CHAPTER SIX

CROSS SECTION ELEMENTS

Volume I
- Highway Design Guide - National
Standards

December 2004
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December 2004 CROSS SECTION ELEMENTS

Chapter Six

TABLE OF CONTENTS

Page

6-1 ROADWAY SECTION................................................................................................... 6-1

6-1.01 Travel Lanes................................................................................................... 6-1

6-1.02 Shoulders and Curb Offsets ........................................................................... 6-1
6-1.03 Auxiliary Lanes.............................................................................................. 6-3
6-1.04 On-Street Parking........................................................................................... 6-3
6-1.05 Off-Street Parking.......................................................................................... 6-5
6-1.06 Curbs .............................................................................................................. 6-7
6-1.07 Sidewalks ..................................................................................................... 6-10

6-2 MEDIANS ..................................................................................................................... 6-13

6-2.01 Width............................................................................................................ 6-13

6-2.02 Type ............................................................................................................. 6-13

6-3 ROADSIDE ELEMENTS ............................................................................................. 6-16

6-3.01 Fill Slopes .................................................................................................... 6-16

6-3.02 Earth Cuts..................................................................................................... 6-17
6-3.03 Ledge Rock Cuts.......................................................................................... 6-19
6-3.04 Landscaping ................................................................................................. 6-19

6-4 BRIDGE AND UNDERPASS SECTIONS................................................................... 6-21

6-4.01 Bridges ......................................................................................................... 6-21

6-4.02 Underpasses ................................................................................................. 6-21
6-4.03 Transitions.................................................................................................... 6-21

6-5 TYPICAL SECTIONS................................................................................................... 6-22

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December 2004 ROADWAY SECTION

Chapter Six
CROSS SECTION ELEMENTS

Chapter Seven, "Geometric Design Tables," provides design criteria for various cross section
elements on new construction and reconstruction projects. Chapter Eleven, "Geometric Design
of Existing Highways," provides design criteria for cross sections on 3R and 4R projects. This
chapter will discuss the cross section elements and will provide additional guidance which
should be considered in design.

6-1 ROADWAY SECTION

6-1.01 Travel Lanes

1. Widths. Lane widths for the travelway vary between 10 and 12 feet depending on the
functional classification, traffic volumes, rural/urban area and project scope of work.
Chapters Seven and Eleven provide specific criteria.

2. Cross Slopes. Travel lanes on tangent sections should be sloped sufficiently to ensure
proper drainage of the pavement; this will normally be 2.0% for both concrete and
bituminous pavements. An exception will be on multilane undivided highways with
curbs and a shoulder width (or curb offset) less than 4 feet. On these facilities, the outside
travel lane in each direction should be sloped at 3.0%.

6-1.02 Shoulders and Curb Offsets

1. General. Shoulders and curb offsets serve many functions including structural support,
increased capacity and providing an area for emergency parking and a recovery area for
vehicles.

2. Widths. Shoulder widths vary according to functional classification, traffic volumes,

urban/rural location, curbed/uncurbed facilities and project scope of work. See Chapters
Seven and Eleven. On uncurbed roads, shoulder width is measured form the edge of
travel lane to the intersection of the shoulder slope and the side slope. On curbed streets,
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December 2004 ROADWAY SECTION

the distance between the travel lane and curb must be at least 4 feet to be considered a
shoulder. Distances less than 4 feet are considered "curb offsets."

3. Surface Type. Shoulders should be paved in the following areas:

a. all projects on the National Highway System;

b. where the majority of shoulders in a corridor, or from logical termini to logical

termini, are presently paved;

c. all guardrail shoulders. Note: If a project is mostly guardrail shoulders requiring

pavement, then all shoulders should be paved. Judgment must be exercised in
these cases;

d. on projects that are currently on designated bikeways;

e. on projects that are within areas designated in the Bicycle/Pedestrian Plan.

Exception: When a project occurs in a corridor that is in the Bicycle/Pedestrian
Plan and the shoulders are all or mostly gravel, then gravel shoulders should be
retained until a future project is initiated that would pave shoulders for the entire
length of the corridor;

f. in built-up areas that contain schools, residences, recreational facilities, etc.;

g. paving of shoulders should also be considered in areas adjacent to side roads

where there are relatively high-turning movements; and/or

h. where the design year AADT is 4000 or greater.

Projects that should have gravel shoulders are those that occur in corridors, or from
logical termini to logical termini, where the majority of shoulders are presently gravel.
Typically, the design year AADT will be less than 4000.

4. Cross Slopes. The following will apply to cross slopes for shoulders and curb offsets:

a. paved − 4.0%
b. gravel − 6.0%
c. curb offset − same as adjacent travel lane.
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December 2004 ROADWAY SECTION

6-1.03 Auxiliary Lanes

Auxiliary lanes include left- and right-turn lanes, climbing lanes and continuous two-way left-
turn lanes. Auxiliary lanes should be as wide as the through lane but not less than 10 feet.
Specific criteria are provided in Chapters Seven and Eleven. See Table 8-4 for transition
lengths.

6-1.04 On-Street Parking

Parallel Parking

When on-street parking is appropriate, the designer should use parallel parking. The width of a
parking lane varies from 7 to 12 feet depending on the functional classification and project scope
of work. The length varies from 22 to 26 feet with the end spaces being 20 feet long. See
Chapters Seven and Eleven for specific criteria.

Angle Parking

Where angle parking currently exists, it is acceptable to retain the angle parking in the proposed
project design. The designer should consider converting the angle parking to a parallel
configuration, if practical. Figure 6-1 provides the width and length criteria for parking stalls for
45° and 60° angle parking on a through street. The figure also indicates the number of stalls
which can be provided for each angle for a given curb length.

The designer should especially consider the backing maneuver required by angle parking. As
indicated in Figure 6-1, the parked car will require a certain distance "B" to back out of its stall.
Whether or not this is a safe maneuver will depend upon the number of lanes in each direction,
lane widths, operating speeds, traffic volumes during peak hours, the parking demand and
turnover rate of parked vehicles.
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December 2004 ROADWAY SECTION

Key: L = given curb length within parking spaces A = required distance face of curb and back
of stall, assuming that bumper of parked
N = number of parking spaces over car does not extend beyond curb face.
distance L In restricted locations, it can be assumed
that the car will move forward until its
B = minimum clear distance needed for a tire contacts the curb. In these cases, the
parked vehicle to back out of stall “A” distances in the figure may be
while just clearing adjacent parked reduced as follows:
vehicles
Angle of Reduction in
Parking “A”
45° 1.8’
60° 2.2’

ANGLE PARKING

Figure 6-1
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December 2004 ROADWAY SECTION

Parking Restrictions

The following restrictions will typically apply to on-street parking:

1. parking should be prohibited within 20 feet of any crosswalk;

2. parking should be prohibited within 25 feet of the terminus of the corner radius along the
curb line at street intersections;

3. parking should be prohibited in front of all driveway entrances and 10 feet to either side;

4. parking should be prohibited within 15 feet of any hydrant; and

5. parking should be prohibited within 50 feet of the nearest rail of a railroad/highway

crossing.

6-1.05 Off-Street Parking

A proposed highway project may incorporate some form of off-street parking. Typical
applications may include:

1. providing off-street parking to replace on-street parking which will be removed as part of
a proposed project;

2. the construction of a park-and-ride lot for commuters; or

3. the construction of a new rest area or improvement to an existing rest area.

Figure 6-2 provides the design details for off-street parking. The figure is based on the
following:

1. accommodating exclusively large passenger vehicles;

2. accommodating high parking turnover (e.g., retail establishments, fast-food restaurants,

banks); and

3. providing 9-foot wide stalls.

The design in Figure 6-2 is the most generous design recommended by ITE in its publication
Traffic Engineering Handbook. Where the dimensions in the figure are not practical, see the ITE
publication for other criteria for the design of off-street parking.
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December 2004 ROADWAY SECTION

A B C D

Stall Width Modules

Stall Depth Stall Depth
Basic Stall Width Parallel Aisle Width
to Wall to Interlock Interlock-to-
(ft) to Aisle (ft) Wall-to-Wall
(ft) (ft) Interlock
(ft) (ft)
(ft)
2-Way Aisle x 90°
9.0 17.5 17.5 26 61 61
9.0
2-Way Aisle x 60°
10.4 17.8 16.5 26 61.6 59
9.0
1-Way Aisle x 75°
9.3 18.5 17.5 22 59 57
9.0
1-Way Aisle x 60°
10.4 17.8 16.5 18 53.6 51
9.0
1-Way Aisle x 45°
12.7 16.5 14.5 15 48 44
9.0

Notes: These dimensions are subject to slight reductions by local agencies under high cost conditions (such as
garages) or slight increases in areas subject to special needs (such as extensive snowfall).

X = Stall not accessible in certain layouts

* May also apply to boundary curb where bumper overhang is allowed.

** To vehicle corner

CRITERIA FOR OFF-STREET PARKING LOTS

Figure 6-2
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December 2004 ROADWAY SECTION

6-1.06 Curbs

General Usage

Curbs are often used on urban streets, and occasionally on rural highways, to control drainage,
delineate the pavement edge, channelize vehicular movements, provide separation between
vehicles and pedestrians, and present an attractive appearance. The Department has adopted the
following general criteria for where curbs should be used:

1. Vertical Curbs. These should be used adjacent to sidewalks.

2. Sloping Curbs. These should be used around islands and other curb locations where
sidewalks are not present. A low profile sloping curb (4” max height) should be used in
high speed areas (greater than 45 mph).

3. Existing Curbs. Normally, these are replaced in kind.

On streets maintained by the municipality, the decision will be coordinated with the local
government.

Types (By Material)

The Department uses bituminous and granite curbs as follows:

1. Type 3 Bituminous. Bituminous curbs are typically used in rural areas with occasional
box sections, on low-volume residential box sections, on low-volume residential streets
or roadways and under guardrail on the low side of superelevated sections. Bituminous
curb is referred to as Type 3 curb and can be designated by one of 3 mold shapes.

2. Granite. Granite curbs are typically used in business districts and downtown areas where
on-street parking and/or high through and turning volumes are prevalent. Type 1 is a
vertical granite curb and Type 5 is a slope granite curb.

Types (By Shape)

The two general types of curbs are vertical curbs and sloping curbs. Each type has distinct
physical features and usage. These are summarized as follows:
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December 2004 ROADWAY SECTION

1. Vertical Curbs. Vertical curbs are typically used in urban areas. They should always be
used where sidewalks are located adjacent to the roadway. The two vertical curbs used
by the Department are designated Type 1, Type 3 (mold 1). Type 1 is a vertical face
granite curbing with a 7-inch reveal and Type 3 (mold 1) is a bituminous molded curb
with a 6½-inch reveal. Where a vertical curb is used in a rural area, the Type 3
bituminous curb will normally be used. In addition, vertical curbs should not be used
where design speeds exceed 45 mph except:

a. where the location is predominantly urban or rapidly developing urban (up to and
including 50 mph design speed); and

b. for special drainage considerations.

2. Sloping Curbs. In general, the use of curbs is discouraged on high speed roadways,
however when curbs are deemed necessary a low profile sloping curb shall be used.
Sloping curbs should be used where curbs are warranted and vertical curbs are not
recommended because of design speed restrictions. Sloping curbs allow moving vehicles
to cross up and over the curb in emergency conditions. The three sloping curbs used by
the Department are designated Type 3 (mold 2) Type 3 (mold 3) and Type 5. Type 3
(mold 2) is a bituminous curb with a sloped face and a 7½-inch reveal. Type 3 (mold 3)
is a bituminous curb with a flatter sloped face and a 4 inch revel. Type 3 (mold 3) is
referred to as a low profile curb and should be used in areas where design speeds exceed
45 mph. Type 5 is a granite edge curb with a sloped face on a 2:1 slope. Type 5 curbing
is typically used at the edges of channelized islands and at raised medians. The low
profile curb (Type 3 mold 3) should be used on high speed roadways (greater than 45
mph design speed).

Figure 6-3 presents a summary of curb types available in Maine based on the shape and material.
See the Departments Standard Details for more information. Where a curb and barrier are used
together, the face of the curb should be in line with the face of the barrier and the max curb
height shall be 4”. Figure 6-11 provides the detail for the curb/barrier design.
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December 2004 ROADWAY SECTION

Curb Type Shape Material

Type 1 Vertical Granite

Type 3 Vertical Bituminous

(mold 1)

Type 3 Sloping Bituminous

(mold 2)

Type 3 Sloping Bituminous

(mold 3)

Type 5 Sloping Granite

Note: See Department’s Standard

Details for more information.

CURB TYPES
Figure 6-3
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December 2004 ROADWAY SECTION

6-1.07 Sidewalks

Warrants/Funding

Sidewalks are considered an integral part of the urban environment for pedestrian movement. In
addition, they may have sufficient value in some rural areas and in the vicinity of schools and
businesses to warrant consideration. The following will apply to sidewalk warrants:

1. Currently Exist. Where sidewalks currently exist, they will be replaced in kind and
improved to meet the Department's existing criteria if affected by construction. In this
case, the funding for the sidewalk work will be the same as the roadway work whether
the sidewalk is fully reconstructed or only receives a hot bituminous overlay. When, as a
part of a project, an existing sidewalk is reconstructed but the municipality wishes to use
a surface other than that which existed previously, it would then be the municipality's
responsibility to pay all of the non-Federal share of the additional cost for the requested
surface. As an example, a municipality requests that, rather than using superpave hot
mix, the project include a brick sidewalk; then, the non-Federal share of the additional
cost of the brick surface must be paid for by the town or city.

An exception to the above applies if both the Department and Town/City agree in writing
to eliminate an existing sidewalk.

2. Currently Do Not Exist. Where sidewalks do not currently exist, the need for sidewalks
will be determined on a case-by-case basis. When local municipalities request a new
sidewalk as part of a roadway project, they are responsible for 100% of the non-Federal
share of the construction costs of the sidewalk. When the project is not Federally funded,
it is the municipality's responsibility to pay 50% of the State's share of the cost. The cost
is intended to include gravel, pavement and any additional construction features made
necessary by widening for the sidewalk such as retaining walls or barriers. It does not
include right-of-way.

When a municipality or town requests that sidewalks be constructed as part of a project in

an area where there are no existing sidewalks after a project has been advertised, the
municipality's responsibility will be the same as above, except that it will also be
responsible for the total cost and acquisition of any right-of-way necessary to construct
the new sidewalk.
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December 2004 ROADWAY SECTION

Width

Where utilities or other appurtenances are present within 5 feet of the curb, the typical width of a
sidewalk is 7 feet. Where no utilities are present, a sidewalk width of 5 feet is acceptable. The
sidewalk width is measured from the face of the curb. Preferably, any roadside appurtenances
(e.g., utility poles, traffic signs, fire hydrants) will be placed behind the sidewalk. In highly
urbanized areas (central business districts), sidewalks are often paved from the back of the curb
to the front edge of the building.

Cross Slopes

Typical cross slopes for sidewalks are 2.0% toward the roadway. Where necessary in restricted
locations, a maximum cross slope of 8.0% may be used.

Curb-Cut Ramps

Curbs and sidewalks should be designed with curb-cut ramps at all pedestrian crosswalks to
provide adequate access for the safe and convenient movement of physically handicapped
persons. The following criteria should be considered in the design of curb-cut ramps:

1. At each intersection with pedestrian crosswalks (other than restoration/resurfacing

projects), curb-cut ramps should be provided on all corners, even if outside project limits.
At T-intersections, the designer should ensure that ramps are located on the side opposite
the minor intersecting road.

2. Curb-cut ramps should be located or protected to prevent their obstruction by parked

vehicles.

3. At marked pedestrian crosswalks, curb-cut ramps should be contained entirely within the
markings, excluding any flared sides.

4. The function of the curb-cut ramps should not be compromised by other highway features
(e.g., guardrail, catch basins, manholes).

5. The location of the ramp should be consistent with the operation of pedestrian-actuated
traffic signals, if present. This should be confirmed with the Traffic Engineering Section.

Figure 6-4 provides a general plan view of the three types of available curb-cut ramps. Full
details for the construction of curb-cut ramps at intersections are illustrated in the Department’s
Standard Details. The decision on when to use which type will be made on a case-by-case basis.
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December 2004 ROADWAY SECTION

Slopes for ramps should not be greater than 12:1. The clear width of a ramp should be a
minimum of 6 feet, exclusive of flared sides.

Note: See Department’s Standard

Details for more information.

CURB CUT RAMPS

Figure 6-4
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December 2004 MEDIANS

6-2 MEDIANS

A median is desirable on many multilane highways. The principal functions of a median are to
provide separation from opposing traffic, to prevent undesirable turning movements, to provide
an area for deceleration and storage of left-turning vehicles, to provide space for snow storage
and increased drainage collection, to provide an area for pedestrian refuge, and to provide width
for future lanes.

6-2.01 Width

The median width is measured from the edge of the two inside travel lanes and includes the
median shoulders if present. The designer should consider several factors when determining the
appropriate median width:

1. Where applicable, the need for left-turn bays should be considered when selecting a
median width.

2. A median should be approximately 25 feet wide to safely allow a crossing passenger

vehicle to stop between the two roadways.

3. Turning movements at median openings depend on the median width and the width of the
opening for cross traffic. These will dictate the turning characteristics (e.g., encroach-
ment) of the various design vehicles which may make the turn.

4. A uniform median width is desirable; however, variable-width medians may be

advantageous where right-of-way is restricted, at-grade intersections are widely spaced
(0.5 mile or more), or an independent alignment is practical.

5. In general, the widths of the other roadway cross section elements should not be reduced
to provide additional median width.

6-2.02 Type

The type of median selected depends on several factors including the availability for median
width, left-turn demand, impacts of superelevation development, drainage, snow and ice impacts,
rural or urban location and traffic volumes.

The following sections discuss the types of medians and recommended widths for design.
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December 2004 MEDIANS

Flush Medians

A median is defined as a flush median when its vertical elevation above the surface of the
adjacent roadway pavement is 1 inch or less. Flush medians are often used on urban highways
and streets. The typical width of a flush median ranges from 2 feet to 6 feet. The median should
be crowned to avoid ponding water on the median area. Continuous two-way, left-turn lanes are
also considered flush medians. These are discussed in Section 8-5.

A flush median may also be used on urban freeways in conjunction with a concrete median
barrier. The minimum width for this design is 14 feet (2 lanes in each direction) or 22 feet (3 or
more lanes in each direction).

Raised Medians

Raised medians, typically with sloping curbs, are often used where it is desirable to control left
turns. Desirably, the width of a raised median will be sufficient to accommodate left-turn lanes
at intersections (see Figure 6-5). The minimum width of the raised island is 4 feet. Chapters
Seven and Eleven provide criteria for auxiliary lane widths and for the minimum offset between
the curb and travel lane. This curb offset should be maintained between the auxiliary lane and
the raised island. Figure 6-10 illustrates a typical raised median section.

Depressed Medians

A depressed median is used where practical on freeways and divided arterials. Depressed
medians have better drainage and snow storage characteristics and, therefore, are preferred on
major highways. Depressed medians should be as wide as practical to allow for the addition of
future travel lanes on the inside while maintaining a sufficient median width. The minimum
width of a depressed median should be the sum of the left shoulder widths plus 14 feet. This
width allows a sufficient depth of median ditch for drainage, and it allows the future addition of
10-foot left shoulders if additional travel lanes are provided on the outside of the roadway
section.

Figures 6-7 and 6-8 illustrate the typical cross section of a depressed median. The typical slope
is 6:1 and a 10-foot vertical curve is normally used in the center of the median. However, if a
median barrier is warranted in the depressed median, the slope in front of the barrier cannot
exceed 10:1. See Figure 6-12. If a steeper slope is used, two separate runs of guardrail should
be used instead of the median barrier. See Section 10-6 for more discussion on median barriers.
 December 2004
6-15

Figure 6-5
MEDIANS

DESIRABLE MEDIAN WIDTH

(Urban Arterial with Raised Median)
1 See Chapters Seven and Eleven for left-turn (auxiliary) lane width and curb offset width criteria.

2 This dimension should be the sum of the raised island width (A) (gutter line to gutter line) at the left-turn lane plus the
left-turn lane width (B) plus the curb offset width (C) between the left-turn lane and the raised island.

DESIRABLE MEDIAN WIDTH

(Urban Arterial with Raised Median)

Figure 6-5
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December 2004 ROADSIDE ELEMENTS

6-3 ROADSIDE ELEMENTS

6-3.01 Fill Slopes

Fill slopes are the slopes extending outward and downward from the edge of the shoulder to
intersect the natural ground line. Figures 6-7 to 6-11 illustrate the Department's criteria. These
are summarized as follows:

1. Freeways (Figure 6-7). The following applies:

a. Embankment height < 20 feet. The Department uses a variable fill slope on urban
and rural freeways. A 6:1 slope is provided to the roadside clear zone or to the
intersection with the subgrade, whichever is the greater distance. A 4:1 slope is
provided from the hinge point to the ground line.

b. Embankment height ≥ 20 feet. A 2:1 slope with guardrail is typical.

2. Other Rural Highways (Figures 6-8 and 6-9). Table 6-1 summarizes the Department's
criteria.

Functional Embankment Fill

Class Height Slope

Divided Arterials < 20 ft 4:1

(Non-Freeways) ≥ 20 ft 2:1

Two-Lane < 15 ft 4:1

Arterials ≥ 15 ft 2:1

Collector/ < 15 ft 3:1

Local ≥ 15 ft 2:1

Note: Guardrail is required on 2:1 fill slopes.

TYPICAL FILL SLOPES ON NON-FREEWAYS

Table 6-1
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December 2004 ROADSIDE ELEMENTS

3. Other Urban Highways and Streets (Figures 6-10 and 6-11). For curbed sections, either
a sidewalk or a minimum 3-foot "shelf" area is used before the fill slope begins. Beyond
the sidewalk or shelf area, the criteria in Table 6-1 will apply. On urban highways and
streets without curbs, neither a sidewalk nor shelf area will typically be provided. The
criteria in Table 6-1 will also apply to uncurbed facilities.

Where fill slope transitions are necessary (e.g., 4:1 to 3:1), the transition should be made as
illustrated in Figure 6-6.

6-3.02 Earth Cuts

Uncurbed Roads (Ditch Sections)

In earth cuts where curb is not warranted, a roadside ditch will be provided. The following
criteria will apply to earth cuts on uncurbed roads:

1. Freeways (Figure 6-7). The Department uses a 6:1 front slope and 3:1 back slope with a
ditch bottom shaped by a 10-foot vertical curve. As illustrated in Figure 6-7, the vertical
curve is based upon a 4:1 front slope; this produces a "hinge" between the 6:1 front slope
and the ditch. The flow line of the ditch should be 1 foot below the roadway subgrade.
Where large volumes of runoff are expected, interception ditches may be necessary along
the toe of back slope in a cut section. Berm ditches are formed with sufficient capacity to
accommodate a 50-year design flood frequency.

2. Other Roads (Figures 6-8 and 6-9). On all other roads without curbs, a V-ditch is
normally used. If needed for hydraulic capacity, a trapezoidal ditch may be used. For V-
ditches the typical front slope is 4:1 on arterials and 3:1 on collector and local roads. The
typical back slope is 2:1 in earth cuts.

Curbed Sections (Figures (6-10 and 6-11)

Highways and streets with curbs will have either a sidewalk or 3 to 5-foot shelf area behind the
curb. The back slope in an earth cut will vary to meet field conditions.
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December 2004 ROADSIDE ELEMENTS

From To Transition Length

4:1 100 ft
6:1 3:1 150 ft
2:1 200 ft

6:1 100 ft
4:1 3:1 50 ft
2:1 100 ft

FILL SLOPE TRANSITIONS

Figure 6-6
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December 2004 ROADSIDE ELEMENTS

6-3.03 Ledge Rock Cuts

Figures 6-7, 6-8 and 6-9 provide the details for the ledge rock cut. These criteria will be based
on type of facility (freeway or non-freeway) and the height of the ledge rock cut (more or less
than 6 feet).

6-3.04 Landscaping

The following will apply to the landscaping plan for Department projects.

Replacement Trees

Replacement trees are typically included on urban projects with streetscape design. They could
be used to aid in property owner settlements. Any design should be done with consultation with
Landscape and Right-of-Way Team members.

Snow Fences

Plantings for snow fences may be required in special cases (e.g., in Aroostook County or along
developed property on bypasses where the roadway will be much closer). The Maintenance
Division, during field inspections, or the Landscaping Section will identify candidate locations in
Aroostook County. Other locations will be identified in the plan submittal to the Landscape
Division.

Landscaping Plans (Urban Areas)

On projects which reconstruct or rehabilitate streets in urban areas (residential and non-
residential), a landscaping plan should be seriously considered. This often refers to providing a
"Tree-Lined Street or Roadway." The following will apply to landscaping plans:

1. Highway Recommendation Form. The potential for a landscaping plan should be

identified in the Highway Recommendation Form. The Project Leader and/or designer
will request that the Landscaping Section provide a landscaping plan and estimate, which
will be included in the project PDR.

2. Project Integration. Typically, if a landscaping plan will be developed, it will not be

advertised separately but as a part of the roadway construction project.
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December 2004 ROADSIDE ELEMENTS

3. Coordination. Other Department units should be made aware of any proposed tree
locations. Examples of needed coordination include the Right-of-Way Division for any
plantings on public and private property and the Utility Section for the location of overhead
lines.
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December 2004 BRIDGE AND UNDERPASS SECTIONS

6-4 BRIDGE AND UNDERPASS SECTIONS

The highway cross section should be carried over and under bridges depending on the cross
section of the approaching roadway, its functional classification and the project scope of work.
Chapters Seven and Eleven present the detailed criteria for the width of the roadway cross
section.

6-4.01 Bridges

The Bridge Program, in coordination with the Urban & Arterial Highway Program, will
determine the roadway width which will be carried across the bridge.

6-4.02 Underpasses

On all highways, the approaching highway cross section, preferably including clear zones,
should be carried through the underpass. Where clear zone distances cannot be provided through
the underpass, a roadside barrier may be necessary (see Section 10-2). See also AASHTO page
280.

6-4.03 Transitions

When lane and shoulder transitions are required at bridge and underpass sections, the taper
length of the roadway transition should be determined from the following equations:

1. L = WS (S > 45 mph)
2. L = WS2/60 (S ≤ 45 mph)

Where: L = taper length, ft

W = width of transition, ft
S = design speed, mph
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December 2004 TYPICAL SECTIONS

6-5 TYPICAL SECTIONS

The following figures present typical sections which will apply to all new construction and
reconstruction projects. Chapter Eleven discusses how these criteria may be modified on
rehabilitation and restoration/resurfacing projects on non-freeways. The typical section figures
are:

1. Figure 6-7 “Typical Depressed Median Section (Freeways).”

2. Figure 6-8 “Typical Depressed Median Section (Non-Freeways).”
3. Figure 6-9 “Typical Two-Lane Rural Highway.”
4. Figure 6-10 “Typical Raised Median Section (Urban Arterials).”
5. Figure 6-11 “Typical Two-Lane Urban Street (Uncurbed).”
6. Figure 6-12 “Miscellaneous Details.”
 December 2004
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Figure 6-7
(Freeways)
Notes:
TYPICAL SECTIONS

1 The width of the depressed median will be determined by field conditions. The
minimum width will be 22 feet. Where a median barrier is warranted, see
Figure 6-12 “Miscellaneous Details” for typical section.

TYPICAL DEPRESSED MEDIAN SECTION

2 See Section 10-1 for the determination of the applicable clear zone distance. On
fill slopes, the hinge point at the 1:6/1:4 break will be placed at the subgrade
intersection with the fill slope or at the clear zone distance, whichever is the
greater distance from the roadway.

3 If it is anticipated that a median barrier may be warranted in the future, consider

providing 1:10 median slopes, if practical.

TYPICAL DEPRESSED MEDIAN SECTION

(Freeways)

Figure 6-7
 December 2004
6-24

Figure 6-8
(Non-Freeways)
Notes:
TYPICAL SECTIONS

1 The width of the depressed median will be determined by field conditions. The
minimum width will be 22 feet. Where a median barrier is warranted, see
Figure 6-12 “Miscellaneous Details” for typical section.

TYPICAL DEPRESSED MEDIAN SECTION

2 See Section 10-1 for the determination of the applicable clear zone distance. On
fill slopes, the hinge point at the 1:6/1:4 break will be placed at the subgrade
intersection with the fill slope or at the clear zone distance, whichever is the
greater distance from the roadway.

3 If it is anticipated that a median barrier may be warranted in the future, consider

providing 1:10 median slopes, if practical.

TYPICAL DEPRESSED MEDIAN SECTION

(Non-Freeways)

Figure 6-8
 December 2004
6-25

Figure 6-9
TYPICAL SECTIONS

Notes:

(Arterials, Collectors and Local Roads)

1 Lane and shoulder widths will be based on functional classification
and traffic volumes. See Tables 7-2, 7-3 and 7-4.

TYPICAL TWO-LANE RURAL HIGHWAY

2 See Section 10-1 for the determination of the applicable clear zone
distance.

3 4 Fill slope and ditch front slope will be based on functional

classification and traffic volumes. See Tables 7-2, 7-3 and 7-4.

5 If a curbed section is used on a rural road, see Figure 6-11 for

details.

TYPICAL TWO-LANE RURAL HIGHWAY

(Arterials, Collectors and Local Roads)

Figure 6-9
 December 2004

Notes:
6-26

1 The median width will be determined by the width of the raised island plus the

Figure 6-10
shoulder width or curb offset on either side of the raised island. See section 6-2
for more discussion on the width of raised medians. In addition to raised

(Urban Arterials)
medians, a flush median or a continuous two-way, left-turn lane may be used on
TYPICAL SECTIONS

an urban arterial.

2 Where utilities or other appurtenances are present within the sidewalk, the
typical width of the sidewalk is 7 feet. See Figure 6-12 for a typical sidewalk

TYPICAL RAISED MEDIAN SECTION

section with a buffer area.

3 A vertical curb should be used where sidewalks are present. Where there is no
curb or sidewalk, the roadside design will be according to the criteria for rural
arterials. See Figure 6-9 and Table 7-2.

4 See Section 6-3 for more information.

TYPICAL RAISED MEDIAN SECTION

(Urban Arterials)

Figure 6-10
 December 2004

Notes:

1 Lane and shoulder/curb offset widths will be based on functional classification. See
Tables 7-5, 7-6 and 7-7.
6-27

2 Where utilities or other appurtenances are present within the sidewalk, the typical

(Curbed)
width of the sidewalk is 7 feet. See Figure 6-12 for a typical sidewalk section with a

Figure 6-11
buffer area.
TYPICAL SECTIONS

3 A vertical curb should be used where sidewalks are present. Where there is no curb
or sidewalk, the roadside design will be according to the criteria for rural arterials.
See Figure 6-9 and Table 7-2.

4 Cut and fill slopes should be as flat as practical. In earth cuts, a 2:1 maximum back

TYPICAL TWO-LANE URBAN STREET

slope will apply; in rock cuts, a 1/4:1 maximum will apply. On fills up to 15 feet in
height, a 4:1 maximum slope will apply to arterials, and a 3:1 maximum slope will
apply to collector and local streets. On fills greater than 15 feet, the “Guardrail
Section” will apply.

5 See Section 6-3 for more information.

TYPICAL TWO-LANE URBAN STREET

(Curbed)

Figure 6-11
 6-28

December 2004 TYPICAL SECTIONS

MISCELLANEOUS DETAILS

Figure 6-12

MISCELLANEOUS DETAILS

Figure 6-12