1010 Auxiliary Lanes

1010.01 General Traffic Manual, M 51-02, WSDOT.

1010.02 References
A Policy on Geometric Design of Highways and
1010.03 Definitions
Streets (Green Book), AASHTO, 1994
1010.04 Climbing Lanes
1010.05 Passing Lanes Emergency Escape Ramps for Runaway Heavy
1010.06 Slow Moving Vehicle Turnouts Vehicles, FHWA-T5-79-201, March 1978
1010.07 Shoulder Driving for Slow Vehicles Highway Capacity Manual (Special Report 209),
1010.08 Emergency Escape Ramps Transportation Research Board
1010.09 Chain-Up Areas
1010.10 Documentation NCHRP Synthesis 178, Truck Escape Ramps,
Transportation Research Board
1010.01 General
Auxiliary lanes are used to comply with capacity
1010.03 Definitions
requirements; to maintain lane balance; to auxiliary lane The portion of the roadway
accommodate speedx change, weaving, and adjoining the through lanes for parking, speed
maneuvering for entering and exiting traffic; change, turning, storage for turning, weaving,
or to encourage carpools, vanpools, and the use truck climbing, passing, and other purposes
of transit. supplementary to through-traffic movement.
See the Traffic Manual and the MUTCD for climbing lane An auxiliary lane used for the
signing of auxiliary lanes. diversion of slow traffic from the through lane.
Although slow vehicle turnouts, shoulder driving emergency escape ramp A roadway leaving
for slow vehicles, and chain-up areas are not the main roadway designed for the purpose of
auxiliary lanes they are covered in this chapter slowing and stopping out-of-control vehicles
because they perform a similar function. away from the main traffic stream.
See the following chapters for additional lane A strip of roadway used for a single line
information: of vehicles.
Chapter Subject lateral clearance The distance from the edge
of traveled way to a roadside object.
910 Turn lanes
910 Speed change lanes at intersections posted speed The maximum legal speed as
940 Speed change lanes at interchanges posted on a section of highway using regulatory
940 Collector distributor roads signs.
940 Weaving lanes passing lane An auxiliary lane on a two-lane
1050 High occupancy vehicle lanes highway used to provide the desired frequency
of safe passing zones.
1010.02 References
Revised Code of Washington (RCW) 46.61, roadway The portion of a highway, including
Rules of the Road. shoulders, for vehicular use. A divided highway
has two or more roadways.
Manual on Uniform Traffic Control Devices
for Streets and Highways (MUTCD), USDOT, shoulder The portion of the roadway
FHWA; including the Washington State Modifi­ contiguous with the traveled way, primarily for
cations to the MUTCD, M 24-01. WSDOT accommodation of stopped vehicles, emergency
use, lateral support of the traveled way, and use
by pedestrians and bicycles.

Design Manual Auxiliary Lanes

November 1999 English Version Page 1010-1

slow moving vehicle turnouts A widened Whenever the gradient causes a 15 mph speed
shoulder area to provide room for a slow moving reduction below the posted speed limit for typical
vehicle to pull safely out of the through traffic, heavy truck for either two-lane or multilane
allow vehicles following to pass, and return to highways, the speed reduction warrant is satisfied
the through lane. (see Figure 1010-2b for an example).
traveled way The portion of the roadway (3) Warrant No. 2 — Level of Service
intended for the movement of vehicles, exclusive (LOS)
of shoulders and lanes for parking, turning, and
storage for turning. The level of service warrant for two-lane
highways is fulfilled when the up-grade traffic
Warrant A minimum condition for which an volume exceeds 200 VPH and the up-grade truck
action is authorized. Meeting a warrant does not volume exceeds 20 VPH. On multilane highways,
attest to the existence of an unsafe or undesirable use Figure 1010-3.
condition. Further justification is required.
(4) Design
1010.04 Climbing Lanes When a climbing lane is justified, design it in
(1) General accordance with Figure 1010-4. Provide signing
Normally, climbing lanes are associated with and delineation to identify the presence of the
truck traffic, but they may also be considered in auxiliary lane. Begin climbing lanes at the point
recreational or other areas that are subject to slow where the speed reduction warrant is met and
moving traffic. Climbing lanes are designed end them where the warrant ends for multilane
independently for each direction of travel. and 300 ft beyond for 2-lane highways. Consider
extending the auxiliary lane over the crest to
Generally, climbing lanes are provided when the improve vehicle acceleration and the sight
requirements of two warrants - speed reduction distance.
and level of service - are exceeded. The require­
ments of either warrant may be waived if, for Design climbing lane width equal to that of the
example, slow moving traffic is demonstrably adjoining through lane and at the same cross
causing a high accident rate or congestion that slope as the adjoining lanes. When ever possible,
could be corrected by the addition of a climbing maintain the shoulders at standard width for the
lane. However, under most conditions climbing class of highway. However, on two-way two-lane
lanes are built when the requirements of both highways, the shoulder may be reduced to 4 ft
warrants are satisfied. with justification.

(2) Warrant No. 1 — Speed Reduction 1010.05 Passing Lanes

Figure 1010-2a shows how the percent and length (1) General
of grade affect vehicle speeds. The data is based Passing lanes are desirable where a sufficient
on a typical heavy truck. number and length of safe passing zones do
The maximum allowable entrance speed, as not exist and the speed reduction warrant for
reflected on the graphs, is 55 mph. Note that this a climbing lane is not satisfied. Figure 1010-5
is the maximum value to be used regardless of the may be used to determine if a passing lane is
posted speed of the highway. When the posted recommended.
speed is above 55 mph, use 55 mph in place of
(2) Design
the posted speed. Examine the profile at least
1
/4 mi preceding the grade to obtain a reasonable When a passing lane is justified, design it in
approach speed. accordance with Figure 1010-6. Make the lane
long enough to permit several vehicles to pass.
If a vertical curve makes up part of the length Passing lanes longer than 2 mi can cause the
of grade, approximate the equivalent uniform driver to lose the sense that the highway is
grade length. basically a two-lane facility.

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Page 1010-2 English Version May 2001

Passing lanes are preferably four-lane sections. Locate slow vehicle turnouts where at least
Design Stopping Sight Distance (Chapter 650)
A three-lane section may be used, however.
is available, decision sight distance is preferred,
Alternate the direction of the passing lane at
so that vehicles can safely reenter the through
short intervals to ensure passing opportunities
traffic. Sign slow moving vehicle turnouts to
for both directions and to discourage illegal
identify their presence.
actions of frustrated drivers.
When a slow moving vehicle turnout is to be
Make the passing lane width equal to the
built, document the location and why it was
adjoining through lane and at the same cross
selected.
slope. Full-width shoulders for the highway
class are preferred; however, with justification, 1010.07 Shoulder Driving for Slow
the shoulders may be reduced to 4 ft. Provide
Vehicles
adequate signing and delineation to identify the
presence of an auxiliary lane. (1) General
For projects where climbing or passing lanes
1010.06 Slow Moving Vehicle are justified, but are not within the scope of the
Turnouts project, or where meeting the warrants for these
(1) General lanes are borderline, the use of a shoulder driving
section is an alternative.
On a two-lane highway where passing is unsafe,
a slow moving vehicle is required, by RCW Review the following when considering a
46.61.427, to turn off the through lane wherever a shoulder driving section:
safe turnout exists, in order to permit the follow­
• Horizontal and vertical alignment
ing vehicles to proceed. A slow moving vehicle
is one that is traveling at a speed less than the • Character of traffic
normal flow of traffic, behind which five or • Presence of bicycles
more vehicles are formed in a line.
• Clear zone (Chapter 700)
A slow moving vehicle turnout is not an auxiliary
lane. Its purpose is to provide sufficient room (2) Design
for a slow moving vehicle to safely pull out of When designing a shoulder for shoulder driving,
through traffic and stop if necessary, allow use a minimum length of 600 ft. The minimum
vehicles following to pass, then return to the shoulder width is 8 ft with 10 ft preferred. When
through lane. Generally, a slow moving vehicle barrier is present, the minimum width is 10 ft
turnout is provided on existing roadways where with 12 ft preferred. Adequate structural strength
passing opportunities are limited, where slow for the anticipated traffic is necessary and may
moving vehicles such as trucks and recreational require reconstruction. Select locations where the
vehicles are predominant, and where the cost to side slope meets the requirements of Chapter 640
provide a full auxiliary lane would be prohibitive. for new construction and Chapter 430 for existing
(2) Design roadways. When a transition is required at the
end of a shoulder driving section, use a 50:1
Base the design of a slow moving vehicle turnout taper.
primarily on sound engineering judgment and
Figure 1010-7. Design may vary from one Signing for shoulder driving is required. Install
location to another. A minimum length of 100 ft guideposts when shoulder driving is to be
provides adequate storage, since additional permitted at night.
storage is provided within the tapers and shoul­ Document the need for shoulder driving and why
ders. The maximum length is 1/4 mi including a lane is not being built.
tapers. Surface turnouts with a stable unyielding
material such as BST or ACP with adequate
structural strength to support the heavier traffic.

Design Manual Auxiliary Lanes

November 1999 English Version Page 1010-3

1010.08 Emergency Escape L = V2

Ramps 0.3(R±G)
Where:
(1) General L = stopping distance (ft)
Consider an emergency escape ramp whenever V = entering speed (mph)
long steep down grades are encountered. In this R = rolling resistance (see Figure 1010-1)
situation the possibility exists of a truck losing its G = grade of the escape ramp (%)
brakes and going out of control at a high speed.
Speeds of out-of control trucks rarely exceed
Consult local maintenance personnel and check
90 mph; therefore, an entering speed of 90 mph
traffic accident records to determine if an escape
is preferred. Other entry speeds may be used
ramp is justified.
when justification and the method used to
(2) Design determine the speed is documented.
(a) Type. Escape ramps are one of the Material R
following types:
Roadway 1
• Gravity escape ramps are ascending grade
ramps paralleling the traveled way. They are Loose crushed aggregate 5
commonly built on old roadways. Their long Loose noncrushed gravel 10
length and steep grade can present the driver
with control problems, not only in stopping, Sand 15
but with rollback after stopping. Gravity Pea gravel 25
escape ramps are the least desirable design.
• Sand pile escape ramps are piles of loose, Rolling Resistance (R)

Figure 1010-1

dry sand dumped at the ramp site, usually not

more than 400 ft in length. The deceleration (d) Width. The width of each escape ramp will
is usually high and the sand can be affected vary depending on the needs of the individual
by weather conditions; therefore, they are less situation. It is desirable for the ramp to be wide
desirable than arrester beds. However, where enough to accommodate more than one vehicle.
space is limited they may be suitable. The desirable width of an escape ramp to accom­
modate two out-of-control vehicles is 40 ft and
• Arrester beds are parallel ramps filled with
the minimum width is 26 ft.
a smooth, coarse, free-draining gravel. They
stop the out-of-control vehicle by increasing (e) The following items are additional consider­
the rolling resistance. Arrester beds are ations in the design of emergency escape ramps:
commonly built on an up grade to add the • If possible, at or near the summit, provide

benefits of gravity to the rolling resistance. a pull-off brake-check area. Also, include

However, successful arrester beds have been informative signing about the upcoming

built on a level or descending grade. escape ramp in this area.

(b) Location. The location of an escape ramp • A free draining, smooth, noncrushed gravel
will vary depending on terrain, length of grade, is preferred for an arrester bed. To assist in
and roadway geometrics. The best locations smooth deceleration of the vehicle, taper the
include in advance of a critical curve, near the depth of the bed from 3 in at the entry to
bottom of grade, or before a stop. It is desirable a full depth of 18 to 30 in in not less
that the ramp leave the roadway on a tangent at than 100 ft.
least 3 mi from the beginning of the down-grade.
• Mark and sign in advance of the ramp.

(c) Length. Lengths will vary depending Discourage normal traffic from using or

on speed, grade, and type of design used. The parking in the ramp. Sign escape ramps in

minimum length is 200 ft. Calculate the stopping accordance with the guidance contained in

length using the following equation: the MUTCD for runaway truck ramps.

Auxiliary Lanes Design Manual

Page 1010-4 English Version November 1999

 • Provide drainage adequate to prevent the bed 1010.10 Documentation

from freezing or compacting. A list of the documents that are to be preserved
• Consider including an impact attenuator at the [in the Design Documentation Package (DDP) or
end of the ramp if space is limited. the Project File (PF)] is on the following web site:
http//www.wsdot.wa.gov/eesc/design/projectdev/
• A surfaced service road adjacent to the
arrester bed is needed for wreckers and
maintenance vehicles to remove vehicles
and make repairs to the arrester bed.
Anchors are desirable at 300 ft intervals to
secure the wrecker when removing vehicles
from the bed.
A typical example of an arrester bed is shown in
Figure 1010-8.
Include justification, all calculations, and any
other design considerations in the documentation
of an emergency escape ramp documentation.

1010.09 Chain-Up Area

Provide chain-up areas to allow chains to be put
on vehicles out of the through lanes at locations
where traffic enters chain enforcement areas.
Provide chain-off areas to remove chains out
of the through lanes for traffic leaving chain
enforcement areas.
Chain-up or chain-off areas are widened
shoulders, designed as shown in Figure 1010-9.
Locate chain-up and chain-off areas where the
grade is 6% or less and preferably on a tangent
section.
Consider illumination for chain-up and chain-off
areas on multilane highways. When deciding
whether or not to install illumination, consider
traffic volumes during the hours of darkness and
the availability of power.

Design Manual Auxiliary Lanes

May 2004 Page 1010-5

 Performance For Heavy Trucks

Figure 1010-2a

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Page 1010-6 May 2004

Given: A 2-lane highway meeting the level of service warrant, with the above profile, and a 55 mph

posted speed.

Determine: Is the climbing lane warranted and, if so, how long?

Solution:

1. Follow the 4% grade deceleration curve from a speed of 55 mph to a speed of 40 mph at 1,400 ft.
The speed reduction warrant is met and a climbing lane is needed.
2. Continue on the 4% grade deceleration curve to 4,000 ft. Note that the speed at the end of the 4%
grade is 25 mph.
3. Follow the 1% grade acceleration curve from a speed of 25 mph for 1,000 ft. Note that the speed at
the end of the 1% grade is 34 mph.
4. Follow the -2% grade acceleration curve from a speed of 34 mph to a speed of 40 mph, ending the
speed reduction warrant. Note the distance required is 400 ft.
5. The total auxiliary lane length is (4,000-1,400)+1,00+400+300=4,300 ft. 300 ft is added to the speed
reduction warrant for a 2-lane highway, see the text and Figure 1010-4.

Speed Reduction Example

Figure 1010-2b

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 Level of Service — Multilane

Figure 1010-3

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 Auxiliary Climbing Lane

Figure 1010-4

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 Warrant For Passing Lanes

Figure 1010-5

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 Auxiliary Passing Lane

Figure 1010-6

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 Slow Moving Vehicle Turnout

Figure 1010-7

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 Typical Emergency Escape Ramp

Figure 1010-8

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 Chain-Up/Chain-Off Area

Figure 1010-9

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Page 1010-14 English Version November 1999