HIGHWAY DESIGN MANUAL 300-1

July 1, 2004

pavement sloped toward the edges on a uniform

CHAPTER 300 grade.
GEOMETRIC CROSS SECTION For rehabilitation and widening projects, the
maximum algebraic difference in cross slope
Topic 301 - Traveled Way between adjacent lanes of opposing traffic for
Standards either 2-lane or undivided multilane highways
should be 6%. For new construction, the
Index 301.1 - Traveled Way Width maximum shall be 4%.
The traveled way width is determined by the On divided highway roadbeds, the high point of
number of lanes demanded by the design hourly crown may be centered at, or left of, the center of
volume. The traveled way width does not include the traveled way, and preferably over a lane line
curbs, dikes, gutters, or gutter pans. The basic (tent sections). This strategy may be employed
lane width for new construction on two-lane and when adding lanes on the inside of divided
multilane highways, ramps, collector roads, and highways, or when widening an existing "crowned"
other appurtenant roadways shall be 3.6 m. For 2-lane highway to a 4-lane divided highway by
roads with curve radii of 90 m or less, widening utilizing the existing 2-lane pavement as one of the
due to offtracking should be considered. See Index divided highway roadbeds.
404.1 and Table 504.3A. For roads under other
The maximum algebraic difference in cross slope
jurisdictions, see Topic 308.
between same direction traffic lanes of divided
301.2 Cross Slopes highway roadbeds should be 4%.
(1) General. The purpose of sloping on roadway The maximum difference in cross slope between
cross sections is to provide a mechanism to the traveled way and the shoulder should not
direct water (usually from precipitation) off exceed 8%. This applies to new construction as
the traveled way. Undesirable accumulations well as pavement overlay projects.
of water can lead to hydroplaning or other
At freeway entrances and exits, the maximum
problems which can increase accident
difference in cross slope between adjacent lanes, or
potential. See Topics 831 and 833 for
between lanes and gore areas, should not exceed
hydroplaning considerations.
5%.
(2) Standards.
(a) The standard cross slope to be used for Topic 302 - Shoulder Standards
new construction on the traveled way
for all types of surfaces shall be 2%. 302.1 Width
(b) For resurfacing or widening when The shoulder widths given in Table 302.1 shall
necessary to match existing cross slopes, be the minimum continuous usable width of
the minimum shall be 1.5% and the paved shoulder. For new construction, and major
maximum shall be 3 percent. However, reconstruction projects on conventional highways,
the cross slope on 2-lane and multilane adequate width should be provided to permit shared
AC highways should be increased to 2% if use by motorists and bicyclists.
the cost is reasonable. See Index 308.1 for shoulder width requirements
(c) On unpaved roadway surfaces, on city streets or county roads. See shoulder
including gravel and penetration definition, Index 62.1(7).
treated earth, the cross slope shall be See Index 1102.2 for shoulder width requirements
2.5% to 5.0%. next to noise Barriers.
On undivided highways with two or more lanes in a
normal tangent section, the high point of the crown
should be centered on the pavement and the
300-2 HIGHWAY DESIGN MANUAL
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Table 302.1
Standards for Paved
Shoulder Width

Paved Shoulder Width (m)

Left Right (8)
Freeways & Expressways
2 lanes (1) -- 2.4 (6)
4 lanes (1) 1.5 3.0
6 or more lanes (1) 3.0 3.0
Auxiliary lanes -- 3.0
Freeway-to-freeway connections
Single and two-lane connections 1.5 3.0
Three-lane connections 3.0 3.0
Single-lane ramps 1.2 (2) 2.4
Multilane ramps 1.2 (2) 2.4 (3)
Multilane undivided -- 3.0
Collector-Distributor 1.5 3.0
Conventional Highways
Multilane divided
4-lanes 1.5 2.4
6-lanes or more 2.4 2.4
Urban areas with speeds less than 75 km/h and curbed
medians 0.6 (4) 2.4 (7)
Multilane undivided -- 2.4 (7)
2-lane
RRR See Index 307.3
New construction See Table 307.2
Slow-moving vehicle lane -- 1.2 (5)
Local Facilities
Frontage roads See Index 310.1
Local facilities crossing State facilities See Index 308.1

NOTES:
(1) Total number of lanes in both directions including separate roadways (see Index 305.6). If a lane is added to
one side of a 4-lane facility (such as a truck climbing lane) then that side shall have 3.0 m left and right
shoulders. See Index 62.1.
(2) May be reduced to 0.6 m. 1.2 m preferred in urban areas and/or when ramp is metered. See Index 504.3.
(3) In restrictive situations, may be reduced to 0.6 m or 1.2 m (preferred in urban areas) in the 2-lane section of a
non-metered ramp which transitions from a single lane. May be reduced to 0.6 m in ramp sections having 3 or
more lanes. See Index 504.3.
(4) For posted speeds less than 60 km/h, shoulder may be omitted (see Index 303.5(5)) except where drainage flows
toward the curbed median.
(5) On right side of climbing or passing lane section only. See Index 1003.2 if bike lanes are present.
(6) 3.0 m shoulders preferred.
(7) Where parking is allowed, 3.0 m to 3.6 m shoulders preferred.
(8) Shoulders adjacent to abutment walls, retaining walls in cut locations, and noise barriers shall be 3.0 m.
 HIGHWAY DESIGN MANUAL 300-3
July 1, 2004

302.2 Cross Slopes the lanes and the shoulders with the least
number of passes.
(1) General - When a roadway crosses a bridge
structure, the shoulders shall be in the same • If shoulders are PCC and the District plans
plane as the adjacent traveled way. to convert shoulders into through lanes
within the 20 years following construction,
(2) Left Shoulders - In depressed median sections, then shoulders are to be built in the plane
shoulders to the left of traffic shall be of the traveled way and to lane standards
sloped at 2% away from the traveled way. for width and structural section. (See Index
In paved median sections, shoulders to the 603.4).
left of traffic shall be designed in the plane • If use of the highway by pedestrians is
of the traveled way. Maintenance paving expected in areas where sidewalks are not
beyond the edge of shoulder should be treated to be constructed, new shoulder cross slope
as appropriate for the site, but consideration and drainage design should accommodate
needs to be given to the added runoff and the pedestrians and consideration should be
increased water depth on the pavement (see given to pedestrian and bicycle needs on
discussion in Index 831.4 (5) "Hydroplan- reconstruction of existing shoulders. This
ing"). decision should involve the local agency
(3) Right Shoulders- In normal tangent sections, and must be consistent with the design
shoulders to the right of traffic shall be guidance provided in Topic 105 and in
sloped at 2% to 5% away from the traveled Design Information Bulletin 82,
way. "Pedestrian Accessibility Guidelines for
Highway Projects" for people with
The above flexibility in the design of the right disabilities.
shoulder allows the designer the ability to
conform to regional needs. Designers shall Shoulder slopes for super elevated curves are
consider the following during shoulder cross discussed under Index 202.2.
slope design. See Index 307.2 for shoulder slopes on 2-lane roads
• In most areas a 5% right shoulder cross with 0.6 m and 1.2 m shoulders.
slope is desired to most expeditiously
remove water from the pavement and to Topic 303 - Curbs, Dikes, and
allow gutters to carry a maximum water Side Gutters
volume between drainage inlets. The
shoulders must have adequate drainage 303.1 General Policy
interception to control the "water spread"
as discussed in Table 831.3 and Index Curb (including curb with gutter pan), dike, and
831.4. Conveyance of water from the total side gutter all serve specific purposes in the design
area transferring drainage and rainwater of the roadway cross section. Curb is primarily
across each lane and the quantity of used for channelization, access control, separation
intercepting drainage shall also be a between pedestrians and vehicles, and to enhance
consideration in the selection of shoulder delineation. Dike is specifically intended for
cross slope. Hydroplaning is discussed in drainage and erosion control where stormwater
Index 831.4 (5). runoff cannot be cost effectively conveyed beyond
the pavement by other means. Curb with gutter pan
• In locations with snow removal operations serves the purpose of both curb and dike. Side
it is desirable for right shoulders to slope gutter is intended to prevent runoff from a cut slope
away from traffic in the same plane as the on the high side of a superelevated roadway from
traveled way. This design permits the running across the pavement and is discussed
snowplowing crew to remove snow from further in Index 834.3.
300-4 HIGHWAY DESIGN MANUAL
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Aside from their positive aspects in performing (h) At separation islands between a freeway
certain functions, curbs and dikes can have and a collector-distributor to provide a
undesirable effects. In general, curbs and dikes positive separation between mainline
should present the least potential obstruction, yet traffic and collector-distributor traffic.
perform their intended function. As operating
(i) Where sidewalk is appropriate.
speeds increase, lower curb and dike height is
desirable. Curbs and dikes are not considered (j) As a tool for traffic calming where
traffic barriers. operating speeds are 65 km/h or less.
On urban and suburban conventional highways (k) To deter vehicular damage of traffic signal
where right of way is costly and/or difficult to standards.
acquire, it is appropriate to consider the use of a Dike is appropriate where controlling drainage is
“closed” highway cross section with curb, or curb not feasible via sheet flow or where it is necessary
with gutter pan. There are also some situations to contain/direct runoff to interception devices. On
where curb is appropriate in freeway settings. The cut slopes, dike also protects the toe of slope from
following criteria describe typical situations where erosion. Dike may also be necessary to protect
curb or curb with gutter pan may be appropriate: adjacent areas from flooding.
(a) Where needed for channelization, The use of curb should be avoided on facilities with
delineation, or other means of improving operating speeds greater than or equal to 75 km/h,
traffic flow and safety. except as noted in Table 303.1. For projects where
(b) At ramp connections with local streets for the use of curb is appropriate, it should be the type
the delineation of pedestrians walkways shown in Table 303.1.
and continuity of construction at a local
facility. 303.2 Curb Types and Uses
(c) As a replacement of existing curb with Depending on their intended function, one of two
gutter pan and sidewalk. general classifications of curb design are selected
as appropriate. The two general classifications are
(d) On frontage roads on the side adjacent to
vertical and sloped. Vertical curbs are actually
the freeway to deter vehicular damage to
nearly vertical (approximate batter of 4:1) and vary
the freeway fence.
in height from 150 to 200 mm. Sloped curbs
(e) When appropriate to conform to local (approximate batter of 1.5:1 or flatter) vary in
arterial street standards. height from 80 to 150 mm.
(f) Where it may be necessary to solve or Sloped curbs are more easily mounted by motor
mitigate operational deficiencies through vehicles than vertical curbs. Since curbs are not
control or restriction of access of traffic generally adequate to prevent a vehicle from
movements to abutting properties or leaving the roadway, a suitable traffic barrier
traveled ways. should be provided where redirection of vehicles is
(g) In freeway entrance ramp gore areas (at the needed. Where curb is placed to deter vehicles
inlet nose) when the gore cross slope from intentionally entering the area behind the curb
exceeds standards. (e.g., truck offtracking), in most cases the curb will
not prevent an errant vehicle from mounting the
curb.
 HIGHWAY DESIGN MANUAL 300-5
June 26, 2006

Table 303.1
Selection of Curb Type
Operating Speeds (km/h)
Location < 65 > 65 to < 75 > 75
Freeways and Expressways
Collector-distributor Roads
See Index 504.3(11)
Ramps
Conventional Highways
- Frontage Roads (1) A or B-150 B-150 B-100
- Traffic Signals A or B-150 B-150 B-100
- Raised Traffic & Median Islands(2) A or B-150 B-150 B-100 or D
- Adjacent to Sidewalks & A (3) A-150 B-150
Pedestrian Refuge Islands
- Bulb outs/curb extensions A (3) NA NA
- Bridges (4) H, A3, or B3 H or B3 B3
(1) Based on the operating speed along the frontage road.
(2) See Design Information Bulletin Number 80, “Roundabouts” for information on curbs at roundabouts.
(3) Type A curb includes Types A1-150, A2-150, A1-200, and A2-200.
(4) Type H curb typically used in conjunction with Type A curbs next to sidewalks on approach roadway. Type
A3 curbs typically used with corresponding Type A curbs on median island of approach roadway. Type B3
curbs typically used with corresponding Type B curbs on approach roadway.

Curb with gutter pan may be provided to enhance used as raised median islands in low speed
the visibility of the curb and thus improve environments (operating speed < 65 km/h).
delineation. This is most effective where the These curbs do not constitute a positive
adjacent pavement is a contrasting color or barrier as they can be mounted except at low
material. B2-100 and B4 curbs are appropriate for speeds and flat angles of approach.
enhancing delineation. Where curb with gutter pan
(2) Types A1-200, A2-200, and A3-200. These
is intended as delineation and has no drainage
200 mm high curbs may be used in lieu of
function, the gutter pan should be in the same plane
150 mm curbs when requested by local
as the adjacent pavement.
authorities, if the curb criteria stated under
The curb sections provided on the Standard Plans Index 303.1 are satisfied and operating speeds
are approved types to be used as stated below. The are 65 km/h or less. This type of curb may
following types are vertical curb: impede curbside passenger loading and may
make it more difficult to comply with curb
(1) Types A1-150, A2-150, and A3-150. These
ramp design (see Design Information Bulletin
curbs are 150 mm high. Their main function
Number 82, “Pedestrian Accessibility
is to provide a more positive deterrent to
Guidelines for Highway Projects”).
vehicles than is provided by sloped curb.
Specifically, they are used to separate
pedestrians from vehicles, to control parking
of vehicles, and to deter vehicular damage of
traffic signal standards. They may also be
300-6 HIGHWAY DESIGN MANUAL
July 1, 2004

(3) Type H Curb. This type may be used on Curbs and gutter pans are cross section elements
bridges with operating speeds less than considered entirely outside the traveled way, see
75 km/h where it is desired to match the Index 301.1.
approach roadway curb. Type H curb is often
Where bicycles are permitted and the shoulder
incorporated into bridge barrier/sidewalk
width is 1.2 m, gutter pan width should be reduced
combination railings (See Index 208.10(4)).
to 0.3 m, so 0.9 m is provided between the traffic
These types are sloped curbs: lane and the longitudinal joint at the gutter pan.
For mandatory requirements regarding drainage
(4) Types B1, B2, and B3 Curbs and Curbs with
inlet grates for bicycles, see Index 1003.6(3).
Gutter Pan. Types B1-150, B2-150, and B3-
150 are 150 mm high. Type B1-100, B2-100,
and B3-100 are 100 mm high. Since all have a 303.3 Dike Types and Uses
1.5:1 slope or flatter on the face, they are Use of dike is intended for drainage control and
mounted more easily than Type A curbs. should not be used in place of curb. Dikes placed
Typical uses of these curbs are for adjoining the shoulder, as shown in Figures 307.2,
channelization including raised median 307.4, and 307.5, provide a paved triangular gutter
islands. B2 curb with gutter pan also serves as within the shoulder area. The dike sections
drainage control. provided on the Standard Plans are approved types
(5) Type B4 Curb. Type B4 curb with gutter pan to be used as stated below. Dikes should be
is 80 mm high and is typically used on ramp selected as illustrated in Figure 303.3. Dikes
gores as described under Index 504.3(11). It should be designed so that roadway runoff is
may also be appropriate where a lower curb is contained within the limits specified in Index
desirable. 831.3. For most situations Type E dike is the
preferred dike type as discussed below.
(6) Type D Curb. Type D curb is 100 or 150 mm
high and is typically used for raised traffic (1) Type A Dike. The use of Type A dike should
islands, collector-distributor separation be avoided. For RRR projects, Type A dike
islands, or raised medians when operating may be used in cut sections with slopes
speeds equal or exceed 75 km/h. steeper than 1:3 and where existing conditions
do not allow for construction of the wider
(7) Type E Curb. This essentially is a rolled gutter Type D or E dikes. Compacted embankment
used only in special drainage situations. material should be placed behind the back of
Curbs with gutter pans, along with the shoulder, dike as shown in Figure 303.3.
may provide the principal drainage system for the (2) Type C Dike. This low dike, 50 mm in height,
roadway. Inlets are provided in the gutter pan or may be used to confine small concentrations
curb, or both. of runoff. The capacity of the shoulder gutter
Gutter pans are typically 0.6 m wide but may be formed by this dike is small. Due to this
0.3 to 1.2 m in width, with a cross slope of limited capacity, the need for installing an
typically 8.33 percent to increase the hydraulic inlet immediately upstream of the beginning
capacity. Gutter pan cross slopes often need to be of this dike type should be evaluated. This
modified at curb ramps in order to meet low dike can be traversed by a vehicle and
accessibility requirements. See Design Information allows the area beyond the surfaced shoulder
Bulletin Number 82, “Pedestrian Accessibility to be used as an emergency recovery and
Guidelines for Highway Projects” for accessibility parking area. The Type C dike is the only
standards. Warping of the gutter pan should be dike that may be used in front of guardrail. In
limited to the portion within 0.6 to 0.9 m of the such cases, it is not necessary to place
gutter flow line to minimize adverse driving compacted embankment material behind Type
effects. C dike.
 HIGHWAY DESIGN MANUAL 300-7
June 26, 2006

Figure 303.3
Dike Type Selection and Placement(1)
300-8 HIGHWAY DESIGN MANUAL
June 26, 2006

(3) Type D Dike. This 150 mm high dike All dimensions to dikes are from the near edge of
provides about the same capacity as the Type traveled way to flow line. Curb and dike offsets
A dike but has the same shape as the Type E should be in accordance with the following:
dike. The quantity of material in the Type D
(1) Through Lanes. The offset from the edge of
dike is more than twice that of a Type E dike.
traveled way to the face of curb or dike flow
It should only be used where there is a need to
line should be no less than the shoulder width,
contain higher volumes of drainage.
as set forth in Table 302.1.
Compacted embankment material should be
placed behind the back of dike as shown in (2) Channelization. Island curbs used to
Figure 303.3. For RRR projects that do not channelize intersection traffic movements
widen pavement, compacted embankment should be positioned as described in Index
material may be omitted on existing fill slopes 405.4.
steeper than 1:3 when there is insufficient (3) Separate Turning Lanes. Curb offsets to the
room to place the embankment material. right of right turn lanes in urban areas may be
(4) Type E Dike. This 100 mm high dike provides reduced to 0.6 m if design exception approval
more capacity than the Type C dike. Because for nonstandard shoulder width has been
Type E dike is easier to construct than Type D obtained in accordance with Index 82.2. No
dike, and has greater drainage capacity than curb offset is required to the left of left-turn
Type C dike, it is the preferred dike type for lanes in urban areas unless there is a gutter
most installations. Compacted embankment pan.
material should be placed behind the back of (4) Median Openings. Median openings (Figure
dike as shown in Figure 303.3. For RRR 405.5) should not be separated with curb
projects that do not widen pavement, unless necessary to delineate areas occupied
compacted embankment material may be by traffic signal standards.
omitted on existing fill slopes steeper than 1:3
where there is insufficient room to place the (5) Urban Conventional Highways. When the
embankment material. posted speed is less than 60 km/h, no median
curb offset is required if there is no gutter pan.
(5) Type F Dike. This 100 mm high dike is to be
used where dike is necessary for drainage (6) Structure Approach Slabs. When a dike is
underneath a guardrail installation. This dike required to protect the side slope from erosion,
is placed directly under the face of metal beam it should be placed on the structure approach
guardrail installations. and sleeper slabs as well as aligned to tie into
the end of the structure railing. The guardrail
303.4 Side Gutters alignment and edge of shoulder govern the
positioning of the dike.
For information on side gutters, see Index 834.3.
When the Type 14 structure approach slab is
303.5 Position of Curbs and Dikes used, concrete dikes are preferred. Hot mixed
asphalt dike will inevitably crack due to
Curbs located at the edge of the traveled way may expansion and contraction at the
have some effect on lateral position and speed of approach/sleeper slab joint. A metal dike
moving vehicles, depending on the curb insert is used to carry the flow across the
configuration and appearance. Curbs with low, sealed joint. The insert acts as a water barrier
sloped faces may encourage drivers to operate to minimize erosion of the fill slope. Details
relatively close to them. Curbs with vertical faces of the metal dike insert are shown in the
may encourage drivers to slow down and/or shy structure approach plans provided by the
away from them and, therefore, it may be desirable Division of Engineering Services, (DES).
to incorporate some additional roadway width.
(7) Bridges and Grade Separation Structures.
All dimensions to curbs (i.e., offsets) are from the When both roadbeds of a curbed divided
near edge of traveled way to bottom face of curb. highway are carried across a single structure,
 HIGHWAY DESIGN MANUAL 300-9
June 26, 2006

the median curbs on the structure should be in Embankment slopes steeper than 1:3 are
the same location as on adjacent roadways. considered non-recoverable and non-
traversable. District Traffic, and the
(8) Approach Nose. The approach nose of islands
AASHTO “Roadside Design Guide”
should also be designed utilizing a parabolic
should be consulted for methods of
flare, as discussed in Index 405.4.
determining the preferred treatment.
303.6 Curbs and Dikes on Frontage Roads Regardless of slope steepness, it is
and Streets desirable to round the top of slopes so an
encroaching vehicle remains in contact
Continuous curbs or dikes are not necessarily with the ground. Likewise, the toe of
required on all frontage roads. Where curbs or slopes should be rounded to prevent
dikes are necessary for drainage control or other vehicles from nosing into the ground.
reasons, they should be consistent with the
guidelines established in this topic and placed as (b) Erosion Control. Slope designs steeper
shown on Figure 307.4. Local curb standards than 1:4 must be approved by the District
should be used when requested by local authorities Landscape Architect in order to assure
for roads and streets that will be relinquished to compliance with the regulations affecting
them. Stormwater Pollution contained in the
Federal Clean Water Act (see Index 82.4).
Slope steepness and length are two of the
Topic 304 - Side Slopes most important factors affecting the
erodability of a slope. Slopes should be
304.1 Side Slope Standards designed as flat as possible to prevent
Slopes should be designed as flat as is reasonable. erosion. However, since there are other
For new construction, widening, or where slopes factors such as soil type, climate, and
are otherwise being modified, embankment (fill) exposure to the sun, District Landscape
slopes should be 1:4 or flatter. Factors affecting Architecture and the District Stormwater
slope design are as follows: Coordinator must be contacted for erosion
control requirements.
(a) Safety. Flatter slopes provide better
recovery for errant vehicles that have run A Storm Water Data Report (SWDR)
off the road. A cross slope of 1:6 or documents project information and
flatter is suggested for high speed considerations pertaining to Storm Water
roadways whenever it is achievable. Best Management Practices (BMPs) and
Cross slopes of 1:10 are desirable. Erosion Control methods. The SWDR is
prepared and signed by key personnel
Recoverable slopes are embankment (including the District Landscape
slopes 1:4 or flatter. Motorists who Architect) at the completion of each phase
encroach on recoverable slopes can of a project. By signing the SWDR, the
generally stop their vehicles or slow them District Landscape Architect approves
enough to return to the traveled way compliance with the proposed slope
safely. designs.
A slope which is between 1:3 and 1:4 is (c) Structural Integrity. Slopes steeper than
considered traversable, but not 1:2 require approval of District
recoverable. Since a high percentage of Maintenance. The Geotechnical Design
vehicles will reach the toe of these slopes, Report (See Topic 113) will recommend a
the recovery area should be extended minimum slope required to prevent slope
beyond the toe of slope. The AASHTO failure due to soil cohesiveness, loading,
“Roadside Design Guide” should be slip planes and other global stability type
consulted for methods of determining the failures. There are other important issues
preferred extent of the runout area.
300-10 HIGHWAY DESIGN MANUAL
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found in the Geotechnical Design Report The minimum clearance from the right of way line
affecting slope design such as the to catch point of a cut or fill slope should be 3 m
consistency of the soil likely to be for all types of cross sections. When feasible, at
exposed in cuts, identification of the least 5 m should be provided.
presence of ground water, and
Following are minimum clearances recommended
recommendations for rock fall.
for cuts higher than 10 m:
(d) Economics. Economic factors such as
(a) 6 m for cuts from 10 m to 15 m high.
purchasing right of way, imported borrow,
and environmental impacts frequently (b) 7.5 m for cuts from 15 m to 25 m high.
play a role in the decision of slope length (c) One-third the cut height for cuts above
and steepness. In some cases, the cost of 25 m, but not to exceed a width of 15 m.
stabilizing, planting, and maintaining
steep slopes may exceed the cost of The foregoing clearance standards should apply to
additional grading and right of way to all types of cross sections.
provide a flatter slope.
304.3 Slope Benches and Cut Widening
(e) Aesthetics. Flat, gentle, and smooth, well
transitioned slopes are visually more The necessity for benches, their width, and vertical
satisfying than steep, obvious cuts and spacing should be finalized only after an adequate
fills. In addition, flatter slopes are more materials investigation. Since greater traffic
easily revegetated, which helps visually benefits are realized from widening a cut than from
integrate the transportation improvement benching the slope, benches above grade should be
within its surrounding environment. used only where necessary. Benches above grade
Contact the District Landscape Architect should be used for such purposes as installation of
when preparing a contour grading plan. horizontal drains, control of surface erosion, or
intercepting falling rocks. Design of the bench
In light grading where normal slopes catch in a
should be compatible with the geotechnical features
distance less than 5.5 m from the edge of the
of the site.
shoulder, a uniform catch point, at least 5.5 m from
the edge of the shoulder, should be used. This is Benches should be at least 6 m wide and sloped to
done not only to improve errant vehicle recovery form a valley at least 0.3 m deep with the low point
and aesthetics, but also to reduce grading costs. a minimum of 1.5 m from the toe of the upper
Uniform slopes wider than 5.5 m can be slope. Access for maintenance equipment should
constructed with large production equipment be provided to the lowest bench, and if feasible to
thereby reducing earthwork costs. all higher benches.
Transition slopes should be provided between In cuts over 45 m in height, with slopes steeper
adjoining cuts and fills. Such slopes should than 1:1.5, a bench above grade may be desirable to
intersect the ground at the uniform catch point line. intercept rolling rocks. The Division of
Engineering Services – Geotechnical Services
In areas where heavy snowfall can be expected,
(DES-GS) should be consulted for assistance in
consideration should be given to snow removal
recommending special designs to contain falling
problems and snow storage in slope design. It is
and/or rolling rocks.
considered advisable to use flatter slopes in cuts on
the southerly side of the roadway where this will
provide additional exposure of the pavement to the
sun.

304.2 Clearance From Slope to Right of

Way Line
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Cut widening may be necessary: ravel from construction is left on the steps. Steps
less than one-half full should not be cleaned.
(a) To provide for drainage along the toe of
the slope. High cuts viewed from surrounding areas should be
analyzed before a decision is made to form steps
(b) To intercept and store loose material
parallel to the roadway or horizontal. In some
resulting from slides, rock fall, and
cases, horizontal steps may be more desirable.
erosion.
Special study is also necessary when a sag occurs
(c) For snow storage in special cases. in the vertical alignment within the cut. In all cases
(d) To allow for planting. at the ends of cuts, the steps should wrap around
the rounded transition.
Where the widened area is greater than that
required for the normal gutter or ditch, it should be The detail or contract special provisions should
flush with the edge of the shoulder and sloped allow about a 20% variation, expressed in terms of
upward or downward on a gentle slope, preferably millimeters. Some irregularity will improve the
1:20 in areas of no snow; and downward on a 1:10 appearance of the slope by making it appear more
slope in snow areas. natural.
In designing step width, the material's weathering
304.4 Contour Grading and Slope characteristics should generally be considered.
Rounding Widths over approximately 0.6 m should be
avoided because of prominence and excessive time
Smooth, flowing contours that tie gracefully into
to achieve a weathered and natural appearance.
the existing roadside help make highway
Contact the DES-GS and the District Landscape
improvements compatible with the surrounding
Architect for more information about the width of
environment. Contour grading is an important
steps.
factor in roadside design, safe vehicle recovery (see
Index 304.1), erosion control, planting, and
maintenance of planting and vegetation. Contour Topic 305 - Median Standards
grading plans should be prepared to facilitate
anticipated roadside treatment. These plans should 305.1 Width
show flattening of slopes where right of way
permits. The tops and ends of all cut slopes should Median width is expressed as the dimension
be rounded where the material is other than solid between inside edges of traveled way, including the
rock. A layer of earth overlying a rock cut also inside shoulder. This width is dependent upon the
should be rounded. type of facility, costs, topography, and right of
way. Consideration may be given to the possible
304.5 Stepped Slopes need to construct a wider median than prescribed in
Cases (1), (2), and (3), below, in order to provide
Stepped cut slopes should be used to encourage for future expansion to accommodate:
material revegetation from the adjacent plants.
Stepped slopes are a series of small benches 0.3 m (a) Other modes of transportation.
to 0.6 m wide. Generally, stepped slopes can be (b) Traffic needs more than 20 years after
used in rippable material on slopes 1:2 or steeper. completion of construction.
Steps may be specified for slopes as flat as 1:3.
Any recommendation to provide additional median
Steps are provided to capture loose material, seed,
width should be identified and documented as early
and moisture. Topsoil should be reapplied to
as possible and must be justified in a Project Study
stepped slopes to encourage revegetation.
Report and/or Project Report. Attention should be
For appearance, steps on small cuts viewed from given to such items as initial costs, future costs for
the roadway should be cut parallel to the road outside widening, the likelihood of future needs for
grade. Runoff is minimized on steps cut parallel to added mixed flow or High-Occupancy Vehicle
roads with grades up to 10%, as long as the natural (HOV) lanes, traffic interruption, future mass
300-12 HIGHWAY DESIGN MANUAL
June 26, 2006

transit needs and right of way considerations. (For medians are provided for proposed future two-
instance, increasing median width may add little to way left-turn lanes, median widths up to 4.8 m
the cost of a project where an entire city block must may be provided to conform to local agency
be acquired in any event.) standards (see Index 405.2). In rural areas
the minimum median width for multilane
If additional width is justified, the minimum
median widths provided below should be increased conventional highways shall be 3.6 m. This
accordingly. provides the minimum space necessary to
accommodate a median barrier and 1.5 m
Minimum median widths for the design year (as shoulders. Whenever possible, and where it is
described below) should be used in order to appropriate, this minimum width should be
accommodate the ultimate highway facility (type increased to 9.0 m or greater.
and number of lanes):
At locations where a climbing or passing lane
(1) Freeways and Expressways. is added to a 2-lane conventional highway, a
(a) Urban Areas. Where HOV lanes or transit 1.2 m median (or “soft barrier”) between
facilities are planned, the minimum opposing traffic lanes should be used.
median width should be 18.6 m. Where (3) Facilities under Restrictive Conditions.
there is little or no likelihood of HOV Where certain restrictive conditions, including
lanes or transit facilities planned for the steep mountainous terrain, extreme right of
future, the minimum median width should way costs, and/or significant environmental
be 13.8 m. However, where physical and factors are encountered, the basic median
economic limitations are such that a widths above may not be attainable. Where
13.8 m median cannot be provided at such conditions exist, a narrower median,
reasonable cost, the minimum median down to the limits given below, may be
width for freeways and expressways in allowed with adequate justification. (See
urban areas should be 10.8 m. Index 307.5.)
(b) Suburban Areas. The minimum median (a) Freeways and Expressways. In areas
width for freeways and expressways in where restrictive conditions prevail the
suburban areas should be 18.6 m. minimum median width shall be 6.6 m.
Suburban areas can be described as those
where there is a strong possibility that the (b) Conventional Highways. Median widths
surrounding properties will be converted should be consistent with requirements for
into urban type development during or two-way left-turn lanes or the need to
beyond the design year. The additional construct median barriers (as discussed in
median width will provide for Index 305.1(2)), but may be reduced or
construction of mixed flow lanes, HOV eliminated entirely in extreme situations.
lanes, or transit facilities. The above stated minimum median widths should
(c) Rural Areas. The minimum median width be increased at spot locations to accommodate the
for freeways and expressways in rural construction of bridge piers or other planned
areas should be 18.6 m. highway features while maintaining standard cross
section elements such as inside shoulder width and
(2) Conventional Highways. Appropriate median horizontal clearance. If a bridge pier is to be
widths for non-controlled access highways located in a tangent section, the additional width
vary widely with the type of facility being should be developed between adjacent horizontal
designed. In city street conditions the curves; if it is to be located in a curve, then the
minimum median width for multilane additional width should be developed within the
conventional highways should be 3.6 m. This limits of the curve. Provisions should be made for
median width will provide room for left-turn
pockets at intersections, and/or the construc-
tion of two-way left-turn lanes. Where
 HIGHWAY DESIGN MANUAL 300-13
June 26, 2006

piers 2 m wide or wider. Median widths in areas of medians wider than 9.0 m should not
multilevel interchanges or other major structures normally be paved.
should be coordinated with the Division of
Where medians are paved, each half generally
Engineering Services, Structures Design (DES-
should be paved in the same plane as the
SD).
adjacent traveled way.
Consideration should also be given to increasing
(2) Nonfreeways. Unplanted curbed medians
the median width at unsignalized intersections on
generally are to be surfaced with minimum
expressways and divided highways in order to
50 mm of Portland cement concrete.
provide a refuge area for large trucks attempting to
cross the State route. For additional information on median cross
slopes see Index 305.2.
In any case, the median width should be the
maximum attainable at reasonable cost based on
305.6 Separate Roadways
site specific considerations of each project.
(1) General Policy. Separate grade lines are not
See Index 613.5(2)(b) for paved median pavement
considered appropriate for medians less than
structure requirements.
20 m wide (see Index 204.7).
305.2 Median Cross Slopes (2) Median Design. The cross sections shown in
Figure 305.6 with a 6.9 m graded area left of
Unsurfaced medians up to 20 m wide should be
traffic are examples of median treatment to
sloped downward from the adjoining shoulders to
provide maneuvering room for out-of-control
form a shallow valley in the center. Cross slopes
vehicles. This optional treatment may be used
should be 1:10 or flatter; 1:20 being preferred.
where extra recovery area is desired (see
Slopes as steep as 1:6 are acceptable in exceptional
Index 307.6).
cases when necessary for drainage, stage
construction, etc. Cross slopes in medians 20 m See Index 302.1 for shoulder widths and
and wider should be treated as separate roadways Index 302.2 for shoulder cross slopes.
(see Index 305.6).
Paved medians, including those bordered by curbs, Topic 306 - Right of Way
should be crowned at the center, sloping towards
the sides at the slope of the adjacent pavement. 306.1 General Standards
305.3 Median Barriers The right of way widths for State highways,
including frontage roads to be relinquished, should
See Chapter 7 of the Traffic Manual. provide for all cross section elements including
median, traffic lanes, outside shoulders, recovery
305.4 Median Curbs areas, slopes, outer separations, ramps, walls, and
See Topic 303 for curb types and usage in medians other essential highway appurtenances. For
and Index 405.5(1) for curbs in median openings. minimum clearance from the right of way line to
the catch point of a cut or fill slope, see Index
305.5 Paved Medians 304.2. Fixed minimum widths of right of way,
except for 2-lane highways, are not specified
(1) Freeways. because dimensions of cross-sectional elements
(a) 6 or More Lanes--Medians 9.0 m wide or may require narrow widths, and right of way need
less should be paved. not be of constant width. The minimum right of
way width on new construction for 2-lane
(b) 4 Lanes--Medians 6.6 m or less in width highways should be 40 m.
should be paved. Medians between 6.6 m
and 9.0 m wide should be paved only if a
barrier is installed. With a barrier,
300-14 HIGHWAY DESIGN MANUAL
July 1, 2004

Figure 305.6
Optional Median Designs for
Freeways with Separate Roadways
 HIGHWAY DESIGN MANUAL 300-15
June 26, 2006

Shoulder widths of 1.2 m or less should be

306.2 Right of Way Through the Public constructed in accordance with the "All Paved
Domain Cross Section" of Figure 307.2 in order to provide
Right of way widths to be obtained or reserved for essentially the same structural section throughout
highway purposes through lands of the United the full roadbed width.
States Government or the State of California are Minimum width of 2-lane State highways
determined by laws and regulations of the agencies functionally classified as collectors may be as
concerned. given in Table V1-4 of "A Policy on Geometric
Design of Highways and Streets", AASHTO. Up-
Topic 307 - Cross Sections for to-date information on the functional classification
State Highways of State highways may be obtained from
Headquarters Office of Highway System
Engineering.
307.1 Warrants
The selection of a cross section is based upon Table 307.2
traffic, terrain, safety, and other considerations.
For 2-lane roads the roadbed width is influenced by Shoulder Widths for Two-lane Roadbed
the factors discussed under Index 307.2. The New Construction Projects
roadbed width for multilane facilities should be
adequate to provide capacity for the design hourly Two-way ADT Shoulder Width(1)
volume based upon capacity considerations (Design Year) (m)
discussed under Index 102.1. Less than 400 (2)
0.6 or 1.2
307.2 Two-lane Cross Sections for New Over 400 2.4
Construction
These standards are to be used for highways on (1) See Index 1003.2 for shoulder requirements
new alignment as well as on existing highways when bike lanes are present.
where the width, alignment, grade, or other (2) Bridge width is to be 9.6 m minimum (see
geometric features are being upgraded. Index 208.1).
A 2-lane, 2-way roadbed consists of a 7.2 m wide
traveled way plus paved shoulders. In order to 307.3 Two-lane Cross Sections for RRR
provide structural support, the minimum paved
Projects
width of each shoulder shall be 0.6 m.
Development and maintenance of 1.2 m paved Standards and guidelines for two-lane cross
shoulders should be considered when bicyclists are sections on RRR projects are found in Design
present. See Topic 1003 for information on bicycle Information Bulletin Number 79 (DIB 79),
design criteria and Figure 307.2 for typical 2-lane "Geometric Design Criteria for Resurfacing,
cross sections. Restoration, and Rehabilitation (RRR) and Certain
Safety, Storm Damage, Protective Betterment, and
Shoulder widths based on design year traffic
Operational Improvement Projects." DIB 79 can be
volumes shall conform to the standards given in
found on the HQ Division of Design website under
Table 307.2. Design Information Bulletins.
On 2-lane roads with 1.2 m shoulders, the shoulder The purpose of RRR (also known as roadway
slope may be increased to 7% for additional rehabilitation) projects is to preserve and extend the
drainage capacity where a dike is used. With 0.6 m design life of existing highways for a minimum of
shoulders the shoulder slope should be 2% without ten years and enhance highway safety. DIB 79
a dike, but may be increased to a maximum of 9% focuses on geometric design criteria developed for
for additional drainage capacity with a dike.
300-16 HIGHWAY DESIGN MANUAL
June 26, 2006

RRR projects. The designer must always mountainous terrain and unstable
emphasize implementation of cost-effective safety mountainous areas.
improvements where practical.
(c) As an alternate cross section on 2-lane
RRR design criteria apply to all structure and roads having frequent sight distance
roadway RRR projects on two-lane conventional restrictions.
highways and three-lane conventional highways
The median width should be selected in accordance
not classified as multilane conventional highways.
with the criteria set forth in Index 305.1(3).
RRR design criteria also apply to certain storm
In general, the outside shoulder should be 2.4 m
damage, protective betterment, operational, and
wide (3.0 m on freeways and expressways) as
safety nonfreeway improvement projects that are
mandated in Table 302.1. Where large excavation
considered spot locations as described in detail in
quantities or other factors generate unreasonable
DIB 79.
costs, 1.2 m shoulders may be considered.
RRR criteria apply to geometric design features However, a design exception is required except
such as lane and shoulder widths, horizontal and where 4-lane passing sections are constructed on 2-
vertical alignment, stopping sight distance, lane highways. Where the roadbed width does not
structure width, cross slope, superelevation, side contain 2.4 m shoulders, emergency parking areas
slope, clear recovery zone, and intersections. They clear of the traveled way should be provided by
may also apply to such features as curb ramps, using daylighted cuts and other widened areas
pavement edge drop, dike, curb and gutter, which develop during construction.
sidewalk, and drainage.
307.6 Multilane Cross Sections for RRR
307.4 Multilane Divided Cross Sections Projects
The general geometric features of multilane divided RRR projects on freeways, expressways, and
cross sections are shown in Figure 307.4. multilane conventional highways are generally
Divided highways may be designed as two separate required to meet new construction standards.
one-way roads where appropriate to fit the terrain. For additional information, see Design Information
Economy, pleasing appearance, and safety are Bulletin Number 79, "Geometric Design Criteria
factors to be considered in this determination. The for Resurfacing, Restoration, and Rehabilitation
alignment of each roadway may be independent of (RRR) and Certain Safety, Storm Damage,
the other (see Indexes 204.8 and 305.6). Optional Protective Betterment, and Operational
median designs may be as shown on Figure 305.6. Improvement Projects.”

307.5 Multilane All Paved Cross Sections

with Special Median Widths
A multilane cross section with a narrow median is
illustrated in Figure 307.5. This section is
appropriate in special circumstances where a wider
median would not be justified. It should not be
considered as an alternative to sections with the
median widths set forth under Index 305.1. It may
be used under the following conditions:
(a) Widening of existing facilities.
(b) Locations where large excavation
quantities would result if a multilane
roadway cross section with a basic median
width were used. Examples are steep
 HIGHWAY DESIGN MANUAL 300-17
June 26, 2006

Figure 307.2
Geometric Cross Sections for
Two-lane Highways (New Construction)
300-18 HIGHWAY DESIGN MANUAL
July 1, 2004

Figure 307.4
Geometric Cross Sections for
Freeways and Expressways
HIGHWAY DESIGN MANUAL 300-19
July 1, 2004

Figure 307.5
Geometric Cross Sections for
All Paved Multilane Highways
300-20 HIGHWAY DESIGN MANUAL
June 26, 2006

Topic 102 and in the "Highway Capacity Manual,"

Topic 308 - Cross Sections for 2000.
Roads Under Other Jurisdictions The minimum width of 2-lane overcrossing
structures shall not be less than 8.4 m curb to
308.1 City Streets and County Roads curb. Also see Index 208.1(2) and Index 307.3.
The width of local roads and streets that are to be If the local agency has definite plans to widen the
reconstructed as part of a freeway project should local street either concurrently or within 5 years
conform to AASHTO standards if the local road or following freeway construction, the reconstruction
street is a Federal-aid route. Otherwise the cross to be accomplished by the State should generally
section should match the width of the city street or conform to the widening planned by the local
county road adjoining the reconstructed portion, or agency. Stage construction should be considered
the cross section should satisfy the local agency's where the planned widening will occur beyond the
minimum standard for new construction. 5-year period following freeway construction or
where the local agency has a master plan indicating
Where a local facility within the State right of
an ultimate width greater than the existing facility.
way crosses over or under a freeway or
Where an undercrossing is involved, the initial
expressway but has no connection to the State structure construction should provide for ultimate
facility, the minimum design standards for the requirements.
cross section of the local facility within the
State's right of way shall be those found in Where a local facility crosses over or under a
AASHTO. If the local agency has standards that freeway or expressway and connects to the State
exceed AASHTO standards, then the local agency facility (such as ramp terminal intersections),
standards should apply. the minimum design standards for the cross
section of the local facility shall be at least
AASHTO standards for local roads and streets are
equal to those for a conventional highway with
given in "A Policy on Geometric Design of
the exception that the outside shoulder width
Highways and Streets," AASHTO.
shall match the approach roadway, but not less
It is important to note that "A Policy on Geometric than 1.2 m (shoulder width should not be less than
Design of Highways and Streets," AASHTO, 1.5 m where curbs with 600 mm gutter pans are
standards are based on functional classification and proposed and bicycle use is expected). The
not on a Federal-aid System. minimum width for two-lane overcrossings at
Chapters 5, 6, and 7 of "A Policy on Geometric interchanges shall be 12.0 m curb-to-curb.
Design of Highways and Streets," AASHTO, 2001,
list standards for the following six functional Topic 309 - Clearances
classes:
• Local rural roads 309.1 Horizontal Clearances
• Local urban streets (1) General. The horizontal clearance to all
• Rural collectors roadside objects should be based on
• Urban collectors engineering judgment with the objective of
maximizing the distance between roadside
• Rural arterials objects and the edge of traveled way.
• Urban arterials Engineering judgment should be exercised in
"A Policy on Geometric Design of Highways and order to balance the achievement of horizontal
Streets," AASHTO, gives minimum lane and clearance objectives with the prudent
shoulder widths. When selecting a cross section, expenditure of available funds.
the effects on capacity of commercial vehicles and Certain yielding objects, such as sand filled
grades should be considered as discussed under barrels, metal beam guardrail, breakaway
 HIGHWAY DESIGN MANUAL 300-21
June 26, 2006

wood posts, etc. may encroach within the shielded in accordance with the following
clear recovery zone (see Index 309.1(2)). guidelines:
While these objects are designed to reduce the
(a) Fixed objects should be eliminated or
severity of accidents, efforts should be made
moved outside the clear recovery zone to
to maximize the distance between any object
a location where they are unlikely to be
and the edge of traveled way.
hit.
Clearances are measured from the edge of the
(b) If sign posts 150 mm or more in any
traveled way to the nearest point on the
dimension or light standards cannot be
obstruction (usually the bottom). Horizontal
eliminated or moved outside the clear
clearances greater than those cited below
recovery zone, they should be made
under subsection (3) - "Minimum yielding with a breakaway feature.
Clearances" shall be provided where
necessary to meet horizontal stopping sight (c) If a fixed object cannot be eliminated,
distance requirements. See discussion on moved outside the clear recovery zone, or
".. technical reductions in design speed .." modified to be made yielding, it should be
under Topic 101. shielded by guardrail or a crash cushion.
(2) Clear Recovery Zone (CRZ). The roadside Shielding must be in conformance with
environment can and should be made as safe the guidance found in Chapter 7 of the
as practical. A clear recovery zone is an Traffic Manual. For input on the need for
unobstructed, relatively flat (1:4 or flatter) or shielding at a specific location, consult
gently sloping area beyond the edge of the District Traffic Operations.
traveled way which affords the drivers of When the planting of trees is being
errant vehicles the opportunity to regain considered, see the additional discussion and
control. The AASHTO “Roadside Design standards in Chapter 900.
Guide” provides detailed design guidance for
creating a forgiving roadside environment. Where compliance with the above stated
See also Index 304.1 regarding side slopes. clear recovery zone guidelines are
impractical, the minimum horizontal
The following clear recovery zone widths are clearance cited below shall apply to the
the minimum desirable for the type of facility unshielded fixed object. These minimum
indicated. Consideration should be given to horizontal clearances apply to yielding
increasing these widths based on traffic objects as well.
volumes, operating speeds, terrain, and costs
associated with a particular highway facility: (3) Minimum Clearances. The following
minimum horizontal clearances shall apply
• Freeways and Expressways - 9 m
to all objects that are closer to the edge of
• Conventional Highways - 6 m* traveled way than the clear recovery zone
distances listed above:
* On conventional highways with posted
speeds less than or equal to 40 mph and (a) The minimum horizontal clearance to
curbs, clear recovery zone widths do not all objects, such as bridge rails and
apply. See minimum horizontal safety-shaped concrete barriers, as well
clearance, Index 309.1(3)(c). as sand-filled barrels, metal beam
guardrail, etc., on all freeway and
Fixed objects including bridge piers,
expressway facilities, including
abutments, retaining walls, and noise barriers
auxiliary lanes, ramps, and collector
closer to the edge of traveled way than the
roads, shall be equal to the standard
distances listed above should be eliminated,
shoulder width of the highway facility
moved, redesigned to be made yielding, or
as stated in Table 302.1. A minimum
300-22 HIGHWAY DESIGN MANUAL
June 26, 2006

clearance of 1.2 m shall be provided bridge deck widening projects should be

where the standard shoulder width is obtained from the District Permit Engineer.
less than 1.2 m. Approach rail The Regional Permit Manager should be
connections to bridge rail may require consulted on the use of the route by overwidth
special treatment to maintain the standard loads.
shoulder width.
See Chapter 7 of the Traffic Manual for other
(b) The minimum horizontal clearance to requirements pertaining to clear recovery
walls, such as abutment walls, retaining zone, guardrail at fixed objects and
walls in cut locations, and noise embankments, and crash cushions.
barriers on all freeway and expressway
facilities, including auxiliary lanes, 309.2 Vertical Clearances
ramps and collector roads, shall not be
less than 3.0 m. (1) Major Structures.
(c) On conventional highways, frontage (a) Freeways and Expressways, All construc-
roads, city streets and county roads (all tion except overlay projects -- 5.1 m shall
without curbs), the minimum be the minimum vertical clearance over
horizontal clearance shall be the the roadbed of the State facility (e.g.,
standard shoulder width as listed in main lanes, shoulders, ramps, collector-
Tables 302.1 and 307.2, except that a distributor roads, speed change lanes,
minimum clearance of 1.2 m shall be etc.).
provided where the standard shoulder (b) Freeways and Expressways, Overlay
width is less than 1.2 m. For RRR Projects -- 4.9 m shall be the minimum
projects, widths are provided in vertical clearance over the roadbed of
DIB 79. the State facility.
On conventional highways with curbs, (c) Conventional Highways, Parkways, and
typically in urban conditions, a minimum Local Facilities, All Projects -- 4.6 m
horizontal clearance of 0.5 m should be shall be the minimum vertical clearance
provided beyond the face of curbs to any over the traveled way and 4.5 m shall
obstruction. On curbed highway sections, a be the minimum vertical clearance over
minimum clearance of 1 m should be provided the shoulders of all portions of the
along the curb returns of intersections and roadbed.
near the edges of driveways to allow for
design vehicle offtracking (see Topic 404). (2) Minor Structures. Pedestrian over-crossings
Where sidewalks are located immediately shall have a minimum vertical clearance
adjacent to curbs, fixed objects should be 0.5 m greater than the standard for major
located beyond the back of sidewalk to structures for the State facility in question.
provide an unobstructed area for pedestrians. Sign structures shall have a vertical
In areas without curbs, the face of Type 60 clearance of 5.5 m over the roadbed of the
concrete barrier should be constructed State facility.
integrally at the base of any retaining, pier, or
(3) Rural Interstates and Single Routing in Urban
abutment wall which faces traffic and is 4.5 m
Areas: This subset of the Interstate System is
or less from the edge of traveled way (right or
composed of all rural Interstates and a single
left of traffic and measured from the face of
routing in urban areas, and is a modification to
wall). See Index 1102.2 for the treatment of
what has previously been referred to as the 42
noise barriers.
000 km Priority Network. Those routes
The minimum width of roadway openings described in Table 309.2B and Figure 309.2
between Temporary Railing (Type K) on are given special attention in regards to
minimum vertical clearance as a result of
 HIGHWAY DESIGN MANUAL 300-23
June 26, 2006

agreements between the FHWA and the removal and replacement. Any project that
Department of Defense. Vertical clearance would reduce vertical clearances below 5.1 m
for structures on this system shall meet the or lead to an increase in the vertical clearance
standards listed above for freeways and should be brought to the attention of the
expressways. In addition to the standards Project Development Coordinator, the District
listed above, vertical clearances of less than Permit Engineer and the Regional Permit
4.9 m over any portion of this system will be Manager at the earliest possible date.
subjected to extensive review by FHWA and The Regional Permit Manager should be
must be approved by the Military Traffic informed of any changes (temporary or
Management Command Traffic Engineering permanent) in vertical clearance.
Agency (MTMCTEA) in Washington D. C.
Documentation in the form of a Design (5) Federal Aid Participation. Federal-aid
Exception Fact Sheet must be submitted to participation is normally limited to the
FHWA to obtain approval for less than 4.9 m following maximum vertical clearances unless
of vertical clearance. Vertical clearances of there are external controls such as the need to
less than 4.9 m over any Interstate will require provide for falsework clearance or the vertical
FHWA/MTMCTE notification. See Robert L. clearance is controlled by an adjacent
Buckley’s memo dated March 30, 2000 to structure in a multi-structure interchange:
District Directors for more information on this (a) Highway Facilities.
subset of the Interstate system.
• 5.3 m over freeways and expressways.
(4) General Information. The standards listed
above and summarized in Table 309.2A are • 4.8 m over other highways (4.7 m
the minimum allowable on the State Highway over shoulders).
system for the facility and project type listed.
• For pedestrian structures, 0.7 m
For the purposes of these vertical clearance
greater than the above values.
standards, all projects on the freeway and
expressway system other than overlay projects (b) Railroad Facilities.
shall be considered to be covered by the "new
• 7.1 m over the top of rails for non-
construction" standard.
electrified rail systems.
When approved by a design exception (see
• 7.4 m over the top of rails for existing
HDM Index 82.2) clearances less than the
or proposed 25 kv electrification.
values given above may be allowed on a case
by case basis given adequate justification • 8.0 m over the top of rails for existing
based upon engineering judgment, economic, or proposed 50 kv electrification.
environmental or right of way considerations.
These clearances include an allowance for
Typical instances where lesser values may be
future ballasting of the rail facility. The
approved are where the structure is protected
cost of reconstructing or modifying any
by existing lower structures on either side or
existing railroad-highway grade
where a project includes an existing structure
separation structure solely to
that would not be feasible to modify to the
accommodate electrification will not be
current standard. In no case should vertical
eligible for Federal-aid highway fund
clearance be reduced below 4.6 m over the
participation. Where a rail system is not
traveled way or 4.5 m over the shoulders over
currently electrified, the railroad must
any portion of a State highway facility.
have a plan adopted which specifies the
Efforts should be made to avoid decreasing intent to electrify the subject rail segment
the existing vertical clearance whenever
possible and consideration should be given to
the feasibility of increasing vertical clearance
on projects involving structural section
300-24 HIGHWAY DESIGN MANUAL
June 26, 2006

Table 309.2A
Vertical Clearances

Traveled Way Shoulder

Freeways and Expressways, New Construction,
5.1 m 5.1 m
Lane Additions, Reconstruction and Modification
Freeways and Expressways, Overlay Projects 4.9 m 4.9 m
All Projects on Conventional Highways and Local
4.6 m 4.5 m
Facilities
Sign Structures 5.5 m 5.5 m
Pedestrian and Minor Structures Standard + 0.5 m
See 309.2(2)
Structures on the Rural and Single Interstate
See 309.2(3)
Routing System
 HIGHWAY DESIGN MANUAL 300-25
June 26, 2006

Figure 309.2
Department of Defense
Rural and Single Interstate Routes
300-26 HIGHWAY DESIGN MANUAL
June 26, 2006

Table 309.2B
California Routes on the Rural and Single Interstate Routing System

ROUTE FROM TO

I-5 U. S. Border I-805 just N. of U. S. Border

I-5 I-805 N. of San Diego I-405 near El Toro

I-5 I-210 N. of Los Angeles Oregon State Line

I-8 I-805 near San Diego Arizona State Line

I-10 I-210 near Pomona Arizona State Line

I-15 I-8 near San Diego Nevada State Line

I-40 Junction at I-15 near Barstow Arizona State Line

I-80 I-680 near Cordelia Nevada State Line

I-205 Junction at I-580 Junction at I-5

I-210 I-5 N. of Los Angeles I-10 near Pomona

I-215 I-15 near Temecula I-15 near Devore

At or near south city limits of San Francisco to
I-280 Junction at I-680 in San Jose provide access to Hunter's Point

I-405 I-5 near El Toro Palo Verde Avenue just N. of I-605

I-505 Junction at I-80 Junction at I-5

I-580 I-680 near Dublin Junction at I-5

I-605 I-405 near Seal Beach I-210

I-680 Junction at I-280 in San Jose I-80 near Cordelia

I-805 I-5 just N. of U. S. Border I-5 N. of San Diego

 HIGHWAY DESIGN MANUAL 300-27
June 26, 2006

within a reasonable time frame in order to deck structures. Spot encroachments on this
provide clearances in excess of 7.1 m. clearance shall be approved in accordance with
Any exceptions to the clearances listed above Index 82.2.
should be reviewed with the FHWA early in
the design phase to ensure that they will 309.5 Structures Across or Adjacent to
participate in the structure costs. All excess Railroads
clearances should be documented in the Regulations governing clearances on railroads and
project files as to reasons and appropriate street railroads with reference to side and overhead
concurrences. structures, parallel tracks, crossings of public roads,
309.3 Tunnel Clearances highways, and streets are established by the PUC.

(1) Horizontal Clearances. Tunnel construction (1) Normal Horizontal and Vertical Clearances.
is so infrequent and costly that the width Although General Order No. 26-D specifies a
should be considered on an individual basis. minimum vertical clearance of 6.86 m above
For the minimum width standards for freeway tracks on which freight cars not exceeding a
tunnels see Index 309.1. height of 4.72 m are transported, a minimum
of 7.01 m should be used in design to allow
Normally, the minimum horizontal clearance for reballasting and normal maintenance of
on freeways should include the full roadbed track. Railroads on which freight cars are not
width of the approaches. operated, should have a minimum vertical
In one-way tunnels on conventional clearance of 5.79 m. In establishing the grade
highways the minimum side clearance from line, the District should consult the DES to
the edge of the traveled way shall be 1.5 m obtain the depth of structures and false work
on the left and 2.0 m on the right. For two- requirements, if any (see Index 204.6(4)).
way tunnels, this clearance shall be 2.0 m At underpasses, General Order No. 26-D
on each side. establishes a minimum vertical clearance of
4.27 m above any public road, highway or
(2) Vertical Clearances. The minimum vertical
clearance shall be 4.6 m measured at any street. However, the greater clearances
point over the traveled way and 4.5 m specified under Index 309.2 shall be used.
above the gutter at the curb line. On All curbs, including median curbs, should be
freeways and expressways, the vertical designed with 3.05 m of clearance from the
clearance listed in Index 309.2(1)(a) shall be track centerline measured normal thereto.
used. Cost weighed against the probability of
The principal clearances which affect the
over-height vehicles will be the determining
design of highway structures and curbs are
factors.
summarized in Tables 309.5A and B. It
should be noted that collision walls may be
309.4 Lateral Clearance for Elevated required for the clearances given in Columns
Structures (3) and (4) of Table 309.5B. Usually, no
Adequate clearance must be provided for collision walls are required if the clearance
maintenance, repair, construction, or reconstruction 3.05 m or more on tangent track and 3.35 m or
of adjacent buildings and of the structure; to avoid more on curved track.
damage to the structure from a building fire or to (2) Off-track Maintenance Clearance. The
buildings from a vehicle fire; to permit operation of 5.49 m horizontal clearance is intended for
equipment for fire fighting and other emergency sections of railroad where the railroad
teams. The minimum horizontal clearance company is using or definitely plans to use
between elevated highway structures, such as off-track maintenance equipment. This
freeway viaducts and ramps, and adjoining clearance is provided on one side of the
buildings or other structures, shall be 4.6 m for railroad right of way.
single-deck structures and 6.1 m for double-
300-28 HIGHWAY DESIGN MANUAL
June 26, 2006

Table 309.5A 310.1 Cross Section

Minimum Vertical Clearances Frontage roads are normally relinquished to local
Above Highest Rail agencies. When Caltrans and a county or city enter
into an agreement (cooperative agreement, freeway
Type of Operation agreement, or other type of binding agreement), the
CTC may relinquish to the county or city any
Type of Structure Normal No Freight frontage or service road or outer highway within
Freight Cars Operated that city or county. The relinquished right of way
Highway (called a collateral facility) should be at least
overhead and 12.2 m wide and have been constructed as part of a
other structures 7.01 m 5.79 m State highway project, but not as a part of the main
including through State highway. Index 308.1 gives width criteria for
railroad bridges. city streets and county roads. These widths are also
applicable to frontage roads. However, the
minimum paved cross section for urban
On Federal-aid projects, where site conditions frontage roads shall be two 3.6 m lanes with
are such that off-track maintenance clearance 1.2 m outside shoulders. (See Chapter 1000 for
at an overpass is obtained at additional cost, shoulder requirements when bicycles are present.)
Federal-aid funds may participate in the costs The minimum paved cross section for rural
of such overhead designs that provide up to frontage roads shall be 7.2 m.
5.49 m horizontal clearance on one side of the
track. In such cases, the railroad is required to 310.2 Outer Separation
present a statement that off-track maintenance
In urban areas and in mountainous terrain, the
equipment is being used, or is definitely
width of the outer separation should be a minimum
planned to be used, along that section of the
of 8 m from edge of traveled way to edge of
railroad right of way crossed by the overhead
traveled way. A greater width may be used where
structure.
it is obtainable at reasonable additional cost, for
(3) Walkway Clearances Adjacent to Railroads. example, on an urban highway centered on a city
All plans involving construction adjacent to block and paralleling the street grid.
railroads should be such that there is no
In rural areas, other than mountainous terrain, the
encroachment on the walkway adjoining the
outer separation should be a minimum of 12 m
track. Walkway requirements are set forth in
wide from edge of traveled way to edge of traveled
General Order No. 118 of the PUC. Where
way.
excavations encroach into walkway areas, the
contractor is required to construct a temporary See Figure 307.4 for cross sections of outer
walkway with handrail as set forth in the separation and frontage road.
contract special provisions.
310.3 Headlight Glare
(4) Approval. All plans involving clearances
from a railroad track must be submitted to the Care should be taken in design of new frontage
railroad for approval as to railroad interests. roads to avoid the potential for headlight glare
Such clearances are also subject to approval interfering with the vision of motorists traveling in
by the PUC.
To avoid delays, early consideration must be
given to railroad problems when design is
started on a project.

Topic 310 - Frontage Roads

 HIGHWAY DESIGN MANUAL 300-29
June 26, 2006

Table 309.5B

Minimum Horizontal Clearances to

Centerline of Nearest Track

Curved Track Clearances

(1)
When Space is Limited
Type of Off-track Tangent Track Normal Curved Curves of 0° Curves of 12° or
Structure Maintenance Clearance (1) to 12° more
Track
Clearance
Clearance
Through rail- None (2)(4) (2)(4)
2.44 m 2.74 m
road bridge
Highway over- 5.49 m clear to (4) (4) 2.59 m (3)
2.59 m 2.90 m 2.59 m + 0.013 m
head and other face of pier or (3)
(Min.) per degree of curve.
structures abutment on
side railroad
requires for
equipment road.
Curbs 3.05 m
(1) The minimum, in general, is 0.30 m greater than for tangent track.
(2) With approval of P.U.C.
(3) Greater clearance necessary if walkway is required.
(4) Collision walls may be required. See Index 309.5(1).
300-30 HIGHWAY DESIGN MANUAL
June 26, 2006

opposite directions on the frontage roads and in the

outer freeway lanes. The preferred measures to
prevent headlight glare interference on new
construction are wider outer separations, revised
alignment and raised or lowered profiles.