2013

INDIANA DEPARTMENT OF TRANSPORTATION2013 DESIGN MANUAL

PART 3

Roadway
NOTE:

Revisions to these chapters occurring after January 1, 2013 appear in this

manual. Users should consult Design Memoranda listed below and on the title
sheet of each affected chapter for details related to revisions.

Design
Memorandum

Revision
Date

13-01

Jan. 2013

13-09
13-10

April 2013
April 2013

13-11

May 2013

13-13
13-18

July 2013
Oct. 2013

14-03

Feb. 2014

14-06
14-07

Apr. 2014
Apr. 2014

Sections Affected
Figures 48-5B, -5C, 5-D
52-11.01
Figure 54-6B(70)
Ch. 49, Ch. 55
51-12.0
Figure 43-3D, 55-5.04(02),
49-5.01
49-1.02(06)
52-8.03 & 8.03(01)
40-8.02(01), 40-8.04(01),
51-1.08,Figure 51-1 I
56-2.0, 56-4.06(06), 56-4.09(01), 56-4.09(02),Figure 56-4F
Ch. 52 superseded by Ch. 304
Ch. 47

2013
Design
Memorandum

Revision
Date

14-10

Jul. 2014

14-11

Jul. 2014

Sections Affected
40-8.01, 40-8.04(01), Chapter 53,
Sections 55-3.0 and 55-4.01(03), Figures 40-8B, 40-8C,
53-1 through 53-9, and 55-3A through 55-3H
40-8.04(03), Figure 40-8A

2013

INDIANA DEPARTMENT OF TRANSPORTATION2013 DESIGN MANUAL

CHAPTER 302

Roadway-Design Guidelines

Design
Memorandum

Revision
Date

13-01
13-09
13-11
13-13

Jan. 2013
April 2013
May 2013
July 2013

14-03

Feb. 2014

14-10

Jul. 2014

14-11

Jul. 2014

Sections Affected
Figure 54-6B(70)
Ch. 55
Figure 43-3D, 55-5.04(02)
49-1.02(06)
40-8.02(01), 40-8.04(01),
56-2.0, 56-4.06(06), 56-4.09(01), 56-4.09(02),Figure 56-4F
40-8.01, 40-8.04(01), Chapter 53,
Sections 55-3.0 and 55-4.01(03), Figures 40-8B, 40-8C,
53-1 through 53-9, and 55-3A through 55-3H
40-8.04(03), Figure 40-8A

2013
INDIANA DEPARTMENT OF TRANSPORTATION2013 DESIGN MANUAL

CHAPTER 40

Basic Design Controls

NOTE: This chapter is currently being re-written and its content will be included in Chapter 302 in the
future.

Design
Memorandum

Revision
Date

Sections Affected

14-03
14-10
14-11

Feb. 2014
Jul. 2014
Jul. 2014

40-8.02(01), 40-8.04(01)
40-8.01, 40-8.04, Figures 40-8B, 40-8C
40-8.04(03), Figure 40-8A

2013

TABLE OF CONTENTS
TABLE OF CONTENTS................................................................................................................ 2
LIST OF FIGURES ........................................................................................................................ 4
40-1.0 HIGHWAY SYSTEMS...................................................................................................... 5
40-1.01 Functional-Classification System ................................................................................. 5
40-1.01(01) Arterial ............................................................................................................... 5
40-1.01(02) Collector ............................................................................................................. 6
40-1.01(03) Local Road or Street .......................................................................................... 7
40-1.01(04) Recreational Road .............................................................................................. 7
40-1.02 Urban Design Subcategories by Type of Area ............................................................. 7
40-1.03 Federal-Aid System ...................................................................................................... 9
40-1.03(01) National Highway System ................................................................................. 9
40-1.03(02) Surface Transportation Program ...................................................................... 10
40-1.03(03) Bridge Replacement and Rehabilitation Program............................................ 11
40-1.04 Jurisdictional System .................................................................................................. 11
40-1.04(01) State Highway System ..................................................................................... 11
40-1.04(02) County Road System........................................................................................ 11
40-1.04(03) City or Town Street System ............................................................................. 12
40-1.04(04) DNR Recreational Roads ................................................................................. 12
40-1.05 National Truck Network ............................................................................................. 12
40-2.0 TRAFFIC-VOLUME CONTROLS ................................................................................. 13
40-2.01 Definitions .................................................................................................................. 13
40-2.02 Design Year Selection ................................................................................................ 14
40-2.02(01) Roadway Design .............................................................................................. 14
40-2.02(02) Other Highway Elements ................................................................................. 15
40-2.03 Design-Hourly-Volume Selection .............................................................................. 16
40-2.04 Capacity Analysis ....................................................................................................... 16
40-2.04(01) Objective .......................................................................................................... 16
40-2.04(02) Responsibility .................................................................................................. 17
40-3.0 SPEED .............................................................................................................................. 17
40-3.01 Definitions .................................................................................................................. 17
40-3.02 Design-Speed Selection .............................................................................................. 19
40-3.02(01) Geometric Design Considerations ................................................................... 19
40-3.02(02) Regulatory Speed vs. Design Speed ................................................................ 20
40-3.02(03) Legal Speed Limit ............................................................................................ 21
40-4.0 VEHICULAR CHARACTERISTICS.............................................................................. 23
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40-5.0 ACCESS-CONTROL Definitions .................................................................................... 23
40-6.0 PROJECT SCOPE OF WORK......................................................................................... 24
40-6.01 Definitions .................................................................................................................. 24
40-6.01(01) New Construction ............................................................................................ 24
40-6.01(02) Complete Reconstruction, Freeway ................................................................. 25
40-6.01(03) Partial Reconstruction (4R), Freeway .............................................................. 25
40-6.01(04) Reconstruction (4R), Non-Freeway ................................................................. 26
40-6.01(05) 3R Project, Freeways ....................................................................................... 27
40-6.01(06) 3R Project, Non-Freeway................................................................................. 28
40-6.01(07) Partial 3R Project ............................................................................................. 30
40-6.01(08) High-Accident-Location Improvement, Non-Freeways .................................. 30
40-6.01(09) Traffic-Control-Devices Project ...................................................................... 31
40-6.02 Application ................................................................................................................. 31
40-6.02(01) National Highway System (NHS) Project ....................................................... 31
40-6.02(02) Non-NHS Project ............................................................................................. 32
40-6.02(03) Procedures ........................................................................................................ 34
40-7.0 FHWA INVOLVEMENT ................................................................................................ 35
40-8.0 ADHERENCE TO DESIGN CRITERIA [Rev. Feb. 2014, Rev Jul. 2014] .................... 36
40-8.01 Department Intent [Rev. Jul. 2014] ............................................................................ 36
40-8.02 Hierarchy of Design Criteria ...................................................................................... 36
40-8.02(01) Level One [Rev. Feb. 2014] ............................................................................. 36
40-8.02(02) Level Two ........................................................................................................ 38
40-8.02(03) Level Three ...................................................................................................... 39
40-8.03 Design-Exception Process .......................................................................................... 40
40-8.04 Procedure for Level One Design Exception [Rev. Jul. 2014] .................................... 41
40-8.04(01) Department Procedure [Rev. Feb. 2014, Jul. 2014] ......................................... 41
40-8.04(02) FHWA Procedure............................................................................................. 47
40-8.04(03) Procedure for Exception to Vertical Clearance on the Interstate System [Rev.
Jul 2014] ...................................................................................................................... 47
40-8.04(04) Procedure for Local Project with Federal Funds ............................................. 48
40-8.04(05) Procedure for 100% Locally-Funded Project................................................... 48
40-8.04(06) Signature Block ................................................................................................ 49
40-8.05 Documentation ........................................................................................................... 49
FIGURES ...................................................................................................................................... 50

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LIST OF FIGURES
Figure

Title

40-1B
40-2A
40-2B
40-3A
40-4A
40-4B
40-4C
40-6A
40-7A
40-8A
40-8B
40-8C

National Truck Network in Indiana

Recommended Design Year Selection (Traffic Volumes for Road Design)
Measures of Effectiveness for Level of Service
Legal Speed Limits
Design Vehicle Dimensions
Basic Dimensions of Design Vehicle (Combination Truck A)
Basic Dimensions of Design Vehicle (Combination Truck B)
3R/4R Systems
Oversight Responsibility
SDDCTEA Interstate Vertical Clearance Exception Coordination [Rev. Jul. 2014]
Level One Controlling Criteria Checklist [Rev. Jul. 2014]
Level One Design Exception Request [Rev. Jul. 2014]

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CHAPTER 40

BASIC DESIGN CONTROLS

40-1.0 HIGHWAY SYSTEMS
40-1.01 Functional-Classification System
The functional classification concept is a determining factor in highway design. In this concept,
each highway is grouped by the character of service it provides. Functional classification
recognizes that the public-highway network serves two basic and often conflicting functions, access
to property and travel mobility. Each highway or street will provide varying levels of access and
mobility, depending upon its intended service. In the functional-classification scheme, the overall
objective is that the highway system, if viewed in its entirety, will yield an optimum balance
between its access and mobility purposes. If this objective is achieved, the benefits to the traveling
public will be maximized.
The functional-classification system provides the framework for determining the geometric
design of an individual highway or street. Once the function of the highway facility is defined,
the designer can select an appropriate design speed, roadway width, roadside-safety elements,
amenities, and other design values. Part V is based upon this systematic concept of determining
highway design.
The Planning Divisions Office of Highway Statistics has functionally classified each public
highway and street. To design a project, it is necessary to determine the predicted functional
class of the highway or street for the selected design year (e.g., 20 years beyond the project
completion date). The functional classification of the facility is identified in the Engineers
Report prepared by the Office of Environmental Services. See Chapter 5.

40-1.01(01) Arterial
An arterial highway is characterized by a capacity to quickly move relatively a large volume of
traffic and an often restricted function to serve abutting properties. The arterial system provides
for high travel speed and the longest trip movements. A rural arterial provides connections
between major urban areas and provides a level of service suitable for statewide or interstate
travel. The rural-arterial system provides integrated, continuous movements without the need for
stub connections.

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In an urban area, the arterial system serves the major centers of activity within the urban area,
carries the highest traffic volume and longest trip movements, and serves both major intra-city
and through trips. The rural and urban arterial systems are connected to provide continuous
through movements at approximately the same level of service.
The arterial functional classification is subdivided into principal and minor categories for rural
and urban areas, as follows.
1.

2.

Principal Arterial. In a rural or urban area, the principal arterial provides the highest
traffic volume and the greatest trip lengths. A principal arterial can be further subdivided
as follows.
a.

Freeway. The freeway, which includes each Interstate highway, is the highest
level of arterial. This type of facility is characterized by full control of access,
high design speeds, and a high level of driver comfort and safety. For these
reasons, a freeway is considered a special type of highway within the functionalclassification system, and separate design criteria have been developed for it.

b.

Other Principal Arterial or Expressway. This type of facility may be 2 or 4 lanes,

with or without a median. Partial control of access is desirable along this type of
facility and, if a divided highway, this is termed an expressway. The level of
geometric design is often equivalent to that of a freeway (e.g., 12-ft lane widths
are required).

Minor Arterial. In a rural area, a minor arterial will provide a mix of interstate and
interregional travel service. In an urban area, a minor arterial may carry local bus route
and provide intra-community connections, but it will not, for example, penetrate a
neighborhood. If compared to the principal arterial, the minor arterial provides lower
travel speed, accommodates shorter trip lengths and lower traffic volume, but it provides
more access to property.

40-1.01(02) Collector
A collector route is characterized by a roughly even distribution of its access and mobility
functions. Traffic volume and speed will be somewhat lower than that for an arterial. In a rural
area, a collector serves intra-regional needs and provides connections to the arterial system. All
cities and towns within a region will be connected. In an urban area, a collector acts as an
intermediate link between the arterial system and points of origin and destination. An urban

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collector penetrates a residential neighborhood or commercial or industrial area. Local bus
routes often include collector streets.
40-1.01(03) Local Road or Street
Each public road or street not classified as an arterial or collector is classified as a local road or
street. A local road or street is characterized by its many points of direct access to adjacent
properties and its relatively minor value in accommodating mobility. Speed and traffic volume
are low and trip distances are short. Through traffic is often deliberately discouraged.

40-1.01(04) Recreational Road

A recreational road, which is a subset of the local-road system, provides access to a campground,
park, boat-launching ramp, picnic area, or scenic or historic site. It is designed to protect and
enhance the existing aesthetic, ecological, environmental, or cultural amenities that form the
basis for distinguishing each recreational site or area. Because of its unique functional purpose,
specific geometric design criteria have been developed for a recreational road. These are
provided in Chapter 51.

40-1.02 Urban Design Subcategories by Type of Area

The functional-classification system is divided into urban and rural categories. However, an
urban or rural designation may not be sufficiently specific to determine the appropriate project
design, especially in an urban area. Therefore, the design criteria described for an urban project
in Chapters 53 through 56 are further divided by the type of area where the project is located.
This refinement to the highway-design process will allow the designer to tailor an urban project
to the constraints of the surrounding environment.
Within an urbanized or urban area, the selection of design values will depend upon the design
subcategory of the facility. A separate design is appropriate for a suburban, intermediate, or
built-up classification. The following provides a description of the subcategories.
1.

Suburban. This area is located at the fringe of an urbanized or small urban area. The
predominant character of the surrounding environment is residential, but it may also
include a considerable number of commercial establishments, especially strip
development along a suburban arterial. There may also be at least one industrial park.
The motorist has a significant degree of freedom but, nonetheless, must also devote
attention to entering and exiting vehicles. Roadside development is characterized by low

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to moderate density. Pedestrian activity may or may not be a significant design factor.
Right of way is often available for roadway improvements.
Local and collector streets in a suburban area are located in a residential area, but may
also serve a commercial area. The posted speed limit ranges from 30 to 50 mph. Most
intersections will have stop or yield control, but there will be an occasional traffic signal.
A suburban arterial will have strip commercial development and some residential
properties. The posted speed limit ranges from 35 to 55 mph. There will be some
signalized intersections along the arterial.
2.

Intermediate. As its name implies, an intermediate area is classified between a suburban

and a built-up area. The surrounding environment may be residential, commercial, or
industrial, or a combination of these. The extent of roadside development will have a
significant impact on the selected speeds of motorists. The increasing frequency of
intersections is also a control on average travel speeds. Pedestrian activity has become a
significant design consideration, and sidewalks and crosswalks at intersections are
common. The available right of way will restrict the practical extent of roadway
improvements.
A local or collector street in an intermediate area has a posted speed limit ranging from
30 to 45 mph. The frequency of signalized intersections has increased substantially if
compared to a suburban area. An arterial in an intermediate area will often have
intensive commercial development along its roadside. The posted speed limit ranges
from 35 to 50 mph. An arterial has a number of signalized intersections per mile.

3.

Built-up. This refers to the central business district within an urbanized or small urban
area. The roadside development has a high density and is often commercial. However, a
substantial number of roads and streets in a built-up area pass through a high-density,
residential environment (e.g., apartment complexes, row houses). Access to property is
the primary function of the road network. Pedestrian considerations may be as important
as vehicular considerations, especially at intersections. Right of way for roadway
improvements is not available.
Because of the high density of development in a built-up area, the distinction between the
functional classifications becomes less important in considering signalization and speeds.
The primary distinction among the three functional classifications is often the relative
traffic volume and, therefore, the number of lanes. As many as half the intersections may
be signalized. The posted speed limit ranges from 25 to 35 mph.

See Section 40-1.01 for definitions of the functional classifications.

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40-1.03 Federal-Aid System

The Federal-aid system previously consisted of those routes which were eligible for categorical
Federal highway funds. The Department, working with local governments and in cooperation
with FHWA, designated the eligible routes. The criteria were based on the relative importance
of the highway route and the anticipated functional classification 5 to 10 years in the future.
United States Code, Title 23, described the applicable Federal criteria for establishing the
Federal-aid system.
The Intermodal Surface Transportation Efficiency Act (ISTEA) of 1991 implemented a major
realignment of the Federal-aid system. The system had been divided into Interstate, primary,
secondary, and urban Federal-aid systems. Separate categories of Federal funds were available
for eligible Federal-aid projects on each system. The following describes the Federal-aid system
created by ISTEA.

40-1.03(01) National Highway System

The National Highway System (NHS) is a system of highways determined to have the greatest
national importance to transportation, commerce, and defense in the United States. It consists of the
Interstate highway system, logical additions to the Interstate system, selected other principal
arterials, and other facilities which satisfy the requirements of one of the subsystems within the
NHS. The National Highway System has been revised recently to include designated Intermodal
Connectors which serve major ports, airports, public transportation and transit facilities, interstate
bus terminals and rail and intermodal transportation facilities. Two Strategic Highway Network
(STRAHNET) facilities have also been designated. The NHS represents approximately 4 to 5% of
the total public-road mileage in the United States. Specifically, the NHS includes the following
subsystems. A specific highway route may be on more than one subsystem.
1.

Interstate System. The current Interstate highway system retains its separate identity
within the NHS. There are provisions to add mileage to the existing Interstate subsystem.

2.

Other Principal Arterials. These are highways in rural and urban areas which provide
access between an arterial and a major port, airport, public transportation facility, or other
intermodal transportation facility.

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3.

Strategic Highway Network. This is a network of highways which is important to the

United States strategic defense policy and which provide defense access, continuity, and
emergency capabilities for defense purposes.

4.

Major Strategic Highway Network Connectors. These are highways which provide
access between major military installations and highways which are part of the Strategic
Highway Network.

5.

Intermodal Connectors. These are highways connecting NHS routes to major ports,
airports, public transportation and transit facilities, interstate bus terminals, and rail or
other intermodal transportation facilities.

Maps illustrating these routes and their locations are available and accessible on the
Departments website at [Link]/indot/[Link].

The 1991 ISTEA mandated that the Department, in cooperation with other jurisdictional agencies,
develop and implement transportation management systems. These include management systems
for pavements, bridges, traffic congestion, highway safety, public transportation facilities and
equipment, and intermodal transportation facilities or systems. Chapter 4 discusses INDOTs
development of transportation management systems.
Local and military authorities should be consulted to verify the project traffic assignments (AADT),
truck volume (% AADT commercial), and types of trucks that use the facility to ensure that the
proper design vehicles are used for geometric design of the project.

40-1.03(02) Surface Transportation Program

The Surface Transportation Program (STP) is a block-grant type program that may be used by
the State or a local agency for a road including an NHS facility that is not functionally classified
as a local or rural minor collector. Such a road is referred to as a Federal-aid route. A bridge
project funded through this program is not restricted to a Federal-aid route. A transit capital
project is also eligible for Federal aid through the STP program.

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40-1.03(03) Bridge Replacement and Rehabilitation Program
The Bridge Replacement and Rehabilitation Program (BRRP) has retained its separate identity
within the Federal-aid program. BRRP funds are eligible for work on a bridge regardless of the
roads functional classification.

40-1.04 Jurisdictional System

The State includes approximately 92,000 mi of public roads. The network has been divided into
jurisdictional systems based on the organization or agency responsible for highway or street
improvements and for maintenance.

40-1.04(01) State Highway System

The State highway system consists of all highways under the jurisdiction of the Indiana
Department of Transportation. This system includes all Interstate highways, the Indiana Toll
Road, the majority of the facilities on the National Highway System, and other State and U.S.
routes not on the NHS. The State highway system consists of about 12%, or 11,350 mi, of all
public roads and streets. These routes are the most important highways in the State, have the
greatest traffic volume, and operate at the highest speeds.

40-1.04(02) County Road System

Each county government is responsible for all roads within its boundaries which are not on the
State highway system, but is not responsible for the streets within incorporated cities or towns
within the county. There are 66,078 mi of county-maintained roads in the State. In addition to
the county-road system, each county is responsible for maintenance and improvements of
bridges on city or town roads or streets. INDOT is responsible for administering Federal funds
which are available for highway improvements on eligible county routes. The construction of a
county-road bridge over a State or Interstate route is the responsibility of INDOT. The
maintenance of such a bridge is the responsibility of INDOT. The maintenance of a bridge
which carries a railroad over a road or street is the responsibility of the railroad company.

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40-1.04(03) City or Town Street System
The city or town street system consists of all public streets within corporate limits except those
on the State highway system. There are 14,519 mi of city- and town-maintained streets in the
State. The extensions of these routes outside the corporate limits, but still within an urbanized or
small urban area, are the responsibility of the county. INDOT is responsible for administering
Federal funds which are available for highway improvements on eligible city or town streets.

40-1.04(04) DNR Recreational Roads

The Indiana Department of Natural Resources (IDNR) is responsible for maintaining roads
within State public recreational areas. INDOT may be responsible for the design and
construction of these facilities in cooperation with IDNR.

40-1.05 National Truck Network

The Surface Transportation Assistance Act (STAA) of 1982 required that the U.S. Secretary of
Transportation, in cooperation with the Department, designate a national network of highways
which allow the passage of trucks of specified minimum dimensions and weight. The objective
of the STAA is to promote uniformity throughout the nation for legal truck sizes and weights on
a National Truck Network. The Truck Network includes all Interstate highways and significant
portions of the former Federal-aid primary system built to accommodate large-truck travel. The
STAA requires that reasonable access be provided along other designated routes to the STAA
commercial vehicles from the National Truck Network to terminals and to facilities for food,
fuel, repair, and rest, and, for household-goods carriers, to points of loading and unloading.
Under State statute, each principal arterial is available to commercial vehicles with the
dimensions authorized by the STAA, subject to local restrictions. The State has enacted
legislation that stipulates that each public road is legally available to STAA vehicles, subject to
local restrictions. The geometric-design criteria provided in the applicable Part V Chapters
reflect the impact of the STAA vehicles on road design. For example, a 12-ft lane width is
required for each highway on the National Truck Network.
Figure 40-1B provides the National Truck Network in Indiana. The National Truck Network is
also available as a separate layer on the INDOT Roadway Inventory map at
[Link]

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40-2.0 TRAFFIC-VOLUME CONTROLS
40-2.01 Definitions
1.

Average Annual Daily Traffic (AADT). The total yearly volume in both directions of
travel divided by the number of days in a year.

2.

Average Daily Traffic (ADT). The calculation of average traffic volume in both
directions of travel in a time period longer than one day and shorter than one year and
divided by the number of days in that time period. Although incorrect, ADT is often used
interchangeably with AADT.

3.

Capacity. The maximum number of vehicles which can reasonably be expected to

traverse a point or uniform section of a road during a given time period under prevailing
roadway, traffic, and control conditions. The time period used for analysis is 15 min.
Capacity corresponds to Level of Service E.

4.

Delay. The primary performance measure on an interrupted-flow facility, especially at a

signalized intersection. For this element, average stopped-time delay is measured, which
is expressed in seconds per vehicle.

5.

Density. The number of vehicles occupying a given length of lane, averaged over time.
It is expressed as vehicles per mile per lane.

6.

Design Hourly Volume (DHV). The 1-h volume in both directions of travel in the design
year selected for determining the highway design. The DHV is the 30th highest hourly
volume during the design year. For capacity analysis, the DHV is converted to an hourly
flow rate based on the maximum 15-min flow rate during the design hour.

7.

Service Flow Rate. The maximum hourly vehicular volume which can pass through a
highway element at the selected level of service.

8.

Directional Design Hourly Volume (DDHV). The 1-h volume in one direction of travel
during the design hour in the selected design year.

9.

Directional Distribution (D). The division, by percent, of the traffic in each direction of
travel during the design hour or day.

10.

Level of Service (LOS). A qualitative concept which has been developed to characterize
an acceptable degree of congestion as perceived by the motorist. In the Highway

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Capacity Manual, the qualitative descriptions of each level of service (A to F) have been
converted into quantitative measures for the capacity analysis for each highway element
as follows:
a.
b.
c.
d.
e.
f.
g.
h.
i.

freeway mainline;
freeway mainline ramp junction;
freeway weaving area;
interchange ramp;
2-lane, 2-way rural highway;
rural highway of 4 or more lanes;
signalized intersection;
unsignalized intersection; and
urban or suburban arterial.

Chapters 53 through 56 provide guidelines for selecting the level of service for capacity
analysis in road design.
11.

Peak-Hour Factor (PHF). A ratio of the volume occurring during the peak hour to the
maximum rate of flow during a given time period within the peak hour, typically, 15 min.

12.

Percent Trucks (T). A factor which reflects the percentage of heavy vehicles (trucks,
buses, and recreational vehicles) in the traffic stream during the design hour or day. For
geometric design and capacity analysis, a truck is defined as a vehicle with six or more
tires. Data on trucks are compiled and reported by the Planning Divisions Traffic
Monitoring Team.

13.

Rate of Flow. The equivalent hourly rate at which vehicles pass over a given point or
section of a lane or roadway during a given time interval of less than one hour, typically,
15 min.

40-2.02 Design Year Selection

40-2.02(01) Roadway Design
A highway should be designed to accommodate the traffic volume expected to occur within the
life of the facility under reasonable maintenance. This involves projecting the traffic conditions
for a selected future year. The recommended design year is provided in Figure 40-2A. The
design year is measured from the expected letting date for construction. Future traffic volume
for each State highway is provided by the Planning Divisions Traffic Monitoring Team.

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40-2.02(02) Other Highway Elements

The following provides the recommended criteria for consideration of a design year for highway
elements other than road design:
1.

Bridge or Underpass. The structural life of a bridge may be 50 years or more. For a new
bridge, including a bridge replacement, the initial clear-roadway width of the bridge or
underpass will be based on the 20-year traffic-volume projection beyond the original
projected letting date for construction.
A bridge-rehabilitation project is that for which a significant amount of the existing
substructure or superstructure will remain in place. For a bridge-rehabilitation project
which includes significant improvements to all or part of the superstructure including full
bridge-deck replacement, the clear-roadway width will be based on the 20-year trafficvolume projection beyond the original projected letting date for construction. A project
which includes a bridge-deck overlay may be based on the 10-year projected traffic
volume. For a bridge-rehabilitation project which includes only improvements to the
substructure, the bridge will be evaluated as an existing bridge to remain in place. See
Chapters 53 through 56 for specific criteria.

2.

Right-of-Way Grading. The designer should consider potential right-of-way needs for
the anticipated long-term corridor growth for a year considerably beyond that used for
roadway design. No specific design year is recommended. However, in selecting an
initial median width on a divided highway, for example, the designer should evaluate the
potential need for future expansion of the facility to add through travel lanes. Other
examples include potential future interchanges and potential conversion of a 2-lane, 2way facility to a divided highway of 4 or more lanes.

3.

Drainage Design. Drainage appurtenances are designed to accommodate a flow rate

based on a specific design year or frequency of occurrence. The selected design year or
frequency will be based on the functional classification of the facility and the specific
drainage appurtenance (e.g., culvert). Chapter 29 provides the Departments criteria for
selecting a design year for drainage.

4.

Pavement Design. The pavement structure is designed to withstand the vehicular loads it
will sustain during the design analysis period without appearing below selected terminal
pavement serviceability. Chapter 52 provides the Departments criteria for selecting a
design year for pavement design.

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40-2.03 Design-Hourly-Volume Selection

For most geometric design elements which are impacted by traffic volume, the peaking
characteristics are most significant. The highway facility should be able to accommodate the
design hourly volume (adjusted for the peak-hour factor) at the selected level of service. This
design hourly volume (DHV) will affect many design elements including the number of travel
lanes, lane and shoulder widths, and intersection geometrics. The designer should also analyze
the proposed design using morning and evening DHVs separately. This can have an impact on
the geometric design of the highway.
The 30th highest hourly volume in the selected design year will be used to determine the DHV
for design purposes.

40-2.04 Capacity Analysis

40-2.04(01) Objective
The highway mainline, intersection, or interchange should be designed to accommodate the
selected design hourly volume (DHV) at the selected level of service (LOS). This may involve
adjusting highway factors which affect capacity until a design is found that will accommodate
the DHV. The detailed calculations, factors, and methodologies are provided in the Highway
Capacity Manual (HCM). Chapter 41 provides additional information which the Department has
adopted for the use of the HCM. The service flow rate of the facility is calculated. Capacity
assumes a LOS of E. Service flow rate is the maximum volume of traffic that a proposed
highway of given geometrics is able to serve without the degree of congestion appearing below a
preselected LOS. This is always higher than a LOS of E.
The HCM has established measures of effectiveness for the level-of-service definition for each
highway element for each type of highway facility. These are provided in Figure 40-2B. For
each measure, the HCM will provide the analytical tools required to calculate the numerical
value.
The following provides the simplified procedure for conducting a capacity analysis for the
highway mainline.
1.

Select the design year (Section 40-2.02).

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2.

Determine the DHV (Section 40-2.03).

3.

Select the Level of Service (Chapters 53 through 56).

4.

Document the proposed highway geometric design (lane width, clearance to obstructions,
length of weaving section, number and width of approach lanes at an intersection, etc.).

5.

Using the HCM, analyze the capacity of the highway element for the proposed design as
follows:

6.

a.

determine the maximum flow rate under ideal conditions;

b.

adjust the maximum flow rate for prevailing roadway, traffic, and control
conditions; and

c.

calculate the service flow rate for the selected level of service.

Compare the calculated service flow rate to the DHV. If the DHV is less than or equal to
the service flow rate, the proposed design will satisfy the objectives of the capacity
analysis. If the DHV exceeds the service flow rate, the proposed design will be
inadequate. The designer should either adjust the highway design or should adjust one of
the capacity elements (e.g., the selected design year or the level-of-service goal).

40-2.04(02) Responsibility
For a State highway project, the Office of Environmental Services or its consultant is responsible
for performing the required capacity analysis.
For a consultant-designed project on a non-State highway, the capacity analysis may be performed
by either the local jurisdiction or the consultant.

40-3.0 SPEED
40-3.01 Definitions
1.

Design Speed. Design speed is the maximum safe speed that can be maintained over a
specified section of highway if conditions are so favorable that the design features of the
highway govern. A design speed is selected for each project which will establish criteria

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for design elements including horizontal and vertical curvature, superelevation, and sight
distance. Section 40-3.02 discusses the selection of design speed. Chapter 53 provides
specific design-speed criteria for a new construction or reconstruction project. Chapters
54 through 56 provide the design-speed criteria for a project on an existing highway.
2.

Low Speed. For geometric design purposes, low speed is defined as 45 mph or lower.

3.

High Speed. For geometric design purposes, high speed is defined as 50 mph or higher.

4.

Average Running Speed. Running speed is the average speed of a vehicle over a
specified section of highway. It is equal to the distance traveled divided by the running
time (the time the vehicle is in motion). The average running speed is the distance
summation for all vehicles divided by the running time summation for all vehicles.

5.

Average Travel Speed. Average travel speed is the distance summation for all vehicles
divided by the total time summation for all vehicles. Average running speed includes
only the time the vehicle is in motion. Therefore, on an uninterrupted-flow facility which
is not congested, average running speed and average travel speed are equal.

6.

Operating Speed. Operating speed, as defined by AASHTO, is the highest overall speed
at which a motorist can safely travel a given highway under favorable weather conditions
and prevailing traffic conditions while at no time exceeding the design speed. Therefore,
for low-volume conditions, operating speed equals design speed. This term has little or
no usage in geometric design.

7.

85th-Percentile Speed. The 85th-percentile speed is the speed below which 85 percent of
vehicles travel on a given highway. The most common application of the value is its use
as one of the factors for determining the posted, regulatory speed limit of a highway
section. Field measurements for the 85th-percentile speed will be conducted during offpeak hours when motorists are free to select their desired speed.

8.

Posted Speed Limit. If needed, the INDOT district Office of Traffic conducts the traffic
engineering studies on the State highway system to select a posted speed limit. If a study
is performed, on either the State or local system, the posted speed limit is based on the
following:
a.

the 85th-percentile speed;

b.

the design speed used during project design;

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c.

road-surface characteristics, shoulder condition, grade, alignment, and sight

distance;

d.

functional classification and type of area;

e.

type and density of roadside development;

f.

accident experience during the previous 12 months; and

g.

parking practices and pedestrian activity.

On a new-construction or reconstruction project, the posted speed limit will be equal to

the design speed used in design, if this does not exceed the legal speed limit. A traffic
engineering study may be conducted to assist in the determination of the posted speed
limit. This procedure applies to either a State or non-State facility.
9.

Legal Speed Limit. The legal speed limit is that set by the Indiana Statutes which applies
to a public road which does not have a posted speed limit. Section 40-3.02 provides legal
speed limits adopted by the State of Indiana. An advisory speed sign is not a regulatory
sign. Hence, it are meaningless for determining the posted speed limit.

40-3.02 Design-Speed Selection

40-3.02(01) Geometric Design Considerations
From a geometric design perspective, the selected design speed is based on the following design
elements.
1.

Functional Classification. A facility regarded as more important is designed with a

higher design speed than a facility regarded as less important.

2.

Urban or Rural. The design speed in a rural area is higher than that in an urban area.
This is consistent with the likelihood of fewer constraints occurring in a rural area (e.g.,
less development).

3.

Terrain. The flatter the terrain, the higher the selected design speed will be. This is
consistent with the expected higher construction cost as the terrain becomes more rugged.

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4.

Traffic Volume. Design speed can vary by traffic volume. As traffic volume increases, a
higher design speed is used. For example, the design speed on a rural collector varies
according to traffic volume.

5.

Project Scope of Work. A higher design speed is more applicable to a new-construction

or reconstruction project than to a 3R project.

For geometric design application, the relationship between these road-design elements and the
selected design speed reflects cost-effective considerations. For example, the higher the traffic
volume, the more benefit to the traveling public from a higher design speed.

40-3.02(02) Regulatory Speed vs. Design Speed

Each public road is controlled by a regulatory speed limit, either through posted speed-limit
signs or with a legal speed limit established in the State statutes; see Section 40-3.02(03). The
following summarizes the relationship between the project design speed and the regulatory speed
limit.
1.

General. The design speed should equal or exceed the anticipated posted speed limit
after construction, or the State legal speed limit for a non-posted highway.

2.

Non-Posted Rural Facility. The maximum legal speed limit is 55 mph. A project on such
a facility must be designed for 55 mph, or a traffic engineering study must be conducted
to determine if a lower design speed is appropriate. If the project is designed for a lower
speed than 55 mph, the road must be posted at the selected design speed between logical
termini.

3.

Non-Posted Urban Facility. The maximum legal speed limits, and corresponding
minimum design speeds, are as follows:
a.
b.

on a State highway, maximum legal speed limit 30 mph, minimum design speed
30 mph; and
on a non-State highway, maximum legal daytime speed limit 55 mph, maximum
legal nighttime speed limit 50 mph, minimum design speed 55 mph.

As in a rural area, the minimum design speed must satisfy these criteria, unless a traffic
engineering study indicates otherwise.

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To avoid a potential conflict, the Office of Environmental Services should, early in project
development, coordinate the design-speed selection with the district Office of Traffic to assist in
establishing the anticipated posted speed limit of the completed facility. If the proposed design
speed from the Geometric Design Tables is less than the established posted speed limit, one of
the determinations must be made as follows:
1.

increase the design speed to equal or exceed the established or anticipated posted speed
limit; or

2.

seek a design exception for the individual geometric design element (e.g., a horizontal
curve) which does not satisfy the established-speed-limit requirement.

40-3.02(03) Legal Speed Limit

The legal speed limits established by the State statutes are summarized below. Figure 40-3A
provides the legal speed limits for a non-Interstate facility.
1.

Maximum Speed Limit. IC 9-21-5-2 and IC 9-21-5-6 set maximum speed limits which
apply to vehicular speeds for all public roads. These maximum limits do not establish
upper limits for geometric design speeds. The speed limits are as follows:
a.

70 mph on an Interstate route outside an urbanized area;

b.

65 mph on an Interstate route outside an urbanized area for a vehicle other than a
bus having a gross weight greater than 26,000 lb;

c.

60 mph on a rural facility of 4 or more lanes;

d.

55 mph on a rural facility of 2 lanes;

e.

55 mph on an Interstate route inside an urbanized area;

f.

30 mph on a State highway in an urban area *;

g.

30 mph on a non-State highway in an urban area, with maximums of 55 mph

daytime, and 50 mph nighttime *; and

d.

15 mph in an alley, with a maximum of 30 mph *.

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* Requires an engineering and traffic investigation study to establish a maximum speed
limit that is different from the value shown.
2.

Minimum Speed Limit (Non-State Facility). IC 9-21-5-6 of the Statutes sets minimum
speed limits which apply to a non-State facility which is not posted with a regulatory
speed-limit sign. The speed limits are as follows.
a.

Rural Area. 30 mph, except as shown in Item 2.c. below **.

b.

Urban Area. 20 mph, except as shown in Items 2.c. and 2.d. below **.

c.

School Zone. A local authority may establish a speed limit within a school zone
if the following conditions are satisfied.

d.

e.

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(1)

The limit is not lower than 20 mph.

(2)

The limit is imposed only in the immediate vicinity of the school.

(3)

Children are present.

(4)

The speed zone is properly signed.

(5)

The Department has been notified by certified mail of the limit imposed.

Park or Playground. A local authority may decrease the speed limit on an urban
street to not lower than 15 mph, if the following conditions exist.
(1)

The street is located within a park or playground established under IC 3610.

(2)

The: boards established under IC 36-10-3 or IC 36-10-4, or the park

authority established under IC 36-10-5 requests the local authority to
decrease the limit.

(3)

The speed zone is properly signed.

Alley. 5 mph **.

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** Requires an engineering and traffic investigation study to establish a speed limit that
is below the maximum. However, the lower limit can not be lower than the minimum
value shown.

40-4.0 VEHICULAR CHARACTERISTICS

The physical and operational characteristics of vehicles using the highway are important controls in
geometric design. These will vary according to the type of vehicle being considered. If a highway
facility or intersection is being designed, the largest design vehicle likely to use that facility with
considerable frequency should be used to determine the selected design values. See Chapter 46 for
design-vehicle selection at an intersection.
Figure 40-4A provides information on dimensions for the standard design vehicles. Figures 404B and 40-4C provide illustrations for two combination trucks for application of the basic
dimensions.

40-5.0 ACCESS-CONTROL DEFINITIONS

Access control is defined as the condition where a public authority fully or partially controls the
right of abutting owners to have access to and from the public highway. The functional
classification of a highway is partially determined by the degree of access it allows. Access control
may be exercised by statute, zoning, right of way purchases, drive controls and permits, turning and
parking regulations, or geometric design (e.g., grade separation or frontage road).
The definitions of the types of access control are as follows.
1.

Full Control. Full control of access is achieved by giving priority to through traffic by
providing access only at interchanges with selected public roads. At-grade crossings or
drive connections are not allowed. This type of facility is termed a freeway. Full control
of access maximizes the capacity, safety, and vehicular speeds on the freeway.

2.

Partial Control. Partial control of access is an intermediate level between full control and
no control. Priority is given to through traffic, but some at-grade intersections and drive
connections are allowed. The proper selection and spacing of at-grade intersections and
service connections will provide a balance between the mobility, safety, and access
service of the highway. This type of facility is termed an expressway.

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3.

No Control. The use of the term no is actually a misnomer. Each highway warrants
some degree of access control by permit or by design. If access points to other public
roads and drives are properly spaced and designed, the adverse effects on highway
capacity and safety will be minimized. These points should be located where they can
best suit the traffic and land-use characteristics of the highway being designed. Their
design should enable a vehicle to enter and exit safely with a minimum of interference to
through traffic. Access control is exercised by the Department on a State highway or by
a local jurisdiction on a non-State facility to determine where private interests may have
access to and from the public-road system.

The designer should reference the following for more information on access-control regulations
and design guidelines.
1.

INDOT Driveway Permit Handbook.

2.

Indiana Local Technical Assistance Program (LTAP) Access Control for Local Roads
and Streets in Small Cities and Rural Areas.

3.

INDOT Right-of-Way Engineering Procedures Manual.

4.

INDOT Standard Drawings.

5.

Indiana Design Manual Sections 46-8.0, 48-6.06, 48-1.03, and Chapter 86.

40-6.0 PROJECT SCOPE OF WORK

The project scope of work will reflect the basic intent of the highway project and will determine
the overall level of highway improvement. This decision will determine which criteria in this
Part will apply to the geometric design of the project.

40-6.01 Definitions
40-6.01(01) New Construction
New construction is defined as horizontal and vertical alignment in a new location. An
intersection or interchange which appears within the project limits of a new highway mainline or
is relocated to a new point of intersection is considered new construction. Chapters 41 through
53 provide the Departments criteria for new construction.

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40-6.01(02) Complete Reconstruction, Freeway

Complete reconstruction of an existing freeway is defined as replacement of the existing facility.
Complete reconstruction results in significant improvements to the freeways level of service,
operational efficiency, and safety. Because of the significant level of work, Chapters 41 through
53 will apply to the design of a complete reconstruction project.

40-6.01(03) Partial Reconstruction (4R), Freeway

Partial reconstruction (4R) of an existing freeway is defined as work which includes one or more
of the following improvements.
1.

Over 30% of the travelway pavement area must be removed and replaced. Pavement
rubblization with an overlay is considered to be one form of pavement removal and
replacement.

2.

A concrete overlay of at least 6 in., or an asphalt overlay of 8 in. or greater as measured at

the point of greatest thickness over the existing travelway, is required.

3.

The facility cannot adequately accommodate the current or projected (10-year) traffic
demand and additional lanes are necessary.

4.

Major revisions are necessary to the existing horizontal and vertical alignment requiring
that over 30% of the travelway pavement must be replaced.

5.

Bridge replacement or total bridge-deck replacement is required.

6.

Bridge-deck widening is necessary due to added travel lanes on the approach.

7.

Interchange upgrading is required to satisfy current and projected (20-year) traffic

demands.

A partial 4R freeway project is to be designed in accordance with Chapter 54.

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40-6.01(04) Reconstruction (4R), Non-Freeway
Reconstruction of an existing highway mainline includes the addition of travel lanes or major
revisions to the existing horizontal and vertical alignment or reconstruction of a significant
portion of the existing pavement structure. However, the highway will remain essentially within
the existing corridor. The project may require right-of-way acquisition. A 4R project is
undertaken because one or more of the following conditions exist along the highway.
1.

Over 30% of the pavement area in the traveled way must be removed and replaced.

2.

A concrete overlay of at least 6 in., or an asphalt overlay of 8 in. or greater as measured at

the point of greatest thickness over the existing travelway, is required.

3.

The facility cannot adequately accommodate its current or projected (10-year) traffic
demand and additional lanes are necessary.

4.

Major revisions are necessary to the existing horizontal and vertical alignment requiring
more than 30% of the traveled way to be replaced.

5.

Bridge replacement or total bridge-deck replacement is required.

6.

Bridge-deck widening is necessary due to added travel lanes on the approach.

7.

Major interchange upgrading is necessary to satisfy current and projected (20-year)

traffic demands at an acceptable level of service. However, an analysis may determine
that interim improvements are cost effective.

7.

Work planned on adjoining sections of the highway involves reconstruction for an

appreciable length of the highway requiring reconstruction to achieve roadway-design
consistency along the route between logical termini.

The final decision on selecting a 4R scope of work will be made based on the Departments
long-range plans for upgrading the States highway system. See Section 40-6.02 for more
information.
Because of the significant level of work for reconstruction, the design will be based on the
criteria for new construction. Therefore, Chapters 41 through 53 will apply to a reconstruction
(4R) project.
An added-travel-lanes project should be classified as a 4R project.

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40-6.01(05) 3R Project, Freeways

A 3R project (resurfacing, restoration, rehabilitation) on an existing freeway is intended to
extend the service life of the existing facility and to enhance highway safety. A 3R project
should make cost-effective improvements to the existing geometrics where practical. Right of
way acquisition is rarely necessary. Improvements include the following:
1.

pavement resurfacing;

2.

full-depth pavement reconstruction, if the reconstructed pavement area is 30% or less of

the traveled way;

3.

widening existing travel lanes or shoulders;

4.

upgrading the structural strength of shoulders;

5.

improving the superelevation of existing horizontal curves;

6.

adding an auxiliary lane;

7.

improving roadway delineation;

8.

upgrading roadside safety;

9.

increasing the length of acceleration and deceleration lanes at an interchange;

10.

widening an existing bridge as part of a bridge-reconstruction project;

11.

upgrading or replacing bridge railing;

12.

overlaying a bridge deck;

13.

preservation of bridge substructure;

14.

improving roadside drainage;

15.

widening an existing ramp;

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16.

flattening a horizontal or vertical curve; or

17.

increasing the vertical clearance at an underpass.

Chapter 54 provides the criteria for the design of a 3R freeway project.

40-6.01(06) 3R Project, Non-Freeway

A 3R project (rehabilitation, restoration, resurfacing) on an existing non-freeway is intended to
extend the service life of the existing facility and to enhance highway safety. A 3R project
should make cost-effective improvements to the existing geometrics, where practical. A 3R
project on the mainline or at an intersection is work on the existing alignment. Minimal right of
way acquisition may be required. Improvements include the following:
1.

pavement resurfacing or rehabilitation or a limited amount of pavement reconstruction

(30% or less of the traveled way area);

2.

bridge rehabilitation or replacement;

3.

lane or shoulder widening;

4.

upgrading the structural strength of shoulders;

5.

flattening a horizontal or vertical curve;

6.

adjustment to the roadside clear zone;

7.

flattening side slopes;

8.

converting an existing median to a 2-way left-turn lane;

9.

adding a truck-climbing lane;

10.

converting an uncurbed urban street into a curbed street;

11.

revising the location, spacing, or design of an existing drive along the mainline;

12.

adding or removing a parking lane;

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13.

bridge widening and associated substructure work to accommodate the widening;

14.

bridge railing upgrading or replacement;

15.

bridge-deck overlay;

16.

work to preserve the bridge substructure;

17.

adding sidewalks;

18.

relocating utility poles;

19.

upgrading guardrail or other safety appurtenances to satisfy current criteria;

20.

other geometric or safety improvements to an existing bridge;

21.

drainage improvements;

22.

increasing vertical clearance at an underpass;

23.

intersection improvement (e.g., adding turn lanes, flattening turning radii, channelization,
corner sight-distance improvements, etc.);

24.

adding new or upgrading traffic signals; or

25.

other spot improvements.

Specifically related to the level of pavement improvement, the following definitions apply.
1.

Resurfacing. Resurfacing consists of the placement of additional surface material over

the existing restored or rehabilitated roadway or structure to improve serviceability or to
provide additional strength.

2.

Restoration or Rehabilitation. Restoration or rehabilitation is defined as work required to

return the existing pavement to a condition of adequate structural support or to a
condition adequate for the placement of an additional stage of construction. This can
include milling the existing pavement.

Chapter 55 provides the criteria for the design of a 3R non-freeway project.

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40-6.01(07) Partial 3R Project

A partial 3R project is intended to extend the service life of the pavement and, where practical, to
enhance highway safety. Geometric design improvements are included to correct obvious
deficiencies on the existing highway. Right of way acquisition is rarely involved. Partial 3R
improvements include the following:
1.
2.
3.
4.
5.
6.
7.
8.

pavement resurfacing;
lane or shoulder widening;
adjustments to the roadside clear zone;
relocating utility poles;
upgrading guardrail or other safety appurtenances to satisfy current criteria;
correcting a high-accident locations;
drainage improvements; or
improving superelevation to the extent practical.

Chapter 56 provides the criteria for the design of a partial 3R project. The only partial 3R
treatment permitted on an NHS route is preventative maintenance. All types of partial 3R
treatments are permitted on a non-NHS route. Chapter 52 provides pavement-design criteria for
each type of project.

40-6.01(08) High-Accident-Location Improvement, Non-Freeways

1.

Non-NHS Route. This type of project is intended to make improvements to correct a

safety problem at a location that is identified through the FHWA-approved INDOT
Safety Improvement Program process, which applies to either a State or local facility. It
is not intended to provide a general upgrading of the highway, as is a project categorized
as new construction or reconstruction, or 3R. No specific design criteria for this type of
improvement are described herein. The objective is to rapidly correct an identified
accident hazard using the highest level of design criteria as practical at the site
considering existing site limitations (e.g., right-of-way restrictions).

2.

NHS Route. A high-accident-location improvement must satisfy the appropriate criteria,

or a design exception must be obtained. This is also identified through the FHWAapproved INDOT Safety Improvement Process. However, the design criteria to be used
are those for new construction or reconstruction, or 3R, based on the criteria described in
Section 40-6.02(01).

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40-6.01(09) Traffic-Control-Devices Project

A traffic-control-devices project is programmed specifically to install, replace, or remove signs,
pavement markings, traffic signals, highway lighting, etc. No other work is included, except that
a traffic-signal project will include curb ramps at each involved intersection. Part VII provides
the criteria for the installation of traffic-control devices on a freeway or a non-freeway.

40-6.02 Application
40-6.02(01) National Highway System (NHS) Project
For long-range transportation planning purposes, INDOT has evaluated the State highway
system to determine which routes warrant reconstruction or 4R, and which routes warrant a 3Rtype improvement. Figure 40-6A provides a map of the State highway system to indicate 3R and
4R routes. The project scope of work definitions in Section 40-6.01 will apply to each project on
the NHS. The following will apply to the use of Figure 40-6A for a 3R or 4R route on the NHS.
1.

General. The factors that determine if a project should be classified as 3R or 4R are as

follows.
a.

If 70% or more of the existing traveled-way pavement area can be retained and
resurfaced, the project can be classified as 3R. If not, the project should be
classified as 4R.

b.

An assessment of the level of service (LOS) for the 10-year traffic volume
projection can determine if the project is 3R or 4R, based upon the expected
service life of the pavement.

Other factors should also be considered in making the project scope of work
determination (e.g., accident rates).
2.

Freeway. A freeway project will be classified as new construction, complete

reconstruction, partial reconstruction, or 3R. See Section 40-6.01 for definitions.

3.

4R Non-Freeway Route. Environmental Policy Team or the local jurisdictional agency

will determine the level of service (LOS) for the 10-year traffic volume projections based
on the discussion in Section 40-2.0. If this is LOS of D or better, it will be acceptable to
design the project using the 3R geometric-design criteria shown in Chapter 55. If the

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projected LOS will not satisfy D, the facility will be designed according to the criteria for
new construction or reconstruction. A bridge replacement, bridge-deck replacement, or
bridge widening should be designed to satisfy 4R criteria.
4.

3R Non-Freeway Route. The project will be designed according to the 3R geometricdesign criteria shown in Chapter 55. However, consideration should be given to using
the 4R criteria.

5.

3R Project. If the 3R project scope of work is selected, costly items (e.g., bridge
reconstruction or replacement, alignment corrections), which have a long service life and
can be incorporated into a future 4R project, should be constructed to satisfy 4R design
criteria as part of the 3R project.

6.

Combination Project. If a project will include both 3R and 4R work, the overall project
scope of work classification should be based on the predominant type of work. For
example, a 6-mi resurfacing project which includes the replacement of a mainline bridge
to 4R criteria should be classified as a 3R project, unless the bridge is considered to be a
major structure and its replacement cost is equal to or greater than that of the 3R roadway
work.
S-Line. Each S-line should be individually evaluated to determine the appropriate design
criteria (4R or 3R) based on the factors described herein if it is on the NHS, or Section
40-6.02(02) if it is not on the NHS.

7.

If an S-line is designed to 3R criteria, the intersection sight distance must be determined

based on the 4R criteria described in Section 46-10.0.
The requirements described herein must be used to design each NHS project regardless of the
funding source, whether Federal, State, or local-agency funds are used. However, the values
shown in the AASHTO Policy on Geometric Design of Highways and Streets may be used as
minimum values if they are lower than similar values shown herein where restricted conditions
warrant.

40-6.02(02) Non-NHS Project

The project scope of work definitions in Sections 40-6.01 and 40-6.02(01) and Figure 40-6A are
intended only as guidance for a non-NHS project. The decision of classifying a project that is
not on the NHS should be made based on the future plans of the jurisdictional highway agency
for the entire route between logical termini for the foreseeable future (20 years). The future

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plans for a route must consider current and projected traffic volumes, anticipated land use, and
accident experience. The following are examples of applying this concept to a non-NHS project.
1.

Example One. Approximately 60% of the pavement on a 6-mi section of a county road
will be replaced. The remainder of the pavement is in reasonably good condition and
requires only milling and resurfacing. The 6-mi section is part of a 30-mi county route
which is the main highway between two small towns. The existing road has a LOS of A,
and it is anticipated to provide a LOS of B based on 20-year projected traffic volume.
There is no adverse accident experience for the last three years. Based on this
information, a highway agency could decide to designate the 3R classification and
construct the road to 3R design criteria. This is acceptable, though more than 30% of the
pavement is being completely replaced.

2.

Example Two. Approximately 40% of the pavement on a 6-mi section of county road
will be replaced. The remainder of the segment will be resurfaced. This segment of road
is part of a 25-mi county route which connects two small towns. This county road is
located approximately 20 mi from a major metropolitan area. It is anticipated that, within
the next 20 years, there will be considerable residential and commercial development
adjacent to this portion of the county road because of its proximity to the rapidlyexpanding metropolitan area. The current LOS is B, but projected traffic volume
indicates that the LOS will drop to D in 10 years and to F in 20 years. The highway
agency has two options. It could decide to design the project to 3R criteria for the present
and, then, undertake a 4R project in 10 years once the pavement is likely in need of major
work. Its second option is to construct the project to 4R criteria now to satisfy future
traffic demands.

3.

Example Three. A 6-mi section of highway, which is located on INDOTs 3R highway

system, requires complete pavement replacement because of poor drainage. The Central
Office has rechecked the status of this highway with the district office and has verified
that there are no plans for work on the remainder of this route in the future (20 years)
except for 3R-type work. The current LOS is B, and it is anticipated to remain at B for
the next 20 years. There is no adverse accident experience and no anticipated major land
development along the route. INDOT can decide to design the project to 3R design
criteria, even though all pavement is being replaced.

4.

Example Four. A 200-ft bridge on the States 3R system requires complete replacement.
There are sharp horizontal curves on each end of the bridge where numerous accidents
have occurred during the last three years. It has been decided to correct the poor
alignment on the bridge approaches and to construct the approaches and bridge on a new
location. The total length of the project is 1.5 mi. The Central Office has discussed the

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status of this site with the district office, and both have agreed that it should remain on
the 3R system. The current LOS is B, and it is estimated that the LOS will be C in 20
years. There are no plans except to perform 3R-type work to the remainder of the road in
the future (20 years). INDOT can decide to design the entire project to 3R criteria.
5.

Example Five. A 6-mi segment of a route on INDOTs 3R system requires replacing

20% of the pavement and resurfacing the remaining 80%. The current LOS is D and will
deteriorate to E in 5 years. There is rapid residential, commercial, and industrial
development in the area. The Central Office and the district office agree that the entire
route was properly classified as a 3R route. However, this one 6-mi segment is an
exception because rapid growth adjacent to it is expected to occur. The appropriate
solution is to upgrade the facility to accommodate anticipated traffic demand for the next
20 years and to design the project to 4R criteria.

40-6.02(03) Procedures
For an INDOT project, the scope of work is selected based on the following procedure.
1.

The district office initially identifies the project scope.

2.

The project is programmed based on the project scope determined by the district.

3.

The Office of Environmental Services will make the final decision on the scope of work.
However, for each NHS project which has an estimated construction cost exceeding $1
million, FHWA will meet with representatives of the Office of Environmental Services to
cooperatively agree on the project classification and whether it should not be exempt
from FHWA oversight. This will occur as early in the project scoping process as
possible, so that FHWA can have input on each project which is subject to its oversight.
The meeting will be held as soon as an initial concept for the project design has been
developed. The results, including classification and oversight determination, will be
documented in the Engineers Report. The cover of the report will indicate whether the
project is exempt or not exempt from FHWA oversight.

4.

The Production Management Division, during project design, may re-evaluate the project
scope and request the Office of Environmental Services to modify the scope of work.

For a Federal-aid project not on the State highway system, the project scope of work
determination will be based on the future plans of the local agency for improvements to its local
road or street system. The philosophy provided in Section 55-2.01(02) Item 2 should be applied

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to a local project. The local agency must submit a letter to the Planning Division to document
the local agencys plans for that facility in the foreseeable future.
If the project is on the NHS and the estimated construction cost exceeds $1 million, the Planning
Division will schedule a meeting with the local agency and FHWA to agree upon a project
classification (3R or 4R). This meeting should occur early in the scoping process so that FHWA
can have input on each project that is subject to its oversight.

40-7.0 FHWA INVOLVEMENT

The 1991 Intermodal Surface Transportation Efficiency Act (ISTEA), and the National Highway
System Act of 1995, in addition to a realignment of the Federal-aid system, revised the role of
the Federal Highway Administration for each project. The Transportation Efficiency Act for the
21st Century (TEA-21) of 1998, further revised the role of FHWA for each project as described
below.
1.

Highway System. FHWA oversight is required only on an Interstate-route project.

2.

Project Scope of Work. FHWA oversight is required only on a new Interstate-route

construction or reconstruction project.

3.

Project Cost. FHWA oversight is required only on an Interstate-route project with an

estimated construction cost exceeding $1 million.

The jointly-approved INDOT and FHWA Stewardship and Oversight Agreement provides the
basis for the stewardship and oversight of FHWA for the use of Federal-aid funds by INDOT.
For a project with INDOT oversight, FHWA will not be involved with day-to-day project
activities, including field reviews, design approval, public-hearing certification, design
exceptions, PS&E submittal, etc. Such project is still subject to the FHWA Program and Process
Review. However, each Federally-funded project will be designed in accordance with the
appropriate criteria described herein, and the INDOT Standard Specifications and Standard
Drawings, regardless of FHWA review.
The FHWA is not precluded from reviewing or investigating a phase of the Federal-aid program
including control documents or a Federal-aid project, especially a project including a unique
feature or unusual circumstance such as a special structure design, experimental feature, etc., for
which it is desirable to have FHWA oversight. The oversight determination for each such

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project will be made at the meeting discussed in Section 40-6.02(03), Item 3. INDOT and
FHWA will meet to determine oversight responsibility as shown in Figure 40-7A.

40-8.0 ADHERENCE TO DESIGN CRITERIA [REV. FEB. 2014, REV JUL. 2014]
40-8.01 Department Intent [Rev. Jul. 2014]
The Departments intent is that all geometric design criteria described in this Part should be
satisfied. This is intended to ensure that the Department will provide a highway system which
satisfies the transportation needs of the State and provides a reasonable level of safety, comfort,
and convenience for the traveling public.
Chapters 40 through 56 provide information on geometric design for application to each
individual project. The values shown in AASHTOs A Policy on Geometric Design of Highways
and Streets (the Green Book) may be used as minimum values without a design exception if they
are lower than similar values shown herein. See Chapters 53 and 55 for specific exceptions.
A roadway functionally classified as collector or local road that has an average daily traffic
volume of 400 vehicles per day or less may be designed using AASHTOs Guildelines for
Geometric Design of Very Low-Volume Local Roads (ADT 400).
AASHTOs A Policy on Design Standards, Interstate System is the minimum design criteria for
interstates.

The designer is responsible for satisfying these criteria in the project design. However, this will
not always be practical. In addition to crash history, designers should consider cross-section
consistency as well as reasonable consistency in geometric alignment and sight distance along
the corridor when considering a design exception. The Departments procedures for identifying,
justifying, and processing exceptions to the geometric design criteria shown in chapters 40
through 56 are described below.

40-8.02 Hierarchy of Design Criteria

40-8.02(01) Level One [Rev. Feb. 2014]
Level One controlling design criteria are those highway design elements which are judged to be
the most critical indicators of a highways safety and its overall serviceability. Not all of the
design information described in this Part qualifies as a Level One criterion. The Department and

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FHWA have identified the following design elements as Level One. The formal documentation
and approval process for a design exception or waiver described in Section 40-8.04 must be
followed if these criteria are not satisfied.
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
*

design speed for mainline or interchange ramp *;

lane width;
shoulder width for uncurbed section or curb offset for curbed section;
bridge width for new, rehabilitated, or existing bridge to remain in place;
structural capacity for new, rehabilitated, or existing bridge to remain in place;
horizontal curvature, i.e., minimum radius;
superelevation-transition length;
application of stopping sight distance to a horizontal curve or a vertical curve;
maximum grade;
travel-lane cross slope;
superelevation rate;
minimum vertical clearance;
Americans with Disabilities Act (ADA) compliance **; and
bridge-railing safety performance criteria.
An exception to design speed is not allowed. Instead, the designer will use the Departments
applicable criteria for the project design speed and will, if needed, seek an exception to each
individual design element which does not satisfy the design-speed requirement, e.g., a
horizontal or vertical curve.

** Requires a determination of technical infeasibility. See Section 40-8.04(01).

It is not necessary to submit a Level One checklist for an S-line that does not exceed the work
necessary to build the appropriate public-road approach, including the required taper distance to
account for transitioning to the existing pavement width. This requirement does not relieve the
designer of having the S-line satisfy all critical design elements in the area, i.e., maximum grade,
vertical stopping sight distance, and intersection sight distance.
The existing minimum vertical clearance dimension for a structure carrying a roadway over a
railroad should be field-measured. Standard track maintenance procedures performed by a railroad
company often result in an increase in the rail elevation. Therefore, the minimum vertical
clearance dimension shown on prior construction plans will not be a true indication of the current
minimum vertical clearance. Each report or plan identifying the existing minimum vertical
clearance dimension over a railroad should indicate the date of the field measurement. This
dimension should be shown on the profile view of the General Plan sheet with a corresponding
note identifying the date of the field measurement.

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Each Level One criterion must be satisfied for the entire project length, including all paving
exceptions. If a criterion is not satisfied, the designer must apply for a design exception or revise
the plans.
The Level One Criteria Checklist is to be included with each submittal. If there are no changes
to the plans from the previous submittal that affect the Level One criteria, it is permissible to
copy the previous Checklist form and add a comment. The comment should indicate that there
are no changes to the plans that affect Level One criteria. Such statement should be initialed and
dated for the current submittal. A completed Limited Review Certification should be submitted
at the Final Check Prints and Final Tracings stages. These forms are available at
[Link]/dot/div/contracts/design/dmforms.

40-8.02(02) Level Two

Level Two design criteria are those which are judged to be important indicators of a highways
safety and serviceability, but are not considered as critical as the Level One criteria. If a Level
Two criterion is not satisfied, the designer will document in the project file that the criterion has
not been satisfied and will provide a brief rationale for not satisfying it. However, it is not
necessary to prepare an in-depth documentation to justify the decision.
The brief rationale for a projects inaccordance with the intersection sight distance requirements
should include the following:
1.

design speed;

2.

summarization of accident data for the most recent available 3-year period;

3.

evaluation of the accident data which is related to intersection sight distance; and

4.

approximate cost of accordance with the intersection sight distance requirements.

For a local-agency project, the local agency should furnish written concurrence with a decision
not to improve the intersection sight distance to full accordance with the requirements. This
concurrence may be in the form of a local elected officials signing off on the Level Two design
exception, or a separate letter from the elected official.

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The Level Two design criteria are as follows:
1.

all roadside-safety design elements (see Chapter 49);

2.

obstruction-free zone for a non-freeway 3R project;

3.

median- or side-slope rate;

4.

access control for a freeway or a freeway ramp intersection with a non-freeway facility;

5.

intersection sight distance;

6.

freeway acceleration lane length;

7.

freeway deceleration lane length;

8.

median width;

9.

shoulder cross slope and rollover;

10.

auxiliary lane or shoulder width on a non-freeway;

11.

minimum grade for drainage;

12.

minimum level-of-service criteria;

13.

parking-lane width;

14.

two-way left-turn lane width;

15.

critical length of grade; and

16.

truck SSD for specific application (see Section 42-1.0).

40-8.02(03) Level Three

Level Three includes the design criteria not listed in Level One or Two. No action is required if
a Level Three criterion is not satisfied. However, the designer should informally notify his or
her supervisor of the situation.

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40-8.03 Design-Exception Process
The design-exception process will be applied as follows:
1.

Project Scope of Work. The design exception process will apply to a new construction,
reconstruction (4R), 3R or partial-reconstruction freeway, or 3R non-freeway project.
The application of the design-exception process to a partial 3R project is discussed in
Chapter 56. The design-exception requirements do not apply to a high-accident-location
project on a non-NHS route because there are no specific design criteria. The designexception process does not apply to a signing, pavement markings, traffic-signal
installation, or traffic-barrier project which requires little or no roadway work.
The design-exception process does not apply to a preventative maintenance project on the
National Highway System. An exception is not required for the retention of an existing
feature which does not satisfy INDOT criteria. In effect, INDOT is maintaining the
project as built and as agreed to with FHWA in the project agreement. However, a new
design feature which does not satisfy INDOT criteria created by the project, or existing
ones made worse, must be addressed in an exception, because such action in effect
changes the project as built. Preventative maintenance includes restoration and
rehabilitation of specific elements of a highway facility if it can be demonstrated that
such activities are a cost-effective means of extending the service life of the existing
facility. Pavement preventative maintenance treatments are discussed in Section 3046.04. Bridge preventative maintenance treatments are discussed in Section 72-1.04.

2.

Federal-Aid Project on the National Highway System. A design element that does not
satisfy the Level One criteria will be addressed as described in Section 40-8.04. For a
Level Two design exception, the designer should inform FHWA of the exception if the
project is not exempt from FHWA oversight.

3.

State-Funded Project, FHWA-Oversight Exempt Project, or Project Not on the NHS.

Each design element that does not satisfy the Level One criteria should be documented
and approved as an INDOT exception. If a Level Two criterion will not be satisfied, the
designer should document in the project file that the criterion has not been satisfied, and
should provide a brief rationale.

4.

Locally-Funded Project. The designer should document where the proposed design
deviates from the criteria provided in this Part.

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5.

Signing and Dating the Design-Exception Request. For a Level One or Level Two
design-exception request, the designer should sign and date the request. A consultant, if
used, should also include the name of the consulting firm below the signers name.

40-8.04 Procedure for Level One Design Exception [Rev. Jul. 2014]
The designer will not request an exception to the Level One design criteria until he/she has fully
evaluated the impacts of the proposed design (i.e., the exception) and the associated impacts of
fully satisfying the Level One criteria. The evaluation process should include obtaining
comments from the applicable Divisions including the following:
1.
2.
3.
4.
5.
6.

Traffic Engineering Division;

Asset Management Division;
Pavement Division, Office of Geotechnical Engineering;
Real Estate Division
Utilities and Railroads Division;
Bridges Division, Office of Hydraulics;

After review by the applicable offices or teams, the design exception should then be routed in the
order shown below for further comments, recommendations, and final action.

40-8.04(01) Department Procedure [Rev. Feb. 2014, Jul. 2014]

Each design element that does not satisfy the Level One controlling criteria will require a written
design exception. This includes all paving exceptions, S-lines, and traffic maintenance phases.
Multiple design elements may be included in a single design exception document; however, each
design element must have its own approval cover letter. An editable version of s the design
exception cover letter, Figure 40-8C, is available on the Departments website, at
[Link]/dot/div/contracts/design/dmforms/.
A design exception for a local-agency project or a State project involving an element on a local
agencys road must be signed by the local elected officials who have jurisdiction of the project or
road prior to routing for review.
For new construction, reconstruction (4R) and 3R or partial-reconstruction (4R) freeway projects
the design exception requirements are described in item 1.

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For 3R Non-Freeway projects a streamlined design exception is used. The design exception
requirements are described in item 2. The streamlined design exception is intended to document
the satisfactory performance of existing design features. Retaining or replacing existing
geometric design features in-kind may be appropriate when satisfactory performance is
documented.
For all projects, an exception to the requirements of the Americans with Disabilities Act (ADA)
requires a determination of technical infeasibility as described in item 3 below.
The design exception request must contain all of the necessary information or references without
requiring the reviewer to obtain additional information (e.g., plan sheets, copies of pages of this
Manual that pertain to the design exception request, or copies of pertinent pages of the AASHTO
Policy on Geometric Design of Highways and Streets.)

1.

Level One Criteria Design Exception for 4R, Partial 4R Freeway, and 3R Freeway
project, The design exception will, at a minimum, address the following.
a.

Project Description. This includes project location, functional classification,

description of work, and type of area (residential, commercial, rural, etc.) in
which the project is located. The location of the design exception should be
identified by referencing it to the nearest Department-maintained route or other
major point such as a county line.

b.

Design Feature. This is a description of the design feature that does not satisfy
the Departments criteria. Both the proposed criterion and the Department
criterion should be identified, with respective design speeds where applicable.
Drawings should be used to explain the criterion if necessary. The reason for the
design exception request should be indicated.

c.

Construction Costs. This is the additional cost to construct the feature to satisfy
the Department criterion. An abbreviated breakdown of the costs should be
included.

d.

Project Design. This includes the basic design parameters of the project (e.g.,
current and projected 20-year traffic volumes, design speed, posted speed, percent
trucks, design criteria, terrain, and access control).

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e.

Crash Analysis. In addition to furnishing the summary of crash history for the
previous 3-year period, the crash data must be presented as follows. For a new
roadway, see item h., Safety.
1)

It should be summarized and described in general terms (e.g., type,

severity, contributing circumstances).

2)

All available sources (city, county, and state police) must be contacted to
obtain the data and be identified in the design exception request. For
INDOT projects, crash history is available through the Automated
Reporting Information Exchange System (ARIES), which is the Web
portal to the Indiana Vehicle Crash Report System database maintained by
the Indiana State Police

3)

The crash experience which is related to the design feature and does not
satisfy Department criteria should be analyzed and evaluated. The
evaluation may include, for example, a comparison of the crash rate on the
highway to the Statewide rate for that type of facility or may include a
statistical analysis of the crash experience at the location of the design
feature (e.g., a horizontal curve).
The Road Hazard Analysis Tool (RoadHAT) Form 1 can be used to
develop the comparison between similar facility types. The RoadHAT
program is available from the INDOT Technical Application Pathway
(ITAP).

f.

Cost-Effective Analysis. A cost-effective analysis should be conducted to justify

the proposed design exception, if applicable (e.g., there are crashes related to the
design feature in question. See Chapter 50 for more information.

g.

Ancillary Impact. Adverse effects that the design exception will have on other
design elements on or near the project site must be evaluated and documented
(e.g., sight distance on a horizontal curve impacts intersection sight distance at an
intersection outside the project limits).

h.

Safety. The safety impacts of the design exception must be evaluated and
documented. For example, if there were no crashes with the existing condition in
place and the project will match or improve the situation, the conclusion is that
there is no increase in crashes. For a new roadway (i.e. no crash history), the
safety impacts can be evaluated by comparing the predicted number of crashes

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using the proposed value for the design element to predicted crashes using the
value that satisfies the controlling criterion requirement.

i.

Mitigation. The designer must document the proposed mitigation measures which
will be implemented to alleviate the retention or construction of the design feature
which does not satisfy Department criteria (e.g., traffic-control devices).
Mitigation resources are available from the FHWA publication Mitigation
Strategies for Design Exceptions. This publication is available from the FHWA
website at [Link]

j.

Other Factors.
Other factors which may have an effect on the final
recommendation should be discussed. For example, the following:
1)
2)
3)
4)

2.

projected service life of the facility after construction is completed;

compatibility with adjacent sections of the proposed project;
probable time before reconstruction of the section is anticipated; and
environmental and right-of-way impacts of satisfying the Department
criteria.

Level One Criteria Design Exception for 3R Non-Freeway Projects. A streamlined

design exception may be used to retain or replace an existing geometric feature in-kind or
when the proposed criteria improve the existing but do not meet the criteria found in
Chapter 55. When multiple design exceptions are required for a 3R Non-Freeway
project, a single document with multiple cover sheets should be created. At a minimum
the design exception will include the following.
a.

Project Description. Include the project location, functional classification,

description of work, design year ADT including the percentage of trucks, and type
of area (residential, commercial, rural, etc.) in which the project is located.

b.

Design Feature. Include a description of the design feature that does not satisfy
the criteria in Chapter 55. The existing criterion, the proposed criterion and the
criterion in Chapter 55 should be identified, with respective design speeds where
applicable. Drawings should be used to explain the criterion if necessary. The
reason for the design exception request should be indicated. The intent to retain
an existing geometric condition or replace it in-kind should be clearly stated.

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c.

Crash Analysis. Using the most recent 3-year crash history, document that the
roadway is performing as expected. For INDOT projects crash history is
available through the Automated Reporting Information Exchange System
(ARIES), which is the Web portal to the Indiana Vehicle Crash Report System
database maintained by the Indiana State Police.
An acceptable crash history may be no crashes, an evaluation using RoadHAT
Form 1 resulting in an ICF and ICC of 0 or less, or a review of crash data that
indicates there is not an apparent relationship between existing roadway geometry
or operation (e.g. sharp horizontal curve, lack of exclusive left turn lane) and
crash location and manner of collision (e.g. head-on, rear end, right angle). The
RoadHAT program is available from the INDOT Technical Application Pathway
(ITAP).
A summary of the raw data including the following should be included in tabular
form at a minimum: year, location, manner of collision, and severity level (e.g.
property damage only, injury, or fatal).

d.

Plans for Expansion. Document that roadway expansion is not planned due to
increased traffic demand or as part of an overall corridor improvement. For the
State Highway System, the district Technical Services Division, in cooperation
with the central office Asset Management Division Office of Technical Planning
can provide this information.

e.

Compatibility with Adjacent Sections. Indicate if the proposed roadway cross

section is compatible with the roadway section before and after the project limits,
i.e. the same cross section width or negligibly wider or narrower than the adjacent
roadway. In general, the proposed roadway should not be narrower than the
existing roadway. Treatment of an existing roadway section that is wider than the
adjacent sections should be addressed on a project-by-project basis.

f.

Mitigation. The designer must document the proposed mitigation measures which
will be implemented to alleviate the retention or construction of the design feature
which does not satisfy minimum criteria. Mitigation resources are available from
the FHWA publication Mitigation Strategies for Design Exceptions. This
publication
is
available
from
the
FHWA
website
at
[Link]

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3.

ADA Compliance. Compliance with the ADA is a requirement to the maximum extent
feasible whether a project includes federal funds, 100% state funds, 100% local funds, or
a combination thereof. When an element of a pedestrian access route cannot be
constructed due to an existing constraint, that element must be documented as technically
infeasible.
A determination of technical infeasibility does not constitute a waiver of the ADA
requirements, but rather serves as a process of sufficiently documenting alternatives
considered, existing constraints, and costs associated with compliance for later use, if
necessary, as the basis for a defense regarding a complaint or litigation.
The Departments ADA Committee will review requests for determination of technical
infeasibility in accordance with the Technical Infeasibility Policy. The Committee will
review requests for determination of technical infeasibility for projects that contain
federal funds or are 100% State-funded. The determination of technical infeasibility is
the responsibility of the Local Public Agency (LPA) for 100% locally-funded projects.
A request for determination of technical infeasibility should be sent to the Director of
Highway Design & Technical Services. In addition, the Title VI/ADA Program Manager
must receive a copy of the request. The request submission should include the following:
a.
b.
c.
d.
e.

f.

g.
h.

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DES Number, if available;

project location and description of the scope of the project;
a detailed explanation of the element and ADA standard that cannot be met.
a detailed explanation of the technical infeasibility, i.e. why the standard cannot
be met;
a detailed explanation of at least two options considered before requesting a
determination of technical infeasibility and why these options were not pursued
further;
a recommendation for a proposed solution. This should include an explanation
why the proposed solution is the best fit for the given circumstances and how it
provides accessibility to the maximum extent feasible;
an itemization of the costs to construct the element to be ADA-compliant and
comparison to the overall project cost; and
pictures and/or drawings of the actual project location and proposed solutions.

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Design Exception Request Routing and Approval, NHS or Non-NHS Route Project.
For further information regarding approval of a Level One design exception request, see the
notes or statements associated with the figures in Chapter 53, Section 54-3.0, and Section 55-3.0.
A design exception for a local-agency project or a State project involving an element on a local
agencys road must be signed by the local elected officials who have jurisdiction of the project or
road prior to routing for review.
Within INDOT, the final concurrence in the design exception is the responsibility of the Bridges
or Highway Design and Technical Support Division Director.
The Level One design exception request should be routed for approval as follows:
1)
2)
3)
4)
5)

project manager;
project reviewer. The project reviewer must be an in-house reviewer;
District Capital Program Management Director (CPMD). It is acceptable for the
CPMD to sign concurrently with the project manager;
Bridges or Highway Design and Technical Support Division Director
FHWA for approval, as applicable.

40-8.04(02) FHWA Procedure

A proposed exception to the Level One criteria for a project on the Interstate system and has
FHWA oversight must be submitted to the FHWA Indiana Divisions Administrator for review
and approval. A proposed exception for a Federal-aid project will not be submitted to FHWA
until after the exception has completed the internal Department process; see Section 40-8.04(01).
The documentation required for the Departments exception process will be sufficient for FHWA
evaluation.
For a Level Two design exception, the designer should inform FHWA of such exception on an
FHWA oversight Interstate-system project.

40-8.04(03) Procedure for Exception to Vertical Clearance on the Interstate System [Rev.
Jul 2014]
The Bridges director can only take approval action on a design exception to reduce or retain the
existing vertical clearance over the Interstate system that is less than the required 16-0 after

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coordinating formally with the Department of Defense (DOD), Surface Deployment and
Distribution Command Transportation Engineering Agency (SDDCTEA). This coordination is
necessary whether the work is a new construction project, a project that does not provide for
correction of an existing substandard condition, or a project that creates a substandard condition
at an existing structure. The requirement to provide or preserve the 16-0 vertical clearance
extends to the full roadway width including shoulders for the through lanes, as well as to ramps
or collector-distributor roadways in an Interstate-to-Interstate interchange. This requirement
applies to the Indiana Toll Road since it is part of the Interstate System.
The designer must include the completed Interstate Vertical Clearance Exception Coordination
form with the design exception request. In addition to the design exception information in
Section 40-8.04(01), item 1, the submission should include preliminary plan and profile sheets
for both the Interstate highway and the overpassing structure. The Vertical Clearance Exception
Coordination form is available at [Link]/dot/div/contracts/design/dmforms.
The Bridges director will coordinate directly with DOD. A response time of 30 days after being
sent from INDOT should allow an adequate review period for the SDDCTEA.
If the SDDCTEA reply does not agree with the design exception, INDOT personnel should
consider feasible mitigation measures and should notify the SDDCTEA of the proposed action.
On a project with FHWA oversight, INDOT personnel should work jointly with FHWA in
determining proposed mitigation measures.
Coordination with the SDDCTEA is to be completed before transmitting the design exception to
the FHWA for a project with FHWA oversight. The submission to the FHWA should include
documentation that the coordination with the SDDCTEA has been satisfactorily completed.

40-8.04(04) Procedure for Local Project with Federal Funds

For a local project with Federal funds, a design-exception request will follow the procedures in
Section 40-8.04(01). The design exception must be signed by the local elected officials who
have jurisdiction of the project or road prior to routing for review.
40-8.04(05) Procedure for 100% Locally-Funded Project
For a project funded entirely with local funds, the local agency should establish a procedure so
that an individual with the proper authority will approve the design exception.

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40-8.04(06) Signature Block
The Bridges or Highway Design and Technical Support Division director is responsible for the
approval of each proposed exception to the Level One criteria for an FHWA-exempt project on
the NHS system, or each Federal-aid project on a non-NHS route. The Division director must
also approve each design exception for a Federal-aid project on the NHS that is not exempt from
FHWA oversight before the exception is submitted to FHWA for its approval. The Division
director is responsible for approval of each design-exception request for a 100% State-funded
project
40-8.05 Documentation
The Level One Controlling Criteria Checklist should be used to document the projects
accordance with the Departments Level One design criteria. An editable version of this form is
available on the Departments website at [Link]/dot/div/contracts/design/dmforms/,
Checklist 40-8B. This applies to each project, with or without design exception. The designer
should complete the appropriate boxes on the form. The determination of whether or not the
proposed project design satisfies the INDOT design criteria is dependent upon the project scope
of work and the design criteria described herein. If, for example, a 3R non-freeway project is
being designed, Chapter 55 will apply.

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PROJECT SCOPE OF WORK

New Construction or Reconstruction
3R, Freeway
3R, Non-Freeway
Partial 3R
Intersection Improvement

DESIGN YEAR
20
20 *
20 *
10
20 *

Note: The design year is the number of years after the work is expected to be completed.
* For a partial 3R project, this may be 10.

RECOMMENDED DESIGN-YEAR
TRAFFIC VOLUME FOR ROAD DESIGN
Figure 40-2A

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TYPE OF FACILITY
Freeway
Basic freeway segment
Weaving area
Ramp junction
Highway of 4 or More Lanes
Two-Lane Highway
Arterial
Signalized Intersection
Unsignalized Intersection

MEASURE OF EFFECTIVENESS
Density (passenger cars per mile per lane)
Average travel speed (mph)
Flow rate (passenger cars per hour)
Density (passenger cars per mile per lane)
Time delay (%)
Average travel speed (mph)
Average travel speed (mph)
Average individual stopped delay
(seconds/vehicle)
Reserve capacity (passenger cars per hour)

MEASURE OF EFFECTIVENESS FOR LEVEL OF SERVICE

Figure 40-2B

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Geographic
Location

Rural

System

Minimum

Maximum

State
Highway

n/a

55 mph *

Non-State
Highway

30 mph

55 mph

State
Highway

n/a

30 mph

Non-State
Highway

20 mph

55 mph (day)
50 mph (night)

Urban

Notes:
* 60 mph for a facility of 4 or more lanes
1. This table applies to a non-Interstate facility.
2. See Section 40-3.02(03) for exceptions.

LEGAL SPEED LIMITS

Figure 40-3A

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DESIGN VEHICLE TYPE

SYMBOL

Overall
Height Width
4.25
7.0
11-13.5
8.0
12.0
8.5
12.0
8.5
10.5
8.5
10.5
8.0
10.5
8.0
11.0
8.5

Lgth.
Passenger Car
P
19.0
Single Unit Truck
SU
30.0
Intercity Bus
BUS-40
40.0
Motor Coach
BUS-45
45.0
City Transit Bus
CITY-BUS
40.0
Conventional School Bus (65 Pass.)
S-BUS 36
35.8
Large School Bus (84 Pass.)
S-BUS 40
40.0
Articulated Bus
A-BUS
60.0
Combination Trucks:
Intermediate Semitrailer
WB-40
13.5
8.0
45.5
Intermediate Semitrailer
WB-50
13.5
8.5
55.0
Interstate Semitrailer
WB-62
13.5
8.5
68.5
Interstate Semitrailer
WB-65 or WB-67
13.5
8.5
73.5
Double-Bottom-Semitrailer
WB-67D
13.5
8.5
73.3
Triple-Semitrailer
WB-100T
13.5
8.5
104.8
Turnpike Double Semitrailer
WB-109D
13.5
8.5
114
Recreational Vehicles:
Motor Home
MH
12.0
8.0
30.0
Car and Camper Trailer
P/T
10.0
8.0
48.7
Car and Boat Trailer
P/B
8.0
42.0
Motor Home and Boat Trailer
MH/B
12.0
8.0
53.0
e
Farm Tractor
TR
10.0
8-10.0 16.0f
* The Indiana Design Vehicle (IDV) is equivalent to the WB-65.
WB1, WB2, WB3, and WB4 are effective vehicle wheelbases.
S = Distance from the rear effective axle to the hitch point.
T = Distance from the hitch point to the lead effective axle of the following unit.

DIMENSIONS (ft)
Overhang
Front
Rear
WB1 WB2
3.0
5.0
11.0
4.0
6.0
20.0
6.0
6.3a
24.0
3.7
6.0
8.5a
26.5
4.0
7.0
8.0
25.0
2.5
12.0
21.3
7.0
13.0
20.0
8.6
10.0
22.0 19.4
3.0
3.0
4.0
4.0
2.33
2.33
2.33

2.5a
2.0a
2.5a
4.5-2.5a
3.0
3.0
2.5d

12.5
14.6
21.6
21.6
11.0
11.0
14.3

4.0
3.0
3.0
4.0

6.0
10.0
8.0
8.0

20.0
11.0
11.0
20.0
10.0

Wheelbases
S
T

6.2b

13.2b

27.5
35.4
40.4
43.4
23.0
22.5
39.9

3.0c
3.0c
2.5d

7.0c
7.0c
10.0d

9.0

5
5
6
3

19
15
15
6.5

WB3

WB4

23.0
23.0
44.5

23.0

a = This is overhang from the back axle of the tandem axle assembly.
b = Combined dimension is 19.4 ft and articulating section is 4 ft wide.
c = Combined dimension is typically 10.0 ft.
d = Combined dimension is typically 12.5 ft.
e = Dimensions are for a 150-200 hp tractor excluding wagon length.
f = To obtain the total length of tractor and one wagon, add 18.5 ft to tractor length. Wagon length is measured from front of drawbar to rear of wagon, and
drawbar is 6.5 ft long.

DESIGN-VEHICLE DIMENSIONS
Figure 40-4A

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HIGHWAY SYSTEM
Project Category
Interstate

Non-Interstate
NHS

Non-NHS

New Construction,
Reconstruction, or
Partial Reconstruction (4R)
$1,000,000

FHWA
Oversight

INDOT
Oversight

INDOT
Oversight

New Construction
or Reconstruction (4R)
< $1,000,000

INDOT
Oversight

INDOT
Oversight

INDOT
Oversight

3R Project

INDOT
Oversight

INDOT
Oversight

INDOT
Oversight

Design-Build Project

FHWA
Oversight

FHWA
Oversight

INDOT
Oversight

Rest Area or
Weigh Station
$1,000,000

FHWA
Oversight

INDOT
Oversight

INDOT
Oversight

Intelligent Transportation
Systems (ITS) Features

FHWA
Oversight

FHWA
Oversight

INDOT
Oversight

Note: Though this figure provides guidelines for determining FHWA oversight for each
project, there may be exceptions, such as a project including a unique feature or an unusual
circumstance such as a special structure design, experimental feature, etc., for which it is
desirable to have FHWA oversight.

OVERSIGHT RESPONSIBILITY
Figure 40-7A

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40-8A SDDCTEA Interstate Vertical Clearance Exception Coordination [Rev. Jul. 2014]
This figure deleted
The MTMCTEA Design Exception Request Letter has been revised to the Surface Deployment
and Distribution Command (SDDCTEA) Interstate Vertical Clearance Exception Coordination
form. The form is available for download at
[Link] Application/Request 40-8A

MTMCTEA Design Exception Request Letter

Figure 40-8A

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40-8B Level One Controlling Criteria Checklist [Rev. Jul. 2014]

This figure deleted
The Level One Design Criteria Checklist has been renamed the Level One Controlling Criteria
Checklist. The form and instructions for use are available for download at
[Link] Checklist 40-8B

Editable Level One Design Criteria Checklist

Figure 40-8B

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40-8C Level One Design Exception Request [Rev. Jul. 2014]

This figure deleted
The Level One Design Exception Request has been updated to reflect organizational changes in
the Department. The editable form is available for download at
[Link] Cover Letter/Memorandum 40-8C

Level One Design Exception Request

Figure 40-8C

2013 Indiana Design Manual, Ch. 40

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INDIANA DEPARTMENT OF TRANSPORTATION2013 DESIGN MANUAL

CHAPTER 41

Highway Capacity

NOTE: This chapter is currently being re-written and its content will be included in Chapter 302 in the
future.

2013

TABLE OF CONTENTS
41-1.0 GENERAL.......................................................................................................................... 3
41-2.0 PRINCIPLES OF CAPACITY (HCM Chapters 1 and 2) .................................................. 4
41-3.0 FREEWAY (HCM Chapters 3, 4, 5, and 6) ....................................................................... 4
41-4.0 RURAL HIGHWAY (HCM Chapters 7 and 8).................................................................. 4
41-5.0 URBAN STREET (HCM Chapters 9, 10, 11, 12, 13, and 14) ........................................... 4

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CHAPTER 41

HIGHWAY CAPACITY
Special Report 209 Highway Capacity Manual (HCM) has been adopted by the Department as the
basic document for traffic-capacity analysis. This Chapter provides a supplement to the HCM. The
supplement provides the following:
1.

additional information on capacity-analysis procedures not provided in the HCM;

2.

an elaboration on specific sections of the HCM;

3.

clarifying information;

4.

modifications to the HCM where the Department has adopted a different practice; and

5.

the Departments adopted practice, where the HCM indicates more than one option.

Unless stated otherwise in this Chapter, the Department has fully adopted the HCM. This Chapter is
organized to follow the sequence shown in the HCM.

41-1.0 GENERAL
The HCM is the primary reference used to perform the Departments traffic-capacity analysis.
Another major source of information on capacity analysis is AASHTOs A Policy on Geometric
Design of Highways and Streets. Other sources on capacity analysis may be appropriate. However,
prior to their use, the designer should first consult with the Production Management Divisions
Office of Environmental Services and the Highway Operations Divisions Office of Traffic
Engineering to confirm that these methodologies are applicable or acceptable to the Department.
Most of the methodologies included in the HCM are provided on a computerized software package
entitled Highway Capacity Software (HCS). The HCS package and the Users Manual can be
purchased from McTrans Center, 512 Weil Hall, Gainesville, Florida 32611-2083. The user should
contact the Office of Environmental Services to determine which version may be used for capacity
analysis. Other software packages which are based on the HCM may also be used, only after prior
approval by INDOT. This approval will ensure that the software is an acceptable alternative to the
HCS.

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41-2.0 PRINCIPLES OF CAPACITY (HCM CHAPTERS 1 AND 2)
The following comment refers to Chapter 2, Traffic Characteristics.
Peak-Hour Factor. Existing traffic data should be used to determine the appropriate peak-hour
factor. If the peak-hour factor cannot be determined from the existing traffic data, a peak-hour factor
of 0.90 may be used. A factor as low as 0.60 may be used where significant peaking is expected to
occur such as at a factory, industrial park, school, etc.

41-3.0 FREEWAY (HCM CHAPTERS 3, 4, 5, AND 6)

The following comments refer to Chapter 3, Basic Freeway Segments.
1.

Truck-Lane Usage. Trucks are required to use the right lane of each roadway on a 4-lane
freeway, or the right two lanes of a freeway of 6 lanes or more. Unless specific counts or
observations are available, the truck distribution for a facility of 6 lanes or more can be
assumed to be split evenly between the middle and right lanes. These configurations should
be considered in making the freeway-capacity-analysis calculations.

2.

Heavy-Vehicle Factor. Table 3-9, Adjustment Factor for the Effect of Trucks, Buses, or
Recreational Vehicles in the Traffic Stream, should only be used if the traffic stream consists
only of trucks, buses, or recreational vehicles, and not a combination of these vehicles. If the
traffic stream consists of a combination of these vehicles, Equation 3-4 and the
accompanying tables should be used instead.

41-4.0 RURAL HIGHWAY (HCM CHAPTERS 7 AND 8)

The following comment refers to Chapter 8, Two-Lane Highways.
Climbing Lane. Chapter 44 discusses the warrants for a climbing lane. The warrants described in
Chapter 44 are different than those described in the HCM and AASHTOs A Policy on Geometric
Design of Highways and Streets.

41-5.0 URBAN STREET (HCM CHAPTERS 9, 10, 11, 12, 13, AND 14)
The following comments refer to Part IV, Urban Streets.

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1.

Urban LOS. For urban-highway elements, especially at a signalized intersection, a LOS of

C may be difficult to attain. Often, a LOS of D is more attainable for a 10- to 20-year
design. Chapters 53 and 55 provide the design LOS values.

2.

3-Lane Section. The HCM does not directly address capacity of a continuous, alternating, or
2-way center left-turn lane. A 3-lane section with many left-turn movements will often have
more capacity and greater safety than a 4-lane section without a separate turn lane. National
studies are presently being conducted which may provide capacity information on these
configurations in the near future.

The following comments refer to Chapter 9, Signalized Intersections.

1.

Planning Methodology. Due to possible misapplications, the Planning Analysis should not
be used for capacity analysis at a signalized intersection. Instead, the Operational Analysis
procedure should be used.

2.

Operational Analysis. After using the HCM procedure, the user should check this
information using one of the signal-timing programs that are available (e.g., Passer II,
SOAP84). See Section 502-3.0 for additional information.

3.

Level of Service (LOS). As a guide, a lane-group LOS or approach LOS should not be more
than one LOS below the intersection LOS or design LOS. However, this may not always be
practical, especially for a left-turn lane or a group of side streets. Chapters 53 and 55 provide
the LOS values required for design.

4.

Cycle Length. The cycle length should be at least 60 s, but should not exceed 120 s. The
degree of saturation should not be permitted to approach 1.0, especially for a short cycle
length.

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INDIANA DEPARTMENT OF TRANSPORTATION2013 DESIGN MANUAL

CHAPTER 42

Sight Distance

NOTE: This chapter is currently being re-written and its content will be included in Chapter 302 in the
future.

2013

TABLE OF CONTENTS
LIST OF FIGURES ........................................................................................................................ 2
42-1.0 STOPPING SIGHT DISTANCE........................................................................................ 3
42-1.01 Theoretical Discussion ................................................................................................. 3
42-1.02 Passenger-Car Stopping Sight Distance ....................................................................... 4
42-1.03 Truck Stopping Sight Distance ..................................................................................... 4
42-2.0 DECISION SIGHT DISTANCE ........................................................................................ 4
42-2.01 Theoretical Discussion ................................................................................................. 4
42-2.02 Applications .................................................................................................................. 5
42-3.0 PASSING SIGHT DISTANCE .......................................................................................... 6
42-3.01 Theoretical Discussion ................................................................................................. 6
42-3.02 Applications .................................................................................................................. 7
42-4.0 INTERSECTION SIGHT DISTANCE .............................................................................. 8
FIGURES ........................................................................................................................................ 9

LIST OF FIGURES
Figure

Title

42-1A
42-2A
42-3A
42-3B
42-3C

Stopping Sight Distance for Passenger Cars

Decision Sight Distance
Elements of Passing Sight Distance (2-Lane Highways)
Passing Sight Distance on Two-Lane Highways
Recommended Guidelines For Percent Passing on Rural Facilities

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CHAPTER 42

SIGHT DISTANCE
42-1.0 STOPPING SIGHT DISTANCE
42-1.01 Theoretical Discussion
Stopping sight distance (SSD) is the sum of the distance traveled during a drivers
perception/reaction or brake reaction time and the distance traveled while braking to a stop. To
calculate SSD, the following formula is used:
SSD 1.47Vt

Where: SSD
V
t
a

=
=
=
=

1.075V 2
a

(Equation 42-1.1)

stopping sight distance, ft

design speed, mph
brake reaction time, 2.5 s
deceleration rate, 11.2 ft/s2

The following discusses the theoretical rationale for each assumption within the SSD model.
1.

Brake Reaction Time. This is the time interval between when an obstacle in the road can
first be physically seen and when the driver first applies the brakes. The assumed value
is 2.5 s. This time is considered adequate for 90% of drivers in simple to moderatelycomplex highway environments.

2.

Speed. The SSD tables provide a minimum value which is based on the design speed.

3.

Grade Adjustment. AASHTO s A Policy on Geometric Design of Highways and Streets

provides values to adjust the SSD for each grade which, theoretically, affects braking
distances. Due to the conservative SSD model and the nature of the States terrain, the
use of the grade adjustment is not required.

4.

AASHTO. AASHTOs A Policy on Geometric Design of Highways and Streets provides

additional information on the assumptions used to develop the SSD model.

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42-1.02 Passenger-Car Stopping Sight Distance
See Figure 42-1A, Stopping Sight Distance for Passenger Car. Stopping sight distance
exceeding that shown in Figure 42-1A should be used where practical. In applying the SSD
value for a passenger car, the height of eye is assumed to be 3.5 ft and the height of object 2 ft.
The height of object is equivalent to the height of a passenger cars taillights.
The minimum SSD value for a passenger car represents the Departments Level One criterion for
determining the need for a design exception. See Section 40-8.02.

42-1.03 Truck Stopping Sight Distance

Recommended stopping sight distance is based on passenger-car operation and does not
explicitly consider design for truck operation. A truck, as a whole, especially a larger or heavier
unit, needs a longer stopping sight distance for a given speed than does a passenger vehicle.
However, the truck driver is able to see substantially father beyond vertical sight obstructions
because of the higher position of the seat in the vehicle. Separate stopping sight distance values
for a truck and a passenger car are therefore not used in highway design.
Where horizontal sight restrictions occur on a downgrade, particularly at the end of a long
downgrade where truck speed closely approaches or exceeds that of a passenger car, the greater
height of a truck drivers eye is of little value, even where the horizontal sight obstruction is a cut
slope. Although the average truck driver tends to be more experienced than the average
passenger-car driver and is quicker to recognize potential risks, it is desirable under such
conditions to provide a stopping sight distance that exceeds the value shown in Figure 42-1A,
Stopping Sight Distances for Passenger Cars.

42-2.0 DECISION SIGHT DISTANCE

42-2.01 Theoretical Discussion
A driver may be required to make a decision where the highway environment is difficult to
perceive or where unexpected maneuvers are required. This occurs in an area of concentrated
demand where the roadway elements, traffic volume, and traffic-control devices may all compete
for the drivers attention. This relatively complex environment may increase the required driver
reaction time beyond that provided by the SSD value (2.5 s). At such a location, the designer
should consider providing decision sight distance to provide an additional margin of safety.
Decision sight distance reaction time ranges from 3 to 14.5 s depending on the location and

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expected maneuver. The avoidance maneuvers used to develop Figure 42-2A, Decision Sight
Distance, Columns A through E, are as follows:
1.

Column A, Avoidance Maneuver A: Stop on rural road.

2.

Column B, Avoidance Maneuver B: Stop on urban road.

3.

Column C, Avoidance Maneuver C: Speed/path/direction change on rural road.

4.

Column D, Avoidance Maneuver D: Speed/path/direction change on suburban road.

5.

Column E, Avoidance Maneuver E: Speed/path/direction change on urban road.

Columns A and B were developed using Section 42-1.0, Equation 42-1.1. Columns C, D, and E
were developed using Equation 42-2.1, as follows:
DSD = 1.47 Vt
where: DSD
V
t

(Equation 42-2.1)

= decision sight distance, ft

= design speed, mph
= total time for the maneuver (reaction time + maneuver time), s

42-2.02 Applications
The designer should consider using decision sight distance at a relatively complex location
where the driver reaction time may exceed 2.5 s. Example locations where decision sight
distance may be appropriate include the following:
1.
2.
3.
4.
5.
6.
7.

exit or entrance gore;

lane drop;
freeway left-side entrance or exit;
railroad/highway grade crossing;
approach to detour or lane closure;
toll plaza; or
intersection location where unusual or unexpected maneuvers are required.

As with SSD, the height of eye is 3.5 ft and the height of object is 2 ft.

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42-3.0 PASSING SIGHT DISTANCE
42-3.01 Theoretical Discussion
Passing sight distance consideration is limited to a 2-lane, 2-way highway. On such a facility, a
vehicle may overtake a slower-moving vehicle, and the passing maneuver must be accomplished
on a lane used by opposing traffic.
The minimum passing sight distance is determined from the sum of four distances as illustrated
in Figure 42-3A, Elements of Passing Sight Distance on a 2-Lane Highway. Figure 42-3B,
Passing Sight Distance on a Two-Lane Highway, and the following provide the assumptions
used to develop passing sight distance values.
1.

Initial Maneuver Distance (d1). This is the distance traversed during the perception and
reaction time and during the initial acceleration to the point of encroachment on the left
lane. For the initial maneuver, the overtaken vehicle is assumed to be traveling at a
uniform speed, and the passing vehicle is accelerating at the rate shown in Figure 42-3B.
The average speed of the passing vehicle is assumed to be 10 mph higher than that of the
overtaken vehicle. Equation 42-3.1 is used to determine d1 as follows:

d1=

Where: t1 =
a =
v =
m=
2.

(Equation 42-3.1)

time of initial maneuver, s

average acceleration, mph/s
average speed of passing vehicle, mph
difference in speed of passed vehicle and passing vehicle, mph

Distance that Passing Vehicle is in Left Lane (d2). This is the distance traveled by the
passing vehicle while it occupies the left lane. The assumed time for while the passing
vehicle occupies the left lane are shown in Figure 42-3B. Equation 42-3.2 is used to
determine d2 as follows:

d2=
Where: t2 =
v =

Page 6

t1
at 1
v - m+
2
0.68

vt 2
0.68

(Equation 42-3.2)

time during which the passing vehicle occupies the left lane, s
average speed of passing vehicle, mph

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3.

Clearance Distance (d3). This is the distance between the passing vehicle at the end of its
maneuver and the opposing vehicle. This distance at the end of the passing maneuver is
assumed to be between 100 ft and 250 ft.

4.

Opposing-Vehicle Distance (d4). This is the distance traversed by an opposing vehicle

during two thirds of the time that the passing vehicle occupies the left lane. As shown in
Figure 42-3A, the opposing vehicle appears after approximately one third of the passing
maneuver (d2) has been accomplished. The opposing vehicle is assumed to be traveling
at the same speed as the passing vehicle. Therefore, d4 = 2/3 d2.

42-3.02 Applications

Figure 42-3B provides the minimum passing sight distance for design on a 2-lane, 2-way
highway. This distance allows the passing vehicle to safely complete the passing maneuver.
The value should not be confused with the value shown in the MUTCD for the placement of nopassing-zone stripes, which are based on different operational assumptions (i.e., distance for the
passing vehicle to abort the passing maneuver). The highway capacity adjustment in the
Highway Capacity Manual for a 2-lane, 2-way highway is based on the MUTCD criteria for
marking a no-passing zone. It is not based on the percent of passing sight distance from
AASHTOs A Policy on Geometric Design of Highways and Streets.
For an existing highway, it will not be cost effective to improve the existing passing sight
distance. On a rural new-construction or reconstruction project, the designer should attempt to
provide passing sight distance over the project of the project consistent with the percentages
shown in Figure 42-3C, Recommended Guideline For Percent Passing on Rural Facility. It will
not be cost effective, however, to make significant improvements to the horizontal or vertical
alignment solely to increase the available passing sight distance.
An appreciable grade can increase the sight distance required for safe passing. Passing tends to
be easier for a vehicle traveling downgrade because the overtaking vehicle can accelerate more
rapidly. However, so can the overtaken vehicle. For an upgrade, the passing sight distance
should be greater than the derived minimum. Specific adjustments for use are unavailable.
Consequently, the designer should use engineering judgment to make practical adjustments to
the passing sight distance for an upgrade.
Passing sight distance is measured from a 3.5-ft height of eye to a 3.5-ft height of object. It is
impractical to design a crest vertical curve to provide for passing sight distance because of high
cost where a cut are involved.

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42-4.0 INTERSECTION SIGHT DISTANCE

Section 46-10.0 discusses the design requirements for intersection sight distance.

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Design
Speed
(mph)
15
20
25
30
35
40
45
50
55
60
65
70

Brake
Reaction
Time (s)
2.5
2.5
2.5
2.5
2.5
2.5
2.5
2.5
2.5
2.5
2.5
2.5

Brake
Reaction
Dist. (ft)
55.1
73.5
91.9
110.3
128.6
147.0
165.4
183.8
202.1
220.5
238.9
257.3

Braking Minimum
Distance Calculated
(ft)
SSD (ft)
21.6
76.7
38.4
111.9
60.0
151.9
86.4
196.7
117.6
246.2
153.6
300.6
194.4
359.8
240.0
423.8
290.3
492.4
345.5
566.0
405.5
644.4
470.3
727.6

Rounded
SSD for
Design (ft)
80
115
155
200
250
305
360
425
495
570
645
730

STOPPING SIGHT DISTANCE

FOR PASSENGER CAR
Figure 42-1A

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2013

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

Avoidance
Maneuver
A
220
275
330
395
465
535
610
695
780

Avoidance Maneuver A:
Avoidance Maneuver B:
Avoidance Maneuver C:
and 11.2 s
Avoidance Maneuver D:
and 12.9 s
Avoidance Maneuver E:
and 14.5 s

Decision Sight Distance, ft

Avoidance
Avoidance
Avoidance
Maneuver
Maneuver
Maneuver
B
C
D
490
450
535
590
525
625
690
600
715
800
675
800
910
750
890
1030
865
980
1150
990
1125
1275
1050
1220
1410
1105
1275

Avoidance
Maneuver
E
620
720
825
930
1030
1135
1280
1365
1445

Stop on rural road t = 3.0 s

Stop on urban road t = 9.1 s
Speed/path/direction change on rural road t varies between 10.2
Speed/path/direction change on suburban road t varies between 12.1
Speed/path/direction change on urban road t varies between 14.0

DECISION SIGHT DISTANCE

Figure 42-2A

Note: Figures 42-2B, 42-2C, 42-2D, and 42-2E have been deleted.

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

Assumed Speeds
Passed
Passing
Vehicle (mph)
Vehicle (mph)
18
28
22
32
26
36
30
40
34
44
37
47
41
51
44
54
47
57
50
60
54
64

Passing Sight Distance

Calculated Rounded for
Value (ft)
Design (ft)
706
710
897
900
1088
1090
1279
1280
1470
1470
1625
1625
1832
1835
1984
1985
2133
2135
2281
2285
2479
2480

PASSING SIGHT DISTANCE

ON TWO-LANE HIGHWAY
Figure 42-3B

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Terrain

Functional Classification
Arterial

Collector

Local Road

Level

60%

50%

40%

Rolling

40%

30%

20%

RECOMMENDED GUIDELINE FOR PERCENT PASSING

(Rural)
Figure 42-3C

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INDIANA DEPARTMENT OF TRANSPORTATION2013 DESIGN MANUAL

CHAPTER 43

Horizontal Alignment

NOTE: This chapter is currently being re-written and its content will be included in Chapter 302
in the future.

Design
Memorandum

Revision
Date

Sections Affected

13-11

May 2013

Figure 43-3D

2013

TABLE OF CONTENTS
LIST OF FIGURES ........................................................................................................................ 4
43-1.0 DEFINITIONS ................................................................................................................... 5
43-2.0 HORIZONTAL CURVE .................................................................................................... 6
43-2.01 General Theory ........................................................................................................... 6
43-2.01(01) Basic Curve Equation .................................................................................... 6
43-2.01(02) Theoretical Approaches ................................................................................. 7
43-2.01(03) Superelevation................................................................................................ 8
43-2.01(04) Side Friction ................................................................................................... 8
43-2.02 Selection of Horizontal-Curve Type........................................................................... 8
43-2.03 Minimum Radius ........................................................................................................ 8
43-2.04 Maximum Deflection Without Curve ......................................................................... 9
43-2.05 Minimum Length of Curve ......................................................................................... 9
43-2.06 Shoulder Treatment .................................................................................................. 10
43-3.0 SUPERELEVATION ....................................................................................................... 10
43-3.01 Superelevation Rate, Open-Roadway Condition ...................................................... 10
43-3.01(01) General ......................................................................................................... 10
43-3.01(02) Maximum Superelevation Rate.................................................................... 11
43-3.01(03) Superelevation Rate ..................................................................................... 11
43-3.01(04) Minimum Radius Without Superelevation .................................................. 11
43-3.02 Superelevation Rate, Low-Speed Urban Street ........................................................ 12
43-3.02(01) General ......................................................................................................... 12
43-3.02(02) Superelevation Rate ..................................................................................... 13
43-3.02(03) Minimum Radius Without Superelevation .................................................. 14
43-3.03 Transition Length, Open-Roadway Condition ......................................................... 15
43-3.03(01) Two-Lane Roadway ..................................................................................... 15
43-3.03(02) Highway with 4 or More Lanes ................................................................... 16
43-3.03(03) Application of Transition Length................................................................. 17
43-3.03(04) Superelevation-Development Figures .......................................................... 18
43-3.04 Transition Length, Low-Speed Urban Street ............................................................ 19
43-3.04(01) Two-Lane Roadway ..................................................................................... 19
43-3.04(02) Highway with 4 or More Lanes ................................................................... 19
43-3.04(03) Application of Transition Length................................................................. 20
43-3.05 Axis of Rotation........................................................................................................ 20
43-3.05(01) Two-Lane, Two-Way Highway ................................................................... 20
43-3.05(02) Divided Highway ......................................................................................... 20
43-3.06 Shoulder Superelevation ........................................................................................... 21
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43-3.06(01) High-Side Shoulder...................................................................................... 21
43-3.06(02) Low-Side (Inside) Shoulder ......................................................................... 21
43-3.07 Reverse Curve........................................................................................................... 22
43-3.08 Bridge ....................................................................................................................... 22
43-4.0 HORIZONTAL SIGHT DISTANCE ............................................................................... 22
43-4.01 Sight Obstruction Definition .................................................................................... 22
43-4.02 Curve Length Relative to Stopping Sight Distance .................................................. 23
43-4.02(01) Stopping Sight Distance (SSD) .................................................................... 23
43-4.02(02) Other Sight Distance Criteria ....................................................................... 24
43-4.02(03) Entering and Exiting Portions ...................................................................... 24
43-4.03 Application ............................................................................................................... 24
43-4.04 Longitudinal Barrier ................................................................................................. 25
43-5.0 DESIGN CONTROLS AND PROCEDURE ................................................................... 25
43-5.01 General Controls ....................................................................................................... 25
43-5.02 Coordination ............................................................................................................. 26
43-6.0 MATHEMATICAL DETAILS FOR HORIZONTAL CURVE ...................................... 27
FIGURES ...................................................................................................................................... 28

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LIST OF FIGURES
Figure

Title

Minimum Radius, emax=8%, Open-Roadway Conditions

43-2A
43-2B
Minimum Radius, Low-Speed Urban Streets, V 45 mph
43-3A(1) Minimum Radius, R, for Design Superelevation Rate, e, Design Speed, Vd, and
emax=4%
43-3A(2) Minimum Radius, R, for Design Superelevation Rate, e, Design Speed, Vd, and
emax=6%
43-3A(3) Minimum Radius, R, for Design Superelevation Rate, e, Design Speed, Vd, and
emax=8%
43-3B
Curve Radii for Normal-Crown Section and Remove-Crown Sections (OpenRoadway Conditions)
43-3C
Superelevation Rate for Low-Speed Urban Street
43-3D
Curve Radius for Normal-Crown Section and Remove (Adverse)-Crown Section
(Low-Speed Urban Street) [Rev. May 2013]
43-3E
Relative Longitudinal Slopes (Two-Lane Roadway)
43-3F
Portion of Superelevation Runoff on Tangent, %
43-3G
bw Values (Superelevation Runoff Lengths, Multilane Highways)
43-3H
Superelevation Development (Two-Lane Roadways)
43-3I
Superelevation Development (Four-Lane Divided, No Future Third Lane)
43-3J
Superelevation Development (Six-Lane (or more) Divided) (Four-Lane Divided with
Future Additional Lanes)
43-3K
Superelevation Development (With Concrete Median Barrier)
43-3L
Superelevation Runoff Lengths (Low-Speed Two-Lane Urban Street)
43-3M
Paved-Shoulder Cross Slopes, Superelevated Section, With Underdrains
43-3N
Paved-Shoulder Cross Slopes, Superelevated Section, Without Underdrains
43-4A
Design Controls for Stopping Sight Distance on Horizontal Curve
43-4C
Sight Clearance Requirements for Horizontal Curves
43-6A
Mathematical Details for Horizontal Curves
43-6B
Basic Trigonometric Functions
43-6C
Simple Curve Computation
43-6D
Horizontal Curve Abbreviations, Symbols, and Formulas
43-6E
Simple Curve Computation (Example)
43-6F
Simple Curves Stationing

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CHAPTER 43

HORIZONTAL ALIGNMENT
43-1.0 DEFINITIONS
The definitions for basic elements of horizontal alignment are shown below. Section 43-6.0
provides mathematical details for a horizontal curve (e.g., deflection angle, point of curvature).
1.

Simple Curve. This is a continuous arc of constant radius which achieves the necessary
highway deflection without an entering or exiting transition.

2.

Compound Curves. This is a series of two or more simple curves with deflections in the
same direction immediately adjacent to each other.

3.

Reverse Curves. This is two simple curves with deflections in opposite directions which
are joined by a relatively short tangent distance.

4.

Broken-Back Curves. This is two closely-spaced horizontal curves with deflection angles
in the same direction with an intervening, short tangent section.

5.

Superelevation. Superelevation is the amount of cross slope or banking provided on a

horizontal curve to help counterbalance the centrifugal force of a vehicle traversing the
curve.

6.

Maximum Superelevation, emax. This is an overall superelevation control used on a

specific facility. Its selection depends on factors including climatic conditions, terrain
conditions, type of area (rural or urban), and highway functional classification.

7.

Superelevation Transition Length. This is the distance required to transition the roadway
from a normal crown section to full superelevation. It is the sum of the tangent runout,
TR, and superelevation runoff, L, distances, as follows:
a.

Tangent Runout, TR. This is the distance required to change from a normal crown
section to a point where the adverse cross slope of the outside lane or lanes is
removed (i.e., the outside lane is level).

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b.

Superelevation Runoff, L. This is the distance required to change the cross slope
from the end of the tangent runout (adverse cross slope removed) to a section that
is sloped at the design superelevation rate.

8.

Axis of Rotation. This is the line about which the pavement is revolved to superelevate
the roadway. This line will maintain the normal highway profile throughout the curve.

9.

Superelevation Rollover. This is the algebraic difference, A, between the superelevated

travel-lane slope and shoulder slope on the outside of a horizontal curve.

10.

Normal Crown (NC). This is the typical cross section on a tangent section (i.e., no
superelevation).

11.

Remove Adverse Crown (RC). This is a superelevated roadway section which is sloped
across the entire traveled way in the same direction and at a rate equal to the cross slope
on a tangent section.

12.

Relative Longitudinal Slope. In a superelevation-transition portion of a two-lane facility,

this is the relative gradient between the profile grade and edge of traveled way.

43-2.0 HORIZONTAL CURVE

43-2.01 General Theory
A horizontal curve is, in effect, a transition between two tangents. These deflectional changes
are necessary in virtually all highway alignments to avoid impacts on a variety of field
conditions (e.g., right-of-way, natural features, man-made features). The following provides a
brief overview of the general theory of horizontal alignment. The designer should reference the
AASHTO A Policy on Geometric Design of Highways and Streets for more information.

43-2.01(01) Basic Curve Equation

The point-mass formula is used to define vehicular operation around a curve. Where the curve is
expressed using its radius, the basic equation for a simple curve is as follows:
2
V
R=
15 (e + f)

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Where:
R
e
f
V

=
=
=
=

radius of curve, ft
superelevation rate
side-friction factor
vehicular speed, mph

43-2.01(02) Theoretical Approaches

Establishing horizontal-curvature criteria requires a determination of the theoretical basis for the
various factors in the basic curvature equation. These include the side-friction factor, f, and the
distribution method between side friction and superelevation. The theoretical basis will be one
of the following.
1.

Open-Roadway Condition. The theoretical basis includes the following:

a.

relatively low side-friction factor (i.e., a relatively small level of driver

discomfort); and

b.

the use of AASHTO Method 5 to distribute side friction and superelevation.

Open-roadway condition applies to a rural facility or an urban facility where the design
speed V 50 mph.
2.

Low-Speed Urban Street. The theoretical basis includes the following:

a.

relatively high side-friction factor to reflect a higher level of driver acceptance of

discomfort; and

b.

the use of AASHTO Method 2 to distribute side friction and superelevation.

A low-speed urban street is defined as that within an urban or urbanized area where the
design speed V 45 mph.
3.

Turning-Roadway Condition. The theoretical basis includes the following:

a.

higher side-friction factor than open-roadway condition to reflect a higher level of

driver acceptance of discomfort; and

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b.

a range of acceptable superelevation rates for combinations of curve radius and

design speed to reflect the need for flexibility to meet field conditions for a
turning roadway.

This applies to a turning roadway at an intersections at-grade. See Chapter Forty-six.

43-2.01(03) Superelevation
Superelevation allows a driver to negotiate a curve at a higher speed than would otherwise be
comfortable. Superelevation and side friction work together to offset the outward pull of the
vehicle as it traverses the horizontal curve. It is necessary to establish a limiting value of
superelevation rate, emax, based on the operational characteristics of the facility. Values of emax
used by INDOT are discussed in Section 43-3.0.

43-2.01(04) Side Friction

AASHTO has established limiting side-friction factors, f, for various design speeds and various
highway operating conditions. The f value represents a threshold of driver discomfort, and not
the point of impending skid. Different sets of f values have been established for different
operating conditions (i.e., open roadway, low-speed urban street, or turning roadway). The basis
for the distinction is that drivers, through conditioning, will accept a different level of discomfort
on each different facility.

43-2.02 Selection of Horizontal-Curve Type

Because of its simplicity and ease of design, survey, and construction, a simple curve is nearly
always used on the highway mainline. A simple curve may rarely be inconsistent with field
conditions; therefore, an alternative arrangement such as a compound curve should be used.
Spiral curves should not be used.

43-2.03 Minimum Radius

The following figures provide the minimum radius, Rmin, for an open-roadway facility or a lowspeed urban street. Criteria for a turning roadway are provided in Chapter Forty-six. To define
Rmin, a maximum superelevation rate, emax, must be selected. These are as follows:

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1.

Figure 43-2A is applicable to a facility where emax = 8% and open-roadway conditions

apply.

2.

Figure 43-2B is applicable to a low-speed urban street where emax = 4% or 6% is applied.

See Section 43-3.0 for the selection of emax for various facility types.

43-2.04 Maximum Deflection Without Curve

It may be appropriate to design a facility without a horizontal curve where small a deflection
angle is present. As a guide, the designer may retain a deflection angle of about 1 deg or less
(urban), or 0.5 deg or less (rural) for the highway mainline. The absence of a horizontal curve
will not likely affect driver response or aesthetics.

43-2.05 Minimum Length of Curve

A short horizontal curve may provide the driver the appearance of a kink in the alignment. To
improve the aesthetics of the highway, the designer should lengthen each short curve, if
practical, even if not necessary for engineering reasons. The following guidance should be used
to compare the calculated curve length to the recommended minimum length.
1.

General. The minimum length of curve on an open roadway should be based on the
deflection angle, , as follows:
(deg)
1
1<2
2<3
3<4
4<5
>5

Minimum Curve
Length (ft)
100
200
300
400
500
Calculated Length

The minimum length of curve on a low-speed urban street will be determined as required.
2.

Freeway or Rural Highway. The minimum length of curve in feet should be 15V for
aesthetics. V is design speed in mph.

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43-2.06 Shoulder Treatment

On a facility with a relatively sharp horizontal curve, the calculated and design values for
traveled-way-widening on an open-highway curve (two-lane highway, one-way, or two-way),
shown in the AASHTO A Policy on Geometric Design of Highways and Streets, and truck
volume greater than 1000, a full-structural strength shoulder should be provided on both sides of
the curve in lieu of pavement widening. The following will apply.
1.

Strengthened Length. The strengthened shoulder should be available from the beginning
of the superelevation transition before the curve to the end of the transition beyond the
curve.

2.

Asphalt Traveled Way. The pavement structure of the strengthened shoulder should
match that of the traveled way.

3.

Concrete Traveled Way with Asphalt Shoulder. The Office of Pavement Engineering
will determine the pavement structure of the strengthened shoulder.

4.

Concrete Traveled Way with Concrete Shoulder. The pavement structure of the
strengthened shoulder should match that of the traveled way.

See AASHTO A Policy on Geometric Design of Highways and Streets for more information on
pavement widening.

43-3.0 SUPERELEVATION
43-3.01 Superelevation Rate, Open-Roadway Condition
43-3.01(01) General
The open-roadway condition is used for each rural highway, or each urban facility where V 50
mph. This type of facility exhibits relatively uniform traffic operations. Therefore, for
superelevation development, the flexibility exists to design a horizontal curve with the more
conservative AASHTO Method 5 (for distribution of superelevation and side friction). The
following provides the specific design criteria for superelevation rate assuming the openroadway condition.

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43-3.01(02) Maximum Superelevation Rate
The selection of a maximum rate of superelevation, emax, depends upon urban or rural location
and prevalent climatic conditions. For the open-roadway condition, INDOT has adopted the
following for the selection of emax.
1.

Rural Facility. An emax = 8% is used. An exception should be evaluated as required.

2.

Urban Facility (V 50 mph). An emax = 8% is used. A rate of 6% or 4% may be used

where V 45 mph or where site-specific conditions warrant.

43-3.01(03) Superelevation Rate

Based on the selection of emax = 8%, 6%, or 4% and the use of AASHTO Method 5 to distribute
e and f, Figures 43-3A(1), 43-3A(2), and 43-3A(3) allow the designer to select the superelevation
rate for any combination of curve radius, R, and design speed, V. The design speed selected for
determining the superelevation rate will be the same as that used for the overall project design.
However, site-specific factors may indicate a need to use a higher design speed specifically to
determine the superelevation rate. This may be appropriate if the designer anticipates that travel
speeds higher than the project design speed will occur at the horizontal curve with some
frequency. Examples include the following.
1.

Transition Area. Where a highway is transitioning from a predominantly rural

environment to an urban environment, travel speeds in the transition area within the
urban environment may be higher than the urban design speed.

2.

Downgrade. Where a horizontal curve is located at the bottom of a downgrade, travel

speeds at the curve may be higher than the overall project design speed. As suggested
adjustments, the design speed used for the horizontal curve may be 5 mph (grade of 3%
to 5%) or 10 mph (grade >5%) higher than the project design speed. This adjustment
may be more appropriate for a divided facility than for a 2-lane, 2-way highway.

3.

Long Tangent. Where a horizontal curve is located at the end of a long tangent section, a
design speed of up to 10 mph higher than the project design speed may be appropriate.

43-3.01(04) Minimum Radius Without Superelevation

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A horizontal curve with a very large radius does not require superelevation, and the normal
crown section (NC) used on the tangent section can be maintained throughout the curve. On a
sharper curve for the same design speed, a point is reached where a superelevation rate of 2%
across the total traveled way width is appropriate. Figure 43-3B provides the threshold (or
minimum) radius for a normal crown section at various design speeds. The figure also provides
the curve-radius range where remove (adverse) crown (RC) applies. This table applies to where
the open-roadway condition is used.

43-3.02 Superelevation Rate, Low-Speed Urban Street

43-3.02(01) General
In a built-up area, the combination of wide pavements, proximity of adjacent development,
control of cross slope, profile for drainage, frequency of cross streets, and other urban features
make superelevation impractical and undesirable. Superelevation is not provided on a local
street in a residential area. It may be considered on a local street in an industrial area to facilitate
operation. If superelevation is used, the curve should be designed for a maximum superelevation
rate of 4%. If terrain dictates sharp curvature, a maximum superelevation rate of 6% is justified
if the curve is long enough to provide an adequate superelevation transition.
The low-speed urban street condition may be used for a superelevating street in an urban or
urbanized area where V 45 mph. A superelevation rate of 6% is considered the maximum
desirable rate for low-speed urban street design. On such a facility, providing superelevation at a
horizontal curve is frequently impractical because of roadside conditions and may result in
undesirable operational conditions. The following lists some of the characteristics of a lowspeed urban street which often complicate superelevation development.
1.

Roadside Development, Intersection, or Drive. Built-up roadside development is

commonly adjacent to a low-speed urban street. Matching a superelevated curve with a
drive, intersection, sidewalk, etc., creates considerable complications. This may also
require re-shaping a parking lot, lawn, etc., to compensate for the higher elevation of the
high side of the superelevated curve.

2.

Non-Uniform Travel Speed. Travel speeds are often non-uniform because of frequent
signalization, stop signs, vehicular conflicts, etc. It is undesirable for traffic to stop on a
superelevated curve, especially if snow or ice is present.

3.

Limited Right of Way. Superelevating a curve often results in more right-of-way impacts
than would otherwise be necessary. Right of way is often restricted.

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4.

Wide Pavement Area. A low-speed urban street may have wide pavement areas because
of high traffic volume in a built-up area, the absence of a median, or the presence of
parking lanes. The wider the pavement area, the more complicated will be the
development of superelevation.

5.

Surface Drainage. Proper pavement drainage can be difficult with a normal crown.
Superelevation introduces another complicating factor.

As discussed in Section 43-2.0, AASHTO Method 2 is used to distribute superelevation and side
friction in determining the superelevation rate for the design of a horizontal curve on a low-speed
urban street. A relatively high side-friction factor is used. The practical impact is that
superelevation is rarely warranted on such a facility.
The higher side-friction factor for a low-speed urban street is consistent with driver acceptance
of more discomfort in an urban area.

43-3.02(02) Superelevation Rate

Figure 43-3C is used to determine the superelevation rate for a horizontal curve of given radius
on a low-speed urban street of given design speed. The figure is divided into three areas. The
following examples illustrate how to use Figure 43-3C for site conditions within each area.
*********
Example 43-3.1
Given:

Design speed = 35 mph

Radius = 600 ft
Cross slope (on tangent) = 2%

Problem:

Determine the superelevation rate.

Solution:

From Figure 43-3C the required superelevation rate = -0.043. Since this value is
negative, a normal crown section should be maintained throughout the curve (i.e.,
e = -0.020).

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Example 43-3.2
Given:

Design speed = 35 mph

Radius = 450 ft

Problem:

Determine the superelevation rate.

Solution:

From Figure 43-3C, the required superelevation rate = +0.006. This occurs in the
area where the roadway may be uniformly superelevated at the cross slope of the
roadway on tangent (typically 0.020). This is the desirable treatment. However,
it is acceptable to superelevate the roadway at the theoretical superelevation rate
(+0.006), if this is consistent with field conditions (e.g., surface drainage will
work properly).

Example 43-3.3
Given:

Design speed = 35 mph

Radius = 390 ft

Problem:

Determine the superelevation rate.

Solution:

Figure 43-3C yields a required superelevation rate = +0.03. Therefore, the entire
pavement should be transitioned to this rate.
*********

43-3.02(03) Minimum Radius Without Superelevation

On a low-speed urban street, a horizontal curve with a sufficiently large radius does not require
superelevation; therefore, the normal crown section can be maintained around a curve. The
threshold exists where the theoretical superelevation equals -0.02. The lower boundary of the
shaded area in Figure 43-3C illustrates this threshold. For convenience, see Figure 43-3D, Curve
Radius for Normal-Crown Section and Remove (Adverse)-Crown Section (Low-Speed Urban
Street).

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43-3.03 Transition Length, Open-Roadway Condition
As defined in Section 43-1.0, the superelevation transition length is the distance required to
transition the roadway from a normal crown section to the full design superelevation (as
determined from the figures based on the selected emax). The superelevation transition length is
the sum of the tangent runout distance, TR, and superelevation runoff length, L.

43-3.03(01) Two-Lane Roadway

1.

Superelevation Runoff. Figure 43-3A(1) shows the superelevation runoff length, L2, for
various combinations of curve radius and design speed. The length is calculated as
follows:
L2 WeRS

(Equation 43-3.1)

Where:
L2 =

Superelevation runoff length (assuming the axis of rotation is about the

roadway centerline), ft

W =

Width of rotation (assumed to be 12 ft)

Superelevation rate

RS =

Reciprocal of relative longitudinal slope between the profile grade and

outside edge of roadway (see Figure 43-3E)

The superelevation runoff length applies to the following:

a.

a 2-lane, 2-way roadway rotated about its centerline; or

b.

either directional roadway of a 4-lane divided facility, rotated about its centerline
independently of the other roadway see Section 43-3.03(02).

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2.

Tangent Runout. The tangent runout distance is calculated as follows:

TR

L2 S normal
e

(Equation 43-3.2)

Where:
TR

= Tangent runout distance, ft

L2

= Superelevation runoff length, ft (Equation 43-3.1)

Snormal = Travel lane cross slope on tangent (typically 0.02)

e

= Design superelevation rate (i.e., full superelevation for horizontal

curve)

This will ensure that the relative longitudinal gradient of the tangent runout equals that of the
superelevation runoff.

43-3.03(02) Highway with 4 or More Lanes

1.

Superelevation Runoff. The superelevation runoff distance is calculated as follows:

L

wn1ebw
G

(Equation 43-3.3)

Where:
L = Superelevation runoff length, ft, rounded up to the next 15-ft increment
w = Width of one traffic lane, ft
n1 = Number of lanes rotated
e = Design superelevation rate, %
bw = Adjustment factor for number of lanes rotated (see Figure 43-3G)
G = Maximum relative gradient, %
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2.

Tangent Runout. The tangent runout distance is calculated from Equation 43-3.2, same
as for a two-lane roadway.
The length of tangent runout is determined by the amount of adverse cross slope to be
removed and the rate at which it is removed. To effect a smooth edge of pavement
profile, the rate of removal should equal the relative gradient used to define the
superelevation runoff length.
The cross slope may not be constant across all lanes. If there are three lanes sloped in the
same direction, the first two lanes will be sloped at 2% and the third will be sloped at 3%.
See Section 45-1.01(02) Item 2.b.
This will ensure that the relative longitudinal gradient of the tangent runout equals that of
the superelevation runoff.

43-3.03(03) Application of Transition Length

Once the superelevation runoff and tangent runout superelevation transition length have been
calculated, the designer must determine how to fit the length in the horizontal and vertical
planes. The following will apply:
1.

Simple Curve. Typically, 75% of the superelevation runoff length will be placed on the
tangent and the remainder on the curve. Exceptions to this practice may be necessary to
meet field conditions. The superelevation runoff may be distributed 50% to 70% on the
tangent and 50% to 30% on the curve. It is acceptable to use Figure 43-3F to determine
the percent of superelevation runoff to place on the tangent before the PC.

2.

Reverse Curve. See Section 43-3.07 for a discussion on superelevation development for
a reverse curve.

3.

Vertical Profile. At the beginning and ending of the superelevation transition, angular
breaks would occur in the profile if it is not smoothed. These abrupt angular breaks
should be smoothed by the insertion of short vertical curves at the two angle points. As a
guide, the transitions should have a length of 60 ft.

4.

Ultimate Development. If the facility is planned for ultimate development to an

expanded facility, the designer should, where practical, reflect this in the initial
superelevation-transition application. For example, a four-lane divided facility may be
planned to ultimately be a six-lane divided facility. Therefore, the superelevation runoff

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length for the initial four-lane facility should be consistent with the future requirements
of the six-lane facility. See Section 43-3.05.

43-3.03(04) Superelevation-Development Figures

Figures 43-3H, 43-3 I, 43-3J, and 43-3K are the figures for superelevation development. The
following describes each figure.
1.

Two-Lane Roadway. Figure 43-3H illustrates the superelevation development for a 2lane roadway. The axis of rotation is about the centerline of the roadway.

2.

Four-Lane Divided with No Future Third Lane. Figure 43-3 I illustrates the
superelevation development for this situation. The axes of rotation are about the two
median edges.

3.

Six-Lane Divided or Four-Lane Divided with Future Third Lane. Figure 43-3J illustrates
the superelevation development for this situation. The axes of rotation are about the two
median edges or, where the future third lane is anticipated in the median, about the two
future median edges. The figure illustrates how to treat the travel lane with a steeper cross
slope (i.e., 3%).

4.

Median Barrier. Figure 43-3K illustrates the superelevation development for a divided
highway with a median barrier. The axes of rotation are about the two edges of the
median barrier, which allows the barrier to remain within a horizontal plane throughout
the horizontal curve. The figure illustrates how to treat the two inside shoulders in the
superelevation development.

These figures provide acceptable methods for superelevation development which will often be
applicable to typical site conditions. Other superelevation methods or strategies should be
developed as required to meet specific field conditions. For example, several highway features
may significantly influence superelevation development for a divided highway. These include
guardrail, median barrier, drainage, or other field conditions. The designer should consider the
intended functions of these features and ensure that the superelevated section and selected axis of
rotation does not compromise their operation. The acceptability of superelevation-development
methods other than those in the figures should be judged individually.
For a divided facility, the figures provide the superelevation development for the inside and
outside roadways separately. The coordination between the two roadways for a given station
number will be determined individually. The superelevation development for each roadway
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should begin such that full superelevation for each roadway is reached simultaneously (i.e., at the
same station).
43-3.04 Transition Length, Low-Speed Urban Street
A low-speed urban street is an urban facility where V 45 mph. If the open-roadway condition
is used to determine the superelevation rate, the superelevation transition length should be
determined by means of the criteria for the open-roadway condition (Section 43-3.03). If the
superelevation rate is determined by means of the low-speed urban street condition, the
superelevation transition length may be determined by means of the criteria described below.

43-3.04(01) Two-Lane Roadway

1.

Superelevation Runoff. Figure 43-3L provides the minimum superelevation runoff

length, L2, for a 2-lane roadway. Using a straight-line interpolation to determine an
intermediate superelevation rate, the superelevation runoff may be calculated for any
design speed and superelevation rate.
If L2 is less than the value of Lr shown in AASHTO Policy on Geometric Design of
Highways and Streets Exhibit 3-32, use the value shown in the Exhibit.
For a site-specific situation, the Exhibit 3-32 value of Lr may not be attainable. If so, a
Level One design exception request should be submitted for approval.

2.

Tangent Runout. The tangent runout distance can be calculated from Equation 43-3.2,
using L2 from Figure 43-3L. This will ensure that the relative longitudinal gradient of the
tangent runout equals that of the superelevation runoff.

43-3.04(02) Highway with 4 or More Lanes

Section 43-3.03 provides criteria for superelevation transition length for such a highway
assuming the open-roadway condition. This is accomplished by providing an adjustment factor,
C, to apply to the transition length, L2, for a 2-lane, 2-way roadway. The procedures and
formulas in Section 43-3.03 also apply to a highway with 4 or more lanes assuming the lowspeed urban street condition, except that L2 will be based on Figure 43-3L.

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43-3.04(03) Application of Transition Length
The criterion provided in Section 43-3.03 for the open-roadway condition also applies to a lowspeed urban street.

43-3.05 Axis of Rotation

The following discusses the axis of rotation for a 2-lane, 2-way highway or highway with 4 or
more lanes. Section 43-3.03 provides figures illustrating the application of the axis of rotation in
superelevation development.

43-3.05(01) Two-Lane, Two-Way Highway

The axis of rotation will be about the centerline of the roadway. This method will yield the least
amount of elevation differential between the pavement edges and their normal profiles. It is
acceptable to rotate about the inside or outside edge of the travelway. This may be necessary to
meet field conditions (e.g., drainage on a curbed facility, roadside development).
On a 2-lane highway with an auxiliary lane (e.g., a climbing lane), the axis of rotation will be
about the centerline of the two through lanes.

43-3.05(02) Divided Highway

If no future travel lanes are planned, the axes of rotation will be about the two median edges.
Where these are used as the axes, the median will remain in a horizontal plane throughout the
curve. Depending upon field conditions, the axes of rotation may be about the centerlines of the
two roadways. Unless the two roadways are on independent alignments, this method results in
different elevations at the median edges and, therefore, a compensating slope is necessary across
the median. On a narrow median, the axis of rotation may be about the centerline of the entire
roadway cross section.
The figures in Section 43-3.03 illustrate the axis of rotation for a divided highway.

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43-3.06 Shoulder Superelevation
43-3.06(01) High-Side Shoulder
The following will apply to the shoulder slope.
1.

Application. The high-side shoulder will be sloped as follows:

a.

If the superelevation rate on the curve is 4% or less, use 4% (its normal cross
slope).

b.

If the superelevation rate on the curve is greater than 4% but less than or equal to
6%, use 2% down away from the traveled way.

c.

If the superelevation rate on the curve is greater than 6%, use 1% towards the
traveled way.

d.

Where the paved median shoulder is the high-side shoulder and is 4 ft or

narrower, it should be sloped in the same plane as the travelway. See Figure 433M, Paved-Shoulder Cross Slopes, Superelevated Section, With Underdrains; or
Figure 43-3N, Paved-Shoulder Cross Slopes, Superelevated Section, Without
Underdrains, for more-specific information.

2.

Maximum Rollover. Where the typical application cannot be provided, the high-side
shoulder must be sloped such that the algebraic difference between the shoulder and
adjacent travel lane will not exceed 8%.

3.

Shoulder as Deceleration Lane. A driver may use a paved shoulder as a right-turn lane
on a superelevated horizontal curve. Chapter Forty-six provides cross-slope breakover
criteria between a turning roadway and a through travel lane at an intersection at-grade.
Where the shoulder is used by a turning vehicle, the designer should limit the shoulder
rollover to the turning roadway breakover criteria (4% to 5%).

43-3.06(02) Low-Side (Inside) Shoulder

The normal shoulder slope should be retained until the adjacent superelevated travel lane reaches
that slope. The shoulder is then superelevated concurrently with the travel lane until the design
superelevation is reached (i.e., the inside shoulder and travel lane will remain in a plane section).

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43-3.07 Reverse Curve

A reverse curve is two closely-spaced simple curves with deflections in opposite directions. For
this situation, it may not be practical to achieve a normal crown section between the curves. A
plane section continuously rotating about its axis (e.g., the centerline) can be used between the
two curves, if they are close enough together. The applicable superelevation-development
criteria should be used for each curve. The following will apply to a reverse curve.
1.

Normal Section. The designer should not attempt to achieve a normal tangent section
between the two curves unless the normal section can be maintained for a minimum of
two seconds of travel time, and the superelevation-transition requirements can be met for
both curves.

2.

Continuously-Rotating Plane. If a normal section is not provided, the pavement will be

continuously rotated in a plane about its axis. The minimum distance between the PT and
PC will be that needed to meet the superelevation-transition requirements for the two
curves (e.g., distribution of superelevation runoff between the tangent and curve).

43-3.08 Bridge
If practical, a horizontal curve or superelevation transition should be avoided on a bridge. A
bridge should be placed within a curve if this results in a more desirable alignment on either
approaching roadway. If a superelevation transition is unavoidable on a bridge, see Section 591.01(01) for recommendations. However, if properly designed and constructed, a bridge will
function adequately where this occurs.

43-4.0 HORIZONTAL SIGHT DISTANCE

43-4.01 Sight Obstruction Definition
A sight obstruction on the inside of a horizontal curve is defined as an obstacle of considerable
length which continuously interferes with the line of sight. This includes a guardrail, bridge
railing, median barrier, wall, cut slope, wooded area, building, or tall farm crop. A barrier to the
line of sight should be assumed to be constructed on the right-of-way line. A point obstacle such
as a traffic sign or utility pole is not considered a sight obstruction. The designer must examine
each curve individually to determine whether it is necessary to remove an obstruction, increase

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the offset to the obstruction, or increase the radius to obtain the required sight distance.
However, the shoulder width should not exceed 12 ft.

43-4.02 Curve Length Relative to Stopping Sight Distance

1.

Curve Length > Stopping Sight Distance. Where the length of curve, L, is greater than
the stopping sight distance, S, used for design, the needed clearance on the inside of the
horizontal curve is calculated as follows:
M

R 1 cos

28 .65 S
R

(Equation 43-4.1)

Where:
M = Middle ordinate, or distance from the center of the inside travel lane to the
obstruction, ft
R = Radius of curve, ft
S
2.

= Stopping sight distance, ft

Curve Length Stopping Sight Distance. Where the length of curve is less than or equal
to the stopping sight distance, the design should be checked graphically or by utilizing a
computational method.

43-4.02(01) Stopping Sight Distance (SSD)

At a minimum, SSD will be available throughout the horizontal curve. Figure 43-4A provides
the horizontal clearance criteria (i.e., middle ordinate) for various combinations of stopping sight
distance and curve radius. For those selections of S which appear outside of the range of values
in the figure (i.e., M 50 ft or R 165 ft), the designer should use Equation 43-4.1 to calculate
the needed clearance. The Example in Figure 43-4C illustrates the determination of clearance
requirements for entering or exiting from a horizontal curve.

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43-4.02(02) Other Sight Distance Criteria
It may be warranted to provide SSD for trucks, or decision sight distance or passing sight
distance at the horizontal curve. Chapter Forty-two discusses candidate sites and provides design
values for such sight-distance criteria. These S values should be used in the basic equation to
calculate M (Equation 43-4.1).

43-4.02(03) Entering and Exiting Portions

The M value from Figure 43-4A applies between the PC and PT. Some transition is needed on
the entering and exiting portions of the curve. The procedure is as follows.
1.

Locate the point which is on the outside edge of shoulder and a distance of S/2 before the
PC.

2.

Locate the point which is a distance M measured laterally from the center of the inside
travel lane at the PC.

3.

Connect the two points located in Steps 1 and 2. The area between this line and the
roadway should be clear of all continuous obstructions.

4.

A symmetrical application of Steps 1 through 3 should be used beyond the PT.

The Example in Figure 43-4C illustrates the determination of clearance requirements for entering
or exiting from a curve.

43-4.03 Application
For application, the height of eye is 3.5 ft and the height of object is 2 ft. Both the eye and object
are assumed to be in the center of the inside travel lane. If the lane width for a ramp is wider
than 12 ft, the horizontal stopping sight distance should be calculated by placing the eye and
object 6 ft from the edge of the lane on the inside of the curve.

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43-4.04 Longitudinal Barrier
A longitudinal barrier (e.g., bridge railing, guardrail, median barrier) can cause sight distance
problems at a horizontal curve, since a barrier is placed relatively close to the travel lane (often,
10 ft or less) and its height is greater than 2 ft.
The designer should check the line of sight over a barrier along a horizontal curve and attempt, if
practical, to locate the barrier such that it does not block the line of sight. The following should
be considered.
1.

Superelevation. The designer should account for the superelevation in the calculations.

2.

Grade. The line of sight over a barrier may be improved for a driver on an upgrade or
lessened on a downgrade.

3.

Barrier Height. The higher the barrier, the more obstructive it will be to the line of sight.

Each barrier location on a horizontal curve will require an individual analysis to determine its
impacts on the line of sight. The designer must determine the height of the drivers eye, the
height of the object, and the height of the barrier where the line of sight intercepts the barrier run.
If the barrier does block the line of sight to a 2-ft height object, the designer should consider
relocating the barrier or revising the horizontal alignment. If the barrier blocks the sight distance
needed for minimum SSD on the mainline, it will be necessary to obtain a design exception.

43-5.0 DESIGN CONTROLS AND PROCEDURE

43-5.01 General Controls
As discussed in Chapter Forty-three, the design of horizontal alignment involves complying with
specific limiting criteria. These include minimum radius, superelevation rate, and sight distance
around a curve. Certain design principles and controls should be considered which will
determine the overall safety of the facility and will enhance the aesthetic appearance of the
highway. These design principles include the following.
1.

Consistency. Alignment should be consistent. A sharp curve at the end of a long

tangent, or a sudden change from gently- to sharply-curving alignment should be
avoided.

2.

Direction. Alignment should be as directional as possible, consistent with physical and

economic constraints. On a divided highway, a flowing line that conforms generally to

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the natural contours is preferable to one with long tangents that slash through the terrain.
Directional alignment will be achieved by using the smallest practical central angle.
3.

Use of Minimum Radius. The use of the minimum radius should be avoided if practical.

4.

High Fill. Avoid a sharp curve on a long, high fill. Under this condition, it is difficult for
a driver to perceive the extent of horizontal curvature.

5.

Alignment Reversal. Avoid an abrupt reversal in alignment, such as an S or reverse

curve. Provide a sufficient tangent distance between two curves to ensure proper
superelevation transitions for both curves.

6.

Broken-Back Curvature. Avoid this where possible. This arrangement is not

aesthetically pleasing, it violates driver expectancy, and it creates undesirable
superelevation-development requirements.

7.

Compound Curve. Avoid the use of a compound curve on the highway mainline. This
may fool the driver when judging the sharpness of a horizontal curve.

8.

Coordination with Natural or Man-Made Feature. The horizontal alignment should be

properly coordinated with the existing alignment at the ends of the project, natural
topography, available right-of-way, utilities, roadside development, or natural or manmade drainage patterns.

9.

Environmental Impact. Horizontal alignment should be properly coordinated with

environmental impact (e.g., encroachment onto wetlands).

10.

Intersection. Horizontal alignment through an intersection may present problems (e.g.,

intersection sight distance, superelevation development). See Chapter Forty-six for the
design of an intersection at-grade.

11.

Coordination with Vertical Alignment. Chapter Forty-four discusses design principles

for the coordination between horizontal and vertical alignments.

43-5.02 Coordination
In the design of horizontal alignment, the designer should be aware of the responsibility to
communicate properly with other INDOT personnel (e.g., drafting, field survey):

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1.

Preparation of Plans. Part II discusses the content and format of plans sheets,
abbreviations, symbols, scales, and the use of the Department's CADD system. The
designer must ensure that the design of the horizontal alignment is consistent with
Department practices.

2.

Surveying. Part III provides the Department's procedures and criteria for surveying
practice.

3.

Mathematical Computations. Section 43-6.0 provides figures which include the needed
mathematical equations and techniques to make various computations for a horizontal
curve.

43-6.0 MATHEMATICAL DETAILS FOR HORIZONTAL CURVE

This Section provides mathematical details used for various applications to the design of a
horizontal curve. Figure 43-6A summarizes the figures in the Section.

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Design Speed,
V (mph)
15
20
25
30
35
40
45
50
55
60
65
70

Rmin

fmax
0.32
0.27
0.23
0.20
0.18
0.16
0.15
0.14
0.13
0.12
0.11
0.10

Minimum Radius,
Rmin (ft)
40
75
135
215
315
445
585
760
960
1200
1480
1810

V2
=
where e = 0.08
15(e + f max )

Note: The value of Rmin for design has been rounded to the nearer 5-ft increment.

MINIMUM RADIUS
Open-Roadway Conditions
Figure 43-2A

Back

2013

Design Speed,
V (mph)
15
20
25
30
35
40
45
15
20
25
30
35
40
45
Rmin

0.04

0.06

fmax
0.32
0.27
0.23
0.20
0.18
0.16
0.15
0.32
0.27
0.23
0.20
0.18
0.16
0.15

Minimum Radius,
Rmin (ft)
40
85
155
250
370
535
710
40
80
145
230
340
485
645

V2
=
15(e + f max )

Note: The value of Rmin for design has been rounded up to the nearer 5-ft increment

MINIMUM RADIUS
Low-Speed Urban Street, V 45 mph
Figure 43-2B

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2013

e
(%)
1.5
2.0
2.2
2.4
2.6
2.8
3.0
3.2
3.4
3.6
3.8
4.0

Vd = 15
mph
R (ft)
796
506
399
271
201
157
127
105
88
73
61
42

Vd = 20
mph
R (ft)
1410
902
723
513
388
308
251
209
175
147
122
86

Vd = 25
mph
R (ft)
2050
1340
1110
838
650
524
433
363
307
259
215
154

Vd = 30
mph
R (ft)
2830
1880
1580
1270
1000
817
681
576
490
416
348
250

Vd = 35
mph
R (ft)
3730
2490
2120
1760
1420
1170
982
835
714
610
512
371

Vd = 40
mph
R (ft)
4770
3220
2760
2340
1930
1620
1370
1180
1010
865
730
533

Vd = 45
mph
R (ft)
5930
4040
3480
2980
2490
2100
1800
1550
1340
1150
970
711

Vd = 50
mph
R (ft)
7220
4940
4280
3690
3130
2660
2290
1980
1720
1480
1260
926

Vd = 55
mph
R (ft)
8650
5950
5180
4500
3870
3310
2860
2490
2170
1880
1600
1190

Vd = 60
mph
R (ft)
10300
7080
6190
5410
4700
4060
3530
3090
2700
2350
2010
1500

Note: Use of emax = 4% should be limited to urban conditions.

e = 1.5 is Normal Crown.
e = 2.0 is Remove (Adverse) Crown

MINIMUM RADIUS, R, FOR DESIGN SUPERELEVATION RATE, e,

DESIGN SPEED, Vd, AND emax = 4%
Figure 43-3A(1)

Back

e
(%)
1.5
2.0
2.2
2.4
2.6
2.8
3.0
3.2
3.4
3.6
3.8
4.0
4.2
4.4
4.6
4.8
5.0
5.2
5.4
5.6
5.8
6.0

Vd = 15 Vd = 20 Vd = 25 Vd = 30
mph
mph
mph
mph
R (ft)
R (ft)
R (ft)
R (ft)
868
1580
2290
3130
614
1120
1630
2240
543
991
1450
2000
482
884
1300
1790
430
791
1170
1610
384
709
1050
1460
341
635
944
1320
300
566
850
1200
256
498
761
1080
209
422
673
972
176
358
583
864
151
309
511
766
131
270
452
684
116
238
402
615
102
212
360
555
91
189
324
502
82
169
292
456
73
152
264
413
65
136
237
373
58
121
212
335
51
106
186
296
39
81
144
231
e = 1.5 is Normal Crown.
e = 2.0 is Remove (Adverse) Crown

Vd = 35
mph
R (ft)
4100
2950
2630
2360
2130
1930
1760
1600
1460
1320
1190
1070
960
868
788
718
654
595
540
487
431
340

Vd = 40
mph
R (ft)
5230
3770
3370
3030
2740
2490
2270
2080
1900
1740
1590
1440
1310
1190
1090
995
911
833
759
687
611
485

Vd = 45
mph
R (ft)
6480
4680
4190
3770
3420
3110
2840
2600
2390
2190
2010
1840
1680
1540
1410
1300
1190
1090
995
903
806
643

Vd = 50
mph
R (ft)
7870
5700
5100
4600
4170
3800
3480
3200
2940
2710
2490
2300
2110
1940
1780
1640
1510
1390
1280
1160
1040
833

Vd = 55
mph
R (ft)
9410
6820
6110
5520
5020
4580
4200
3860
3560
3290
3040
2810
2590
2400
2210
2050
1890
1750
1610
1470
1320
1060

Vd = 60
mph
R (ft)
11100
8060
7230
6540
5950
5440
4990
4600
4250
3940
3650
3390
3140
2920
2710
2510
2330
2160
1990
1830
1650
1330

Vd = 65
mph
R (ft)
12600
9130
8200
7430
6770
6200
5710
5280
4890
4540
4230
3950
3680
3440
3220
3000
2800
2610
2420
2230
2020
1660

2013

Vd = 70
mph
R (ft)
14100
10300
9240
8380
7660
7030
6490
6010
5580
5210
4860
4550
4270
4010
3770
3550
3330
3120
2910
2700
2460
2040

MINIMUM RADIUS, R, FOR DESIGN SUPERELEVATION RATE, e,

DESIGN SPEED, Vd, AND emax = 6%
Figure 43-3A(2)
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(%)
1.5
2.0
2.2
2.4
2.6
2.8
3.0
3.2
3.4
3.6
3.8
4.0
4.2
4.4
4.6
4.8
5.0
5.2
5.4
5.6
5.8
6.0
6.2
6.4
6.6
6.8
7.0
7.2
7.4
7.6
7.8
8.0

Vd = 15
mph
R (ft)
932
676
605
546
496
453
415
382
352
324
300
277
255
235
215
193
172
154
139
126
115
105
97
89
82
76
70
64
59
54
48
38

Vd = 20
mph
R (ft)
1640
1190
1070
959
872
796
730
672
620
572
530
490
453
418
384
349
314
284
258
236
216
199
184
170
157
146
135
125
115
105
94
76

Vd = 25
mph
R (ft)
2370
1720
1550
1400
1280
1170
1070
985
911
845
784
729
678
630
585
542
499
457
420
387
358
332
308
287
267
248
231
214
198
182
164
134

Vd = 30
mph
R (ft)
3240
2370
2130
1930
1760
1610
1480
1370
1270
1180
1100
1030
955
893
834
779
727
676
627
582
542
506
472
442
413
386
360
336
312
287
261
214

Vd = 35
mph
R (ft)
4260
3120
2800
2540
2320
2130
1960
1820
1690
1570
1470
1370
1280
1200
1130
1060
991
929
870
813
761
713
669
628
590
553
518
485
451
417
380
314

Vd = 40
mph
R (ft)
5410
3970
3570
3240
2960
2720
2510
2330
2170
2020
1890
1770
1660
1560
1470
1390
1310
1230
1160
1090
1030
965
909
857
808
761
716
672
628
583
533
444

Vd = 45
mph
R (ft)
6710
4930
4440
4030
3690
3390
3130
2900
2700
2520
2360
2220
2080
1960
1850
1750
1650
1560
1480
1390
1320
1250
1180
1110
1050
990
933
878
822
765
701
587

Vd = 50
mph
R (ft)
8150
5990
5400
4910
4490
4130
3820
3550
3300
3090
2890
2720
2560
2410
2280
2160
2040
1930
1830
1740
1650
1560
1480
1400
1330
1260
1190
1120
1060
980
901
758

Vd = 55
mph
R (ft)
9720
7150
6450
5870
5370
4950
4580
4250
3970
3710
3480
3270
3080
2910
2750
2610
2470
2350
2230
2120
2010
1920
1820
1730
1650
1560
1480
1400
1320
1230
1140
960

Vd = 60
mph
R (ft)
11500
8440
7620
6930
6350
5850
5420
5040
4700
4400
4140
3890
3670
3470
3290
3120
2960
2820
2680
2550
2430
2320
2210
2110
2010
1910
1820
1720
1630
1530
1410
1200

Vd = 65
mph
R (ft)
12900
9510
8600
7830
7180
6630
6140
5720
5350
5010
4710
4450
4200
3980
3770
3590
3410
3250
3110
2970
2840
2710
2600
2490
2380
2280
2180
2070
1970
1850
1720
1480

2013

Vd = 70
mph
R (ft)
14500
10700
9660
8810
8090
7470
6930
6460
6050
5680
5350
5050
4780
4540
4210
4100
3910
3740
3570
3420
3280
3150
3020
2910
2790
2690
2580
2470
2350
2230
2090
1810

e = 1.5 is Normal Crown.

e = 2.0 is Remove (Adverse) Crown
MINIMUM RADIUS, R, FOR DESIGN SUPERELEVATION RATE, e,
DESIGN SPEED, Vd, AND emax = 8%
Figure 43-3A(3)
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This figure deleted [JAN 2015]

Normal Crown and Remove (Adverse) Crown curve radii can be found on Figures 43-3A(1),
43-3A(2), and 43-3A(3).

CURVE RADII FOR NORMAL CROWN AND REMOVE CROWN SECTIONS

Figure 43-3B

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Design Speed,
V (mph)
20
25
30
35
40
45

Curve Radius, R (ft)

[ See
Remove (Adverse)
Figure 43-3C ]
Crown *
< 92
92 R < 107
< 167
167 R < 198
< 273
273 R < 333
< 408
408 R < 510
< 593
593 R < 762
< 794
794 R < 1038

Normal
Crown
107
198
333
510
762
1038

The shaded area in Figure 43-4C reflects these radius ranges. In one of these ranges, it is
desirable to remove the crown and superelevate the roadway at a uniform cross slope, e, of
+0.02. However, it is acceptable to superelevate at the theoretical rate from Figure 43-3C, if
consistent with field conditions.

Note: The limit for normal crown is based on a theoretical superelevation rate, e, of -0.02. The
upper limit for remove (adverse) crown is based on a theoretical superelevation rate, e, of +0.02.
The radius is calculated from the formula as follows:
V2
R
15e f

RADIUS FOR NORMAL-CROWN SECTION

AND REMOVE (ADVERSE)-CROWN SECTION
(Low-Speed Urban Street)
Figure 43-3D

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Design Speed
(mph)

Equivalent
Max. RS

15
20
25
30
35
40
45
50
55
60
65
70

128
135
143
152
161
172
185
200
213
222
233
250

Gmax =

Edge-ofTravelway Slope
Relative to Centerline
Gmax (%)
0.78
0.74
0.70
0.66
0.62
0.58
0.54
0.50
0.47
0.45
0.43
0.40

100
RS

RELATIVE LONGITUDINAL SLOPES

(Two-Lane Roadway)
Figure 43-3E

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V
(mph)
15 - 45
50 - 70

Number of Lanes Rotated

1
1.5
2 or 2.5 3 or 3.5
80%
85%
90%
90%
70%
75%
80%
85%

PORTION OF SUPERELEVATION RUNOFF ON TANGENT, %

Figure 43-3F

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Number of Lanes

bw

Being Rotated*
1
1
2
2
3
3

1.0
0.83
0.75
0.70
0.67
0.64

This column refers to the number of lanes being rotated on either side of the axis rotation.
Select the higher value.

As an example, consider a 5-lane roadway (i.e., four through lanes and a two-way, left-turn
lane (TWLTL) with the axis of rotation in the center of the TWLTL. In this case, the number
of lanes being rotated is 2.5; therefore, bw = 0.70.

bw VALUES
(Superelevation Runoff Lengths, Multilane Highways)
Figure 43-3G

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Design Speed
(mph)

25

30

35

40

45

Superelevation
Rate, e

Minimum
Superelevation
Runoff, L2 (ft)

0.02
0.03
0.04
0.05
0.06
0.02
0.03
0.04
0.05
0.06
0.02
0.03
0.04
0.05
0.06
0.02
0.03
0.04
0.05
0.06
0.02
0.03
0.04
0.05
0.06

34
51
69
86
103
36
54
73
91
109
39
58
77
96
116
41
62
83
103
124
44
66
89
111
133

Note: For a superelevation rate intermediate between those in table, use a straightline
interpolation to calculate the superelevation runoff length.

SUPERELEVATION RUNOFF LENGTH

(Low-Speed Two-Lane Urban Street)
Figure 43-3L

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Paved Shld.
Width, w (ft)
2w4
w>4

High-Side-Shoulder
Cross Slope
e
e for 2 ft Closest to
Travel Lane, then **

Low-Side-Shoulder
Cross Slope
e
e for 2 ft Closest to
Travel Lane, then ***

e = superelevation rate for travelway

** as outlined in Section 43-3.06(01)
*** as outlined in Section 43-3.06(02)

PAVED-SHOULDER CROSS SLOPES

SUPERELEVATED SECTION, WITH UNDERDRAINS
Figure 43-3M

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Paved Shld.
Width, w (ft)
0w2
2<w4
w>4

High-Side-Shoulder
Cross Slope
e
e
**

Low-Side-Shoulder
Cross Slope
e
e
***

e = superelevation rate for travelway

** as outlined in Section 43-3.06(01)
*** as outlined in Section 43-3.06(02)

PAVED-SHOULDER CROSS SLOPES

SUPERELEVATED SECTION, WITHOUT UNDERDRAINS
Figure 43-3N

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Figure Number

Figure Title

Figure 43-6B
Figure 43-6C
Figure 43-6D
Figure 43-6E
Figure 43-6F

Basic Trigonometric Functions

Simple Curve Computation
Curve Symbols, Abbreviations and Formulas
Simple Curve Computation (Example)
Simple Curves (Stationing)

MATHEMATICAL DETAILS FOR HORIZONTAL CURVES

Figure 43-6A

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CONTROL-POINT ABBREVIATIONS

FORMULAS

PC

= Point of Curvature (beginning of curve)

L=

PI

= Point of Intersection of tangents

PT

= Point of Tangency (end of curve)

R
180

T = R tan
2

PRC = Point of Reverse Curvature

R
E = T tan ( / 4) =
R
cos( / 2)

PCC = Point of Compound Curvature

LC = 2 R sin ( / 2 )

SYMBOLS

T
L
R
E
LC

C
M

M = R[1 cos( / 2 )] = E cos( / 2 )

= Deflection angle (deg)

= Tangent length (distance from PC to PI,
or from PI to PT) (ft)
= Length of curve (distance from PC to
PT along curve) (ft)
= Radius of curve (ft)
= External distance (transverse distance
from PI to midpoint of curve) (ft)
= Long Chord length (straight-line
distance from PC to PT) (ft)
= midpoint of long Chord
= Middle ordinate distance (transverse
distance from midpoint of L to
point C (ft)

LOCATING THE PC OR PT
Station of PC = Station of PI T/100
Station of PT = Sta. of PC + L/100
1 station = 100 ft. For example,
Sta. 13+54.86 is 1354.86 ft
from Sta. 0+00.00.

HORIZONTAL CURVE ABBREVIATIONS,

SYMBOLS, AND FORMULAS
Figure 43-6D

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Sample Problem:
With the alignment information given below, determine the basic curve data.

Solution:
From the information given, find L and T:
L = PT Sta. - PC Sta. = (20 + 77.72) - (16 + 64.78) = 412.94 ft
T = PI Sta. - PC Sta. = (18 + 55.36) - (16 + 64.78) = 190.58 ft
Using horizontal curve formulas from Figure 43-6D, solve for E, M, and R:
R =

T
19 0.58
19 0.58
=
=
tan( / 2)
tan 19.17
0.34765

= 548 . 20 ft

E = T tan (/4) = (190.58)(tan 9.585) = (190.58)(0.16887) = 32.18 ft

M = R (1 - cos /2) = (412.94)(1 - cos 19.17) = (412.94)(0.05545) = 22.90 ft

SIMPLE CURVE COMPUTATION

(Example)
Figure 43-6E

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INDIANA DEPARTMENT OF TRANSPORTATION2013 DESIGN MANUAL

CHAPTER 44

Vertical Alignment

NOTE: This chapter is currently being re-written and its content will be included in Chapter 302 in the
future.

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TABLE OF CONTENTS

LIST OF FIGURES ........................................................................................................................ 4

44-1.0 GRADE .............................................................................................................................. 5
44-1.01 Terrain Definitions ....................................................................................................... 5
44-1.02 Maximum Grade ........................................................................................................... 5
44-1.03 Minimum Grade ........................................................................................................... 6
44-1.04 Critical Length of Grade ............................................................................................... 6
44-2.0 CLIMBING LANE ............................................................................................................. 9
44-2.01 Warrants ....................................................................................................................... 9
44-2.01(01) Two-Lane Highway ........................................................................................... 9
44-2.01(02) Divided Highway ............................................................................................. 10
44-2.02 Capacity Procedure ..................................................................................................... 11
44-2.02(01) Two-Lane Highway ......................................................................................... 11
44-2.02(02) Divided Highway ............................................................................................. 12
44-2.03 Design ......................................................................................................................... 12
44-2.04 Truck-Speed Profile.................................................................................................... 13
44-3.0 VERTICAL CURVE ........................................................................................................ 15
44-3.01 Crest Vertical Curve ................................................................................................... 15
44-3.01(01) Stopping Sight Distance ................................................................................... 15
44-3.01(02) Decision Sight Distance ................................................................................... 17
44-3.01(03) Drainage ........................................................................................................... 17
44-3.02 Sag Vertical Curve ..................................................................................................... 18
44-3.02(01) Stopping Sight Distance ................................................................................... 18
44-3.02(02) Decision Sight Distance ................................................................................... 20
44-3.02(03) Drainage ........................................................................................................... 20
44-3.02(04) Sight Distance at Undercrossing ...................................................................... 21
44-3.03 Vertical-Curve Computations ..................................................................................... 22
44-4.0 VERTICAL CLEARANCE ............................................................................................. 23
44-5.0 DESIGN PRINCIPLES AND PROCEDURE .................................................................. 23
44-5.01 General Controls for Vertical Alignment ................................................................... 23
44-5.02 Coordination of Horizontal and Vertical Alignment .................................................. 24
44-5.03 Profile-Grade Line ...................................................................................................... 26
44-5.03(01) General ............................................................................................................. 26
44-5.03(02) Earthwork Balance ........................................................................................... 27
44-5.03(03) Soils.................................................................................................................. 28
44-5.03(04) Drainage and Snow Drifting ............................................................................ 28
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44-5.03(05)
44-5.03(06)
44-5.03(07)
44-5.03(08)

Erosion Control ................................................................................................ 29

Bridge ............................................................................................................... 29
Distance Between Vertical Curves .................................................................. 30
Ties with Existing Highways ........................................................................... 30

FIGURES ...................................................................................................................................... 31

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LIST OF FIGURES
Figure

Title

44-1A
44-1B
44-1C
44-1D
44-2A
44-2B
44-2C

Critical Length of Grade for Trucks

Critical Length of Grade for Recreational Vehicles
Measurement for Length of Grade
Critical Length of Grade Calculations (Example 44-1.3)
Design Criteria for Climbing Lanes
Performance Curves for Heavy Trucks (200 lb/hp) for Deceleration on Upgrades
Speed-Distance Curves for Acceleration of a Typical Heavy Truck (200 lb/hp on
Upgrades and Downgrades)
44-2D
Truck Speed Profile (Example 44-2.1)
44-3A
K-Values for Crest Vertical Curves (Stopping Sight Distance - Passenger Cars)
44-3A(1) Stopping Sight Distance Check Using K-Values, Crest Vertical Curve
44-3B
K-Values for Crest Vertical Curves (Decision Sight Distance - Passenger Cars)
44-3C
K-Values for Sag Vertical Curves (Stopping Sight Distance - Passenger Cars)
44-3C(1) Stopping Sight Distance Check Using K-Values, Sag Vertical Curve
44-3D
K-Values for Sag Vertical Curves (Decision Sight Distance - Passenger Cars)
44-3D(1) Sight Distance at Undercrossings
44-3E
Vertical Curve Definitions
44-3F
Symmetrical Vertical Curve Equations
44-3G
Vertical Curve Computations (Example 44-3.1)
44-3H
Unsymmetrical Vertical Curve Equations
44-3 I
Vertical Curve Computations
44-3J
Vertical Curve Computations (Example 44-3.2)
44-4A
Minimum Vertical Clearances (New Construction / Reconstruction)

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CHAPTER 44

VERTICAL ALIGNMENT
This Chapter provides the Departments criteria for the design of each vertical-alignment element.
This includes grade, climbing lane, vertical curve, and vertical clearance.

44-1.0 GRADE
44-1.01 Terrain Definitions
1.

Level. Highway sight distances are either long or could be made long without major
construction expense. The terrain is considered to be flat, which has minimal impact on
vehicular performance.

2.

Rolling. The natural slopes consistently rise above and fall below the roadway grade. Steep
slopes may restrict the desirable highway alignment. Rolling terrain generates steeper
grades, causing trucks to reduce speeds to below those of passenger cars.

3.

Mountainous. Longitudinal and transverse changes in elevation are abrupt, and benching
and side-hill excavation are frequently required to provide the desirable highway alignment.
Mountainous terrain aggravates the performance of trucks relative to passenger cars,
resulting in some trucks operating at crawl speeds.
The use of mountainous terrain criteria will not be permitted on a Federal-aid project
because, even though a roadway may pass through a mountainous site, the area as a whole is
still considered to be rolling terrain.

If it is not clear which terrain designation to use (e.g., level versus rolling), the flatter of the two
should be selected.

44-1.02 Maximum Grade

Chapters 53 through 56 provide the Departments criteria for maximum grade based on functional
classification, urban or rural location, type of terrain, design speed, and project scope of work. The
maximum grade should be used only where absolutely necessary. Where practical, a grade flatter
than the maximum should be used.
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44-1.03 Minimum Grade

The following provides the Departments criteria for minimum grade.
1.

Uncurbed Road. It is desirable to provide a longitudinal grade of approximately 0.5%. This

allows for the possibility that the original crown slope is subsequently altered as a result of
swell, consolidation, maintenance operations, or resurfacing. A level longitudinal grade
may be acceptable on a pavement which is adequately crowned to drain laterally.

2.

Curbed Street. The centerline profile on a highway or a street with curbs should desirably
have a minimum longitudinal grade of 0.5%. A flatter or level grade with rolling curb lines
may be necessary in level terrain, where the adjacent development precludes the taking of
additional right of way.
On a curbed facility, the longitudinal grade at the gutter line will have a significant impact
on the pavement drainage characteristics (e.g., ponding, flow capture by grated inlets or
catch basins). See Part IV for more information on pavement drainage.

44-1.04 Critical Length of Grade

Critical length of grade is the maximum length of a specific upgrade on which a loaded truck can
operate without an unreasonable reduction in speed. The highway gradient in combination with the
length of grade will determine the truck speed reduction on an upgrade. The following will apply to
the critical length of grade.
1.

Design Vehicle. A loaded truck, powered so that the mass/power ratio is about 200 lb/hp is
representative of the size and type of vehicle normally used for design on a major route. For
another type of highway, designing for the 200 lb/hp truck is not always cost-effective,
especially on a route which has minimal truck traffic. Therefore, to better reflect the wide
range of trucks, INDOT has adopted the following critical-length-of-grade criteria.
a.

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Major Route. The 10-mph reduction curve shown in Figure 44-1A, Critical Length
of Grade for Truck, provides the critical length of grade for a 200 lb/hp truck. This
figure should be used to determine the critical length of grade on a freeway,
principal or minor arterial, or for a project on the extra-heavy-duty-highway system.
See Chapter 60 for a listing of extra-heavy-duty routes. It also should be used on
another type of road classification where significant numbers of large trucks are
known to use the facility (e.g., coal-hauling route).
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b.

Other Route. The 15-mph reduction curve shown in Figure 44-1A provides the
critical length of grade for a single-unit truck and the major portion of tractor-trailer
trucks.

See Figure 44-1B, Critical Length of Grade for Recreational Vehicles.

2.

Criteria. Figure 44-1A provides the critical lengths of grade for a given percent grade and
acceptable truck-speed reduction. This figure is based on an initial truck speed of 70 mph,
and representative truck of 200 lb/hp.

3.

Momentum Grade. Where an upgrade is preceded by a downgrade, a truck will often

increase speed to make the climb. A speed increase of 10 mph on a moderate downgrade (3
to 5%), and 15 mph on a steeper downgrade (6 to 8%) of sufficient length are reasonable
adjustments. These can be used in design to allow the use of a higher speed reduction curve
from Figure 44-1A or 44-1B. However, this speed increase may not be attainable if traffic
volume is high enough that a truck may be behind a passenger vehicle when descending the
momentum grade. Therefore, the increase in speed can only be considered if the highway
has a LOS of C or better.

4.

Measurement. Figures 44-1A and 44-1B are based upon length of tangent grade. If a
vertical curve is part of the length of grade, Figure 44-1C, Measurement for Length of
Grade, illustrates how to determine an approximate equivalent tangent grade length.
Application. If the critical length of grade is exceeded, the grade should be flattened, if
practical, or the need for a truck-climbing lane should be evaluated (see Section 44-2.0).

5.

6.

Highway Type. The critical-length-of-grade criteria apply to a 2-lane or divided highway,

or to an urban or rural facility. A climbing lane is not used as extensively on a freeway or
multilane facility since it more frequently has sufficient capacity to handle its design-year
traffic without being congested. A faster vehicle can more easily move left to pass a slower
vehicle.

7.

Example Problems. Examples 44-1.1 and 44-1.2 illustrate the use of Figure 44-1A to
determine the critical length of grade. Example 44-1.3 illustrates the use of both Figures 441B and 44-1C. In the examples, the use of subscripts 1, 2, etc., indicate the successive
grades and lengths of grade on the highway segment.
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Example 44-1.1
Given:

Level Approach
G = +4%
L = Length of grade of 1000 ft
Rural Arterial

Problem:

Determine if the critical length of grade is exceeded.

Solution:

Figure 44-1A yields a critical length of grade of 1150 ft for a 10-mph speed
reduction. The grade is therefore acceptable (1000 ft < 1150 ft).

Example 44-1.2
Given:

Level Approach
G1 = +2%
L1 = 1600 ft
G2 = +5%
L2 = 650 ft
Rural Collector with significant number of heavy trucks

Problem:

Determine if the critical length of grade is exceeded for the combination of grades
G1 and G2

Solution:

Using Figure 44-1A, G1 yields a truck speed reduction of 5 mph. G2 yields

approximately 6 mph. The total of 11 mph is greater than the allowable 10 mph.
Therefore, the critical length of grade is exceeded.

Example 44-1.3
Given:

Figure 44-1D illustrates the vertical alignment on a low-volume, 2-lane rural

highway with no large trucks.

Problem:

Determine if the critical length of grade is exceeded for G2 or the combination

upgrade G3/G4.

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Solution:

Figure 44-1C provides the criteria for determining the length of grade. This is
calculated as follows for this example.

L2 =

1000
850
+ 600 +
= 1062 ft
4
4

L3 =

850
410
+ 650 +
= 1068 ft
4
2

L4 =

410
79 0
+ 50 0 +
= 903 ft
2
4

Read into Figure 44-1B for G2 (3%) and find a length of grade of 1800 ft. L2 is less than this value,
therefore the length of grade is not exceeded.
Read into Figure 44-1B for G3 (3.5%) and L3 = 1080 ft and find a speed reduction of 4 mph. Read
into Figure 44-1B for G4 (2%) and L4 = 900 ft and find a speed reduction of 2 mph. Therefore, the
total speed reduction on the combination upgrade G3/G4 is 6 mph. However, for a low-volume
road, the designer may assume a 5-mph increase in truck speed for the 3% momentum grade, G2,
which precedes G3. Therefore, the speed reduction may be as high as 15 mph before the
combination grade exceeds the critical length of grade. Assuming the benefits of the momentum
grade leads to the conclusion that the critical length of grade is not exceeded.
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44-2.0 CLIMBING LANE

44-2.01 Warrants
A climbing lane may be warranted for truck or recreational-vehicle traffic so that a specific upgrade
can operate at an acceptable level of service. The following criteria will apply.

44-2.01(01) Two-Lane Highway

A climbing lane may be warranted if the following conditions are satisfied.
1.

Upgrade traffic flow rate is in excess of 200 vehicles per hour.

2.

Upgrade truck flow rate is in excess of 20 trucks per hour.

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3.

One of the following conditions exists.

a.

A 10-mph or greater speed reduction is expected for a typical heavy truck.

b.

Level of Service (LOS) of E or F exists on the grade.

c.

A reduction of two or more levels of service is experienced when moving from the
approach segment to the grade.

The upgrade flow rate is determined by multiplying the design-hour volume by the directional
distribution factor for the upgrade direction and dividing the result by the peak-hour factor. See
AASHTO A Policy on Geometric Design of Highways and Streets for more information including
where to begin and end a climbing lane.
A climbing lane may also be warranted where the above criteria are not met if, for example, there is
an adverse accident experience on the upgrade related to slow-moving trucks. However, on a
designated recreational route, where a low percentage of trucks may not warrant a climbing lane,
sufficient recreational-vehicle traffic may indicate a need for an additional lane. This can be
evaluated by using Figure 44-1B, Critical Length of Grade for Recreational Vehicle. A climbing
lane must be designed for each traffic direction, independently of the other.

44-2.01(02) Divided Highway

A climbing lane may be warranted if the following conditions are satisfied.

1.

The critical length of grade is less than the length of grade being evaluated; and

2.

one of the following conditions exists:

3.

a.

the LOS on the upgrade is E or F, or

b.

there is a reduction of one or more LOS when moving from the approach segment to
the upgrade; and

the construction costs and the construction impacts (e.g., environmental, right of way) are
considered reasonable.

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A climbing lane is generally not warranted on a 4-lane facility with directional volume below 1000
vehicles per hour per lane, regardless of the percentage of trucks. See AASHTO A Policy on
Geometric Design of Highways and Streets for more information.
A climbing lane may also be warranted where the above criteria are not met if, for example, there is
an adverse accident experience on the upgrade related to slow-moving trucks.

44-2.02 Capacity Procedure

44-2.02(01) Two-Lane Highway

The objective of the capacity analysis procedure is to determine if the warranting criteria in Section
44-2.01 are met for a 2-lane facility. This is accomplished by calculating the service flow rate for
each LOS level (A through D) and comparing this to the actual flow rate on the upgrade. Because a
LOS worse than D warrants a climbing lane, it is not necessary to calculate the service flow rate for
LOS of E.
The operations on the grade should be analyzed using the procedures in the Highway Capacity
Manual (HCM). In addition, the following should be considered.
1.

To calculate the LOS, the following data should be compiled to complete the analysis.
a.

Average annual daily traffic (AADT) (mixed composition for year under design);

b.

the K factor (i.e., the proportion of AADT occurring in the design hour);

c.

the directional distribution, D, during the design hour (DHV);

d.

the truck factor, T, during the DHV (i.e., the percent of trucks, buses, and
recreational vehicles);

e.

the peak-hour factor, PHF;

f.

the design speed;

g.

lane and shoulder width (ft);

h.

percent grade;

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i.

percent no-passing zones (based on the MUTCD criteria for striping of a no-passing
zone); see Section 502-2.0; and

j.

length of grade (mi).

2.

The type of truck is not a factor in determining the passenger-car equivalent. Only the
proportion of heavy vehicles (i.e., trucks, buses, or recreational vehicles) in the upgrade
traffic stream is applicable.

3.

For a highway with a single grade, the critical length of grade can be directly determined
from Figure 44-1A, Critical Length of Grade for Truck, or Figure 44-1B, Critical Length
of Grade for Recreational Vehicle. However, the highway will usually have a continuous
series of grades. It is necessary to find the impact of a series of significant grades in
succession. If several different grades are present, a speed profile may need to be
developed. Section 44-2.04 provides information on how to develop a truck speed profile.

44-2.02(02) Divided Highway

A climbing lane on a divided highway is not as easily justified as that on a 2-lane facility because of
the operational advantage of divided highway. A passenger car can pass a slow-moving truck
without occupying an opposing lane of travel. As indicated in Section 44-2.01, INDOT has adopted
criteria to warrant a truck-climbing lane on a divided highway. These are based on the critical
length of grade and on the LOS on the upgrade.
The calculation of LOS for an upgrade is similar to that for a 2-lane highway; see Section 442.02(01) and the HCM. However, the adjustment factors required to calculate the service flow rate
differ. This reflects the operational difference between a divided and a 2-lane facility. See the
Highway Capacity Manual for the detailed capacity methodology.

44-2.03 Design
See Figure 44-2A, Design Criteria for Climbing Lane. The following should also be considered.
1.

Design Speed. For a design speed of 55 mph or higher, use 55 mph for truck design speed.
For a speed lower than 55 mph, use the design speed.

2.

Superelevation. For a horizontal curve, the climbing lane will be superelevated at the same
rate as the adjacent travel lane.

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3.

Performance Curve. Figure 44-2B, Performance Curves for Heavy Truck (200 lb/hp) for
Deceleration on Upgrade, provides the deceleration rates for a heavy truck. Figure 44-2C,
Speed-Distance Curves for Acceleration of a Typical Heavy Truck (200 lb/hp) on
Upgrade or Downgrade, provides the acceleration rates for a heavy truck.

4.

End of Full-Width Lane. In addition to the criteria in Figure 44-2A, the available sight
distance should be considered to the point where the truck will merge back into the through
travel lane. At a minimum, this will be stopping sight distance. The driver should have
decision sight distance available to the merge point at the end of the taper to safely complete
the maneuver, especially where the merge is on a horizontal or vertical curve.

44-2.04 Truck-Speed Profile

The following example illustrates how to construct a truck-speed profile and how to use Figures 442B and 44-2C.
**********
Example 44-2.1

Given:

Level Approach
G1 = +3% for 500 ft (PVI to PVI)
G2 = +5% for 3500 ft (PVI to PVI)
G3 = -2% beyond the composite upgrade (G1 and G2)
V = 60 mph (design speed)
Rural Arterial, Heavy-Truck Route

Problem:

Using the criteria shown in Figure 44-2A and Figure 44-2B, construct a truck-speed
profile and determine the beginning and ending points of the full-width climbing
lane.

Solution:

The following steps apply.

Step 1:

Determine the beginning of the full-width climbing lane. From Figure 44-2A, the
beginning of the full-width lane will begin at the PVC and, at a minimum, at the
PVT.

Step 2:

Determine the truck speed on G1, at 200-ft increments, using Figure 44-2B and plot
them in Figure 44-2D. Assume an initial truck speed of 55 mph (see Figure 44-2B).

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Step 3:

Distance From
PVI1 (ft)

Horizontal
Distance on
Figure 44-2B (ft)

Truck Speed
(mph)

0
200
400
500

0
200
400
500

55
53
51
50

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PVI1

PVI2

Determine the truck speed on G2, at 500-ft increments, using Figure 44-2B and plot
them in Figure 44-2D. From Step 2, the initial speed on G2 is the final speed from
G1 (i.e., 50 mph). Move left horizontally along the 50-mph line to the 5% upgrade.
This is approximately 250 ft along the horizontal axis. This is the starting point for
G2.

(1)

Step 4:

Comments

Distance From
PVI1 (ft)

Horizontal
Distance on
Figure 44-2B (ft)

Truck Speed
(mph)

500
1000
1500
2000
2500
3000
3500
4000

1500
2000
2500
3000
3500
4000
4500
5000

55
50
45
40
36
32
30 (1)
27 (1)

Comments
PVI2

PVI3

The final crawl speed of the truck for a 5% upgrade.

Determine the truck speed on G3, at 500-ft increments, using Figure 44-2B until the
point where the truck is able to accelerate to 45 mph (minimum design speed for
ending the climbing lane) and plot them in Figure 44-2D. The truck will have a
speed of 27 mph as it enters the 2% downgrade at the PVI3. Read into Figure 44-2B
at the 27-mph point on the vertical axis over to the -2% line. This is approximately
0 ft along the horizontal axis. The -2% line is followed to 45 mph, which is
approximately 1000 ft along the horizontal axis. Therefore, the truck will require
1000 ft (1000 ft - 0 ft) from the PVI3 to reach 45 mph. The truck will require
approximately an additional 1200 ft to reach 55 mph (the desirable criterion).

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Distance From
PVI1 (ft)
4000
4500
5000
5500
6000
6500

Horizontal
Distance on
Figure 44-2C (ft)
0
500
1000
1500
2000
2500

Truck Speed
(mph)
27
40
45
50
53
55

Comments
PVI3
Minimum End

Desirable End

********

44-3.0 VERTICAL CURVE

44-3.01 Crest Vertical Curve

A crest vertical curve is in the shape of a parabola. The basic equations for determining the
minimum length of a crest vertical curve are as described below.

44-3.01(01) Stopping Sight Distance

If the stopping sight distance, S, is less than the vertical curve length, L,
2

L=

100 (

AS
2 h1 +

2 h 2 )2

AS 2
2158

L = KA

(Equation 44-3.1)

(Equation 44-3.2)

If the stopping sight distance, S, is greater than or equal to the vertical curve length, L,
L 2S

2158
A

(Equation 44-3.3)

where:
L = length of vertical curve, ft
A = algebraic difference between the two tangent grades, %

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S = stopping sight distance, ft

h1 = height of eye above road surface, ft
h2 = height of object above road surface, ft
K = horizontal distance needed to produce a 1% change in gradient
The length of the crest vertical curve will depend upon A for the specific curve and upon the
selected sight distance, height of eye, and height of object. The following discusses the selection of
these values.
The principal control in the design of a crest vertical curve is to ensure that, at a minimum, stopping
sight distance (SSD) is available throughout the curve. Figure 44-3A, K Value for Crest Vertical
Curve (Stopping Sight Distance Passenger Car), provides the K value for the design speed where
S < L. The following discusses the application of the K value.
1.

Passenger Car. The K value is calculated by assuming h1 = 3.5 ft, h2 = 2 ft, and S = SSD in
the basic equation for a crest vertical curve (Equation 44-3.1). The value represents the
lowest acceptable sight distance on a facility. However, every reasonable effort should be
made to provide a design in which the K value is greater than the value shown, where
practical.
Where the stopping sight distance is greater than or equal to the vertical curve length, any
of the following methods may be used to check the stopping sight distance.
a.

Using K Value. The K value provided is greater than or equal to the K value
required and there are no changes to G1 or G2 in Figure 44-3A(1), Crest Vertical
Curve Stopping Sight Distance Using K Value.

b.

Using Equation. Equation 44-3.3 shown above is only valid if there are no other
vertical curves or angular breaks in the area shown in Figure 44-3A(1).

c.

Using the AASHTO Policy on Geometric Design of Highways and Streets.

d.

Checking Graphically. The eye should be placed at 3.5 ft above the pavement and
the height of the object at 2 ft. The distance between the eye and the object that is
unobstructed (by the road, backslope of a cut section, guardrail, etc.) is the
stopping sight distance provided. It is necessary to check it in both directions for
a 2-lane highway.

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If the stopping sight distance provided exceeds that required (even though the K
value provided is less than the K value required), the K value will be treated as a
Level Three design exception item instead of Level One.
If the K value provided exceeds the K value required, it is not necessary to perform either
the equation check or the graphical check even though S L.
2

Truck. The higher eye height for a truck, 7.6 ft, offsets the longer stopping distance required
on a vertical curve. Therefore, the K value for truck stopping sight distance need not be
checked.

3.

Minimum Length. The minimum length of a crest vertical curve in feet should be 3V, where
V is the design speed in mph, unless existing conditions make it impractical to use the
minimum-length criteria.

44-3.01(02) Decision Sight Distance

It may sometimes be warranted to provide decision sight distance in the design of a crest vertical
curve. Section 42-2.0 discusses candidate sites and provides design values for decision sight
distance. These S values should be used in the basic equation for a crest vertical curve (Equation
44-3.1). In addition, the following will apply.
1.

Height of Eye (h1). For a passenger car, h1 is 3.5 ft

2.

Height of Object (h2). Decision sight distance, is often predicated upon the same principles
as stopping sight distance; i.e., the driver needs sufficient distance to see a 2-ft-height object.

3.

Passenger Car. Figure 44-3B, K Value for Crest Vertical Curve (Decision Sight Distance
Passenger Car), provides the K value using the decision sight distance shown in Section
42-2.0.

44-3.01(03) Drainage

Drainage should be considered in the design of a crest vertical curve where a curbed section or
concrete barrier is used. Drainage problems are minimized if the crest vertical curve is sharp
enough so that a minimum longitudinal grade of at least 0.3% is reached at a point about 50 ft from
either side of the apex. To ensure that this objective is achieved, the length of the vertical curve

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should be based upon a K value of 167 or less. For a crest vertical curve in a curbed section where
this K value is exceeded, the drainage design should be evaluated near the apex.
For an uncurbed roadway section, drainage should not be a problem at a crest vertical curve.
However, it is desirable to provide a longitudinal gradient of at least 0.15% at points about 50 ft on
either side of the high point. To achieve this, K must equal 300 or less.
See Part IV for more information on drainage.

44-3.02 Sag Vertical Curve

A sag vertical curve is in the shape of a parabola. It is designed to allow the vehicular headlights to
illuminate the roadway surface (i.e., height of object = 0 ft) for a given distance S. A headlight
height, h3, of 2 ft, and a 1-deg upward divergence of the light beam from the longitudinal axis of the
vehicle are assumed.

44-3.02(01) Stopping Sight Distance

These assumptions yield the following equations for determining the minimum length of a sag
vertical curve. If the stopping sight distance, S, is less than the vertical curve length, L,
L

AS 2
400 3.5S

(Equation 44-3.4)

If the stopping sight distance, S, is greater than or equal to the vertical curve length, L,
L 2S

400 3.5S
A

(Equation 44-3.5)

where:
L = length of vertical curve, ft
A = algebraic difference between the two tangent grades, %
S = sight distance, ft
K = horizontal distance needed to produce a 1% change in gradient
The length of the sag vertical curve will depend upon A for the specific curve and upon the selected
sight distance and headlight height. The following discusses the selection of these values.

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The principal control in the design of a sag vertical curve is to ensure that, at a minimum, stopping
sight distance (SSD) is available for headlight illumination throughout the curve. Figure 44-3C, K
Value for Sag Vertical Curve (Stopping Sight Distance Passenger Car), provides the K value for
the design speed where S < L. The following discusses the application of the K value.
1.

Passenger Car. The K value is calculated by assuming h3 = 2 ft and S = SSD in the equation
for a sag vertical curve (Equation 44-3.4). The value represents the lowest acceptable sight
distance on a facility. However, every reasonable effort should be made to provide a design
in which the K value is greater than the value shown, where practical.
Where the stopping sight distance is greater than or equal to the vertical curve length, any of
the following methods may be used to check the stopping sight distance.
a.

Using K Value. The K value provided is greater than or equal to the K value
required, and there are no changes to G1 or G2 as shown in Figure 44-3C(1), Sag
Vertical Curve Stopping Sight Distance Using K Value.

b.

Using Equation. Equation 44-3.5 shown above is only valid if there are no other
vertical curves or angular breaks in the area shown in Figure 44-3C(1).

c.

Using the AASHTO Policy on Geometric Design of Highways and Streets.

d.

Checking Graphically. The headlight should be placed at 2 ft above the pavement

and the height of the object at 0 ft. The light beam is assumed at a 1-deg upward
divergence from the longitudinal axis of the vehicle. The distance between the
headlight and the object that is unobstructed (by the road, backslope of a cut
section, guardrail, etc.) is the stopping sight distance provided. It is necessary to
check it in both directions for a 2-lane highway.
If the stopping sight distance provided exceeds that required (even though the K
value provided is less than the K value required), the K value will be treated as a
Level Three design exception item instead of Level One.

2.

Truck. The higher headlight height for a truck, 4 ft, offsets the longer stopping distance
required on a vertical curve. Therefore, the K value for truck stopping sight distance need
not be checked.

3.

Minimum Length. The minimum length of a sag vertical curve in feet should be 3.2V,
where V is the design speed in mph, unless existing conditions make it impractical to use the
minimum length criteria.

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One exception to this minimum length may apply in a curbed section. If the sag is in a
sump, the use of the minimum-length criteria may produce longitudinal slopes too flat to
drain the stormwater without exceeding the criteria for the limits of ponding on the travel
lane.

44-3.02(02) Decision Sight Distance

It may sometimes be warranted to provide decision sight distance in the design of a sag vertical
curve. Section 42-2.0 discusses candidate sites and provides design values for decision sight
distance. These S values should be used in the equation for a sag vertical curve (Equation 44-3.5).
The height of headlights, h3, is 2 ft. Figure 44-3D, K Value for Sag Vertical Curve (Decision
Sight Distance Passenger Car), provides the K value using decision sight distance.

44-3.02(03) Drainage

Drainage should be considered in the design of a sag vertical curve where a curbed section or
concrete barriers are used. Drainage problems are minimized if the sag vertical curve is sharp
enough so that both of the following criteria are met.
1.

A minimum longitudinal grade of at least 0.3% is reached at a point about 50 ft from either
side of the low point.

2.

There is at least a 0.25-ft elevation differential between the low point in the sag and the two
points 50 ft to either side of the low point.

To ensure that the first objective is achieved, the length of the vertical curve should be based upon a
K value of 167 or less. For a sag vertical curve in a curbed section where this K value is exceeded,
the drainage design should be more carefully evaluated near the low point. For example, it may be
necessary to install flanking inlets on either side of the low point.
For an uncurbed roadway section, drainage should not be a problem at a sag vertical curve.
However, it is desirable to provide a longitudinal gradient of at least 0.15% at points about 50 ft on
either side of the low point. To achieve this, K must equal 300 or less.
See Part IV for more information on drainage.

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44-3.02(04) Sight Distance at Undercrossing

Sight distance on a highway through a grade separation should be at least as long as the minimum
stopping sight distance and preferably longer. Design of the vertical alignment is the same as at any
other point on the highway except where a sag vertical curve underpasses a structure, as shown in
Figure 44-3D, K Value for Sag Vertical Curve (Decision Sight Distance Passenger Car). While
not a frequent problem, the structure fascia may cut the line of sight and limit the sight distance to
less than that otherwise attainable. It is practical to provide the minimum length of sag vertical
curve at a grade separation structure. Where the recommended grades are exceeded, the sight
distance should not be reduced below the minimum value for stopping sight distance.
The available sight distance should sometimes be checked at an undercrossing, such as at a two-lane
undercrossing without ramps, where it would be desirable to provide passing sight distance. Such a
check is best made graphically on the profile, but may be performed through computations.
The equations for sag vertical curve length at an undercrossing are as follows.
1.

Sight distance, S, greater than vertical curve length, L,

800[C 0.5(h1 h2 )]
L 2S

2.

(Equation 44-3.6)

Sight distance, S, less than or equal to vertical curve length, L,

AS 2
800 [C 0.5(h1 h2 )]

(Equation 44-3.7)

For both equations, where:

L = length of vertical curve, ft
S = sight distance, ft
A = algebraic difference in grades, %
C = vertical clearance, ft
h1 = height of eye, ft
h2 = height of object, ft
Using an eye height of 7.6 ft for a truck driver and an object height of 2 ft for the taillights of
a vehicle, the following equation can be derived.
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3.

Sight distance , S, greater than vertical curve length, L,

L 2S

4.

800C 5
A

(Equation 44-3.8)

Sight distance, S, less than or equal to vertical curve length, L,

L

AS 2
800C 5

(Equation 44-3.9)

44-3.03 Vertical-Curve Computations

The following will apply to the mathematical design of a vertical curve.

1.

Definitions. Figure 44-3E, Vertical-Curve Definitions, provides the common terms and
definitions used in vertical-curve computations.

2.

Measurements. All measurements for a vertical curve are made on the horizontal or vertical
plane, not along the profile grade. With the simple parabolic curve, the vertical offsets from
the tangent vary as the square of the horizontal distance from the PVC or PVT. Elevations
along the curve are calculated as proportions of the vertical offset at the point of vertical
intersection (PVI). The necessary formulas for computing the vertical curve are shown in
Figure 44-3F, Symmetrical Vertical-Curve Equations. Figure 44-3G, Vertical-Curve
Computations (Example 44-3.1), provides an example of how to use these formulas.

3.

Unsymmetrical Vertical Curve. It may be necessary to use an unsymmetrical vertical curve

to obtain clearance on a structure or to satisfy some other design feature. This curve is
similar to the parabolic vertical curve, except the curve does not vary symmetrically about
the PVI. The necessary formulas for computing the unsymmetrical vertical curve are shown
in Figure 44-3H, Unsymmetrical Vertical-Curve Equations.

4.

Vertical Curve Through Fixed Point. A vertical curve often must be designed to pass
through an established point. For example, it may be necessary to tie into an existing
transverse road or to clear an existing structure. See Figure 44-3 I, Vertical-Curve
Computations. Figure 44-3J, Vertical-Curve Computations (Example 44-3.2), illustrates
an example of how to use these formulas.

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** PRACTICE POINTERS **
The profile grade should not be set too low. Field complaints about
the profile grade having been set too low are much more common
than complaints about it having been set too high.
The K values for vertical curves should not be shown on the plans.

44-4.0 VERTICAL CLEARANCE

See Figure 44-4A, Minimum Vertical Clearance (New Construction or Reconstruction). Chapter
53 provides additional information. Chapters 54 through 56 provide vertical-clearance
information for an existing highway.

44-5.0 DESIGN PRINCIPLES AND PROCEDURE

44-5.01 General Controls for Vertical Alignment

As discussed elsewhere in this Chapter, the design of vertical alignment involves, to a large
extent, complying with specific limiting criteria. These include maximum and minimum grades,
sight distance at a vertical curve, and vertical clearance. The following design principles and
controls should be considered which will determine the overall safety of the facility and will
enhance the aesthetic appearance of the highway. These design principles for vertical alignment
include the following.
1.

Consistency. Use a smooth grade line with gradual changes, consistent with the type of
highway and character of terrain, rather than a line with numerous breaks and short
lengths of tangent grades.

2.

Environmental Impact. Vertical alignment should be properly coordinated with

environmental impact (e.g., encroachment onto wetlands). The Office of Environmental
Services is responsible for evaluating environmental impacts.

3.

Long Grade. On a long ascending grade, it is preferable to place the steepest grade at the
bottom and flatten the grade near the top.

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4.

Intersection. Maintain moderate grades through an intersection to facilitate turning

movements. See Chapter 46 for specific information on vertical alignment through an
intersection.

5.

Roller Coaster. The roller-coaster type of profile should be avoided. It may be proposed
in the interest of economy, but it is aesthetically undesirable and may be hazardous.

6.

Broken-Back Curvature. Avoid a broken-back grade line of two crest or sag vertical
curves separated by a short tangent. One long vertical curve is more desirable.

7.

Coordination with Natural or Man-Made Feature. The vertical alignment should be

properly coordinated with the natural topography, available right of way, utilities,
roadside development, or natural or man-made drainage patterns.

8.

Cut Section. A sag vertical curve should be avoided in a cut section unless adequate
drainage can be provided.

44-5.02 Coordination of Horizontal and Vertical Alignment

Horizontal and vertical alignment should not be designed separately, especially for a project on
new alignment. Their importance demands that the interdependence of the two highway design
features be carefully evaluated. This will enhance highway safety and improve the facilitys
operation. The following should be considered in the coordination of horizontal and vertical
alignment.
1.

Balance. Curvature and grades should be in proper balance. Maximum curvature with
flat grades or flat curvature with maximum grades does not achieve this desired balance.
A compromise between the two extremes produces the best design relative to safety,
capacity, ease, and uniformity of operations and a pleasing appearance.

2.

Coordination. Vertical curvature superimposed upon horizontal curvature (i.e., vertical

and horizontal PIs at approximately the same station) results in a more pleasing
appearance and reduces the number of sight-distance restrictions. Successive changes in
profile not in combination with the horizontal curvature may result in a series of humps
visible to the driver for some distance, which may produce an unattractive design.
However, sometimes superimposing the horizontal and vertical alignment must be
tempered somewhat by Items 3 and 4 as follows.

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3.

Crest Vertical Curve. Sharp horizontal curvature should not be introduced at or near the
top of a pronounced crest vertical curve. This is undesirable because the driver cannot
perceive the horizontal change in alignment, especially at night when headlight beams
project straight ahead into space. This problem can be avoided if the horizontal curvature
leads the vertical curvature or by using design values which well exceed the minimums.

4.

Sag Vertical Curve. A sharp horizontal curve should not be introduced at or near the low
point of a pronounced sag vertical curve or at the bottom of a steep vertical grade.
Because visibility to the road ahead is foreshortened, only flat horizontal curvature will
avoid an undesirable, distorted appearance. At the bottom of a long grade, vehicular
speeds often are higher, particularly for trucks, and erratic operations may occur,
especially at night.

5.

Passing Sight Distance. The need for frequent passing opportunities and a higher
percentage of passing sight distance may sometimes supersede the desirability of
combining horizontal and vertical alignment. It may be necessary to provide a long
tangent section to secure sufficient passing sight distance.

6.

Intersection. At an intersection, horizontal and vertical alignment should be as flat as

practical to provide a design which produces sufficient sight distance and gradients for
vehicles to slow or stop. See Chapter 46.

7.

Divided Highway. On a divided facility with a wide median, it is frequently

advantageous to provide independent alignments for the two one-way roadways. Where
traffic justifies a divided facility, a superior design with minimal additional cost can
result from the use of independent alignments.

8.

Residential Area. The alignment should be designed to minimize nuisance factors to a

neighborhood. A depressed facility makes the highway less visible and reduces the noise
to adjacent residents. Minor adjustment to the horizontal alignment may increase the
buffer zone between the highway and residential area.

9.

Aesthetics. The alignment should be designed to enhance attractive scenic views of

rivers, rock formations, parks, golf courses, etc. The highway should head into rather
than away from those views that are considered to be aesthetically pleasing. The
highway should fall towards those features of interest at a low elevation and rise toward
those features which are best seen from below or in silhouette against the sky.

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44-5.03 Profile-Grade Line
44-5.03(01) General

The profile-grade line is the roadway geometric characteristic which has the greatest impact on a
facilitys costs, aesthetics, safety, and operation. The profile grade is a series of tangent lines
connected by parabolic vertical curves. It is placed along the roadway centerline of an undivided
facility or on the two pavement centerlines of a divided facility.
The designer must evaluate many factors in establishing the profile-grade line. These include the
following:
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
19.
20.
21.
22.
23.
24.
25.

maximum and minimum grades;

sight-distance criteria;
earthwork balance;
bridge or drainage structure;
high-water level;
drainage considerations;
water-table elevations;
highway intersection or interchange;
snow drifting;
railroad-highway crossing;
types of soil;
adjacent land use and values;
highway safety;
coordination with other geometric features (e.g., cross section);
topography or terrain;
truck performance;
right of way;
utilities;
urban or rural location;
aesthetics and landscaping;
construction costs;
environmental impacts;
driver expectations;
airport flight paths (e.g., grades and lighting); and
pedestrian and handicapped accessibility.

The following discusses the establishment of the profile-grade line in more detail.

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44-5.03(02) Earthwork Balance

Where practical and where consistent with other project objectives, the profile-grade line should
be designed to provide a balance of earthwork. This should not be achieved, however, at the
expense of smooth grade lines and sight-distance requirements at a vertical curve. Ultimately, a
project-by-project assessment will determine whether a project will be borrow, waste, or
balanced.
The following should be considered in earthwork balance.
1.

Basic Approach. The best approach to laying grade and balancing earthwork is to
provide a significant length of roadway in embankment, to limit the number and amount
of excavation areas. Long lengths of roadway in excavation with several short balance
distances should be avoided.

2.

Urban or Rural. Earthwork balance is a practical objective only in a rural area. In an

urban area, other project objectives (e.g., limiting right-of-way impacts) have a higher
priority than balancing earthwork. Excavated materials from an urban project are often
unsuitable for embankments.

3.

Borrow Sites. The availability and quality of borrow sites in the project vicinity will
impact the desirability of balancing the earthwork.

4.

Mass Diagram. A mass diagram illustrates the accumulated algebraic sum of material
within the project limits. Such a diagram is useful in balancing earthwork and calculating
haul distances and quantities. The mass diagram may indicate the following:
a.

the most economical procedure for disposing of excavated material,

b.

whether material should be moved backward or forward, or

c.

whether borrowing or wasting is more economical than achieving earthwork

balance.

A mass diagram is not prepared by the designer. It may be prepared and used by the
contractor for construction operation.
5.

Balance Length. A balance length is 2000 ft or longer. For an interchange, the balance
points should be selected to incorporate the entire interchange.

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6.

Earthwork Computations. Chapter 17 discusses the proper methods to compute and

record the project earthwork quantities.

44-5.03(03) Soils

The type of earth material encountered often influences the grade line at a certain location. If
rock is encountered, for example, it may be more economical to raise the grade and reduce the
rock excavation. Soils which are unsatisfactory for embankment or cause a stability problem in a
cut area may also be determining factors in establishing a grade line. The development of the
profile grade should be coordinated with the Office of Materials Management, which will
conduct a soils survey.

44-5.03(04) Drainage and Snow Drifting

The profile-grade line should be compatible with the roadway drainage design and should
minimize snow drifting problems. The following will apply.
1.

Culvert. The roadway elevation should satisfy the Department criteria for minimum
cover at a culvert and minimum freeboard above the head water level at a culvert. See
Part IV for more information on culvert design.

2.

Coordination with Geometrics. The profile-grade line must reflect compatibility between
drainage design and roadway geometrics. These include the design of sag and crest
vertical curves, spacing of inlets on a curbed facility, impacts on adjacent properties,
superelevated curves, intersection design elements, and interchange design elements. For
example, a sag vertical curve should be avoided in a cut section, and a long crest vertical
curve should be avoided on a curbed pavement.

3.

Snow Drifting. Where practical, the profile-grade line should be at least 3 ft above the
natural ground level to prevent snow from drifting onto the roadway and to promote snow
blowing off the roadway.

4.

Water Table. The profile-grade line should be established such that the top of the
subgrade elevation should be not less than 2 ft above the water table at all points along
the cross section within the paved roadway surface. The elevation of the water table can
be found in the Geotechnical Report. If it is not practical to provide the 2-ft clearance,
the designer should meet with the Pavement Engineering Office manager and
geotechnical engineer to develop an alternative solution.

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44-5.03(05) Erosion Control

To minimize erosion, the following should be considered relative to the grade line.
1.

Minimize the number of deep cuts and high fill sections.

2.

Conform to the contour and drainage patterns of the area.

3.

Make use of natural land barriers and contours to divert runoff and confine erosion and
sedimentation.

4.

Minimize the amount of disturbance.

5.

Make use of existing vegetation.

6.

Reduce slope length and steepness and ensure that erosion is confined to the right of way
and does not deposit sediment on or erode away adjacent land.

7.

Avoid locations having high base erosion potential.

8.

Avoid cut or fill sections in a seepage area.

44-5.03(06) Bridge

The design of the profile-grade line must be coordinated with each bridge within the project
limits. The following will apply:
1.

Vertical Clearance. The criteria in Chapters 53 and 56 and Section 44-3.0 must be
satisfied. In laying the preliminary grade line, an element in determining available
vertical clearance is the assumed structure depth. This will be based on the structure
type, span lengths, and depth/span ratio. For preliminary design, a 20-ft to 21-ft distance
should be assumed between the finished grade of the roadway and the finished grade of
the bridge deck. For final design, the designer must coordinate with the bridge designer
to determine the roadway- and bridge-grade lines.

2.

Bridge Over Water. Where the proposed facility will cross a body of water, the bridge
elevation must be consistent with the necessary waterway opening to satisfy the
Departments hydraulic requirements. The designer must coordinate with the Production

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Management Divisions Hydraulics Team and the bridge designer to determine the
approach-roadway elevation to complement the necessary bridge elevation.
3.

Railroad Bridge. A proposed facility over a railroad must satisfy the applicable criteria
(e.g., vertical clearances, structure type, and depth). See Chapter 69 for more
information.

4.

Highway Under Bridge. Where practical, the low point of a roadway sag vertical curve
should not be within the shadow of the bridge. This will help minimize ice
accumulations, and it will reduce the ponding of water which may weaken the earth
foundation beneath the bridge. To achieve these objectives, the low point of a roadway
sag should be approximately 100 ft from the bridge.

5.

High Embankment. The impacts of high embankment on a structure should be

considered. This will increase the span length thus increasing structure costs.

6.

Low Point. It is desirable to locate the low point of a sag vertical curve off the bridge
deck.

44-5.03(07) Distance Between Vertical Curves

A desirable objective on a rural facility is to provide at least 1500 ft between two successive
PVIs. This objective applies only to a project which has a considerable length where
implementation is judged to be practical.

44-5.03(08) Ties with Existing Highways

A smooth transition is needed between the proposed profile grade line of the project and the
existing grade line of an adjacent highway section. The existing grade line should be considered
for a sufficient distance beyond the beginning or end of a project to ensure adequate sight
distance. A connection should be made which is compatible with the design speed of the new
project and which can be used if the adjoining road section is reconstructed.

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DESIGN ELEMENT
Lane Width

DESIRABLE

MINIMUM

12 ft

Same as that required

for through lane
Freeway:

Shoulder Width

Same as approach roadway

Same as approach
roadway (1)
Non-Freeway: 4 ft paved

Cross Slope on Tangent

3%

2%

Beginning of Full-Width
Lane

Near the PVC of the

vertical curve preceding
the grade.

At the PVT of the grade.

To where truck has reached

highway design speed or 55
mph, whichever is lower.

To where truck has reached 10 mph

below highway design speed or 45
mph, whichever is lower.

Entering Taper

100 ft

100 ft

Exiting Taper

50:1

500 ft

Minimum Full-Width
Length

n/a

1000 ft

End of Full-Width Lane (2)

Notes:
(1)

On a reconstruction project, a 6-ft shoulder may be used.

(2)

Use Figure 44-2B to determine truck deceleration rate. Use Figure 44-2C to determine
truck acceleration rate. Also, see discussion in Section 44-2.03.

DESIGN CRITERIA FOR CLIMBING LANE

Figure 44-2A

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DESIGN
SPEED

ROUNDED SSD
FOR DESIGN 1
(ft)

CALCULATED
K VALUE 2

(mph)
15
20
25
30
35
40
45
50
55
60
65
70

Des.
115
155
200
250
305
360
425
495
570
645
730
820

Min.
80
115
155
200
250
305
360
425
495
570
645
730

Des.
6.1
11.1
18.5
29.0
43.1
60.1
83.7
113.5
150.6
192.8
246.9
312.6

Min.
3.0
6.1
11.1
18.5
29.0
43.1
60.1
83.7
113.5
150.6
192.8
246.9

K VALUE
ROUNDED
FOR
DESIGN
Des.
Min.
7
3
12
7
19
12
29
19
44
29
61
44
84
61
114
84
151
114
193
151
247
193
312
247

Notes:
1

Stopping sight distance (SSD) is from Figure 42-1A.

The K value is calculated using the rounded value for design stopping sight distance, eye
height of 3.5 ft, and object height of 2 ft.

3.

If curbs are present, and K > 167, proper pavement drainage should be ensured near the
high point of the curve.

K VALUE FOR CREST VERTICAL CURVE

(Stopping Sight Distance Passenger Car)
Figure 44-3A

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Avoidance
Design
Maneuver A
Speed
(mph) (Stop on Rural
Road)
DSD
K
(ft)
Value
20
90
11
25
110
15
30
220
23
35
275
35
40
330
51
45
395
73
50
465
100
55
535
133
60
610
173
65
695
224

Avoidance
Maneuver B
(Stop on
Urban Road)
DSD
K
(ft)
Value
270
54
335
72
490
112
590
162
690
221
800
297
910
384
1030
492
1150
613
1275
754

Avoidance
Maneuver C
(Speed/Path/
Direction
Change on
Rural Road)
DSD
K
(ft)
Value
300
62
375
82
450
94
525
128
600
167
675
211
750
261
865
347
990
454
1050
511

Avoidance
Maneuver D
(Speed/Path/
Direction
Change on
Suburban
Road)
DSD
K
(ft)
Value
360
77
450
101
535
133
625
181
715
237
800
297
890
367
980
445
1125
587
1220
690

Avoidance
Maneuver E
(Speed/Path/
Direction
Change on
Urban Road)
DSD
K
(ft)
Value
415
92
515
121
620
178
720
241
825
315
930
401
1030
492
1135
597
1280
759
1365
864

Notes:
1.
2.

3.

See Section 42-2.0 for decision sight distances (DSD).

The K value is calculated using the rounded value for design decision sight distance, eye height of 3.5 ft, and object height of 2 ft.
DSD 2
K=
2158
If curbs are present and K > 167, proper pavement drainage should be ensured near the high point of the curve.

K VALUE FOR CREST VERTICAL CURVE

(Decision Sight Distance Passenger Car)
Figure 44-3B

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DESIGN
SPEED
(mph)

ROUNDED SSD
FOR DESIGN 1
(ft)

20
25
30
35
40
45
50
55
60
65
70

115
155
200
250
305
360
425
495
570
645
730

CALCULATED K
VALUE 2
K=

S2
(400 + 3.5S )

K VALUE
ROUNDED FOR
DESIGN

16.5
25.5
36.4
49.0
63.4
78.1
95.7
114.9
135.7
156.5
180.3

17
26
37
49
64
79
96
115
136
157
181

Notes:
1.

Stopping sight distance (SSD) is from Figure 42-1A.

2.

The K value is calculated using the rounded value for design stopping sight distance S and
a headlight height of 2 ft.

3.

If curbs are present and K > 167, proper drainage should be ensured near the low point of
the curve.

K VALUE FOR SAG VERTICAL CURVE

(Stopping Sight Distance Passenger Car)
Figure 44-3C

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Avoidance
Design
Maneuver A
Speed
(Stop
on Rural
(mph)
Road)
DSD
K
(ft)
Value
20
90
25
25
110
39
30
220
55
35
275
70
40
330
86
45
395
104
50
465
124
55
535
144
60
610
166
65
695
190

Avoidance
Maneuver B
(Stop on
Urban Road)
DSD
K
(ft)
Value
270
68
335
100
490
131
590
160
690
188
800
220
910
251
1030
285
1150
320
1275
355

Avoidance
Maneuver C
(Speed/Path/
Direction
Change on
Rural Road)
DSD
K
(ft)
Value
300
83
375
101
450
120
525
141
600
163
675
184
750
205
865
238
990
274
1050
291

Avoidance
Maneuver D
(Speed/Path/
Direction
Change on
Suburban
Road)
DSD
K
(ft)
Value
360
73
450
101
535
144
625
170
715
195
800
220
890
245
980
271
1125
312
1220
340

Avoidance
Maneuver E
(Speed/Path/
Direction
Change on
Urban Road)
DSD
K
(ft)
Value
415
111
515
139
620
168
720
197
825
227
930
257
1030
285
1135
315
1280
357
1365
381

Notes:
1.

The K value is calculated using the rounded value for design decision sight distance and headlight height of 2 ft.
DSD
K=
120 + 3.5S

2.

If curbs are present and K > 167, proper pavement drainage should be ensured near the low point of the curve.

K VALUE FOR SAG VERTICAL CURVE

(Decision Sight Distance Passenger Car)
Figure 44-3D

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ELEMENT
Point of Vertical
Curvature
Point of Vertical
Tangency
Point of Vertical
Intersection

Grade

External Distance
Algebraic Difference
in Grade
Length of
Vertical Curve

ABBREVIATION
PVC
PVT
PVI

G1, G2

A
L

DEFINITION
The point at which a tangent grade ends and
the vertical curve begins.
The point at which the vertical curve ends and
the tangent grade begins.
The point where the extension of two tangent
grades intersect.
The rate of slope between two adjacent PVIs
expressed as a percent. The numerical value
for percent of grade is the vertical rise or fall in
feet for each 100 ft of horizontal distance. An
upgrade in the direction of stationing is
identified as plus (+). A downgrade is
identified as minus (-).
The vertical distance (offset) between the PVI
and the roadway surface along the vertical
curve.
The value is the deflection in percent between
two tangent grades.
The horizontal distance in feet from the PVC
to the PVT.

VERTICAL-CURVE DEFINITIONS
Figure 44-3E

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M = Mid-ordinate, feet
Z = Any tangent offset, feet
L = Horizontal length of vertical curve, feet
X = Horizontal distance from PVC or PVT to any ordinate Z, feet
G1 and G2 = Rates of grade, expressed algebraically, percent
All expressions are to be calculated algebraically.
PVI Elev = PVC Elev +

LG1
200

PVT Elev = PVC Elev +

L(G1 + G2 )
200

M =

L(G2 G1 )
800

For offset Z at distance X from PVC or PVT:

2X
Z = M

X 2 (G2 G1 )
or Z =
200 L

For slope S, in percent, of a line tangent to any point on the vertical curve at distance X measured
from the PVC:
S = G1

X (G1 G2 )
L

Calculate location and elevation of the high or low point on the curve:
XT =

LG1
G1 G2

Where XT equals the horizontal distance from the PVC to the high or low point on the
curve, feet.
L(G1 )
200(G2 G1 )
2

Elev = PVC Elev

SYMMETRICAL VERTICAL-CURVE EQUATIONS

Figure 44-3F

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Example 44-3.1
Given:

G1 = -1.75%
G2 = +2.25%
Elev. of PVI = 577.50
Station of PVI = 13+80
L = 500 ft

Problem: Compute the grade for each 50-ft increment. Compute the low point station and
elevation.
Solution:
1.

Draw a diagram of the vertical curve and determine the station of the beginning (PVC) and
the end (PVT) of the curve.
Beginning Station (PVC) = PVI Sta. 0.5L = (13+80) (2+50) = 11+30
End Station (PVT) = PVI Sta. + 0.5L = (13+80) + (2+50) = 16+30

2.

Solve the vertical curve equations:

M=

( G 2 - G1 ) L [2.25 - (-1.75)] 500

=
= 2.50 ft
800
800

2
2
(
4 )(2.5)X 2
X 4MX
X
Z=M
=
=
=
2
250,000
25000
L/2
L
2

3.

Set up a table to show the vertical curve elevations at the 50-ft increments:
Tangent
Elevation

X2

Grade
Elevation

581.875
581.000
580.125

0
50
100

0
2500
10000

0
0.100
0.400

581.875
581.100
581.525

12+80

579.250

150

22500

1.125

580.375

13+30

578.385

200

40000

2.000

580.375

PVI

577.500

250

62500

3.125

580.625

PVT

578.675
579.750
580.875
582.000
583.125

200
150
100
50
0

40000
22500
10000
2500
0

2.000
1.125
0.400
0.100
0

580.675
580.875
581.275
582.700
583.125

Station

Inf.

11+30
11+80
12+30

PVC

13+80
14+30
14+80
15+30
15+80
16+30

4.

Determine low point on curve:

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Xt=

500 (-1.75) - 875

LG1
=
=
= 218.75 ft from PVC
G1 - G 2 - 1.75 - 2.25 - 4.00

therefore, the station at low point is

(11+30.00) + (2+18.75) = (13+48.75)
and the elevation of low point on curve is
L(G1 )
500 (-1.75 )2
Elev. PVC = 581.875 = 581.875 - 1.545 = 580.33
[2.25 ( 1.75)] 200
( G 2 - G1 ) 200
2

VERTICAL-CURVE COMPUTATIONS
(Example 44-3.1)
Figure 44-3G

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P = Theoretical Point at PVI
M = Offset from the PVI to the curve, feet
Z = Any tangent offset, feet
L = Horizontal length of vertical curve, feet
L1 = Horizontal distance from PVC to PVI, feet
L2 = Horizontal distance from PVT to PVI, feet
X = Horizontal distance from PVC or PVT to any ordinate Z, feet
G1 and G2 = Rates of grade, expressed algebraically, percent
All expressions to be calculated algebraically, as follows:
PVI ELEV = PVC ELEV +

G 1 L1
100

PVT ELEV = PVC ELEV +

P ELEV

= PVC ELEV

G 1 L1 G 2 L 2
+
100
100

+G
G
+ L1 1 L1
L
100

L2

P ELEV - PVI ELEV

M = L 1 L 2 (G 2 - G 1 )=
2
200 L

For offset Z at distance X from PVC:

X
Z = M
L1

For offset Z at a distance X from PVT:

X
Z = M
L2

The high or low point on curve is calculated as follows:

If the high or low point occurs on the left portion of the curve:

XT =

L1 G1 L

L 2 ( G1 - G 2 )

Where XT equals the horizontal distance from the PVC to the high or low point on
the curve, feet.

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L(G1 )2
L
1
Elev of this Pt. = PVC ELEV

L2 (G2 G1 )200
If the high or low point occurs on the right portion of curve:
XT =

L 2 G 2 L

L1 ( G 2 - G1 )

Where XT equals the horizontal distance from the PVC to the high or low point on
the curve, feet.

L(G2 )2
L
2
Elev of this Pt. = PVT ELEV -

L1 (G1 G2 )200

UNSYMMETRICAL VERTICAL-CURVE EQUATIONS

Figure 44-3H

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TO PASS A VERTICAL CURVE THROUGH A GIVEN POINT P
G1
G2
A
Z
X
D
L

=
=
=
=
=
=
=

Grade In, %
Grade Out, %
Algebraic difference in grades, %
Vertical curve correction at point P, feet
Distance from point P to PVC, feet
Distance from point P to PVI, feet
Length of vertical curve, feet

Given: G1, G2, D

Find: Length of vertical curve

Solution:
1.

Find algebraic difference in grades:

A = G2 G1

2.

Find vertical curve correction at point P at distance x measured from PVC:

G -G
Z = X 2 2 1
200 L

3.

From inspection of the above diagram:

L
= X + D , or L = 2( X + D )
2

Substituting 2(X+D) for L and A for (G2-G1) yields:

AX 2 = ( 400 ZX ) + ( 400 DZ ) = 0

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4.

Solve for X given the quadratic equation as follows:

X=

- b b2 - 4ac 400Z 160,000 Z 2 + 1600 ADZ

=
2a
2A

Solving for X will result in two answers. If both answers are positive, there are two
solutions. If one answer is negative, it can be eliminated and only one solution exists.
5.

Substitute X and D into the equation shown in Step 3 and solve for L.
Note: Two positive X values will result in two solutions for L. Desirably, the
solution that results in a longer L should be used provided that it satisfies the
stopping sight distance criteria based on the selected design speed and algebraic
difference in grades. See Figures 44-3A and 44-3C).

VERTICAL-CURVE COMPUTATIONS
Figure 44-3I

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Example 44-3.2
Given: Design Speed = 55 mph
G1 = -1.5%
G2 = +2.0%
A = 3.5%
PVI Station = 49+10
PVI elevation = 642.10
Problem: At Station 47+46, the new highway must pass under the center of an existing railroad
which is at elevation 669.00 at the highway centerline. The railroad bridge that will be
constructed over the highway will be 4 ft in depth, 20 ft in width and at right angles to
the highway. What would be the length of the vertical curve that would provide a 16.5ft clearance under the railroad bridge?
Solution:
1.

Sketch the problem with known information.

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Example 44-3.2 (continued)
2.

Determine the station where the minimum 16.5-ft vertical clearance will occur (Point P):
From inspection of the sketch, the critical location is on the left side of the railroad bridge.
The critical station is as follows:
Sta. P = Bridge Centerline Sta. (Bridge Width)
Sta. P = Sta. (47+46) (0+20)
Sta. P = Sta. 47+36

3.

Determine the elevation of Point P:

Elev. P = Elev. Top of Bridge Bridge Depth Clearance
Elev. P = 669.00 4.00 16.5
Elev. P = 648.50

4.

Determine distance D from Point P to PVI:

D = STA. PVI STA. P
= (49+10) (47+36) = 174 ft

5.

Determine the tangent elevation at Point P:

D
Elev = PVI Elev - G1

100

174
Elev= 642.10 - (-1.5)

100
Elev. is 644.71
6.

Determine the vertical curve correction Z at Point P:

Z = Elev. on Curve Elev. on Tangent
= 648.50 644.71 = 3.79 ft

7.

Solve for X using equation from Figure 44-3 I, Step 4:

X=

X=

8.

400 Z 160,000 Z 2 + 1600 ADZ

2A
400 ( 3.79 ) (160,000)( 3.79 )2 + 1600(3.5)( 174 )( 3.79 )
2(3.5)

Using Figure 44-3 I, Step 3, solve for L:

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2013

X = 566.24 ft or -133.10 ft [Disregard negative value]

L = 2(X + D)
L = 2(566.24 + 174)
L = 1480.48 ft
9.

Determine if the solution meets the stopping sight distance for the 55-mph design speed.
From Figure 44-3C, the K value is 115.
The algebraic difference in grades is as follows:

A = G2 G1 = (+2.0) - (-1.5) = 3.5

From Equation 44-3.2, the minimum length of vertical curve which meets the stopping sight
distance is as follows:

L = KA
= (115) (3.5)
= 402.50 ft
L of 1480.48 ft exceeds 402.50 ft., therefore the desirable stopping sight distance is
satisfactory.

VERTICAL-CURVE COMPUTATIONS
(Example 44.3-2)
Figure 44-3J

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Type
Freeway Under Bridge
Arterial Under Bridge
Collector Under Bridge
Local Road Under Bridge
Roadway under Pedestrian Bridge
Roadway under Traffic Signal
Railroad under Roadway (Typical)
Roadway under Sign Truss
Non-Motorized-Vehicle-Use
Facility under Bridge

Minimum
Clearance (ft-in.)
16-6 (1.) (2.)
16-6 (1.) (3.)
14-6 (1.)
14-6 (1.)
17-6 (1.)
17-0 (1.) (4.)
23-0 (5.)
17-6 (1.)
10-0 (6.)

Notes:
1.

Value allows 6 in. for future resurfacing.

2.

A 14-6 clearance (including future resurfacing) may be used in an urban area where
an alternative freeway facility with a 16-0 clearance is available.

3.

In a highly urbanized area, a minimum clearance of 14-6 (including future

resurfacing) may be provided if there is at least one route with a 16-0 clearance.

4.

Distance is measured from roadway surface to the bottom of signal at the bottom of the
back plate or to the mast arm. See the INDOT Standard Drawings.

5.

See Chapter Sixty-nine for additional information on a railroad under a roadway.

6.

Value allows for clearance of a maintenance or emergency vehicle.

MINIMUM VERTICAL CLEARANCE,

NEW CONSTRUCTION OR RECONSTRUCTION
Figure 44-4A

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INDIANA DEPARTMENT OF TRANSPORTATION2013 DESIGN MANUAL

CHAPTER 45

Cross-Section Elements

NOTE: This chapter is currently being re-written and its content will be included in Chapter 302 in the
future.

Design
Memorandum

Revision
Date

Sections Affected

13-13

July 2013

45-1.02(06)

2013

TABLE OF CONTENTS
LIST OF FIGURES ......................................................................................................................... 4
45-1.0 ROADWAY SECTION ..................................................................................................... 5
45-1.01 Travel Lane ................................................................................................................... 5
45-1.01(01) Width.................................................................................................................. 5
45-1.01(02) Cross Slope ........................................................................................................ 5
45-1.02 Shoulders or Curb Offsets ............................................................................................ 6
45-1.02(01) Definitions.......................................................................................................... 6
45-1.02(02) Functions ............................................................................................................ 7
45-1.02(03) Width.................................................................................................................. 8
45-1.02(04) Surface Type ...................................................................................................... 8
45-1.02(05) Cross Slope ........................................................................................................ 8
45-1.02(06) Shoulder Corrugations [Rev. July 2013] ........................................................... 9
45-1.03 Auxiliary Lane .............................................................................................................. 9
45-1.04 Parking Lane (On-Street) ............................................................................................. 9
45-1.05 Curbs........................................................................................................................... 11
45-1.05(01) Warrants For a Curbed Section ........................................................................ 12
45-1.05(02) Types ................................................................................................................ 13
45-1.05(03) Curb-Type Selection ........................................................................................ 14
45-1.05(04) Design Considerations ..................................................................................... 14
45-1.06 Sidewalk ..................................................................................................................... 17
45-1.06(01) Guidelines for Sidewalk Warrant..................................................................... 17
45-1.06(02) Sidewalk-Design Criteria ................................................................................. 19
45-2.0 MEDIAN .......................................................................................................................... 20
45-2.01 Median Width ............................................................................................................. 21
45-2.02 Median Type ............................................................................................................... 22
45-2.02(01) Flush Median ................................................................................................... 22
45-2.02(02) Raised Median ................................................................................................. 23
45-2.02(03) Depressed Median ............................................................................................ 24
45-3.0 ROADSIDE ELEMENTS ................................................................................................ 25
45-3.01 Fill Slope .................................................................................................................... 25
45-3.02 Cut Slope .................................................................................................................... 26
45-3.02(01) Slope Rate ........................................................................................................ 26
45-3.02(02) Rock Cut (Backslope) ...................................................................................... 26
45-3.02(03) Material and Soils Conditions .......................................................................... 26
45-3.02(04) Roadside Safety ............................................................................................... 27
45-3.02(05) Hydraulic Design ............................................................................................. 27
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45-3.03 Reducing the Use of a 2:1 Slope ................................................................................ 27
45-3.03(01) New-Construction or Reconstruction Project (4R) .......................................... 27
45-3.03(02) 3R Project......................................................................................................... 28
45-4.0 BRIDGE OR UNDERPASS CROSS SECTION ............................................................. 29
45-4.01 Bridge ......................................................................................................................... 29
45-4.02 Underpass ................................................................................................................... 31
45-5.0 CHANGE IN ROADWAY CROSS SECTION ............................................................... 32
45-6.0 RIGHT OF WAY ............................................................................................................. 33
45-6.01 Definitions .................................................................................................................. 33
45-6.02 Width .......................................................................................................................... 33
45-7.0 FRONTAGE ROAD......................................................................................................... 34
45-7.01 General ....................................................................................................................... 34
45-7.02 Functional Classification ............................................................................................ 35
45-7.03 Design ......................................................................................................................... 36
45-7.03(01) Design Elements .............................................................................................. 36
45-7.03(02) One-Way Versus Two-Way Operation ............................................................ 36
45-7.03(03) Outer Separation .............................................................................................. 36
45-7.03(04) Access .............................................................................................................. 37
45-7.04 Design Considerations for Frontage-Road and Local-Road Intersection................... 37
FIGURES ...................................................................................................................................... 39

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LIST OF FIGURES
Figure

Title

45-1A
45-1A(1)
45-1A(2)
45-1B
45-1C
45-1D
45-2A
45-3A
45-3B
45-3C
45-3D
45-5A
45-5B
45-5C
45-5D

Usable Shoulder Width

Paved Shoulder Cross Slopes, Tangent Section, With Underdrains
Paved Shoulder Cross Slopes, Tangent Section, Without Underdrains
Curb Parking Configurations
Desirable Street Widths With On-Street Parking
Curbing Types
Median Width Definitions
Typical Fill Slopes (Non-Curbed Facilities)
Typical Fill Slopes (Curbed Facilities)
Typical Cut Slopes (Non-Curbed Facilities)
Typical Cut Slopes (Curbed Facilities)
Example of a Curved Alignment Transition (2-Lane Undivided to a 4-Lane Divided)
Split Transition (2-Lane Undivided to a 4-Lane Divided)
Split Transition (4-Lane Undivided to a 4-Lane Divided)
Two-Way Left-Turn Lane Transition

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CHAPTER 45

CROSS-SECTION ELEMENTS
Chapter 53 provides numerical criteria for various cross-section elements for a new-construction or
reconstruction project. Chapters 54 through 56 provide criteria for cross-section elements for an
existing highway. This Chapter provides additional guidance which should be considered in the
design of each cross-section element. The designer should also review the typical cross sections
provided in Section 45.8.0.

45-1.0 ROADWAY SECTION

45-1.01 Travel Lane
45-1.01(01) Width
Travel-lane width can vary from 9 ft through 12 ft, depending upon the functional classification,
traffic volume, design speed, rural or urban location, and project scope of work. The tables in
Chapters 53 through 56 provide specific criteria for travel-lane width for these various conditions.

45-1.01(02) Cross Slope

Surface cross slopes are required for the proper drainage of through travel lanes on a tangent
section. This reduces the hazard of wet pavement by quickly removing water from the surface, and
reduces the likelihood of ponding. On a State highway, the following will apply for a tangent
roadway section.
1.

2-Lane Highway. The travelway lane pavement should be crowned at the centerline with a
cross slope of 2% sloping away from the center.

2.

Divided Facility. For two lanes in each direction, each roadway is crowned at the centerline
with a cross slope of 2% sloping away from the center. For three or more lanes in each
direction, the following will apply.
a.

Three-Lane Section (New Construction or Reconstruction). The pavement is

crowned along the lane edge between the center lane and the lane adjacent to the

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median, with the right two lanes sloping to the outside. The travel-lanes cross slopes
should be 2%.

3.

b.

Three-Lane Section (Adding Lanes to Existing Facility). When adding new lanes
either in the median or on the outside, the existing roadway crown is maintained.
The added-travel-lane cross slope direction and rate will be the same as that of the
adjacent travel lane. Where three lanes are sloped in the same direction, the third
lane should be sloped at 3%.

c.

Four-Lane Section. The travelway pavement should be crowned at the one-wayroadway centerline (i.e., two lanes on each side) with a cross slope of 2% sloping
away from the center. Where three or more lanes are sloped in the same direction,
the third and fourth lanes should be sloped at 3%.

d.

Existing. For a roadway with 2-lanes sloped in one direction, increase the overlay
depth by 3 in. on the inside edge to achieve a uniform 2% cross slope downward
across both travelway lanes. For three lanes sloped in one direction, use a 3% cross
slope for the outside lane. If the additional lane is to be added in the median, it
should be sloped at 2% toward the median.

Bridge. For a new or reconstructed bridge, the cross slope will be 2% sloping away from
the crown and will apply to the entire width from the crown to the face of the railing or curb.
The crown across the bridge will be in the same location as the approaching roadway. An
existing bridge to remain in place may retain an existing cross slope of 1.5%.

For a non-State highway, the travel-lanes cross slopes will vary depending upon the pavement
surface and local practices. For a paved surface, the cross slope should be the same as for a State
highway (2%). For a non-State facility with an aggregate surface, the cross slope should be 6%.

45-1.02 Shoulders or Curb Offsets

45-1.02(01) Definitions
The following definitions apply.
1.

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Shoulder. The portion of the roadway contiguous with the traveled way for accommodation
of a stopped vehicle, for emergency use, or for lateral support of subbase, base, and surface
courses.

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2.

Usable-Shoulder Width. The width of the shoulder that can be used by a driver for
emergency parking or stopping. Figure 45-1A illustrates the definition of usable-shoulder
width.

3.

Effective Usable-Shoulder Width. This width is equal to the usable-shoulder width minus 1
ft. However, the effective usable-shoulder width cannot be less than the required pavedshoulder width.

4.

Curb Offset. The term is used to define the distance between the edge of the travel lane and
the face of curb.

45-1.02(02) Functions
A shoulder serves many functions. The wider the shoulder, the greater the benefits, including the
following:
1.

providing structural lateral support for the travelway;

2.

increasing highway capacity;

3.

encouraging uniform travel speed;

4.

providing space for emergency or discretionary stops;

5.

improving roadside safety by providing more recovery area for a run-off-the-road vehicle;

6.

providing a sense of openness;

7.

improving sight distance around a horizontal curve;

8.

enhancing highway aesthetics;

9.

facilitating maintenance operations (e.g., snow storage);

10.

providing additional lateral clearance to a roadside appurtenance (e.g., guardrail, traffic

signal);

11.

facilitating pavement drainage;

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12.

providing space for pedestrian and bicycle use; and

13.

providing space for a bus stop.

45-1.02(03) Width
Shoulder width will vary according to functional classification, traffic volume, urban or rural
location, curbed or uncurbed facility, and project scope of work. The figures in Chapters 53 through
56 provide the paved- and usable-shoulder width criteria for these conditions. See Section 49-5.0
for shoulder width where guardrail is required.

45-1.02(04) Surface Type

For a new or reconstruction project on a State highway, the shoulder will be paved with asphalt or
concrete. On a 3R or partial 3R project on a State highway, the shoulder should be paved.
However, a sealed-aggregate shoulder may be appropriate. For a non-State highway, the shoulder
should be paved. However, a sealed-aggregate or earth surface is acceptable.

45-1.02(05) Cross Slope

The cross slope of the shoulder varies according to the shoulder type and width. It should be the
same across the full width of the usable shoulder. One exception is shown in Section 554.03(02) Item 4. The figures in Chapters 53 through 56 provide the cross slopes used for each
classification. For a paved shoulder of 4 ft or narrower, the shoulder cross slope should be the same
as that of the adjacent travel lane. See Figure 45-1A(1), Paved-Shoulder Cross Slope and
Pavement Treatment, Tangent Section, with Underdrains; or Figure 45-1A(2), Paved-Shoulder
Cross Slope and Pavement Treatment, Tangent Section, without Underdrains.
The following summarizes INDOT and local public agency practice:
1.

Paved. The cross slope is 4%.

2.

Curb Offset. The curb offset is paved and has the same cross slope as the adjacent travel
lane, which is typically 2%.

3.

Aggregate. The cross slope is 4 to 6%.

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4.

Earth. The cross slope is 6 to 8%.

45-1.02(06) Shoulder Corrugations [Rev. July 2013]

Shoulder corrugations should be considered for a rural multi-lane facility. The designer should
contact the District Technical Services Division to determine whether shoulder corrugations
should be provided in lieu of edge line rumble stripes. See Section 502-2.09 for additional
information on longitudinal rumble stripes.
The minimum paved width for an outside shoulder to be corrugated is 6 ft. If guardrail, concrete
barrier railing, or another type of roadside barrier is adjacent to an outside shoulder, such
minimum paved width is 7 ft. The minimum paved width for a median shoulder to be corrugated
is 4 ft.
Shoulder corrugations should be milled, without regard to the shoulder-pavement material.

45-1.03 Auxiliary Lane

An auxiliary lane includes a left- or right-turn lane, acceleration or deceleration lane, or climbing
lane. An auxiliary lane should be the same width as the adjacent travel lane, but not less than 1ft
narrower. The figures in Chapters 53 through 55 provide the specific width criteria for an auxiliary
lane. The figures also provide the criteria for shoulder width adjacent to an auxiliary lane.
The cross slope for an auxiliary lane should be 1% greater than that of the adjacent through lane.
Chapter 46 provides additional information for a two-way left-turn lane.

45-1.04 Parking Lane (On-Street)

For an urban-area project, the designer must evaluate the demand for parking. Such parking needs
will be accommodated by providing an off-street parking facility. Chapter 51 provides information
on the design and layout of an off-street parking facility. If providing on-street parking along an
urban street, the designer should evaluate the following.
1.

Warrants. Adjacent land use may create the need to provide on-street parking along an
urban street. A parking lane provides convenient access for a motorist to a business or
residence. However, on-street parking reduces capacity, impedes traffic flow, may

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produce undesirable traffic operations, or may increase the accident potential. Therefore,
a new parking lane should not be placed along a State highway. The designer should
consider removing parking lanes on a State-highway reconstruction (4R) project,
wherever practical. Removal of, or revising an existing on-street parking configuration
will require concurrence from local officials and an official action by INDOT.
2.

Configuration. The two types of on-street parking are parallel and angle parking. These are
illustrated in Figure 45-1B. Parallel parking is the preferred arrangement where street space
is limited and traffic capacity is a major factor. Angle parking provides more spaces per
linear foot than parallel parking, but a greater street width is necessary for this design. The
total entrance and exit time for parallel parking exceeds that required for angle parking.
Parallel parking also requires a vehicle to stop in the travel lane and await an opportunity to
back into the parking space. However, the designer should also consider that angle parking
requires the vehicle to back into the lane of travel where sight distance may be restricted by
adjacent parked vehicles or where this maneuver may surprise an approaching motorist.
In selecting the parking configuration, the designer should evaluate the operational
consequences of the selection. The designer should consider the backing maneuver required
with angle parking. As indicated in Figure 45-1B, the parked car will require a certain
distance B to back out of its stall. Whether or not this is a reasonably safe maneuver will
depend upon the number of lanes in each direction, lane width, operating speed, traffic
volume during peak hours, parking demand, and turnover rate of parked vehicles.
On a new-construction project, only parallel parking should be provided. An existing
facility with angle parking should be converted to parallel parking. Changes to existing onstreet parking will require concurrence from local officials and an official action by INDOT.

3.

Stall Dimensions. Figure 45-1B provides the width and length criteria for a parking stall for
various configurations. The figure also indicates the number of stalls which can be provided
for each parking configuration for a given curb length.
The figures in Chapters 53 and 55 provide parking-lane width for parallel parking. For
angle parking, the parking lane width will be a combination of A and B as shown in Figure
45-1B, exclusive of the through travel lane. However, in a restricted area, a portion of the B
dimension may be required for the through travel lane, thereby reducing the actual parkinglane width. Figure 45-1C provides the recommended street width that should be considered
with on-street parking.
Section 51-1.03 provides information on parking-stall dimensions for a handicapped parking
space.

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4.

Cross Slope. The cross slope of the parking lane will be 1% steeper than that of the adjacent
travel lane, therefore 3%.

5.

Handicapped. Section 51-1.03 provides the handicapped-accessibility requirements for onstreet parking.

6.

Location. In locating parking spaces, the designer should consider the following.
a.

Parking is prohibited within 20 ft of a crosswalk.

b.

Parking should be prohibited within 5 to10 ft of the beginning of the curb radius at a
mid-block drive entrance.

c.

Parking is prohibited within 50 ft of the nearest rail of a railroad-highway crossing.

d.

Parking is prohibited within 15 ft of a fire hydrant.

e.

Parking is prohibited within 30 ft on the approach leg to an intersection with a

flashing beacon, stop sign, or traffic control signal. For a no-control or yieldcontrolled intersection, parking is not allowed within the intersection itself.

f.

Parking is prohibited within 20 ft of the near side of a fire station drive entrance, and
75 ft from the entrance for the opposite side of the street.

g.

Parking is prohibited on a bridge or within a highway tunnel.

h.

Parking is prohibited along the same side or opposite a street excavation or

obstruction if it would obstruct traffic.

i.

Parking should be prohibited from areas designated by local traffic and enforcement
regulations (e.g., near a school zone, loading zone, bus stop). See local ordinances
for additional information on parking restrictions.

45-1.05 Curbs
Curbs are often used on an urban facility to retain the cut slope, control drainage, delineate the
pavement edge, reduce right-of-way requirements, channelize vehicular movements, and improve

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aesthetics. In an urban area, curbs have a major benefit in containing the drainage within the
pavement area and in channelizing traffic into and out of adjacent properties.
A curbed cross section is an appropriate design option in an outlying suburban or intermediate
setting, or in an area undergoing or in imminent transition from rural-to-suburban land use, as well
as in a low-speed or built-up urban setting. This clarification and latitude to expand opportunities
for selection of a curbed cross-section is due in part to a desire by INDOT to plan each facility in
context with existing and planned land-use characteristics.

45-1.05(01) Warrants For a Curbed Section

Selecting a curbed section or uncurbed section depends upon many variables, including vehicular
speed, urban or rural location, drainage, and construction costs. The following discusses those
factors which will determine whether or not a curbed section is warranted.
1.

Urban Location. A curbed section is typically used in a Built-Up urban area due to
restricted right of way, other constraints, and to better delineate travel lanes or parking lanes
from pedestrian-use areas.
A curbed section may be considered in a Suburban or Intermediate location for a design
speed as high as 55 mph. The use of a curbed or uncurbed section will be made on a
project-by-project basis, considering right-of-way constraints, drainage, pedestrian activity,
channelization needs, drive access control, etc. This applies to new-construction, 4R, or 3R
work in each functional classification other than freeway. The exceptions listed under Item
2 below for a rural location also apply to a high-speed Suburban facility.

2.

Rural Location. The use of curbs is usually limited to conditions such as the following:
a.

where there is sufficient development along the highway and there is a need to
channelize traffic into and out of properties;

b.

where it is absolutely necessary to control drainage;

c.

where restricted right-of-way provides insufficient space for roadside ditches;

d.

to lessen property impacts;

e.

to prevent soil erosion;

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f.

the design speed is 55 mph or lower; or

g.

where otherwise deemed absolutely necessary.

Shoulders may be appropriate in a curbed cross section. However, it is acceptable practice not to
provide a shoulder aside a curb for a design speed of 55 mph or lower. The appropriate figure in
Chapter 53, 54, or 55 shows the shoulder width adjacent to a curb where a shoulder is used.

45-1.05(02) Types
There are two types of curbs, sloping and vertical. A sloping curb has a height of 4 in. or lower with
a face batter no steeper than approximately one horizontal to one vertical. A vertical curb has a
height of up to 6 in. with a face batter steeper than one horizontal to six vertical. The INDOT
Standard Drawings illustrate the typical curb sections used by the Department, and provide details
for these and other curb types.
1.

2.

Sloping Curb.
a.

Curb Height of 4 in. This curb height should be used where a curb is determined to
be warranted and the design speed is 30 mph or higher. In a Suburban or
Intermediate urban location, the curb should be located at the edge of the paved
shoulder. The shoulder widths to be used in either of these locations are shown in
Figures 53-6 through 53-9, and Figures 55-3E through 55-3H.

b.

Curb Height of 3 in. This curb height should only be used by a local public
agency in a residential area where curbs are determined to be warranted. It should
not be used on an INDOT-maintained route. However, it may be used to reconstruct
a local street disturbed by INDOT-facility construction.

Vertical Curb. A vertical curb is only used on a low-speed, urban Built-Up facility where
the design speed is 25 mph or lower. A vertical curb may be used where the design speed
reaches 45 mph, but only for drainage or curbed-section continuity.

Although a vertical curb may deflect a vehicle at a lower speed, it should not be used in lieu of
guardrail as protection from an obstruction. Where vehicular encroachment is permissible, a
sloping curb should be used.

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45-1.05(03) Curb-Type Selection
1.

Materials. Concrete curbs are used. However, for a project on an existing facility, asphalt
curbing, not to exceed 4 in. in height, may be used under guardrail to control erosion.
Asphalt curbing may also be used for a temporary island, temporary median within a
construction zone, etc. Where snowplowing operations are conducted, asphalt curbing may
be subject to severe damage or total removal. Therefore, it should not be used where
damage from snowplows can be expected.

2.

Speed. Vertical curbs are used only on a low-speed, urban facility where the design speed is
45 mph or lower. Preferably, curbs should not be used along a rural or high-speed urban
highway with a design speed of 50 mph or higher. If curbs are deemed necessary, only
sloping curbs located at the edges of the shoulders should be used on such a high-speed
facility.

3.

Vehicular Encroachment. Although at a lower speed a vertical curb may deflect a vehicle, it
should not be used in lieu of guardrail as protection from a hazardous object. Where
vehicular encroachment is permissible, a sloping curb should be used.

4.

Sidewalk. Where a sidewalk is present or is to be constructed in an urban area, a curb may

be used. Consideration should be given to the type of curb existing or proposed in a similar
condition within the adjacent geographical area.

5.

Island. Where a divisional or directional island is used, it should be raised and corrugated.
Section 46-9.0 and the INDOT Standard Drawings provide additional information on the
design and placement of a raised corrugated island.

6.

Local Practice. On a State highway, the designer should strive to meet the prevailing local
practice where it does not conflict with Department criteria. Where local practice differs,
INDOT criteria should prevail. On a non-State facility, local practice will govern.

45-1.05(04) Design Considerations

The use of a curbed section requires the consideration and implementation of the design
considerations as follows.
1.

Drainage. Department practice limits the allowable amount of water ponding on the
roadway. A closed-drainage system is used with a curbed section. The hydraulic analysis
will, among other factors, depend on the curb characteristics. These include type of material

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(concrete or asphalt), cross slope leading up to the curb, and shape of the curb face. It may
be necessary to prevent the gutter flow from overtopping the curb. This will affect the
selected curb height. See Chapter 36 for the specific criteria and procedure for drainage
analysis.
The minimum profile grade in a curbed section is 0.3%. Additional consideration
should be given to the minimum grade in a curbed superelevation-transition area to avoid
drainage problems. The following criteria will alleviate such problems.
a.

A minimum profile grade of 0.5% should be maintained through a

superelevation-transition section.

b.

A minimum edge of pavement grade of 0.5% should be maintained through a

superelevation-transition section. The equations to be considered for this criterion
are as follows:
G -* - 0.5
G -* + 0.5
G * - 0.5
G * + 0.5
wned
*
Lr

[Equation 45-1.1]
[Equation 45-1.2]
[Equation 45-1.3]
[Equation 45-1.4]
[Equation 45-1.5]

where,
G = profile grade, %;
* = effective maximum relative gradient, %;
w = width of one traffic lane, m (typically 3.6)
n = number of lanes rotated;
ed = design superelevation rate, %;
Lr = length of superelevation runoff, m.
********
EXAMPLE 45-1.01
To illustrate the combined use of the two criteria, consider the following:
*= 0.65% in the transition section
Criterion 1.a. described above excludes a grade between 0.5% and +0.5%.

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Criterion 1.b. excludes a grade between -1.15% (via Equation 03-19.1, where G -0.65 0.5, or -1.15), and -0.15% (via Equation 03-19.2, where G -0.65 + 0.5, or -0.15).
Also, Criterion 1.b. excludes a grade between +0.15% (via Equation 03-19.3, where G
+0.65 - 0.5, or +0.15), and +1.15% (via Equation 03-19.4, where G +0.65 + 0.5, or
+1.15).
Therefore, the profile grade within the transition must be outside the range of 1.15% to
+1.15% in order to satisfy both criteria and provide adequate pavement surface drainage.
See the AASHTO A Policy on Geometric Design of Highways and Streets for more
information.
2.

Cross Slope. Where an integral curb-and-gutter section is used, the cross slope of the gutter
is the same as the adjacent pavement surface. Where a separate curb-and-gutter section is
used, the gutter-pan cross slope is as shown in Figure 45-1D.

3.

Roadside Safety. The placement of a barrier behind a curb must meet placement and height
criteria. Chapter 49 discusses roadside-safety criteria relative to a curb.

4.

Future Resurfacing. The designer should consider the likelihood and depth of a future
resurfacing course when determining the initial curb height. For example, the curb height
may be determined from the sum of the water-overtopping depth (based on a drainage
analysis) and the future resurfacing depth. Because milling of the pavement is becoming
more prevalent, additional curb height may not be a consideration.

5.

Parking Considerations. The curb height next to on-street parking should be 6 in. or less.
This will allow clearance for the opening of a car door. The curb height on a street or
parking lot with diagonal or perpendicular parking should also be limited to 6 in to prevent
underside vehicle damage.

6.

Freeze-Thaw Considerations. The combined curb-and-gutter design removes the pavement

joint away from the face of curb. After several freeze-thaw cycles, a standard curb type may
become uneven and present an unsightly appearance; therefore, an integral or combined
curb is preferable.

7.

Handicapped Accessibility. A curb should be designed with a curb ramp at each pedestrian
crosswalk to provide adequate access for the safe and convenient movement of physically-

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handicapped individuals. Section 51-1.08 and the INDOT Standard Drawings provide
details on the design and location of a curb ramp.

45-1.06 Sidewalk
A sidewalk is considered an integral part of the urban environment. In such an area, a traveler
frequently chooses to make all or part of his or her trip on foot, and a pedestrian desires to use a
paved surface for the trip. In a rural area, a sidewalk is less common, but it may have sufficient
value in a developed rural area, especially in the vicinity of a school, to warrant its construction.

45-1.06(01) Guidelines for Sidewalk Warrant

1.

Sidewalk Currently Exists. Where a sidewalk currently exists and will be disturbed by
construction, the sidewalk will be reconstructed in kind. If a bridge with an existing
pedestrian sidewalk is reconstructed, the sidewalk will be retained.
If a sidewalk exists only on one side of a State highway or bridge, the project will often
include the construction of a new sidewalk on the other side. However, the funding and
maintenance arrangements will be according to the criteria in Item 5 below.

2.

Sidewalk Does Not Currently Exist on Roadway. The warrant for a sidewalk depends upon
if the project is inside or outside city limits. The following provides guidance for each of
these situations.
a.

Project within City Limits. At the preliminary field check stage, the designer should
arrange a meeting between the appropriate district personnel and city officials to
make a collective determination on the need for a sidewalk. If the city officials
indicate that a sidewalk is needed and request that it be included as part of the
project, the project will include the sidewalk. If Federal-aid funds are used, the
Department may elect to help pay for the construction of the new sidewalk.
However, if Federal-aid funds are not used, this will require a reimbursement
agreement between the State and the city in accordance with Item 5 below. If the
city officials indicate that the sidewalk is needed but do not want it included as part
of the project, the designer should develop the plans so that a graded grassed area is
provided for a future sidewalk. The incorporation will be responsible for installing
the sidewalk in the future.

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b.

Project outside City Limits (Town or Rural Area). The Department may install a
sidewalk if it deems it necessary. The need for a sidewalk will be determined as
required for each project. No numerical warrants are available. The designer should
consider providing a sidewalk along a roadway where pedestrians are present or
would be expected be present if they had a sidewalk available (i.e., a latent demand
exists such as evidence of a pathway along a highway).

Once the decision is made to provide a sidewalk along a roadway, the need for a sidewalk
on both sides of the roadway will be determined as required for each project.
3.

Sidewalk Does Not Currently Exist on Bridge. If a bridge is within the limits of a
reconstruction (4R) or 3R project and if its bridge deck will be rehabilitated as part of the
project, a sidewalk will be provided on the bridge if provided on the approach roadway. If
the bridge deck will not be rehabilitated as part of the reconstruction or 3R project, it will
rarely be warranted to perform work solely to provide a sidewalk on the bridge unless a
sidewalk exists on the approaching roadway.
Bridge-deck rehabilitation may be the only work on a 3R project. A sidewalk may be on the
approach roadway or the approach roadway may be a candidate for a future sidewalk based
on the discussion in Item 2 above. If so, a sidewalk should be included as part of the bridgedeck rehabilitation project.
Once the decision is made to provide a sidewalk on a bridge, one will be constructed on
each side, unless there is a justification to place a sidewalk on only one side.

4.

Sidewalk Does Not Currently Exist on Underpass. An underpass may be within the limits
of a project. If the approach roadway will have a sidewalk, it will be provided through the
underpass, unless this would involve unreasonable costs to relocate the bridge substructure.
A bridge-reconstruction project may involve major work on or the replacement of the bridge
substructure. If the bridge passes over a roadway, the designer should consider allowing
space for the future addition of a sidewalk through the underpass.
Once the decision is made to provide a sidewalk through an underpass, one will normally be
constructed along each side of the underpassing roadway, unless there is a justification to
place a sidewalk on only one side.

5.

Funding and Maintenance Considerations.

Sidewalk funding and maintenance
considerations are dependent upon project location. The following will apply:

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a.

City Limits. For a sidewalk constructed within city limits, the city will be
responsible for the costs of constructing the sidewalk unless Federal-aid funds are
used. The State may then participate. If totally funded by the city, a reimbursement
agreement will be required between the Department and the city prior to the project
letting. The State will be responsible for the cost of right-of-way acquisition and
grading required specifically for the sidewalk.

b.

Town or Rural Area. A new sidewalk constructed in a town or rural area outside of
city limits may be funded with State or Federal-aid funds. This includes all costs for
right-of-way acquisition, grading, and construction.

c.

Bridge. Regardless of location, the total cost for a sidewalk on a bridge may be
funded with State or Federal-aid funds.

45-1.06(02) Sidewalk-Design Criteria

In determining the sidewalk design, the designer should consider the following:
1.

Width. A typical sidewalk is 5 ft wide with a 5-ft buffer area between the roadway and
sidewalk. If there is no buffer area provided, the sidewalk should be 6 ft wide to
accommodate any appurtenances which may be included in the sidewalk (see Item 4 below).
A high pedestrian volume may warrant a greater width in, for example, a commercial area or
school zone. The designer may conduct a detailed capacity analysis to determine the
sidewalk width. Highway Capacity Manual Chapter 13 should be reviewed for this
analysis.

2.

Handicapped Accessibility. A sidewalk should be in accordance with the handicappedaccessibility criteria provided in Section 51-1.05(01). Where this is not practical, the criteria
in Section 51-1.05(02) may be used.

3.

Urban Area. In a central business district, the entire area between a curb and a building is
used as a paved sidewalk.

4.

Appurtenance. The designer should consider the impacts of a roadside appurtenance within
the sidewalk (e.g., fire hydrant, parking meter, utility pole). These elements will reduce the
effective usable width because they interfere with pedestrian activity. Such an appurtenance
should be placed behind the sidewalk. If it is placed within the sidewalk, the sidewalk
should be widened accordingly.

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5.

Cross Slope. The cross slope is 2%. If the sidewalk is on an accessible route, the maximum
cross slope will be 2%. See Section 51-1.05.

6.

Buffer Area. If the available right of way is sufficient, a buffer area between the curb and
sidewalk is desirable. This area provides space for snow storage and allows for a greater
separation between vehicle and pedestrian. The buffer area should be at least 5 ft wide to be
effective and should desirably be wider. A buffer area may also be used for the placement
of roadside appurtenances, if necessary. However, this is undesirable because the proximity
to the traveled way increases the likelihood of a vehicle/fixed-object accident. The presence
of an appurtenance in a buffer area detracts from the appearance of the highway
environment.

7.

Pedestrian Railing on Bridge. Chapter 59 provides criteria for where a pedestrian railing
will be required on a bridge. Chapter 49 provides information for the treatment of a blunt
end of a pedestrian railing.

45-2.0 MEDIAN
A median is desirable on a highway with 4 or more lanes. The principal functions of a median are
as follows:
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.

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 an area for storage of a vehicle crossing the mainline at an intersection,
to facilitate drainage collection,
to provide an area for snow storage,
to provide an open green space,
to provide a recovery area for an out-of-control vehicle,
to provide a refuge area in case of emergency,
to minimize headlight glare,
to provide an area for pedestrian refuge, or
to provide space for future lanes.

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45-2.01 Median Width
The median should be as wide as can be used advantageously. The median width is measured from
the edges of the two inside travel lanes and includes the left shoulders or curb offsets. The design
width will depend on the functional classification of the highway, type of median, availability of
right of way, construction costs, maintenance considerations, acceptable median slopes, the
anticipated ultimate development of the facility, operations at crossing intersections, and field
conditions. The designer should consider the following to determine an appropriate median width.
1.

Left Turn. The need for a left-turn bay should be considered in selecting a median width.

2.

Crossing Vehicle. A median should be approximately 25 ft wide to safely allow a crossing

passenger vehicle to stop between the two roadways. Where trucks are commonly present
(e.g., truck stop), the median width should be increased to allow a truck to stop between
roadways. The appropriate design vehicle for determining the median width should be
chosen based on the actual or anticipated vehicle mix of crossroad or other traffic crossing
the median.

3.

Signalization. At a signalized intersection, a wide median can lead to inefficient traffic

operation and may increase crossing time.

4.
Median Barriers. A median barrier may be warranted in a narrow median. Therefore, the
median should be wide enough to eliminate the need for a barrier. See Section 49-4.05.
5.

Operations. Some vehicular maneuvers at an intersection are partially dependent on the

median width. These include a U-turn or a turning maneuver at a median opening. The
designer should evaluate the likely maneuvers at an intersection and provide a median width
that will accommodate the selected design vehicle. See Section 46-8.01 and Item 2 above.

6.

Separation. From a drivers perspective, a median width of 40 ft physically and

psychologically separates him or her from the opposing traffic.

7.

Uniformity. A uniform median width is desirable. However, a variable-width median may

be advantageous where right of way is restricted, at-grade intersections are widely spaced
(2500 ft or more), or an independent alignment is practical.

8.

Other Elements. The widths of other roadway cross-section elements should not be reduced
to provide additional median width.

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Chapter 53 provides specific numerical criteria for median width on a new-construction or
reconstruction project. On an existing highway, retaining of the existing median width will be
determined as required for each project.

45-2.02 Median Type

Figure 45-2A illustrates the available median types: flush, flush with concrete median barrier,
raised, or depressed. The following provides additional information on median type.

45-2.02(01) Flush Median

A flush median is used on an urban highway or street. A flush median should be slightly crowned
to avoid ponding water in the median area. However, a flush median with a concrete median barrier
should be depressed to collect water within a closed-drainage system.
The width for a flush median on an urban street ranges from 4 ft to 16 ft. If the median width is 16
ft or less, the designer should consider using a continuous raised corrugated median or a slightly
mounded median curb with 1 to 2 in. edge height. A corrugated type of median should be used
where there is little or no anticipation that a motorist will drive onto the median to make a left turn.
The INDOT Standard Drawings provide additional details for a corrugated or mounded median.
To accommodate a left-turn lane, a flush median should be 14 ft wide. This will allow a 12-ft turn
lane and a minimum 2-ft separation between a left-turning vehicle and the opposing traffic.
A two-way left-turn lane (TWLTL) is also considered a flush median. The roadway cross section
with a flush median will allow ultimate development for a TWLTL. The figures in Chapters 53, 55,
or 56 provide the criteria for TWLTL width. Section 46-5.02 provides information on design
details for a TWLTL at an intersection.
A flush median with a concrete median barrier may be used on an urban freeway where the right of
way does not allow for the use of a depressed median. For a new-construction or complete
reconstruction project, the minimum width of a flush median for an urban freeway is 25 ft. This
allows the use of two 12-ft left shoulders and the width of the concrete median barrier. On a partialreconstruction project, the minimum width may be the existing median width.

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45-2.02(02) Raised Median
A raised median is used on an urban highway or street to control access and left turns, and to
improve the capacity of the facility. Figure 45-2A illustrates a raised median.
If compared to a flush median, a raised median offer the advantages as follows:
1.

mid-block left turns are controlled;

2.

left-turn channelization can be more effectively delineated if the median is wide enough;

a distinct location is available for traffic signs, signals, pedestrian refuge, or snow storage;

4.

the median edges are more discernible during and after a snowfall;

5.

drainage collection may be improved; and

6.

limited physical separation is available.

If compared to a flush median, the disadvantages of a raised median are as follows:

1.

it are more expensive to construct and more difficult to maintain;

2.

it may need a greater width to serve the same function (e.g., left-turn lane at an intersection)
because of the raised island and offset between curb and travel lane.

3.

adverse vehicular behavior may result upon impact of a curb;

4.

prohibiting mid-block left turns may overload a street intersection and may increase the
number of U-turns;

5.

it may complicate the drainage design; and

6.

access for an emergency vehicle is restricted.

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If a raised median will be used, the designer should consider the following in the design of the
median:
1.

Design Speed. Because of the possible adverse effect that a curb can have on a vehicular
behavior if impacted, a raised median should only be used where the design speed is 45 mph
or lower.

2.

Curb Type. Either a vertical or sloping curb with an edge height of 1 to 2 in. or more may
be used.

3.

Appurtenance. If practical, the placement of an appurtenance within the median is

discouraged (e.g., traffic signal pole, light standard).

4.

Desirable Width. If practical, the width should be sufficient to allow for the development of
a channelized left-turn lane. This yields an 18-ft median width, assuming the following:
a.
b.
c.

a 12-ft turn lane,

a 2-ft curb offset between the opposing through lane and raised island, and
a minimum 4-ft raised island.

5.

Minimum Width. The minimum width should be 8 ft. This assumes a minimum 4-ft raised
island with 2-ft curb offsets on each side adjacent to the through travel lanes. In a restricted
location, a continuous vertical curb may be offset 1 ft, and sloping curb may be offset 0 ft.
Under this condition, the minimum raised-median width with a vertical curb is 6 ft, and that
with a sloping curb is 4 ft.

6.

Raised Island (Paved). For a raised island up to 16 ft wide, the island should be paved to
reduce the maintenance requirements of the median.

7.

Raised Island (Landscaped). For a raised island of 16 ft or wider, the area between the curbs
is backfilled and landscaped. However, where there are numerous signs, bridge piers, etc.,
in the island, it may be more economical to pave the raised island to eliminate excessive
hand mowing.

45-2.02(03) Depressed Median

A depressed median is used where practical on a freeway or other divided rural arterial. A
depressed median has better drainage and snow storage characteristics and, therefore, is preferred
for a major highway. It provides the driver with a greater sense of comfort and freedom of

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operation. In the design of a depressed median, the designer should consider the following.
1.

Width. It should be as wide as practical to allow for the addition of future travel lanes on the
inside while maintaining a sufficient median width. See Chapters 53 and 54.

2.

Longitudinal Gradient. The minimum center longitudinal grade with an unpaved ditch
should be 0.5%, or, with a paved ditch 0.3%. Under a restricted condition, a minimum grade
of 0.3% or 0.2%, respectively, may be used.

3.

Side Slope. The side slopes should be 6:1.

4.

Ditch. On new construction, a 4-ft flat-bottom ditch in the center should be considered.

5.

Drainage Inlet. A drainage inlet should be designed with the top of the inlet flush with the
ground or with traversable safety grates on the culvert ends. See Section 49-3.0 for more
information.

6.

INDOT Standard Drawings. The INDOT Standard Drawings provide additional details and
layout for a depressed median.

45-3.0 ROADSIDE ELEMENTS

45-3.01 Fill Slope
A fill slope is the slope extending outward and downward from the edge of the shoulder to intersect
the natural ground line. The slope criterion depend upon the functional classification, fill height,
urban or rural location, project scope of work, and the presence of curbs. For new construction, a
6:1 slope should be used to the edge of the clear zone and, if the slope has not intersected the natural
ground line at this point, a 3:1 or flatter slope is used to the toe. Figures 45-3A and 45-3B provide
the fill-slope criteria.
Although Figures 45-3A and 45-3B provide specific criteria for a fill slope, consideration must be
given to right-of-way restrictions, utility considerations, and roadside development in determining
the appropriate fill slope for the site conditions. If practical, a flatter fill slope than indicated should
be used.

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** PRACTICE POINTER **
Grading for guardrail end treatment should not be shown on the
Typical Cross Section sheet.

45-3.02 Cut Slope

45-3.02(01) Slope Rate
On a facility without curbs, a roadside ditch is provided in a cut slope to control drainage. Figure
45-3C provides the criteria for a cut section without a curb. As indicated in Figure 45-3C, the ditch
section includes the foreslope, ditch width, and backslope as appropriate for the facility type. On a
facility with curbs, a shelf is provided with a backslope beyond the shelf. Where a sidewalk is
present or anticipated in the future, a minimum shelf width of 11 ft should be provided. This
provides a 1-ft appurtenance strip behind the sidewalk. The minimum shelf width without a
sidewalk or anticipated sidewalk may be 5 ft. Applicable criteria are provided in Figure 45-3D. For
a section with a curb, sidewalk and ditch, the designer should refer to Figure 45-3C for appropriate
criteria beyond the sidewalk. The following provides additional information for an earth or rock
cut.

45-3.02(02) Rock Cut (Backslope)

The backslope for a rock cut should not exceed 1:6. For a large rock cut, benching of the backslope
may be required. Section 18-2.08 provides the benching criteria for a rock cut.

45-3.02(03) Material and Soils Conditions

The designer must ensure that permanent erosion control is considered in the design of a ditch in a
cut slope. The Office of Materials Management will review the existing soils conditions to
determine if additional measures may be required to control erosion (e.g., additional topsoil, special
plantings, paving). It will be the designers responsibility to consider such recommendations for
incorporation into the plans. A longitudinal-ditch slope of 1% or steeper will require sodding. A
slope of 3% or steeper will require a paved or riprap lining. For more information on the design of
ditch lining, the designer should review Part IV and the INDOT Standard Drawings.

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45-3.02(04) Roadside Safety

To safely accommodate a run-off-the-road vehicle, the ditch slopes should be as flat as practical.
Section 49-3.02 provides specific criteria to determine desirable foreslope and backslope
combinations. All hazards within the clear zone are to be removed, relocated, made breakaway, or
shielded. See Chapter 49.

45-3.02(05) Hydraulic Design

Part IV discusses the hydraulic design of a roadside ditch. The depth of the ditch should ensure that
the flow line for the design discharge (e.g., Q10) will be below the subgrade intercept with the
foreslope. The flattest longitudinal grade for an unpaved ditch should be 0.5%. A flatter
longitudinal grade of 0.3% may be used under a restricted condition.
45-3.03 Reducing the Use of a 2:1 Slope
A slope of 2:1 or steeper should be avoided on an INDOT project unless it is absolutely
necessary. Such a slope is extremely difficult to maintain, is susceptible to erosion problems,
and in some soil types has serious slope-stability problems. The use of a 2:1 or steeper slope on
a local-public-agency project will be at the discretion of the local public agency.
The acceptability of using a steeper-than-desirable sideslope differs depending on the project
design criteria as follows.

45-3.03(01) New-Construction or Reconstruction Project (4R)

On a 4R project which requires additional right of way, the use of a 2:1 slope should be avoided
wherever possible. In a deep cut or high fill, the additional right-of-way cost to construct a 3:1
slope beyond the clear zone is a minor consideration. If a 2:1 slope appears to be necessary at a
select location, early geotechnical investigation should be conducted to determine its suitability.
In an urban area with limited or costly right of way, a 2:1 slope is permissible. An alternative
such as burying a pipe in a ditch to reduce the slope or constructing a mechanically-steepened
slope should be evaluated if one of these practices will result in better slope stability. Another
alternative is described in Section 36-6.08, which recommends the use of a curb under guardrail
along the shoulder at the top of a steep slope with high erosion potential. Details of this practice
are shown in the INDOT Standard Drawings.

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For an Interstate 4R rehabilitation project, it may not be feasible to upgrade each slope to provide
the required clear zone due to environmental constraints or right-of-way limitations. If a slope
steeper than 3:1 is retained, it should be evaluated to determine if guardrail is warranted using
the figures shown in Section 49-4.04. A slope may also be evaluated using the software included
in the AASHTO Roadside Design Guide. See Section 54-4.0.
The designer must prepare Design Exception Level Two documentation where a 2:1 sideslope is
proposed on a 4R project. This should be completed at the grade-review stage. The
documentation must include a discussion of the economic or environmental reasons for needing
a sideslope of 2:1 or steeper.
A slope of 3:1 instead of 2:1 should be used in a rock-cut area. Most rock is sandstone or shale
and will not stand vertically. A backslope of 2:1 should be used only where good slope stability
or sound rock has been verified.

45-3.03(02) 3R Project
The use of a 3:1 slope should be considered as described in Section 55-4.05(9) Item 2.a. If a
steeper slope is required, a 2.5:1 slope should be considered before implementing a 2:1 slope. A
slope behind guardrail at a corner of a bridge should not be steepened to 2:1, though the slope
may be completely protected by the guardrail.
A location or situation that may warrant a slope of 2:1 or steeper is as follows:
1.

roadway widening that encroaches into a wetland;

2.

area with restrictive or costly right of way; or

3.

slope at the end of a large culvert, bridge spillslope, or other location where it is desirable
to protect the slope with riprap.

Where a 2:1 slope is specified, it should be protected with erosion-control blankets and capping
soils suitable for growing vegetation. The designer should contact the Production Management
Divisions landscape architect concerning the possibility of capping a cut or fill slope steeper than
3:1.

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45-4.0 BRIDGE OR UNDERPASS CROSS SECTION
The highway cross section must be carried over or under a bridge, which often requires special
considerations because of the confining nature of a bridge and its high unit costs. The bridge or
underpass section will depend upon the cross section of the approaching roadway, the highway
functional classification, and the project scope of work.

45-4.01 Bridge
The road-design criteria will determine the proper cross section width of the roadway, and the
bridge design will accommodate the paved approach width across each structure within the project
limits. This will provide full continuity of the roadway section for the entire project. This process
will, of course, require proper communication between the road designer and bridge designer to
identify and resolve any problems.
The bridge cross section will be determined by the project scope of work. For new construction or a
bridge project within the limits of a 4R road project, the criteria provided in Chapter 53 will
determine the cross section of the bridge. For a bridge project within the limits of a 3R road project,
the cross section will be determined from the criteria shown in Chapter 54 or 55. Section 40-6.0
provides project scope-of-work definitions and a map of the State highway system with designated
3R and 4R routes. The following will apply to the cross section of a bridge.
1.

Clear-Roadway Width. Chapter 53 provides criteria for a new-construction project and a

bridge within the limits of a 4R road project. Chapters 54 and 55 provide criteria for a
bridge within the limits of a 3R road project on a freeway or non-freeway. For a summary
of bridge-width criteria, see Section 59-1.01.

2.

Travelway-Width Reduction. Upon approaching a narrow bridge, the roadway width must
be reduced to allow it to be accommodated by the bridge. The travelway-reduction
transition should be designed using the taper rate shown in Figure 502-2J.

3.

Auxiliary Lane. To determine the additional width needed for an auxiliary lane, the
following will apply.
a.

Chapter 48 discusses the warrants for and design of an auxiliary lane within an
interchange. This may be needed across a bridge, for example, to accommodate
vehicular weaving within a full-cloverleaf interchange.

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4.

b.

Chapter 46 discusses warrants for and the design of an auxiliary lane at an

intersection, including two-way left-turn lane, turning roadway, and exclusive turn
lane. This may impact the design width of a structure near an intersection.

c.

Section 44-2.0 discusses the warrants for and design of a climbing lane. The full
width of this lane including shoulders will be provided across a structure.

d.

Chapters 53, 54, and 55 provide the width of an auxiliary lane for various project
scopes of work (e.g., 3R, 4R) and facility type (e.g., arterial).

Cross Slope. On a tangent section, a new or reconstructed bridge will be constructed with a
cross slope of 2% sloping away from the crown. The 2% applies to the entire width from
the crown to the front face of railing or curb. The crown across the bridge will be in the
same location as the approaching roadways crown. An existing bridge to remain in place
may retain an existing cross slope of 1.5%.
On a superelevated roadway section, a break may be provided between the traveled way and
the high-side shoulder. However, on a superelevated bridge, a constant slope at the
superelevation rate is provided across the entire curb-to-curb or railing-to-railing width of
the bridge. This applies to a fully-superelevated section, or a section within a superelevation
transition.
The approach roadway will include a shoulder with a cross slope different from that on the
bridge. For example, the typical roadway shoulder cross slope on tangent is 4%. It will be
necessary to transition the roadway shoulder slope to the bridge deck slope before reaching
the bridge deck. The rate of transition should be consistent with the relative longitudinal
slope used for a superelevation transition. This is described in Section 43-3.0.
See Section 59-1.0 for the cross section for a bridge.

5.

Median. Section 45-2.0 discusses the design of a median. Twin parallel structures will be
used to carry a median across an overpass. For a long span with a sufficiently narrow
median, some economy in substructure costs may be realized by constructing a single
structure. Depending on site conditions, a single structure may be more cost effective than
twin structures where the median width is approximately 30 ft or less on a freeway or 20 ft
or less on another type of road. The median width at an overpass will match the median
width on the approach.

6.

Sidewalk. Section 45-1.06 provides the sidewalk warrants on a bridge. For design of a
sidewalk on a bridge, see Chapter 61.

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7.

Side Slope. Section 45-3.0 provides criteria for fill and cut slopes along the roadway. If it is
necessary to transition a slope, the transition should be made such that the maximum
longitudinal slope along the roadside does not exceed 20:1 at a line measured a distance of
25 ft from the edge of traveled way.

8.

Ramp. For a bridge on an interchange ramp, the full paved width of the ramp should be
provided across the bridge. See Section 48-5.0 for criteria on ramp width.

45-4.02 Underpass
The cross section of an underpass has a significant impact on the size of the overpassing structure.
The underpass should be designed as described below.
1.

Roadway Section. The full approach-roadway section, including the median width, should
be provided through the underpass section.

2.

Clear Zone. The roadside clear zone applicable to the approaching roadway section will be
provided through the underpass. Section 49-2.0 provides clear-zone criteria, which are a
function of design speed, traffic volume, highway alignment, and side slopes. If an auxiliary
lane is provided through the underpass, this impacts the clear-zone determination. Section
49-2.0 discusses the width of a clear zone where an auxiliary lane is present.

3.

Travelway-Width Reduction. Upon approaching a narrow underpass, the roadway width

should be reduced to allow the roadway to pass under the bridge. The travelway-reduction
transition should be designed using the taper rate shown in Figure 502-2J.

4.

Sidewalk. Section 45-1.06 provides the sidewalk warrants through an underpass.

5.

Side Slope. Section 45-4.01 discusses the rate of transition for modifying the rate of a fill or
cut slope near an underpass.

6.

Future Expansion. In determining the cross-section width of a highway underpass, the road
designer should also consider the likelihood of future roadway widening. Widening an
existing underpass in the future can be expensive. Therefore, the designer should evaluate
the potential for further development in the vicinity of the underpass which would
significantly increase traffic volume. If appropriate, a reasonable allowance for future
widening may be made to provide sufficient lateral clearance for additional lanes.

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7.

Ramp. For an underpass on an interchange ramp, the full paved width of the ramp including
shoulders and the clear-zone width should be provided through the underpass. See Section
48-5.0 for criteria on ramp width.

45-5.0 CHANGE IN ROADWAY CROSS SECTION

The transition from a divided facility to one of only 2 lanes is a complex decision-making area for a
driver, who may not be expecting the lanes reduction. Therefore, the designer should use the safest
criteria practical, whether the transition is permanent or temporary.
The horizontal alignment for a permanent or temporary transition should follow the criteria
described in Chapter 43. A temporary connection should be designed as a new facility. This
includes, but is not limited to, superelevation, transition length, reverse curves, or the tangent length
between curves.
Decision sight distance should be provided to and throughout the transition area. To achieve this
objective, the project termini may need to be adjusted.
The following figures illustrate transition design.
1.

Figure 45-5A provides the details for a transition from a 2-lane to a 4-lane facility on a
curve. The transition may also be designed on a tangent. The designer must consider the
design of the horizontal-alignment features. See Chapter 43.

2.

Figure 45-5B provides the details for a split transition from a 4-lane to a 2-lane facility on a
tangent section.

3.

Figure 45-5C provides the details for a split transition from a 4-lane undivided to a 4-lane
divided facility on a tangent section.

4.

Figure 45-5D provides the details for a split transition from a 4-lane undivided to a 5-lane
TWLTL facility on a tangent section.

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45-6.0 RIGHT OF WAY
45-6.01 Definitions
The following right-of-way definitions will apply:
1.

Permanent Right of Way. Right of way acquired for permanent ownership by the State for
an activity which is the responsibility of the State for an indefinite period of time. The State
obtains the title to the property. Permanent right of way is acquired for roadway, utility
accommodation, fill or cut slopes, etc.

2.

Temporary Right of Way. Right of way required for the legal right of usage by the State to
serve a specific purpose for a limited period of time. The period of time is that until a
project is completed, for building removal until the building is removed, or for
condemnation until three years beyond December of the anticipated letting year at the time
of condemnation. Once the activity is completed, the State yields its legal right of usage and
returns the land to its original condition as close as practical.

3.

Right-of-Way Easement. Right of way required with the perpetual right to construct and
maintain a public highway and incidental facilities over and across the surface of land. This
includes the following:
a.
b.
c.

4.

highway easement (e.g., relocating, cleaning, or repairing a legal ditch);

utility easement for a private facility (e.g., pipeline, private access road); or
storm-sewer easement.

Perpetual Easement. Right of way acquired with the perpetual or permanent right to
construct and maintain an off-road facility such as a sewer line, drainage ditch, or other item
(except that under the jurisdiction and control of a county drainage board) outside the
highway or service-area right of way.

45-6.02 Width
The minimum right-of-way width will be the sum of the widths of travel lanes, shoulders, median
(if applicable), ditches, plus that necessary for fill or cut slopes or for roadside clear zones,
whichever is greater. The overall right-of-way width should be increased to provide additional
width for the following.

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1.

Maintenance. A 6-ft to 15-ft maintenance area should be provided along each side of the
roadway to accommodate maintenance equipment at the top or bottom of a cut or fill slope.

2.

Utility Corridor. A utility corridor, for an underground or overhead utility, should be

provided beyond the roadside clear zone. Chapter 104 provides additional information on
the placement of utility lines within the highway right of way.

3.

Future Expansion. The designer should initially consider obtaining sufficient right of way to
meet the anticipated long-term corridor growth. This may include obtaining additional right
of way for the following:
a.
b.
c.
d.

a wider median to allow for the addition of future through travel lanes;
expansion of an existing interchange;
a future interchange; or
expanding an existing 2-lane facility to a 4-lane divided highway.

The right-of-way width should be uniform, but this is not a necessity. In an urban area, a variable
width may be necessary due to existing development or varying side slopes. Embankment heights
may make it desirable to vary the right-of-way width. Right-of-way limits will likely have to be
adjusted at each intersection or freeway interchange. Other right-of-way controls to be considered
are as follows.
1.

At a horizontal curve or intersection, additional right of way may be warranted to ensure that
the necessary sight distances are always available in the future.

2.

Where the necessary right-of-way width cannot be reasonably obtained, the designer should
consider using steeper slopes, revising grades, or using retaining structures.

3.

Right-of-way considerations at an interchange are discussed in Chapter 48.

Chapter 85 provides additional criteria for establishing the right-of-way limits. The designer will
coordinate with the Office of Real Estate on the purchase of right of way.

45-7.0 FRONTAGE ROAD

45-7.01 General
A frontage road serves numerous functions, depending on the type of facility served and the
character of the surrounding area. It may be used to control access to the facility, to function as a

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street serving adjoining property, or to maintain circulation of traffic on each side of the main
highway. A frontage road segregates local traffic from the higher-speed through traffic and serves
drives of residences or commercial establishments along the highway. A connection between the
main highway and frontage road, usually provided at a crossroad, furnishes access between the
through road and adjacent property. Thus, the through character of the highway is preserved and is
unaffected by subsequent development along the roadside.
A frontage road may be used with a facility of any functional classification. It greatest use is
adjacent to a freeway where its primary function is to distribute and collect traffic between local
streets and the freeway interchanges. A frontage road is also desirable along an arterial street in
either an urban or suburban area.
Despite its advantages, the use of a continuous frontage road on a relatively high-speed arterial
street with intersections at grade may be undesirable. At a cross street, the various through and
turning movements greatly increases the accident potential. Multiple intersections are also
vulnerable to wrong-way entrances. Traffic operations are improved if the frontage road is located a
considerable distance from the main highway at the intersecting crossroad in order to lengthen the
spacing between successive intersections along the crossroad. See Section 45-7.03.
A frontage road is parallel to the through roadway. It may or may not be continuous, and it may be
provided on one or both sides of the arterial.
For a private frontage or access road, an economic analysis needs to be completed to ensure that the
construction of the frontage road will be cost effective versus the purchasing of the property.

45-7.02 Functional Classification

The design elements of pavement width, cross slope, horizontal or vertical alignment, etc., should
be provided consistent with the functional operation of the frontage road. The same considerations
relative to functional classification, design speed, traffic volume, etc., apply to a frontage road as
they would to another highway.
For a high-traffic volume, continuous frontage road, the desirable functional classification will be
one level below that of the main highway classification.
For a low-traffic volume, non-continuous frontage road, the design functional classification should
be local road or street.

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45-7.03 Design
45-7.03(01) Design Elements
The selection of the appropriate design criteria is based on the functional classification of the
frontage road. Once the functional classification has been determined, the appropriate design speed,
lane and shoulder widths, etc., from the figures in Chapters 53 through 55, can be selected.

45-7.03(02) One-Way Versus Two-Way Operation

From an operational and safety perspective, a one-way frontage road is preferred to two-way. A
one-way operation may inconvenience local traffic to some extent, but the advantages in reducing
vehicular and pedestrian conflicts at an intersecting street compensates for this inconvenience.
There is some savings in pavement and right-of-way width. A two-way frontage road at a hightraffic volume, at-grade intersection complicates crossing and turning movements. An off ramp
(e.g., slip ramp) joining a two-way frontage road should not be used because the potential for
wrong-way entry is increased.
A two-way frontage road may be considered for a partially-developed urban area where the
adjoining street system is so irregular or so disconnected that one-way operation would introduce
considerable added travel distance and cause undue inconvenience. A two-way frontage road may
also be appropriate for a suburban or rural area where points of access to the through facility from
the frontage road are widely spaced.

45-7.03(03) Outer Separation

The area between the main highway and a frontage road is the outer separation. This separation
functions as a buffer between the through traffic on the main highway and the local traffic on the
frontage road. This separation also provides space for shoulders and ramp connections to or from
the through facility.
The wider the outer separation, the less influence local traffic will have on through traffic. A wider
separation lends itself to the landscape treatment and enhances the appearance of both the highway
and the adjoining property. The outer separation between the through arterial and the frontage road
should be 100 ft in a rural area or 60 ft in an urban area. These distances are measured between the
edges of the through lanes for the main highway and frontage road. The intersection of the frontage
road and crossroad should be 160 ft or more from the intersection of the arterial and crossroad. This
lengthens the spacing between successive intersections along the crossroad. The minimum width of

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outer separation will be that required for the shoulder adjacent to the main highway, the frontage
road shoulder or offset, and a median barrier.
A substantial width is particularly advantageous at an intersection with a cross street. A wide outer
separation minimizes vehicular and pedestrian conflicts. At an intersection, the outer separation
should be based on future traffic considerations.

45-7.03(04) Access
The connection between the main highway and the frontage road are an important design element.
On an arterial with slow-moving traffic and a one-way frontage road, a slip ramp or simple opening
in a narrow outer separation may work reasonably well. A slip ramp from a one-way frontage road
to a freeway is acceptable. However, a slip ramp from a freeway to a two-way frontage road is
undesirable as it tends to induce wrong-way entry onto the freeway and may cause crashes at the
intersection of the ramp and frontage road. Therefore, on a freeway or other arterial with high
operating speeds and a two-way frontage road, the access to the freeway should be provided at an
interchange. Details for the ramp and frontage road design are provided in Section 48-6.04.

45-7.04 Design Considerations for Frontage-Road and Local-Road Intersection

Section 40-8.0 discusses the procedure for processing an exception to an INDOT design criterion.
These apply to the design of a frontage road.
An existing, reconstructed, or proposed intersection between a frontage road and another facility
may need to include a relatively restricted horizontal or vertical alignment on the frontage road as it
approaches the intersection. Reduced alignment features near an intersection may be used,
assuming that a prudent driver will reduce speed as the vehicle approaches the intersection with the
higher-volume facility. Therefore, reduced alignment features for that portion of the frontage road
near the intersection may be incorporated if most of the following conditions are met.
1.

The frontage road is in a rural area.

2.

The road has the appearance of a frontage road.

3.

The frontage road does not have a length of over 2500 ft of open-highway conditions that
could lead a motorist to conclude that he or she is on a through road.

4.

The design speed of the frontage road is 50 mph or lower.

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5.

There is a sufficient tangent length of 500 to 650 ft to allow for placement of advance curve
warning and intersection signs.

6.

The projected AADT on the frontage road must be 750 or less.

7.

The intersection approach should be controlled with a stop sign for the foreseeable future.

8.

Stopping sight distance for the design speed on the frontage road or the local road is
available at the approach.

Failure to be in accordance with one of these criteria should not preclude submitting a design
exception request for reduced alignment features if a valid justification can be presented. Such
factors as heavy development along the road; a posted speed limit lower than the design speed;
adverse impacts to property owners and the environment; stable, but higher than recommended,
AADT; construction costs; adequate advance signing; and predicted driver reaction to the highway
alignment should be considered.

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Paved Shld.
Width, (ft)
4
>4

Shoulder Cross Slope

2% 1
2% 1 for the 2 ft closest to
the travel lane, then 4%

Notes:
1
Where the travel lane tangent cross slope differs from 2%, the shoulder cross slope
should match the travel lane cross slope.
2. The shoulder pavement section should be as described in Section 52-9.02(06).

PAVED-SHOULDER CROSS SLOPES,

TANGENT SECTION, WITH UNDERDRAINS
Figure 45-1A(1)

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Paved Shld.
Width, (ft)
4
>4

Shoulder Cross Slope

2% 1
4%

Notes:
1
Where the travel lane tangent cross slope differs from 2%, the shoulder cross slope
should match the travel lane cross slope.
2. The shoulder pavement section should be as described in Section 52-9.02(06).

PAVED-SHOULDER CROSS SLOPES,

TANGENT SECTION, WITHOUT UNDERDRAINS
Figure 45-1A(2)

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PARKING CONDITION
No parking on either side of street
Parallel parking on one side
Parallel parking on both sides
Angle parking on one side
Angle parking on one side, parallel on the other
Angle parking on both sides
Parallel parking on both sides, with lane lines
Angle parking on both sides, with lane lines

WIDTH (ft)
32
32
40
52
60
82
64
106

DESIRABLE STREET WIDTH WITH ON-STREET PARKING

Figure 45-1C

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FACILITY

FORESLOPE

DITCH WIDTH (2)

BACKSLOPE (3)
A

B
H 10 ft; 4:1
H > 10 ft; 3:1

Freeway

6:1

1.2

4:1 for 20 ft

Arterial or
Rural Collector

6:1

1.2

4:1 for 20 ft

3:1 max to top

Urban Collector

Des. 6:1
Max. 4:1

1.2

4:1 for 4 ft

3:1 max to top

Rural Local Road

V 50 mph
V 45 mph

4:1 (max)
3:1 (max)

Des. 4 ft
Min. V

4:1 (max)
3:1 (max)

Urban Local Street

3:1 (max)

Des. 4 ft
Min. V

3:1 (max)

Notes:
(1) See Sections 49-2.0 and 49-3.0 to determine lateral extent of the foreslope in a ditch section.
(2) For a rock cut, see Section 45-8.0. Figure value may be exceeded where drainage capacity
or other considerations warrant.
(3) Value is for earth cut and represents maximum slope. See Section 45-8.0 for typical rockcut sections.

TYPICAL CUT SLOPE

(Non-Curbed Facility)
Figure 45-3C

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INDIANA DEPARTMENT OF TRANSPORTATION2013 DESIGN MANUAL

CHAPTER 50

Economic Analysis

NOTE: This chapter is currently being re-written and its content will be included in Chapter 302 in the
future.

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TABLE OF CONTENTS
LIST OF FIGURES ........................................................................................................................ 3
50-1.0 GENERAL.......................................................................................................................... 4
50-2.0 COST-EFFECTIVE ANALYSES ...................................................................................... 4
50-2.01 General ......................................................................................................................... 4
50-2.02 User Benefit-Cost Analysis .......................................................................................... 5
50-2.03 Safety Benefits Based on Accident History ................................................................. 7
50-2.03(01) Definitions.......................................................................................................... 7
50-2.03(02) Criteria and Constants ........................................................................................ 8
50-2.03(03) Summary of Steps to Determine the Benefit-Cost Ratio and Net Annual
Benefit ......................................................................................................................... 10
50-2.03(04) Example Calculations for Benefit-Cost Ratio and Net Annual Benefit .......... 12
50-2.03(05) Accident Reduction Factors ............................................................................. 18
50-2.04 Safety Benefits Based on Accident Potential (Run-off-the-Road Accident) ............. 18
50-3.0 VALUE ENGINEERING................................................................................................. 19
50-3.01 General ....................................................................................................................... 19
50-3.02 INDOT Application .................................................................................................... 19
50-3.03 References .................................................................................................................. 20
FIGURES ...................................................................................................................................... 21

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LIST OF FIGURES
Figure

Title

50-2A
50-2B
50-2C
50-2D
50-2E
50-2F
50-2G
50-3A

Accident Cost Per Accident, In 2001 Dollars

Service Lives for Various Projects
4% Interest Factors for Annual Compounding Interest
Accident Summary (Example 50-2.1)
Accident Reduction Benefits (Example 50-2.1)
Accident Reduction Benefits (Example 50-2.2)
Missouri Accident Reduction Factors
VE Potential During Life of a Project (Conceptual)

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CHAPTER 50

ECONOMIC ANALYSIS
50-1.0 GENERAL
The material provided in this Chapter is intended to provide a methodology to evaluate the cost
effectiveness of various safety improvement measures at a specific location.
The designer is responsible for ensuring that the design of the project reflects a cost-effective
expenditure of the available construction funds. This applies to the design of individual elements
(e.g., roadway width, intersection, traffic signal, bridge width, or culverts). The cost-effective
evaluation will be based on the judgment and subjective analysis of the designer. A design may
sometimes warrant an analytical cost-effective evaluation. This may include, for example, a safety
improvement project which will be extremely expensive, or a 3R project which is not in accordance
with the criteria shown in Chapter 55. Section 50-2.0 discusses the Departments cost-effectiveness
procedures.
Value engineering is an important, creative management tool used by the Department to optimize
expenditures for highways and transportation facilities. The Departments value-engineering
approach is to use a team of individuals from various disciplines who review a project to ensure that
it meets the desired objectives. Section 50-3.0 discusses INDOTs value-engineering program.

50-2.0 COST-EFFECTIVE ANALYSES

50-2.01 General
The criteria in this Manual reflect general cost-effective considerations and are applicable to a wide
range of conditions. However, because of the need to develop design criteria for widespread
application, they must inherently assume typical benefits and typical costs that would normally be
encountered in the selection and design of a project. What is actually encountered for a specific
project or site may vary widely in terms of expected benefits and expected costs. It is therefore
appropriate to consider the cost-effectiveness of applying the normal design criteria to an individual
project or site.
The cost-effective analysis will be conducted by the application of engineering judgment. A
rough estimate of construction and right-of-way costs is usually available. The designer has
likely evaluated the projected traffic volumes, accident history, and the project impacts on right
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of way, the environment, and utility relocation. Once the designer evaluates the likely benefits
and costs of the proposed improvement, it is often obvious whether or not a design element
under consideration is cost effective. This approach is the most practical in the interest of time.
Therefore, engineering judgment will most often be used to conduct the cost-effective analysis.
An analytical cost-effect evaluation may be warranted. The following discusses the basic types of
cost-effective methodologies used by INDOT. For additional information on cost-effective
methodologies, the user should review NCHRP Synthesis 142 Methods of Cost-Effectiveness
Analysis for Highway Projects.
The users of any cost-effective methodology should recognize its limitations. These include the
following.
1.

The research data to establish critical relationships (e.g., an accident-reduction factor for
flattening a vertical curve) may have questionable validity. The research may have made
assumptions which are not universally applicable, or several research studies may have
yielded conflicting results. There may be no data available to establish a critical relationship.

2.

A cost-effective methodology may require significant amounts of data, and it may require
considerable effort to perform.

3.

A cost-effect study can only consider those impacts which are quantifiable and which can be
assigned a realistic monetary value. It cannot realistically incorporate the impacts of such
factors as general design consistency, aesthetics, land values and uses, access, driver
convenience and comfort, social ramifications, or environmental consequences.

Therefore, the results of a cost-effective analysis should only serve as a tool to the decision maker.
Despite its analytical approach, there is nonetheless a great deal of subjectivity in the analysis. The
final decision must place the results in proper perspective when considering the limitations of the
cost-effective methodology.

50-2.02 User Benefit-Cost Analysis

This approach estimates the total user benefits and costs for a project as a whole or for an
individual design element within a project. The methodology considers user benefits such as
savings in vehicular operation costs, reduced driving time, and reduced accidents. It considers
direct project costs such as preliminary engineering, construction, right of way, and maintenance.
The objective is to compare overall benefits to overall costs to determine the economic
feasibility of the proposed project or improvement to a specific design element. The comparison

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may be made by means of economic techniques including present worth, benefit-cost ratio, rate
of return, or payback period.
Many cost-effective methodologies have been developed and many references exist which address
user benefit-cost analyses. The standard reference is the AASHTO publication A Manual on User
Benefit Analysis of Highway and Bus-Transit Improvements. The publications basic approach can
be summarized as follows:
1.

Select Cost Factors. The Manual provides highway user cost data for a base year of 1975.
The user of the methodology must select multipliers to convert such data to the year under
study.

2.

Select Economic Study Model. A method to measure the cash outward and inward flows in
equivalent dollars by use of a compound interest must be selected. INDOT has selected a
discount rate of 4% to calculate present value. An analysis period (e.g., twenty years for
new construction) must also be selected (see Section 50-2.03).

3.

Estimate Project Costs. These include construction, right-of-way, and maintenance costs.

4.

Calculate Unit User Costs. The user costs, as a function of traffic characteristics and
highway geometry, should be estimated for the alternative designs including the do-nothing
alternative. User costs include vehicular operating cost, travel time, accident costs, and
fares.

5.

Calculate User Benefits. The benefits for savings in vehicular operating costs, travel time,
accident costs, and fares should be estimated.

6.

Convert to Annual User Benefits. It is necessary to convert all benefits to an annual amount.

7.

Estimate Residual (Salvage) Value. At the end of a facilitys or design elements service
life, some value will likely remain. This value should be estimated and its worth included in
the methodology to offset project costs.

8.

Determine Present Value. The stream of user benefits and user costs over the design service
life must be converted to a present value for comparison between the two.

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50-2.03 Safety Benefits Based on Accident History
Accident history is usually the best indicator of future accident experience. Therefore, if the data is
available and if valid, it is possible to calculate with some precision the cost-effectiveness of a
proposed highway safety countermeasure. This approach is applicable to any assessment of the
safety cost-effectiveness of a design element intended to reduce the frequency and severity of
accidents, assuming that the pertinent information is available. Because accident history can only be
obtained for an existing facility, the procedures described below are only used for a safetyimprovement project or a 3R safety enhancement. Section 55-8.0 provides a discussion on how to
analyze the accident data.
The controlling factor in this analysis is the benefit to cost ratio (B/C). If the B/C ratio is less than 1,
the proposed improvement is not economically prudent. If the B/C ratio is 1 or greater, the
improvement is economically prudent. If the B/C ratio is less than but very close to 1, the secondary
benefits resulting from the proposed improvement should be analyzed before abandoning the
proposed improvement.
The following provides INDOTs procedure for evaluating the safety benefits of a project
improvement based on accident history.

50-2.03(01) Definitions
1.

Equivalent Uniform Annual Benefit (EUAB). The projected annual dollar savings
amortized over the service life of the improvement. This savings is based on accident
reduction and other related cost savings.

2.

Equivalent Uniform Annual Cost (EUAC). The projected annual cost amortized over the
service life of the improvement. This cost is based on the initial cost, annual maintenance
cost, and the terminal (salvage) value of the improvement.

3.

Net Annual Benefit (NAB). The difference between the equivalent uniform annual benefit
and the equivalent uniform annual cost.

4.

Capital Recovery Factor (CRF). The factor used to determine the annual cost with interest to
recover the capital investment during the expected service life of the improvement for an
equal payment series.

5.

Present-Worth Factor (PWF). The factor used to determine the present-day value of the
projected economic benefits during the expected service life of the improvement. The

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present-worth factor for single payment (PWFSP) is used when determining the present-day
worth of the terminal value of the improvement. The present-worth factor for equal payment
series (PWFEPS) is used when determining the present-day value of the annual maintenance
costs.
6.

Service Life. The time period that the improvement can reasonably be expected to impact
accident experience. The expected service life should reflect this time period and is not
necessarily the physical life of the improvement.

7.

Accident Reduction Factor (ARF). The expected percent reduction in accidents based on the
type of improvement.

8.

Accident Projection Factor (APF). The factor used to project the number of accidents in a
given year. It is assumed to be equal to the factor used to project the increase in AADT.
Accidents are assumed to increase at the same rate as the AADT.

50-2.03(02) Criteria and Constants

The following criteria and constants should be used in computing the B/C ratio. Any deviation from
these criteria or constants should be documented in the project files and, where necessary, an
informational copy should be furnished to FHWA. The designer should consider the following:
1.

Accident Costs. To evaluate a project on the same basis, benefits should be computed with
the accident-cost values shown in Figure 50-2A, Accident Cost Per Accident ($).

2.

Service Life. Figure 50-2B shows service lives of various improvements. Costs and
benefits should be based on these time periods.

3.

Interest Rate. An interest rate of 4% should be used. Figure 50-2C, 4% Interest Factors for
Annual Compounding Interest, provides the present-worth and capital-recovery factors for a
4% interest rate.

4.

AADT and Accident Projection. The designer should assume a 2% increase in AADT and
accidents per year over the previous year, unless better data or method of projection is
available.

5.

Accident Reduction Benefits. INDOT is currently using ARFs developed by the State of
Missouri. These factors are shown in Section 50-2.03(05); see Figure 50-2G, Missouri
Accident Reduction Factors). The ARF should be applied to the total number of accidents,

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regardless of the number of people or vehicles involved, when calculating accident reduction
benefits. Examples are as follows.
a.

For a two-car property-damage-only accident, use the ARF from Figure 50-2G times
$3,000, the accident cost from Figure 50-2A, Accident Cost Per Accident ($).

b.

For a two-car accident where one car is property-damaged only and two personal
injuries occur in the other car, use the ARF from Figure 50-2G times $37,000, the
accident cost from Figure 50-2A.

For an improvement that involves multiple alternates, Equation 50-2.1 should be used to
calculate the total percent accident reduction for each type of accident.
ARPt ARPl

ARP2 100 ARP1

100 ARP1 100 ARP2
ARP3

(Equation 50-2.1)
100
100
100

Where:
ARPt

= total percent accident reduction for multiple improvements

ARP1 = the largest percentage reduction in accidents of one of the improvements

ARP2 = the second largest percent reduction in accidents of one of the improvements
ARP3 = the third largest percentage reduction in accidents of one of the improvements
For more information on how to determine accident reduction factors, the user should review
the Institute of Transportation Engineers publication, Selecting and Making Highway Safety
Improvements, a Self Instructional Text TTC-440.
6.

Secondary Benefits. Secondary benefits, such as improved capacity or other economic

benefits, will not be included in the final computed B/C ratio of the selected alternate
solution. Secondary benefits may be used in the B/C computational ratios of the alternate
improvements studied in determining the selection of the preferred alternate but should not
be used for the final B/C ratio.

7.

Equivalent Uniform Annual Benefit (EUAB) and Equivalent Uniform Annual Cost (EUAC).
A summary of the calculations required to determine EUAB, EUAC, and the B/C ratio are
shown in Section 50-2.03(03). Example calculations for determining B/C ratios are shown
in Section 50-2.03(04).

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50-2.03(03)
Benefit

Summary of Steps to Determine the Benefit-Cost Ratio and Net Annual

The following provides a step-by-step procedure which can be used to compute the B/C ratio and the
NAB:
1.

Collect accident data and identify accident pattern (see Section 55-8.0).

2.

Identify the proposed safety improvement (e.g., flatten horizontal or vertical curve, widen
roadway or bridge width, add exclusive left-turn lane, provide traffic signal).

3.

Determine the expected service life of the proposed improvement from Figure 50-2B,
Service Life.

4.

Estimate the construction costs and expected annual maintenance costs.

5.

Assuming that the accident data will parallel the AADT, estimate accident reduction for each
severity class and for each year of the service life of the improvement as follows:

AR N a ARF APF2

(Equation 50-2.2)

Where:
AR =
Na =
ARF =
APF2 =
6.

Accident reduction by year of service life

Number of accidents (from accident data)
Accident reduction factor (from existing records, judgment, or
Figure 50-2G)
Accident projection factor

Assign values to accident reductions using data from ARF in Figure 50-2G, Missouri
Accident Reduction Factors. Compute the accident reduction benefits as follows:
ARB AR AC 3

(Equation 50-2.3)

The result of this step is the gross dollar figure for the total annual benefits for each year of
the service life of each improvement.

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7.

Estimate secondary benefits, wherever possible, and include them in the gross benefit figure
but do not include them in the final B/C computation of the selected alternate.

8.

Convert gross benefits from Step 6 above to the EUAB as follows:

a.

Adjust the benefits to the present-day values by multiplying each years total benefit,
from Step 6 above, by the present-worth factor for that year from Figure 50-2C, 4%
Interest Factors for Annual Compounding Interest.

b.

Add up all of these adjusted benefits.

c.

Multiply the total of the adjusted benefits by the CRF from Figure 50-2C for the last
year of the improvement's service life.

d.

The formula for the above steps is as follows:

EUAB CRF (Summation of Yearly-Adjusted Benefits) (Equation 50-2.4)

9.

Convert the gross costs to the EUAC as follows:

a.

Multiply the annual maintenance cost by the present-worth factor for equal payment
series for the last year of the improvements service life to determine the cumulative
maintenance cost.

b.

Add the initial cost to the total of the cumulative maintenance costs.

c.

Multiply the terminal value by the present-worth factor for single payment for the
improvement's last service year and subtract that amount from the result of Step 9.c.

d.

Multiply the result of Step 9.d. by the CRF for the improvement's last service year.

e.

The formula for the above steps is as follows:

EUAC CRF I c M ac PWFEPS T PWFSP

(Equation 50-2.5)

Where:
CRF
Ic

= Capital recovery factor for the last year of the improvements service
life
= Initial cost

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Mac
PWF
PWFEPS
PWFSP
T
10.

Annual maintenance cost

Present-worth factor
Present-worth factor (equal-payment series)
Present-worth factor (single payment)
Terminal value

Calculate the B/C ratio by dividing the EUAB by the EUAC as follows:

B/C =

11.

=
=
=
=
=

EUAB
EUAC5

(Equation 50-2.6)

Calculate the NAB by subtracting the EUAC from the EUAB as follows:

NAB = EUAB - EUAC6

(Equation 50-2.7)

50-2.03(04) Example Calculations for Benefit-Cost Ratio and Net Annual Benefit
The following are two examples for determining the B/C ratio and the NAB.
**********
Example 50-2.1
Given:

S.R. 62, an Urban Collector

Non-freeway 3R Project
Horizontal curve which meets the criteria described in Section 55-4.03, but has a
history of accidents as shown in Figure 50-2D, Accident Summary (Example 502.1).

Problem:

Determine if realignment of the horizontal curve will be cost effective

Solution:

The following steps from Section 50-2.03(03) apply:

Step 1:

Collect accident data. The accident data is provided in Figure 50-2D.

Step 2:

Identify the proposed safety improvement. The selected improvement is to realign

the horizontal curve.

Step 3:

Determine the service life of improvement. From Figure 50-2B, Service Life, the
expected service life for a horizontal alignment change is 20 years.

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Step 4:

Estimate initial construction and annual maintenance costs. From similar projects,
the construction cost is estimated to be $750,000 with annual maintenance after
realignment to be $3,000. After 20 years, the terminal (salvage) value is expected to
be $20,000.

Step 5:

Estimate the assumed accident reduction for each accident type and for each year of
service life. The following will apply.

Step 6:

a.

From Figure 50-2G, the ARF is 50%.

b.

The ARF is assumed to be 2% per year; see Section 50-2.03(02) Item 4 and
Figure 50-2E, Accident Reduction Benefits (Example 50-2.1), column 2.

c.

From Figure 50-2D, the average annual PDO accidents is 5.66 and average
annual F/I accidents is 2.33.

d.

Using Equation 50-2.2, Figure 50-2E, columns 3 and 4 show the expected
number of PDO and F/I accidents to be reduced.

Compute accident reduction benefits. The following will apply; see Figure 50-2E:
a.

Column 5. Determine the benefits of the reduced number of PDO accidents

by multiplying the value in column 3 by $3,000, from Figure 50-2A,
Accident Cost Per Accident ($), using Equation 50-2.3.

b.

Column 6. Determine the benefits of the reduced number of F/I accidents by

multiplying the value in column 4 by $37,000, from Figure 50-2A, using
Equation 50-2.3.

c.

Column 7. Determine total benefit of the reduced number of accidents by

adding columns 5 and 6.

d.

Column 8. Determine the present-worth factor from Figure 50-2C, 4%

Interest Factors for Annual Compounding Interest.

e.

Column 9. Determine the present worth of the benefits from the reduced
number of accidents by multiplying column 7 by column 8.

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f.

Total. Determine the total yearly benefits by summing the values in column
9. The total yearly benefit for this realignment example is $846,958.

Step 7:

Estimate the secondary benefits. For this example, there are no secondary benefits.

Step 8:

Convert gross benefit from Step 6 to EUAB. The CRF factor from Figure 50-2C for
20 years is 0.0736. Use Equation 50-2.4 to obtain the following:

EUAB = 0.0736 x $846,958 = $62,336

Step 9:

Convert gross costs to EUAC. Using Equation 50-2.5:

EUAC = (0.0736) x [$750,000 + $3,000(13.5903) - $20,000(0.4564)] = $57,529

Where:

Step 10:

CRF

= Capital recovery factor for the last year of the improvements service
life = 0.0736 at 20 years (from Figure 50-2C)

Ic

= Initial cost = $750,000

PWFEPS

= Present-worth factor for equal-payment series = 13.5903 at 20 years

(from Figure 50-2C)

PWFSP

= Present-worth factor for single-payment series = 0.4564 at 20 years

(from Figure 50-2C)

Mac

= Annual maintenance cost = $3,000

= Terminal (salvage) value = $20,000

Calculate the B/C ratio. Use Equation 50-2.6 to obtain the following:
/C

Step 11:

EUAC

$57,529

Calculate the NAB. Use Equation 50-2.7 to obtain the following:

NAB = EUAB - EUAC = $62,336 - $57,529 = $4,807

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Comments:
1.

The NAB is a positive value as expected because the B/C ratio is greater than 1. This means
that, if the proposed improvement were constructed, the projected annual benefits would be
$4,807.

2.

Because the B/C ratio is greater than 1, this project would be cost effective to construct.

Example 50-2.2
Given:

S.R. 62, an Urban Collector

Non-freeway 3R Project
Horizontal curve which meets the criteria described in Section 55-4.03, but has a
history of accidents as shown in Figure 50-2D, Accident Summary (Example 502.1).

Problem:

Determine if improving the superelevation at the horizontal curve will be costeffective.

Solution:

The following steps from Section 50-2.03(03) apply.

Step 1:

Collect accident data. The accident data is provided in Figure 50-2D.

Step 2:

Identify the proposed safety improvement. The selected improvement is to improve

the superelevation on the horizontal curve.

Step 3:

Determine the service life of improvement. From Figure 50-2B, Service Life, the
expected service life for horizontal-alignment change is 20 years.

Step 4:

Estimate initial construction and annual maintenance costs. From similar projects,
the construction cost is estimated to be $750,000 with annual maintenance after
realignment to be $3,000. After 20 years, the terminal (salvage) value is expected to
be $20,000.

Step 5:

Estimate the assumed accident reduction for each accident type and for each year of
service life. The following will apply.

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a.

From Figure 50-2G, Missouri Accident Reduction Factors, the ARF is 50%.
However, because the selected improvement would still have restricted
horizontal geometry, an ARF of 30% is assumed for these computations.

b.

The APF is assumed to be 2% per year; see Section 50-2.03(02) Item 4, and
Figure 50-2F column 2.

c.

From Figure 50-2D, the average annual PDO accidents is 5.66 and average
annual F/I accidents is 2.33.

d.

Step 6:

Using Equation 50-2.2, and Figure 50-2F columns 3 and 4, Accident

Reduction Benefits (Example 50-2.2), show the expected number of PDO
and F/I accidents to be reduced.
Compute accident reduction benefits. The following will apply; see Figure 50-2F.

a.

Column 5. Determine the benefits of the reduced number of PDO accidents

by multiplying the value in column 3 by $3,000 (from Figure 50-2A) using
Equation 50-2.3.

b.

Column 6. Determine the benefits of the reduced number of F/I accidents by

multiplying the value in column 4 by $37,000 (from Figure 50-2A) using
Equation 50-2.3.

c.

Column 7. Determine total benefit of the reduced number of accidents by

adding columns 5 and 6.

d.

Column 8. Determine the present worth factor from Figure 50-2C, 4%

Interest Factors for Annual Compounding Interest.

e.

Column 9. Determine the present worth of the benefits from the reduced
number of accidents by multiplying column 7 by column 8.

f.

Total. Determine the total yearly benefits by summing the values in column
9. The total yearly benefit for this example is $508,175.

Step 7:

Estimate the secondary benefits. For this example, there are no secondary benefits.

Step 8:

Convert gross benefit from Step 6 to EUAB. The CRF factor from Figure 50-2C for
20 years is 0.0736. Using Equation 50-2.4, the EUAB is as follows:

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2013 Indiana Design Manual, Ch. 50

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EUAB = 0.0736 x $508,175 = $37,402

Step 9:

Convert gross costs to EUAC. Using Equation 50-2.5, the EUAB is as follows:

EUAC = (0.0736) x [$750,000 + $3,000 (13.5903) - $20,000 (0.4564)] = $57,529

Where:

Step 10:

CRF

= Capital-recovery factor for the last year of the improvements service

life = 0.0736 at 20 years (from Figure 50-2C)

Ic

= Initial cost = $750,000

PWFEPS

= Present-worth factor for equal payment series = 13.5903 at 20 years

(from Figure 50-2C)

PWFSP

= Present-worth factor for single payment series = 0.4564 at 20 years

(from Figure 50-2C)

Mac

= Annual maintenance cost = $3,000

= Terminal (salvage) value = $20,000

Calculate the B/C ratio using Equation 50-2.6 as follows:

/C atio

Step 11:

EUAC

$57,529

0.650

Calculate the NAB using Equation 50-2.7 as follows:

NAB = EUAB - EUAC = $37,402 - $57,529 = - $20,127

Comments:
1.

The NAB is a negative value as expected because the B/C ratio is less than 1. This means
that, if the proposed improvement were constructed, the projected annual cost would be
$20,127.

2.

Because the B/C ratio is considerably less than one, it will not be economically prudent to
construct the proposed pavement.

2013 Indiana Design Manual, Ch. 50

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**********

50-2.03(05) Accident Reduction Factors

The Department is presently using the accident reduction factors developed by the State of Missouri.
These factors are provided in Figure 50-2G.

50-2.04 Safety Benefits Based on Accident Potential (Run-off-the-Road Accident)

It is unusual for a roadside site to have a sufficiently high-accident experience to estimate safety
benefits based on accident history. They usually occur at random locations along the highway
roadside. However, run-off-the-road accidents in total represent a high proportion of highway
accidents. Therefore, roadside hazard improvements may be warranted even if a particular site has
never experienced a hazard.
The AASHTO Roadside Design Guide Appendix A provides a methodology to evaluate the costeffectiveness of a roadside-safety improvement. This methodology will assess the potential for a
given hazard to be struck based on pertinent traffic, highway, and hazard characteristics and will
allow for the calculation of the cost effectiveness of the alternative countermeasures. It can be used
to evaluate individual sites or to evaluate roadside safety for a highway segment (e.g., 1 to 2 miles in
length). There is an inherent realization in this approach that a certain number of hazardous
locations where a treatment is deemed to be cost effective will never experience an accident, and a
certain number of hazardous locations where a treatment is deemed to be not cost effective will, in
fact, experience an accident.
The AASHTO methodology establishes the following possible countermeasures in order of
desirability.
1.

Remove the roadside hazard.

2.

Laterally relocate the hazard to a location where the potential for being struck is acceptable.

3.

Reduce the severity of the hazard by making it breakaway or by making it traversable.

4.

Shield the hazard with guardrail or crash cushion.

5.

Do nothing; i.e., leave the hazard unshielded.

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The above procedure permits the determination of which countermeasure is the most cost effective.
Chapter 49 provides the Departments warrants for guardrail and other safety appurtenances.
AASHTO Roadside Design Guide Appendix A in conjunction with the Department input data (e.g.,
accident costs) should be used to determine the appropriate warrant application. Section 49-10.0
provides a step-by-step guide on how to use ROADSIDE (i.e., the ROADSIDE Computer Software
Program for Appendix A).

50-3.0 VALUE ENGINEERING

50-3.01 General
Value Engineering (VE) can be defined as a systematic application of recognized techniques,
applied by a multi-disciplinary team which identifies the function of a product or service; establishes
a worth for that function; and provides alternative ways to accomplish the necessary function
reliably, at the lowest overall cost, through the use of creative techniques. VE is not merely a
method of cost cutting but a methodology to review alternatives and to suggest choices that still
provide a reasonable product without reducing its quality. Value engineering is a proven effective
tool for both product improvement and design enhancement. VE can substantially improve design
and cost-effectiveness of projects, facilities, operations, procedures and other areas of the
transportation program.
VE uses the team approach to review all aspects of the project: design, procurement, construction,
operation, and maintenance. A VE team is made up of 5 to 7 individuals with a variety of expertise
to study the major problem areas anticipated within the project (e.g., traffic, right of way, structures,
soils, materials, construction, design, maintenance). Due to cost and time constraints, the VE team
will normally only review 20% of the project elements which account for approximately 80% of a
project's total cost. For the greatest benefit, VE should be implemented as early as practical in a
projects development. Figure 50-3A, VE Potential During Life of a Project (Conceptual),
illustrates the benefit of how implementing VE early in the project development can provide the
greatest savings.

50-3.02 INDOT Application

Not every project warrants the review of a value-engineering team. The Department most often
relies on the designer to implement the VE approach in his or her design. A large project or a
project with special design concerns is a prime candidate for review by a value-engineering team.

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Project selection for VE review is determined during the projects preliminary-engineering-study
stage.

50-3.03 References
For more detailed information on value-engineering techniques and procedures, the user is referred
to the publications as follows:
1.

Value Engineering for Highways, FHWA, Revised October 1983.

2.

AASHTO Guidelines for Value Engineering, 1987, AASHTO.

3.

Value Engineering in Preconstruction and Construction, NCHRP Synthesis 78, TRB,

September 1981.

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Route Type
Interstate Route, Rural
Interstate Route, Urban
U.S. or State Route, Rural
U.S. or State Route, Urban
Other Route, Rural
Other Route, Urban

Fatal / Injury *
75,000
52,000
78,000
48,000
56,500
42,500

Property Damage Only

6,500
6,500
6,500
6,500
6,500
6,500

* This cost includes property-damage cost.

ACCIDENT COST PER ACCIDENT

In 2001 Dollars
Figure 50-2A

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2013
Code
10
11
12
13
19
1A
1B
20
21
22
23
24
25
26
27
29
2A
30
31
32
33
34
39
40
41
42
49
50
51
52
53
54
55
56
57
58
59
5A

Project Description
Intersection Improvement
Channelization, left-turn bay
Traffic Signalization
Combination of 10 and 11
Sight distance improvement
Other intersection improvement except structures
Combination of 10 and 19
Combination of 11, 13, 19 and/or 65
Cross Section
Pavement widening, no lanes added
Lanes added without new median
Highway divided, new median added
Shoulder widening or improvement
Combination of 20 and 23
Skid treatment, grooving
Skid treatment, resurfacing
Flattening or clearing side slopes
Other cross section or combination of 20-27
Combination of 20 and 26
Structure
Widening bridge or major structure
Replacing bridge or major structure
New bridge or major structure, except 34 & 51
Minor structure
Pedestrian over- or under-crossing
Other structure
Alignment
Horizontal alignment change, except 52
Vertical alignment change
Combination of 40 and 41
Other alignment change
Railroad Grade Crossing
Add flashing lights
Eliminate with new or reconstructed grade separation
Elimination by relocating highway or railroad
Illumination
Flashing lights replacing active devices
Automatic gates replacing signs
Automatic gates replacing active devices
Signing and marking
Crossing-surface treatment
Other railroad grade crossing
Combination of 50, 54, 55, 56, 57, or 58

Service Life
10
10
10
10
10
10
10
20
20
20
20
20
10
10
20
20
15
20
30
30
20
30
20
20
20
20
20
10
30
30
10
10
10
10
10
10
10
10

SERVICE LIFE (years)

Figure 50-2B

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2013

Code
60
61
62
63
64
65
66
67
68
69
6A
6B
6C
6D
6E
6F
6G
90
99
9A
9B
9C
9D
9E
9F
9G
9H
9I

Project Description
Roadside Appurtenances
Traffic signs
Breakaway signs or luminaire supports
Road-edge guardrail
Median barrier
Markings or delineators
Lighting
Improve drainage structures
Fencing
Impact attenuators
Other roadside appurtenances
Combination of 60-64
Combination of 63-64
Combination of 60 and 62
Combination of 60 and 64
Combination of 62 and 69
Combination of 62, 66, and 69
Combination of 60 and 63
Other Safety Improvement
Safety provisions for roadside features and appurtenances
Project not otherwise classified
Combination of 11, 26, and 69
Combination of 26 and 66
Combination of 27, 30, 62, and 99
Combination of 11 and 60
Combination of 11 and 64
Combination of 23, 26, and 62
Combination of 27, 61, 62, and 64
Combination of 22, 39, and 65
Combination of 23, 61, 62, 64, 65, and 66

Service Life
6
10
10
15
2
15
20
10
10
10
10
10
8
4
10
10
10
20
20
10
15
20
8
6
15
10
20
15

SERVICE LIFE (years)

Figure 50-2B (continued)

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2013
Single Payment

Equal-Payments Series

Year

Compound
Amount

Present
Worth

Compound
Amount

Sinking
Fund

Present
Worth

Capital
Recovery

1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
49
50

1.0400
1.0816
1.1249
1.1699
1.2167
1.2653
1.3159
1.3686
1.4233
1.4802
1.5395
1.6010
1.6651
1.7317
1.8009
1.8730
1.9479
2.0258
2.1068
2.1911
2.2788
2.3699
2.4647
2.5633
2.6658
2.7725
2.8834
2.9987
3.1187
3.2434
3.3731
3.5081
3.6484
3.7943
3.9461
4.1039
4.2681
4.4388
4.6164
4.8010
4.9931
5.1928
5.4005
5.6165
5.8412
6.0748
6.3178
6.5705
6.8333
7.1067

0.9615
0.9246
0.8890
0.8548
0.8219
0.7903
0.7599
0.7307
0.7026
0.6756
0.6496
0.6246
0.6006
0.5775
0.5553
0.5339
0.5134
0.4936
0.4746
0.4564
0.4388
0.4220
0.4057
0.3901
0.3751
0.3607
0.3468
0.3335
0.3207
0.3083
0.2965
0.2851
0.2741
0.2636
0.2534
0.2437
0.2343
0.2253
0.2166
0.2083
0.2003
0.1926
0.1852
0.1780
0.1712
0.1646
0.1583
0.1522
0.1463
0.1407

1.0000
2.0400
3.1216
4.2465
5.4163
6.6330
7.8983
9.2142
10.5828
12.0061
13.4864
15.0258
16.6268
18.2919
20.0236
21.8245
23.6975
25.6454
27.6712
29.7781
31.9692
34.2480
36.6179
39.0826
41.6459
44.3117
47.0842
49.9676
52.9663
56.0849
59.3283
62.7015
66.2095
69.8579
73.6522
77.5983
81.7022
85.9703
90.4091
95.0255
99.8265
104.8196
110.0124
115.4129
121.0294
126.8706
132.9454
139.2632
145.8337
152.6671

1.0000
0.4902
0.3203
0.2355
0.1846
0.1508
0.1266
0.1085
0.0945
0.0833
0.0741
0.0666
0.0601
0.0547
0.0499
0.0458
0.0422
0.0390
0.0361
0.0336
0.0313
0.0292
0.0273
0.0256
0.0240
0.0226
0.0212
0.0200
0.0189
0.0178
0.0169
0.0159
0.0151
0.0143
0.0136
0.0129
0.0122
0.0116
0.0111
0.0105
0.0100
0.0095
0.0091
0.0087
0.0083
0.0079
0.0075
0.0072
0.0069
0.0066

0.9615
1.8861
2.7751
3.6299
4.4518
5.2421
6.0021
6.7327
7.4353
8.1109
8.7605
9.3851
9.9856
10.5631
11.1184
11.6523
12.1657
12.6593
13.1339
13.5903
14.0292
14.4511
14.8568
15.2470
15.6221
15.9828
16.3296
16.6631
16.9837
17.2920
17.5885
17.8736
18.1476
18.4112
18.6646
18.9083
19.1426
19.3679
19.5845
19.7928
19.9931
20.1856
20.3708
20.5488
20.7200
20.8847
21.0429
21.1951
21.3415
21.4822

1.0400
0.5302
0.3603
0.2755
0.2246
0.1908
0.1666
0.1485
0.1345
0.1233
0.1141
0.1066
0.1001
0.0947
0.0899
0.0858
0.0822
0.0790
0.0761
0.0736
0.0713
0.0692
0.0673
0.0656
0.0640
0.0626
0.0612
0.0600
0.0589
0.0578
0.0569
0.0559
0.0551
0.0543
0.0536
0.0529
0.0522
0.0516
0.0511
0.0505
0.0500
0.0495
0.0491
0.0487
0.0483
0.0479
0.0475
0.0472
0.0469
0.0466

4% INTEREST FACTORS FOR ANNUAL COMPOUNDING INTEREST

Figure 50-2C

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Accident
Summary
PD

F/I

6
5
6

2
3
2

Year
1988
1989
1990

Accident Totals
Average / Year

H.O.
PD F/I

R.E.
PD F/I

R.A.
PD F/I

Accident Types
S.S.
T.M.
PD F/I PD F/I

Ped.
PD F/I

L.C.
PD F/I

Other
PD F/I

0
2
0

0
1
0

1
0
0

0
0
0

0
0
0

0
0
0

4
2
5

2
1
2

0
0
0

0
0
0

0
0
0

0
0
0

1
1
1

0
1
0

0
0
0

0
0
0

2
0.6

1
0.3

1
0.3

0
0

0
0

0
0

11
3.7

5
1.7

0
0

0
0

0
0

0
0

3
1

1
0.3

0
0

0
0

Sum of Average PD per Year = 5.6

Sum of Average F/I per Year = 2.3

Where:
PD =
F/I =
H.O.
R.E.
R.A.
S.S.
T.M.
Ped.
L.C.

Property Damage Only

Fatal/Injury
= Head On
= Rear End
= Right Angle
= Sideswipe
= Turning Movement
= Pedestrian
= Lost Control

ACCIDENT SUMMARY
(Example 50-2.1)
Figure 50-2D

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Accident Reduction

Adjusted Benefits ($)

Service
Year
(1)

APF
(2)

PDO
(3)

F/I
(4)

PDO x
$3,000
(5)

F/I x
$37,000
(6)

Total
Benefit
(7)

PWF
(8)

Adjusted
Benefits
(9)

1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20

1.02
1.04
1.06
1.08
1.10
1.13
1.15
1.17
1.20
1.22
1.24
1.27
1.29
1.32
1.35
1.37
1.40
1.43
1.46
1.49

2.89
2.94
3.00
3.06
3.11
3.20
3.25
3.31
3.40
3.45
3.51
3.59
3.65
3.74
3.82
3.88
3.96
4.05
4.13
4.22

1.19
1.21
1.23
1.26
1.28
1.32
1.34
1.36
1.40
1.42
1.44
1.48
1.50
1.54
1.57
1.60
1.63
1.67
1.70
1.74

8,660
8,830
8,999
9,169
9,339
9,594
9,764
9,933
10,188
10,358
10,528
10,782
10,952
11,207
11,462
11,631
11,886
12,141
12,395
12,650

43,967
44,829
45,691
46,553
47,416
48,709
49,571
50,433
51,726
52,588
53,450
54,743
55,605
56,899
58,192
59,054
60,347
61,640
62,933
64,226

52,627
53,659
54,691
55,723
56,755
58,302
59,334
60,366
61,914
62,946
63,978
65,526
66,558
68,105
69,653
70,685
72,233
73,781
75,329
76,877

0.9615
0.9246
0.8890
0.8548
0.8219
0.7903
0.7599
0.7307
0.7026
0.6756
0.6496
0.6246
0.6006
0.5775
0.5553
0.5339
0.5134
0.4936
0.4746
0.4564

50,603
49,611
48,620
47,632
46,648
46,077
45,089
44,109
43,500
42,524
41,559
40,927
39,973
39,329
38,676
37,739
37,082
36,420
35,754
35,085

Sum of Average/Yr: PDO = 5.66; F/I = 2.33; APF = 1.02

Summation of Adjusted Total Yearly Benefits = $846,958

ACCIDENT REDUCTION BENEFITS

(Example 50-2.1)
Figure 50-2E

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Accident Reduction
Service
Year
(1)

APF
(2)

PDO
(3)

F/I
(4)

PDO x
$3,000
(5)

Adjusted Benefits ($)

F/I x
Total
$37,000 Benefit
PWF
(6)
(7)
(8)

1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20

1.02
1.04
1.06
1.08
1.10
1.13
1.15
1.17
1.20
1.22
1.24
1.27
1.29
1.32
1.35
1.37
1.40
1.43
1.46
1.49

1.73
1.77
1.80
1.83
1.87
1.92
1.95
1.99
2.04
2.07
2.11
2.16
2.19
2.24
2.29
2.33
2.38
2.43
2.48
2.53

0.71
0.73
0.74
0.75
0.77
0.79
0.80
0.82
0.84
0.85
0.87
0.89
0.90
0.92
0.94
0.96
0.98
1.00
1.02
1.04

5,196
5,298
5,400
5,502
5,603
5,756
5,858
5,960
6,113
6,215
6,317
6,469
6,571
6,724
6,877
6,979
7,132
7,284
7,437
7,590

26,380
26,898
27,415
27,932
28,449
29,225
29,742
30,260
31,036
31,553
32,070
32,846
33,363
34,139
34,915
35,432
36,208
36,984
37,760
38,536

31,576
32,195
32,814
33,434
34,053
34,981
35,601
36,220
37,148
37,768
38,387
39,315
39,935
40,863
41,792
42,411
43,340
44,269
45,197
46,126

0.9615
0.9246
0.8890
0.8548
0.8219
0.7903
0.7599
0.7307
0.7026
0.6756
0.6496
0.6246
0.6006
0.5775
0.5553
0.5339
0.5134
0.4936
0.4746
0.4564

Adjusted
Benefits
(9)
30,362
29,766
29,172
28,579
27,989
27,646
27,053
26,465
26,100
25,514
24,935
24,556
23,984
23,598
23,206
22,644
22,249
21,852
21,453
21,051

Sum of Average/Yr: PDO = 5.66; F/I = 2.33; APF = 1.02

Summation of Adjusted Total Yearly Benefits = $508,175

ACCIDENT REDUCTION BENEFITS

(Example 50-2.2)
Figure 50-2F

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10

Wet Pavement

10

Ran Off Road

Night

10

Pedestrian

Left Turn

20

Fixed Object

Side Swipe

10

Right Turn

Right Angle

Rear End

Head On

PDO

All

Improvement

Fatal Injury

Accident Reduction Factors (Percent)

Pavement
Markings
General Pavement Markings
Double Yellow
Center Lines

Right Edge
Lines

Reflectorized
Raised Pavement Markers

No Passing
Lines

65

25

Pavement
Treatments
Deslickinga

20

15

Resurfacingc

42

46

a
c

50

On two or more lanes; b Two lanes

Minor street must be 35% or more of total intersection volumes; total intersection volume must be
< 8,000 AADT

MISSOURI ACCIDENT REDUCTION FACTORS

Figure 50-2G

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Night

10

10

Ran Off
Road
Wet
Pavement

Pedestrian

Fixed Object

Right Turn

Left Turn

10

Side Swipe

Rear End

20

Right Angle

Head On

PDO

All

Improvement

Fatal Injury

Accident Reduction Factors (Percent)

Signs
Upgrade Signs
Overhead
Lane Signs

10

Overhead
Warning Signs

20

Four-Way
Stop Signsc

70

Special Curve
Warning Signs

75

10
20

20

20

67

Minor Leg
Stop Control

48b; 71b;
38a 18a

Yield Signs

59b;
80b
46a

Directional or
Warning Signs
at Intersection

29b; 59b;
26a
41a 47a

On two or more lanes; b Two lanes

c
Minor street must be 35% or more of total intersection volumes; total intersection volume must be
<8,000 AADT

MISSOURI ACCIDENT REDUCTION FACTORS

Figure 50-2G (Continued)

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2013

Wet Pavement

Ran Off Road

Night

Pedestrian

Fixed Object

Right Turn

Left Turn

Side Swipe

Right Angle

Rear End

Head On

PDO

All

Improvement

Fatal Injury

Accident Reduction Factors (Percent)

Signs (Continued)
Warning Signs
and Delineators
at Intersections
Warning Signs
on Sections

b
14b; 14 a;
20a 26

Regulations
Eliminate
Parking

32a

Change TwoWay Operation

to One-Way

25

Prohibit Turns

40a 39a

3a

Channelization
Install Median
Barriers
Add Painted/
Raised Median
a
c

61a
12a

On two or more lanes; b Two lanes

Minor street must be 35% or more of total intersection volumes; total intersection volume must
be < 8,000 AADT

MISSOURI ACCIDENT REDUCTION FACTORS

Figure 50-2G (Continued)

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2013

Wet Pavement

Ran Off Road

Night

Pedestrian

Fixed Object

Right Turn

Left Turn

Side Swipe

Right Angle

Rear End

Head On

PDO

All

Improvement

Fatal Injury

Accident Reduction Factors (Percent)

Add Left-Turn
Lane Without
Signals

19; 80;
6a 54a

Turn Bay New

Left Channelization at
Signalized
Intersection w/ or
w/o Left-Turn
Phase

w/o
15;
w/
36a

New Left-Turn
Channelization
at Unsignalized
Intersection
With Curbs Painted

Curb 70
Paint 15

Channelization (Continued)

Install Two-Way
Left-Turn
Lanes

35

a
c

20

On two or more lanes; b Two lanes

Minor street must be 35% or more of total intersection volumes; total intersection volume must
be < 8,000 AADT

MISSOURI ACCIDENT REDUCTION FACTORS

Figure 50-2G (Continued)

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2013

Wet Pavement

Ran Off Road

Night

Pedestrian

Fixed Object

Right Turn

Left Turn

Side Swipe

Right Angle

Rear End

Head On

PDO

All

Improvement

Fatal Injury

Accident Reduction Factors (Percent)

Access Control
Close Median
Openings

100 50 100 50 100

Relocate Drive

20

20

10

10

10

10

Signalization
Install Warning
Signals

73a

Flashing Beacons
(Red-Yellow)

50

Flashing Beacons
(All Red)

75

Flashing Beacons
at RR Crossing

80

Advance Warning Flashers

30

a
c

On two or more lanes; b Two lanes

Minor street must be 35% or more of total intersection volumes; total intersection volume
must be < 8,000 AADT

MISSOURI ACCIDENT REDUCTION FACTORS

Figure 50-2G (Continued)

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2013

Wet Pavement

20

Ran Off Road

20

Night

10

Pedestrian

10

Fixed Object

Right Turn

10

Left Turn

Right Angle

10

Side Swipe

Rear End

Head On

PDO

All

Improvement

Fatal Injury

Accident Reduction Factors (Percent)

Signalization (Continued)
Improve Signals

31
35
2a

Add Pedestrian
Signals

13
3a

56
42

Add Left-Turn
27a
Lanes and Signals

1a

Add Left-Turn
39a 57a
w/o Turning Lane
Add Turn-Lane,
Signal and
Illumination
Improve Timing

46a 76a

305-mm Lens

10

Improve Signals
to Correspond
to MUTCD

20

a
c

20

10

10

20

On two or more lanes; b Two lanes

Minor street must be 35% or more of total intersection volumes; total intersection volume
must be < 8,000 AADT

MISSOURI ACCIDENT REDUCTION FACTORS

Figure 50-2G (Continued)

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20

10

10

Wet Pavement

Right Turn

10

Ran Off Road

Left Turn

20

Night

Side Swipe

10

Pedestrian

Right Angle

10

Fixed Object

Rear End

Head On

PDO

All

Improvement

Fatal Injury

Accident Reduction Factors (Percent)

Signalization (Continued)
Add Left-Turn
Lane without
Signal Turn
Phase

19 80
18a
6a 54a

Modify Signals

27

Actuate
OpticallyProgrammed
Signals

20

10

Pedestrian
Phase
Remove Signal

Add Signal

a
c

60
90
90
minus
1% for
80
every
2000
vpd

On two or more lanes; b Two lanes

Minor street must be 35% or more of total intersection volumes; total intersection volume must
be < 8,000 AADT

MISSOURI ACCIDENT REDUCTION FACTORS

Figure 50-2G (Continued)

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2013

Wet Pavement

Ran Off Road

Night

Pedestrian

Fixed Object

Right Turn

Left Turn

Side Swipe

Right Angle

Rear End

Head On

PDO

All

Improvement

Fatal Injury

Accident Reduction Factors (Percent)

Lighting
Add Lighting

50

At Intersection:
New
Upgrading

75
50

At Railroad
Crossing

60

At Bridge
Approach

50

At Underpass

10

Miscellaneous
Relocate Fixed
Object

60

Curtail Turning
Movement

40b 39b

Realignment

50

Superelevation

50

a
c

On two or more lanes; b Two lanes

Minor street must be 35% or more of total intersection volumes; total intersection volume
must be < 8,000 AADT

MISSOURI ACCIDENT REDUCTION FACTORS

Figure 50-2G (Continued)

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2013

Wet Pavement

Ran Off Road

Night

Pedestrian

Fixed Object

Right Turn

Left Turn

Side Swipe

Right Angle

Rear End

Head On

PDO

All

Improvement

Fatal Injury

Accident Reduction Factors (Percent)

Miscellaneous (Continued)
Reconstruction

25

Rough
Estimate
Reconstruction of
Horiz. And Vert.
Curves
a
b
c

50

On two or more lanes

Two lanes
Minor street must be 35% or more of total intersection volumes; total intersection volume
must be < 8,000 AADT

MISSOURI ACCIDENT REDUCTION FACTORS

Figure 50-2G (Continued)

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INDIANA DEPARTMENT OF TRANSPORTATION2013 DESIGN MANUAL

CHAPTER 53

Geometric Design Tables

(New Construction/
Reconstruction)

NOTE: This chapter is currently being re-written and its content will be included in Chapter 302 in the
future.

Design
Memorandum

Revision
Date

Sections Affected

14-10

Jul. 2014

53-1.0, Figures 53-1 through 53-9

2013

TABLE OF CONTENTS
TABLE OF CONTENTS ................................................................................................................ 2
LIST OF FIGURES ........................................................................................................................ 2
53-1.0 GEOMETRIC DESIGN TABLE FIGURES [REV. JUL 2014] ........................................ 4
FIGURES ........................................................................................................................................ 7

LIST OF FIGURES
Figure
53-1
53-2
53-3
53-4
53-5
53-6
53-7
53-8
53-9

Page 2

Title
Geometric Design Criteria for Freeway [Rev. Jul. 2014]
Geometric Design Criteria for Rural Arterial [Rev. Jul. 2014]
Geometric Design Criteria for Rural Collector, State Route [Rev. Jul. 2014]
Geometric Design Criteria for Rural Collector, Local-Agency Route [Rev. Jul. 2014]
Geometric Design Criteria for Rural Local Road [Rev. Jul. 2014]
Geometric Design Criteria for Urban Arterial, Four or More Lanes [Rev. Jul. 2014]
Geometric Design Criteria for Urban Arterial, Two Lanes [Rev. Jul. 2014]
Geometric Design Criteria for Urban Collector [Rev. Jul. 2014]
Geometric Design Criteria for Urban Local Street [Rev. Jul. 2014]

2013 Indiana Design Manual, Ch. 53

2013

CHAPTER 53

GEOMETRIC DESIGN TABLES

(NEW CONSTRUCTION/RECONSTRUCTION)
This chapter provides the Departments criteria for the design of a new construction or
reconstruction (4R) project. The values shown in AASHTOs A Policy on Geometric Design of
Highways and Streets (the Green Book) may be used as minimum values if they are lower than
similar values shown herein except as follows.
1. The Green Book minimum values may not be used to supersede State or Federal code
requirements, e.g. National Truck Network, American with Disabilities Act (ADA).
a. Highways that are on the National Truck Network must use 12-ft lanes. In Indiana, the
National Truck Network is comprised of those routes designated as Federal-Aid primary
as of June 1, 1991. The National Truck Network is available as a separate layer on the
INDOT Roadway Inventory map at [Link]
b. The Public Right of Way Guidelines (PROWAG), July 2011 are the recommended best
practice for complying with the ADA inside the public right of way. The proposed
guidelines are available from the US Access Board website at [Link] Exceptions
to the ADA require a determination of technical infeasibility in lieu of a design
exception.

2. Vertical clearance requirements for new and replaced bridges, sign trusses, and pedestrian
structures must include an additional 6 for consideration of future resurfacing.
3. Ramp design requirements, including acceleration and deceleration length are as described in
Chapter 48. Ramp reconstruction requirements as part of a 3R or Partial 4R Freeway project
are as described in Chapter 54.
4. The superelevation rate should not exceed emax = 8% due to the prevalence of snow and ice.

2013 Indiana Design Manual, Ch. 53

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2013

53-1.0 GEOMETRIC DESIGN TABLE FIGURES [REV. JUL 2014]

The following should be considered in the use the figures.
1.

Project Scope of Work (Freeway). The geometric design criteria shown in Figure 53-1 apply
to new construction or complete reconstruction of a freeway. The Department has adopted
separate criteria for a 3R project or a partial 4R project on a freeway. See Chapter 54.
Chapters 40 and 54 provide definitions for the freeway-project scope of work, which will
determine which set of criteria should be used for project design.

2.

Project Scope of Work (Non-Freeway). The geometric design criteria shown in Figures 53-2
through 53-9 apply to a new construction or reconstruction (4R) project on a non-freeway.
The Department has adopted separate criteria for the geometric design of a 3R non-freeway
project. See Chapter 55. Chapter 40 provides definitions for the non-freeway-project scope
of work, which will determine which set of criteria should be used for project design.

3.

Functional Classification. The selection of design values depends on the functional

classification of the highway facility. This is discussed in Section 40-1.01. Functionalclassification maps for all public roads are available from the Planning Division.
See Section 40-1.01 for definitions of the functional classifications.

4.

Urban Design Subcategories. Within an urbanized or urban area, the selection of design
values depends on the design subcategory of the facility. Separate criteria are provided for
suburban, intermediate, and built-up subcategories. These classifications are defined as
follows.
a.

Suburban. This type of area is located at the fringe of an urbanized or small urban
area. The predominant character of the surrounding environment is residential, but it
may include a considerable number of commercial establishments, especially strip
development along a suburban arterial. There may also be a few industrial parks.
On a suburban road or street, a motorist has a significant degree of freedom, but
nonetheless he or she must also devote some of their attention to entering and exiting
vehicles. Roadside development is characterized by low to moderate density.
Pedestrian activity may or may not be a significant design factor. Right of way is
often available for roadway improvements.
A local or collector street is located in a residential area, but may also serve a
commercial area. The posted speed limit ranges between 30 and 50 mph. The

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2013 Indiana Design Manual, Ch. 53

2013
majority of intersections will have stop or yield control, but there will be an
occasional traffic signal. A suburban arterial will have strip commercial
development and perhaps a few residential properties. The posted speed limit ranges
between 35 and 55 mph, and there will usually be a few signalized intersections
along the arterial.
b.

Intermediate. As the name implies, an intermediate area is between a suburban and a

built-up area. The surrounding environment may be either residential, commercial,
or industrial or a combination of these. The extent of roadside development will
have a significant impact on the selected speeds of motorists. The increasing
frequency of intersections is also a control on average speed. Pedestrian activity has
now become a significant design consideration, and sidewalks and cross walks at
intersections are common. The available right of way will restrict the practical
extent of roadway improvements.
A local or collector street has a posted speed limit ranging between 30 and 45 mph.
The frequency of signalized intersections has increased substantially if compared to a
suburban area. An arterial will have intensive commercial development along its
roadside. The posted speed limit ranges between 35 and 50 mph. Such an arterial
has several signalized intersections per mile.

c.

Built-up. This type of area refers to the central business district within an urbanized
or small urban area. The roadside development has a high density and is often
commercial. However, a substantial number of roads and streets pass through a
high-density environment (e.g. apartment complexes, row houses). Access to
property is the primary function of the road network. Pedestrian considerations may
be as important as vehicular considerations, especially at intersections. Right of way
for roadway improvements is usually not available.
Because of the high density of development, the distinction between the functional
classifications (local, collector, or arterial) becomes less important when considering
signalization and speeds. The primary distinction among the three functional classes
is often the relative traffic volume and, therefore, the number of lanes. As many as
half the intersections may be signalized. The posted speed limit ranges between 25
and 35 mph.

If the area is rural in character (e.g., a sparsely-populated area without a gridlike street
system), it may be appropriate to use the rural-area design criteria though the facility is
urban.

2013 Indiana Design Manual, Ch. 53

Page 5

5.

Rural-Area Figures. These do not provide design criteria for sub-categories. However, there
are many rural facilities which pass through relatively built-up, but unincorporated, areas. It
may be inappropriate to use the rural-area design criteria. The designer may, as an option,
use the suburban criteria for a functional classification (e.g., arterial) in a relatively built-up
rural area. Therefore, if the area is urban in character (e.g., a densely populated area with a
grid-like street system) it may be appropriate to use the urban-area design criteria even
though the facility is rural. This decision will be documented in the Engineers Report (see
Chapter 7).

6.

Cross-Section Elements. Some of the cross-section elements included in a figure (e.g.,

sidewalk width) are not automatically warranted in the project design. The values will only
apply after the decision has been made to include the element in the highway cross section.

7.

Manual Section References. The figures are intended to provide a concise listing of design
values for easy use. However, the designer should review the Manual section references for
greater insight into the design elements.

8.

Footnotes. The figures include many footnotes, which are identified by a number in
parentheses, e.g., (6). The information in the footnotes is critical to the proper use of the
figures.

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2013 Indiana Design Manual, Ch. 53

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Design
Controls

Design Element

Manual
Section

Rural

Design Forecast Period

40-2.02

20 Years

20 Years

*Design Speed, mph

40-3.0

70

50-70 (1)

Access Control

40-5.0

Level of Service

40-2.0

Travel Lane

*Width

45-1.01

Surface Type(3)

Ch. 304

*Right Width(4)

Cross-Section Elements

Shoulder

Cross Slope

Auxiliary Lane

Median Width

*Left Width(5)

45-1.02

Surface Type(3)

Ch. 304

*Travel Lane (6)

45-1.01

Shoulder (6A)

45-1.02

*Lane Width
*Shoulder Width
Depressed

45-1.03

45-2.0

Flush, with CMB

Clear-Zone Width

Side Slopes (9)

Cut

Ditch Width

45-3.0

Backslope
Fill

Median Slopes
New or
Reconstructed
Bridge
Existing Bridge
to Remain in
Place

Full Control
Desirable: B

45-3.0
45-2.02

Full Control

Minimum: C

Desirable: B

12 ft

Minimum: C (2)
12 ft

Asphalt / Concrete

Asphalt / Concrete

Usable: 11 ft
Paved: 10 ft
2 Lanes: D 8 ft, M 4 ft Paved
3 Lanes: 10 ft Paved
Asphalt / Concrete

Usable: 11 ft
Paved: 10 ft
2 Lanes: 4 ft Paved
3 Lanes: 10 ft Paved
Asphalt / Concrete

2%
Paved Width 4 ft: 2%
Paved Width > 4 ft: 4%
12 ft

2%
Paved Width 4 ft: 2%
Paved Width > 4 ft: 4%
12 ft

Right: 10 ft (7)

Left: 4 ft

Desirable: 100 ft

Minimum: 54.5 ft

Desirable: 30.5 ft

Minimum: 26.5 ft

49-2.0
Foreslope

Bridges

Urban

Right: 10 ft (7) Left: 4 ft

Desirable: 60 ft
Minimum: 10 ft for 4 lanes, 54.5 ft for 6 lanes
Minimum: 26.5 ft

(8)

(8)

6:1 (10)

6:1 (10)

4 ft (11)

4 ft (11)

4:1 (12)

4:1 (12)

6:1 to Clear Zone; 3:1 max. to Toe

6:1 to Clear Zone; 3:1 max. to Toe

Desirable: 8:1

Maximum: 5:1

Desirable: 8:1

Maximum: 5:1

*Structural Capacity

Ch. 403

HL-93 (13)

HL-93 (13)

*Clear-Roadway Width (14)

45-4.01

Full Paved Approach Width

Full Paved Approach Width

*Structural Capacity

Ch. 72

HS-20

HS-20

*Clear-Roadway Width

45-4.01

Travelway Plus 10 ft Rt. & 4 ft Lt. Shoulders

Travelway Plus 10 ft Rt. & 4 ft Lt. Shoulders

16.5 ft

16.5 ft (15b)

16 ft

16 ft (15b)

New or Replaced
Overpassing Bridge (15a)
*Vertical
Existing
Clearance,
Overpassing Bridge
Freeway Under
(15c)
Sign Truss /
Pedestrian Bridge (15a)
Vertical Clearance, Freeway over Railroad (16)

44-4.0
New: 17.5 ft
402-6.01

Existing: 17 ft
23 ft

New: 17.5 ft

Existing: 17 ft
23 ft

D: Desirable M: Minimum.
* Level One controlling criterion, see page 2 of 4

GEOMETRIC DESIGN CRITERIA FOR FREEWAY, 4R PROJECT

Figure 53-1 (Page 1 of 4)

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2013
Design Element

Alignment Elements

Design Speed

Manual
Section

Rural

Urban

---

70 mph

50 mph

55 mph

60 mph

*Stopping Sight Distance

42-1.0

730 ft

425

495 ft

570 ft

730 ft

Decision Sight Distance (17)

42-2.0

780 ft

910

1030 ft

1150 ft

1410 ft

*Minimum Radius, e=8%

43-2.0

1640 ft

750

1000 ft

1290 ft

1650 ft

*Superelevation Rate

43-3.0

emax=8% (18)

43-4.0

(19)

*Horizontal Sight Distance

*Vertical Curvature,

Crest

K-value

Sag

*Maximum Grade (20)

Minimum Grade

Level
Rolling

44-3.0
44-1.02
44-1.03

70 mph

emax=8% (18)
(19)

247

84

114

151

247

181

96

115

136

181

3%

4%

3.5%

3%

3%

4%

5%

4.5%

4%

4%

Desirable: 0.5%

Minimum: 0.0%

Desirable: 0.5%

Minimum: 0.0%

* Level One controlling criterion. Except as noted in this chapter, the values shown in AASHTOs A Policy on Geometric Design of Highways and
Streets (the Green Book) may be used as minimum values if they are lower than similar values shown herein. A controlling criterion that does not
meet the minimum value is a design exception and is subject to approval. See Section 40-8.0.

GEOMETRIC DESIGN CRITERIA FOR FREEWAY, 4R PROJECT

Figure 53-1 (Page 2 of 4)

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2013
(1)

Design Speed. A 50 mph design speed may be considered in a restricted urban area.

(2)

Level of Service. A minimum Level of Service of D may be used on an urban reconstruction project.

(3)

Surface Type. The pavement-type selection will be determined by the Pavement Engineering Division.

(4)

Shoulder Width, Right. The following will apply.

a. The shoulder is paved to the front face of guardrail. The desirable guardrail offset is 2 ft from the usable shoulder width.
See Section 49-4.0 for more information.
b. Where the number of trucks exceeds 250 DDHV, a 12-ft paved width should be used.
c. Usable shoulder width is defined as the distance from the edge of the travel lane to the shoulder break point.

(5)

Shoulder Width, Left. The following will apply.

a. The usable shoulder width is equal to the paved shoulder width. The desirable guardrail offset is 2 ft from the usableshoulder width. See Section 49-4.0 for more information.
b. Where there are 3 or more lanes in one direction and the volume of trucks exceed 250 DDHV, a 12 ft width should be used.
c. For a left shoulder of 4 ft or wider, the usable shoulder width will be 1 ft more than the paved-shoulder width.

(6)

Cross Slope, Travel Lane. Cross slopes of 1.5% are acceptable on an existing bridge to remain in place.

(6A) Cross Slope, Shoulder. See Figure 45-1A(1) or Figure 45-1A(2) for more-specific information.
(7)

Auxiliary-Lane Shoulder Width, Right. On a reconstruction project, a 6-ft width may be used.

(8)

Clear-Zone Width. This will vary according to design speed, traffic volume, side slopes, and horizontal curvature. See
Section 49-2.0.

(9)

Side Slopes. Value is for new construction. See Sections 45-3.0 for more information. For a reconstruction project, see Section
49-3.0.

(10) Foreslope. See Sections 49-2.0 and 49-3.0 for the lateral extent of the foreslope in a ditch section.
(11) Ditch Width. A V-ditch should be used in a rock cut.
(12) Backslope. For an earth cut of 10 ft or deeper, the first horizontal 20 ft of the backslope will be sloped at a rate of 4:1. Then, a
slope rate of 3:1 is normally used to the natural ground line. The backslope for a rock cut will vary according to the height of cut
and the geotechnical requirements. See Sections 45-3.0 and 107-6.01.

GEOMETRIC DESIGN CRITERIA FOR FREEWAY, 4R PROJECT

Figure 53-1 (Page 3 of 4)

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2013
(13) Structural Capacity, New or Reconstructed Bridge.
a. A State-highway bridge within 15 mi of a Toll-Road gate must be designed for Toll-Road loading.
b. A bridge on an Extra-Heavy-Duty Highway must be designed for the Michigan Train truck-loading configuration.
(14) Width, New or Reconstructed Bridge. See Section 402-6.02(01) for more information. The bridge clear-roadway width is the
algebraic sum of the following:
a. the approach traveled way width;
b. the approach usable shoulder width without guardrail; and
c. a bridge railing offset (see Figure 402-6H).
(15) Vertical Clearance, Freeway Under. The following will apply.
a. Table value includes an additional 6 in. allowance for future overlays.
b. A 14-ft clearance may be used in an urban area where an alternate freeway facility with a 16-ft clearance is available.
c. Vertical clearance applies from usable edge to usable edge of shoulders.
(16) Vertical Clearance, Freeway Over Railroad. See Section 402-6.01(03) for additional information on railroad clearance under a
highway.
(17) Decision Sight Distance. Value is for the avoidance maneuver (speed/path/direction change). See Section 42-2.0.
(18) Superelevation Rate. See Section 43-3.0 for value of superelevation rate based on design speed and radius.
(19) Horizontal Sight Distance. For a given design speed, the necessary middle ordinate will be determined by the radius and the
sight distance. Sometimes, the stopping-sight-distance value for a truck should be considered. See the discussion in
Section 43-4.0.
(20) Maximum Grade. A grade of 1% steeper may be used in a restricted urban area where development precludes the use of a flatter
grade. A downgrade of 1% steeper may also be used for a one-way roadway.
(21) For a bridge of 200 ft or longer that is to remain in place, the minimum width of each shoulder is 4 ft. This requirement does not
apply to a bridge-deck replacement.

GEOMETRIC DESIGN CRITERIA FOR FREEWAY, 4R PROJECT

Figure 53-1 (Page 4 of 4)

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2013
Manual
Section

Design
Controls

Design Element
Design-Year Traffic, AADT

40-2.01

Design Forecast Period

*Design Speed, mph (1)
Access Control
Level of Service

40-2.02
40-3.0
40-5.0
40-2.0

Travel Lane

Cross-Section Elements

Shoulder (3)

Cross Slope
Auxiliary
Lane

*Width
Typical Surface Type (2)

20 Years
60-70
Partial Control / None
Desirable: B; Minimum: C

12 ft
Asphalt / Concrete
11 ft (3b)

*Width Paved

45-1.02

4 ft

6 ft

10 ft (3b)

Typical Surface Type (2)

*Travel Lane (4)
Shoulder (4A)
Lane Width (5)
Shoulder Width (6)

Cut

Foreslope
Ditch Width
Backslope

Chp. 304
45-1.01
45-1.02
45-1.03

N/A

49-2.0

(8)
6:1 (10)
4 ft (11)
4:1 for 20 ft; 3:1 Max. to Top (12)
6:1 to Clear Zone; 3:1 Max. to Toe
N/A

45-3.0
45-3.0
45-2.02

*Structural Capacity

12 ft
Asphalt / Concrete
Right: 11 ft (3b)
11 ft (3b)
Left: 4 ft (3e)
Right: 10 ft (3b)
10 ft (3b)
Left: 4 ft (3e)
Asphalt / Concrete
2%
Paved Width 4 ft: 2%; Paved Width > 4 ft: 4%
Desirable: 12 ft; Minimum: 11 ft
Same as Next to Travel Lane
Desirable: 80 ft
0.0 ft
Minimum: 16 ft (7)
(8)
6:1 (10)
4 ft (11)
4:1 for 20 ft; 3:1 Max. to Top (12)
6:1 to Clear Zone; 3:1 Max. to Toe
Desirable: 8:1; Maximum: 5:1

Asphalt / Concrete
2%
Paved Width 4 ft: 2%; Paved Width > 4 ft: 4%
Desirable: 12 ft; Minimum: 11 ft
Same as Next to Travel Lane

45-2.0

Chp. 403

HL-93 (13)

*Clear-Roadway Width(14)

45-4.01

Full Paved Approach Width

*Structural Capacity

Chp. 72

HS-20

*Clear-Roadway Width

45-4.01

Travelway Plus 2 ft on Each Side

New or Replaced
Overpassing Bridge (15)
Existing
Overpassing Bridge
Sign Truss /
Pedestrian Bridge (15)

Vertical Clearance, Arterial Over Railroad (16)

Divided

60

8 ft

Fill

Bridges

**Undivided

6 ft

Median Slopes

*Vertical
Clearance,
Arterial Under

45-1.01
Chp. 304

400 AADT
2000
< 2000
20 Years
Level: 60 70; Rolling: 50 60
Partial Control / None
Desirable: B; Minimum: C

45-1.02

Clear-Zone Width

New or
Reconstructed
Bridge
Existing Bridge
to Remain in
Place

< 400

4 or More Lanes

*Width Usable

Median Width

Side Slopes (9)

2 Lanes

16.5 ft
44-4.0

14 ft
New: 17.5 ft; Existing: 17 ft

Chp.
402-6.01

23 ft

* Level One controlling criterion, see page 2 of 4

** An arterial of 4 or more lanes on a new location should be designed as Divided.

GEOMETRIC DESIGN CRITERIA FOR RURAL ARTERIAL

(New Construction or Reconstruction)
Figure 53-2 (Page 1 of 4)
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2013
Manual
Section

Design Element
Design Speed
*Stopping Sight Distance
Decision Sight

Alignment Elements

Distance

---

50 mph

55 mph

60 mph

70 mph

42-1.0

425 ft

495 ft

570 ft

730 ft

750 ft

865 ft

990 ft

1105 ft

Speed / Path /
Direction Change

Rural Arterial

42-2.0

465 ft

535 ft

610 ft

780 ft

Passing Sight Distance

Stop Maneuver
42-3.0

1835 ft

1985 ft

2135 ft

2480 ft

Intersection Sight Distance, -3% to +3% (20)

46-10.0

P: 630 ft; SUT: 780 ft

P: 730 ft; SUT: 890 ft

P: 840 ft; SUT: 1020 ft

P: 1030 ft; SUT: 1240 ft

*Minimum Radius, e=8%

43-2.0

750 ft

1000 ft

1290 ft

1650 ft

*Superelevation Rate

43-3.0

*Horizontal Sight Distance

43-4.0

*Vertical Curvature,

Crest

K-value

Sag

*Maximum Grade (19)

Minimum Grade

Level
Rolling

44-3.0
44-1.02
44-1.03

emax = 8% (17)
(18)
84

114

151

247

96

115

136

181

4%

4%

3%

3%

5%

5%

4%

4%

Desirable: 0.5%; Minimum: 0.0%

* Level One controlling criterion. Except as noted in this chapter, the values shown in AASHTOs A Policy on Geometric Design of Highways and Streets (the
Green Book) may be used as minimum values if they are lower than similar values shown herein. A controlling criterion that does not meet the minimum
value is a design exception and is subject to approval. See Section 40-8.0.

These criteria apply to a route either on or off the National Highway System, regardless of funding source.

GEOMETRIC DESIGN CRITERIA FOR RURAL ARTERIAL

(New Construction or Reconstruction)
Figure 53-2 (Page 2 of 4)
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2013
(1)

Design Speed. The minimum design speed should equal the minimum value from the table or the anticipated posted speed limit after construction, whichever is
greater. The legal speed limit is 60 mph on a non-posted divided highway.

(2)

Surface Type. The pavement-type selection will be determined by the INDOT Office of Pavement Engineering.

(3)

Shoulder. The following will apply.

a.
If there are 3 or more lanes in each direction and there is a median barrier, a 10 ft paved shoulder and a 2 ft offset is required.
b.
For new construction with 2000 AADT < 5000, this may be 8 ft. On a reconstruction project, the usable shoulder width may be 10 ft, and the paved
shoulder width may be 8 ft.
c.
The shoulder is paved to the front face of guardrail. The desirable guardrail offset is 2 ft from the usable shoulder width. See Section 49-4.0 for more
information.
d.
Usable shoulder width is defined as the distance from the edge of the travel lane to the shoulder break point.
e.
If there are 3 or more lanes in each direction, a full-width shoulder, 11 ft usable and 10 ft paved, is desirable.
f.
If curbs are to be used, the criteria described in Figure 53-6 or 53-7 should be applied.

(4)

Cross Slope, Travel Lanes. Cross slopes of 1.5% are acceptable on an existing bridge to remain in place. Where three or more lanes are sloped in the same
direction, each successive pair of lanes may have an increased sideslope.

(4A) Cross Slope, Shoulder. See Figure 45-1A(1) or Figure 45-1A(2) for more specific information.
(5)

Auxiliary Lane, Lane Width. Truck climbing-lane width is 12 ft.

(6)

Auxiliary Lane, Shoulder Width. At a minimum, a 2 ft shoulder may be used adjacent to an auxiliary lane. At a minimum, the shoulder adjacent to a truck
climbing lane is 4 ft.

(7)

Median Width, Flush. Value is for new construction. A median of 25 ft or narrower should be avoided at an intersection. A median wider than 60 ft is
undesirable at a signalized intersection or at an intersection that may become signalized in the foreseeable future. On a reconstruction project, the minimum
flush-median width is 14 ft for a roadway with left-turn lanes, or 22 ft for a roadway with concrete median barrier.

(8)

Clear-Zone Width. This will vary according to design speed, traffic volume, side slopes, and horizontal curvature. See Section 49-2.0.

(9)

Side Slope. Value is for new construction. See Sections 45-3.0 for more information. For a reconstruction project, see Section 49-3.0.

(10)

Foreslope. See Sections 49-2.0 and 49-3.0 for the lateral extent of the foreslope in a ditch section.

(11)

Ditch Width. A V-ditch should be used in a rock cut.

GEOMETRIC DESIGN CRITERIA FOR RURAL ARTERIAL

(New Construction or Reconstruction)
Figure 53-2 (Page 3 of 4)
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2013
(12)

Backslope. The backslope for a rock cut will vary according to the height of the cut and the geotechnical requirements. See Sections 45-3.0 and 107-6.01.

(13)

Structural Capacity, New or Reconstructed Bridge. The following will apply.

a.
A State-highway bridge within 15 mi of a Toll-Road gate must be designed for Toll-Road loading.
b.
A bridge on an Extra-Heavy-Duty Highway must be designed for the Michigan Train truck-loading configuration.

(14)

Width, New or Reconstructed Bridge. See Section 402-6.02(01) for more information. The bridge clear-roadway width is the algebraic sum of the following:
a.
the approach traveled-way width;
b.
the approach usable shoulder width without guardrail; and
c.
a bridge-railing offset (see Figure 402-6H).

(15)

Vertical Clearance, Arterial Under. Value includes an additional 6 in. allowance for future pavement overlays. Vertical clearance applies from usable edge to
usable edge of shoulders.

(16)

Vertical Clearance, Arterial Over Railroad. See Chapter 402-6.01(03) for additional information on railroad clearance under a highway.

(17)

Superelevation Rate. See Section 43-3.0 for value of superelevation rate based on design speed and radius.

(18)

Horizontal Sight Distance. For a given design speed, the necessary middle ordinate will be determined by the radius and the sight distance which applies at the
site. Sometimes, the stopping-sight-distance value for a truck will apply. See the discussion in Section 43-4.0.

(19)

Maximum Grade. A grade of 1% steeper may be used for a downgrade on a one-way roadway.

(20)

Intersection Sight Distance. For a left turn onto a 2-lane road: P = Passenger car; SUT = single unit truck. See Figure 46-10G for value for a combination truck.

GEOMETRIC DESIGN CRITERIA FOR RURAL ARTERIAL

(New Construction or Reconstruction)
Figure 53-2 (Page 4 of 4)
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2013
Manual
Section

Design
Controls

Design Element
Design-Year Traffic, AADT

40-2.01

Design Forecast Period

40-2.02

*Design Speed, mph (2)

40-3.0

Access Control
Level of Service
Travel Lane

Cross-Section Elements

Level
Rolling

Shoulder (4)
Cross Slope
Auxiliary
Lane

*Width
Typical Surface Type (3)
*Width Usable
*Width Paved
Typical Surface Type (3)
*Travel Lane (5)
Shoulder (5A)
Lane Width

35 - 55
30 - 55

4 ft
2 ft

None
Desirable.: B; Minimum: C
D: 12 ft; M: 11 ft
D: 12 ft; M: 11 ft (20)
Asphalt / Concrete
6 ft
8 ft
4 ft
6 ft
Asphalt / Concrete
2%
Paved Width 4 ft: 2%; Paved Width > 4 ft: 4%

> 2000
60
50 - 55

12 ft
10 ft
8 ft

Desirable: 12 ft
Minimum: 11 ft

Same as Next to Travel Lane

(7)
Des: 6:1; Max: 4:1 (9)

45-3.0

4 ft (10)
4:1 for 20 ft; 3:1 Max. to Top (11)

45-3.0

Des: 6:1 to Clear Zone; Max: 3:1 to Toe

Chp. 403

HL-93 (12)

*Clear-Roadway Width (13)

45-4.01

Full Paved Approach Width

*Structural Capacity
*Clear-Roadway Width (14)
New or Replaced
Overpassing Bridge (15)
*Vertical Clearance,
Collector Under
Existing
Overpassing Bridge
Vertical Clearance, Collector Over Railroad (16)

Chp. 72
45-4.01

New or
Reconstructed
Bridge
Existing Bridge
to Remain in Place

*Structural Capacity

50 - 55
35 - 55

Des: Same as Through Lanes; Min: 11 ft

45-1.03

Backslope
Fill

50 - 55
35 - 55

D: 12 ft; M: 10 ft

Foreslope
Ditch Width

1500 AADT < 2000

20 Years (1)

49-2.0
Cut

400 AADT < 1500

< 400

Shoulder Width (6)

Clear-Zone Width

Side Slopes (8)

Bridges

40-5.0
40-2.0
45-1.01
Chp. 304
45-1.02
45-1.02
Chp. 304
45-1.01
45-1.02

2 Lanes

HS-15
22 ft

22 ft

24 ft

28 ft

14.5 ft
44-4.0
14 ft
Chp. 402-6.01

23 ft

D or Des: Desirable; M or Min: Minimum

* Level One controlling criterion, see page 2 of 4

GEOMETRIC DESIGN CRITERIA FOR RURAL COLLECTOR, STATE ROUTE

(New Construction or Reconstruction)
Figure 53-3 (Page 1 of 4)

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2013
Design Element

Manual
Section

Design Speed
*Stopping Sight Distance

Alignment Elements

Decision Sight Distance

42-1.0
Speed / path / direction change
Stop Maneuver

Passing Sight Distance

42-2.0
42-3.0

Intersection Sight Distance, -3% to +3% (21)

46-10.0

*Minimum Radius, e=8%

43-2.0

*Superelevation Rate

43-3.0

*Horizontal Sight Distance

43-4.0

*Vertical Curvature,

Crest

K-value

Sag

*Maximum Grade (19)

Level
Rolling

Minimum Grade

44-3.0
44-1.02
44-1.03

2 Lanes
40 mph

45 mph

50 mph

55 mph

60 mph

305 ft

360 ft

425 ft

495 ft

570 ft

600 ft

675 ft

750 ft

865 ft

990 ft

330 ft

395 ft

465 ft

535 ft

610 ft

1470 ft

1625 ft

1835 ft

1985 ft

2135 ft

P: 440 ft

P: 500 ft

P: 630 ft

P: 730 ft

P: 840 ft

SUT: 560 ft

SUT: 630 ft

SUT: 780 ft

SUT: 890 ft

SUT: 1020 ft

410 ft

590 ft

750 ft

1000 ft

1290 ft

emax = 8% (17)
(18)
44

61

84

114

151

64

79

96

115

136

7%

7%

6%

6%

5%

8%

8%

7%

7%

6%

Desirable: 0.5%

Minimum: 0.0%

* Level One controlling criterion. Except as noted in this chapter, the values shown in AASHTOs A Policy on Geometric Design of Highways and Streets (the
Green Book) may be used as minimum values if they are lower than similar values shown herein. A controlling criterion that does not meet the minimum
value is a design exception and is subject to approval. See Section 40-8.0.

These criteria apply to each project regardless of funding source.

GEOMETRIC DESIGN CRITERIA FOR RURAL COLLECTOR, STATE ROUTE

(New Construction or Reconstruction)
Figure 53-3 (Page 2 of 4)

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2013
(1)

Design Forecast Year. If the DHV is less than 100 (based on a 20-year projection) the current AADT may be used for design.

(2)

Design Speed. The minimum design speed should equal the minimum value from the table or the anticipated posted speed limit after
construction, whichever is higher. The legal speed limit is 55 mph on a non-posted highway.

(3)

Surface Type. The pavement-type selection will be determined by the INDOT Office of Pavement Engineering.

(4)

Shoulder Width. The following will apply.

a. The shoulder is paved to the front face of guardrail. The desirable guardrail offset is 2 ft from the usable shoulder width. See Section 49-4.0
for more information.
b. Usable shoulder width is defined as the distance from the edge of the travel lane to the shoulder break point.
c. If curbs are to be used, the criteria described in Figure 53-8 should be applied.

(5)

Cross Slope, Travel Lanes. Cross slopes of 1.5% are acceptable on an existing bridge to remain in place.

(5A) Cross Slope, Shoulder. See Figure 45-1A(1) or Figure 45-1A(2) for more-specific information.
(6)

Auxiliary Lane, Shoulder Width. At a minimum, a 2 ft width may be used adjacent to an auxiliary lane.

(7)

Clear-Zone Width. This will vary according to design speed, traffic volume, side slopes, and horizontal curvature. See Section 49-2.0.

(8)

Side Slope. Value is for new construction. See Sections 45-3.0 for more information. For a reconstruction project, see Section 49-3.0

(9)

Foreslope. See Sections 49-2.0 and 49-3.0 for the lateral extent of the foreslope in a ditch section.

(10) Ditch Width. A V-ditch should be used in a rock cut. See Sections 45-3.0 and 107-6.01.
(11) Backslope. The backslope for a rock cut will vary according to the height of the cut and the geotechnical requirements. See Section 107-6.01for
typical rock-cut sections.

GEOMETRIC DESIGN CRITERIA FOR RURAL COLLECTOR, STATE ROUTE

(New Construction or Reconstruction)
Figure 53-3 (Page 3 of 4)

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2013
(12) Structural Capacity, New or Reconstructed Bridge. The following will apply.
a.
b.

A State-highway bridge within 15 mi of a Toll-Road gate must be designed for Toll-Road loading.
A bridge on an Extra-Heavy-Duty Highway must be designed for the Michigan Train truck-loading configuration.

(13)

Width, New or Reconstructed Bridge. See Section 402-6.02(01) for more information. The bridge clear-roadway width is the algebraic sum of the following:
a.
the approach traveled-way width;
b.
the approach usable-shoulder width without guardrail; and
c.
a bridge-railing offset (see Figure 402-6H).

(14)

Width, Existing Bridge to Remain in Place. Clear-roadway width will be at least equal to the approach traveled-way width or the table value, whichever is
greater.

(15)

Vertical Clearance, Collector Under. Value includes an additional 6-in. allowance for future pavement overlays. Vertical clearance applies from usable edge to
usable edge of shoulders.

(16)

Vertical Clearance, Collector Over Railroad. See Chapter 402-6.01(03) for additional information on railroad clearance under a highway.

(17)

Superelevation Rate. See Section 43-3.0 for value of superelevation rate based on design speed and radius.

(18)

Horizontal Sight Distance. For a given design speed, the necessary middle ordinate will be determined by the radius and the sight distance which applies at the
site. See Section 43-4.0.

(19)

Maximum Grade. For a grade along a longitudinal distance of less than 480 ft (PVT to PVC), a one-way downgrade, or a road with AADT < 400, the maximum
grade may be up to 2% steeper than the table value.

(20)

Use 12 ft if V = 55 mph.

(21)

Intersection Sight Distance. For a left turn onto a 2-lane roadway. P = Passenger car; SUT = single unit truck. See Figure 46-10G for values for a combination
truck..

GEOMETRIC DESIGN CRITERIA FOR RURAL COLLECTOR, STATE ROUTE

(New Construction or Reconstruction)
Figure 53-3 (Page 4 of 4)

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2013
Manual
Section

Design Element

Design
Controls

Design-Year Traffic, AADT

40-2.01

Design Forecast Period

*Design Speed, mph (3)

1500 AADT <

2000
20 Years

400 AADT < 1500

< 400

40-2.02
Level

40-3.0

Rolling

50 - 55

50 - 55

60

30 - 55

35 - 55

35 - 55

50 - 55

40-5.0

None

Level of Service

40-2.0

Desirable: B; Minimum: C

*Width (4)

45-1.01

Typical Surface Type

*Width Usable

Shoulder

Cross Slope

Auxiliary Lane

*Width Paved, optional

45-1.02

Typical Surface Type

Chp. 304

*Travel Lane (6)

45-1.01

Shoulder (6A)

45-1.02

Lane Width

10 ft (4a)

Chp. 304
45-1.02

Des: 4 ft
Min: 2 ft (5)
2 ft

45-1.03
49-2.0

Cut

Ditch Width

Bridges

Des: 10 ft
Min: 8 ft
8 ft

(7)

45-3.0

4 ft (10)

45-3.0

Des: 6:1 to Clear Zone; Max: 3:1 to Toe

Chp. 403

HL-93

4:1 for 20 ft; 3:1 Max. to Top (11)

New or
Reconstructed
Bridge

*Structural Capacity
*Clear-Roadway Width (12)

45-4.01

Existing Bridge
to Remain in Place

*Structural Capacity

Chp. 72

*Clear-Roadway Width (13)

New or Replaced
Overpassing Bridge (14)
*Vertical Clearance,
Collector Under
Existing
Overpassing Bridge
Vertical Clearance, Collector Over Railroad (15)

12 ft

Des: 6:1; Max: 4:1 (9)

Backslope
Fill

11 ft (4b)

Asphalt / Concrete
Des: 6 ft
Des: 8 ft
Min: 4 ft
Min: 6 ft
4 ft
6 ft

2%
Paved Width 4 ft: 2%; Paved Width > 4 ft: 4% - 6% Asphalt;
6%-8% Aggregate; 8% Earth
Desirable: 11 ft
Desirable: 12 ft
10 ft
Minimum: 10 ft
Minimum: 10 ft
Desirable: Same as Next to Travel Lane; Minimum: 2 ft

Foreslope
Side Slopes (8)

11 ft

Asphalt / Aggregate / Earth

Shoulder Width
Clear-Zone Width

2000

35 55

Access Control

Travel Lane

Cross-Section Elements

2 Lanes

45-4.01

Travelway + 4 ft

Travelway + 6 ft

22 ft

22 ft

Travelway + 8 ft

Full Paved
Approach Width

HS-15
24 ft

28 ft

14.5 ft
44-4.0
14 ft
Chp. 402-6.01

23 ft

Des: Desirable; Min: Minimum.

* Level One controlling criterion, see page 2 of 4

GEOMETRIC DESIGN CRITERIA FOR RURAL COLLECTOR, LOCAL-AGENCY ROUTE

(New Construction or Reconstruction)
Figure 53-4 (Page 1 of 4)
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2013

Design Element

Manual
Section

Design Speed
*Stopping Sight Distance

42-1.0
Speed / path / direction change

Decision Sight Distance

30 mph

35 mph

45 mph

50 mph

55 mph

60 mph

200 ft

250 ft

360 ft

425 ft

495 ft

570 ft

450 ft

525 ft

675 ft

750 ft

865 ft

990 ft

220 ft

275 ft

395 ft

465 ft

535 ft

610 ft

42-2.0
Stop Maneuver

Alignment Elements

2 Lanes

Passing Sight Distance

42-3.0

Intersection Sight Distance, -3% to +3% (19)

46-10.0

*Minimum Radius, e=8%

43-2.0

1090 ft

1280 ft

1625 ft

1835 ft

1985 ft

2135 ft

P: 330 ft

P: 390 ft

P: 500 ft

P: 630 ft

P: 730 ft

P: 840 ft

SUT: 420 ft

SUT: 490 ft

SUT: 630 ft

SUT: 780 ft

SUT: 890 ft

SUT: 1020 ft

270 ft

410 ft

590 ft

750 ft

1000 ft

1290 ft

*Superelevation Rate

43-3.0

emax = 8% (16)

*Horizontal Sight Distance

43-4.0

(17)

*Vertical

Crest

Curvature, K-value

Sag

44-3.0
Level

*Maximum Grade (18)

19

29

61

84

114

151

37

49

79

96

115

136

7%

7%

6%

6%

5.5%

5%

9%

8%

7%

7%

6.5%

6%

44-1.02
Rolling

Minimum Grade

44-1.03

Desirable: 0.5%; Minimum: 0.0%

* Level One controlling criterion. Except as noted in this chapter, the values shown in AASHTOs A Policy on Geometric Design of Highways and Streets (the
Green Book) may be used as minimum values if they are lower than similar values shown herein. A controlling criterion that does not meet the minimum
value is a design exception and is subject to approval. See Section 40-8.0.
These criteria apply only to a federal-aid project.

GEOMETRIC DESIGN CRITERIA FOR RURAL COLLECTOR, LOCAL-AGENCY ROUTE

(New Construction or Reconstruction)
Figure 53-4 (Page 2 of 4)
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2013
(1)

(Blank.)

(2)

(Blank.)

(3)

Design Speed. The minimum design speed should equal the minimum value or the anticipated posted speed limit after construction, whichever is
greater. The legal speed limit is 55 mph on a non-posted highway.

(4)

Travel-Lane Width. The following will apply.

a. Use an 11-ft width if the design speed is 55 mph.
b. Use a 12-ft width if the design speed is 55 mph.

(5)

Shoulder Width. The following will apply.

a. If guardrail is required, the minimum width is 4 ft.
b. Usable-shoulder width is defined as the distance from the edge of the travel lane to the shoulder break point.
c. If curbs are to be used, the criteria described in Figure 53-8 should be applied.

(6)

Cross Slope, Travel Lanes. Cross slopes of 1.5% are acceptable on an existing bridge to remain in place.

(6A) Cross Slope, Shoulder. See Figure 45-1A(1) or Figure 45-1A(2) for more-specific information.
(7)

Clear-Zone Width. This will vary according to design speed, traffic volume, side slopes, and horizontal curvature. See Section 49-2.0.

(8)

Side Slope. Value is for new construction. See Section 45-3.0 for more information. For a reconstruction project, see Section 49-3.0.

(9)

Foreslope. See Sections 49-2.0 and 49-3.0 for the lateral extent of the foreslope in a ditch section.

(10) Ditch Width. A V-ditch should be used in a rock cut.

(11) Backslope. The backslope for a rock cut will vary according to the height of the cut and the geotechnical requirements. See Sections 45-3.02 and
107-6.02 for typical rock-cut sections.

GEOMETRIC DESIGN CRITERIA FOR RURAL COLLECTOR, LOCAL-AGENCY ROUTE

(New Construction or Reconstruction)
Figure 53-4 (Page 3 of 4)
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2013
(12) Width, New or Reconstructed Bridge. See Section 402-6.02(01) for more information. The bridge clear-roadway width is the algebraic sum of
the following:
a. the approach traveled-way width;
b. the approach usable shoulder width without guardrail; and
c. a bridge-railing offset (see Figure 402-6H).
(13) Width, Existing Bridge to Remain in Place. Clear-roadway width will be at least equal to the approach traveled-way width or the table value,
whichever is greater. For a bridge longer than 100 ft, the value does not apply. The acceptability of such a bridge will be assessed individually.
(14) Vertical Clearance, Collector Under. Value includes an additional 6 in. allowance for future pavement overlays. Vertical clearance applies from
usable edge to usable edge of shoulders.
(15) Vertical Clearance, Collector Over Railroad. See Chapter 402-6.01(03) for additional information on railroad clearance under a highway.
(16) Superelevation Rate. See Section 43-3.0 for value of superelevation rate based on design speed and radius.
(17) Horizontal Sight Distance. For a given design speed, the necessary middle ordinate will be determined by the radius and the sight distance which
applies at the site. See Section 43-4.0.
(18) Maximum Grade. For a grade along a longitudinal distance of less than 480 ft (PVT to PVC), a one-way downgrade, or a road with AADT < 400,
the maximum grade may be up to 2% steeper than the table value.
(19) Intersection Sight Distance. For a left turn onto a 2-lane roadway: P = Passenger car; SUT = single unit truck. See Figure 46-10G for value for a
combination truck.

GEOMETRIC DESIGN CRITERIA FOR RURAL COLLECTOR, LOCAL-AGENCY ROUTE

(New Construction or Reconstruction)
Figure 53-4 (Page 4 of 4)
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2013
Manual
Section

Design Element

Design
Controls

Design-Year Traffic, AADT

40-2.01
Level
Rolling

40-3.0

Cross-Section Elements

Shoulder
Cross Slope
Auxiliary Lane

*Width
Typical Surface Type
*Width Usable
Typical Surface Type
*Travel Lane (6)
Shoulder (6A)
Lane Width
Shoulder Width

49-2.0
Cut

Side Slopes
Fill

Bridges

45-1.01
Chp. 304
45-1.02
Chp. 304
45-1.01
45-1.02
45-1.03

Clear-Zone Width

New or
Reconstructed
Bridge

50 AADT
< 250

30 55
30 55

30 55
30 55

10 ft

10 ft

40-5.0
40-2.0

Access Control
Level of Service
Travel Lane

< 50

40-2.02

Design Forecast Period

*Design Speed, mph (3)

2 Lanes

Foreslope
Ditch Width
Backslope
0-30 ft Height
>30 ft Height

*Structural Capacity

45-3.0

45-3.0

45-4.01

*Structural Capacity
*Clear-Roadway Width (11)
New or Replaced
Overpassing Bridge (12)
*Vertical Clearance,
Local Road Under
Existing
Overpassing Bridge
Vertical Clearance, Local Road Over Railroad) (13)

Chp. 72
45-4.01

Existing Bridge
to Remain in Place

400 AADT
< 1500
20 years
35 55
50 55
30 55
35 55
None
Desirable: B; Minimum: D

1500 AADT
< 2000

2000

50 55
35 55

50 55
35 55

10 ft (4a)
11 ft
11 ft (4b)
12 ft
Asphalt / Concrete / Aggregate
2 ft
2 ft
2 ft
6 ft (5)
6 ft
8 ft
Asphalt / Aggregate / Earth
2%-3% Asphalt / Concrete; 6% Aggregate
Paved Width 4 ft: 2% - 3%; Paved Width > 4 ft: 4% - 6% Asphalt/Concrete;
6%-8% Aggregate; 8% Earth
Same as Travel Lane
Des: Same as Travel Lane; Min: 10 ft
Desirable: 4 ft; Minimum: 2 ft
(7)
4:1 (V 60) (8); 3:1 (V 50) (8)
Des: 4 ft; Min: 0.0 ft
4:1 (V 60); 3:1 (V 50) (9)
Desirable: 4:1; Maximum: 3:1
3:1

Chp. 403

*Clear-Roadway Width (10)

250 AADT
< 400

HL-93
Travelway + 4 ft

Travelway + 6 ft

HS-10

Full Paved
Approach
Width

HS-15
20 ft

22 ft

24 ft

28 ft

14.5 ft
44-4.0
14 ft
Chp. 402-6.01

23 ft

Des: Desirable. Min: Minimum.

* Level One controlling criterion, see page 2 of 4.

GEOMETRIC DESIGN CRITERIA FOR RURAL LOCAL ROAD

(New Construction or Reconstruction)
Figure 53-5 (Page 1 of 4)
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2013
Manual
Section

Design Element
Design Speed

Alignment Elements

*Stopping Sight Distance

Decision Sight

Speed / Path / Direction Chg.

Distance

Stop Maneuver

----

20 mph

25 mph

30 mph

35 mph

45 mph

50 mph

55 mph

42-1.0

115 ft

155 ft

200 ft

250 ft

360 ft

425 ft

495 ft

300 ft

375 ft

450 ft

525 ft

675 ft

750 ft

865 ft

42-2.0
130 ft

170 ft

220 ft

275 ft

395 ft

465 ft

535 ft

Passing Sight Distance

42-3.0

710 ft

900 ft

1090 ft

1280 ft

1625 ft

1835 ft

1985 ft

Intersection Sight Distance

46-10.0

220 ft

280 ft

330 ft

390 ft

500 ft

550 ft

610 ft

*Minimum Radius, e=8%

43-2.0

90 ft

180 ft

270 ft

590 ft

590 ft

750 ft

1000 ft

*Superelevation Rate

43-3.0

emax=8% (14)

*Horizontal Sight Distance

43-4.0

(15)
61

84

114

*Vertical Curvature,

Crest

K-value

Sag

*Maximum Grade

12

19

29

44-3.0

Level

17

26

37

49

79

96

115

8%

7%

7%

7%

7%

6%

5.5%

11%

11%

10%

9%

9%

8%

7%

44-1.02

Rolling

Minimum Grade

2 Lanes

44-1.03

Desirable: 0.5%; Minimum: 0.0%

Level One controlling criterion. Except as noted in this chapter, the values shown in AASHTOs A Policy on Geometric Design of Highways and Streets
(the Green Book) may be used as minimum values if they are lower than similar values shown herein. A controlling criterion that does not meet the
minimum value is a design exception and is subject to approval. See Section 40-8.0.
These criteria apply only to a federal-aid project.

GEOMETRIC DESIGN CRITERIA FOR RURAL LOCAL ROAD

(New Construction or Reconstruction)
Figure 53-5 (Page 2 of 4)
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2013
(1)

(Blank).

(2)

(Blank).

(3)

Design Speed. The minimum design speed should equal the minimum value or the anticipated posted speed limit after construction, whichever is
greater. The legal speed limit is 55 mph on a non-posted highway.

(4)

Travel Lane Width. The following will apply.

a. Use 11-ft lanes where V 50 mph.
b. Use 12-ft lanes where V 55 mph.

(5)

Shoulder Width. The following will apply.

a. For 400 AADT < 1500, the shoulder width may be 4 ft.
b. Usable shoulder width is defined as the distance from the edge of the travel lane to the shoulder break point.
c. If curbs are to be used, the criteria described in Figure 53-8 should be applied.

(6)

Cross Slope, Travel Lanes. Cross slopes of 1.5% are acceptable on an existing bridge to remain in place.

(6A) Cross Slope, Shoulder. See Figure 45-1A(1) or Figure 45-1A(2) for more-specific information.
(7)

Clear-Zone Width. This will vary according to design speed, traffic volume, side slopes, and horizontal curvature. See Section 49-2.0. For a
design speed of lower than 50 mph, a 10 ft clear-zone width may be used.

(8)

Foreslope. See Sections 49-2.0 and 49-3.0 for the lateral extent of the foreslope in a ditch section.

(9)

Backslope. The backslopes for a rock cut will vary according to the height of the cut and the geotechnical requirements.

GEOMETRIC DESIGN CRITERIA FOR RURAL LOCAL ROAD

(New Construction or Reconstruction)
Figure 53-5 (Page 3 of 4)
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2013
(10)

Width, New or Reconstructed Bridge. See Section 402-6.02(01) for more information. The bridge clear-roadway width is the
algebraic sum of the following:
a. the approach traveled-way width;
b. the approach usable shoulder width without guardrail; and
c. a bridge-railing offset (see Figure 402-6H).

(11)

Width, Existing Bridge to Remain in Place. Minimum clear-roadway width of 2 ft narrower than the value may be used on a road
with few trucks. The clear-roadway width should be at least the same width as the approach travelway. For a one-lane bridge, the
width may be 18 ft. For a bridge longer than 100 ft, the value does not apply. The acceptability of each such bridge will be
assessed individually.

(12)

Vertical Clearance, Local Road Under. Value includes an additional 6 in. allowance for future pavement overlays. Vertical
clearance applies from usable edge to usable edge of shoulders.

(13)

Vertical Clearance, Local Road Over Railroad. See Chapter 402-6.01(03) for additional information on railroad clearance under
highway.

(14)

Superelevation Rate. See Section 43-3.0 for value of superelevation rate based on design speed and radius.

(15)

Horizontal Sight Distance. For a given design speed, the necessary middle ordinate will be determined by the radius and the sight
distance which applies at the site. See Section 43-4.0.

GEOMETRIC DESIGN CRITERIA FOR RURAL LOCAL ROAD

(New Construction or Reconstruction)
Figure 53-5 (Page 4 of 4)
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2013

Design
Controls

Design Element
Design Forecast Period

40-2.02

Design Speed, mph (1)

40-3.0

Access Control
Level of Service
On-Street Parking

40-5.0
40-2.0
45-1.04

Travel Lane

*Width (3)

45-1.01

Typical Surface Type (4)

Ch. 304
45-1.02

*Paved Width (6)

45-1.02

Typical Surface Type (4)

*Travel Lane (7)

Ch. 304
45-1.01
45-1.02

*Curb Offset (5)

Shoulder

Cross Slope

Cross-Section Elements

Manual
Section

Auxiliary
Lane

Shoulder (7A)
Lane Width
Curb Offset (8)
Shoulder Width
Typical Surface Type (4)

TWLTL Width
Parking-Lane Width
Depressed
Median
Raised Island
Width
Flush / Corrugated
Sidewalk Width (11)

45-1.03
Ch. 304
46-5.0
45-1.04
45-2.0
45-1.06

Bicycle-Lane Width (12)

51-7.0

Clear-Zone Width
Typical Curbing Type, where used (14)
Foreslope
Side Slopes,
Ditch Width
Cut
Uncurbed
Backslope
(15)
Fill
Cut, Backslope
Side Slopes,
Curbed
Fill
Median Slopes, Depressed

49-2.0
45-1.05

45-3.0

45-3.0
45-2.0

Suburban

Design Value (By Type of Area)

Intermediate

20 Years
Curbed: 45-55
Uncurbed: 50-60
Partial Control / None
Des: B; Min: C
None

20 Years
Curbed: 40-50
Uncurbed: 50-60
None
Des: C; Min: D
Optional (2)

Curbed: 12 ft
Uncurbed: 12 ft
Asphalt / Concrete
2 ft
Curbed, Rt. Des: 10 ft; Min 2 ft
Curbed, Lt. Des: 4 ft; Min 2 ft
Uncurbed, Rt.: 10 ft; Lt.: 4 ft
Asphalt / Concrete
2%
Paved Width 4 ft: 2%;
Paved Width > 4 ft: 4%
Des: 12 ft; Min: 11 ft
1 ft
Des: 10 ft; Min: 2 ft
Asphalt / Concrete
Des: 16 ft; Min. 14 ft
N/A
26.5 ft 50 ft
Des: 18 ft; Min: 13 ft (10)
Des: 16 ft; Min: 13 ft (10)
5 ft with 5-ft Buffer (Des)
Curbed: 5 ft
Uncurbed: Shld Width +4 ft
(13)
Sloping / Vertical
6:1 (16)
4 ft (17)
4:1 for 20 ft; 3:1 Max. to Top (18)
6:1 to Clear Zone; 3:1 Max. to Toe
(19)
12:1 for 12 ft; 3:1 Max. to Toe
Des: 8:1; Max: 5:1

Curbed: Des.: 12 ft; Min.: 11 ft

Uncurbed: Des.: 12 ft; Min.: 11 ft
Asphalt / Concrete
2 ft
Curbed, Rt. Des: 8 ft; Min 2 ft
Curbed, Lt. Des: 4 ft; Min 2 ft
Uncurbed, Rt.: 8 ft; Lt.: 4 ft
Asphalt / Concrete
2%
Paved Width 4 ft: 2%;
Paved Width > 4 ft: 4%
Des: 12 ft; Min: 11 ft
1 ft
Des: 8 ft; Min: 2 ft
Asphalt / Concrete
Des: 16 ft; Min: 14 ft
Des: 12 ft; Min: 10 ft (9)
N/A
Des: 18 ft; Min: 4 ft (10)
Des: 16 ft; Min: 4 ft (10)
5 ft with 5-ft Buffer (Des)
Curbed: 5 ft
Uncurbed: Shoulder Width +4 ft
(13)
Sloping / Vertical
6:1 (16)
4 ft (17)
4:1 for 20 ft; 3:1 Max. to Top (18)
6:1 to Clear Zone; 3:1 Max. to Toe
(19)
12:1 for 12 ft; 3:1 Max. to Toe
N/A

Built-Up
20 Years
Curbed: 30-35
None
Des: C; Min: D
Optional (2)
Curbed: Des.: 12 ft; Min.: 10 ft
Asphalt / Concrete
2 ft
Right: 6 ft; Left: 4 ft
Asphalt / Concrete
2%
Paved Width 4 ft: 2%;
Paved Width > 4 ft: 4%
Des: 12 ft; Min: 10 ft
1 ft
Des: 6 ft; Min: 2 ft
Asphalt / Concrete
Des: 14 ft; Min: 12 ft
Des: 12 ft; Min: 10 ft (9)
N/A
Des: 18 ft; Min: 4 ft (10)
Des: 16 ft; Min: 4 ft (10)
Varies; 6 ft Min
Curbed: 5 ft
(13)
Sloping / Vertical
N/A
N/A
N/A
N/A
(19)
12:1 for 12 ft; 3:1 Max. to Toe
N/A

Des: Desirable. Min: Minimum.

* Level One controlling criterion, see page 2 of 4

GEOMETRIC DESIGN CRITERIA FOR URBAN ARTERIAL, 4 OR MORE LANES

(New Construction or Reconstruction)
Figure 53-6 (Page 1 of 4)

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2013
Manual
Section

Suburban

*Structural Capacity (20)

*Clear-Roadway
Width (21)
*Structural Capacity

Ch. 403

HL-93

*Clear-Roadway Width

45-4.01

Alignment Elements

Bridges

Design Element
New or
Reconstructed
Bridge
Existing
Bridge to Remain
in Place

New or Replaced
Overpassing Bridge
(22a)
Existing
Overpassing Bridge
Sign Truss /
Pedestrian Bridge (22a)
Vertical Clearance, Arterial over Railroad
(23)
Design Speed

*Vertical
Clearance,
Arterial
Under
(22)

Ch. 72

HS-20

Intersection Sight Distance, -3% to +3% (28)

46-10.0

*Minimum Radius for emax =4% / 6%

43-2.0

16.5 ft (22b)

16.5 ft (22b)

14 ft

14 ft

14 ft

New: 17.5 ft; Existing: 17 ft

New: 17.5ft; Existing: 17 ft

New: 17.5 ft; Existing: 17 ft

23 ft
30 mph

35 mph

45 mph

50 mph

200 ft
U: 620 ft
SU: 535 ft
490 ft
P: 355 ft
SUT: 450 ft

250 ft
U: 720 ft
SU: 625 ft
590 ft
P: 415 ft
SUT: 525 ft
420 ft / 390 ft
(24a)
Up to emax = 6%

360 ft
U: 930 ft
SU: 800 ft
800 ft
P: 530 ft
SUT: 675 ft
600 ft / 550 ft
(24a)

425 ft
U: 1030 ft
SU: 890 ft
910 ft
P: 665 ft
SUT: 825 ft

55 mph
495 ft
U: 1135 ft
SU: 980 ft
1030 ft
P: 770 ft
SUT: 950 ft

750 ft (24b)

1000 ft (24b)

260 ft/ 240 ft (24a)

43-3.0
43-4.0
44-3.0
44-1.02
44-1.03

HS-20

16.5 ft

Ch. 402-6.01

42-2.0

HL-93

Uncurbed: Travelway Plus 2 ft on Each Side; Curbed: Full Approach Curb-to-Curb Width

44-4.0

42-1.0

Built-Up

HL-93
Uncurbed: Full Paved Approach Width
Curbed: Full Approach Curb-to-Curb Width
HS-20

45-4.01

*Stopping Sight Distance

Speed / Path /
Decision Sight
Direction Change
Distance
Stop Maneuver

*Superelevation Rate (25)

*Horizontal Sight Distance
*Vertical
Crest
Curvature,
Sag
K-value
Level
*Maximum
Grade (27)
Rolling
Minimum Grade

Design Value (By Type of Area)

Intermediate

emax=8%

19

29

(26)
61

84

114

37

49

79

96

115

8%
9%

7%
8%

6.5%
7.5%

6%
7%

5.5%
6.5%

Desirable: 0.5%

Minimum: 0.3% (Curbed)

0.0% (Uncurbed)

U: Urban SU: Suburban.

* Level One controlling criterion. Except as noted in this chapter, the values shown in AASHTOs A Policy on Geometric Design of Highways and
Streets (the Green Book) may be used as minimum values if they are lower than similar values shown herein. A controlling criterion that does not
meet the minimum value is a design exception and is subject to approval. See Section 40-8.0.
These criteria apply to a route either on or off the National Highway System, regardless of funding source.

GEOMETRIC DESIGN CRITERIA FOR URBAN ARTERIAL, 4 OR MORE LANES

(New Construction or Reconstruction)
Figure 53-6 (Page 2 of 4)

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2013
(1)

Design Speed. The minimum design speed should equal the minimum value, the anticipated posted speed limit after construction, or the legal speed limit on a
non-posted highway. The legal speed limit in an urban district is 30 mph. Based on an engineering study, the design speed may be raised to an absolute
maximum of 55 mph.

(2)

On-Street Parking. In general, on-street parking is discouraged.

(3)

Travel-Lane Width. For an arterial on the National Truck Network, the right lane must be 12 ft in width.

(4)

Surface Type. The pavement-type selection will be determined by the INDOT Office of Pavement Engineering.

(5)

Curb Offset. The curb offset (for both left and right sides) should be 2 ft. Vertical curbs introduced intermittently should be offset 2 ft. A continuous curb used
along a median or channelizing island may be offset 1 ft.

(6)

Shoulder Width. The value applies to the paved shoulder width. The following will also apply.
a.
For an uncurbed section, the shoulder is paved to the front face of guardrail. The desirable guardrail offset is 2 ft from the usable shoulder width. See
Section 49-4.0 for more information.
b.
For an uncurbed section, a desirable additional 1 ft of compacted aggregate will be provided.
c.
For a curbed section, the curb offset is included in the paved shoulder width.

(7)

Cross Slope, Travel Lane. Cross slopes of 1.5% are acceptable for an existing bridge to remain in place.

(7A) Cross Slope, Shoulder. See Figure 45-1A(1) or Figure 45-1A(2) for more-specific information.
(8)

Curb Offset for Auxiliary Lane. In a curbed section, the offset may be zero.

(9)

Parking Lane. Where a parking lane will be used as a travel lane during peak hours or may be converted to a travel lane in the future, the width should be equal
to the travel lane width plus a 1 ft offset to the curb (if present). The cross slope for a parking lane is typically 1% steeper than that of the adjacent travel lane.

(10)

Minimum Median Width. The criteria assume the presence of a mountable curb with a 0 ft curb offset.

(11)

Sidewalk Width. A buffer of less than 2 ft wide is not permitted. If no buffer is provided, the sidewalk width should be 6 ft.

(12)

Bicycle-Lane Width. The value is in addition to the width of a parking lane, if present. See Section 51-7.0 for additional details.

(13)

Clear-Zone Width. The following will apply.

a.
Facility with Vertical Curbs. The clear-zone width will be measured from the edge of travel lane or will be to the right-of-way line, whichever is less. No
clear zone is required where there is 24-h parking.
b.
Facility with Sloping Curbs or without Curbs. The clear-zone width will vary according to design speed, traffic volume, side slopes, and horizontal
curvature.
c.
Curbed Facility. There should be an appurtenance-free area as measured from the gutter line of a curb.
d.
Value. See Section 49-2.0 for specific clear-zone-width value.

(14)

Curbing Type. Vertical curbs may only be used with design speed 45 mph or lower.

GEOMETRIC DESIGN CRITERIA FOR URBAN ARTERIAL, 4 OR MORE LANES

(New Construction or Reconstruction)
Figure 53-6 (Page 3 of 4)
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2013
(15)

Side Slope, Uncurbed. Value is for new construction. See Sections 45-3.0 and 45-8.0 for more information. For a reconstruction project, see Section 49-3.0.

(16)

Foreslope. See Sections 49-2.0 and 49-3.0 for the lateral extent of the foreslope in a ditch section.

(17)

Ditch Width. A V-ditch should be used in a rock cut. See Section 45-8.0.

(18)

Backslope. The backslope for a rock cut will vary according to the height of the cut and the geotechnical requirements. See Sections 45-3.02 and 107-6.02 for
typical rock-cut sections.

(19)

Side Slope, Curbed, Cut. A shelf or sidewalk will be present immediately behind the curb before the toe of the backslope. The minimum width of a shelf will be
6 ft. Where a sidewalk is present, the toe of the backslope will be 1 ft beyond the edge of sidewalk. See Section 45-3.0 for more information.

(20)

Structural Capacity, New or Reconstructed Bridge. The following will apply.

a
A State-highway bridge within 15 mi of a Toll-Road gate must be designed for Toll-Road loading.
b.
A bridge on an Extra-Heavy-Duty Highway must be designed for the Michigan Train truck loading configuration.

(21)

Width, New or Reconstructed Bridge. See Section 402-6.02(01) for more information. The bridge clear-roadway width is the algebraic sum of the following:
a.
the approach traveled way width;
b.
the approach usable shoulder width without guardrail; and
c.
a bridge-railing offset (see Figure 402-6H).

(22)

Vertical Clearance, Arterial Under Railroad. The following will apply.

a.
Value includes an additional 6 in. allowance for future pavement overlays.
b.
In a highly urbanized area, a minimum clearance of 14 ft may be provided if there is at least one route with a 16 ft clearance.
c.
Vertical clearance applies from usable edge to usable edge of shoulders.

(23)

Vertical Clearance, Arterial Over Railroad. See Chapter 402-6.01(03) for additional information on railroad clearance under a highway.

(24)

Minimum Radius. The following will apply:

a.
Based on emax = 4% or 6% and low-speed urban street conditions.
b.
Based on emax = 8% and open-road conditions.

(25)

Superelevation Rate. See Section 43-3.0 for values of superelevation rate based on design speed and radius. See Section 43-3.0 and the INDOT Standard
Drawings for information on superelevation requirements.

(26)

Horizontal Sight Distance. For a given design speed, the necessary middle ordinate will be determined by the radius and the sight distance which applies
at the site. Sometimes the stopping-sight-distance value for a truck will apply. See the discussion in Section 43-4.0.

(27)

Where adjacent sidewalks are present, the maximum desirable grade is 5%.

(28)

Intersection Sight Distance. For a left turn onto a two-way, 4-lane undivided roadway: P = Passenger car; SUT = single unit truck. See Figure 46-10G for value
for a combination truck.

GEOMETRIC DESIGN CRITERIA FOR URBAN ARTERIAL, 4 OR MORE LANES

(New Construction or Reconstruction)
Figure 53-6 (Page 4 of 4)

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Design
Controls

2013
Design Value (By Type of Area)
Intermediate

40-5.0
40-2.0

20 Years
Curbed: 35-55
Uncurbed: 40-55
Partial Control / None
Des: B; Min: C

20 Years
Curbed: 35-55
Uncurbed: 40-50
None
Des: C; Min: D

None
Des: C; Min: C

45-1.04

None

Optional (2)

Optional (2)

Curbed: 12 ft
Uncurbed: 12 ft
Asphalt / Concrete
2 ft
Curbed Des: 10 ft; Min. 2 ft
Uncurbed: 10 ft
Asphalt / Concrete
2%
4%
Des: 12 ft; Min: 11 ft
1 ft
Des: 10 ft; Min: 2 ft
Asphalt / Concrete
Des: 16 ft; Min. 14 ft
N/A
5 ft with 5-ft Buffer (Des)
Curbed: 5 ft
Uncurbed: Shld. Width +4 ft
(12)
Sloping / Vertical
6:1 (15)
4 ft (16)
4:1 for 20 ft; 3:1 Max. to Top (17)
6:1 to Clear Zone; 3:1 Max. to Toe
(18)
12:1 for 12 ft; 3:1 Max. to Toe

Curbed: Des.: 12 ft; Min.: 11 ft

Uncurbed: 12 ft
Asphalt / Concrete
2 ft
Curbed: Des: 8 ft; Min: 2 ft
Uncurbed: 8 ft;
Asphalt / Concrete
2%
4%
Des: 12 ft; Min: 11 ft
1 ft
Des: 8 ft; Min: 2 ft
Asphalt / Concrete
Des: 16 ft; Min: 14 ft
Des: 12 ft; Min: 10 ft (9)
5 ft with 5-ft Buffer (Des)
Curbed: 5 ft
Uncurbed: Shoulder Width +4 ft
(12)
Sloping / Vertical
6:1 (15)
4 ft (16)
4:1 for 20 ft; 3:1 Max. to Top (17)
6:1 to Clear Zone; 3:1 Max. to Toe
(18)
12:1 for 12 ft; 3:1 Max. to Toe

Manual
Section

Design Forecast Period

40-2.02

*Design Speed, mph (1)

40-3.0

Access Control
Level of Service
On-Street Parking
Travel Lane

*Width (3)

45-1.01

Typical Surface Type (4)

Ch. 304
45-1.02
45-1.02

*Curb Offset (5)

Shoulder

Cross Slope

Cross-Section Elements

Suburban

Design Element

Auxiliary
Lane

*Paved Width (6)

Typical Surface Type (4)
*Travel Lane (7)
Shoulder (7A)
Lane Width
Curb Offset (8)
Shoulder Width
Typical Surface Type (4)

TWLTL Width
Parking-Lane Width
Sidewalk Width (10)
Bicycle-Lane Width (11)

Ch. 304
45-1.01
45-1.02
45-1.03
Chp. 402
46-5.0
45-1.04
45-1.06
51.7.0

Clear-Zone Width
Typical Curbing Type, where used (13)
Foreslope
Side Slopes,
Cut
Ditch Width
Uncurbed
Backslope
(14)
Fill
Cut, Backslope
Side Slopes,
Fill
Curbed

49-2.0
45-1.05

45-3.0

45-3.0

Built-up
20 Years
Curbed: 30 - 35

Curbed: Des.: 12 ft; Min.: 11 ft

Asphalt / Concrete
2 ft
6 ft
Asphalt / Concrete
2%
4%
Des: 11 ft; Min: 10 ft
1 ft
Des: 6 ft; Min: 2 ft
Asphalt / Concrete
Des: 14 ft; Min: 12 ft
Des: 12 ft; Min: 10 ft (9)
Varies; 6 ft Min
Curbed: 5 ft
(12)
Sloping / Vertical
N/A
N/A
N/A
N/A
(18)
12:1 for 12 ft; 3:1 Max. to Toe

Des: Desirable; Min. Minimum.

* Level One controlling criterion, see page 2 of 4

GEOMETRIC DESIGN CRITERIA FOR URBAN ARTERIAL, 2 LANES

(New Construction or Reconstruction)
Figure 53-7 (Page 1 of 4)

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2013
Manual
Section

Suburban

*Structural Capacity (19)

Ch. 403

HL-93

*Clear-Roadway Width(20)

45-4.01

*Structural Capacity

Ch. 72

*Clear-Roadway Width

45-4.0

Design Element

Bridges

New or
Reconstructed
Bridge
Existing
Bridge to ReMain in Place

New or Replaced
Overpassing Bridge (21a)
Existing
Overpassing Bridge
Sign Truss /
Pedestrian Bridge (21a)
Vertical Clearance, Arterial over Railroad (22)

*Vertical
Clearance,
Arterial Under
(21)

Alignment Elements

Design Speed
*Stopping Sight Distance
Speed / Path /
Decision Sight
Direction Change
Distance
Stop Maneuver

Design Value (By Type of Area)

Intermediate
HL-93
Uncurbed: Full Paved Approach Width
Curbed: Full Approach Curb-to-Curb Width
HS-20

HS-20

Intersection Sight Distance, -3% to +3% (27)

46-10.0

*Minimum Radius for emax = 4% / 6%

43-2.0

*Superelevation Rate (24)

*Horizontal Sight Distance
*Vertical
Crest
Curvature,
K-value
Sag
Level
*Maximum
Grade (26)
Rolling
Minimum Grade

43-3.0

16.5 ft (21b)

16.5 ft (21b)

14 ft

14 ft

14 ft

New: 17.5 ft; Existing: 17 ft

New: 17.5 ft; Existing: 17 ft

New: 17.5 ft; Existing: 17 ft

23 ft
30 mph
200 ft
U: 620 ft
SU: 535 ft
490 ft
P: 330 ft
SUT: 420 ft
260 ft/ 240 ft (23 a)

35 mph
250 ft
U: 720 ft
SU: 625 ft
590 ft
P: 390 ft
SUT: 490 ft
420 ft / 390 ft
(23a)
Up to emax=6%

45 mph
360 ft
U: 930 ft
SU: 800 ft
800 ft
P: 500 ft
SUT: 630 ft
600 ft / 550 ft
(23a)

44-1.02
44-1.03

50 mph
425 ft
U: 1030 ft
SU: 890 ft
910 ft
P: 630 ft
SUT: 780 ft

55 mph
495 ft
U: 1135 ft
SU: 980 ft
1030 ft
P: 730 ft
SUT: 890 ft

750 ft (23b)

1000 ft (23b)

emax=8%

43-4.0
44-3.0

HS-20

16.5 ft

Ch. 402-6.01

42-2.0

HL-93

Uncurbed: Travelway Plus 2 ft on Each Side; Curbed: Full Approach Curb-to-Curb Width

44-4.0

42-1.0

Built-Up

19

29

(25)
61

84

114

37

49

79

96

115

8%
9%

7%
8%

6.5%
7.5%

6%
7%

5.5%
6.5%

Desirable: 0.5%

Minimum: 0.3% (Curbed)

0.0% (Uncurbed)

U: Urban; SU: Suburban.

* Level One controlling criterion. Except as noted in this chapter, the values shown in AASHTOs A Policy on Geometric Design of Highways and
Streets (the Green Book) may be used as minimum values if they are lower than similar values shown herein. A controlling criterion that does not
meet the minimum value is a design exception and is subject to approval. See Section 40-8.0.
These criteria apply to a route on or off the National Highway System, regardless of funding source.

GEOMETRIC DESIGN CRITERIA FOR URBAN ARTERIAL, 2 LANES

(New Construction or Reconstruction)
Figure 53-7 (Page 2 of 4)

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2013
(1)

Design Speed. The minimum design speed should equal the minimum value, the anticipated posted speed limit after construction or the legal speed limit on a
non-posted highway. The legal speed limit in an urban district is 30 mph. Based upon an engineering study, the design speed may be raised to an absolute
maximum of 55 mph.

(2)

On-Street Parking. In general, on-street parking is discouraged.

(3)

Travel-Lane Width. For an arterial on the National Truck Network, lane widths must be 12 ft.

(4)

Surface Type. The pavement-type selection will be determined by the INDOT Office of Pavement Engineering.

(5)

Curb Offset. The curb offset should be 2 ft. Vertical curbs introduced intermittently should be offset 2 ft. A continuous curb used along a median or
channelizing island may be offset 1 ft.

(6)

Shoulder Width. The value applies to the paved-shoulder width. The following will also apply.
a.
For an uncurbed section, the shoulder is paved to the front face of guardrail. The desirable guardrail offset is 2 ft from the usable shoulder width. See
Section 49-4.0 for more information.
b.
For an uncurbed section, a desirable additional 1 ft of compacted aggregate will be provided.
c.
For a curbed section, the curb offset is included in the paved shoulder width.

(7)

Cross Slope, Travel Lane. Cross slopes of 1.5% are acceptable on an existing bridge to remain in place.

(7A) Cross Slope, Shoulder. See Figure 45-1A(1) or Figure 45-1A(2) for more-specific information.
(8)

Curb Offset for Auxiliary Lane. In a curbed section, the offset may be zero.

(9)

Parking Lane. Where the parking lane will be used as a travel lane during peak hours or may be converted to a travel lane in the future, the width should be
equal to the travel lane width plus a 1 ft offset to the curb (if present). The cross slope for a parking lane is typically 1% steeper than that of the adjacent travel
lane.

(10)

Sidewalk Width. A buffer of less than 2 ft wide is not permitted. If no buffer is provided, the sidewalk width should be 6 ft.

(11)

Bicycle-Lane Width. The value is in addition to the width of a parking lane, if present. See Section 51-7.0 for additional details.

(12)

Clear-Zone Width. The following will apply.

a.
Facility with Vertical Curbs. The clear-zone width will be measured from the edge of travel lane or will be to the right-of-way line, whichever is less. No
clear zone is required where there is 24-h parking.
b.
Facility with Sloping Curbs or without Curbs. The clear-zone width will vary according to design speed, traffic volume, side slopes, and horizontal
curvature.
c.
Curbed Facility. There should be an appurtenance-free area as measured from the gutter line of a curb.
d.
Value. See Section 49-2.0 for specific clear-zone-width value.

(13)

Curbing Type. Vertical curbs may only be used with design speed 45 mph or lower.

GEOMETRIC DESIGN CRITERIA FOR URBAN ARTERIAL, 2 LANES

(New Construction or Reconstruction)
Figure 53-7 (Page 3 of 4)

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2013
(14)

Side Slope, Uncurbed. Value is for new construction. See Section 45-3.0 for more information. For a reconstruction project, see Section 49-3.0.

(15)

Foreslope. See Sections 49-2.0 and 49-3.0 for the lateral extent of the foreslope in a ditch section.

(16)

Ditch Width. A V-ditch should be used in a rock cut.

(17)

Backslope. The backslope for a rock cut will vary according to the height of the cut and the geotechnical requirements. See Sections 45-3.02 and 107-6.02 for
typical rock-cut sections.

(18)

Side Slope, Curbed, Cut. A shelf or sidewalk will be present immediately behind the curb before the toe of the backslope. The minimum width of a shelf will be
6 ft. Where a sidewalk is present, the toe of the backslope will be 2 ft beyond the edge of sidewalk. See Section 45-3.0 for more information.

(19)

Structural Capacity, New or Reconstructed Bridge. The following will apply.

a.
A State-highway bridge within 15 mi of a Toll-Road gate must be designed for Toll-Road loading.
b.
A bridge on an Extra-Heavy-Duty Highway must be designed for the Michigan Train truck loading configuration.

(20)

Width, New or Reconstructed Bridge. See Section 402-6.02(01) for more information. The bridge clear-roadway width is the algebraic sum of the following:
a.
the approach traveled-way width;
b.
the approach usable shoulder width without guardrail; and

(21)

Vertical Clearance, Arterial Under Railroad. The following will apply.

a.
Value includes an additional 6 in. allowance for future pavement overlays.
b.
In a highly urbanized area, a minimum clearance of 14 ft may be provided if there is at least one route with a 16-ft clearance.
c.
Vertical clearance applies from usable edge to usable edge of shoulder.

(22)

Vertical Clearance, Arterial Over Railroad. See Chapter 402-6.01(03) for additional information on railroad clearance under a highway.

(23)

Minimum Radius. The following will apply:

a.
Based on emax = 4% or 6% and low-speed urban street conditions.
b.
Based on emax = 8% and open-road conditions.

(24)

Superelevation Rate. See Section 43-3.0 for value of superelevation rate based on design speed and radius. See Section 43-3.0 and the INDOT Standard
Drawings for information on superelevation requirements.

(25)

Horizontal Sight Distance. For a given design speed, the necessary middle ordinate will be determined by the radius and the sight distance which applies at the
site. Sometimes the stopping-sight-distance value for a truck will apply. See the discussion in Section 43-4.0.

(26)

Where adjacent sidewalks are present, the maximum desirable grade is 5%.

(27)

Intersection Sight Distance. For a left turn onto a 2-lane roadway: P = Passenger car; SUT = single unit truck. See Figure 46-10G for value for a combination
truck.

GEOMETRIC DESIGN CRITERIA FOR URBAN ARTERIAL, 2 LANES

(New Construction or Reconstruction)
Figure 53-7 (Page 4 of 4)

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2013
Manual
Section

Design
Controls

Design Element
Design Forecast Period

40-2.02

*Design Speed, mph (2)

40-3.0

Access Control
Level of Service
On-Street Parking

40-5.0
40-2.0
45-1.04

Travel Lane

*Width (4)

45-1.01

Typical Surface Type (5)

Ch. 304
45-1.02

*Paved Width (7)

45-1.02

Typical Surface Type (5)

*Travel Lane (8)
Shoulder (8A)
Lane Width
Curb Offset
Shoulder Width
Typical Surface Type (5)

Ch. 304
45-1.01
45-1.02

*Curb Offset (6)

Shoulder

Alignment Elements

Cross Slope

Auxiliary
Lane

45-1.03
Ch. 304

TWLTL Width
Parking-Lane Width (1)
Raised Island
Median Width
Flush / Corrugated
Sidewalk Width (10)

46-5.0
45-1.04

Bicycle-Lane Width (11)

51-7.0

Clear-Zone Width
Typical Curbing Type, where used (13)
Foreslope
Cut
Ditch Width
Side Slopes,
Uncurbed
Backslope
(14)
Fill

49-2.0
45-1.05

Side Slopes,
Curbed

Cut(Backslope)
Fill (19)

45-2.0
45-1.06

45-3.0

45-3.0

Suburban

Design Value (By Type of Area)

Intermediate

Built-Up

20 Years
Curbed: 30 - 50
Uncurbed: 30 - 50
None
Desirable: C; Minimum: D
Optional (3)

20 Years
Curbed: 30 - 45
Uncurbed: 30 - 45
None
Desirable: C; Minimum: D
Optional (3)

20 Years

Curbed: Des: 12 ft; Min: 11 ft

Uncurbed: Des: 12 ft; Min: 11 ft
Asphalt / Concrete
2 ft
Curbed Des: 8 ft; Min. 2 ft
Uncurbed: 8 ft
Asphalt / Concrete
2%
4%
Des: 12 ft; Min: 11 ft
Des: 1 ft; Min: 0.0 ft
Des: 8 ft; Min: 2 ft
Asphalt / Concrete

Curbed: Des: 12 ft; Min: 11 ft

Uncurbed: Des: 12 ft; Min: 11 ft
Asphalt / Concrete
2 ft
Curbed: Des: 6 ft; Min: 2 ft
Uncurbed: 6 ft
Asphalt / Concrete
2%
4%
Des: 12 ft; Min: 10 ft
Des: 1 ft; Min: 0.0 ft
Des: 6 ft; Min: 2 ft
Asphalt / Concrete

Des: 16 ft; Min: 12 ft

Des: 11 ft; Min: 8 ft
Des: 18 ft; Min: 4 ft (9)
Des: 16 ft; Min: 4 ft (9)
5 ft with 5 ft Buffer (Des)
Curbed: 5 ft
Uncurbed: Shld. Width +4 ft
(12)
Sloping / Vertical

Des: 14 ft; Min: 12 ft

Des: 11 ft; Min: 8 ft
Des: 18 ft; Min: 4 ft (9)
Des: 16 ft; Min: 4 ft (9)
5 ft with 5 ft Buffer (Des)
Curbed: 5 ft
Uncurbed: Shld. Width +4 ft
(12)
Sloping / Vertical

Des: 14 ft; Min: 12 ft

Des: 11 ft; Min: 8 ft
Des: 18 ft; Min: 4 ft (9)
Des: 16 ft; Min: 4 ft (9)
Varies, 6 ft Min

Des: 6:1; Max: 4:1 (15)

4 ft (16)
4:1 for 4 ft; 3:1 Max. to Top (17)
Des: 6:1 to Clr Zone; 3:1 Max to Toe
Max: 4:1 to Clr Zone; 3:1 Max to Toe
(18)
12:1 for 12 ft; 3:1 Max to Toe

Des: 6:1; Max: 4:1 (15)

4 ft (16)
4:1 for 4 ft; 3:1 Max. to Top (17)
Des: 6:1 to Clr Zone; 3:1 Max to Toe
Max: 4:1 to Clr Zone; 3:1 Max to Toe
(18)
12:1 for 12 ft; 3:1 Max to Toe

N/A
N/A
N/A

Curbed: 30 - 35
None
Desirable: C; Minimum: D
Optional (3)
Curbed: Des: 12 ft; Min: 10 ft
Asphalt / Concrete
2 ft
8 ft
Asphalt / Concrete
2%
2%
Des: 12 ft; Min: 10 ft
Des: 1 ft; Min: 0.0 ft
Des: 4 ft; Min: 2 ft
Asphalt / Concrete

Curbed: 5 ft
(12)
Sloping / Vertical

N/A
(18)
12:1 for 12 ft; 3:1 Max to Toe

Des: Desirable Min: Minimum

U: Urban SU: Suburban
* Level One controlling criterion, see page 2 of 4

GEOMETRIC DESIGN CRITERIA FOR URBAN COLLECTOR

(New Construction or Reconstruction)
Figure 53-8 (Page 1 of 4)

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2013

Bridges

Design Element
New or
Reconstructe
d
Bridge
Existing
Bridge to
Remain in
Place

*Structural Capacity
(20)
*Clear-Roadway Width
(21)
*Structural Capacity
*Clear-Roadway Width

New or Replaced
Overpassing Bridge
(22)
Existing Overpassing
Bridge
Vertical Clearance, Collector over Railroad
(23)

*Vertical
Clearance,
Collector
under (22)

Manual
Section

Suburban

Design Value (By Type of Area)

Intermediate

Built-Up

Ch. 403

HL-93

HL-93

HL-93

HS-20

Uncurbed: Full Paved Approach Width

Curbed: Full Approach Curb-to-Curb Width
HS-20

HS-20

45-4.01
Ch. 72

Alignment Element

Decision Sight
Distance

Speed / Path /
Direction Change
Stop Maneuver

Intersection Sight Distance, -3% to +3%

(28)
*Minimum Radius for emax = 4% / 6%

*Maximum
Grade (27)

Rolling

Minimum Grade

14 ft

14 ft

23 ft
35 mph

45 mph

200 ft

250 ft

360 ft

425 ft

42-2.0

U: 620 ft
SU: 535 ft
490 ft

U: 720 ft
SU: 625 ft
590 ft

U: 930 ft
SU: 800 ft
800 ft

U: 1030 ft
SU: 890 ft
910 ft

P: 330 ft
SUT: 420 ft
270 ft / 250 ft (24a)

P: 390 ft
SUT: 490 ft
430 ft / 400 ft (24a)

P: 500 ft
SUT: 630 ft
610 ft / 560 ft (24a)

P: 630 ft
SUT: 780 ft
760 ft (24b)

46-10.0
43-2.0

43-4.0

Level

14 ft

30 mph

*Horizontal Sight Distance

Sag

14.5 ft

42-1.0

43-3.0

Crest

14.5 ft

Ch. 4026.01

*Superelevation Rate (25)

*Vertical
Curvature,
K-value

14.5 ft
44-4.0

Design Speed
*Stopping Sight Distance

Uncurbed: Travelway Plus 2 ft on Each Side

Curbed: Full Approach Curb-to-Curb Width

45-4.01

44-3.0

44-1.02
44-1.03

Up to emax = 6%

50 mph

emax = 8%
(26)

19

29

61

84

37

49

79

96

9%

9%

8%

7%

9%

8%

11%

10%
Desirable: 0.5%

Minimum: 0.3% (Curbed); 0.0% (Uncurbed)

U: Urban SU: Suburban

* Level One controlling criterion. Except as noted in this chapter, the values shown in AASHTOs A Policy on Geometric Design of Highways and
Streets (the Green Book) may be used as minimum values if they are lower than similar values shown herein. A controlling criterion that does not meet
the minimum value is a design exception and is subject to approval. See Section 40-8.0.
. These criteria apply regardless of funding source.

GEOMETRIC DESIGN CRITERIA FOR URBAN COLLECTOR

(New Construction or Reconstruction)
Figure 53-8 (Page 2 of 4)

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(1)

Parking Lane. In a residential area, a parallel parking lane of 7 to 8 ft width should be provided on one or both sides of the street. In a commercial or industrial area, parking-lane
width should range from 8 to 11 ft, and lanes should usually be provided on both sides of the street. The minimum value may only be used if the lane is not intended for use as a
travel lane in a restricted condition. Where a curb-and-gutter section is used, the gutter-pan width may be considered as part of the parking-lane width. Where practical, the
parking-lane width should be in addition to the gutter-pan width.

(2)

Design Speed. The minimum design speed should equal the minimum value, the anticipated posted speed limit after construction, or the legal speed limit on a non-posted
highway. The legal speed limit in an urban district is 30 mph. Based upon an engineering study, the design speed may be raised to an absolute maximum of 55 mph.

(3)

On-Street Parking. In general, on-street parking is discouraged.

(4)

Travel-Lane Width. In an industrial area, a 12 ft width should be used. Where right-of-way is restricted, an 11 ft width may be used in an industrial area, or a 10 ft width may be
used in a residential area. On a multi-lane facility in a built-up area, the minimum width is 10 ft.

(5)

Surface Type. The pavement-type selection will be determined by the INDOT Office of Pavement Engineering.

(6)

Curb Offset. The curb offset should be 2 ft. Vertical curbs introduced intermittently should be offset 2 ft. A continuous curb used along a median or channelizing island may be
offset 1 ft.

(7)

Shoulder Width. The value applies to paved-shoulder width. The following will also apply.
a.
For an uncurbed section, the shoulder is paved to the front face of guardrail. The desirable guardrail offset is 2 ft from the usable shoulder width. See Section 49-4.0 for
more information.
b.
For an uncurbed section, a desirable additional 1 ft of compacted aggregate will be provided.
c.
For a curbed section, the curb offset is included in the paved shoulder width.

(8)

Cross Slope, Travel Lane. Cross slopes of 1.5% are acceptable on an existing bridge to remain in place.

(8A)

Cross Slope, Shoulder. See Figure 45-1A(1) or Figure 45-1A(2) for more-specific information.

(9)

Minimum Median Width. The criteria assume the presence of mountable curbs with a 0 ft curb offset.

(10)

Sidewalk Width. A buffer of less than 2 ft wide is not permitted. If no buffer is provided, the sidewalk width should be 6 ft.

(11)

Bicycle-Lane Width. The width is in addition to the width of a parking lane, if present. See Section 51-7.0 for additional details.

(12)

Clear-Zone Width. The following will apply.

a.
Facility with Vertical Curbs. The clear-zone width will be measured from the edge of travel lane or will be to the right-of-way line, whichever is less. No clear zone is
required where there is 24-h parking.
b.
Facility with Sloping Curbs or without Curbs. The clear-zone width will vary according to design speed, traffic volume, side slopes, and horizontal curvature.
c.
Curbed Facility. There should be an appurtenance-free area as measured from the gutter line of a curb.
d.
Value. See Section 49-2.0 for specific clear-zone-width value

(13)

Curbing Type. Vertical curbs may only be used with a design speed 45 mph or lower.

GEOMETRIC DESIGN CRITERIA FOR URBAN COLLECTOR

(New Construction or Reconstruction)
Figure 53-8 (Page 3 of 4)
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(14)

Side Slopes, Uncurbed. Value is for new construction. See Sections 45-3.0 and 45-8.0 for more information. For a reconstruction project, see Section 49-3.0

(15)

Foreslope. See Sections 49-2.0 and 49-3.0 for the lateral extent of the foreslope in a ditch section.

(16)

Ditch Width. A V-ditch should be used in a rock cut.

(17)

Backslope. The backslope for a rock cut will vary according to the height of the cut and the geotechnical requirements. See Section 45-3.02 and 107-6.02 for typical rock-cut
sections.

(18)

Side Slope, Curbed, Cut. A shelf or sidewalk will be present immediately behind the curb before the toe of the backslope. The minimum width of a shelf will be 6 ft. Where a
sidewalk is present, the toe of the backslope will be 1 ft beyond the edge of sidewalk. See Section 45-3.0 for more information.

(19)

Side Slope, Curbed, Fill. If no sidewalks are present or planned, the lateral extent of the 12:1 slope may be reduced to 4 ft.

(20)

Structural Capacity, New or Reconstructed Bridge. The following will apply.

a.
A State-highway bridge within 15 mi of a Toll-Road gate must be designed for Toll-Road loading.
b.
A bridge on an Extra-Heavy-Duty Highway must be designed for the Michigan Train truck loading configuration.
c.
See Chapter 403 for additional information on the loading configurations.

(21)

Width, New or Reconstructed Bridge. See Section 402-6.02(01) for more information. The bridge clear-roadway width is the algebraic sum of the following:
a.
the approach traveled-way width;
b.
the approach usable shoulder width without guardrail; and
c.
a bridge-railing offset (see Figure 402-6H).

(22)

Vertical Clearance, Collector Under. Value includes an additional 6 in. allowance for future pavement overlays. Vertical clearance applies from usable edge to usable edge of
shoulder.

(23)

Vertical Clearance, Collector Over Railroad. See Chapter 402-6.01(03) for additional information on railroad clearance under a highway.

(24)

Minimum Radius. The following will apply.

a.
Based on emax = 4% or 6% and low-speed urban street conditions.
b.
Based on emax = 8% and open-road conditions.

(25)

Superelevation Rate. See Section 43-3.0 for value of superelevation rate based on design speed and radius. See Section 43-3.0 and the INDOT Standard Drawings for
information on superelevation requirements.

(26)

Horizontal Sight Distance. For a given design speed, the necessary middle ordinate will be determined by the radius and the sight distance which applies at the site. See the
discussion in Section 43-4.0.

(27)

Maximum Grade. For a grade along a longitudinal distance of less than 500 ft (PVT to PVC), a one-way downgrade, or a road with AADT < 400, the maximum grade may be up
to 2% steeper than the table value. Where adjacent sidewalks are present, the maximum desirable grade is 5%.

(28)

Intersection Sight Distance. For a left turn onto a 2-lane roadway: P = Passenger car; SUT = single unit truck. See Figure 46-10G for value for a combination truck.

GEOMETRIC DESIGN CRITERIA FOR URBAN COLLECTOR

(New Construction or Reconstruction)
Figure 53-8 (Page 4 of 4)
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Manual
Section

Design
Controls

Design Element
Design Forecast Period

40-2.02

*Design Speed, mph (2)

40-3.0

Access Control
Level of Service

40-5.0
40-2.0

On-Street Parking

45-1.04

Travel Lane

*Width (4)

45-1.01

Typical Surface Type

Ch. 304
45-1.02

*Usable Width

45-1.02

Typical Surface Type

Ch. 304

*Travel Lane (6)

45-1.01

Shoulder

45-1.02

*Curb Offset (5)

Shoulder

Cross Section Elements

Cross Slope

Lane Width
Auxiliary
Lane

Curb Offset
Shoulder Width

45-1.03

Typical Surface Type

Ch. 304

Parking-Lane Width (1)

Sidewalk Width (7)

45-1.04
45-1.06

Bicycle-Lane Width (8)

51-7.0

Clear-Zone Width
Typical Curbing Type, where used (9c)
Foreslope
Ditch Width
Cut
Side Slopes,
Uncurbed
Backslope

49-2.0
45-1.05

Side Slopes,
Curbed

Fill
Cut, Backslope
Fill (12)

45-3.0

45-3.0

Suburban

Design Value (By Type of Area)

Intermediate

20 Years
Curbed: 30 - 40
Uncurbed: 30 - 45
None
Desirable: C; Minimum: D

20 Years
Curbed: 30 - 40
Uncurbed: 30 - 40
None
Desirable: C; Minimum: D

Optional (3)

Optional (3)

Built-Up
20 Years
Curbed: 25 - 40
None
D
Optional (3)

Curbed: 11 ft
Curbed: 10 ft
Curbed: 10 ft
Uncurbed: 11 ft
Uncurbed: 11 ft
Asphalt / Concrete
Asphalt / Concrete
Asphalt / Concrete
2 ft
2 ft
2 ft
Curbed Des: 4 ft; Min. 2 ft
Curbed Des: 4 ft; Min. 2 ft
Des: 4 ft; Min: 2 ft
Uncurbed: Des: 4 ft; Min. 2 ft
Uncurbed: Des: 4 ft; Min. 2 ft
Asphalt / Concrete /
Asphalt / Concrete /
Asphalt / Concrete /
Aggregate / Earth
Aggregate / Earth
Aggregate / Earth
2%
2%
2%
2%-6% Asph. / Conc.; 6%-8% Aggr.; 2%-6% Asph. / Conc.; 6%-8% Aggr.; 2%-6% Asph. / Conc.; 6%-8% Aggr.;
8% Earth
8% Earth
8% Earth
Des: 11 ft; Min: 10 ft
Des: 11 ft; Min: 10 ft
Des: 10 ft; Min: 9 ft
Des: 1 ft; Min: 0.0 ft
Des: 4 ft; Min: 2 ft
Asphalt / Concrete /
Aggregate / Earth
Des: 9 ft; Min: 8 ft
5 ft with 5-ft Buffer (Des)
Curbed: 5 ft
Uncurbed: Shld. Width +4 ft
(9)
Vertical / Sloping
3:1 Max
Des: 4 ft; Min: 0.0 ft
3:1 Max (10)

Des: 1 ft; Min: 0.0 ft

Des: 4 ft; Min: 2 ft
Asphalt / Concrete /
Aggregate / Earth
Des: 9 ft; Min: 8 ft
5 ft with 5-ft Buffer (Des)
Curbed: 5 ft
Uncurbed: Shld. Width +4 ft
(9)
Vertical / Sloping
3:1 Max
Des: 4 ft; Min: 0.0 ft
3:1 Max. (10)

Des: 1 ft; Min: 0.0 ft

Des: 4 ft; Min: 2 ft
Asphalt / Concrete /
Aggregate / Earth
Des: 9 ft; Min: 8 ft
Varies, 6 ft Min

3:1 Max
(11)
12:1 for 12 ft; 3:1 Max to Toe

3:1 Max.
(11)
12:1 for 12 ft; 3:1 Max to Toe

N/A
(11)
12:1 for 12 ft; 3:1 Max to Toe

Curbed: 5 ft
(9)
Vertical / Sloping
N/A
N/A
N/A

Des: Desirable Min: Minimum

U: Urban SU: Suburban
* Level One controlling criterion, see page 2 of 4

GEOMETRIC DESIGN CRITERIA FOR URBAN LOCAL STREET

(New Construction or Reconstruction)
Figure 53-9 (Page 1 of 4)
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Manual
Section

Suburban

*Structural Capacity

Ch. 403

HL-93

*Clear-Roadway Width

45-4.01

*Structural Capacity

Ch. 72

*Clear-Roadway Width

45-4.01

Design Element

Bridges

New or
Reconstructed
Bridge
Existing Bridge
to Remain in
Place

New or Replaced
*Vertical
Overpassing Bridge
Clearance,
(15)
Local Under
Existing
(15)
Overpassing Bridge
Vertical Clearance, Local over Railroad
(16)

Alignment Elements

Design Speed
*Stopping
Sight
Distance
Decision
Sight
Distance

Built-Up

HL-93
Curbed: Full Approach Curb-to-Curb Width
Uncurbed: (13)
HS-20

HS-20

HL-93

HS-20

Existing Width (14)

14.5 ft

14.5 ft

14.5 ft

14 ft

14 ft

14 ft

44-4.0

Ch. 4026.01

Desirable

42-1.0

Speed / Path /
Direction Change
Stop Maneuver

42-2.0

Intersection Sight Distance, -3% to +3%

(22)

46-10.0

*Minimum Radius

43-2.0

*Superelevation Rate (18)

*Horizontal Sight Distance
*Vertical
Crest
Curvature,
Sag
K-value
Level
*Maximum
Grade
Rolling
(20)

43-3.0

Minimum Grade

Design Value (By Type of Area)

Intermediate

23 ft
20 mph

25 mph

30 mph

35 mph

45 mph

115 ft

155 ft

200 ft

250 ft

360 ft

U: 415 ft
SU: 360 ft
300 ft
P: 220 ft
SUT: 280 ft
70 ft (17)

U: 515 ft
SU: 445 ft
430 ft
P: 280 ft
SUT: 350 ft
140 ft (17)

U: 620 ft
SU: 535 ft

U: 720 ft
SU: 625 ft

U: 930 ft
SU: 800 ft

490 ft
P: 330 ft
SUT: 420 ft
260 ft (17)
emax = 4%

590 ft
P: 390 ft
SUT:490 ft
420 ft (17)

800 ft
P: 500 ft
SUT: 630 ft
600 ft (17)

12

(19)
19

29

61

17

26

37

49

79

10%

10%

10%

9%

8%

15%

11%

11%

10.5%

10%

43-4.0
44-3.0

44-1.02
44-1.03

Desirable: 0.5%; Minimum: 0.3% (Curbed) 0.0% (Uncurbed) (21)

* Level One controlling criterion. Except as noted in this chapter, the values shown in AASHTOs A Policy on Geometric Design of Highways and
Streets (the Green Book) may be used as minimum values if they are lower than similar values shown herein. A controlling criterion that does not meet
the minimum value is a design exception and is subject to approval. See Section 40-8.0
These criteria apply only to a federal-aid project.

GEOMETRIC DESIGN CRITERIA FOR URBAN LOCAL STREET

(New Construction or Reconstruction)
Figure 53-9 (Page 2 of 4)
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(1)

Parking Lane. In a residential area, the minimum width is 7 ft. In a commercial or industrial area the minimum width is 8 ft. Where curb-and-gutter sections are
used, the gutter width should be considered part of the parking lane width.

(2)

Design Speed. The minimum design speed should equal the minimum value, the anticipated posted speed limit after construction, or the legal speed limit on a
non-posted highway. The legal speed limit in an urban district is 30 mph. Based upon an engineering study, the design speed may be raised to an absolute
maximum of 55 mph.

(3)

On-Street Parking. In general, on-street parking is discouraged.

(4)

Travel-Lane Width. In a restricted area and where there are few trucks, a width of 1 ft narrower than the value may be used, but the total width may not be less
than 10 ft. In an industrial area, a 12 ft width should be used. In a residential area, a 26 ft roadway (curb face to curb face) consisting of one 12 ft travel lane and
two 7 ft parking lanes is used. In an industrial area, a 12 ft width is desirable and an 11 ft width is minimum.

(5)

Curb Offset. The curb offset should be 2 ft. For a curbed section, the curb offset is included in the paved-shoulder width.

(6)

Cross Slope, Travel Lane. Cross slopes of 1.5% are acceptable on an existing bridge to remain in place.

(7)

Sidewalk Width. A buffer of less than 2 ft wide is not permitted. If no buffer is provided, the sidewalk width should be 6 ft.

(8)

Bicycle-Lane Width. The value is in addition to the width of a parking lane, if present. See Section 51-7.0 for additional details.

(9)

Clear-Zone Width. The following will apply.

a.
Facility with Vertical Curbs. The clear-zone width will be measured from the edge of travel lane or will be to the right-of-way line, whichever is less. No
clear zone is required where there is 24-h parking.
b.
Facility with Sloping Curbs or without Curbs. The clear-zone width will vary according to design speed, traffic volume, side slopes, and horizontal
curvature.
c.
Curbed Facility. There should be an appurtenance-free area as measured from the gutter line of a curb. Vertical curbs may only be used with design speed
45 mph or lower.
d.
Value. See Section 49-2.0 for specific clear-zone-width values.

(10)

Backslope. The backslope for a rock cut will vary according to the height of the cut and the geotechnical requirements. See the INDOT Standard Drawings for
typical rock-cut sections.

(11)

Side Slope, Curbed, Cut. A shelf or sidewalk will be present immediately behind the curb before the toe of the backslope. The minimum width of a shelf is 6 ft.
Where a sidewalk is present, the toe of the backslope will be 1 ft beyond the edge of sidewalk. See Section 45-3.0 for more information.

GEOMETRIC DESIGN CRITERIA FOR URBAN LOCAL STREET

(New Construction or Reconstruction)
Figure 53-9 (Page 3 of 4)
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(12)

Side Slope, Curbed, Fill. If no sidewalks are present or planned, the lateral extent of the 12:1 slope may be reduced to 4 ft.

(13)

Width, New or Reconstructed Bridge. See Section 402-6.02(01) for more information. The bridge clear-roadway width is the algebraic sum of the following:
a.
the approach traveled-way width;
b.
the approach usable shoulder width without guardrail; and
c.
a bridge-railing offset (see Figure 402-6H).

(14)

Width, Existing Bridge to Remain in Place. If the width of an existing bridge is less than the approach travelway width, consideration should be given to
widening the bridge. For such a bridge of length greater than 200 ft, the minimum shoulder width on the right and the left sides is 3.5 ft.

(15)

Vertical Clearance, Local Street Under. Value includes an additional 6-in. allowance for future pavement overlays. Vertical clearance applies from usable edge
to usable edge of shoulder.

(16)

Vertical Clearance, Local Street Over Railroad. See Chapter 402-6.01(03) for additional information on railroad clearance under a highway.

(17)

Minimum Radius. This is based on emax=4% and low-speed urban street conditions.

(18)

Superelevation Rate. See Section 43-3.0 for value of superelevation rate based on design speed and radius. See Section 43-3.0 for information on superelevation
requirements.

(19)

Horizontal Sight Distance. For a given design speed, the necessary middle ordinate will be determined by the radius and the sight distance which applies at the
site. See the discussion in Section 43-4.0.

(20)

Maximum Grade. In a residential area, the maximum grade should not exceed 15%. In an industrial or commercial area, the maximum grade should not exceed
8%.

(21)

Flat Terrain. In very flat terrain and where no drainage outlet is available, a gutter grade as low as 0.2% may be used.

(22) Intersection Sight Distance. For a left turn onto a 2-lane roadway: P = Passenger car; SUT = single unit truck. See Figure 46-10G for value for a combination
truck.

GEOMETRIC DESIGN CRITERIA FOR URBAN LOCAL STREET

(New Construction or Reconstruction)
Figure 53-9 (Page 4 of 4)

2013
INDIANA DEPARTMENT OF TRANSPORTATION2013 DESIGN MANUAL

CHAPTER 54

Geometric Design of Existing

Freeway (3R) or (4R) Partial
Reconstruction

NOTE: This chapter is currently being re-written and its content will be included in Chapter 302 in the
future.

Design
Memorandum

Revision
Date

Sections Affected

13-01

Jan. 2013

Figure 54-6B(70)

2013

TABLE OF CONTENTS
LIST OF FIGURES ........................................................................................................................ 3
54-1.0 GENERAL.......................................................................................................................... 4
54-1.01 Background................................................................................................................... 4
54-1.02 Applicability ................................................................................................................. 4
54-1.02(01) Freeway Definition ............................................................................................ 4
54-1.02(02) Project Scope of Work ....................................................................................... 5
54-1.03 Objectives ..................................................................................................................... 6
54-1.04 Approach ...................................................................................................................... 7
54-1.05 3R or Partial 4R Project Evaluation ............................................................................. 8
54-2.0 TABLE OF 3R OR PARTIAL 4R FREEWAY GEOMETRIC-DESIGN VALUES ...... 10
54-3.0 GEOMETRIC DESIGN ................................................................................................... 11
54-3.01 Design Controls .......................................................................................................... 11
54-3.01(01) Traffic-Volume Analysis ................................................................................. 11
54-3.01(02) Design Speed ................................................................................................... 12
54-3.02 Horizontal and Vertical Alignment ............................................................................ 12
54-3.02(01) Superelevation.................................................................................................. 12
54-3.02(02) Grades .............................................................................................................. 13
54-3.02(03) Vertical Clearance ............................................................................................ 13
54-3.03 Cross Section .............................................................................................................. 13
54-3.03(01) Lane and Shoulder Width ................................................................................ 13
54-3.03(02) Curbs ................................................................................................................ 13
54-3.03(03) Median ............................................................................................................. 14
54-3.03(04) Fill or Cut Slope ............................................................................................... 14
54-3.03(05) Right of Way .................................................................................................... 15
54-3.03(06) Interchange ....................................................................................................... 15
54-4.0 ROADSIDE SAFETY ...................................................................................................... 16
54-5.0 BRIDGES ......................................................................................................................... 16
54-5.01 General ....................................................................................................................... 16
54-5.02 Bridge To Remain In Place ........................................................................................ 17
54-6.0 MEDIAN OPENING ........................................................................................................ 17
54-6.01 Guidelines ................................................................................................................... 17
54-6.02 Implementation ........................................................................................................... 18
54-6.03 Design ......................................................................................................................... 18
54-6.04 Location of Interstate-Route Crossover ..................................................................... 19
FIGURES ...................................................................................................................................... 20
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LIST OF FIGURES
Figure
54-2A
54-3A
54-3B
54-6A
54-6B(64)
54-6B(65)
54-6B(69)
54-6B(70)
54-6B(74)
54-6B(94)
54-6B(100)

Title
Geometric Design Criteria for Freeways (3R / Partial 4R Projects)
Lengths for Deceleration
Grade Adjustments for Deceleration
Barrier Treatment at a Median Crossover
Interstate-Route Crossovers, I-64
Interstate-Route Crossovers, I-65
Interstate-Route Crossovers, I-69
Interstate-Route Crossovers, I-70 [Rev. Jan. 2013]
Interstate-Route Crossovers, I-74
Interstate-Route Crossovers, I-94
Interstate-Route Crossovers, Three-Digit-Numbered Routes

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CHAPTER 54

GEOMETRIC DESIGN OF EXISTING

FREEWAY (3R) OR (4R)
PARTIAL RECONSTRUCTION
54-1.0 GENERAL
54-1.01 Background
The Department began construction of its freeway system in the 1950s, and today the Indiana system
has been completed. The freeway system has introduced a level of mobility and safety for the
traveling public which was unattainable without its special features, such as full control of access,
wide roadway widths, and higher design speeds.
The freeway system requires periodic repair and upgrading which exceeds the limits of normal
maintenance. Such a capital improvement is defined as a 3R project (resurfacing, restoration, and
rehabilitation), partial-reconstruction (4R) project, or full-reconstruction (4R) project. This Chapter
discusses the Departments design criteria for a 3R or partial 4R reconstruction project on a freeway.
These criteria meet or exceed the criteria described in AASHTOs A Policy on Design Standards Interstate System and AASHTOs A Policy on Geometric Design of Highways and Streets. A fullreconstruction project should be designed in accordance with the criteria described elsewhere in this
Manual.

54-1.02 Applicability
54-1.02(01) Freeway Definition
Within the functional-classification system, a freeway is the highest level of arterial. Such a facility
is characterized by full control of access, divided roadways, high design speed, and a high level of
driver comfort and safety. Each Interstate highway as well as any other route with full control of
access is classified as a freeway (e.g., US 31 around South Bend, SR 912 in Lake County, Airport
Expressway in Indianapolis). See Section 40-1.0 for more information on the functionalclassification system and the role of the freeway within the system.

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54-1.02(02) Project Scope of Work
Section 40-6.01 defines the typical types of improvements that are made on a 3R or reconstruction
project on the National Highway System (NHS). The following provides an overview of what may
represent a 3R freeway project or a freeway reconstruction project. For a more in-depth description,
the designer should review Section 40-6.01. For a freeway, the distinction between 3R, partial
reconstruction, and complete reconstruction can be summarized as follows:
1.

3R Project. A 3R freeway project may include the improvements as follows:

a.

pavement resurfacing;

b.

full-depth pavement reconstruction, if the reconstructed pavement area is 30% or less

of the traveled way;

c.

widening existing travel lanes or shoulders;

d.

upgrading the structural strength of shoulders;

e.

improving the superelevation of existing horizontal curves;

f.

adding auxiliary lanes;

g.

improving roadway delineation;

h.

upgrading roadside safety;

i.

increasing the length of acceleration and deceleration lanes at an interchange;

j.

widening an existing bridge as part of a bridge reconstruction project;

k.

upgrading or replacing bridge railings;

l.

overlaying bridge decks;

m.

preservation of bridge substructures;

n.

improving roadside drainage;

o.

widening existing ramps;

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2.

3.

p.

flattening horizontal or vertical curves; or

q.

increasing the vertical clearance at underpasses.

Partial-Reconstruction (4R) Project. A partial-reconstruction (4R) freeway project may

include the improvements as follows:
a.

more than 30% of the travelway pavement area must be removed and replaced,

b.

a concrete overlay of a least 6 in. is required, or an asphalt overlay of at least 8 in. is

to be placed;

c.

the facility cannot adequately accommodate the current or projected (10-year) traffic
demand and additional lanes are necessary;

d.

major revisions are necessary to the existing horizontal and vertical alignment
requiring that more than 30% of the travelway pavement must be replaced;

e.

total bridge or bridge-deck replacement is required;

f.

bridge-deck widening is necessary due to added travel lanes on the approaches; or

g.

interchange upgrading is required to meet current and projected (20-year) traffic

demands.

Complete-Reconstruction (4R) Project. A freeway improvement is considered to be a

complete reconstruction if the project intent is to replace the existing facility. Complete
reconstruction will typically provide significant improvements in level of service,
operational efficiency, and safety. For a complete-reconstruction project, the criteria
described in Chapter 53 should be used.

54-1.03 Objectives
The basic objective of a 3R/partial 4R freeway project is to improve the freeways serviceability to
meet future demands by extending the service life of the existing facility and enhancing highway
safety. This objective applies to all aspects of the freeways serviceability. If a project is classified
as a partial 4R project, an additional objective, where practical, is to upgrade existing elements to

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new-construction criteria. For example, where the pavement is to be replaced, it may be practical to
improve the horizontal or vertical alignment.

54-1.04 Approach
A 3R/Partial 4R freeway project is most-often initiated to make a specific improvement to the
freeway (e.g., resurfacing or roadside-safety improvements). The Departments policy is to review
and upgrade other design elements, wherever practical. The Departments 3R/partial 4R approach is
summarized as follows.
1.

Nature of Improvements. Identify the specific improvements intended for the project. The
designer should review Section 54-1.02(02) for typical freeway-project improvements.

2.

Numerical Criteria. The criteria are based on AASHTO A Policy on Design Standards Interstate System and the AASHTO Policy on Geometric Design of Highways and Streets,
new construction/reconstruction criteria for a freeway. Sections 54-2.0 through 54-6.0
provide the 3R/partial 4R freeway criteria. Unless stated in this chapter, the freeway-design
criteria described elsewhere in this Manual should be incorporated where practical.

3.

Secondary Impact. Identify and evaluate any secondary impact which may be precipitated
due to the freeway improvement. Examples are as follows:
a.
b.
c.

the installation of a median barrier may restrict horizontal sight distance;

a pavement overlay may reduce the vertical clearance requirements under a bridge;
a pavement overlay may require the adjustment of roadside-barrier height.

4.

Other Improvements. Identify geometric design deficiencies within the project limits which
can be practically corrected without exceeding the intended project scope of work. A review
of the accident history is important in conducting this evaluation.

5.

Design Exception. The discussion in Section 40-8.0 on design exceptions applies to the
geometric design of a 3R/partial 4R freeway project. However, the designer should evaluate
the proposed design against the criteria described in this chapter. The need for a design
exception should be based on the minimum AASHTO Interstate System criteria that were in
effect at the time of original construction or when the facility was incorporated into the
Interstate system. These design elements include the following:
a.
b.

horizontal alignment, except superelevation;

vertical alignment;

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c.
d.

shoulder widths; and

median width.

54-1.05 3R or Partial 4R Project Evaluation

Sections 54-2.0 through 54-6.0 provide the specific geometric design and roadside-safety criteria
which will be used to determine the design of a 3R/partial 4R freeway project. The following should
also be evaluated as described below.
1.

Accident Experience. The historical accident data within the project limits should be
evaluated. Accident data is available from the Office of Environmental Services. Section
55-8.0 further describes the Departments accident-analysis procedure.

2.

Existing Geometrics. The designer will review the as-built plans and combine this review
with the field review and field survey (if conducted) to determine the existing geometrics
within the project limits. This includes lane and shoulder widths, horizontal and vertical
alignment, interchange geometrics, and roadside-safety design.

3.

Physical Constraints. The physical constraints within the project limits will often determine
what geometric improvements are practical and cost-effective. These include topography,
adjacent development, available right of way, utilities, or environmental constraints (e.g.,
wetlands).

4.

Field Review. The designer will conduct a thorough field review of the proposed project.
Other personnel should attend the field review as appropriate, including personnel from the
district traffic, maintenance, and construction offices. The objective of the field review
should be to identify potential safety hazards and potential safety improvements to the
facility.

5.

Pavement Condition. A 3R/Partial 4R project is programmed because of a significant

deterioration of the existing pavement structure. The extent of deterioration will determine
the necessary level of pavement improvements, which may include milling of the existing
pavement surface or replacement of the pavement. This decision will also influence the
extent of practical geometric improvements. For a freeway to be eligible for pavement
resurfacing or replacement, the pavement should exhibit one or more of the conditions as
follows:
a.
b.

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alligator cracking;
bleeding;
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c.
d.
e.
f.
g.
h.
i.
j.
k.
l.
m.

block (cracking);
bump (upheaval);
corrugation;
depression and rutting;
edge cracking;
longitudinal or transverse cracking;
patching or utility cut;
polished aggregate;
potholing;
slippage-cracking; or
weathering and raveling.

Pavement resurfacing or replacement will be based upon the design-year traffic data, at 10
years for resurfacing or 20 years for reconstruction. The pavement surface should be
designed to incorporate skid resistance.
6.

Geometric Design of Adjacent Highway Sections. The designer should examine the
geometric features and operating speeds of the freeway sections adjacent to the project. This
will include investigating whether or not highway improvements are in the planning stages.
The project should provide design continuity with the adjacent sections. This involves a
consideration of factors such as driver expectancy, geometric design consistency, and proper
transitions between sections with different geometric designs.

7.

Early Coordination for Right-of-Way Acquisition or Utilities Coordination. Significant

right-of-way acquisitions are typically outside the scope of a 3R/partial 4R freeway project.
However, the field review and accident or speed studies may indicate the need for selective
safety improvements or other minor operational improvements which will require right of
way purchases (e.g., interchange improvements). Therefore, the designer should, as early as
feasible, determine the improvements which will be incorporated into the project design and
initiate the right-of-way acquisition process.

8.

Maintenance and Protection of Traffic. For work on an existing alignment, maintenance and
protection of traffic during construction should be considered in project development. The
protection of construction workers should also be considered. The designer should see Part
VIII for criteria on the design of a work zone for traffic accommodation.

9.

Traffic-Control Devices. Signing and pavement markings should be in accordance with Part
VII and the Manual on Uniform Traffic Control Devices (MUTCD). The Highway
Operations Divisions Office of Traffic Engineering is responsible for selecting, locating,
and analyzing the adequacy of breakaway or yielding sign or light supports. However, the

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designer should work with the Office of Traffic Engineering to identify possible geometric
and safety deficiencies which will remain in place (i.e., no improvement will be made). The
Office of Traffic Engineering will then determine if additional signing, traffic-control
devices, or delineation treatments are warranted.
10.

Documenting the Design Process. The Office of Environmental Services will prepare the
Engineers Report which will address the following:
a.

existing geometric and roadside features, traffic volumes and speeds, and accident
history;

b.

applicable minimum design criteria;

c.

specific safety problems or concerns raised as a result of a review of accident data,

by a field inspection, or by the public;

d.

design options for correcting safety problems and the cost, safety, and other relevant
impacts of these options;

e.

proposed exceptions to applicable design criteria and the rationale to support the
exceptions; and

f.

the recommended design proposal.

The Office of Environmental Services will identify design exceptions that will be required.
The designer will be responsible for the preparation of a design-exception request (See
Section 40-8.0).

54-2.0 TABLE OF 3R OR PARTIAL 4R FREEWAY GEOMETRIC-DESIGN VALUES

Figure 54-2A provides the Departments criteria for the design of a 3R or partial 4R freeway project
for either a rural or an urban area. The designer should consider the following in the use of the table.
1.

Design Manual Section References. The designer should review the appropriate section
references for greater insight into the design elements.

2.

Footnotes. The table includes footnotes which are identified by a number in parentheses,
e.g., (6). The information in the footnotes is critical to the proper use of the table.

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3.

Controlling Design Criteria. Controlling design criteria are identified with an asterisk. The
designer should evaluate the proposed design against the criteria shown in the table and
elsewhere in this chapter.

4.

Design Exception. These standards are for use on an existing freeway including that on the
National Highway System. They are to be used for each project that is classified as 3R or
partial reconstruction regardless of funding source. Deviation from controlling design
criteria should be addressed in an approved design exception. Operational or maintenance
changes, permanent or temporary, exclusive of work-zone traffic control that create
substandard conditions such as by re-striping to obtain added lane(s) by reducing existing
lane widths or shoulders, must be addressed in a design exception whether or not actual
construction or reconstruction is involved.

54-3.0 GEOMETRIC DESIGN

Though Figure 54-2A provides the required geometric-design criteria, the designer must still make
certain decisions, such that some flexibility can be applied. These are discussed below.
The design criteria used for horizontal alignment excluding superelevation, vertical alignment, and
width of median or shoulders may be the AASHTO Interstate System criteria that were in effect at
the time of the routes original construction or inclusion into the Interstate System.

54-3.01 Design Controls

54-3.01(01) Traffic-Volume Analysis
1.

Design Life. The pavement-resurfacing portion of a 3R project should be designed using a

10-year design life. All other elements should have a design life of 20 years beyond the
expected construction date.

2.

Level of Service (LOS). Figure 54-2A provides the desirable and minimum LOS criteria.
The geometric-design elements should be designed to be in accordance with the level-ofservice criteria for a design hourly volume at 20 years beyond the expected completion date.

3.

Traffic Data. The designer should obtain the necessary traffic data from the Office of
Environmental Services. This should include current and future (10 and 20 years) AADT,
DHV, percent of trucks and buses (including that for each interchange), accident data for the
most recent 3-year period, and any known future traffic impact.

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4.

Capacity Analysis. The analytical techniques in the Highway Capacity Manual and Chapter
41 will be used to conduct the capacity analysis.

54-3.01(02) Design Speed

Chapter 53 provides the Departments criteria for selecting the design speed for a new construction
or complete 4R freeway project. These will also apply to a 3R/partial 4R freeway project. As a
minimum, the design speed for the original work may be used. Under restricted urban conditions,
the existing posted speed limit may be used as the design speed.
The design speed selected must equal or exceed the existing posted speed limit or a design exception
will be required. See Section 40-4.0 for additional information on design speed.

54-3.02 Horizontal and Vertical Alignment

Unless the specific objective of the freeway project is to improve one or more horizontal- or verticalalignment features, the existing alignment will be acceptable under the conditions as follows:
1.

the design is in accordance with the AASHTO Interstate System criteria that were in effect at
the time of the routes original construction or inclusion into the Interstate system; and

2.

a review of the accident history for the past three years does not indicate a problem.

Once the decision has been made to reconstruct a horizontal- or vertical-alignment feature, the
designer should apply the criteria described in Chapter 43 or 44.

54-3.02(01) Superelevation
On a horizontal curve where the existing radius will be retained, it may be necessary to make
improvements to the superelevation. This may require revising the pavement-resurfacing thickness
to meet the superelevation criteria described in Sections 43-2.0 and 43-3.0. Where the pavement
structure will be reconstructed, the superelevation design should be in accordance with the new
construction criteria described in Sections 43-2.0 and 43-3.0.

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54-3.02(02) Grades
The maximum grades are shown in Figure 54-2A.

54-3.02(03) Vertical Clearance

The minimum vertical clearance is 16 ft over the entire roadway including the usable shoulder
widths for both the left and right shoulders. If practical, the 16-ft clearance should be provided at
each overpass within the project limits. If the 16-ft clearance cannot be obtained, a design exception
will be required. However, for the routes in Marion County listed below, an existing overpass with a
vertical clearance of at least 14 ft may be retained without a design exception.
1.
2.
3.

I-65 from I-465 South to I-465 North;

I-70 from I-465 East to I-465 West; and
I-465 from I-69 Westward to I-65 North.

A low-clearance warning sign should be provided for each structure with a vertical clearance of less
than 14.5 ft.

54-3.03 Cross Section

54-3.03(01) Lane and Shoulder Width
Each travel-lane or shoulder width not in accordance with Figure 54-2A should be evaluated for
widening.
1.

Travel Lane. The width of each travel lane or auxiliary lane should be 12 ft.

2.

Shoulder. Existing shoulder widths may be retained if they are in accordance with the
AASHTO Interstate System criteria in effect at the time of the routes original construction
or inclusion into the Interstate system.

54-3.03(02) Curbs
1.

Safety Considerations. All existing curbs should be removed for safety reasons, unless they
are required for drainage.

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2.

Type. If curbing is required for drainage, only sloping curbs will be permitted.

3.

Guardrail. A curb in front of a guardrail may cause an errant vehicle to vault over or break
through the barrier. Where guardrail is used and curbing is necessary for drainage, the
maximum curb height should be 4 in. and should be placed behind the front face of the
guardrail.

54-3.03(03) Median
1.

Width. The existing width should be retained.

2.

Parallel Slopes. Existing slopes of 4:1 or flatter should be retained. If existing slopes are
flattened, the designer should consider the effect on drainage within the median.

3.

Transverse Slopes. Transverse slopes for ditch checks or median crossovers should be 10:1
or flatter.

4.

Median Opening. See Section 54-6.0 for information.

54-3.03(04) Fill or Cut Slope

1.

No Roadway Widening. An existing slope of 2:1 or flatter should be retained. However, a

slope steeper than 4:1 should be evaluated for flattening.

2.

Roadway Widening. If the lanes or shoulders are widened as part of the project, this will
produce a steeper fill slope or ditch foreslope (assuming the toe of fill slope or toe of
backslope remains in the same location). The roadside design should be modified to provide
a configuration which is the same as or flatter than the roadside cross section before the
project limits. As a minimum, the following will apply.
a.

Embankment slope. A fill slope or ditch foreslope beginning at the shoulder break
should not be steeper than 4:1 unless steeper slopes can be justified in an engineering
and economic analysis. If the slope can be made flatter than 4:1, the designer should
desirably provide a 6:1 slope at least within the clear zone.

b.

Ditch. If right of way is available, the existing ditch line should be moved outward
and the slopes flattened as much as practical. A drainage ditch within the clear zone

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should be regraded as much as practical to make it traversable for an errant vehicle.
See Section 49-3.02 for information on a traversable ditch.
c.

3.

Embankment Stability. Stable embankment material is required. Sod or other

appropriate materials or methods should be provided where erosion may be
considered a problem.

Roadside Safety. Upgrading the roadside safety is often an objective of the project. The
designer should consider the safety benefits of flattening fill or cut slopes to eliminate
guardrail and, as a minimum, to be in accordance with Item 2 above. An evaluation of runoff-the-road accidents will assist in the assessment (see Chapter 50). See Section 54-4.0 for
more information on roadside-safety criteria.

54-3.03(05) Right of Way

Where practical, additional right of way should be secured to permit cost-effective geometric and
roadside-safety improvements.

54-3.03(06) Interchange
The project may include proposed work on an interchange. This work will only include selective
improvements to the interchange geometrics. This may include lengthening acceleration or
deceleration lanes, clearing the gore area, correcting the ramp superelevation, etc. The designer
should consider the following.
1.

Desirable. The criteria provided in Chapter 48 should be used to design each interchange
element which will be improved as part of the freeway project.

2.

Minimum. The criteria provided in the AASHTO A Policy on Geometric Design of

Highways and Streets may be used as the minimum design where INDOTs criteria exceed
AASHTOs. For example, Figures 54-3A and 54-3B may be used to determine deceleration
distance for a freeway exit instead of INDOTs standard 1000-ft length.

3.

Acceleration or Deceleration Lane. Only a parallel ramp exit or entrance should be used; see
Section 48-4.0. If converting a taper design to the preferred parallel design, the existing
taper portion that is less than 12 ft wide should be removed and reconstructed to provide the
full 12-ft width for the entire acceleration or deceleration length.

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4.

Ramp Shoulder. Under restrictive conditions, an existing right-hand-side shoulder width of

7.5 ft may be retained.

54-4.0 ROADSIDE SAFETY

The project should be evaluated for potential roadside-safety improvements within the project limits.
The criteria described in Chapter 49 will apply to the evaluation. This includes roadside clear zone,
barrier warrants as shown in Figure 49-4G(1), barrier design, and drainage features.
Not all 2:1 fill slopes or foreslopes will require the use of guardrail. The designer first should
conduct a cost-effective analysis based on traffic volume, design speed, accident frequency, accident
cost, accident severity, installation costs, and repair costs to determine if guardrail is necessary.
Section 49-11.0 provides information on the AASHTO computer software program entitled
ROADSIDE, which should be used for the cost-effectiveness analysis.

54-5.0 BRIDGES
54-5.01 General
Figure 54-2A provides the Departments criteria for structural capacity and width for a new or
reconstructed bridge, or for an existing bridge to remain in place. An existing bridge may remain in
place if it meets, or is upgraded to meet, the structural and geometric requirements described in
Figure 54-2A and Section 54-5.02. Upgrading a bridge to be in accordance with these criteria may
be considered if an engineering analysis determines that the upgrading is appropriate. Some of the
items that should be considered in the analysis include the following:
1.
2.
3.
4.
5.
6.

remaining service life;

sufficiency rating;
traffic volume;
clear-roadway width;
design speed; and
accident records.

If it is determined that a bridge should be replaced or undergo major reconstruction (e.g., replacing
superstructure, widening superstructure or substructure), the design will be in accordance with the
AASHTO LRFD criteria and load-carrying capacity (see Part VI).

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54-5.02 Bridge To Remain In Place
An existing bridge should be evaluated for possible upgrading or replacement (see Section 54-5.01),
if it is not in accordance with the following.
1.

Width. The width should be evaluated against the criteria shown in Figure 54-2A.

2.

Structural Capacity. The structural capacity should be evaluated against the criteria shown
in Figure 54-2A.

3.

Vertical Clearance. An existing structure should provide at least a 16-ft vertical clearance
over the entire roadway including the usable shoulder widths for both left and right
shoulders. If it is necessary to retain a vertical clearance of less than 16 ft, a design-exception
request is required as described in Section 40-8.0. However, Section 54-3.02 provides a list
of routes foe which existing an overpass with a minimum 14-ft vertical clearance may be
retained without a design exception.

4.

Bridge Railing. Only an existing bridge railing that have been proven to be acceptable
through crash testing may be retained. Each new bridge-railing installation should in
accordance with Section 61-6.01. Consideration should be given to widening the bridge at
the same time the railing is replaced to achieve the full approach-roadway width.

5.

Approach-Barrier Transition. An approaching barrier transition should be in accordance

with Chapter 49 and the INDOT Standard Drawings.

54-6.0 MEDIAN OPENING

On a fully access-controlled freeway, median crossing is denied to the public. However, an
occasional median opening or emergency crossover is required to accommodate maintenance,
snowplowing, or emergency service vehicles.

54-6.01 Guidelines
A median crossover should be placed away from a mainline conflict, such as an interchange. The<