template to ensure the design is adequate.
For intersections where trucks, pedestrians, turn lanes, turning roadways, etc., are a
concern, contact the Geometrics Unit in the Traffic Engineering Section for additional
guidance.

13.2(8)

INTERSECTION AT-GRADE

Design Speed
U.S. Customary
mph
20
25
30
35
45
50
55
60

Crest
Angular Breaks
(G)

Sag
Angular Breaks
(G)

7.5%
5.4%
3.5%
2.4%
1.8%
1.4%
1.1%
0.9%

4.8%
2.7%
1.7%
1.2%
0.9%
0.7%
0.5%
0.4%

December 2004

Design Speed
Metric
(km/h)
30
40
50
60
70
80
90
100

Notes:
1.

Design speed applies to the roadway with the angular break. Typically, this will
be the minor roadway.

2.

The angular break (G) occurs between the landing area and approach roadway;
see Figure 13.2C. (G = the absolute value of G2 G1)

MAXIMUM CHANGE IN GRADES WITHOUT A VERTICAL CURVE

Figure 13.2D

December 2004

13.3
13.3.1

INTERSECTION AT-GRADE

13.3(1)

AUXILIARY TURN LANES

Turn Lane Guidelines

Coordinate with the Traffic Bureau when considering the addition of any auxiliary turn
lane.
13.3.1.1 Guidelines for Right-Turn Lanes
Exclusive right-turn lanes should be considered:
1.

at the free-flowing leg of any unsignalized intersection on a 2-lane urban or rural

highway which satisfies the criteria in Figure 13.3A;

2.

at the free-flowing leg of any unsignalized intersection on a high-speed, 4-lane

urban or rural highway which satisfies the criteria in Figure 13.3B;

3.

at any intersection where a capacity analysis determines a right-turn lane is

necessary to meet the level-of-service criteria;

4.

as a general rule, at any signalized intersection where the projected right-turning

volume is greater than 300 vph and where there is greater than 300 vph per lane
on the mainline; or

5.

at any intersection where the crash trend involves right-turning vehicles.

13.3.1.2 Guidelines for Left-Turn Lanes

Exclusive left-turn lanes should be considered:
1.

at all public intersections on all multilane urban and rural highways, regardless of
traffic volumes;

2.

at the free-flowing leg of any unsignalized intersection on a 2-lane urban or rural

highway which satisfies the criteria in Figures 13.3C, 13.3D, 13.3E or 13.3F;

3.

at any intersection where a capacity analysis determines a left-turn lane is

necessary to meet the level-of-service criteria;

4.

as a general rule on the major roadway, at any signalized intersection;

13.3(2)

INTERSECTION AT-GRADE

December 2004

5.

at high-volume driveway approaches which satisfy the criteria in Figures 13.3C,

13.3D, 13.3E or 13.3F; or

6.

at any intersection where the accident experience, traffic operations, sight

distance restrictions (e.g., intersection beyond a crest vertical curve), or
engineering judgment indicates a significant conflict related to left-turning
vehicles.

13.3.1.3 Sight Distance

When considering a right-turn lane on a through roadway, give specific attention to
visibility on the side street. Decelerating vehicles in the auxiliary lane can create a
moving sight obstruction. Proper placement of the stop bar on the side streets and
lateral placement of right-turn lanes will allow a vehicle on the side approach to see the
approaching through traffic. Combination of medial separators and channelizing islands
can be used to control proper placement of stopped and decelerating vehicles.
When establishing a left-turn lane, the designer needs to consider access to and from
private properties on the legs to the intersection.
13.3.2

Design of Turn Lanes

For the design of turn lanes (e.g., widths, lengths, types), see Section 28.4 of the Traffic
Engineering Manual.

December 2004

INTERSECTION AT-GRADE

13.3(3)

Note: For highways with a design speed below 50 mph (80 km/h) with a DHV <300 and
where 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
Given:

Problem:

Design Speed =
DHV
=
Right Turns
=

35 mph (60 km/h)

250 vph
100 vph

Determine if a right-turn lane is necessary.

Solution:
To read the vertical axis, use 100 - 20 = 80 vph. The figure indicates that
a right-turn lane is not necessary, 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 13.3A

13.3(4)

INTERSECTION AT-GRADE

December 2004

Note: Figure is only applicable on highways with a design speed of 50 mph (80 km/h)
or greater.
GUIDELINES FOR RIGHT-TURN LANES AT UNSIGNALIZED
INTERSECTIONS ON 4-LANE HIGHWAYS
Figure 13.3B

INTERSECTION AT-GRADE

VOLUME GUIDELINES FOR LEFT-TURN LANES AT UNSIGNALIZED

INTERSECTIONS ON 2-LANE HIGHWAYS 60 mph(100 km/h)
Figure 13.3C

December 2004
13.3(5)

INTERSECTION AT-GRADE

VOLUME GUIDELINES FOR LEFT-TURN LANES AT UNSIGNALIZED

INTERSECTIONS ON 2-LANE HIGHWAYS 55 mph (90 km/h)
Figure 13.3D

13.3(6)
December 2004

INTERSECTION AT-GRADE

VOLUME GUIDELINES FOR LEFT-TURN LANES AT UNSIGNALIZED

INTERSECTIONS ON 2-LANE HIGHWAYS 50 mph (80 km/h)
Figure 13.3E

December 2004
13.3(7)

INTERSECTION AT-GRADE

VOLUME GUIDELINES FOR LEFT-TURN LANES AT UNSIGNALIZED

INTERSECTIONS ON 2-LANE HIGHWAYS 45 mph (70 km/h)
Figure 13.3F

13.3(8)
December 2004

December 2004

13.4

INTERSECTION AT-GRADE

13.4(1)

INTERSECTION SIGHT DISTANCE

For an at-grade intersection to operate properly, adequate sight distance should be

available. The designer should provide sufficient sight distance for a driver to perceive
potential conflicts and to perform the actions needed to negotiate the intersection safely.
The additional costs and impacts of removing sight obstructions are often justified. If it
is impractical to remove an obstruction blocking the sight distance, the designer should
consider providing traffic control devices or design applications (e.g., warning signs, turn
lanes) which may not otherwise be considered.
In general, ISD refers to the corner sight distance available in intersection quadrants
which allows a driver approaching an intersection to observe the actions of vehicles on
the crossing leg(s). ISD evaluations involve establishing the needed sight triangle in
each quadrant by determining the legs of the triangle on the two crossing roadways.
The necessary clear sight triangle is based on the type of traffic control at the
intersection and on the design speeds of the two roadways.
The Department uses gap acceptance as its basic concept in the design of intersection
sight distance. This gap acceptance design is based on the criteria and theory
presented in NCHRP Report 383, Intersection Sight Distance.
13.4.1

No Traffic Control

Intersections between low-volume and low-speed roads/streets may have no traffic

control. At these intersections, sufficient corner sight distance should be available to
allow approaching vehicles to adjust their speed to avoid a collision, typically 50 percent
of their mid-block running speed.
Figure 13.4A provides the ISD criteria for
intersections with no traffic control. For approach grades greater than 3%, adjust the
ISD values obtained in Figure 13.4A with the applicable ratios in Figure 13.4B.

13.4(2)

INTERSECTION AT-GRADE

Design Speed (mph)

*Intersection Sight Distance (ft)
Design Speed (km/h)
*Intersection Sight Distance (m)

15
70
20
20

20
90
30
25

25
115
40
35

30
140
50
45

December 2004

35
165
60
55

40
195
70
65

45
220
80
75

50
245
90
90

Note: For approach grades greater than 3%, multiply the sight distance values in this
table by the appropriate adjustment factor from Figure 13.4B. The grade adjustment is
based on the approach roadway grade only.
Example
Given: No traffic control at intersection
Design speed

U.S. Customary

Metric

35 mph (Highway A)

60 km/h (Highway A)

25 mph (Highway B)

40 km/h (Highway B)

Problem:

Determine legs of sight triangle.

Solution:

From above table ---ISDa = 165

ISDa = 55 m

ISDb = 115

ISDb = 35 m

Note: This figure is not applicable for State highways.

INTERSECTION SIGHT DISTANCE
(No Traffic Control)
Figure 13.4A

December 2004

INTERSECTION AT-GRADE

13.4(3)

U.S. Customary
Approach
Grade
(%)
20

Design Speed (mph)

25

30

35

40

45

50

55

60

65

70

-6

1.1

1.1

1.1

1.1

1.1.

1.1

1.2

1.2

1.2

1.2

1.2

-5

1.0

1.1

1.1

1.1

1.1

1.1

1.1

1.1

1.1

1.2

1.2

-4

1.0

1.0

1.1

1.1

1.1

1.1

1.1

1.1

1.1

1.1

1.1

-3 to +3

1.0

1.0

1.0

1.0

1.0

1.0

1.0

1.0

1.0

1.0

1.0

+4

1.0

1.0

1.0

1.0

0.9

0.9

0.9

0.9

0.9

0.9

0.9

+5

1.0

1.0

0.9

0.9

0.9

0.9

0.9

0.9

0.9

0.9

0.9

+6

1.0

0.9

0.9

0.9

0.9

0.9

0.9

0.9

0.9

0.9

0.9

100

110

120

Metric
Approach Grade
(%)

Design Speed (km/h)

30

40

50

60

70

80

90

-6

1.1

1.1

1.1

1.1

1.1.

1.2

1.2

1.2

1.2

1.2

-5

1.0

1.1

1.1

1.1

1.1

1.1

1.1

1.1

1.2

1.2

-4

1.0

1.0

1.1

1.1

1.1

1.1

1.1

1.1

1.1

1.1

-3 to +3

1.0

1.0

1.0

1.0

1.0

1.0

1.0

1.0

1.0

1.0

+4

1.0

1.0

1.0

0.9

0.9

0.9

0.9

0.9

0.9

0.9

+5

1.0

1.0

0.9

0.9

0.9

0.9

0.9

0.9

0.9

0.9

+6

1.0

0.9

0.9

0.9

0.9

0.9

0.9

0.9

0.9

0.9

Note: Based on ratio of stopping sight distance on specified approach grade to

stopping sight distance on level terrain. The grade adjustment is based on the approach
roadway grade only.

ADJUSTMENT FACTORS FOR APPROACH SIGHT DISTANCE

BASED ON APPROACH GRADE
Figure 13.4B

13.4(4)

13.4.2

INTERSECTION AT-GRADE

December 2004

Stop Controlled/Traffic-Signal Controlled

Where traffic on the minor road of an intersection is controlled by stop signs, the driver
of the vehicle on the minor road must have sufficient sight distance for a safe departure
from the stopped position assuming that the approaching vehicle comes into view as the
stopped vehicle begins its departure.
The stopped-controlled criteria required will also apply to a signalized intersection. This
is reasonable because of the increased driver work load at intersections and the
potential conflicts involved when vehicles turn onto or cross the highway. These
include:
1.
violation of the signal,
2.
right-turns-on-red,
3.
signal malfunction, and/or
4.
use of flashing yellow/red mode during part of the day.
If these criteria cannot be met, give consideration to prohibiting right-turn-on-red at the
intersection or prohibiting the flashing mode. This determination will be based on field
investigations and will be determined on a case-by-case basis.
13.4.2.1 Basic Criteria
The Department uses gap acceptance as the conceptual basis for its intersection sight
distance (ISD) criteria at stop-controlled and traffic-signal controlled intersections. The
intersection sight distance is obtained by providing clear sight triangles both to the right
and left as shown in Figure 13.4C. The length of legs of these sight triangles are
determined as follows:
1.

Minor Road. The length of leg along the minor road is based on two parts. The
first is the location of the drivers eye on the minor road. This is typically
assumed to be 14.4 (4.4 m) from the edge of traveled way for the major road
and in the center of the lane on the minor road; see Figure 13.4C. The second
part is based on the distance to the center of the vehicle on the major road. For
right-turning vehicles, this is assumed to be the center of the closest travel lane
from the left. For left-turning vehicles, this is assumed to be the center of the
closest travel lane for vehicles approaching from the right; see Figure 13.4C.

December 2004

2.

INTERSECTION AT-GRADE

13.4(5)

Major Road. The length of the sight triangle leg or ISD along the major road is
determined using the following equation:

U.S. Customary

Metric

ISD = 1.47 Vmajor tg

ISD = 0.278 Vmajor tg

(Equation 13.4-1)

Where:
ISD =
Vmajor =
tg
=

length of sight triangle leg along major road [ft (m)]

design speed of major road [mph (km/h)]
gap acceptance time for entering the major road (sec)

The gap acceptance time (tg) varies according to the design vehicle, the grade on the
minor road approach, the number of lanes on the major roadway, the type of operation
and the intersection skew. Section 13.4.2.4 presents several examples on the
application of ISD.

13.4(6)

INTERSECTION AT-GRADE

December 2004

CLEAR SIGHT TRIANGLES (STOP-CONTROLLED) INTERSECTIONS

Figure 13.4C

December 2004

INTERSECTION AT-GRADE

13.4(7)

Within this clear sight triangle, if practical, the objective is to remove, lower any object or
trim lower branches that obstructs the drivers view. These objects may include
buildings, parked or turning vehicles, trees, hedges, tall crops, un-mowed grass, fences,
retaining walls and the existing ground line. In addition, where an interchange ramp
intersects the major road or crossroad near a bridge on a crest vertical curve, objects
such as bridge parapets, piers, abutments or the crest vertical curve itself may restrict
the clear sight triangle.
13.4.2.2 Vehicle Entering Major Roadway
To determine the intersection sight distance for vehicles turning left or right onto the
major road, the designer should use Equation 13.4-1 and the gap acceptance time (tg)
presented in Figure 13.4D. Figure 13.4E, which solves Equation 13.4-1, provides the
ISD values for all design vehicles on 2-lane, level facilities. The designer should also
consider the following:
1.

Turn Maneuver. There is only a minimal difference in the gap acceptance times
between the left- and right-turning drivers. Therefore, only one gap acceptance
time is provided.

2.

Multilane Facilities. For multilane facilities, the gap acceptance times presented
in Figure 13.4D should be adjusted to account for the additional distance
required by the turning vehicle to cross the additional lanes or median. The
following will apply:
a.

Left-Turns. For left turns onto multilane highways, add 0.5 seconds for
passenger cars or 0.7 seconds for trucks for each additional lane, in
excess of one, to be crossed by the turning vehicle. Assume that the leftturning driver will enter the left travel lane on the far side of the major road.
For example, the gap acceptance time for a passenger car turning left
onto an undivided six-lane facility would be 7.5 seconds plus 0.5 seconds
for each of the two additional lanes needed to be crossed. The total gap
time required is therefore 8.5 seconds.

b.

Right Turns. Because the turning vehicle is assumed to be turning into

the nearest right through lane, no adjustments to the gap times are
required.

13.4(8)

3.

INTERSECTION AT-GRADE

December 2004

Medians. For a multilane facility which does not have a median wide enough to
store a stopped vehicle, divide the median width by 12 (3.6 m) to determine the
corresponding number of lanes, and then use the criteria in Comment #2a above
to determine the appropriate time factor.

On multilane facilities with a median wide enough to store the stopped vehicle, the
designer should evaluate the move in two steps; see Figure 13.4F:

4.

a.

First, with the vehicle stopped on the minor road (the bottom portion in
Figure 13.4F), use the gap acceptance times and distances for a vehicle
turning right (Figures 13.4D and 13.4E) to determine the applicable ISD.
Under some circumstances, it may be necessary to check the crossing
maneuver to determine if it is the critical movement. Crossing criteria are
discussed in Section 13.4.2.3.

b.

Then, with the vehicle stopped in the median (top portion in Figure 13.4F),
assume a two-lane roadway design and use the gap acceptance times
and distances for vehicles turning left (Figures 13.4D and 13.4E) to
determine the applicable ISD.

Approach Grades. If the approach grade on the minor road exceeds +3%, add
the following times to the basic gap acceptance times in Figure 13.4D:
a.

Left Turns. Multiply the percent grade on the approach by 0.2 and add
this to the base time gap.

b.

Right Turns. Multiply the percent grade on the approach by 0.1 and add
this to the base time gap. Use the adjusted tg in Equation 13.4-1 to
determine the applicable ISD. Do not apply the grade adjustment if the
approach grade is negative.

December 2004

INTERSECTION AT-GRADE

13.4(9)

Design Vehicle
Passenger Car

Gap Acceptance Time (tg) (sec)

7.5

Single-Unit Truck

9.5

Tractor/Semitrailer

11.5

GAP ACCEPTANCE TIMES

(Right or Left Turn From Minor Road)
Figure 13.4D

Design Speed
(Vmajor)
(mph)
20
25
30
35
40
45
50
55
60
65
70

Design Speed
(Vmajor)
(km/h)
30
40
50
60
70
80
90
100
110

U.S. Customary(Rounded for Design)

ISD (ft)
Passenger Cars

Single-Unit Trucks

Tractor/Semitrailers

225
280
335
390
445
500
555
610
665
720
775

280
350
420
490
560
630
700
770
840
910
980

340
425
510
595
680
765
850
930
1015
1100
1185

Metric(Rounded for Design)

ISD (m)
Passenger Cars

Single-Unit Trucks

Tractor/Semitrailers

65
85
105
130
150
170
190
210
230

80
110
135
160
185
215
240
265
295

100
130
160
195
225
260
290
320
355

Note: These ISD values assume a minor road approach grade +3%.
TWO-LANE INTERSECTION SIGHT DISTANCES
(Right or Left Turn from Minor Road)
Figure 13.4E

13.4(10)

INTERSECTION AT-GRADE

INTERSECTION SIGHT DISTANCE

(Divided Facilities) Figure 13.4F

December 2004

December 2004

INTERSECTION AT-GRADE

13.4(11)

5.

Trucks. At some intersections (e.g., near truck stops, interchange ramps, grain
elevators), the designer may want to use the truck as the design vehicle for
determining the ISD. The gap acceptance times (tg) for single-unit and tractor/
semitrailer trucks are provided in Figure 13.4D. ISD values for level, 2-lane
roadways are presented in Figure 13.4E.

6.

Height of Eye/Object. The height of eye for passenger cars is assumed to be

3.5 (1080 mm) above the surface of the minor road. The height of object
(approaching vehicle on the major road) is also assumed to be 3.5 (1080 mm).
An object height of 3.5 (1080 mm) assumes that a sufficient portion of the
oncoming vehicle must be visible to identify it as an object of concern by the
minor road driver. If there is a sufficient number of trucks to warrant their
consideration, assume an eye height of 7.9 (2.4 m) for a tractor/semitrailer and
5.9 (1.8 m) for single-unit trucks and buses. If a truck is the assumed entering
vehicle, the object height will still be 3.5 (1080 mm) for the passenger car on the
major road.

7.

Skew. At skewed intersections where the intersection angle is less than 60,
adjustments may need to be made to account for the extra distance the vehicle
needs to travel across opposing lanes. Using the procedures discussed in
Comment #2 in Section 13.4.2.2 and/or Section 13.4.2.3, determine the
appropriate ISD value based on this extra travel distance.

8.

Examples. For examples on the application of ISD, see Section 13.4.2.4.

13.4.2.3 Straight Through Crossing Vehicle

In the majority of cases, the intersection sight distance for turning vehicles typically will
provide adequate sight distance to allow a vehicle to cross the major road. However, in
the following situations, the crossing sight distance may be the more critical movement:
1.

where left and/or right turns are not permitted from a specific approach and the
crossing maneuver is the only legal or expected movement (e.g., indirect left
turns);

2.

where the design vehicle must cross more than six travel lanes or, with medians,
the equivalent distance; or

13.4(12)

3.

INTERSECTION AT-GRADE

December 2004

where a substantial volume of heavy vehicles cross the highway and there are
steep grades on the minor road approach.

Use Equation 13.4-1 and the gap acceptance times (tg) and the adjustment factors in
Figure 13.4G to determine the ISD for crossing maneuvers. Where medians are
present, include the median width in the overall length to determine the applicable gap
time. Divide this width by 12 (3.6 m) to determine the corresponding number of lanes
for the crossing maneuver.
Design Vehicle
Passenger Car

Gap Acceptance Time (tg) (sec)

6.5

Single-Unit Truck

8.5

Tractor/Semitrailer

10.5

Adjustments:
1.

Multilane Highway. Where the design vehicle is crossing a major road with more
than two lanes, add 0.5 seconds for passenger cars or 0.7 seconds for trucks for
each additional lane in excess of two. See the discussion in Section 13.4.2.2 for
additional guidance.

2.

Approach Grade. If the approach grade on the minor road exceeds +3%,
multiply the percent grade of the minor road approach by 0.2 and add it to the
base gap acceptance time.
GAP ACCEPTANCE TIMES
(Crossing Maneuvers)
Figure 13.4G

December 2004

INTERSECTION AT-GRADE

13.4(13)

13.4.2.4 Examples of ISD Applications

The following three examples illustrate the application of the ISD criteria:
Example 13-1
Given:

Minor road intersects a 4-lane highway with a TWLTL.

Minor road is stop controlled.
Design speed of the major highway is 50 mph (80 km/h).
All travel lane widths are 12 (3.6 m).
The TWLTL width is 14 (4.2 m).
Trucks are not a concern.

Problem:

Determine the intersection sight distance to the left and right from the
minor road.

Solution:

The following steps will apply:

1.

For the vehicle turning right, the ISD to the left can be determined directly from
Figure 13.4E. For the 50 mph design speed, the ISD to the left is 555. For the
80 km/h design speed, the ISD to the left is 170 m.

2.

For the vehicle turning left, the ISD must reflect the additional time required to
cross the additional lanes; see Comment #2 in Section 13.4.2.2. The following
will apply:
a.

First, determine the extra width required by the one additional travel lane
and the TWLTL and divide this number by 12 (3.6 m):
U.S. Customary
(12 + 14)
= 2.2 lanes
12

b.

Metric
(3.6 + 4.2)
= 2.2 lanes
3.6

Next, multiply the number of lanes by 0.5 seconds to determine the

additional time required:
(2.2 lanes)(0.5 sec/lane) = 1.1 seconds

c.

Add the additional time to the basic gap time of 7.5 seconds and insert this
value into Equation 13.4-1:

13.4(14)

INTERSECTION AT-GRADE

U.S. Customary
Metric

December 2004

ISD = (1.47)(50)(7.5 + 1.1) = 632

ISD = (0.278)(80)(7.5 + 1.1) = 191 m

Provide an ISD of 630 (190 m) to the right for the left-turning vehicle.
3.

Check the crossing vehicle, as discussed in Section 13.4.2.3. The following will
apply:
a.

b.

First determine the extra width required by the two additional travel lanes
and the TWLTL and divide this number by 12 (3.6 m):
U.S. Customary

Metric

(12 + 12 + 14)
= 3.2 lanes
12

(3.6 + 3.6 + 4.2)

= 3.2 lanes
3 .6

Next, multiply the number of lanes by 0.5 seconds to determine the

additional time required:
(3.2 lanes)(0.5 sec/lane) = 1.6 seconds

c.

Add the additional time to the basic gap time of 6.5 seconds and insert this
value into Equation 13.4-1:
U.S. Customary
Metric

ISD = (1.47)(50)(6.5 + 1.6) = 595

ISD = (0.278)(80)(6.5 + 1.6) = 180 m

The 595 (180 m) for the crossing maneuver is less than the 630 (190 m)
required for the left-turning vehicle and, therefore, is not the critical
maneuver.
Example 13-2
Given:

Minor road intersects a 4-lane divided highway.

Minor road is stop controlled.
Design speed of the major highway is 55 mph (90 km/h).
All travel lane widths are 12 (3.6 m).
The median width is 100 (30.8 m).
Trucks are not a concern.

Problem:

Determine the intersection sight distance to the left and right from the
minor road.

December 2004

Solution:

INTERSECTION AT-GRADE

13.4(15)

The following steps apply:

1.

For the vehicle turning right, the ISD to the left can be determined directly from
Figure 13.4E. For the 55 mph design speed, the ISD to the left is 610. For the
90 km/h design speed, the ISD to the left is 190 m.

2.

Determine if the crossing maneuver is critical; see Section 13.4.2.3. No

adjustments are required to the base time of 6.5 seconds. Therefore, use
Equation 13.4-1 directly:
U.S. Customary

ISD = (1.47)(55)(6.5) = 525

Metric

ISD = (0.278)(90)(6.5) = 163 m

The crossing maneuver is less than the right-turning maneuver and, therefore, is
not critical.
3.

For the vehicle turning left, assume the passenger car is stopped in the median;
see Figure 13.4F. The ISD to the right can be determined directly from Figure
13.4E. For the 55 mph design speed, the ISD to the left is 610. For the 90 km/h
design speed, the ISD to the left is 190 m. . The crossing maneuver will not be
critical.

Example 13-3
Given:

Minor road intersects a 2-lane highway.

Minor road is stop controlled.
Design speed of the major highway is 55 mph (90 km/h).
All travel lane widths are 12 (3.6 m).
The approach grade on the minor road is 4.5%.
Tractor/semitrailer trucks are a concern.

Problem:

Determine the intersection sight distance to the left and right from the
minor road.

Solution:

The following steps will apply:

1.

For the left-turning vehicle, the base gap acceptance time from Figure 13.4D is
11.5 seconds. Add the additional time due to the approach grade (0.2 seconds
per percent grade) to the base gap time; see Comment #4 in Section 13.4.2.2:

13.4(16)

INTERSECTION AT-GRADE

December 2004

(0.2)(4.5) + 11.5 = 12.4 seconds

Then, using Equation 13.4-1:
U.S. Customary
Metric

ISD = (1.47)(55)(12.4) = 1003

ISD = (0.278)(90)(12.4) = 310 m

The ISD for the right-turning vehicle is determined similarly:

(0.1)(4.5) + 11.5 = 12 seconds
Then, using Equation 13.4-1:
U.S. Customary
Metric

ISD = (1.47)(55)(12.0) = 970

ISD = (0.278)(90)(12.0) = 300 m

The crossing maneuver will not be critical.

13.4.3

Yield Control

At intersections controlled by a yield sign, drivers on the minor road will typically:
1.

slow down as they approach the major road, typically to 60 percent of the
approach speed;

2.

based on their view of the major road, make a stop/continue decision; and

3.

either brake to a stop or continue their crossing or turning maneuver onto the
major road.

Yield control criteria is based on a combination of the no control ISD discussed in

Section 13.4.1 and the stop-controlled ISD as discussed in Section 13.4.2. To
determine the applicable clear sight triangles of the approaches, the following will apply;
see Figure 13.4H:
1.

Crossing Maneuver. Use the following to determine the legs of the clear sight
triangle; Illustration a in Figure 13.4H:
a.

Minor Road. The leg on the minor road approach can be determined
directly from Figure 13.4I.

December 2004

b.

INTERSECTION AT-GRADE

13.4(17)

Major Road. The leg on the major road is determined using the following
equations and the times listed in Figure 13.4I:
U.S. Customary
w + La
t g = ta +
0.88(Vminor )

Metric

b = (1.47)(Vmajor )(t g )

b = (0.278)(Vmajor )(t g )

t g = ta +

w + La
0.167(Vminor )

Where:
b

length of leg of sight triangle along the major road ft (m)

tg

travel time to reach and clear the major road in a crossing

maneuver (sec)

ta

travel time to reach the major road from the decision point
for a vehicle that does not stop(sec) (use appropriate value
for the minor-road design speed from Figure 13.4I, adjusted
for approach grade, where appropriate)

width of intersection to be crossed ft (m)

La

length of design vehicle ft (m)

Vminor =

design speed of minor road mph (km/h)

Vmajor =

design speed of major road mph (km/h)

13.4(18)

INTERSECTION AT-GRADE

INTERSECTION SIGHT DISTANCE APPLICATION

(Yield Control)
Figure 13.4H

December 2004

December 2004

INTERSECTION AT-GRADE

13.4(19)

U.S. Customary
Design Speed
(mph)

Approach Distance
Along Minor Road(1)
(a)(ft)

20
25
30
35
40
45
50
55
60
65
70

100
130
160
195
235
275
320
370
420
470
530

Travel Time From Decision

Point to Major Road (ta)(1)(2)
(sec)
3.7
4.0
4.3
4.6
4.9
5.2
5.5
5.8
6.1
6.4
6.7

Metric
Design Speed
(km/h)

Approach Distance
Along Minor Road(1)
(a)(m)

30
40
50
60
70
80
90
100
110

30
40
55
65
80
100
115
135
155

Travel Time From Decision

Point to Major Road (ta)(1)(2)
(sec)
3.6
4.0
4.4
4.8
5.1
5.5
5.9
6.3
6.7

(1)

For minor-road approach grades that exceed 3%, multiply by the

appropriate adjustment factor from Figure 13.4B. Do not apply the
adjustment factor to approaches with negative grades.

(2)

Travel time applies to a vehicle that slows before crossing the

intersection but does not stop.

ISD ASSUMPTIONS FOR YIELD CONTROLLED INTERSECTION

(Crossing Maneuver)
Figure 13.4I

13.4(20)

2.

INTERSECTION AT-GRADE

December 2004

Turning Maneuvers. For the turning left or right vehicle, the approach legs are
determined as follows; Illustration b in Figure 13.4H:
a.

Minor Road. The assumed turning speed from the minor road to the
major road is 10 mph (16 km/h). This corresponds to an approach
distance of 82 (25 m) along the minor road leg.

b.

Major Road. To determine the legs along the major road, use the same
procedures as discussed in Section 13.4.2.2 for the stop controlled
intersection, Equation 13.4-1 and the gap acceptance time listed in Figure
13.4J. Because the gap acceptance time are longer than the stopcontrolled gap times, it will be unnecessary to determine the sight distance
criteria for the vehicle which stops at the yield sign.
Gap Acceptance Time
(tg)(sec)
8.0
10.0
12.0

Design Vehicle
Passenger Car
Single-Unit Truck
Tractor/Semitrailer
Adjustments:

If the approach grade on the minor road exceeds 3%, the following applies:
1.

For right turns, multiply the percent grade of the minor road approach by 0.1 and add it to the
base gap acceptance time.

2.

For left turns, multiply the percent grade of the minor road approach by 0.2 and add it to the base
gap acceptance time.

GAP ACCEPTANCE TIMES FOR YIELD CONTROL INTERSECTIONS

(Turning Maneuvers)
Figure 13.4J
13.4.4

All-Way Stop

At intersections with all-way stop control, provide sufficient sight distance so that the
first stopped vehicle on each approach is visible to all other approaches. The ISD
criteria for left or right-turning vehicles as discussed in Section 13.4.2 are not applicable
in this situation. Often, intersections are converted to all-way stop control to address
limited sight distance at the intersection. Therefore, providing additional sight distance
at the intersection is unnecessary.

December 2004

13.4.5

INTERSECTION AT-GRADE

13.4(21)

Stopped Vehicle Turning Left

At all intersections, regardless of the type of traffic control, the designer should consider
the sight distance needs for a stopped vehicle turning left from the major road. This is
illustrated in Figure 13.4K. The driver must see straight ahead for a sufficient distance to
turn left and clear the opposing travel lanes before an approaching vehicle reaches the
intersection. In general, if the major highway has been designed to meet the stopping
sight distance criteria, intersection sight distance only will be a concern where the major
road is on a horizontal curve, where there is a median, or where there are opposing
vehicles making left turns at an intersection.
Use Equation 13.4-1 (Page 13.4(5)) and the gap acceptance times (tg) from Figure
13.4L to determine the applicable intersection sight distances for the left-turning vehicle.
Where the crossing vehicle must cross more than one lane, add 0.5 seconds for
passenger cars or 0.7 seconds for trucks for each additional lane in excess of one.
Where medians are present, the designer will need to consider their effect in the same
manner as discussed in Section 13.4.2.2. Figure 13.4M provides the ISD values for all
design vehicles and two common left-turning situations.
13.4.6

Measures to Improve Intersection Sight Distance

The available ISD should be checked using the above noted parameters. If the ISD
values from the above Sections are provided, no further investigation is needed. If the
line of sight is restricted by either bridge railing, guardrail, other obstructions, or the
horizontal and vertical alignment of the main road and the ISD value is not available,
evaluate one or more of the following modifications, or a combination, to achieve the
intersection sight distance:
1.
2.
3.
4.
5.
6.
7.
8.

remove the obstructions that are restricting the sight distance,

relocate the intersecting road farther from the end of the bridge,
widen the structure on the side where the railing is restricting the line of sight,
flare the approach guardrail,
revise the grades on the main road and/or the intersecting road,
close the intersecting road,
make the intersecting road one-way away from the main road, and/or
review other measures that may be practical at a particular location.

See Section 13.4.5 for discussion and application.

INTERSECTION SIGHT DISTANCE FOR A STOPPED VEHICLE TURNING LEFT
(On Major Road)

2.

Figure 13.4K

See Figure 13.4M for ISD values.

1.

INTERSECTION AT-GRADE

Notes:

13.4(22)
December 2004

December 2004

INTERSECTION AT-GRADE

Gap Acceptance Time

(tg)(sec)
5.5
6.5
7.5

Design Vehicle
Passenger Car
Single-Unit Truck
Tractor/Semi-trailer

GAP ACCEPTANCE TIMES

(Left-Turning Vehicles from Major Road)
Figure 13.4L

13.4(23)

13.4(24)

INTERSECTION AT-GRADE

December 2004

U.S. Customary (Rounded for design)

ISD (ft)
Design Speed
(Vmajor)
(mph)

20
25
30
35
40
45
50
55
60
65
70
75
80

Passenger Cars

Single-Unit Trucks

Tractor/Semitrailers

Crossing
1 lane

Crossing
2 lanes

Crossing
1 lane

Crossing
2 lanes

Crossing
1 lane

Crossing
2 lanes

165
205
245
285
325
365
405
445
490
530
570
610
650

180
225
265
310
355
400
445
490
530
575
620
665
710

195
240
290
335
385
430
480
530
575
625
670
720
765

215
265
320
375
425
480
530
585
640
690
745
795
850

225
280
335
390
445
500
555
610
665
720
775
830
885

245
305
365
425
485
545
605
665
725
785
845
905
965

Metric (Rounded for design)

ISD (m)
Design Speed
(Vmajor)
(km/h)

30
40
50
60
70
80
90
100
110

Passenger Cars

Single-Unit Trucks

Tractor/Semitrailers

Crossing
1 lane

Crossing
2 lanes

Crossing
1 lane

Crossing
2 lanes

Crossing
1 lane

Crossing
2 lanes

50
65
80
95
110
125
140
155
170

55
70
85
105
120
135
155
170
185

55
75
95
110
130
145
165
185
200

65
85
105
125
145
165
185
205
225

65
85
105
130
150
170
190
210
230

70
95
115
140
160
185
210
230
255

INTERSECTION SIGHT DISTANCES

(Left-Turning Vehicles from Major Road))
Figure 13.4M

December 2004

13.5
13.5.1

INTERSECTION AT-GRADE

13.5(1)

INTERCHANGES
General

An interchange is a system of ramps in conjunction with one or more grade separations

that provides for the movement of traffic between two or more roadways on different
elevation levels. The operational efficiency, capacity, safety and cost of the highway
facility are largely dependent upon its design. Chapter Twenty-nine of the Traffic
Engineering Manual provides guidance in the design of interchanges including access
guidelines, selection, operations, spacing, freeway/ramp terminals, ramps and
ramp/crossroad terminals.
13.5.2

Responsibilities

The following units are responsible for the planning and design of an interchange:
1.

Access Review. The Rail, Transit and Planning Division will identify potential
sites for a new interchange. The Traffic Engineering Section will review the need
for an interchange against the guidelines presented in Section 29.1.2. of the
Traffic Engineering Manual.

2.

Interchange Type Selection. Once it has been determined that an interchange is

justified, the Traffic Engineering Section will determine the appropriate
interchange type for the site.

3.

Geometric Layout. The Geometrics Unit in the Traffic Engineering Section will be
responsible for designing the interchange layout including the horizontal
alignment, the preliminary profile grade line and ramp/crossroad intersection
details.

4.

Interchange Design. After coordinating with the Traffic Engineering Section, the
Road Design Section will be responsible for determining the final vertical
alignment, earthwork quantities, drainage design and contour grading plans. In
addition, the Road Design Section will coordinate with the Traffic Engineering
Section to determine the necessary access-control lines and right-of-way limits.

5.

Detailed Sheets. The Road Design Section in coordination with the Geometrics
Unit will be responsible for preparing the detailed sheets that will be included in
the construction plans.

13.5(2)

6.

INTERSECTION AT-GRADE

December 2004

Consultant Projects.
On consultant-designed interchange projects, the
consultant will be responsible for the design of all elements including type
selection, geometric layout, signing, electrical work, ramp/crossroad intersection
details and detailed plan preparation. The Traffic Engineering Section will be
responsible for reviewing these items.

December 2004

13.6

INTERSECTION AT-GRADE

13.6(1)

APPROACHES

The designer is referred to the Department's Approach Standards for Montana

Highways for the Department's criteria on approaches. This publication has been
prepared by the Department's Traffic Engineering Section in conjunction with the Rightof-Way Bureau and the Maintenance Division.
These regulations are adopted and issued according to the authority granted to the
Montana Transportation Commission and/or the Department of Transportation under
current Montana Law. Unless otherwise provided or agreed to, they apply to all
highways on the Federal-Aid System.
The frequency, proper placement and
construction of points of access to highways are critical to the safety and capacity of
those highways. These regulations are intended to provide for reasonable and safe
access to highways while preserving their safety and utility to the maximum extent
practical. These regulations are not intended to alter or reduce existing or future access
control or access limitations, nor are they intended to alter or supersede access which
has been agreed to by appropriate written contract with the Department of
Transportation.

13.6(2)

INTERSECTION AT-GRADE

December 2004