Part C

PUNJAB GEOMETRIC DESIGN MANUAL
(PGDM)
For Streets, Highways & Expressways
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TRAFFIC CALMING H
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9
CHAPTER 9
TRAFFIC CALMING
TABLE OF CONTENTS
Glossary 9.17 Traffic Circles
Traffic Calming 9.18 Roundabouts
9.1 Purpose 9.19 Chokers
9.2 Overview 9.20 Design Modification for Hilly Terrain
9.3 General Guidelines 9.21 Signing and Striping
9.4 Toolbox of Traffic Calming Measures 9.22 General Guidance from Punjab Traffic and
9.4.1 Vertical Measures Transport Manual (PTTM)
9.4.2 Horizontal Measures 9.23 New Standard Warning Signs
9.4.4 Volume Control Measures 9.24 Summary
9.4.5 Other Measures 9.24.1 Traffic calming is not a “magic bullet”:
9.5 Central Island 9.24.2 Area-wide versus intersection-by-intersection:
9.5 Central Island 9.24.3 Consider design and agency issues in the
9.7 Lateral Shift planning of traffic calming:
9.8 Speed humps 9.24.4 Talk to the public early and often:
9.9 Speed tables 9.24.5 Traffic calming measures typically reduce speeds
9.10 Raised Crosswalks and volumes while increasing traffic safety:
9.11 Raised Intersections 9.24.6 Use traffic calming techniques in the design of
9.12 Bulb-outs/Neckdowns new streets and subdivisions:
9.13 Forced Turn Island
9.14 Half Closure
9.15 Diagonal Diverters
9.16 Semi Diverters

Chapter 9 landscaping. Semi diverters may divert traffic to other low-volume collector streets, major streets and arterials. Vertical deflections
Traffic Calming streets, may increase trip lengths, may cause loss of parking, and include road humps and speed tables/raised crosswalks.
Glossary may increase emergency response time. Semi diverters are
inappropriate for use on emergency response routes, bus routes, 7. Road Humps
1. Volume Control Measures or streets classified as collector or higher. No specific geometric Road humps are rounded raised areas placed across the road.
Traffic diversion devices eliminate through trips on streets on features are included in this manual since semi diverters are site
specific and should be designed on a case-by-case basis. 8. Speed Tables/Raised Crosswalks - Speed tables
which they are installed and divert those trips to other streets.
Speed tables are flat-topped speed humps often constructed with
There are several available traffic diversion designs that may be
4. Diagonal diverters a brick or other textured materials on the flat section. They are also
used to calm traffic. Traffic diverters are not primarily installed for
Diagonal diverters are barriers placed diagonally across an called trapezoidal humps, plateaus, and if marked for pedestrian
the purpose of speed control. Diverters are best suited on long,
intersection, blocking through movement. They are also called full crossing, raised crossings or raised crosswalks. Speed tables are
straight, low-volume, local residential streets. Wherever traffic
diverters and diagonal road closures. Median barriers are raised typically long enough for the entire wheelbase of a passenger car
diversion techniques are employed, provision should be made for
islands located along the centerline of a street and continuing to rest on top. Their long flat fields give speed tables higher design
continuation of pedestrian and bicycle routing around or through
through an intersection so as to block through movement at a speeds than humps.
the diversion. Care must be taken in design of diversion
installations to allow for emergency vehicles. cross street. They are also referred to as median diverters or
occasionally as island diverters. Forced turn islands are raised 9. Raised crosswalks
islands on approaches to an intersection that block certain Raised crosswalks bring the street up to sidewalk level. Drainage
2. Full street closures
movements. They are sometimes called forced turn requirements must be evaluated and addressed where raised
Full street closures are barriers placed across a street to completely
channelization, pork chops, or in their most common incarnation, crosswalks are installed. Speed tables and raised crosswalks reduce
close the street to through-traffic, usually leaving only sidewalks
right turn islands. vehicle speeds. Raised crosswalks enhance pedestrian safety. The
open. They are also called cul-de-sacs or dead-ends. The barriers
disadvantages of speed tables/ raised crosswalks may include
may consist of landscaped islands, walls, gates, side-by-side
5. Median Slow Points diverting traffic to nearby low-volume local streets, increasing
bollards, or any other obstructions that leave an opening smaller
A median slow point is a small median or island placed in the noise and increasing emergency response times. Speed
than the width of a passenger car. They will be allowed on streets
center of a roadway that causes traffic to shift its path to the left in tables/raised crosswalks should not be installed on streets
only on an exception basis, if other volume control measures
order to travel around it. It may be on an approach to an classified as collector or higher, emergency response routes, bus
prove inadequate.
intersection or mid-block. If median slow points are installed at an routes, where grade exceeds 5 percent, or where there is limited
intersection, the street should have alternative access points. A stopping sight distance.
3. Semi diverters/Half closures
Semi diverters/Half closures are barriers that block travel in one median slow point slows traffic, creates a pedestrian refuge area,
creates a landscaping opportunity, and tends not to divert traffic to 10. Raised intersections
direction for a short distance on otherwise two-way streets. They are also
nearby streets. Median slow points may be used on two lane streets. Raised intersections are flat raised areas covering entire
sometimes called partial closures or one-way closures. When two half
It should not be used on streets classified as major or higher or intersections, with ramps on all approaches and often with brick or
closures are placed across from one another at an intersection, the result
where there is limited stopping sight distance. Median slow points other textured materials on the flat section. They are also called
is a semi-diverter that blocks through movement on a cross street.
may cause some loss of onstreet parking or may impact large raised junctions or intersection humps.
A semi diverter is a barrier to traffic in one direction of a street that
vehicles' turns when installed at intersections. They usually rise to sidewalk level, or slightly below to provide a
permits traffic in the opposite direction to pass through. It is an
"lip" for the visually impaired. They make entire intersections,0
alternative to one-way street operation for a block and it allows
6. Speed Control Using Vertical Measures crosswalks and all, pedestrian territory.
residents on the block limited two-way travel opportunity. A semi
Vertical deflections are an effective traffic calming technique for
diverter may be used on low-volume, local residential streets and it
speed reductions and discouraging shortcutting on local streets. 11. Speed Control Using Horizontal Measures
is best located at the end of a block to prevent entrance and allow
Vertical shifts are only appropriate on two-lane streets. Traffic Horizontal deflections are used to achieve speed reductions by
exit. Semi diverters reduce cut-through motorized vehicle traffic,
calming designs that involve vertical shifts are inappropriate for breaking up the linear path of vehicle travel. Traffic calming
reduce pedestrian crossing widths, and create opportunity for
Chapter No. 9 2011 PUNJAB GEOMETRIC DESIGN MANUAL Traffic Calming Last Revision Page No.
9-1
Index No. 901
GLOSSARY 1 of 2
designs that involve horizontal shifts in the travel way are A chicane is a channelization that causes a series of tight turns in
inappropriate for major streets and arterials. Horizontal opposite directions in an otherwise straight stretch or road. They are
deflections include chicanes (midblock) mini circles also referred to as deviations, serpentines, and reversing curves.
(intersections), and median slow points (mid-block and
16. Realigned intersections
intersections).
Realigned intersections are changes in alignment that convert T-
intersections with straight approaches into curving streets meeting
12. Mini Circles at right angles. A straight shot along the top of the T becomes a
A mini circle is a raised circular island placed in the center of an turning movement. Realigned intersections are sometimes called
intersection. Traffic yields on entry, then enters to the right, modified intersections.
traveling around the circle counter clockwise. A mini circle slows
traffic on each approach, reduces right-of-way conflicts, creates a 17. Neckdowns
landscaping opportunity, and tends not to divert traffic to nearby Neckdowns are curb extensions at intersections that reduce
streets. Mini circles are appropriate for usage on low volume local roadway width curb-to-curb. They are sometimes called nubs,
residential streets with alternative access points. Mini circles bulbouts, knuckles, pop-outs, or intersection narrowings. If coupled
with crosswalks, they are referred to as safe crosses. Placed at the
should not be used on streets classified as collector or high, bus
entrance to a neighborhood, often with textured paving between
routes or emergency response route, where the grade exceeds 5 them, they are called gateways. Their effect on vehicle speeds is
percent on any approach, or where there is limited stopping sight limited by the absence of pronounced vertical or horizontal
distance. A mini circle may impact large vehicles' turns or may deflection.
increase emergency response time.
18. Chokers
13. Roundabouts Chokers are curb extensions or edge islands at midblock that narrow
Roundabouts, similar to mini-traffic circles in that traffic circulates a street at that location. In different configurations, they are called
around center islands, are used at higher volume intersections to midblock narrowings, midblock yield points, and pinch points. If
allocate right-of-way among competing movements. marked as crosswalks, they are also called safe crosses.
Roundabouts are found primarily on arterial and collector streets,
19. Center islands
often substituting for traffic signals or all-way stops. They are Center islands are raised islands located along the centerline of a
larger than mini-traffic circles, are designed for higher speeds, and street that narrow the street at that location. They are also called
have raised splitter islands to channel approaching traffic to the midblock medians, median slow points, and median chokers. Placed
right. at the entrance to a neighborhood, often with textured paving on
either side, they are called gateways. They may be nicely landscaped
14. Lateral shifts to provide visual amenity and neighborhood identification as well as
Lateral shifts are curb extensions on otherwise straight streets that modest speed reduction
cause travel lanes to bend one way and then bend back the other .
way in the original direction of travel. They are occasionally 20. Combined Measures
referred to as axial shifts, staggerings, or jogs. Lateral shifts, with The search for the optimal traffic calming measure may lead to
just the right degree of horizontal curvature, are one of the few various combinations of measures at single slow points. A standard
measures that can be used on collectors or even arterials, where traffic circle cannot control speeds on the top of a T-intersection,
high traffic volumes and high posted speeds preclude more abrupt
so curb extensions may be added on the approaches to achieve
measures.
15. Chicanes
9-2
Index No. 901
GLOSSARY 2 of 2
Traffic Calming traffic to other local residential streets. Traffic
Table 9.1 : Vertical Measures
calming installations should support the street
9.1 Purpose classifications established in community plans.
This section is intended to provide design options for Traffic may be diverted from residential streets. The Treatment Description Effect Concerns Cost
traffic calming on new streets and streets being potential impacts of traffic diversion should be A raised plateau Slows vehicles
considered for retrofit. Some general design evaluated for all traffic calming installations. where roads entering
specifications are provided to assist designers in 3. Traffic calming devices on designated transit routes Increases Medium
Raised intersect. Plateau intersection difficulty to
developing comprehensive street scape plans for should be limited to those that permit the efficient Intersection is generally 10 cm and improves of making a turn. High
proposed development and redevelopment projects. It movement of transit vehicles. above pedestrian
is emphasized that these are just guidelines and that 4. Traffic calming should not impair the mobility of non- surrounding street.safety.
innovative street designs that incorporate traffic motorized users to of the street. Raised pedestrian Reduces speed
calming are encouraged. 5. Traffic calming installations must address drainage, crossing used in and is an May be a
sight distance, and location of underground utilities. mid-block effective problem
9.2 Overview 6. All traffic calming installations are required to have a Raised locations. pedestrian for emergency Low to
Traffic calming involves the use of various geometric landscape element that includes trees and shrubs Crosswalk Crosswalks amenity vehicles and Medium
features designed to reduce vehicle speeds or consistent. If traffic calming devices include installed on makes vehicles with
discourage shortcutting traffic. To achieve the desired decorative pavement, it shall comply with the Design flat-top portion of pedestrians trailers.
effect of traffic calming, the effectiveness of such Standards in this Manual. speed table. more visible.
measures and their impacts should be evaluated on an May cause delays
area-wide basis. Landscaping, street trees, street Speed humps are
parabolic, curved, for emergency
lighting, and street furniture are other methods of 9.4 Toolbox of Traffic Calming Measures vehicles and
traffic calming that also create distinctive and pleasing
or sinusoidal in
profile, 7.62 to 10 impact patient
streets capes that encourage sidewalk activity. Traffic Significance and Usage Speed Reduces comfort.
cm height and Low
calming is appropriate along circulation element roads The index No. 905 is intended to provide the basic Humps speed. May have
3.65 to 4.3 m.
as well as commercial and residential local streets. guidelines and usage to the designer about the different Comfortable greater
Local streets should be designed to function efficiently traffic calming measures. The different traffic calming speeds limited to impacts on
and safely, yet minimize the need for extensive traffic measures in this toolbox are summarizes in Table 9.1 longer
25 to 30 km/h.
regulation, control devices, and enforcement. The wheelbase cars.
through Table 9.5.
function of the local street should be readily apparent Speed tables are
to the user through its appearance and design. 9.4.1 Vertical Measures flat-topped speed
Vertical treatments are those that depend upon a humps, also 7.62
9.3 General Guidelines change in vertical alignment to cause drivers to slow to 10 cm high but
The following general guidelines should be considered with a sloped May cause delays
down. When properly used these treatments can be
in traffic calming installations: approach taper on for emergency
effective in reducing speeds and crashes. However, Speed Reduces
1. Delays to emergency vehicles should be each side of a flat vehicles and Low
consideration should be given to impacts on emergency Tables speed.
minimized by the appropriate placement and top. They are impact
responders, buses and, to some extent, bicyclists and generally patient comfort.
design of traffic calming devices. In some cases, motorcyclists.
certain traffic calming devices may not be 6.1 to 7.3 m wide.
Traffic calming features that alter the vertical alignment Comfortable
appropriate. should not be installed near fire hydrants or mailboxes. speed limited to
2. Traffic calming installations should not divert Information on signing and pavement markings for 30 to 40 km/h.
9-3
Index No. 905
TOOLBOX OF TRAFFIC CALMING MEASURES 1 of 3
Table 9.3 : Neighborhood Entry Control
9.4.2 Horizontal Measures
Treatment Description Effect Concerns Cost
Horizontal deflection treatments are often more expensive than vertical deflection treatments.
However, they have less of an impact on emergency responders and large vehicles with multiple Midblock reduction Costs increase
Reduces Medium
axles. They generally do not create problems for bicyclists and motorcyclists. Because pavement Chokers
of the street to a
speed and
if drainage
single travel lane for needs to be to High
area is usually reduced, additional landscaping may be possible, making horizontal deflection volume.
both directions. rebuilt.
treatments useful as part of neighborhood beautification projects. Reduces entry
Information on striping and signing roundabouts can be found in the PTTM. Treatment to a street speed and
that includes a sign, pedestrian
Table 9.2 : Horizontal Measures banner, landscaping, crossing Maintenance
Gateway roadway narrowing distance. responsibility.
9.4.3 Neighborhood Entr y Treatment or or other structure Discourages May lose some Medium
Treatment Description Effect Concerns Cost Entrance intrusion by on street to High
Control Measures that helps to
Features communicate a sense cut through parking.
Landscaping must vehicles and
Angled deviation to Reduces Neighborhood entr y control of neighborhood
be controlled to identity. identifies
deter the path of speed and treatments include partial street the area as
Angled Slow travel so that the maintain visibility. Medium
pedestrian
Conflicts may to High closures and gateway type tools. residential.
Point street is not a Need to
crossingoccur with They are used to reduce speeds and accommodate
straight line distance. Discourages cyclists out of
opposing drivers. volume at neighborhood access cutthrough street. May
Mainline deviation Reduces points and may be used in Curb Physical curb traffic and impact sight Medium
to deter the path of speed and Increases the area Extensions reduction of road shortens distance. to High
of landscaping Medium conjunction with neighborhood or Bulb-outs width at intersection pedestrian
Chicanes travel so that the pedestrian Drainage and
maintained by to High b e a t i f i c a t i o n / e n h a n c e m e n t crossing. parking may
street is not a crossing projects and residential area
straight line. residents. also need to be
distance. identification. addressed.
May restrict larger Midblock
An island or barrier Provides Landscaping
A raised circular vehicles. May in the center of a refuge for may
Median, pedestrians impede sight Varies
cause some street that separate
island in the center ` Slow Point
traffic. and cyclists. distance.
of an existing Reduces confusion when Street physically
intersection, typically speed and not signed narrowed to expand May create
4.6 to 6.1 m in both the properly. Some Low to Lane
sidewalks and Improved conflict with
Medium
Mini-Circles landscaping areas. pedestrian opposing
diameter. May have number and communities have Medium Narrowing to High
Could include safety. drivers
mountable truck severity of documented median, on street in narrow lanes.
apron to crashes. increased crashes parking etc.
accommodate large when mini-circles Costs increase
Intersection if drainage must
vehicles. replaced allway One-Way In reduction of the
stop intersections. be rebuilt.
or One-Way street to single travel Reduces Transfers Medium
A raised circular area Out lane with speed and additional to High
placed at Slows traffic Channelizati channelization. Also traffic. vehicles to
May restrict larger on called half road other ingress
intersections; travel and reduces closure.
vehicles. May /egress points.
is in counter crashes by A change in
require significant
Round clockwise direction 50% - 90% pavement texture, Defines
reconstruction of High
abouts* around the circle. over stop and color (e.g., pedestrian Increase
the intersection crossings, maintenance.
May be appropriate signs and Textured asphalt to brick), Low to
and all Pavement that helps make bike lanes, May increase Medium
at locations, which traffic
approaches. drivers aware of a or on street noise
might otherwise signals. change in driving parking.
need a traffic signal. environment.
9-4
Index No. 905
9.4.4 Volume Control Measures
Diverters must be planned with care because they will impact the people who live
in the neighborhood more than anyone else. Trip lengths increase creating
9.4.5 Other Measures
inconvenience to residents. Emergency responders must also be considered when
diverting traffic. These treatments are most effective when used in combination with other
physical traffic calming features, and should be used as supplements.
Table 9.4 : Volume Control Measures
Treatment Description Effect Concerns Cost Table 9.5 : Other Treatments
Barrier placed May inhibit access

diagonally across an by emergency Treatment Description Effect Concerns Cost
Eliminates vehicles and
Diagonal intersection,
through residents and Medium
Diverters interrupting traffic Highlighting various
traffic. increase trip Inexpensive May not be as
flow forcing drivers area of road to
to make turns. lengths. Pavement increase driver’s and may effective as a
Small traffic islands Markings awareness of certain reduce structure such as Low
Could impact
Forced Turn installed at Reduces cut speed. curb.
intersections emergency Low to conditions such as
Barrier/ through
Diverters to restrict specific traffic.
vehicles response Medium bike lanes.
turning movements. time. A barrier placed
May increase across any portion
volumes on of a street that is
other streets in Eliminates
Traversable traversable by Inconvenience to
the area. Access cutthrough Medium
Eliminates restriction may Barriers pedestrians, bicycles, some residents.
traffic.
through cause concerns and emergency
Road One or more legs of vehicles but not
traffic for emergency Low to
Closures, the intersection motor vehicles.
improving responders. Medium
Culde-sac closed to traffic. A bike lane or
safety for all Additional right
street users. of way for proper shoulder painted,
Visually
turnaround at covered with a
Colored narrows the May not be
dead ends may be surface treatment or
Bike roadway effective on Low to
required. constructed of a
Lanes or and may roadways with Medium
pigmented pavement
Could impact Shoulders designed to contrast reduce 3.65 m lanes.
Small median islands emergency speeds.
installed at cross vehicle responses, with the adjacent
Reduces cut pavement.
Median streets to prevent inhibit access, and Low to
through
Closures through movements increase trip Medium
traffic.
and restrict left lengths or transfer
turns. volumes to other
streets.
9-5
Index No. 905
9.5 Central Island
Significance and Usage:
1. The index No.910 facilitates the designer in designing the central islands. The
Plans and cross section for typical central islands are shown in figures 9.1(a), (b),
(c), 9.2 and 9.3.
2. If median slow points are installed at an intersection, the street should have
alternative access points.
3. A median slow point slows traffic, creates a pedestrian refuge area, creates a
landscaping opportunity, and tends not to divert traffic to nearby streets.
4. Median slow points may be used on two lane streets. It should not be used on
streets classified as major or higher or where there is limited stopping sight
distance. Median slow points may cause some loss of on street parking or may
impact large vehicles’ turns when installed at intersections. Symbolic Representation
6” curb (15cm)
(4.3m)
(3.7m)
0.6m
(1.8m)
(b) Plan I
(c) Plan II
(a) Cross section Figure 9.1 :Plans and cross section of typical central island
9-6
Index No. 910
SAFETY MODIFICATIONSCENTRAL
FOR INLETS
ISLAND
IN BOX CULVERTS 1 of 3
appear as obstacles to approaching traffic) slow 5. Center islands should have vertical elements to
Significance and Usage: traffic to a degree. Short islands have the added draw attention to them, preferably landscaping.
1. The typical center island narrowing is shown in advantage of keeping driveway access open in 6. Any vertical element shall be of breakaway or
Figure 9.2. The typical design incorporates these both directions, which is desirable at lower yielding design. Bollard and landscaping guidelines
features: functional classification levels where traffic for chicanes apply as well to center island
(1) the center island is large enough to command calming is most often practiced. narrowings.
attention (at least 1.8 m wide and 6.1 m), 3. When center islands are placed at pedestrian 7. For center islands that serve as pedestrian refuges,
(2) the approach nose is offset to the left from the crossings, the manual requires that they have pass barrier curbs shall be used to provide an added
perspective of approaching traffic, and through that are traversable by the disabled. This measure of pedestrian protection. Otherwise,
(3) the center island curb forms a diverging taper requirement may be met with cut-through flush mountable type curbs are preferred. Under low
to deflect traffic toward the right. with the roadway to provide a level crossing or it speed street conditions, mountable curbs may be
2. Center islands should be at least one car length but may be met with gentle ramps up to a plateau wide placed at the edge of a through lane rather than
not much longer. Center islands are most effective enough for a wheelchair. offset by one foot (0.3m) or more as with barrier
in reducing speeds when they are short 4. Ordinarily, a cut-through will be used since a curbs.
interruptions to an otherwise open street section plateau with ramps requires a much wider center
rather than long median islands that channelize island (about 4.9m wide at a minimum). When a
traffic and separate opposing flows. The latter cut-through is used, the longitudinal cut should be
have been found to actually increase running 3.7m or the crosswalk width, whichever is greater.
speeds while the former (perhaps because they
6 m MIN.
1.8m
MIN.
3.4m
3.4m
MIN.
Figure 9.2 :Plan of typical central island
9-7
Index No. 910
CENTRAL ISLAND 2 of 3
1. The channelization can be done by deploying Central Island. The typical plan of central
island is shown in figure 9.3.
2. Channelization may be used on arterial streets to prevent cut-through traffic onto local
streets or to control turning traffic in or out of a neighborhood.
3. Channelization can be achieved through regulatory signs and pavement markings,
landscaping, or raised channelization islands aimed at motorized, non-motorized, or
pedestrian traffic.
Access for pedestrians and 4. Channelization may be designed to prevent cut-through traffic, reduce speed, create
bicyclist should be maintained opportunity for landscaping, control turning traffic in and out of a neighborhood, or
physically guide pedestrians.
4. The disadvantages of channelization may include creating out-of-

direction travel, increasing trip lengths, increasing emergency response
time, or impacting accessibility. No specific geometric features are
included in this manual since channelization devices are site specific and
should be designed on a case-by-case basis.
Symbolic Representation
Figure 93 :Plan of a typical central island for channelization
9-8
Index No. 910
SAFETY MODIFICATIONS FORISLAND
CENTRAL INLETS IN BOX CULVERTS 3 of 3
9.6 Typical chicanes
1. The index No. 915 provides the necessary guidelines and typical design
elements for chicanes. The Planes and cross section for chicanes are
shown in the figure 9.4 and figure 9.5.
22.9m min.
2. On new streets, chicanes narrow the street by widening the sidewalk or
landscaped parkway. On streets considered for retrofit, raised islands are
installed to narrow the street.
3. The advantages of chicanes include: slow traffic, may create opportunity
for landscaping, and tends not to divert traffic to nearby streets.
4. Chicanes are inappropriate for use on streets classified as collector or
higher, bus routes, emergency response routes, where there is a grade that
exceeds 5 percent, or where there is limited stopping sight distance such
as at the crest of a hill. 0.46m drainage
channel
5. Chicanes may cause some loss of on-street parking, may impact
driveways, may increase emergency response time, or may affect drainage
m
and street sweeping. 6.1
7.3m
7.3m 6.1
m
7.3m
0.46m
7.3m two way Bolted
travel path Drainage
Grate
chicane island (b) New Installations

(landscaped or stamped concrete
(b) Retrofit Installations
(a) Typical cross section of typical chicane Figure 9.4 :Plans and cross section of typical chicane
9-9
Index No. 915
SAFETY MODIFICATIONS FOR
TYPICAL
INLETSCHICANES
Care should be taken not to plant too many trees at these from one side of the street to the other. This is a
Significance and Usage: locations. relatively inexpensive design option
1. Chicanes can be created either by means of curb
extensions or edge islands. The latter are less aesthetic 4. Barrier curbs should be used on curb extensions and
but leave existing drainage channels open and tend to be edge islands that form chicanes. Bollards should be
less costly to construct. placed at all changes in horizontal alignment to clearly
2. The curb extensions or edge islands should have 45- delineate the curb line. The bollards shall be placed with
degree tapers to reinforce the edge lines. a minimum of two feet (0.6m) and a maximum of three
3. Curb extensions or edge islands that form chicanes feet (0.9m) from the face of the curb to the face of the
should have vertical elements to draw attention to them. bollard.
Trees and other landscape materials meet this 5. The typical chicane separates opposing traffic by means
requirement. Landscaping guidelines for traffic circles of double, solid yellow lines. Even this may not be
apply as well to chicanes. An additional landscaping enough to discourage some motorists from cutting
consideration on chicanes is to avoid the “picket fence” across the centerline to minimize deflection. To further
effect that can result from too closely spaced trees within discourage this behavior, a raised median may be
the intersection sight triangles particularly on curb installed. The median shall be a minimum of four feet
extensions. When a row of trees is installed, the trunks wide and mountable with or without landscaping.
can create a “picket fence” obstruction effect that 6. On an exception basis, the designer will consider
obstructs minimum intersection/driveway sight distance. chicanes formed with parallel parking bays alternating
2.4 m MIN EXTENSION
6 m MIN
7.3 m MIN
7.3 m MIN
2.4 m MIN EXTENSION
Figure 9.5 :Plans of a typical chicane
9-10
Index No. 915
TYPICAL CHICANE 2 of 2
9 .7 L a t e r a l S h i f t 4. T h e t y p ic a l la t e r a l s h if t s e p a r a t e s o p p o s in g t r a f f ic b y m e a n s
o f a la n d s c a p e d c e n t e r is la n d .
S ig n if ic a n c e a n d U s a g e : 5. A b s e n t s u c h a n i s la n d , s o m e d r iv e r s w ill c r o s s t h e c e n t e r li n e
1. T h is s h e e t p r o v id e s t h e d e s ig n g u id e lin e s f o r la t e r a l s h if t . s o a s t o m in im iz e d e f le c t io n . W it h a n i s la n d , d r iv e r s c a n n o t
T h e p la n o f t y p ic a l la t e r a l s h if t i s s h o w n in t h e f ig u r e 9 .6 v e e r in t o t h e o p p o s in g la n e t h u s e n s u r in g t h e e f f e c t iv e n e s s
b e lo w . o f t h e la t e r a l s h if t . O n a n e x c e p t io n b a s i s , t h e d e s ig n e r w ill
2. T h e t y p ic a l la t e r a l s h if t is ju s t o n e h a lf o f t h e t y p ic a l c h ic a n e . c o n s id e r la t e r a l s h if t s f o r m e d w it h p a r k in g b a y s .
I t h a s t h e s a m e d im e n s io n s a n d d e t a ils a s t h e t y p ic a l c h ic a n e 6. T h e c o m m e n t s r e g a r d in g p a r k in g b a y s in c h ic a n e s a p p ly a s
b u t b e c a u s e t h e r o a d w a y a lig n m e n t s h if t s o n ly o n c e , h a s a w e ll t o la t e r a l s h if t s .
c r o s s in g s p e e d e ig h t k m p h h ig h e r t h a n a c h ic a n e o f t h e s a m e
d im e n s io n s .
3. A h ig h e r c r o s s in g s p e e d is d e s ir a b le b e c a u s e la t e r a l s h if t s a r e
o n e o f t h e f e w t r a f f ic c a lm in g m e a s u r e s s u it a b le f o r c o lle c t o r
ro a d s.
6 m MIN
3 m MIN
Figure 9.6 :Plans of a typical lateral shift
9-11
Index No. 920
TYPICAL LATERAL SHIFT 1 of 1
9.8 Speed humps
1. The index No. 925 intended to provide the design standards on speed hump. The plans and cross sections
of speed humps are shown in figure 9.7 and figure 9.8.
2. Road humps are approximately 12 feet (3.6 m) long (in the direction of travel), 3.5 inches (9 cm) high, and
parabolic in shape. It is usually constructed with a taper on each side within a foot (0.3m) or two (0.6m) of
the gutter line to allow unimpeded drainage between the hump and curb.
3. They are most effective when used in groups that are spaced close enough to avoid encouraging speeding
between humps. Symbolic Representation
4. Road humps are different from speed bumps. Speed bumps are much more abrupt, usually less than three
(03) feet (01 m) in length, and are used in parking lots and private drives. Speed bumps are not used on
public streets.
3.5” (9cm) road hump
(15cm)
1.8m 1.8m
Speed Hump Development 3.7m

Distance (m) 0 0.15 0.3 0.45 0.6 0.75 0.9 1.05 1.2 1.35 1.5 1.65 1.8
Finised Height (cm) 0 0.14 2.72 3.89 4.93 5.87 6.68 7.34 7.9 8.33 8.64 8.83 9
(a) Cross section of a typical speed hump
Figure 9.7 :Plan and cross section of a speed hump (b) Plan of a typical speed hump
9-12
Index No. 925
TYPICAL
SAFETY MODIFICATIONS SPEED HUMP
FOR INLETS IN BOX CULVERTS of 2
1
0.46m MAX CURB
1. The typical speed hump is three inches (7.62cm) high and CLEARANCE
14 feet (4.3m) long in the direction of travel.
2. Its ramps are sinusoidal in shape. Its sides taper off at the
gutter. It is constructed of asphalt though rubber or
0.76mTYP
thermoplastic is used for temporary (movable) humps. 1.4m 1.5m 1.5m
TYP 1.2m TYP TYP
3. The typical hump has a design speed of 40 km/h. This TYP W-11
4m
speed is safe and comfortable for automobiles. Larger
W-11 1.2m W-11
W-11
0.76mTYP
vehicles have to cross the hump at lower speeds. The 14- TYP
foot (4.3m) hump is chosen over the more common 12-
foot (3.7m) hump due to its slightly higher design speed
and smoother ride for emergency vehicles. 0.6m TYP
0.46m TYP
4. The sinusoidal profile is bell-shaped rather than parabolic
and typically provides a smoother transition for bicyclists as
shown in the figure 9.8(e).
5. On an exception basis, the designer will consider requests
for humps with other profiles. (a) Two way street (b) One way street
6. To achieve particular crossing speeds, humps may range
from two to four inches high (5cm to 10cm). Less than two
inches (5cm) produces little speed reduction, and more than
four inches (10cm) greatly increases the risk of vehicle 7.62cm
grounding.
7. On an exception basis, humps may be shorter or longer
than the typical design though no shorter than six feet 1.8m 3m 1.8m 4m
(1.8m) in the direction of travel. Shorter humps tend to (d) Section A-A
(c) Section A-A
function like speed bumps. Collector street Residential street
8. Vertical acceleration of the chassis and resulting discomfort
to the motorist are diminished at high speeds compared to
0.46m TAPER
low speeds thereby encouraging motorists to speed.1
MAX 0.46m
9. Finally, on an exception basis, the designer may allow
humps that taper off before the gutter forming a bicycle
channel three to four feet (0.9m to 1.2m) wide. This
practice has the advantage of providing a flat surface for
bicyclists but has the disadvantage of encouraging motorists
to encroach into the bicycle channel riding with one wheel
up and the other down.
(e) Types of humps (f) Section B-B
1 At higher speeds, the suspension system collapses on contact
with a bump, with front heels rising into the wheel wells while
the chassis continues on a more level path than the vertical Distance (m) 0 0.12 0.25 0.37 0.5 0.62 0.75 0.87 1 1.12 1.25 1.37 1.5 1.62 1.75 1.87 2
curvature would suggest. The mass of the vehicle body does not Finised Height (cm) 0 0.1 0.3 0.66 1.19 1.8 2.49 3.2 3.99 4.8 5.51 6.2 6.81 7.29 7.7 7.9 8
have time to react.
Figure 9.8 :Plans and cross sections of speed hump
9-13
Index No. 925
TYPICAL
SAFETY MODIFICATIONS SPEED HUMP
FOR INLETS IN BOX CULVERTS 2 of 2
2. Speed tables are 3-1/2 inches (9 cm) high and 22 feet (06 m) long in
9.9 Speed tables the direction of travel, with 6-foot ramps at the ends and a 10-foot
(3m) field on top.
Significance and Usage: 3. The brick or other textured materials improve the appearance of
1. The index No. 930 provides the design details and elements of speed
speed tables and draw attention to them. Speed tables are less jarring
tables to help the designer. The plans and cross sections of speed
than the standard 12 feet (3.7m) road humps.
tables of different heights (7.62 cm and 9 cm) are provided in this
4. Speed tables are most effective when installed in groups of two or
index.
more, about 300 feet (90 m) apart. Where extended from curb-to-
curb and appropriately marked, speed tables serve as raised
crosswalks.
(9cm)
0.6m 0.6m
3.5” (9cm) speed table
(6.7m)
(a) Section B-B
(15cm)
1.8m 3m 1.8m
(b) Section A-A
Speed Hump Development
Distance (m) 0 0.15 0.3 0.45 0.6 0.75 0.9 1.05 1.2 1.35 1.5 1.65 1.8
Figure 9.9 :Plans and cross sections of speed hump (c) Plan of a typical speed table
9-14
Index No. 9-30
TYPICAL SPEED TABLE of 2
1
REFLECTION
Significance and Usage: PAVEMENT
MARKING
1. The typical speed table is three inches (7.62cm)
high and 22 feet (6.7m) long in the direction of
travel. The plateau (flat top) is ten feet (3m) long,
and each ramp is six feet (1.8m) long. The
plateau is made of asphalt, concrete, stamped
asphalt or concrete, or other patterned materials
as approved by the competent authority.
2. The ramps are sinusoidal in shape and ordinarily
6.7m TYP.
TYP.
3m
made of asphalt though concrete, brick, and
concrete pavers are also used. The sides taper off
0.75 m
at the gutter. 0.75 m 1.5m
1.4m
1.4m
TYP.
TYP.
3. The typical speed table has a design speed of 50
kmph. This speed is safe and comfortable for
automobiles. Larger vehicles have to cross the
0.46m
0.46m
TYP.
table at lower speeds.
4. Ramps shall be sinusoidal in profile. On an
exception basis, the designer will consider
requests for tables with other profiles.
5. The plateaus of speed tables may be as short as
(a) Two-way Street (b) One-way Street
eight feet (2.4m) in the direction of travel. While
the 7.62m TYP.
6. Designer has not established an upper limit on
the length of speed tables or raised crosswalks,
they tend to lose their effectiveness if more than
50 feet (15. m) long. On transit and emergency 1.8m 3m 1.8m
response routes, plateaus of 20 feet (6.1m) or
more are recommended so that long wheelbase (c) Section A-A
vehicles can cross with all wheels on the flat 0.46m MAX
portion.
FLOW
0.46m TYP.
LINE
7. All other dimensional requirements for speed 7.62m TYP.

humps (as to height, profile development, etc.)
apply as well to speed tables.
(d) Section B-B
Distance (m) 0 0.12 0.25 0.37 0.5 0.62 0.75 0.87 1 1.12 1.25 1.37 1.5 1.62 1.75 1.87 2
Finised Height (cm) 0 0.1 0.3 0.66 1.19 1.8 2.49 3.2 3.99 4.8 5.51 6.2 6.81 7.29 7.7 7.9 8
Figure 9.10 :Plans and cross sections of speed table
9-15
Index No. 930
TYPICAL
SAFETY MODIFICATIONS SPEED TABLE
FOR INLETS IN BOX CULVERTS of 2
2
crosswalks are installed. Speed tables and raised
9.10 Raised Crosswalks crosswalks reduce vehicle speeds. Raised
crosswalks enhance pedestrian safety.
Significance and Usage: 5. The disadvantages of speed tables/ raised
1. The index No. 935 highlights the design crosswalks may include diverting traffic to
guidelines and provides the engineering nearby low-volume local streets, increasing
drawings including the plan and cross section noise and increasing emergency response times.
of a typical raised crosswalk. Speed tables/raised crosswalks should not be
2. Raised Crosswalks, essentially, are flat-topped installed on streets classified as collector or
road humps, often constructed with brick or higher, emergency response routes, bus routes,
other textured materials on the flat section. where grade exceeds 5 percent, or where there
Speed tables are 3-1/2 inches (9cm) high and is limited stopping sight distance.
22 feet (6.7m) long in the direction of travel, 6. The brick or other textured materials improve
with 6-foot (1.8m) ramps at the ends and a 10- the appearance of speed tables and draw Symbolic Representation
foot (3m) field on top. attention to them. Speed tables are less jarring
3. Where extended from curb-to-curb and than the standard road humps. Speed tables are
appropriately marked, speed tables serve as most effective when installed in groups of two
raised crosswalks. or more, about 300 feet (90m) apart.
4. Raised crosswalks bring the street up to
sidewalk level. Drainage requirements must be
evaluated and addressed where raised
6”(15cm)
2011 PUNJAB GEOMETRIC DESIGN MANUAL
1.8m 3m 1.8m
(a) Section A-A
S p e e d H u m p Development
Distance (m) 0 0.15 0.3 0.45 0.6 0.75 0.9 1.05 1.2 1.35 1.5 1.65 1.8
Figure 9.11 :Plan and cross section of a typical raised crosswalk (b) Plan of a raised crosswalk
Chapter No. 9 Traffic Calming Last Revision Page No.

9-16
Index No. 935
TYPICAL RAISED CROSSWALK 2
1 of
PEDESTRIAN
CROSSING
1. This sheet illustrates the design details and elements of a typical
W-16b
raised crosswalk. The plan and cross sections of speed humps are
shown in the figure 9.12.
2. A raised crosswalk is a speed table marked and signed for
pedestrian crossing.
3. The only geometric differences between the two are: the raised
crosswalk extends from curb-tocurb rather than tapering off at the
gutter, and the raised crosswalk may be longer and higher than the
typical speed table to bring it up to sidewalk level.
4. All other geometric requirements for speed tables apply to raised
6.7m
crosswalks as well.
3m Min.
4.36m
5. The ramps of crosswalks should be accessible for old and disabled
TYP.
persons.
0.75m 1.5m
1.4m
STANDARD CROSSWALK
PAVEMENT MARKING
PER PTTM
0.46m
TYP.
0.6m
PEDESTRIAN
7.62m TYP. CROSSING
W-16b
(a) Plan of raised crosswalk
1.8m 3m 1.8m
(b) Section A-A

7.62m TYP.
Distance (m) 0 0.12 0.25 0.37 0.5 0.62 0.75 0.87 1 1.12 1.25 1.37 1.5 1.62 1.75 1.87 2
(c) Section B-B
Figure 9.12 :Plan and cross sections of typical raised crosswalk
9-17
Index No. 935
TYPICALFOR
SAFETY MODIFICATIONS RAISED CROSSWALK
INLETS IN BOX CULVERTS of 2
2
9.11 Raised Intersections

1. This sheet facilitates the designer about the key design
elements of a raised intersection. The plan and cross
section of a typical raised intersection is shown in figure
9.13.
2. A raised intersection is a speed table covering an entire
intersection. All other geometric requirements for speed
tables apply to raised intersections as well.
3. If built to typical speed table specifications, a raised
crosswalk or raised intersection will stop three inches
(7.62cm) short of standard barrier curb height and
sidewalk level. 0.6m
TYP.
4. The sidewalk must connect to the crosswalk via curb
ramps that must be Accessible for pedestrians, bicyclists
and disable persons. Alternatively, a raised crosswalk or
raised intersection may extend to the sidewalk level. In
either case, the visually impaired should be warned at
the street edge that they are entering the traveled way.
Such a warning should be provided by means of a
tactile surface.
5. Bollards or other street furniture to protect waiting
pedestrians and prevent corner cutting by motorists
may supplement this.
6. The ramps of crosswalks should be accessible for old
and disabled persons.
(a) Plan of a raised intersection
(b) Section B-B
Distance (m) 0 0.12 0.25 0.37 0.5 0.62 0.75 0.87 1 1.12 1.25 1.37 1.5 1.62 1.75 1.87 2
Figure 9.13 :Plan and cross section of a typical raised intersection
9-18
Index No. 940
TYPICALFOR
SAFETY MODIFICATIONS RAISED INTERSECTION
1
9.12 Bulb-outs/Neckdowns
1. The index No. 945 provides the key design elements and design details on
bulb-outs/knockdowns as shown in the figure 9.14 and figure 9.15.
2. They are used to make pedestrian crossings shorter and reduce the visual
width of long, straight streets. Where intersection pop-outs are constructed by
widening the landscaped planting strip, they can have a positive effect on the
visual appearance of the neighborhood.
3. Pop-outs can be used at intersections to create a street gateway effect, visually
announcing an entrance to a neighborhood.
4. Intersection pop-outs must accommodate bicyclists, transit vehicles and
emergency response vehicles. Pop-outs improve pedestrian visibility, create
shorter pedestrian crossing width, and may reduce vehicle speeds.
5. Pop-outs may impact large vehicle turns, may impact accessibility by transit
vehicles or emergency response vehicles, and may require parking removal.
Intersection pop-outs may be installed on local streets, collector streets, and
urban major streets.
6. Pop-outs are inappropriate on major streets and primary arterials. The entire
intersection should be designed and constructed at one time.
curb
ramp
Figure 9.14 :Bulb-outs/Neckdowns
9-19
Index No. 945
BULB-OUTS/NECKDOWNS
SAFETY MODIFICATIONS FOR INLETS IN BOX CULVERTS of 2
1
OR LOCAL ROADS
MINOR ARTERIAL
1. The typical neckdown is used in connection with on-
street parking and, unlike a conventional intersection
with a large curb return radius, offers a short crossing
distance and high visibility for pedestrians (see Figure
9.15).
2. In the typical design, the curb return radii and street
widths are such that single unit trucks can stay to the
left of the centerlines when making left turns.
3. When streets are wide to begin with and have parking RAMP MUST FACILITATE
THE DISABLES
lanes on main and cross streets, intersections can be
narrowed down without necessitating encroachment
by trucks into opposing lanes.
4. When streets are narrow and/or without curbside
parking, intersections cannot be narrowed down
without encroachment. Many jurisdictions keep corner
radii small and allow large vehicles to swing wide into
the opposing lane when making right turns.
5. On an exception basis, the designer will consider this MINOR ARTERIAL
7.3 -7.6m
TYP.
practice when volumes entering the intersection are OR LOCAL ROADS
less than 500 vpd (50 vehicles during the peak hour), CROSSWALK STRIPING
heavy vehicle traffic is less than two percent of the PER PTTM
daily total, and the roadway is not a transit route1.
Otherwise, curb radius should be large enough to
allow a single unit truck (or bus) to maneuver the 2.4m TYP.
corner without encroaching into the opposite lane.
6. In cases where streets are narrow and traffic volumes
1. TY
are high, as on some main shopping streets, the
2
m P.
designer may consider setting choke points and
M
IN
TOP BACK OF CURB
crosswalks back from intersections a short distance to RADIUS, SEE TABLE
keep large vehicle turns within lanes and to create
shorter pedestrian crossing distances at the same time.
7. Bollard and landscape guidelines for chicanes apply as
well to neckdowns.
X Y RADIUS
(Meters) (Meters) (Degrees)
3.7 3.7 40
3.7 4.3 32
3.7 4.9 26
4.3 3.7 37
4.3 4.3 35
4.3 4.9 24
Figure 9.15 :Bulb-outs/Neckdowns
9-20
Index No. 945
BULB-OUTS/NECKDOWNS 2 of 2
9.13 Forced Turn Island R-40

1. This sheet provides the key elements and
RAMP SHOULD FACILITATE
design details on a typical forced turn island. THE DISABLES
2. The design plan of a typical forced turn island Lines as
is shown in figure 9.16. per PTTM
3. Forced turn islands will have clear widths R-20
sufficient for single unit trucks (or buses if a
transit route) to make turns at treated
intersections without encroaching into
opposing lanes.
4. Forced turn islands will be sharply angled
toward the right on the approach to
discourage wrong-way movement. At
pedestrian crossing points, islands shall either
have pedestrian cut-through at-grade ramps
and plateaus.
R-6
R-38
R-20
STOP BAR SET BACK FROM

CROSSWALK 1.2m
CRRCCROSSWALK
R-40
Figure 9.16 :Typical forced turn island
9-21
Index No. 950
TYPICALFOR
SAFETY MODIFICATIONS FORCED TURN
INLETS IN ISLAND
BOX CULVERTS of 1
1
9.14 Half Closure

1. This sheet illustrates the design elements of a half R-6
closure. The details of a typical half closure are shown in
the figure 9.17.
2. The typical half closure has two geometric features
designed to encourage compliance with the one-way
restriction. First, the curb extension or edge island
extends more than a car length along the roadway. Lines as
Motorists traveling the wrong way through the half per PTTM
closure are doing so for an uncomfortable distance.
Second, the curb extension or edge island extends all the
way to the centerline of the street or beyond on a wide
street. This leaves a relatively tight opening for wrong-
way traffic.
3. To further enhance compliance with the one-way
designation, half closures should be located at
intersections. Once through traffic is already traveling
down a street in the restricted direction, there is a strong
tendency to continue through a half closure. On an
R-21
exception basis, the designer will consider half closures
0.5 m
at midblock locations where commercial land uses
Offset R-6
transition to residential and the commercial uses require R-20
unrestricted access in both directions.
4. Along bicycle routes, the preferred design is a bicycle
Min.
pass-through lane through the half closure.
9m
5. When bicycle lanes are bordered on both sides by
vertical curbs, their channel widths shall be four to five
feet (1.5m) wide to provide clearance for bicyclists but
narrow enough to exclude automobiles.
6. A contra-flow bicycle lane should be installed adjacent to
the motor vehicle lane when a half closure is formed by a Original Curb Line
curb extension rather than an edge island or if the half
closure must have a wider opening in the restricted
direction for emergency access purposes. The opening
Bike Channel
shall not be wider than 16 feet (4.9m) unless otherwise 3m 1.2m-1.5m
approved by the competent Traffic Engineer. When Min.
designed extra wide to accommodate turning emergency R-40
vehicles, it may be advisable to have a bicycle contra-
flow lane to discourage wrong-way movement of motor
vehicles.
Figure 9.17 :Typical Half closure
9-22
Index No. 955
TYPICAL
SAFETY MODIFICATIONS FORHALF CLOSURE
1
9.15 Diagonal Diverters
R-38
1. This sheet provides the key design elements
and guidelines on a typical diagonal diverter.
2. Diagonal diverters will have clear widths
R-29d
sufficient for single unit trucks (or buses if a R-29d
transit route) to make turns at treated
intersections without encroaching into
opposing lanes.
3. Diagonal diverters will have openings five feet R-37 R-29d
to six feet (1.5m to 1.8m) wide, sufficient for R-29d
bicyclists to pass through barriers but not for

motorists to do so. Alternatively, diagonal
diverters may have curb ramps up to the CENTERLINE
sidewalk at the corners. Such ramps must be STRIPE
Accessible for pedestrians, bicyclists and disable
persons.
4. Diagonal diverters will be landscaped for
aesthetic reasons and also to reinforce the idea
that barriers are not to be traversed. On an
exception basis, bollards may be used instead of
landscape materials. Where traversal by
emergency vehicles is anticipated, a clear width R-29d R-37
of at least ten feet shall be left free of
landscaping and bollards. R-29d
5. Diagonal diverters will have barrier-type curbs R-29d
R-29d
to discourage unauthorized vehicles from
traversing them. Curb heights as high as six
inches (15cm) may be used to allow emergency
R-38
vehicles to mount and cross barriers without
encouraging the same by private vehicles.
If driveways are located in close

proximity to the diverter, stop signs
(R1) may be required at the approach to
the diverter as directed by competent
Figure 9.18 :Typical diagonal diverters
authority.
9-23
Index No. 960
DIAGONAL DIVERTER 1 of 1
9.16 Semi Diverters

1. This sheet is intended to provide the basic concept and
design of a typical semi diverter. The plan of a typical semi
diverter is shown in the figure 9.19.
2. It is an alternative to one-way street operation for a block
and it allows residents on the block limited two-way travel
opportunity. Access for pedestrians and
3. A semi diverter may be used on low-volume, local bicyclist should be maintained
residential streets and it is best located at the end of a
block to prevent entrance and allow exit. Semi diverters
reduce cut-through motorized vehicle traffic, reduce
pedestrian crossing widths, and create opportunity for
landscaping.
4. Semi diverters may divert traffic to other low-volume
streets, may increase trip lengths, may cause loss of
parking, and may increase emergency response time. Semi
diverters are inappropriate for use on emergency response
routes, bus routes, or streets classified as collector or
higher.
5. No specific geometric features are included in this manual
since semi diverters are site specific and should be
designed on a case-by-case basis.
Figure 9.19 :Typical semidiverters
924
Index No. 965
SEMIDIVERTERS 1 of 1
9.17 Traffic Circles

1. The index No. 970 provides the detail design guidelines and
elements of mini traffic circle. The plan and cross sections drawings
are shown in the figure 9.20 through figure 9.22.
2. A mini circle is a raised circular island placed in the center of an
intersection.
3. Traffic yields on entry, and then enters to the right, traveling
around the circle clockwise.
4. A mini circle slows traffic on each approach, reduces right-of-way
conflicts, creates a landscaping opportunity, and tends not to divert
traffic to nearby streets. CROSSWALK STRIPING
5. Mini circles are appropriate for usage on low volume local PER PTTM
residential streets with alternative access points.
6. Mini circles should not be used on streets classified as collector or
high, bus routes or emergency response route, where the grade
exceeds 5 percent on any approach, or where there is limited
stopping sight distance.
7. A mini circle may impact large vehicles’ turns or may increase
emergency response time.
0.6m
A - street width 9.8m min.

B - cross street width (varies) 9.8m min.
C - travel width (3m)
D - circle diameter (3.7m min.)
Symbolic Representation E - opening width (5.5m min.)
where A B
Figure 9.20 :Typical traffic circle
9-25
Index No. 970
TYPICAL TRAFFIC CIRCLE 1 of 3
Significance and Us age:
1. The typical traffic circle is shown in Figure. The travel path through the intersection
has a horizontal curve radius of 95 feet (29m) yielding a crossing speed of 30 kmph.
2. A low design speed was chosen to keep the circle as small as practicable.
3. The design vehicle for the typical mini circle is a single unit truck. A single unit
truck can pass through a treated intersection without having to mount the center
island of the circle. Even though this circle is a relatively large for a neighborhood
traffic circle, larger trucks and buses have to mount the center island when passing
through a treated intersection. Trucks and buses generally cannot make right turns
in the prescribed manner, that is, by circulating clockwise around the center island.
4. Most traffic circles, including the typical circle in Figure, have circular center islands
and circular perimeters formed by the intersection corners. Where intersecting
streets differ significantly in width, the center island may be elongated to better fit
the intersection. An elongated circle consists of half circles with tangent sections
between them.
5. Most traffic circles are deployed at four-way intersections, for this is where the
greatest safety benefits accrue.
6. For traffic circles at “T” intersections, curbs should be either extended at the
entrance and exit to the intersection or indented within the intersection to ensure
adequate deflection of vehicle paths along the top of the “T.”
7. The typical circle has a center island with two levels: a base that is mountable and a
center that is not mountable. Automobiles and single unit trucks circulate clockwise
around the base experiencing sufficient deflection to hold down their speeds. Large
buses and trucks can use the base as an overrun area. If large vehicles are not part
of the traffic mix, the center can be expanded and the overrun area reduced to a
small mountable lip.
8. The center island has the cross section shown in Figure. At two inches high, the
outer curb is not particularly visible from the driver’s angle of view nor is it
protective of landscaping in the Manual the center island. Hence, the base slopes
upward toward the center and transitions into a barriertype inner curb six inches
high around the landscaped center. To function as an overrun area, the base must X R1 R2 R3
be load bearing and should slope upward at a rate of no more than 1:15 V:H. (Meters) (Meters) (Meters) (Meters)
4.9 4.6 7.0 2.1
9. For aesthetics and attention getting, the center island should always be landscaped. 6.1 5.5 2.1
Landscaping should be carefully planned for unrestricted visibility. To preserve 7.6 6.1 2.1
sight lines, trees should have clear stem heights of at least eight feet (2.4m) and 4.3 4.6 3.0 1.5
should be no more than four inches in diameter to ensure that they break away 6.1 3.4 1.5
upon impact. Bushes or shrubs should grow to no more than two feet (0.6m) in 7.6 3.7 1.5
3.7 4.6 1.8 0.9
height. Groundcover plantings are particularly useful for landscaping of islands 6.1 2.4 0.9
because they leave sight lines open and pose no danger to out-of-control drivers. 7.6 2.7 0.9
Figure 9.21 :Typical semi circle
926
Index No. 970
SAFETY MODIFICATIONS FORTRAFFIC
TYPICAL INLETS CIRCLE
10. Finally, for visibility and drainage, the circulating lane will ordinarily slope away from the
center island of the traffic circle. A slope of one to two percent offers these advantages
without the risk of heavy vehicles turning over due to reverse superelevation.
11. Mini traffic circles will be considered where two conditions are met: (1) intersection
widening infeasible and (2) entering volumes are less than 500 vpd (50 vehicles during the
peak hour). Mini traffic circles may have a reduced center island/apron or the center
island/apron may be eliminated completely and replaced with striping.
12. At mini traffic circles, buses and trucks are permitted to make left turn s in front of the
center island.
13. For specified street widths and corner radii, center island dimensions for the alternative
design are given in Table 9.6 and 9.7. For other widths and corner radii, center island
(a) Section
NOT TO SCALE
dimensions can be determined from the relationship between offset distances and opening
widths.
Table 9.6: Central Island Dimensions
"A" "B" "C" "D" "E"

Street Width Curb Radius Offset Distance Circle Diameter Opening Width
(meter) (meter) (meter) (meter) (meter)
6.71 4.27 Reconstruct Curbs
4.57 1.68 3.35 4.88
6.10 1.37 3.96 5.49
7.62 1.22 4.57 5.79
7.31 3.66 Reconstruct Curbs
4.57 1.52 4.27 5.18
6.10 1.37 4.57 5.49
7.62 1.07 5.18 6.10
9.14 3.05 1.68 5.79 4.88
4.57 1.52 6.10 5.18
6.10 1.22 6.71 5.79
7.62 0.91 7.31 6.10
9.75 3.05 1.68 6.40 4.88
4.57 1.37 7.01 5.49
6.10 1.22 7.31 5.79
7.62 0.76 8.23 6.10
The Optimal relationship between offset distance and opening width is:
Table 9.7: Relationship b/w offset distance and opening width
1.7 max 4.9 m min
1.5 5.2
(b) Plan 1.4 5.5
1.2 5.8
Figure 9.22 :Typical semi circle 1.1 or less 6.1
9-27
Index No. 970
SAFETY MODIFICATIONS
TYPICAL TRAFFIC
FOR CIRCLE
INLETS IN BOX CULVERTS 3 of 3
9.18 Roundabouts
1. This sheet intended to provide the typical
details of a intersection.
2. The plan of a typical roundabout is provided
in the figure 9.23.
3. Roundabouts are distinguished from traffic
circles by larger radii, correspondingly higher
design speeds and capacities, and splitter
islands on all approaches to slow traffic and
discourage wrong-way movements. A typical
roundabout is shown in Figure.
4. Because there are many ways to design a
roundabout, this manual will not provide a
specific design. Rather, this manual will
simply recommend the principles.
Figure 9.23 :Typical Roundabout
9-28
Index No. 975
TYPICAL ROUNDABOUT 1 of 1
4. Chokers can be created either by means of curb should extend no farther than eight feet (2.4m)
9.19 Chokers extensions or edge islands. The latter are less toward the centerline.
aesthetic but leave existing drainage channels 8. Curb extensions or edge islands that form
Significance and Usage: open. They also make it possible to provide chokers should have vertical elements to draw
1. This sheet facilitates the designer about the basic bicycle bypass lanes on streets without curbside attention to them, preferably landscaping. Any
guidelines and key design elements of a typical parking. vertical element shall be of breakaway or
choker. 5. If centering a choker will result in undersized yielding design. Bollard and landscaping
2. The typical two-lane choker is 25 feet (7.6m) curb extensions on both sides of the street, the guidelines for chicanes apply as well to chokers.
from curb face to curb face. It has a minimum designer will consider shifting the choker to one 9. Within the choker, a change in pavement
constricted length of 20 feet (6.1m) in the side of the street. An undersized extension is material should be considered. Textured
direction of travel; the length of a passenger car one that fails to fully shadow a parking lane. surfaces, such as stamped asphalt or concrete,
(see Figure 9.24). The constricted length is kept That is, one extending less than eight feet (2.4m) reinforce the visual cues of narrowing and
short to avoid blocking driveways and displacing toward the centerline. landscaping thereby warning motorists of the
curbside parking. 6. Edge line tapers shall conform to the PTTM constriction and emphasizing its special
3. A curb-to-curb width of the typical choker, taper formula. Curb extensions or islands should character. Otherwise, two-lane narrowings may
while significantly less than the standard have 45-degree tapers to reinforce the edge be so subtle as to be missed.
roadway design width, will have a modest effect lines. On streets without edge lines (basically, 10. For chokers that serve as pedestrian peninsulas,
on speeds because vehicles can still easily pass streets at the bottom of the functional barrier curbs shall be used to provide an added
each other. Therefore, on an exception basis hierarchy), no edge lines are required at chokers. measure of pedestrian protection. Otherwise,
where traffic is light and the proportion of large 7. When used in connection with curbside parking, barrier or mountable curbs shall be used based
vehicles is low, the MOA may consider chokers may extend to the edge of the travel on a case-by-case evaluation.
narrower cross sections. lane to form protected parking bays. Absent an
edge line or marked parking spaces, choker
2.4 m MIN
TAPER LENGHT EXTENSION
Figure 9.24 :Typical choker
9-29
Index No. 980
TYPICAL CHOKER 1 of 1
Drainage Channel
0.3m to 0.6m
9.20 Design Modification for Hilly Terrain

3m Varies
1. Vertical speed control measures are ordinarily limited to
grades of eight percent or less.
2. On an exception basis, the designer will consider the use
of humps or tables on steeper grades with appropriate Width Varies
modifications of vertical profiles. Typical
Varies
3. On grades of more than eight percent, ramps must be 3m
steeper than normal on the uphill sides of humps or tables

and less steep than normal on the downhill sides.
Otherwise, motorists will encounter actual gradients going
uphill that are excessive and going downhill that are Existing Curbline
ineffectual increasing the risk of vehicle grounding or
becoming airborne.
(a) Plan
7.62cm
(b) Profile
Figure 9.25 :Design modification in hilly areas
9-30
Index No. 985
SAFETY
VERTICAL PROFILE MODIFICATIONS
MODIFIED FOR INLETS
TO BE EFFECTIVE ININCLINED
ON AN BOX CULVERTS
GREATER THAN 8% 1 of 1
8. Signs should be used conservatively.
9.21 Signing and Striping 9. Symbol signs are preferred to word signs when an
1. To foster universal recognition, traffic calming measures appropriate symbol exists.
shall be signed and marked according to the standard 10. New symbols when not readily recognizable should be
conventions outlined in the Punjab Traffic and accompanied by educational plaques.
Transport Manual (PTTM), and as directed by the 11. Analogous signs shall be used for new situations similar
competent authority. to those for which standard signs already exist.
2. The designer may deviate from its standard conventions
where alternative schemes promise to be more context
sensitive and equally effective. Signing may be required
RAISED
SPEED
at traffic calming measures not previously constructed. HUMPS SPEED RAISED
INTERSECTION
Alternative signing and striping schemes may be TABLE CROSSWALK
proposed in writing by a developer, designer, or

contractor.
9.22 General Guidance from Punjab Traffic

and Transport Manual (PTTM)
The PTTM has been adopted by the Punjab
Geometric Design Manual (PGDM) and sets the
standard for signing and marking of physical
roadway features. The following general
conventions apply to traffic calming measures.
1. Warning signs need not be used where hazards are self-

evident.
2. Signs must be legible which requires high visibility,
lettering or symbols of adequate size, and short legends
for quick comprehension.
3. Sign lettering must be in upper-case letters of the type
approved by the competent authority.
4. Signs must be reflectorized or illuminated to show the
same shape and color by day and night.
5. Signs are ordinarily placed on the left-hand side of the
road where the driver is looking for them.
6. Signs are ordinarily mounted separately except where
one sign supplements another as advisory speed plates
supplement warning signs.
TRAFFIC CALMED AREA
7. Before any street is opened to traffic, all hazardous
conditions must be signed and marked.
9-90
Index No. 900
GENERAL NOTES 1 of 2
collection, and commuter routes. These concerns should be respond to changes in traffic calming practices that result
9.23 Summary balanced with roadway safety and neighborhood livability from on-going and future monitoring.
This chapter serves as a resource for the design, and concerns as part of the neighborhood traffic analysis.
construction communities as well as the public in general to
provide guidelines by which traffic calming principles and 9.23.4 Talk to the public early and often:
projects will be implemented in the Punjab. This chapter is a The success of traffic calming improvements, particularly
working document that will evolve and adapt to the retrofit devices, is heavily dependent on an appropriate level
Anchorage and nationwide perspectives and lessons learned of public and resource agency involvement in both
regarding traffic calming practices. Several major points have disseminating the information and involving residents and
surfaced through the course of assembling this chapter. agency representatives in selecting which device(s) will
provide the greatest level of support and benefit to the
9.23.1 Traffic calming is not a “magic bullet”: neighborhood. The public involvement effort should begin
Traffic calming devices are effective in some circumstances at during the planning stages of the project and continue
appropriately reducing traffic volumes and speeds. The through completion of the proposed installation.
device should be selected based on established criteria and
engineering judgment from the variety of devices included in 9.23.5 Traffic calming measures typically reduce
the “toolbox” of traffic calming measures contained herein. speeds and volumes while increasing traffic safety:
Traffic calming is not the solution for all of Anchorage's The reduction in speeds and traffic volumes varies with type
traffic safety concerns. Traffic calming improvements should of device, But significant decreases in speeds and/or volumes
only be considered where sound judgment and experience are achievable through traffic calming. For many of the
dictates that the modifications may be appropriate. traffic calming devices (particularly speed humps), improve
safety through significant reductions in crash rates, crash
9.23.2 Area-wide versus intersection-by- frequency, crash severity, and pedestrian involvement.
intersection:
Generally, traffic calming improvement projects should be 9.23.6 Use traffic calming techniques in the design
implemented following a neighborhood traffic analysis that of new streets and subdivisions:
considers the area roadway system that will be impacted by
Waiting until after streets have been constructed and then
the proposed improvements. In some cases, and at the
discretion of the competent authority or Traffic Engineer, retrofitting them with traffic calming treatments is not the
most cost-effective approach. Implementing traffic calming
traffic calming measures may be installed temporarily on a
into the design and construction of new neighborhoods and
trial basis to determine the impacts to the community. If
developments is the best approach.
proven successful, the improvements could later be
permanently installed. Measure the effects: Post-construction evaluation will be a
priority to the designer in determining which types of devices
9.23.3 Consider design and agency issues in the
planning of traffic calming: will remain part of Anchorage's “toolbox” of approved
Traffic calming measures will require sacrifices to accomplish traffic calming devices or if any additional items should be
the greater good. Traffic calming devices typically require added that are not currently included. The concerned agency
additional street maintenance effort, slower response times will continue to monitor before and after speed, volume, and
for emergency services, and modifications to transit, refuse accident data. This chapter will be revised as appropriate to
Last Revision Page No.

Chapter No. 9 2011 PUNJAB GEOMETRIC DESIGN MANUAL Traffic Calming 9-90
Index No. 900
GENERAL NOTES 2 of 2
BUS RAPID TRANSIT (BRT) C
H
A
P
T
E
R
10
CHAPTER 10
BUS RAPID TRANSIT AND FACILITIES
TABLE OF CONTENT
GLOSSARY OF TERMS .................................................................................................................................1 10.2.7.2. Design Envelopes ........................................................................................................25
10. BRT AND FACILITIES ....................................................................................................................9 10.2.7.3. Design Features............................................................................................................26
10.1. General Considerations for Running Ways .............................................................................. 10 10.2.7.4. Indirect Right Turns ....................................................................................................28
10.1.1. Significance and Use ............................................................................................................ 10 10.2.7.5. Assessment....................................................................................................................28
10.1.2. General Guidelines .............................................................................................................. 10 10.2.8. Bus Streets ..............................................................................................................................31
10.1.3. Performance and Capacities ............................................................................................... 14 10.2.8.1. Rationale ........................................................................................................................31
10.1.3.1. Travel Time Savings ................................................................................................... 14 10.2.8.2. Property Access............................................................................................................31
10.1.4. Bus Design Parameters ....................................................................................................... 16 10.2.8.3. Design Features............................................................................................................31
10.2. On-Street Running Ways ............................................................................................................. 18 10.2.8.4. Operations ....................................................................................................................31
10.2.1. Significance and use ............................................................................................................. 18 10.3. Off-Street Running Ways .............................................................................................................33
10.2.2. General Guidelines .............................................................................................................. 18 10.3.1. Significance and Use .............................................................................................................33
10.2.3. Mixed Traffic Operations ................................................................................................... 19 10.3.2. Busways ..................................................................................................................................33
10.2.3.1. Bus Bulbs ..................................................................................................................... 19 10.3.2.1. Planning, Location, and Configuration ....................................................................33
10.2.3.2. Queue Bypasses........................................................................................................... 19 10.3.2.2. Location Options .........................................................................................................33
10.2.4. Concurrent Flow Curb Bus Lanes .................................................................................... 19 10.3.2.3. Configuration and Operating Concepts ...................................................................35
10.2.4.1. Design Features ........................................................................................................... 19 10.3.2.4. Design Criteria and Guidelines ..................................................................................35
10.2.4.2. Assessment................................................................................................................... 19 10.4. Freeway Running Ways .................................................................................................................45
10.2.5. Contra Flow Curb Bus Lanes............................................................................................. 24 10.4.1. Significance and Use .............................................................................................................45
10.2.5.1. Design Features ........................................................................................................... 24 10.4.2. Eligible Vehicles ....................................................................................................................45
10.2.5.2. Assessment................................................................................................................... 24 10.4.3. Planning and Operating Considerations ...........................................................................45
10.2.6. Concurrent Flow—Interior Bus Lanes ............................................................................ 25 10.4.4. Design Guidelines .................................................................................................................45
10.2.6.1. Design Features ........................................................................................................... 25 10.4.4.1. Exclusive Two-Way Facilities ....................................................................................45
10.2.6.2. Assessment................................................................................................................... 25 10.4.4.2. Exclusive Reversible Roadways .................................................................................45
10.2.7. Median Bus Lanes and Median Arterial Busways ........................................................... 25 10.4.5. Concurrent Flow Bus Lanes................................................................................................48
10.2.7.1. Operations ................................................................................................................... 25 10.4.6. Contra Flow Bus Lanes........................................................................................................49
10.4.7. Queue Bypass Facilities ....................................................................................................... 49 10.5.4.1. Berth Quantities and Platform Dimensions ............................................................55
10.4.7.1. Metered Freeway Ramps ........................................................................................... 49 10.5.4.2. Platform Width ............................................................................................................55
10.5. BRT Stations and Facilities .......................................................................................................... 53 10.5.4.3. Berth Types ...................................................................................................................55
10.5.1. Significance and Use ............................................................................................................ 53 10.5.4.4. Side Platform Configurations ....................................................................................56
10.5.2. System-wide Design and Urban Design Integration ...................................................... 53 10.5.4.5. Centre versus Side Platforms .....................................................................................56
10.5.2.1. Station Location and Spacing.................................................................................... 53 10.5.4.6. Platform Height and Vehicle Interface ....................................................................56
10.5.3. Station Design ...................................................................................................................... 53 10.5.5. Station Configuration ...........................................................................................................57
10.5.3.1. Operations Planning Issues ....................................................................................... 53 10.5.5.1. Busway Stations............................................................................................................57
10.5.3.2. Fare Collection ............................................................................................................ 53 10.5.6. Intermodal and Terminal Stations......................................................................................63
10.5.3.3. Passenger Amenities ................................................................................................... 54 10.5.6.1. Intermodal Stations .....................................................................................................63
10.5.3.4. Illumination.................................................................................................................. 54 10.5.6.2. BRT Terminal Stations ...............................................................................................63
10.5.3.5. Safety and Security ...................................................................................................... 54 10.5.7. Park-And-Ride Facilities ......................................................................................................63
10.5.3.6. Barrier-Free Design .................................................................................................... 54 10.5.8. Maintenance and storage facilities (MSFs) ........................................................................64
10.5.4. BRT Platform Characteristics ............................................................................................ 55
GLOSSARY OF TERMS
1. AB 6. Accessible Vehicles with Ramps / Low Floor service.
Vehicle Type: Articulated Buses Public transportation revenue vehicles, which do not 12. AO
restrict access, are usable, and provide allocated space and /
2. Active Vehicles Vehicle Type: Automobiles
or priority seating for individuals who use wheelchairs, and
which are accessible using ramps. 13. APC
The vehicles available to operate in revenue service,
including: 7. AG Automatic Passenger Counter
a. Spares
b. Vehicles temporarily out of service for routine Mode: Automated Guideway Transit
14. Articulated Buses (AB)
maintenance and minor repairs. 8. AG
3. Actual Person Count Vehicle type: Extra long (54 ft. to 60 ft.) buses (MB) with
Vehicle Type: Automated Guideway Vehicles two connected passenger compartments. The rear body
Full and part time employees of the transit agency, 9. Annual Passenger Trips section is connected to the main body by a joint
permanent or temporary, who hold approved and filled mechanism that allows the vehicles to bend when in
positions at the end of the fiscal year. The number of passengers who board operational revenue operation for sharp turns and curves and yet have a
vehicles. Passengers are counted each time they board continuous interior.
4. Actual Service vehicles no matter how many vehicles they use to travel
from their origin to their destination. Trips should be 15. At Grade, Exclusive Right-of-Way (ROW)
The total service operated during each time period. Actual
counted regardless of whether an individual fare is collected
service excludes: Railway right-of-way (ROW) from which all other traffic,
a. Missed trips, and for each leg of travel. It includes passenger trips on
mixed and cross, is excluded. Median strip right-of-way
volunteer vehicles.
b. Service interruptions (e.g., strikes, emergency (ROW) is included provided all crossings of the right-of-
shutdowns) 10. Annual Vehicle Hours way (ROW) pass over or under the median.
Actual service is measured by vehicles in service, in miles
The total amount of time in hours for the reporting period 16. At Grade, Mixed and Cross Traffic
and hours.
that all vehicles travel from the time they pull out to go into
5. Accessible Stations Railway right-of-way (ROW) over which other traffic
revenue service to the time they pull in from revenue
moving in the same direction or the cross directions may
Public transportation passenger facilities, which provide service. This includes the hours of personal vehicles used in
pass. City street right of-way (ROW) is included.
service.
ready access, and do not have physical barriers that prohibit 17. At Grade, with Cross Traffic
11. Annual Vehicle Miles
and / or restrict access by individuals with disabilities,
Railway right-of-way (ROW) over which no other traffic
including individuals who use wheelchairs. The total number of miles for the reporting period that all
may pass, except to cross at grade level crossings. A median
vehicles travel from the time they pull out to go into
strip right-of-way (ROW) with grade level crossings at
revenue service to the time they pull in from revenue
intersecting streets is included.
service. This includes the miles of personal vehicles used in

Chapter No. 10 2011 PUNJAB GEOMETRIC DESIGN MANUAL BUS RAPID TRANSIT & FACILITIES 1
Index No. 1000
GLOSSARY OF TERMS 1 of 9
18. Atypical Day 23. Average Saturday 28. BU
A day on which the transit agency either: A typical, representative Saturday in the operation of the Vehicle type: Buses
a. Does not operate its normal, regular schedule, or transit system, weighted to reflect seasonal variations in
b. Provides extra service to meet demands for special service. 29. Bus (MB)
events such as conventions, parades, or public
24. Average Trip Length
celebrations, or operates significantly reduced A transit mode comprised of rubber-tired passenger
service because of unusually bad weather (e.g., The average distance ridden for an unlinked passenger trip vehicles operating on fixed routes and schedules over
snowstorms, hurricanes, tornadoes, earthquakes) (UPT) by time period (weekday, Saturday, Sunday) roadways. Vehicles are powered by:
or major public disruptions (e.g., terrorism). computed as passenger miles travelled (PMT) divided by a. Diesel
unlinked passenger trips (UPT). b. Gasoline
19. Automated Guideway (AG) Transit
c. Battery, or
25. Average Weekday d. Alternative fuel engines contained within the
A transit mode that is an electric railway (single or multi-car
trains) of guided transit vehicles operating without vehicle vehicle.
A typical, representative weekday in the operation of the
operators or other crew onboard the vehicle. Service may transit system, weighted to reflect seasonal variations in 30. Bus Stop
be on a fixed schedule or in response to a passenger service.
activated call button. Automated Guideway (AG) transit Pre-defined location for passengers to board and/or alight
includes: 26. AVL the transit vehicle, typically on-street, at the curb, or in a
a. Personal rapid transit median, sometimes with a shelter, sign, or lighting.
Automatic Vehicle Location
b. Group rapid transit, and
31. Buses (BU)
c. People mover systems 27. BRT
20. Automated Guideway Vehicles (AG ) Vehicle type: Rubber -tired passenger vehicles powered by
BRT is a rapid mode of transportation that can provide the
diesel, gasoline, battery or alternative fuel engines contained
quality of rail transit and the flexibility of buses? (? BRT
Vehicle type: Guided transit passenger vehicles operating within the vehicle. Vehicles in this category do not include
Reference Guide? ). It is a flexible, rubber-tired form of
under a fully automated system (no crew on transit units). articulated, double-decked, or school buses.
rapid transit that combines stations, vehicles, services,
21. Average Lifetime Mileage per Active Vehicle running ways, and ITS elements into an integrated system
with a strong identity. BRT applications are designed to be 32. DB
The total miles accumulated on all active vehicles since date appropriate to the market they serve and their physical
Vehicle type: Double Decker Buses
of manufacture divided by the number of active vehicles. surroundings, and they can be incrementally implemented
in a variety of environments (from rights-of-way totally 33. Deadhead (Miles and Hours)
22. Average Monthly Fixed Guideway Directional
Route Miles dedicated to transit—surface, elevated, underground—to
The miles and hours that a vehicle travels when out of
mixed with traffic on streets and highways).
revenue service. Deadhead includes:
The monthly average number of fixed guideway directional
a. Leaving or returning to the garage or yard facility
route miles (FG DRM) over which service was operated. In many respects, BRT is rubber-tired light rail transit
b. Changing routes
For each segment, sum the directional route miles (DRM) (LRT), but with greater operating flexibility and potentially
c. When there is no expectation of carrying revenue
for each month that the mode was operated during the year lower costs. Often, a relatively small investment in
passengers.
and divide by 12 months. dedicated guideways can provide regional rapid transit.
However, deadhead does not include:

Index No. 1000
a. Charter service 37. Demand Response Service stairways. Total bus height is usually 13 to 14.5 feet, and
b. School bus service typical passenger seating capacity ranges from 40 to 80
c. Operator training Shared use transit service operating in response to calls people.
d. Maintenance training from passengers or their agents to the transit operator, who
schedules a vehicle to pick up the passengers to transport 42. DR
34. Dedicated Fleet them to their destinations.
Mode: Demand Response
Vehicles used exclusively for public transit service of a 38. Deviated Fixed Route Service
43. DRM
modal classification.
Transit service that operates along a fixed alignment or
35. Degraded HOV Facility Directional Route Miles
path at generally fixed times, but may deviate from the
route alignment to collect or drop off passengers who have 44. Estimated Unlinked Passenger Trips (EUPT )
An HOV is considered degraded if vehicles operating on it
requested the deviation.
are failing to maintain a minimum average operating speed The number of passengers who board public transportation
90% of the time over a consecutive 180-day period during 39. Directional Route Miles (DRM) vehicles. Passengers are counted each time they board
morning and/or evening weekday peak hours. vehicles no matter how many vehicles they use to travel
The mileage in each direction over which public from their origin to their destination.
36. Demand Response (DR) transportation vehicles travel while in revenue service.
Directional route miles (DRM) are: A measure of the route 45. Exclusive Right-of-Way (ROW)
A transit mode comprised of passenger cars, vans or small
path over a facility or roadway, not the service carried on
buses operating in response to calls from passengers or
the facility; e.g., number of routes, vehicles, or vehicle Roadway or other right-of-way (ROW) reserved at all times
their agents to the transit operator, who then dispatches a
revenue miles. Computed with regard to direction of for transit use and / or other high occupancy vehicles
vehicle to pick up the passengers and transport them to
service, but without regard to the number of traffic lanes or (HOV). The restriction must be sufficiently enforced so
their destinations. A demand response (DR) operation is
rail tracks existing in the right-of-way (ROW). that 95 percent of vehicles using the right-of-way (ROW)
characterized by the following:
are authorized to use it.
a. The vehicles do not operate over a fixed route or
Directional route miles (DRM) do not include staging or
on a fixed schedule except, perhaps, on a 46. Fare Evasion
storage areas at the beginning or end of a route.
temporary basis to satisfy a special need, and
The unlawful use of transit facilities by riding without
b. Typically, the vehicle may be dispatched to pick up paying the applicable fare.
40. Directly Operated (DO)
several passengers at different pick-up points
before taking them to their respective destinations Transportation service provided directly by a transit agency,
and may even be interrupted en route to these 47. Fixed Guideway (FG)
using their employees to supply the necessary labour to
destinations to pick up other passengers. The operate the revenue vehicles. This includes instances where A public transportation facility using and occupying a
following types of operations fall under the above an agency’s employees provide purchased transportation separate right-of-way (ROW) or rail for the exclusive use of
definitions provided they are not on a scheduled (PT) services to the agency through a contractual public transportation and other high occupancy vehicles
fixed route basis: agreement. (HOV), or a fixed catenary system useable by other forms
many origins - many destinations of transportation.
41. Double Decker Buses (DB)
many origins - one destination
one origin - many destinations, and Vehicle type: High capacity buses having two levels of
One origin - one destination. seating, one over the other, connected by one or more

Index No. 1000
48. Fixed Guideway Directional Route Miles (FG d. Minor body repairs 54. Headway
DRM) e. Painting
The time interval between vehicles moving in the same
51. Grade Crossing direction on a particular route.
The mileage in each direction over which public
transportation vehicles travel while in revenue service on An intersection of roadways, railroad tracks, or dedicated 55. Heavy Maintenance Facilities
fixed guideway (FG). Fixed guideway directional route transit rail tracks that run across mixed traffic situations
miles (FG DRM) include directional route miles (DRM) with: Facilities used for performing heavy maintenance work on
for: a. Motor vehicles revenue vehicles. Heavy maintenance includes the
a. Rail modes (heavy rail (HR), light rail (LR), b. Light rail (LR) following:
commuter rail (CR), inclined plane (IP), cable car c. Commuter rail (CR) a. Unit rebuild
(CC) and automated guideway (AG)) d. Heavy rail (HR) or b. Engine overhaul
b. Ferryboats (FB) e. Pedestrian traffic c. Significant body repairs
c. Aerial tramways (TR) Either in mixed traffic or semi-exclusive situations. d. Other major repairs.
d. Bus (MB)
52. Guideway 56. High Occupancy / Toll (HO/T) Lanes
e. Trolleybus (TB)
f. Other modes on exclusive right-of-way (ROW) and A concept that allows single occupancy vehicles (SOVs) to
A public transportation facility using and occupying a
controlled access right-of-way (ROW). gain access to high occupancy vehicle (HOV) lanes by
separate right-of-way (ROW) or rail for the exclusive use of
public transportation including the buildings and structures paying a toll. For formula purposes, HO/T lanes are fixed
Fixed guideway directional route miles (FG DRM) do not guideway if the following conditions are met:
dedicated for the operation of transit vehicles such as:
include staging or storage areas at the beginning or end of a. A provincial agency with jurisdiction over the
a. At grade
a route. HOV facility certifies that they have established a
b. Elevated and subway structures
49. Fixed Route Services c. Tunnels program to monitor, assess, and report on the
d. Bridges operation of the facility and the impact of high
Services provided on a repetitive, fixed schedule basis along e. Track and power systems for rail modes, and occupancy / toll vehicles and other low emission
a specific route with vehicles stopping to pickup and deliver f. Paved highway lanes dedicated to bus (MB) mode. and energy efficient vehicles.
passengers to specific locations; each fixed route trip serves b. That there is an adequate enforcement program
the same origins and destinations, such as rail and bus Guideway does not include passenger stations and transfer and provision made for limiting or discontinuing
(MB); unlike demand responsive (DR) and vanpool (VP) facilities, bus (MB) pull-ins or communication systems the exemptions if the facility becomes seriously
services. (e.g., cab signalling and train control). degraded.
c. The agency’s certification is submitted to the
53. Head-on Punjab Department of Transportation (PDOT).
50. General Purpose Maintenance Facilities
Facilities used for inspecting, servicing and performing light A collision type where two vehicles coming from opposite If a transit agency has stricter requirements for high
maintenance work upon revenue vehicles. Light directions impact each other straight on in the front; or in a occupancy vehicle (HOV) facilities than the prohibition of
maintenance includes the following: T-bone or broadside collision, where the front of a vehicle SOVs, for example, 3 or more persons per vehicle, then
a. Brake adjustments (head-on) impacts the side (angle) of another vehicle. those requirements apply to the HO/T lane, i.e., one and
b. Engine degreasing two-person vehicles would pay tolls.
c. Tire work

Index No. 1000
57. High Occupancy Vehicle (HOV ) 63. Intercity Bus Service 68. Layover / Recovery Time
Vehicles that can carry two or more persons. Examples of Regularly scheduled bus (MB) service for the general The hours scheduled at the end of the route before the
high occupancy vehicles (HOV) are a bus, vanpool, and public, using an over-the-road bus (MB), that: departure time of the next trip. This time is scheduled for
carpool. a. Operates with limited stops over fixed routes two reasons:
connecting two or more urban areas not in close a. To provide time for the vehicle operator to take a
58. High Occupancy Vehicle (HOV) Facility
proximity or connecting one or more rural break (layover)
Exclusive or controlled access right-of-way (ROW) that is communities with an urban area not in close b. To provide time to get back on schedule before the
restricted to high occupancy vehicles (HOV) (buses, proximity; next trip departs if the trip arrives late at the end of
passenger vans, and cars carrying one or more passengers) b. Has the capacity for transporting baggage carried the route (recovery).
for a portion or all of a day. by passengers; and
c. Makes meaningful connections with scheduled 69. Level of Service (LOS)
59. HOV intercity bus (MB) service to points that are more
A qualitative measure that characterizes operational
distant.
High Occupancy Vehicle conditions within a traffic stream and their perception by
64. Intervening Time (1.06) motorists and passengers. The descriptions of individual
60. Hybrid Vehicle
levels of service characterize these conditions in terms of
The incidental time between any two pieces of a run. such factors as:
A vehicle that combines two or more sources of power that
can directly or indirectly provide propulsion power, so as to 65. Jitney (JT) a. Speed and travel time
increase efficiency and thereby reduce emissions. A hybrid b. Freedom to manoeuvre
vehicle uses a mixture of technologies such as internal A transit mode comprised of passenger cars or vans c. Traffic interruptions
combustion engines, electric motors, gasoline, and operating on fixed routes (sometimes with minor d. Comfort and convenience.
batteries. deviations) as demand warrants without fixed schedules or
fixed stops. 70. Life Safety Event
61. Inactive Vehicles
A situation, such as a fire, the presence of smoke, fuel leak,
66. Kiss and Ride (Kiss-Ride)
The vehicles: electrical or other hazard, that constitutes an imminent
a. In storage Many railway stations, BRT Stations and airports feature an danger to passengers, employees, contractors, or other
b. Emergency contingency vehicles area in which cars can discharge and pick up passengers. persons.
c. Vehicles pulled from the active fleet but awaiting These "kiss and ride" facilities allow drivers to stop and 71. Linked Passenger Trip
sale park temporarily, instead of the longer-term parking
d. Vehicles out of service for an extended period of associated with park and ride facilities. A trip from origin to destination on the transit system.
time for major repairs. Even if a person must make several transfers during a
67. Lane Miles
journey, the trip is counted as one linked trip on the
62. Incidental Service
The length of a roadway (in miles) dedicated to high system.
The provision of transit rides when existing public occupancy vehicles (HOV) multiplied by the number of 72. Mass Transportation
transportation services cannot meet demand. traffic lanes. Only pavement normally used should be
included, shoulders should not be included, except if Synonymous term with public transportation.
shoulders are legally used in peak hours.

Index No. 1000
80. Multi-Modal Stations 86. Number of Crossings
73. MB
A passenger station that also serves non-transit services. The number of locations at which other traffic may traverse
Mode: Bus the right-of-way (ROW) for rail modes operating at grade.
74. Minivans (MV) 81. Non-Dedicated Vehicles 87. Operators
A light duty vehicle having a typical seating capacity of up Vehicles not used exclusively for contracted service. The personnel (other than security agents) scheduled to be
to seven passengers plus a driver. A minivan is smaller, aboard vehicles in revenue operations, including:
82. Non-Operating Paid Work Time
lower and more streamlined than a full-sized van, but it is a. Vehicle operators
typically taller and has a higher floor than a passenger car. The time an operator spends on the job in a capacity other b. Conductors
Minivans normally cannot accommodate standing than operating, making preparations for or completing the c. Ticket collectors.
passengers. immediate operation of a revenue vehicle. Non-operating Operators may also include: Attendants who are transit
time includes instructor premium for operator training,
75. Mixed Traffic Rights-of-Way (ROW) student training time, accident reporting time, witness time, agency employees that are aboard vehicles to assist riders
time spent on union functions, run selection time, other in boarding and alighting, securing wheelchairs, etc.,
Roadways other than exclusive and controlled access rights - time spent in transportation administration, time spent in typically the elderly and persons with disabilities.
of-way (ROW) used for transit operations that are mixed revenue vehicle movement control, time spent in ticketing
and fare collection, time spent in customer service, and 88. Others
with pedestrian and vehicle traffic. Does not include
guideway that only has grade crossings with vehicular other.
An individual who is neither a:
traffic. 83. Non-Scheduled Services a. Transit passenger
76. MO b. Transit facility occupant
Services provided on demand, rather than with
c. Employee / other worker at the transit agency, nor
predetermined fixed time points, i.e., a schedule. Non-
Mode: Monorail scheduled services are: d. Trespasser.
77. MO a. Demand response (DR) 89. Over-the-Road Bus
b. Vanpool (VP)
Vehicle Type: Monorail Vehicles c. Jitney (JT) A bus characterized by an elevated passenger deck located
d. Publico (PB) services.
over a baggage compartment.
78. Mode
84. Non-UZA 90. Paratransit
A system for carrying transit passengers described by
specific right-of-way (ROW), technology and operational Other than Urbanized Area Types of passenger transportation which are more flexible
features. than conventional fixed-route transit but more structured
85. Number of Active Vehicles in Fleet than the use of private automobiles. Paratransit includes
79. Monorail (MO)
demand response (DR) transportation services, shared-ride
The total number of operational revenue vehicles in the
A transit mode that is an electric railway of guided transit fleet available for general public transit service, including taxis, car-pooling and vanpooling (VP), and jitney (JT)
vehicles operating singly or in multi-car trains. The vehicles spare or back up revenue vehicles. The total should also services. Most often refers to wheelchair-accessible,
are suspended from or straddle a guideway formed by a include any operational revenue vehicles used by contractor demand response (DR) service.
in general public transit service. Non-revenue service
single beam, rail or tube.
vehicles and personal vehicles should not be included.

Index No. 1000
91. Park-and-Ride 97. PM or PMT 101. Publico (PB)
Park and ride (or incentive parking) facilities are car parks Passenger Miles (now referred to as passenger miles A transit mode comprised of passenger vans or small buses
with connections to public transport that allow commuters travelled) operating with fixed routes but no fixed schedules. Publicos
and other people wishing to travel into city centres to leave (PB) are a privately owned and operated public transit
their vehicles and transfer to a bus, rail system (rapid 98. Point Deviation service which is market oriented and unsubsidized.
transit, light rail or commuter rail), or carpool for the rest Publicos (PB) are operated under franchise agreements,
of their trip A method of providing transit service to all origins and fares are regulated by route and there are special insurance
destinations within a corridor, defined by a prescribed requirements. Vehicle capacity varies from eight to 24, and
92. Park-and-Ride Parking Revenue distance from a street (e.g., ¾ mile), making scheduled the vehicles may be owned or leased by the operator.
stops at mandatory time points along the corridor on a
Revenues earned from parking fees paid by passengers who 102. Rear-ended
predetermined schedule. This type of service (TOS) does
drive to park-and-ride lots operated by the transit agency to
not follow a fixed route because the path is determined
utilize transit service. A collision type where a vehicle is impacted on its back end
based on the origins and destinations of the passengers.
by the front of another vehicle.
93. Passenger Mile Sampling Passengers can use the service in three ways:
a. By travelling between mandatory time points on 103. Rear-ending
Any data sampling technique, by mode and type of service the schedule
(TOS), used to calculate passenger miles travelled that b. By advising the bus operator if they want to be A collision type where the front of a vehicle impacts the
meets the 95 percent confidence and ± 10 percent taken to a destination that is not a scheduled time back end of another vehicle.
precision levels. point when boarding, or 104. Revenue Vehicle
94. Passenger Miles Travelled (PMT) c. If they want to be picked up at a location that is
not a scheduled time point, by calling the transit The floating and rolling stock used to provide revenue
The cumulative sum of the distances ridden by each system and requesting a pickup. service for passengers.
passenger.
99. Predominant Use Rule 105. Route Deviation
95. Platform
The primary reason why the project was constructed or A type of transit service that operates as conventional fixed
A horizontal surface raised above the level of the adjacent acquired, or how it is used by the measure of the amount of route bus (MB) service along a fixed alignment or path with
area, such as a boarding and alighting area alongside rail passengers served by a mode/TOS, or by the number of scheduled time points at each terminal point and key
tracks. revenue vehicles serviced, or the square footage of a intermediate locations. Route deviation service is different
facility. than conventional fixed route bus (MB) service in that the
96. Platform Time
bus (MB) may deviate from the route alignment to serve
100. Public Agency or Transit System
The time during which an operator operates the revenue destinations within a prescribed distance (e.g., ¾ mile) of
vehicle in a) line service or in deadheading (including A public entity that provides public transportation services. the route. Following an off route deviation, the bus must
layover periods in the vehicle at a rest point) or b) for It may be a provincial or local government, or any return to the point on the route it left.
charter, contract, and special non-contract service, or is department, (e.g. transit or transportation district), authority 106. Running Time
deadheading or laying over as a result of such service. or other instrumentality of one or more provincial or local
governments (e.g., joint powers agency). The hours (miles) the vehicle travels on the route in
passenger service, typically from the beginning to the end

Index No. 1000
of a route. It includes all travel and time from the point of 114. Service consumed of a minivan or station wagon.
the first passenger pickup to the last passenger drop-off, as
The amount of service actually used by passengers and 121. Standing Capacity
long as the vehicle does not return to the dispatching point.
which is measured by unlinked passenger trips and
107. Sabotage The number of standing passengers that can be
passenger miles travelled.
accommodated aboard the revenue vehicle during a normal
The deliberate destruction of transit property or the 115. Sideswipe full load (non-crush) in accordance with established loading
slowing down of public transit operations by employees policy or, in absence of a policy, the manufacturer’s rated
with the intention of damaging business or the economic A collision type in which two vehicles travelling in the same standing capacity figures.
condition of the transit agency. direction or opposite directions contact each other along
the side in a scraping-type action, or a moving vehicle 122. Subscription Service
108. Safety Incidents scraping its side against a stationery object.
Shared use transit service operating in response to on-going
It is a collision, derailment, fire, hazardous material spill, act 116. Single Occupancy Vehicle (SOV) reservations made by passengers to the transit operator,
of nature or evacuation occurring on transit-controlled who can schedule in advance a consistent trip to pick up
property. A vehicle having only one occupant (the driver). the passenger and transport them to their destination.
109. SB 117. Social Service Agency 123. Subway Tunnel / Tube
Vehicle Type: S chool Buses A public or private nonprofits organization providing Rail transit way below surface with a cover over the tunnel.
specialized programs and transportation service to a Cut and cover, bored tunnel, underwater tubes, etc., are
110. School Bus Hours specific clientele such as the elderly and persons with included.
disabilities.
The vehicle hours of travel by revenue vehicles while
124. Tangent Track
serving as a school bus. School bus hours are only hours 118. Spare Vehicles
where a bus is primarily or solely dedicated to carrying Straight track.
school passengers. The revenue vehicles maintained by the transit agency to:
a. Meet routine and heavy maintenance requirements
111. School Tripper 125. Time Service Begins
b. Meet unexpected vehicle breakdowns or accidents
c. Thereby preserve scheduled service operations. Start of morning transit service, i.e., the time when the first
Additional capacity that an agency adds to an existing
public transit route to meet the demands of travelling 119. Sponsored Service revenue service vehicle leaves the garage or point of
students. The additional service is open to the general dispatch.
public. Public transportation services that are paid, in whole or in
126. Total Miles on Active Vehicles during the Period
part, directly to the transit provider by a third party. These
112. Seating Capacity services may be offered by transit providers as part of a The total miles accumulated during the period on all active
Coordinated Human Services Transportation Plan. vehicles, based on the end of period inventory.
The number of seats that are actually installed in the
vehicle. 120. Sports Utility Vehicle (SUV) 127. Transit Passenger
113. Service Area A high-performance four-wheel drive car built on a truck A person who is:
chassis. It is a passenger vehicle which combines the towing a. On board
A measure of access to transit service in terms of
capacity of a pickup truck with the passenger-carrying space b. Boarding
population served and area coverage (square miles).

Index No. 1000
c. Alighting from a transit vehicle for the purpose 134. Vehicle Hours (Miles)
of travel.
Excludes operators, transit employees, and contractors. The hours (miles) that a vehicle is scheduled to or actually
travels from the time it pulls out from its garage to go into
128. Trespass revenue service to the time it pulls in from revenue service.
It is often called platform time.
The unauthorized entry of transit owned land, structure, or
other real property not intended for public use. 135. Vehicles in Operation
129. Trolleybus (TB) The maximum number of vehicles actually operated to
provide service on an average weekday, average Saturday
A transit mode comprised of electric rubber-tired passenger
and average Sunday.
vehicles, manually steered and operating singly on city
streets. Vehicles are propelled by a motor drawing current 136. Weekday AM Peak Period
through overhead wires via trolleys, from a central power
source not onboard the vehicle The period in the morning when additional services are
provided to handle higher passenger volumes. The period
130. Typical Day begins when normal scheduled headways are reduced and
ends when headways return to normal.
A day on which the transit agency operates its normal,
regular schedule and there are no anomalies such as extra 137. Weekday Midday Period
service added for a convention or reduced service as a
result of weather. The period between the end of the AM peak and the
131. Unlinked Passenger Trips (UPT ) beginning of the PM peak.
138. Weekday Other Period (Night and Owl Services)
The number of passengers who board public transportation
vehicles. Passengers are counted each time they board The night time period after the PM peak and before the
vehicles no matter how many vehicles they use to travel
from their origin to their destination. AM peak when normal scheduled headways are reduced.
This is sometimes referred to as night and owl services.
132. Vandalism
The wilful or malicious destruction or defacement of transit

property or vehicles.
133. Vanpool Service
Transit service operating as a ride sharing arrangement,

providing transportation to a group of individuals travelling
directly between their homes and a regular destination
within the same geographical area.

Index No. 1000
10.BRT AND FACILITIES
bus lanes will normally provide the line-haul service; CBD community willingness to support public transport,
10.1. General Considerations for Running distribution may be provided in on-street bus lanes and off- reallocate road space as needed, and enforce regulations.
street in bus tunnels, as well as on bus malls or through off- 7. Preferential treatments for buses may be provided around
Ways street terminals. Residential distribution may be via bus lanes or specific bottlenecks or along an entire route. Queue
in mixed traffic. A dedicated BRT corridor may consist of a bypasses are very effective on approaches to water
10.1.1. Significance and Use number of segments, each with a different running way crossings, at major intersections, or at other traffic
Section 10.1 will discuss the following: treatment. Examples of combinations of BRT running ways are bottlenecks with extensive peak-hour congestion.
shown in Figures 10.1, 10.2, and 10.3: Treatments that extend longer distances along BRT routes
1. General guidelines for Running ways design are desirable.
2. Performance and Capacities of BRT Systems 2. Running ways should serve major travel markets, and they 8. Running ways should maximize the person flow along a
3. Key BRT Vehicle design parameters. should penetrate these markets whenever possible. roadway with minimum net total person delay over time.
3. Running ways generally should be radial, connecting the city There should be a net overall savings for all modes in terms
10.1.2. General Guidelines centre with outlying residential and commercial areas. of travel time per person. Where road space is allocated to
Cross-town running ways may be appropriate in large cities BRT, the person minutes saved should be more than the
The types of running ways for BRT service range from mixed
where they connect multiple trip attractors and residential person minutes lost by people in automobiles. The number
traffic operation to fully grade-separated bus ways. They may be
concentrations and have frequent interchanging bus lines. of persons travelling per hour in BRT should exceed the
classified according to the degree of access control (traffic
Alignments should be direct, and the number of turns number of persons travelling per hour in any of the
separation) or by type of facility. A suggested classification
should be minimized. adjacent general purpose lanes within a 3- to 5-year period
scheme by extent of access control is shown in Table 10.1. The
4. BRT is best achieved by providing exclusive grade - after the lane is placed in service.
five classes range from full control of access such as grade-
separated rights-of-way to serve major markets.
separated bus ways (Type I) to operation in mixed traffic (Type
5. Effective CBD passenger distribution facilities are essential Table 10.1 Running ways classified by extent of Access
V). Control
in providing direct BRT service to CBD trip origins and
Table 10.2, in turn, groups running ways by bus ways, freeways, destinations. CBD distribution should maintain service
dependability, minimize time losses resulting from general Class Access Control Facility Type
and arterial streets; identifies the specific facilities associated
with each; and gives illustrative examples. traffic delays, and provide efficient pedestrian access and Bus Tunnel
egress. Grade-Separated
Uninterrupted Flow—Full
The following guidelines should underlie running way location 6. BRT running ways should follow streets that are relatively I Busway
Control of Access
and design: Reserved Freeway
free flowing wherever possible. Speed and reliability should
Lanes
be enhanced by transit-sensitive traffic engineering,
1. Running ways should serve three basic service components provision of bus-only lanes, and, in some cases, major street II Partial Control of Access At-Grade Busway
in a coherent manner: improvements. Physically Separated Lanes Arterial Median
a) CBD distribution, III
Special running ways (busways, bus lanes, and queue Within Street Rights-of-Way Busway, Bus Streets
b) line haul bypasses) should be provided. This should happen when Concurrent and
Exclusive / Semi-Exclusive
c) Neighbourhood collection IV Contra Flow Bus
there is (1) extensive street congestion, (2) a sufficient Lanes
Lanes
Generally, a variety of running way types will be used for each number of buses, (3) suitable street geometry, and (4)
V Mixed Traffic Operations
component and be customized to specific needs. Bus-ways or

Index No. 1000
BRT & FACILITIES 1 of 7
Table 10.2 Examples of various types of running ways 9. Running ways should maximize the person flow along a using specialized materials that differentiate the bus lanes
roadway with minimum net total person delay over time. from general traffic lanes is desirable.
Access There should be a net overall savings for all modes in terms 13. Adequate signing, markings, and traffic signal controls are
Facility Type
Class
of travel time per person. Where road space is allocated to essential. They are especially important at entry and exit
Busways
BRT, the person minutes sav ed should be more than the points of arterial contra flow bus lanes and median
Bus Tunnel 1 person minutes lost by people in automobiles. The number busways, bus-only streets, bus-ways, and reserved freeway
Grade-Separated Runway 1 of persons travelling per hour in BRT should exceed the lanes.
At-Grade Busway 2 number of persons travelling per hour in any of the 14. Bus lanes and queue bypasses may be provided along both
Freeway Lanes adjacent general purpose lanes within a 3- to 5-year period one-way and two-way streets. Concurrent flow bus lanes
after the lane is placed in service. should generally allow at least two adjacent general traffic
Concurrent Flow Lanes 1
10. An exclusive bus lane should carry significantly more lanes in the same directions of travel. Contra flow lanes
Contra Flow Lanes 1
Bus-Only or Priority Ramps 1 people than an adjoining general traffic lane used during the should allow at least two traffic lanes in the opposite
peak travel periods. The number of bus riders in an direction of travel. Median arterial busways should allow at
exclusive bus lane should exceed the number of automobile least one travel lane and one parking lane in each direction.
Arterial Streets occupants using adjacent lanes. In restrictive situations, there should be at least one
11. Buses should be able to enter and leave running ways safely through and one right-turn lane each way on two-way
Median Arterial Busway 3 and conveniently. Conflicts with other traffic should be streets.
Curb Bus Lanes 4
avoided and, when necessary, carefully controlled. This is 15. Running way designs should be consistent with established
Dual Curb Lanes 4
Interior Bus Lane 4 especially important in developing median and contra flow national, state, and local standards. Although subject to
Median Bus Lane 4 lanes and busways along arterial streets and within freeway unique local roadway conditions and demand, generally, the
Contra Flow Bus Lane 4 corridors. There should be suitable provisions for passing stops and stations should be accessible for all likely users
Bus-Only Street 4 stopped or disabled buses. and should permit safe bus, traffic, and pedestrian
Mixed Traffic Flow 5 12. Running ways should provide a strong sense of identity for movement.
Queue Bypass 5 BRT. This is especially important when buses operate in
bus lanes or in arterial median busways. Using special
colours in paving the lanes (e.g., green, yellow, or red) or
NOTES
Figure 10.1 Shows A Basic BRT Route That Includes Operations in
Mixed Traffic Flow, Dual Curb Bus Lanes, and A Park-And-Ride Lot
at the End of the Line
Figure 10.1 Illustrative BRT running ways using curb bus lanes and mixed traffic flow

Index No. 1000
Figure 10.2 Illustrative BRT Running Ways in a major metropolitan area. Figure 10.3 Illustrative Co-ordination of BRT Running Ways in CBD Area
NOTES NOTES
Figure 10.2 shows a comprehensive BRT system that includes running ways along freeways, Figure 10.3 shows how various BRT running ways can be coordinated and staged in the central area of
arterial streets, and in separate rights-of-way. It also includes a short CBD bus tunnel that a large city. The goal is to provide through routes that use bus lanes and bus streets, initially, and to
gives bus ways a traffic-free route through the city centre. incorporate a bus tunnel later, when demand and service levels warrant it.

Index No. 1000
16. Running way designs may allow possible future conversion busways generally provide twice the speed of on-street 1. Where buses operate non stop along freeways, have well -
to rail transit without disrupting BRT operations. Service operations, but they cost more than twice as much. Operations designed entry and exit points, and have adequately sized
during the construction period is desirable for median on reserved freeway lanes can provide high speeds at modest terminals, flows of 750 to 800 buses per lane per hour can
arterial busways, busways on separate rights-of-way, and costs, but they may make intermediate stations difficult and lose be safely accommodated.
busways within freeway envelopes, with special attention the “identity” associated with other types of running ways. 2. Busways with on-line stops and passing lanes at stations
paid to width-constrained areas and stations. can carry over 200 buses per hour each way, provided that
17. Running ways can be shared by BRT and LRT when they 10.1.3.1. Travel Time Savings there is adequate capacity in CBD areas for buses.
are designed to accommodate both transit types in terms See Figure 10.4 and 10.5 for Travel Time saving guideline. 3. Median arterial busways with on-line stops and passing
of cross section, curves, grades, and vertical clearance. Capacities lanes at stops can carry over 200 buses per hour.
Stations should be able to serve both kinds of vehicles, 4. Dual bus lanes on CBD streets carry 150 to 200 buses per
speeds should be less than 56 km per hour, and the two The number of buses and passengers that can be carried along a hour total. Similar volumes can be carried in a single lane
services should not conflict with one another. BRT route depends on the type of running way, the design of with more frequent stops if there is off-board fare
stations and stops, the size, height, and arrangement of bus collection, non cash fares, and multi door boarding.
10.1.3. Performance and Capacities doors, the fare collection methods, the concentration of 5. Curb bus lanes on city streets typically can accommodate a
boarding at critical stops, and operating practices (see Appendix maximum of 90 to 120 buses per hour.
The performance and costs of BRT are related closely to
E.1 for further details). The capacities associated with particular
whether the running way is located on city streets or on
kinds of running ways are the following:
separate (usually grade-separated) rights-of-way. O ff-street
NOTES
Time saving by:
A Normal flow curb lane
Median and contra flow lane

B
Bus lanes and busways reduce travel times in general

about 1.5 to 2 minutes per mile. Actual time savings are
greatest when the previous speeds were the slowest
Figure 10.4 Typical Time Savings-Bus Ramp Transit Options

Index No. 1000
NOTES
Time savings would result if passenger boarding

and alighting times are reduced (e.g., through use of
low floors, multiple wide doors, and off-board fare
collection), and traffic signal priorities are
introduced.
Figure 10.5 Bus Travel Time Rates by Time Components

Index No. 1000
10.1.4. Bus Design Parameters class. Further details are contained in Appendix E.3. These of 16 feet (4.9 m) under structures and 18 feet (5.5 m) at
exhibits suggest the following general guidelines: street intersections.
Running way planning and design should reflect the 2. Width. Buses are 8 feet and 6 inches (2.6 m) wide.
characteristics and capabilities of buses currently in operation 1. Length and Height. The design single-unit bus is 40 feet (12 However, when mirrors are added for both sides, the bus
and those planned for BRT service. Figure 10.6 shows an m) long, and the design articulated bus is 60 feet (18 m) envelope becomes 10 to 10.5 feet (3 to 3.2 m). Therefore,
example of a typical 60-foot articulated bus that would govern long. Buses are generally 11 feet (3.35 m) high; a minimum 11 feet (3.35 m) is suggested as the minimum lane width.
BRT running way design. Table 10.3 and Table 10.4 provide vertical design envelope of 13 feet (4 m) is suggested, which Wider bus lanes are desire-able for areas with higher
typically translates into 14 feet and 6 inches (4.45 m) of design speeds. If the mirror-to-mirror envelope on 102-
select design and performance characteristics, respectively.
vertical clearance to allow for pavement resurfacing. Where inch (259 cm) buses can be the same as that for 96-inch
Table 10.5 shows Bus Colour Schemes with respect to bus LRT operates, the vertical clearance should be a minimum (244 cm) buses, 10-feet (3 m) lanes could be used when
space is constrained and speeds are low.
Figure 10.6 Bus Vehicle Designs for Median Arterial Busway Stops (Note that the Doors are on the R.H.S of the Direction of Travel to Facilitate Alighting in case of median arterial
busway)

Index No. 1000
Table 10.3 Bus Design Characteristics 3. Used 13 feet (4 m) as minimum governing design clearance.
VEHICLE DIMENSIONS 40-FT (12.2 m) 45-FT (13.7 m) 60-FT (18.3 m) Table 10.4 Bus Performance Characteristics
(All measurements in feet, unless REGULAR BUS REGULAR ARTICULATED
otherwise noted) BUS BUS Item
Maximum Attainable Speed mph 50–70 (80-113 km/hr)
Length 40 (12.2 m) 45 (13.7 m) 60 (18.3 m) Acceleration (mph/sec)
Width without Mirror 8.5 (2.6 m) (b) 8.5 8.5 (2.6 m) (b) 0–10 mph (0-16 km/hr) 3.33 (5.4 km/hr/sec)
(2.6 m) (b) 10–30 mph (16-48 km/hr) 2.22 (3.6 km/hr/sec)
Height (to top of air conditioning) 9.8–11.1 12.5 11.0 30–50 mph (48-80 km/hr) 0.95 (1.5 km/hr/sec)
for Design (3 to 3.4 m) (c) (3.8 m)(c) (3.4 m) (c) Deceleration (mph/sec)
Overhang Normal 2–3 (3.2-4.8 km/hr/sec)
Front 6.9–8.0 7.9 8.8–8.9 Maximum 6–2 (9.6-3.2 km/hr/sec)
(2.1 to 2.4 m) (2.4 m) (2.6 – 2.7m) Maximum Grade (%) 10%
Rear 7.5–9.5 9.8 8.6–9.7
(2.3 to 2.9 m) (3 m) (2.6 to 3 m)
Wheel Base–Rear 23.3–24.9 22.9 23.3–24.5 4. Eye Height. An eye height of 5 feet (1.5 m) should be used in roadway design, although the
(7.1 to 7.6 m) (7 m) (7.1 to 7.5 m) driver’s eye height on most buses is approximately 7 feet (2.1 m). This allows a factor of
Driver’s Eye Height 7 (2.1 m) (a) 7 (2.1 m) (a) 7 (2.1 m) (a) safety for potential new equipment and for possible use of bus lanes and busways by other
Weight (lbs) public transportation vehicles (e.g., minibuses, paratransit vans, or maintenance vehicles).
Curb Weight 27,000–28,200 38,150 38,000 5. Turning Radius. The minimum outside turning radius of the front overhang of an articulated
Gross Weight 36,900–40,000 55,200 66,600
bus has been reported to be about 45 feet (13.7 m). A slightly larger radius e.g., 50 to 55 feet
Entrance Steps from Ground 1.5 (0.5 m) 1.5 (0.5 m) 1.5 (0.5 m)
(15.24 to 16.8 m) should be used for design purposes.
Ground to Floor Height 2.3 (0.7 m) 2.3 (0.7 m) 2.3 (0.7 m)
Passenger Capacity 6. Acceleration and Deceleration. Normal bus acceleration of 1.5 miles (2.4 km) per hour per
Seats 45–50 50 76 second and normal deceleration of 2.0 miles (3.2 km) per hour per second should be
Standees (crush load) 20 28 38 assumed. Maximum deceleration in emergencies should not exceed 5 to 6 miles (8 to 9.6
Turning Radius km) per hour per second when there are standing passengers. These rates reflect the
Inside 24.5–30 (7.5 to 9.1 m) 27.3 (8.32 m) performance capabilities of most urban transit buses and permit buses to accelerate to 30
Outside 42.0–47 39.8–42.0 miles (48 km) per hour in 20 seconds.
(12.8 to 14.3 m) (7.5 to 9.1 m) 7. Colour Scheme: Following colour scheme will be followed for different BRT Vehicles.
Outside with Overhang 45.5–51 (13.9 to 15.5 44.3 (13.5 m)
m) Type Colour
Number of Doors 2 2 2 Non AC Green + White
Width of Each Door 2.3–5.0 2.5–5.0 2.5–5.0 AC Blue + White
(0.7-1.5 m) (0.8-1.5 m) (0.8-1.5 m) Luxury Blue
Angles (degrees) 8. Bus Stop Configuration and Bus Type: Bus stops may be located on curbside or along the
Approach 10 10 10 median (depending on whether the BRT Lanes are curbside or median). As a rule of thumb,
Break over 10 10 10 the passenger boarding and alighting shall be accommodated separately and on the platform
Departure 9.5 9.5 9.5
side as shown in figure 10.6.
NOTES
1. Used 5 feet (1.5 m)for design.
2. With mirrors envelope becomes 10 to 10.5 feet (3 to 3.2 m).

Index No. 1000
10.2. On-Street Running Ways exclusive use of the running way lane. When service is less and amenities. Crosswalks to reach median bus lanes and
frequent, it may be desirable to operate local buses on the busways should be placed at signalized locations with
same facility. However, this should not create bus -bus pedestrian cycles and be designed to discourage errant
10.2.1. Significance and use
congestion or create passenger inconvenience. Peak-hour crossings.
Section 10.2 will give a bird’s eye view of following aspects of one-way bus volumes ranging from 60 to about 75 buses 11. Running way design should reflect available street widths
the On Street Running ways e: will help “enforce” bus lanes without excessive bunching of and traffic requirements. Ideally, bus lanes should be
buses. provided without reducing the lanes available to through
1- General guidelines for the “On Street Running ways”.
4. Bus priority treatments should reduce both the mean and traffic in the heavy direction of flow. This may entail
2- Mixed Traffic Operations.
variability of average journey times. A 10 to 15% decrease eliminating parking or reducing lane widths to provide
3- Concurrent Flow Curb Bus Lanes in bus running time is a desirable objective for bus lanes. additional travel lanes, eliminating right-turn lanes, and/or
4- Contra Flow Curb Bus Lanes
5. Extended bus lanes are necessary to enable BRT schedule providing reversible lane operation.
5- Concurrent Flow Interior Bus Lanes
speeds to achieve significant time savings, better service, 12. When buses pre-empt moving traffic lanes, the number of
6- Median Bus Lanes and Median Arterial Bus Lanes
reliability, and increased ridership. A savings of 1 minute lanes taken should be kept to a minimum. The exception is
7- Bus Street
per mile (equivalent to raising bus speeds from 10 to 12 when parallel streets can accommodate the displaced traffic.
miles per hour) could produce a 5- to 6-minute time 13. Bus lanes and streets should provide a strong sense of
10.2.2. General Guidelines
savings if achieved over the entire length of a typical 5-mile identity. When buses have exclusive use of the lane, a
The following factors should be considered in achieving bus journey. Additional savings could result from traffic strong sense of identity can be achieved by using coloured
effective BRT use of city streets and suburban roads: signal priorities. Time savings can translate into higher pavement, unique paving materials, signals, and pavement
ridership/revenue and lower costs. markings in various combinations. Such treatments are
1. General traffic improvements and road geometric design
6. Emergency vehicles, police cars, fire equipment, especially important for curb bus lanes whenever the lanes
should be coordinated with BRT service to improve the
ambulances, and tour buses should be allowed to use bus operate at all times.
overall efficiency of street use. Typical improvements
lanes and bus streets. 14. Effective enforcement and maintenance of bus lanes and
include prohibiting curb parking, adding turning lanes,
7. Design and operation of bus lanes must accommodate the bus streets is essential. Fines for unauthorized vehicles
prohibiting turns, modifying traffic signal timing, and
service requirements of adjacent land uses. Deliveries should be high enough to discourage illegal use.
providing queue bypasses for buses.
should be prohibited from bus lanes during the hours that 15. BRT bus lanes (and streets) should operate all day wherever
2. Curb parking generally should be prohibited before (curb)
the lanes operate. They can be provided from the opposite possible. This will give passengers a clear sense of bus-lane
bus lanes are established, at least during peak hours. The
side of the street, from side streets, or, ideally, from off- identity and permit use of specially coloured pavements.
prohibition (1) makes it possible to provide a bus lane
street facilities. Accommodating deliveries is especially 16. Far-side bus stops generally should be provided. They are
without reducing street capacity for other traffic, (2)
important when contra flow lanes are provided. essential when there are traffic signal priorities for buses, as
reduces delays and marginal frictions resulting from parking
8. Access to major parking garages should be maintained. This well as along median arterial busways where right-turn lanes
manoeuvres, and (3) gives buses easier access to stops.
may require limited local automobile circulation in the are located near-side and where there are queue jumpers.
(When prohibiting curb parking is not practical, the bus
block adjacent to garages. Far-side bus stops are desirable when curb lanes are used
lane should be provided in the lane adjacent to the parking
9. Taxi loading areas should be removed from bus lanes by moving traffic and at locations with heavy left-turn
lane.) Bus lanes offset from the curb can provide benefits
where they would interfere. On one-way streets the taxi traffic
without parking and access restrictions. The trade-off is
loading areas should be placed on the opposite side of the 17. Reserving lanes and/or bus streets for buses must be
potential conflicts between parkers and buses.
street. perceived as reasonable by users, public agencies, and the
3. Bus routes should be restructured as necessary to make
10. Pedestrian access to bus stops and stations should be general public.
effective use of bus lanes and bus streets. When BRT
convenient and safe. Curb side stops should allow
vehicles exceed 40 buses per hour, they should have
sufficient space for waiting passengers, passing pedestrians,

Index No. 1000
ON-STREET RUNNING WAYS 1 of 14
Concurrent flow bus lanes should be at least 3.35 m wide (3.65 Traditionally, they have be en used to facilitate bus movements
to 4-m-wide desirable) for 2.6 m wide buses. in CBDs by segregating buses from other traffic; however, they
are also used along outlying arterials.
Contra flow bus lanes should be at least several feet wider in
areas of heavy pedestrian flow to provide a cushion between 10.2.4.1. Design Features
the bus lanes and opposing traffic and to let buses pass around
Please refer to figure 10.9 for Concurrent Flow Curb Bus Lane
errant pedestrians in the lanes. Bus streets and median arterial
design guidelines.
busways should be at least 6.7 m wide.
10.2.4.2. Assessment
Median bus lanes need physical separation from general traffic
for maximum effectiveness and enforceability. Therefore, Concurrent flow curb bus lanes are the easiest to implement
physically separated median arterial busways are desirable. and have the lowest installation costs because they normally
Roadways should be at least 22.86 to 24.38 m wide, and it is involve only pavement markings and street signs. They occupy
preferable that they are wider. less street space than most other types of bus lanes. Although
these lanes are commonly used only during peak hours, they
10.2.3. Mixed Traffic Operations should operate throughout the day along BRT routes.
Mixed traffic operation has advantage of low costs and fast Concurrent flow curb bus lanes are usually least effective in
implementation. However, such operations can limit bus terms of image afforded and travel time saved. They are
speeds, service reliability, and route identity and should be used difficult to enforce and may impact curb access. Another
sparingly in trunk-line BRT service. disadvantage is that left turns, when permitted, may conflict
with bus flow.
It is generally better to operate buses in both directions on the
same street from a standpoint of service clarity and identity.
However, one-way traffic flow generally improves travel speeds
and safety and may be essential in central areas.
10.2.3.1. Bus Bulbs

Typical designs for bus bulbs are shown in Figures 10.7a and
10.7b.
10.2.3.2. Queue Bypasses

Queue bypasses (queue jumpers) may be used at signalized
locations or other locations (e.g., at a narrow underpass or
bridge) where traffic backs up during peak hours. Figure 10.8
shows typical queue bypass concepts
10.2.4. Concurrent Flow Curb Bus Lanes

Concurrent flow bus lanes have been the most common type of
bus priority treatment and can expedite BRT flow.

Index No. 1000
NOTES:
1- Length of the bus bulb should be 30’ min to 140’

(accommodate two articulated buses)
2- The “bus bulbs” should be 6 feet wide, leaving a 2-
foot offset between the bulb and the edge of the
travel lane. Bus bulbs should be long enough to
accommodate all doors on buses.
3- Bus stops that are 140 feet long can accommodate
two articulated buses. The “transitions” to the
existing curbs should be about 15 to 20 feet long and
consist of two-reverse curves.
4- Dimensions may vary from site to site. Values shown
are typical.
10.7a Bus Bulb with Near Side (Before Intersection) Stop

Index No. 1000
NOTES:
1- Length of the bus bulb should be 40’-50’ per

regular bus and 60’-70’ per articulated bus.
2- Shelters and passenger amenities should be
provided.
3- No parking is to be provided at least 30’
from intersection.
Figure 10.7 b. Bus Bulb with Far Side (After Intersection) Stop

Index No. 1000
NOTES:
1- The queue bypass could be shared with left turns

2- When left turns are heavy and/or operate when
through traffic is stopped, separate left-turn and
queue bypass lanes should be provided.
3- Adequate distance should be provided on the far
side of the intersection to enable easy re-entry of
buses.
4- Bus stops should be removed from the
intersection.
5- An “advance green” for buses could be provided
when actuated by buses.
6- The queue bypass should be distinctively
identified by special pavement delineation.
7- Queue bypasses should be used sparingly because
they must be constantly enforced.
Figure 10.8 Queue Bypass Concept

Index No. 1000
NOTES:
1- Concurrent flow bus lanes can operate at all

times or just during peak hours. On one-way
and two-way streets,
2- A 3.35 to 4 m bus lane should be provided
along the curb
3- When street width permits and there are high
demands for curb access, a 6-m-wide curb
bus lane should be provided to enable buses
to pass loading and unloading cars and trucks.
4- When street width and circulation patterns
permit and peak bus volumes exceed 90 to
100 buses per hour, dual bus lanes should be
considered.
5- Curb lanes can be separated by solid white
lane lines, by paving material with a different
colour or texture, or sometimes by raised
curbs. The lines should be broken where left
turns are permitted.
6- Every effort should be made to eliminate
turning movements that would impede bus
service.
7- Ideally, left turns should be prohibited when
there are more than 300 pedestrians per hour
in the conflicting crosswalk.
8- Right turns by general traffic should be
prohibited on four-lane streets unless special
turn lanes are provided.
Figure 10.9 Concurrent Flow Curb Bus Lanes for Two-Way Streets

Index No. 1000
10.2.5. Contra Flow Curb Bus Lanes 10.2.5.1. Design Features of one-way streets, thereby increasing curb side bus loading
capacity. Buses are removed from other traffic flows and are
Typical contra flow lane designs are shown in Figure 10.10
Contra flow bus lanes enable buses to operate opposite to the not affected by peak-hour queues at signalized intersections.
normal traffic flow on one-way streets. They may be used for a 10.2.5.2. Assessment The lanes provide a high degree of bus service reliability and
single block on two-way streets to enable buses to reverse identity. Although they can be used along radial arterial street
direction. The lanes normally require one-way street systems Contra flow lanes retain existing bus routes when new one-way
couplets, buses would operate counter to the established traffic
with reasonable spacing between signalized intersections, street patterns are instituted, allow new bus service on existing
signal progression, and this could limit BRT speeds.
generally 500 feet (152 m) or more. They usually operate at all one-way streets, utilize available street capacity in the off -peak
times. direction of flow, and permit passenger loading on both sides
NOTES: 5-pedestrian safety can be improved by (1) signage and marking that warns pedestrians to “look both ways” at
designated crosswalksI EOF special visual or audible warning devices installed on contra flow lane busesI and EPF a
1- Contra flow bus lanes should be at least 12 feet (3.6 m) special yellow stripe 1 to 2 feet (0.3 to 0.6 m) wide with ? bumps? for pedestrians who are sight impaired and a
wide. However, a 13 to 15 foot (4 to 4.6 m) wide lane warning message painted on the sidewalk adjacent to the curb.
is desirable to let buses pass around pedestrians who
step off the curb.
2- Right turns in the opposing direction of travel should
be prohibited unless protected storage lanes and
special traffic signal phases are provided.
3- Loading of goods should be prohibited from the lanes
at all times unless special space is provided for midday
loading. Contra flow lanes may be provided in the
interior lane offset one lane from the curb in places
where delivery and service vehicles must use the curb
lane. This improves the ability to provide access to
adjacent properties and improves pedestrian safety,
although it requires an extra lane of road space
4- Because pedestrians will be conditioned by the
appearance of one-way traffic operation, precautionary
measures are necessary to reduce the probability of
accidents, especially when the lanes are first installed.
Figure 10 10 Contra Flow Bus Lane Design

Index No. 1000
Contra flow lanes have a mixed accident history. When the lanes is that if parking is permitted (e.g., in the off-peak period), one-way bus volumes are less than 20 buses, both local and
lanes operate on a street that previously was two way, total there may be conflicts with parking and/or idling cars. BRT service can use the lanes.
accidents drop. When the lanes operate on a street that
previously was one way, an increase may occur, especially 10.2.7. Median Bus Lanes and Median Arterial 10.2.7.2. Design Envelopes
initially. The predominant cause of accidents is the inability of Busways The curb-to-curb width at stations should be based on the
crossing pedestrians to recognize a street’s “wrong way” parameters listed below.
operation. These individuals may scan for traffic in the general BRT can operate in the centre of streets in median bus lanes or
traffic direction when crossing and fail to look for contra flow median arterial busways. Median lanes may be delineated by Curb Access Lanes 8 feet (2.4 m) each
bus traffic. These perceptual deficiencies occur because the painted lines for exclusive bus use. Although median arterial 10 to 12 feet (3 to 3.6 m)
Travel Lanes
busways are physically segregated from adjacent street traffic each
design of contra flow facilities violates basic driver and
lanes, the running ways are sometimes used by streetcars and 2 to 4 feet (0.6 to 1.2 m)
pedestrian expectancy. Barriers
minimum
LRT. It can be a challenge to provide pedestrian access to
Left-Turn Lanes 10 feet (3 m)
10.2.6. Concurrent Flow—Interior Bus Lanes stations and deal with right turns, whether they are used by Two-Lane Busway 22 to 24 feet (6.7 to 7.3 m)
BRT, streetcars, or LRT. Both med ian bus lanes and median Station Platform (side) 8 to 10 feet (2.4 to 3.0 m)
There are situations where curb parking must be retained. In
arterial busways can provide attractive running ways and
these cases, concurrent flow interior BRT lanes can be provided
stations.
adjacent to the parking lane on both one-way and two-way Minimum curb-to-curb widths for typical design conditions are
streets. The median bus lanes have continuous access, making given in Table 10.5. They assume far-side bus stops offset on
enforcement difficult, but providing routes around disabled either side of intersections and near-side right-turn lanes where
10.2.6.1. Design Features
buses (e.g., back into mixed traffic). Segregated median arterial provided.
Concurrent flow interior lanes should be at least 11 feet (3.35 busways are easier to enforce and provide a clear sense of
m) wide and be clearly delineated by pavement markings, identity. Both facilities superimpose at least three - to four-lane- The lower values give the absolute minimum width, and the
texture and/or colour. Figure 10.11 gives a rendering of interior wide envelopes, including platforms at on-line stations and off- higher values give the desirable minimum. Total curb -to-curb
bus lanes on a multilane street. It is desirable to provide right- line on the available street space. When passing lanes for buses street widths generally range from 75 to 90 feet (22.8 to 27.4
turn lanes wherever space permits. This results in a minimum are provided; additional street space is required. The actual m). In most situations, a 100 feet (30.5 m) total width is
cross section of about 60 feet (18 m) (without right-turn lanes) street envelope (curb-to-curb width) depends on (1) how many desirable to provide wider lanes and/or space for landscaping.
and a cross section of 70 feet (21 m) when turn lanes are lanes must be reserved for general traffic on each side of the Guidelines for the design of bus lanes are as follows:
provided. The bus lanes can be delineated by special pavement busway and (2) whether right turns can be prohibited at
1. A single-curb traffic lane without any provision for access
colours. Effective enforcement is essential because the lanes — stations.
should be provided for only one or two blocks when road
unlike contra flow lanes—are not self-enforcing.
10.2.7.1. Operations space is seriously constrained.
10.2.6.2. Assessment 2. Ideally, right turns should be prohibited in station areas and
Median arterial busways for BRT should have two-way provided elsewhere.
Interior bus lanes remove buses from curb lane conflicts with operation. Reversible one-way lanes along two-way streets can 3. Right turns from general traffic lanes should be
often illegally parked vehicles, provide for unrestricted access to be used in situations in which bus service is provided discouraged. When provided, they should be signal-
adjacent properties, and do not affect right-turn access. Left “inbound” in the a.m. peak and “ outbound” in the p.m. peak, controlled with special phases.
turns can be permitted from the bus lane or provided in the but these are unlikely situations for most BRT applications. The 4. The “mid-block” space within the busway, on each side of
curb lane by prohibiting curb parking on the intersection bus lanes should be used only by BRT vehicles, with local buses the median busway between the BRT running ways, could
approach. Bus bulbs can be provided on the far side of using the outside roadways. However, when the total peak -hour be devoted to bus passing lanes or parking.
intersections for stops and stations. The downside of interior

Index No. 1000
10.2.7.3. Design Features turns and curbs access. Figure 10.12 gives a conceptual design signal controls, pedestrian access, ? escape? lanes, and cross-
for a wide arterial boulevard that provides these functions. It street closures. The following features are illustrated:
The design of median arterial busways should be keyed to the
also identifies desired treatment for turn lanes and bus stops,
available total curb-to-curb street width and the need for right
NOTES
1- Right tur n lanes
should be provided
wherever possible.
2- Stops should be long
enough to
accommodate peak
requirements.
3- Near side right turn
lanes could replace
parking lanes.
Figure 10.11 Interior Bus Lanes Figure 10.12 Median Arterial Busway Design for a Wide Roadway

Chapter No. 10 2011 PUNJAB GEOMETRIC DESIGN MANUAL BUS RAPID TRANSIT & FACILITIES —
Index No. 1000
1. Buses may join the general traffic flow at busway terminal Table 10.5 Minimal Roadway Envelopes for Median (preferably specially coloured pavement) and stations. They can
points; however, special signal controls will be needed Arterial Busways (Curb to Curb) be grade separated at major intersections where space permits
where buses turn right or left. to eliminate traffic signal delays. They do, howev er, pose
Right Turns Right Turns
2. Intermediate left-turn entry and exit points to and from the Design Condition problems in dealing with right turns, and pedestrian access to
Prohibited Provided
outer roadway can be provided via slip ramps where space Single Traffic Lanes stations is less attractive than with curb side stops. They also
permits. Each Side usually require total roadway rights-of-way of 90 to 100 feet
3. Left-turn exits from the busway via slip ramps should be 74–78 (22.6-23.8 (27.4 to 30.5 m).
64–68 (19.5-20.7
located a sufficient distance from downstream traffic No Parking m)
m)
signals to enable buses to safely merge and weave across
the roadway to enter the outermost lane. 78–84 (23.8-25.6
68–74 (20.7-22.6
With Parking Lane m)
4. Traffic signals should control movements at crossing roads. m)
Buses should move on the green phase for through traffic 86–90 (26.2-27.4
that is followed by the right-turn phase. (This sequence is Two Traffic Lanes 76–84 (23.2-25.6
m)
Each Side m)
essential to minimize same-direction bus-automobile
crashes.)
5. Pedestrian access to the stations should be provided at NOTES
signalized intersections. 1. Lower values for 8-foot (2.4 m) loading platform, 2-foot
(0.6m) separation, 18-foot (5.5 m) parking plus travel lane.
6. Traffic signal–controlled, near-side, right-turn, storage lanes
2. Higher values for 10-foot (3m) loading platform, 4-foot
are shared with the far-side bus station platforms; special (1.2 m) separation, 19-foot (5.8 m) parking plus travel lane.
signal phases should be provided wherever right turns must 3. All dimensions in ft unless mentioned otherwise.
be accommodated.
7. Bus stops located in the islands must have passenger Figure 10.14 shows the “staggered” station platform design.
protection, and fencing is desirable to channel pedestrian The design provides a centre lane for express buses; its
entry and exit to intersection crosswalks. direction alternates, resulting in a three-lane running way
envelope.
Most rights-of-way will require more limited space designs;
however, the same basic principles apply. Figures 10.1 3a and 10.2.7.4. Indirect Right Turns
10.13b show more likely configurations. Along arterial roads with wide median strips, “indirect” right
turns can be provided to simplify intersection conflicts and
Physical separations may be provided by raised islands with
traffic signal phasing. This treatment has applicability in
mountable curbs. A minimum separation of 4 feet (1.2 m)
growing suburban areas where new roadways are being
(between the busway and adjacent travel lanes will provide
developed and where BRT is being considered. The indirect-
refuge for pedestrians and space for signs. When space is
right-turn concept is shown in Figure 10.15.”
extremely tight, channelization such as flexible posts placed in
predrilled holes can be used. Far-side ? transit? signal 10.2.7.5. Assessment
indications, such as those used for LRT lines, should indicate to
bus drivers when they may proceed or must stop. This will Median arterial busways located in the centre of the street
minimize confusion to approaching motorists. eliminate the passenger loading, curb access, and left-turn
problems associated with curb lanes. They can be readily
enforced and provide a strong sense of identity in running ways

Index No. 1000
NOTES
1- Figure 10.13a illustrates a configuration with right-turn 2- 10.13a and 10.13b designs require total rights-of-way 3. When right turns are prohibited, the busway is offset
lanes, and 10-13b illustrates a configuration without widths of 100 to 105 feet (30.5 to 32 m) and 90 to 95 about 6 to 8 feet (2.4 m); this offset decreases as the
right-turn lanes. feet (27.4 to 29 m), respectively, assuming 10 feet (3 m) width of the median island increases. However, such
wide sidewalks.
lateral offsets should be minimized.
Figure 10.13a Typical Median Arterial Busway Design with Right Turns Figure 10.13b Typical Median Arterial Busway Design without Right Turns

Index No. 1000
10.14 Typical Median Arterial Busway Figure 10.15 Indirect Right Turn Concept for Median Arterial Busway
NOTES NOTES
1- Passenger loading areas for bus stops should be adequate for expected peak-hour bus 1- The indirect-right-turn concept prohibits all right turns at intersections and replaces them
flows. with far-side
2- Generally, they should provide at least two loading positions (100 feet (30.5 m) for regular 2- “U” turns coupled with a left turn; these kinds of turns are also known as indirect right
buses and 140 to150 feet (42.7 to 45.7 m) for articulated buses). turns.
3- Stops may be located either mid-block or on the far side. They should be at least 8 feet (2.4 3- The indirect right turn permits simple two-phase traffic signal operations at intersections.
m) wide; a 10-foot (3.4 m) width is preferred. The “U ” turns move on the same phase as the cross-street traffic. qo make pedestrian
access to stations safe and convenient, the ? r ? turn channels should not be provided at
intersections with stations. The ? r ? turns should be placed where they have minimal
impact on Boq service.

Index No. 1000
10.2.8. Bus Streets arterials or freeways, and they should be integrally tied to from intersecting streets or off of the street. When other
pedestrian mall development. options are not practical; pickups and deliveries can be
Bus streets or malls can provide early action cost-effective CBD
permitted from the bus streets when the bus traffic is low (i.e.,
distribution for both BRT and local buses. They may be 10.2.8.1. Rationale night hours). Access to parking garages is a constraining factor
warranted where high bus volumes traverse narrow streets or as
Bus streets clearly identify transit routes, and they are easy to that may require allowing automobiles on short discontinuous
part of CBD revitalization proposals. Bus streets or malls may
enforce. They enable buses to pick up and drop passengers at sections of street.
include the last block of an arterial street, a dead-end street at
places where shopping and business activity is at the highest
the end of several bus routes, a ? bus loop? to change directions 10.2.8.3. Design Features
level. Bus streets increase walking space for pedestrians and
at major bus terminals, CBD bus malls, and bus circulation
waiting space at bus stops and can be ideal locations for off- Bus streets should provide passing opportunities around
through automobile-free bus zones.
board fare collection. They can be part of an overall CBD stopped buses when bus flows are heavy, the distances involved
Reserving streets for BRT and other buses can improve service improvement program that is designed to stimulate activity and are more than 1/2 mile (0.8 km), and both BRT and other
speeds, reliability, and identity. Care must be taken to select investment. But as their use by buses increases, they tend to buses use the street. Stopping positions for BRT should be
streets that provide maximum advantage without hindering become less attractive for pedestrians. Bus streets are a separated from those for local buses, but walking between them
other traffic and access to adjacent premises. Generally, bus compromise between giving buses unhindered passage to carry should be easy. Illustrative designs are shown in Figure 10.16.
streets should serve major concentrations of bus flow resulting passengers close to their desired destination and providing
from the convergence of individual lines onto a single street. freedom of pedestrian movement 10.2.8.4. Operations
They should penetrate the heart of the city centre to provide Bus streets generally should operate at all times. However,
easy, direct pedestrian access to major activities. They provide 10.2.8.2. Property Access during late evening and overnight periods, when bus flows are
logical passenger distribution for BRT running ways on radial Bus streets should incorporate curb loading zones for off-peak very light or there is no bus service, other vehicles could use the
service vehicles when the necessary service cannot be provided bus lanes.

Index No. 1000
NOTES
1- Bus streets usually are 22- to 24-foot (6.7 to 7.3 m) two-way roads.
This configuration is adequate when there are less than 50 peak-
hour buses one way.
2- When there are more than 60 buses per hour, it is desirable to provide
passing opportunities at stops. The stops may either lie near-side or far-
side and should accommodate at least three articulated buses. When
blocks are closely spaced,
3- The stops may extend an entire block; however, designs should limit
the passing opportunities to one lane.
4- In cases of very heavy bus volumes (e.g., over 90 buses per hour), dual
lanes are desirable in both directions.
5- Specific designs can include bus pull-outs, central medians at key
points, widened sidewalks, and passenger amenities. Care must be
taken to ensure that other traffic is not unduly impacted and that
parallel routes are available for displaced traffic.
6- When the length of a bus street is less than three or four blocks, it may
be feasible to eliminate cross vehicular movements if traffic flows on
cross streets are low.
Figure 10.16 Typical Bus Street Designs

Index No. 1000
rights-of-way or within freeway corridors. They may be and other major activity centres, and allow easy bus and
10.3. Off-Street Running Ways designed as “open” systems that let buses enter or leave at pedestrian access to stations. Access points can be developed
intermediate points or as “closed” systems in which buses simply. Sometimes busways can be located along active or
10.3.1. Significance and Use operate only on the busway. They may be fully or partially grade abandoned rail lines. This can reduce land acquisition costs,
separated or entirely at grade. community impacts, and construction periods. However, right-
Section 10.3 describes how to plan locate and configure off
of-way availability should be balanced with proximity and
street busways. It also highlights the design criteria and 10.3.2.1. Planning, Location, and Configuration access to key transit markets. Many rights-of-way are
guidelines for off street busways (including bus tunnels, sample
Busways should form the backbone of the BRT system geographically removed from residential and employment
cross sections, stations, busway access options and class 2
whenever suitable corridors are available and a sufficient concentrations and offer limited opportunities for transit-
busway details). oriented development.
number of buses is available to establish a BRT “presence”
10.3.2. Busways along the corridor. Busways should save at least 5 minutes of
Exclusive busways within a freeway corridor may be located
travel time over alternate bus routings, on average. They are
Dedicated, often grade-separated busways provide the most either within the median or along one side of the free-way.
also desirable where freeways are congested and where physical,
attractive running ways for BRT. Busways permit fast, reliable Both have the advantages of using existing publicly owned land
social, and/or environmental conditions preclude major road
bus operations that are free from traffic interference and afford and operating in reserved lanes and mixed traffic at the outer
expansion. CBD busway development (e.g., bus tunnels) may
speeds comparable to those provided by rail rapid-transit lines. ends of the busway. Busways located along one side of a
be appropriate when peak-hour bus speeds are less than 5 to 6
They provide a strong sense of identity and can achieve freeway provide a better identity, easier access to stations, and
miles per hour, when the congested area extends for more than
collateral land development benefits. simplified intermediate and terminal access points; they are also
a mile, and when surface-street priority options cannot
conducive to transit-oriented development along one side.
substantially improve speeds.
Busways provide (1) line-haul BRT services to city centres, (2) However, they may require grade separations at freeway
BRT service that extends rail transit lines, and (3) short 10.3.2.2. Location Options interchanges to avoid conflicts with ramps.
bypasses of major congestion points. They segregate buses
from other types of traffic, and they include ancillary passenger- Locations in order of desirability are (1) separate right-of-way, When freeway corridors are wide enough, the busway can be
bus interchange and parking facilities. They may be constructed (2) one side of a freeway, and (3) within freeway medians. located beyond the interchange; when rights-of-way are
at, above, or below grade (as in tunnels), either in separate Busways located on their own right-of-way can penetrate high- constrained, the busway may have to be grade separated at all
density residential and commercial areas, traverse city centres ramps. Possible configurations are shown in Figure 10.17.

Index No. 1000
OFF-STREET RUNNING WAYS 1 of 14
NOTES:
1- For diamond interchange configurations, the

busway could be located outside of the
interchange area; for other configurations,
separate structures may be required.
2- Busway locations within a freeway median are
desirable where freeways are suitably located
and costs make it essential to minimize rights-
of-way.
3- They work best if the majority of demand is
to/from a single location (e.g., a CBD), and
there are few attractions at intermediate
stations.
4- These treatments are relatively simple to
achieve, usually involve lower capital costs, and
have minimum impact on ramp or interchange
geometry.
5- Complex intermediate bus access points may
be needed to avoid weaving across the main
freeway lanes.
6- Pedestrian access to stations may be difficult,
and direct across-the-platform bus interchange
(from BRT to other buses) is not possible.
7- The identity and image of the busway can be
overwhelmed by the freeway, making it
difficult to use facility and stations to promote
transit-oriented development.
Figure 10.17 Busway Located alongside Freeway at Interchange

Index No. 1000
10.3.2.3. Configuration and Operating Concepts Design Vehicle Clearances
Busways should be straight, penetrate high-density areas, and Roadway geometry should be governed by the performance Minimum vertical clearances of 13 to 14.5 feet (4 to 4.4 m)
minimize the number of branches. Figure 10.18 shows desirable and clearance requirements of standard 40- to 45-foot (12 to 14 should be provided. Lateral clearances (overall) should be at
and undesirable busway configurations. m) buses and 60- to 70-foot (18 to 21 m) articulated buses. least 6 feet (1.8 m) for busways. However, under restricted
Joint-use guide-ways should be wide enough to accommodate conditions, minimum 1-foot (0.3 m) clearances can be provided
10.3.2.4. Design Criteria and Guidelines LRT vehicles. along each side of Class 2 busways and along ramps. Centre
Busway design should permit safe and efficient operation. Some medians, when used, are limited to station areas.
guidelines for busway design are the following: Loads
Structures should be designed to accommodate AASHTO H20- Envelopes
1. Busway designs should enable buses to pass stopped or S-16-44 live loads. Busway envelopes include the travel lanes, centre median (if
disabled vehicles without encroaching on the opposite used), shoulders, and outside curbs/parapets along elevated or
direction whenever possible. This can result in cross Design Speeds depressed sections. Many existing Class 1 and Class 2 busways
sections ranging from 48 to 80 feet at stations including Desirable design speeds are 70 mile (110 km) per hour for do not use centre medians. This has the advantage of allowing
platforms, medians, stopping lanes, and through lanes. Class1 busways, 50 miles (80 km) per hour for Class 2 busways, passing of a slow or stopped leading bus. These envelopes may
2. Busways could be designed for possible future conversion and 40 miles (65 km) per hour for bus ramps. Minimum design vary based on local conditions, although they should be wide
to rail or other fixed guideway transit in terms of horizontal speeds are 50, 40, 30 miles (80, 65, and 45 km) per hour, enough to permit safe and efficient operation. Envelope
and vertical curves, drainage requirements, and so forth. respectively. A busway may incorporate sections having requirements are the following:
3. Busways should operate normal flow (with shoulders different design speeds, but the changes should be few and
provided wherever possible), special flow (with a central 1. Lanes should be 12 feet (3.6 m) wide. However, 11 -foot
gradual.
shoulder or passing lane), or contra flow (with a central (3.4m) lanes are acceptable in constricted areas, at
shoulder passing lane).. However, they require crossovers at Alignment terminals, and along Class 2 busways.
beginning and end points or vehicles with doors on both 2. Shoulders are desirable to accommodate disabled buses and
Safe stopping sight distances, horizontal curvature, and vertical
sides. should be provided whenever space permits. Full-width 8
curvature should reflect AASHTO practice. Each is keyed to
to 10 foot (2.4 to 3 m) shoulders are desirable, although
Typical criteria drawn from contemporary highway and busway design speeds. Table 10.7 shows representative values for the
narrower shoulders may be used when space is constrained.
practice are given in Table 10.6. The criteria are given for two mid-range speeds. When future convertibility is a factor, the
Shoulders may be reduced or omitted along elevated
basic types of busways. Class 1 busways are completely grade minimum radius should be at least 250 feet (76 m).
structures, in tunnels, and in other situations in which right-
separated and support service levels comparable to rail rapid of-way is limited.
Cross Slopes
transit. Class 2 busways are partially grade separated or at grade
and support service levels similar to LRT lines. Pavement cross slopes should be between 1.5 and 2%. Slopes Pavement Widening on Busway Curves
on shoulder and border areas can be up to 4 and 6%,
Additional lateral width is needed on curves for the
Busway Use respectively.
manoeuvring and overhang of various parts of the buses.
Transit buses of more than 18 passengers and operated by Pavements should be widened 1.5 to 2 feet (0.4 to 0.6 m) on
Gradients
professional drivers should be allowed to use busways (and curves 1,000 feet (305 m) or less, depending on design speed
contra flow freeway bus lanes). Busways should permit use by Busway grades should be less than 6% when future conversion
and busway width (see Table 10.7). These values accommodate
emergency vehicles—ambulances, fire-trucks, police cars—and to rail is anticipated and 9% otherwise.
a 40-foot (12 m)-long, 8.5-foot (2.6 m)-wide design vehicle, but
by maintenance vehicles. they will also accommodate a 60-foot (18 m) articulated bus
that requires similar manoeuvring space.

Index No. 1000
NOTES:
1. Radial character. Busways serving a CBD should radiate outward from the city centre and ideally
pass through it. Cross-town lines should be developed only when clearly warranted by land use
and travel densities.
2. Market penetration. Busways should penetrate high-density residential areas and provide convenient
CBD distribution. They should serve both high-density (urban) and lower-density (suburban)
markets.
3. Through service. Through routes are preferable whenever operating and demand conditions permit.
Through service increases passenger convenience and simplifies movements in the city centre.
However, because of schedule variances, through service may not always be advisable, especially
on long routes.
4. High operating speeds. Portal-to-portal bus speeds between the city centre and outlying areas should
be comparable to automobile speeds. This can be achieved by providing all-stop and express
service along bus-ways. Good geometric design and sufficient distance between stations are
important for achieving high operating speeds.
5. Station access. Busway stations should be accessible by foot, bicycle, automobile, or bus. They
should be placed at major traffic generators and intersecting bus lines. Park-and-ride facilities
should be provided in outlying areas where most access is by automobile. Bicycle locking facilities
should be provided where space is available.
6. Station spacing. Station spacing should vary inversely with population density. Close station spacing
(0.4 to 1.6 km) should be provided where passengers can walk to stations; wider station spacing is
feasible where people ride buses to stations (0.8 to 1.6 km) or drive to stations (1.6 to 4.8 km).
The need for stations is diminished when buses can leave busways for local collection and
distribution. To facilitate CBD, off -street, passenger distribution, it is desirable to provide at least
three stops at 0.4 to 0.5 km intervals. This will avoid concentrating all boarding and alighting at
one location with attendant increases in bus dwell times.
7. Convenient transit, pedestrian, and automobile interchange. Park-and-ride facilities and, in some cases, bus
transfer facilities should be provided in outlying areas where population densities are too low to
generate sufficient walk-in patronage.
8. Maximum driver productivity. The number of peak-hour passengers per bus driver should be
maximized through (1) service configurations that allow multiple trips in peak hours, (2) use of
high-capacity (e.g., articulated) vehicles, and (3) high speeds.
Figure 10.18 Desirable and Undesirable Busway Configuration

Index No. 1000
Table 10.6 Busway design criteria
DESIGN PARAMETER CLASS 1 BUSWAY CLASS 2 BUSWAY

PARTIALLY
FULLY GRADE
GRADE
SEPARATED OR
SEPARATED
AT
GRADE
DESIGN SPEED MPH 50–70 (80–113 km/hr) 30–50 (48–80 km/hr)
ALIGNMENT (MID-VALUES) FEET
Stopping Distance 640 (195 m) 300 (91 m)
Horizontal Curvature 200 (61 m) 125 (38 m)
Desirable Minimum 1350 (412 m) 500 (152 m)
Minimum—Convertible to Rail 250 (76 m) 250 (76 m)
Minimum—Convertible to Light Rail 100 (30 m) 100 (30 m)
Absolute Minimum 100 (30 m) 100 (30 m)
Super Elevation 0.06 0.08
GRADIENTS (%)
Maximum (Convertible to Rail) 3–4% 3–4%
Maximum 3–5% 4–6%
Minimum 0.3% 0.3%
CLEARANCE FEET
Vertical 14.5(a) (4.4m) 14.5(a) (4.4 m)
Lateral (each side) 6 (1.8 m) 2–6 (0.6 to 1.8 m)
ENVELOPE (TYPICAL) FEET
Lane Width 13–13.5(b) (4 to 4.1 m) 11–12 (3.4 to 3.6 m)
Shoulders 8–10 (2.4 to 3 m) 2–6 (0.6 to 1.8 m)
Envelope 42–47 (12.8-14.3 m) 26–36 (8 to 11 m)
ENVELOPE (SPECIAL) FEET
Elevated 30–36 (9 to 11 m) 30 (9 m)
Tunnel (Minimum) 31–32 (9.4 to 9.8 m) 31–32 (9.4 to 9.8 m)
N OTES:
1. Should be 16 feet (4.9 m) where overhead collection (for bus or rail) is planned.
2. 12-foot (1.5 m) lanes with 2–3 foot (0.6 to 0.9 m) paint separator.
Figure 10.19 Through Service Concepts with CBD Distribution
NOTES:
CBD distribution: BRT service in the city centre may be provided by bus streets or bus lanes or in
off-street bus tunnels or busways. The goal should be to provide unimpeded through service
wherever possible. However, in some cases, terminals can be provided at the edge of the CBD,
where walking distances to/from most trip destinations are less than 5 to 10 minutes

Index No. 1000
Table 10.7 Pavement widening on two-way, two -lane busway curves Stations
ROADWAY WIDTH Busways are typically widened at stations to enable express buses to pass buses making stops.
24 FEET (7.3 m) 22 FEET (6.7 m) Generally, the number of busway lanes is increased from two to four, and the shoulder areas are
Design Speed, MPH (Km/hr) Design Speed, MPH eliminated. An alternate concept provides a single passing lane and staggered station platforms,
30 40 50 60 70 30 40 reducing the overall width (including lanes, medians, and platforms) to roughly 50 feet (15.2 m).
RADIUS
(48) (64) (80) (96) (112) (48) (64)
500 feet (152 m) 0.5 m 0.6 m 0.8 m 0.9 m Busway Access
750 feet (229 m) 0.3 m 0.3 m 0.5 m 0.6 m 0.6 m Busway access options include:
1,000 feet (305 m) 0.15 m 0.3 m 0.3 m 0.5 m 0.5 m 0.6 m
2,000 feet (610 m) 0.0 0.0 0.0 0.15 m 0.3 m 0.3 m 0.3 m 1. At-grade slip ramps to freeways,
3,000 feet (914 m) 0.0 0.0 0.0 0.0 0.15 m 0.15 m 0.3 m 2. Direct ramps to cross streets
4,000 feet (1219 m) 0.0 0.0 0.0 0.0 0.0 0.15 m 0.15 m 3. flyover ramps, and
NOTE: Values less than 0.5 m may be disregarded. 4. At-grade, bus-only connections to other busways or streets.
Location of access points should reflect street geometry and likely bus routes. Traditional
Ramps
intersection and freeway design standards should be applied per AASHTO and other design and
Class 1 busway ramps should be designed for speeds of 30 to 40 miles (48 to 64 km) per hour. capacity guidelines. Examples of busway freeway connections at the starting and ending points for
Class 2 busways should be designed for speeds of 20 to 30 (32 to 48 km) miles per hour. Lanes median and side-aligned busways are shown in Figure 10.22.
should be 12 to 14 feet (3.6 to 4.3 m) wide and shoulders should be 10 feet (3 m) wide. A total
width of 22 to 24 feet (6.7 to 7.3 m) is desirable, but a total width may be narrower for limited Figure 10.23 illustrates busway transition concepts for side-aligned busways connecting with ramps
distances in restricted situations. at diamond and partial-cloverleaf interchange ramps. Figure 10.24 give examples of at-grade bus
ramp connections.
Bus Tunnels
Class 2 Busways
Suitable provisions for tunnel ventilation are essential. Stations may have “conventional” at-curb
platforms (high or low level) or may use a transparent wall or door. These transparent doors, which Class 2 busways combine both grade-separated and at-grade intersections. They are similar to
separate the passenger waiting area from the busway lanes and reduce noise levels, open only when arterial median busways except that they should operate on separate rights-of-way. Please Refer to
Figure 10.25 for details.
the buses arrive.
Hybrid diesel-electric buses are also being introduced that will allow tunnel operations under battery
power. Tunnels for these newer “improved air quality” buses require less ventilation capacity than is
required for conventional buses. Vertical clearances should be adequ ate to accommodate the trolley
poles and overhead wires, as appropriate. Suitable facilities for moving, storing, and passing disabled
buses should be provided.
Sample Cross Sections

Please refer to figures 10.20 and 10.21 for cross sections.

Index No. 1000
10.20 Busway Cross Section within Freeway Median Figure 10.21 Busway Cross Section within Freeway Median
NOTES NOTES
Figure 10.20 shows typical busway cross sections for locations between stations. Ideally, two In all designs, a barrier median separates the busway from the freeway lanes. The “desirable”
12-foot (3.7m) lanes should be separated by a 2- to 3-foot (0.6 to 0.9 m) painted median and by treatment shown in design a provides a 42- to 47-foot (12.8 to 14.3 m) envelope, whereas the
8- to 10-foot (2.4 to 3 m) shoulders. This results in a 42- to 47-foot (12.8 to 14.3 m) envelope. minimum design, design b, has 2-foot (0.6 m) rather than 8- to 10-foot (2.4 to 3 m) shoulders
and results in a 28-foot (8.5 m) envelope. Designs c and d show busway lanes separated by 10 -
Under restricted situations, the centre painted median can be eliminated, and the shoulders can
foot (3 m) and 14-foot (4.3 m) painted medians, respectively. Both designs have 2 -foot (0.6 m)
be reduced to 2 to 6 feet (0.6 to 1.8 m). This results in a 28- to 36-foot (8.5 to 11 m) envelope. shoulders. The resulting envelopes are 38 to 42 feet (11.6 to 12.8 m).
Envelopes at stations are wider to allow passing lanes for buses and facilities for passengers.

Index No. 1000
NOTES
1- Transitions to freeway travel lanes are made by

high-speed merging and diverging movements.
Access to cross streets is by means of a standard
“t” ramp.
2- Minimum outside radius for busways-50ft
3- Minimum lane width for busway
A. Through lane 12 ft
B. Right turn lane 11 ft
Figure 10.22 Busway and Freeway at Transition

Index No. 1000
NOTES
For both the partial clover leaf

interchange and the diamond
interchange:
1- Minimum outside radius

for busways-50ft
2- Minimum lane width for
busway
A. Through lane 12 ft
B. Right turn lane 10 ft
Figure 10.23 Busway –Freeway Transition at Interchange

Index No. 1000
NOTES
1- Where high speed operations are destined on both

main line and branch route, grade separated junction
should be used
2- With minor variations, illustrations are also applicable
to special flow busways.
3- Through lanes should utilize curves in transition areas,
using radii appropriate for design speed.
Figure 10.24 Busway Junction

Index No. 1000
NOTES
Semi actuated traffic
1- Class 2 busways can utilize narrow rights- signals.
of-way in urban and suburban areas. When Grade Crossing
streets and land developments follow
rectangular grids, rights-of way
approximately one lot wide can be
acquired, and the busways can be
developed at grade. Minor streets should
terminate in loops or cul-de-sacs, and grade
crossings should be signalized.
2- Grade crossing may be warranted at major
streets.
3- Minor street crossing eliminated by cul-de-
sac or by links with adjacent street.
Minor Street Crossing Eliminated
4- Where major streets are crossing, semi
actuated traffic signals should be installed.
Figure 10.25 Class 2 Busway Concept

Index No. 1000
The busways should be separated from parallel arterial actuations should come about in a specified period of the Guided Busways
roadways by at least 660 feet (201 m). The separation will allow overall background signal cycle. Class 2 busways also have
Special guide-ways provide curbing on each side of single-line
signal controls along intersecting streets to operate applicability in new communities and large planned-unit
“tracks,” and busway track width is sized to fit the distances
independently. Bus-actuated signals at crossing roads should developments.
between three sets of side guidance wheels on each side of the
give preferential treatment to buses (advanced green, retarded
bus. A typical cross-section view is shown in Figure 10.26.
red cycles); however, this may not be practical wh en busways
intersect heavily travelled crossroads. In such cases, bus .
NOTES:
Guided busways have following advantages over
conventional busways.
1- The 20-foot (6.1 m) section is several feet less
than sections required for conventional
busways.
2- Specially fitted standard buses can be used.
3- Their size can vary as long as the horizontal
guide wheels are uniformly spaced.
4- Buses can enter the guided busway at 25 miles
(40 km) per hour and operate at a cruising
speed of about 60 miles (96 km) per hour.
5- They can be docked precisely at stations.
Figure 10.26 Guided Busway and Conventional Busway Sections

Index No. 1000
10.4. Freeway Running Ways 1. Placement of HOV lanes within the freeway may make done without requiring buses to weave across general traffic
it difficult to provide on-line stations unless they are lanes to enter and leave station areas.
considered in the original freeway design,
10.4.1. Significance and Use Standardization of freeway entrance and exit ramps to the
2. Buses stopping at stations can be delayed when they re-
This section deals with design guidelines of freeway Running enter the HOV lanes, and right of the through traffic lanes permits the use of median
ways by splitting the design guidelines into following: 3. Reliability may be less certain than with exclusive bus- lanes by buses either in concurrent (normal) or contra flow
only running ways. traffic. Dedicated bus entry and exit ramps to and from
1- Eligible Vehicles (vehicles that qualify to use the freeway freeway median bus lanes or roadways should be provided
running facility) Where non stop “commuter express service” is provided, the without interfering with normal automobile traffic on the right-
2- Planning and operation consideration running ways may be shared with car pools and van pools with hand ramps and requiring buses to weave across the main travel
3- General design guidelines off-line BRT stations accessed from the facility with “T” ramps. lanes.
4- Exclusive two way facilities
5- Exclusive reversible roadways 10.4.3. Planning and Operating Considerations 10.4.4. Design Guidelines
6- Concurrent flow bus lanes Planning and operating considerations for running ways are Running way design should be consistent with established
7- Contra flow bus lanes listed below. standards for the adjacent general purpose freeway. A 70 mile
8- Queue bypass facilities (112 km) per-hour design speed is common, although lower
Both median and right-side bus lanes have proven speeds are sometimes used. Speeds should also reflect the type
Freeway running ways can be used by conventional all-day, operable. Median lanes are removed from ramp conflicts at
high-frequency routes and peak-hour non stop service, of running way. Table 10.9 gives illustrative design speeds for
interchanges and can allow special median access to crossroads. “desirable” and “reduced” conditions.
depending on specific facility design and service requirements. However, they require careful design of access points to
Running way types vary in their placement along the roadway, stations. Right-side lanes allow easy bus entry and exit. 10.4.4.1. Exclusive Two -Way Facilities
number of lanes provided, direction of travel, and type of However, they result in frequent weaving conflicts, especially
separation. Table 10.8 summarizes the various freeway-related Two-way bus roads (busways) within the freeway median can
where crossroad entry and exit ramps are closely spaced.
running ways and gives their general applicability for BRT. be physically separated from general purpose traffic lanes by a
Bus lanes generally should extend at least 5 miles (8 km) common shoulder. They can provide complementary facilities
10.4.2. Eligible Vehicles when buses run non stop to achieve a time savings of 5 such as stations, bus-bus interchange, and park-and-ride lots.
A major policy decision is whether running ways should be miles (8 km) per hour or more. The principal exceptions are
10.4.4.2. Exclusive Reversible Roadways
used only by buses or by other HOVs as well. Sharing the queue bypass lanes on approaches to major arterial
freeway running ways with other HOVs maximizes throughput intersections, freeways, or river crossings. Reversible roadways, which are typically separated from freeway
in terms of person km per hour, and it avoids the “empty lane lanes by islands or barriers, are provided in several cities for use
Existing freeway lanes in the heavy direction of travel only by HOVs for peak-period, peak-directional trips. These
syndrome” in places where bus volumes are low. To avoid
should not be converted to bus lanes. It is better to provide lanes also can be used for commuter express buses that run non
impacting the lane’s effectiveness for BRT, a minimum level of
additional lanes so that existing traffic congestion is not stop and then leave the lanes via special access points to
service can be specified. For example, whenever the level of
worsened. provide park-and-ride lots with bus service or provide local
service drops below level “C,” the HOV criteria for persons per
vehicle can be adjusted or pricing techniques (such as high street distribution service. These exclusive roadways may
Where a BRT commuter service operates on an HOV
occupancy/toll lanes) can be considered. Other considerations include intermediate reversible access ramps to streets and
facility, it is essential that the service have its own
for bus/HOV shared facilities include the following: park-and-ride lots. Manual and automated methods for
access/egress ramps to the off-line transit stations and/or
opening, reversing, and closing the exclusive roadways are used.
its park-and-ride facilities. Residential collection should be
See photo 10.A and Figure 10.27 and 10.28 for other details.

Index No. 1000
FREEWAY RUNNING WAYS 1 of 8
Table 10.8 Freeway facility options for BRT
BRT APPLICATION
PEAK-HOUR
CONVENTION
FACILITY COMMUTER
AL ALL-DAY
EXPRESS SERVICE
BRT SERVICE
(NO STOPS)
Exclusive Two-Way Facilities (Busways)
Common Shoulder Separation ? ?
Physical Barrier Separation ? ?
Exclusive Reversible Roadways
Single Lane ?
Dual Lanes ?
Concurrent Flow Bus Lanes
Short sections
Right Outside Lane (or Shoulder) where interchanges
are widely spaced.
Median Lane ?
Contra Flow Bus Lanes
Single Lane ?
Dual Lanes ?
Queue Bypass Lanes
Bus-Only Ramps Complements other running ways.
Bus Bypass of Metered Entrance Ramps Complements other running ways.
Table 10.9 Typical design speeds for running ways Photo 10-A, T Ramp in Houston.
Typical Design Speed
Type of Running Way
Reduced Desirable
Barrier separated 80 km/h (50 mph) 120 km/h (70 mph)
Concurrent flow 80 km/h (50 mph) 100 km/h (60 mph)
Contra flow 40 km/h (30 mph) 80 km/h (50 mph)

Index No. 1000
NOTES
Examples of cross sections are shown in figure 10.27. A minimum barrier-to-barrier envelope of 20 feet (6.1 m) is shown, although this may require adjustments to mirrors to allow for passing capability. A 24-
to 28-foot (7.3 to 8.5 m) minimum envelope to facilitate passing disabled buses is desirable. Figure 10.28 gives an example of the “t” ramps. The reversible ramps provide direct access to park-and-ride lots and
bus terminals. Key design features include (1) acceleration and deceleration lanes where the elevated ramps enter the main HOV roadway and (2) a 22- to 24-foot (6.7 to 7.3 m) cross section for the single HOV
lane, including a shoulder and travel lane. Because exclusive reversible roadways permit BRT service only in peak periods, they are best suited for peak-hour commuter express runs rather than for all-day, multi-
function BRT.
Figure 10.27 Examples of Cross Sections for One Lane Busway in Freeway Median Figure 10.28 Example of Reversible T-Ramp

Index No. 1000
10.4.5. Concurrent Flow Bus Lanes
Concurrent flow bus lanes may be located on the outside lanes The additional lanes may be provided by widening the roadway, circumstances. The lanes are usually separated from the main
or shoulders of the main travel lanes or located within the narrowing existing lanes slightly, and/or reducing the inside travel lanes by a solid white lane line that is broken at locations
median lane. The outside lanes are appropriate where shoulder. where vehicles may enter or leave. A 1- to 4-foot (0.3 to 1.2 m)
interchanges are widely spaced, weaving conflicts are separation from adjacent lanes is desirable where space permits.
manageable, and buses traverse a small number of interchanges. Examples of cross sections are shown in Figures 10.29 and Normally, entrance to the concurrent flow lanes and exit from
Median lanes are the most common HOV treatment. They are Figure 10.30. Lanes should be 12 feet (3.7 m) wide with 2- to them is made from the main travel lanes. These should be
removed from entry and exit conflicts, but they require special 10-foot (0.6 to 3 m) inside shoulders for median lanes and 4- to located where merging and diverging movements are removed
facilities for bus entry and exit. Like the median barrier BRT 10-foot (1.2 to 1.8 m) shoulders for outside lanes. Both lane from interchange areas.
options, they include adding lanes to the freeway cross section. widths and shoulders may be reduced under special
Figure 10.29 Examples of Cross Sections for Concurrent Flow Bus or HOV Lane Located
on the Outside of a Freeway Figure 10.30 Examples of Cross Sections for Concurrent Flow Bus or HOV Lane Located
on the Inside of a Freeway

Index No. 1000
Concurrent flow median bus lanes often have advantages of implementation costs are relatively low, although their
relatively low costs, quick implementation, and minimum right - operating costs are higher than for other types of lanes.
of-way requirements. However, they are subject to frequent
violations and require constant, intensive enforcement to Bus access is limited to beginning and end points, and stations
minimize violations—especially when incidents occur in the cannot be provided.
general purpose lanes. Intermediate, on-line stations at the
10.4.7. Queue Bypass Facilities
freeway level or cross-street level could be provided, but they
would require sufficient right-of-way width at the cross-street Queue bypass lanes at metered freeway entrance ramps and on
locations. Therefore, their use has mainly been for short non approaches to toll plazas can expedite bus flow. They are highly
stop runs (perhaps as links in a more extensive system) or for selective adjuncts to other BRT running way options. In this
express bus runs. The BRT identity of the stations could be context, they can be useful as part of an overall BRT system.
enhanced by using special coloured pavements.
10.4.7.1. Metered Freeway Ramps
10.4.6. Contra Flow Bus Lanes Separate lanes (or ramps) at metered freeway ramps can enable
Contra flow bus lanes are appropriate when buses to bypass queues. Ramp metering with bus bypass lanes is
appropriate when (1) freeways are congested with lane densities
1- There is a high directional imbalance in peak-period of 40 to 50 vehicles per mile (1.6 km), (2) ramps can provide
traffic, adequate storage to minimize spillback onto arterial streets, and
2- The off-peak direction of travel will not be adversely (3) parallel surface routes are available.
affected,
3- The freeway is at least six lanes wide, Illustrative designs for bus bypass lanes at metered ramps are
4- All normal freeway entrances and exits are to the left of shown in Figure 10.33. For examples of bus ramps, see Figure
the through traffic lanes, 10.34.
5- The freeway is illuminated,
6- Time savings to bus passengers exceed the time losses
to traffic in the opposing direction, and
7- There are at least 40 buses per hour.
Examples of cross sections for contra flow lanes are given in

Figure 10.31. Illustrative transition treatments are shown in
Figure 10.32. Ample signing should be provided at transition
points and along the bus lanes. Overhead lane-control signals
can be placed on special locations and on freeway over-crossing
structures. Buses travelling in contra flow lanes should operate
with flashers and headlights on to increase visibility to
oncoming traffic. When feasible, contra flow lanes can be
installed without increasing the number of freeway lanes. The
lanes are free from traffic interferences or violations. Their

Index No. 1000
NOTES: NOTES:
Ideally, the lanes (and buffer) should be wide enough to permit buses to pass stalled vehicles (e.g., 1- A toll plaza provides a natural transition point since speeds are low, and enforcement is
a 20- to 24-foot (6.1 to 7.3 m) envelope, but this is not always practical. Therefore, careful relatively simple.
monitoring of operations and provision for quick removal of disabled vehicles are essential. 2- Transitions can also be located at
a. The junction of two freeways by providing special bus ramps before the points of road
Travel lanes should be 12 feet (3.7 m) wide, although 11 -foot (3.4 m) lanes have also been used. convergence and
The lanes should have a 2-foot (0.6 m) separation from opposing traffic marked by plastic pylons b. Directly from normal freeway lanes.
(installed and removed each peak period). Alternatively, the lane separation can be secured by 3- Since the lanes only operate in one direction in each peak period, they do not permit all-day,
movable barriers. Buffer lanes may separate bus and opposing traffic flows in eight-lane freeways two-way, multi -function BRT service. Therefore, they are suitable only for peak-period
when traffic volumes permit. commuter express trips or as queue bypasses.
Figure 10.31 Example of Cross Sections for a Contra Flow Bus Lane Figure 10.32 Transition Section for contra flow freeway bus lanes

Index No. 1000
NOTES
1- Twelve-foot (3.7 m) lanes with shoulders are

desirable to provide passing of stopped
buses; however, narrower lanes without
shoulders may be used in restrictive
situations. The bus bypass lane can be
provided on either side of a metered, mixed-
flow lane or as a separate bus-only ramp on
the far side (downstream) of a multilane
metered ramp. Single lane entrances to the
main freeway lanes are desirable.
2- Traffic signal controls should be located a
sufficient distance from the freeway merging
areas to allow general traffic to accelerate
before reaching the freeway lanes. Either
pre-timed or traffic-responsive traffic
signal controls can be used. Space for
enforcement areas is desirable.
Figure 10.33 Bus Bypass Lanes from Bottleneck

Index No. 1000
NOTES
1- These ramps are applicable when they (1)

serve facilities with high travel demands
such as a bus terminal, transfer station,
major park-and-ride facility, sports
complex, or civic centre and (2) provide
access that would otherwise be slow,
circuitous, or impossible.
2- Bus ramps can be provided by building
exclusive ramps or by converting general
purpose ramps to exclusive bus use. The
choice will depend on balancing the costs
of new ramps against the impacts of
automobile-ramp closures on freeway and
arterial street traffic operations. Ramp
design should provide adequate space to
allow passing of disabled buses. This
suggests that there should be a single lane
with wide shoulders or a two-lane design.
3- Special bypass facilities may be appropriate
at toll plazas and points where freeways
converge. The bypass lanes should extend
upstream beyond the normal queuing
distance. Examples of such bypass lanes
are given in
Figure 10.34 Example of Layouts for Separate Bus (or HOV) Ramps on Freeway

Index No. 1000
10.5. BRT Stations and Facilities 10.5.2.1. Station Location and Spacing 1. Platform Requirements. Close coordination with bus
operations planners is essential in planning stations and
BRT stations should be placed as far apart as possible,
terminals. Critical program information includes the
10.5.1. Significance and Use particularly on trunk lines to achieve high operating speeds and
number of berths needed for revenue service (and layover
minimizing trip times. However, station spacing will vary
Sections 10.5 set forth the primary considerations in the where applicable) and the type of service (e.g., determining
according to the type of running way, development density, and
planning and design of BRT stations and facilities, with an whether bus routes will be scheduled and/or assigned to
mode of arrival. Suggested guidelines for BRT station spacing
emphasis on issues and elements that are unique to the mode. berths, which requires independent bus entry and exit).
are provided in Table 10.10. Generally, the pedestrian arrival
For detailed discussions of those principles that are common to 2. Bypass Capabilities. BRT operating plans typically provide
mode occurs most often in urban cores, and the automobile
all modes of transit (such as determining passenger circulation both express and all-stop service; it is therefore necessary
arrival mode is most often seen in the suburbs. However, these
and waiting area requirements), the reader should refer to that express buses be able to bypass buses dwelling in
are by no means hard-and-fast rules. Because BRT operates in a
information contained in the following sources stations. Bypass lanes are essential for bus-only roads (or
wide variety of urban environments, a single route may include
busways) located on separate rights-of-way and are
1. TRB’s HOV Systems Manual (Texas Transpo rtation in-street, pedestrian-oriented collector service in smaller
desirable (where space permits) for median arterial
Institute et al., 1998) Neighbourhoods that joins trunk-line service in the secondary
busways. Buses using curb lanes can use adjacent travel
2. Bus Use of Highways: Planning and Design Guidelines and primary urban cores.
lanes as needed. When space is limited, station platforms
(Levinson et al., 1975);
Table 10.10 Typical BRT Station Spacing may be offset to provide far-side stops with offset passing
3. The Transportation Engineering Handbook (Pline, 1999); lanes (see Figure 10.37 for an example of offset bypass
4. The "Geometric Design Guide for Transit Facilities on Main Arrival Mode Spacing (km) lanes).
Highways and Streets" (NCHRP Project 20-7[Task 135]) Pedestrians 0.4–0.5
(Parsons Brinckerhoff Quade and Douglas, 2002); Bus 0.8–1.6 10.5.3.2. Fare Collection
5. The Transit Capacity and Quality of Service Manual Automobile 3.2
BRT often uses off-board fare collection to reduce dwell times
(Kittelson and Associates, Inc., 1999);
and improve the passenger experience by accommodating
6. Guidelines for the Location and Design of Bus Stops
Station location should be keyed to major passenger multiple-door boarding and alighting. (Multiple-door boarding
(Texas Transportation Institute, 1996).
concentrations such as business districts, large office and alighting is essential for high-volume BRT applications.)
10.5.2. System-wide Design and Urban Design complexes, and employment areas; universities and high Off-board fare collection may be accomplished in one of two
schools; cultural and recreational centres; and major residential ways:
Integration areas. Stations should be placed where major bus routes and/or
major arterial roadways cross or converge at the BRT line, and 1. Controlled Access. The station environment is divided into
Some important aspects of BRT facilities design are the
stations should be configured to provide a safe environment free and paid areas. Passengers pay a fare to pass through
following:
turnstiles or other control devices into the paid area of the
1. High-Quality Design and Passenger Amenities. 10.5.3. Station Design station. To limit public access, the paid area is enclosed by
2. BRT as an Urban Design Asset. fare barriers. This arrangement, common in grade-
This section examines key issues common to design of all BRT
3. Elements of Continuity and Variability. separated BRT systems as well as other modes, is difficult
stops, stations, and terminals. These include operations
4. Context-Sensitive Design. to implement in on-street stations, as the barriers are
planning issues, fare collection, passenger amenities,
5. Relationship of Transit to Land Use. physically and visually obtrusive. Note that a paid area is
illumination, safety and security, and barrier-free design.
6. Community Participation. very difficult to implement for curb side running ways.
10.5.3.1. Operations Planning Issues 2. Proof of Payment. Under this arrangement, passengers
purchase fares in advance of boarding the vehicle (either a
Two operations planning issues that require consideration are
multiple-journey pass or single-ride fare), and are required
the following:

Index No. 1000
BRT STATIONS AND FACILITIES 1 of 14
to carry a pass or receipt proving that the fare has been 3. Signage and Graphics. Bold, prominently placed station safety, and security of the BRT station environment. All lighting
paid. Enforcement is usually performed by police who identification signage, transit route maps, and local should be configured to simplify relamping and be vandal
check a sampling of passengers for proof of payment. This Neighbourhood maps should be placed in consistent resistant. Lighting on open platforms should be in the range of
eliminates the need for fare barriers, but places an added locations at each station and use common system wide 5 foot (1.5 m) -candles, with areas beneath canopies increased
burden on personnel and increases operations costs. design themes. Signage and graphics should readily to 10 to 15 foot- (3 to 4.6 m) candles. Lighting type and
distinguish BRT stations from regular bus stops. If illumination levels should be planned in coordination with
10.5.3.3. Passenger Amenities advertising is to be present at stops and stations, the system adjacent, exterior public spaces. Lighting guidelines for parking
Public acceptance of BRT can be hampered by negative wide facility design should establish specific locations and facilities, streets, and sidewalks can be found in the AASHTO’s
stereotypes about bus service. Passenger amenities can help to formats that do not conflict with directional and Guide for the Design of Park-and-Ride Facilities (1992).
overcome this public-perception issue and should receive a high informational signage. Tactile signage and audible
priority in BRT passenger facilities. Some of the more information may also be used to serve persons with visual 10.5.3.5. Safety and Security
important amenities include the following: impairments. Visibility is the single most important attribute of security.
4. ITS Displays. Real-time, variable message signs should be Passengers should be able to see their surroundings and be seen
1. Shelters. Shelters should be provided at every BRT station provided at station entries and on platforms to provide from locations within and outside the station. Platforms should
and stop. Ideally, shelters extend the full length of the “next bus” and system wide schedule and delay information be sited so that there is an unobstructed view to and from the
platform so that all vehicle doors are protected. Although at each platform. This amenity should receive serious street or a public way. Abrupt or “blind” corners and dead ends
high-quality prefabricated shelters are available, consideration in all systems, as it is greatly appreciated by should be avoided in pedestrian walkways. Shelter walls should
consideration should be given to larger, customized shelters passengers. be glazed so that persons and activity within can readily be
that provide added amenities and foster a sense of 5. Street Furniture. Whenever possible, stops and stations observed. Staffed stations should be designed to maximize the
permanence. Shelters provide overhead shade in warm should accommodate waiting passengers by providing station agent’s view of the platform and adjoining passages.
climates and protect riders from precipitation in all seating and/or leaning rails and trash receptacles. Landscaping should be planned so as to not obscure visibility.
climates. To provide protection against wind and wi nd- 6. Other Amenities and Facilities. Other useful passenger Ample lighting is also essential to effective and perceptible
driven precipitation, at least one side of the shelter should conveniences that may be warranted at stops and stations security.
have a windscreen (in the coldest climates, shelters should include bicycle racks, newspaper vending equipment, and
have windscreens on at least three sides). In areas with the public telephones. These elements should be placed at Security equipment that may be warranted at stations includes
coldest winter climates, timed radiant heaters should be consistent locations with respect to the station entrance and closed-circuit television monitoring and prominently placed
considered, although they have disadvantages with regard platforms. Larger and/or enclosed station or terminal emergency call boxes. It is important to stress that these items
to maintenance, operating costs, and vandalism concerns. facilities may also provide drinking fountains, restrooms, should be used to supplement, not replace, the fundamental
Shelter roofs should be configured to direct rainwater and and expanded retail services such as food and beverage principles of station visibility and adequate lighting, discussed in
snow away from the vehicle side. Shelters should concessions, newsstands, convenience stores, and bank the previous paragraph.
incorporate materials that are readily available, durable, easy ATMs.
to maintain, and vandal resistant. 10.5.3.6. Barrier-Free Design
2. Passenger Information. All BRT stops and stations should 10.5.3.4. Illumination BRT stations should be accessible to persons with impaired
provide some form of consistent passenger information, Adequate lighting of station buildings, platforms, walkways, mobility. The facilities designer must be familiar with the
including the following: roadways, and parking areas is essential to the attractiveness, applicable guidelines, and should keep in consideration that:

Index No. 1000
1. Bus shelters must be accessible from a public way via accessible route that leads to a clear area is the most space-efficient configuration. An alternate configuration (see the In-line Platform–
entirely within the shelter, with a minimum clear floor area at least 30 inches (76 cm) long and Independent Arrivals Normal Berth in Figure 10.35) requires that buses approach the parallel berth
48 inches (122 cm) wide. from an adjacent travel lane. This allows independent entry and exit, but it requires greater operator
2. If a vehicle-mounted lift or ramp is to be employed for wheelchair access, a clear area that is 96 skill and more platform length.
inches (244 cm) long (measured perpendicular to the vehicle) by 60 inches (152 cm) wide
(measured parallel to the vehicle) is required for lift deployment and wheelchair manoeuvring.
The cross slope of this area is limited to 2 %, measured perpendicular to the vehicle.
10.5.4. BRT Platform Characteristics

BRT presents a unique array of options and requirements for platform design. This section presents
planning considerations for platforms in all BRT station types, including dimensional guidelines,
berth configurations, and platform height and vehicle-interface issues.
10.5.4.1. Berth Quantities and Platform Dimensions

The platform length will generally be governed by the number of bus berths required. This should
be based on the design bus volumes and service times at any given station. These berth capacities
can be based on the guidelines contained in Appendix E.1, and a margin of safety is highly desirable.
As a general rule, two to three loading positions per platform should be provided along busways.
Terminals and major intermodal facilities will usually have more bays, as multiple routes will
terminate and originate at these stations.
10.5.4.2. Platform Width

A minimum clear width of about 10 to 12 feet (3 to 3.7 m) is desired at curb side bus stops and
busway side platforms. For centre platforms, a 20- to 25-foot (6.1 to 7.6 m) width is desirable.
Platform width should accommodate peak 15-minute ridership, using a planning horizon at least 5
to 10 years in the future. Passengers should be able to “clear” the station before the next bus (or
group of buses) arrives. Similarly, there should be adequate space to avoid spillback on platforms,
especially when fare collection facilities are provided. Appendix E.2contains details on pedestrian
capacities and service levels.
10.5.4.3. Berth Types

Driving lanes should be wide enough for buses to pass a disabled vehicle. Linear parallel berths are
Figure 10.35 Illustrative Berth Configuration
well suited to most BRT online stations. They require an additional 11 to 12 feet (3.4 to 3.7 m) of
space beyond the travel lane. There are two linear berth arrangements. The typical arrangement (see
the In-line Platform Typical Berth in Figure 10.35) is for buses to approach and depart in a single
line. The first bus to arrive is the first bus to depart. For planning purposes, 5 to 10 feet (1.5 to 3 m)
between dwelling vehicles should be assumed. Thus, a typical two -berth design for 60-foot (18.3 m)
-long articulated buses along linear platforms would be about 130 to 140 feet (39.6 to 42.7 m). This

Index No. 1000
Shallow sawtooth bays (see the Shallow Sawtooth Platform in 1. Dual side doors that add expense and reduce seating but it is highly reliant on the skill and diligence of the driver. It
Figure 10.35) allow independent entry and exit and are desirable capacity or may also accelerate tire wear because of repeated contact with
at terminals. They require a minimum 19- to 20-foot (5.8 to 6.1 2. Right-side doors that limit use of the vehicle on city streets the curb, and the curb height must be coordinated to avoid
m) envelope beyond the travel lane for 40-foot (12.2 m) buses or in conventional stations (right-side or dual door vehicles conflicts with wheel nuts and vehicle door operations.
and an envelope of approximately 23 to 25 feet (7 to 7.6 m) for are found in a few existing bus systems).
60-foot (18.3 m) articulated buses. High-platform stations are most commonly found in heavy
If these disadvantages can be overcome, centre platforms offer rail rapid transit and occasionally in light rail systems. In
Head-in angle docking bays are generally limited to intercity more efficient use of passenger facilities and equipment comparison with low platforms, high platforms are more
operations and should be avoided in BRT as well as other (particularly vertical circulation) and may yield a narrower expensive, occupy more space (lengthy pedestrian ramps are
transit bus operations because they require the bus to back up overall station envelope. required for wheelchair access), are visually obtrusive, and are
to leave the stall. These docking bays should be considered only likely to require a specialized vehicle with greater headroom
when dictated by space limitations at major terminals, where 10.5.4.6. Platform Height and Vehicle Interface than a conventional transit bus. They also limit BRT service to
buses operate at long headways. Level boarding minimizes the horizontal and vertical gap places with high platforms, thereby greatly limiting the
between the platform edge and vehicle door threshold. This flexibility of bus operations. High platforms should be
10.5.4.4. Side Platform Configurations speeds boarding for all patrons and also allows wheelchair users equipped with detectable warning edge treatments such as a 24-
Several options exist for the placement and height of platforms. to enter the vehicle without a lift or other assistance. For inch (61 cm) strip of colour-contrasting material with raised,
Side platforms may be placed in tandem (opposite each other) wheelchair access on fixed-guideway systems, a maximum truncated domes.
or staggered. Two platform configurations are the following: allowable vehicle floor-to-platform gap of 3 inches (7.62 cm)
Low-platform stations are becoming increasingly common as
horizontally and 5/8 inch (1.6 cm) vertically. Although the
1. Tandem side platforms may be used on dedicated bus-ways more low-floor buses enter service. Low-floor vehicles generally
requirement for buses is not as stringent, this is the standard to
with grade-separated pedestrian crossings. have a floor approximately 12 to 15 inches (30 to 38 cm) above
meet for the highest-quality, barrier-free access. For a bus and
2. Staggered far-side platforms are desirable along at-grade the driving surface. This platform height is much more readily
platform to meet this standard, some form of precision docking
busways, median arterial busways, and in most curb side integrated into a typical in-street environment. Although
system (or a vehicle- or platform-mounted retractable ramp or
operations, especially at signalized intersections. They ADAAG does not explicitly require a detectable warning on a
bridge plate) is required, the platform height must match the
prevent left-turn conflicts, are more conducive to low bus platform, this kind of platform is still significantly
vehicle floor height, and the platform must be located along a
preferential signal treatments, and may allow right-turn higher than a normal sidewalk, so it is good practice to use the
tangent section of roadway.
lanes and platforms to use the same envelope. At stations warnings.
with at-grade pedestrian crossings, they allow pedestrians to Vehicle-based precision docking systems include optically
Vehicle-based lifts are used by some systems to provide
cross to the rear of stopped buses. guided steering or mechanically guided systems. These systems
access for persons with disabilities using sidewalks and
are needed to accurately steer the vehicle into alignment with
10.5.4.5. Centre versus Side Platforms platforms at conventional curb height. Although common, this
the platform; a human driver cannot repeatedly dock the bus
is not the most desirable approach for new construction
Side platforms are most commonly used along busways because with the accuracy required. The platform itself may be detailed
because the lift adds significantly to dwell times and has an
they are compatible with conventional bus door configurations. to provide a precision docking interface; one technology under
adverse impact on system reliability. The lift also requires
Centre platforms (commonly used in rail stations) are rare in development is the Kassel Curb, a concrete curb with a concave
intensive maintenance in order to provide reliable service.
BRT because they require either contra flow operations with profile on its street face. The driver steers the bus so that the
conventional buses or vehicles with one of the following non bus tires are forced against the curb, which in turn places the Bridge plates that are vehicle or platform mounted and
standard door configurations: bus in the proper alignment with the platform edge. This retractable are used by some systems to provide a barrier-free
system has been shown to meet the gap standard in regular use, boarding interface without use of a precision docking system.

Index No. 1000
The vehicle is manually steered as close to the platform as possible, and the plate is then deployed When it is impractical to provide grade-separated pedestrian access between platforms, staggered,
to bridge the remaining gap. Like lifts, retractable ramps and bridge plates adversely impact dwell far-side platforms should be used, and the central median barrier may be opened to allow a clearly
times and require regular maintenance in order to provide reliable service. delineated, at-grade pedestrian crossing at the rear of each platform. To ensure pedestrian safety, at-
grade pedestrian crossings must be evaluated on a site-specific basis, considering anticipated bus
10.5.5. Station Configuration operating speeds and volumes, transit patron age profile, and sight distances. With bypass lanes,
This section presents various BRT Station types. The station configuration will reflect the type of minimum station envelopes of about 75 feet (22.9 m) are possible when stairs and elevators are
running way; bus service frequency and operating plan; length, and door configuration; transit placed at the far ends of platforms. It is more desirable to place these facilities at the centre of
operating plan; and fare collection policy. Station configurations should be simple and consistent platforms, but this requires a wider envelope.
across the system. BRT station facilities fall into three broad categories:
1. Busway, or on -line stations;

2. Intermodal and terminal stations; and
3. Conventional, in-street stops served by buses in mixed traffic.
10.5.5.1. Busway Stations

Busway or on-line stations are found in two basic configurations:
1. Grade-separated busways, including freeway medians; and

2. Street-level busways, which may operate in a median reservation, in a curb side restricted
lane, or in an interior lane
Grade-Separated Busway Stations

Grade-separated busways provide passing lanes in each direction at stations. A station design
concept is shown in Figure 10.36. Principal features of stations on grade-separated busways include
the following:
1. A four-lane station envelope, with two bus lanes passing through the station in each direction —
one lane for dwelling vehicles at the platform and a bypass lane for express buses.
2. Minimum 1:30 roadway tapers on each end of the station.
3. A fenced 4- to 5-foot (1.2 to 1.5 m) median centre island to prevent or control at-grade
crossings.
4. 12- to 15-foot (3.7 to 4.6 m) side platforms.
5. Where warranted, a climate-controlled station building housing vertical circulation, fare
collection, and retail services. The station building can be located over the busway or along one Figure 10.36 Busway Station Concept
side of it, as shown in Figure 10.36.
When busways operate in a grade-separated environment, cross-station pedestrian access must be

carefully controlled. This is best accomplished with grade-separated walkways, connected to the
platforms by stairways and/or escalators, and elevators.

Index No. 1000
Alternative configurations of busway station designs are shown increasing station envelopes by about 25 feet (7.6 m). See signal prioritization. Right turns should be permitted only
in Figure 10.37. Figure 10.38 for other details. at signalized intersections. Pedestrian access should be
from the cross street end of each platform. A disadvantage
Freeway BRT Stations Median Arterial Busway Station of the far-side configuration is that without signal priority,
BRT may operate along freeways in mixed traffic or in exclusive Median arterial busways provide clear physical BRT identity and buses will often be forced to double stop at intersections,
median or shoulder lanes. On-line freeway stations are located offer good schedule reliability at moderate capital costs. Right once for the signal and once at the platform.
on auxiliary roadways that are physically separated from the turns must be carefully controlled (usually by traffic signal 2. Centre-island platforms can be located on one or both sides of a cross-
main travel lanes to protect stopped buses from errant vehicles phasing), rerouted, or prohibited. Guide-ways and platforms street intersection... The platform should be at least 20 feet (6.1
and to prevent pedestrians from entering the main freeway along median arterial busways are constrained by the street m) wide. The main pedestrian entrance should be from the
lanes. These roadways should be 24 feet (7.3 m) wide to enable space available and by traffic operations. Pedestrian access to cross street, along with any fare equipment. This design
buses to pass around disabled vehicles. There should be median stations requires patrons to cross traffic lanes; such concept requires buses that have dual or right-side doors or
sufficient deceleration distances to minimize delay to other access should be provided at signalized intersections wherever buses that operate in a contra flow configuration. It also
vehicles, and acceleration lanes should be long enough to possible. Three types of platforms are used in median arterial makes right turns very difficult to implement.
permit easy re-entry into travel lanes. A minimum 1:30 taper for busway stations: 3. Mid-block stations with passing lanes can be provided
deceleration and a 1:40 taper for acceleration are desirable. If when space is available. A three-lane busway section allows
the busway is fully separated from general freeway travel lanes, 1. Side platforms should be located on the far side of intersections. This two lanes each way adjacent to the platforms, with a single
bypass lanes for express service are likely to be needed, allows near-side right-turn lanes to be placed in the central pedestrian crossing to the rear side of bus stops.
? shadow? of each platform, and it works well with traffic

Index No. 1000
NOTES
1- Diagram a in figure 10.37 shows an offset (or
staggered) concept that allows the entire busway and
station to be provided within a basic four-lane, 48-foot
(14.6 m) envelope, using staggered, far-side platforms.
2- This concept minimizes real estate acquisition needs
and is widely used along median arterial busways.
3- Diagram b in figure 10.37 shows a semi-staggered
platform that provides bypass lanes in each direction
4- It results in a 76-foot (23.2 m)-wide envelope.
5- Pedestrians cross the busway at a single central location
to the rear of each bus stop.
6- Two pedestrian islands in the centre of the roadway
provide refuge for pedestrians
7- Fencing could be added to preclude errant crossings.
8- Bringing the platforms closer together is an advantage
in terms of passenger security.
Figure 10.37 New Britain-Hartford Platform Layouts

Index No. 1000
NOTES
1- Either side or central plate forms can be used

depending on traffic flow and vehicle door
configurations.
2- Most freeway stations will warrant grade-
separated pedestrian access with stairs
(and/or escalators) and elevators, a centre-
platform configuration is desirable
3- In order to minimize the cost of these
vertical circulation elements. In some cases,
it may be desirable to provide off-line
stations adjacent to the freeway.
4- These stations are usually less costly than on-
line stations because they simplify station
design and pedestrian access.
5- This configuration is likely to reduce BRT
operating speeds in comparison with a
station at the freeway level.
6. Ideally, access to such stations should be via
dedicated bus-only ramps, but in some cases
patronage, bus volumes, and traffic
conditions may allow BRT vehicles to share
ramps with general traffic and to operate for
short distances on local streets to reach the
stations.
Figure 10.38 Highway BRT Station

Index No. 1000
Curb side BRT Stations distances for buses, since the rear-end crashes since drivers
intersection can be used to do not expect buses to stop
Curb side stations provide good access for pedestrians and can be readily integrated with the overall decelerate again after stopping at a red
streetscape design. Although the stations present no interference with general traffic right turns, ? Buses can take advantage of light
they may create left-turn conflicts. Restricted curb side lanes are difficult to enforce and relatively gaps in traffic flow created at ? Could result in traffic queued
unfavourable in terms of schedule reliability. Curb side stations may be unpopular with abutters signalized intersections into intersection when a bus
because the vehicles and shelters tend to obstruct access to and views of storefront businesses, and ? Facilitates bus signal priority stops in the travel lane
the restricted BRT lanes impact access to adjacent driveways, parking, and loading zones. operation, as buses can pass
through intersection before
Curb side stops may be located near-side, far-side, and mid-block, as shown in Figure 10.39. Table stopping
10.11 presents the relative merits of near-side, far-side, and mid-block stops.
1- Near-side stops are preferable when bus flows are heavy, traffic conditions are not critical, and
some curb parking is permitted during peak periods. From the transit operator’s point of view,
near-side stops make it easier to rejoin the traffic stream, particularly when curb parking is Near-side ? Minimizes interference when ? Increases conflicts with
permitted during peak periods. A major disadvantage of near-side stops is that right-turn traffic traffic is heavy on the far right-turning vehicles
and departing buses often conflict with each other. side of the intersection ? May result in stopped buses
2- Far-side stops are preferable when buses have exclusive use of the curb lane, when peak-hour ? Allows passengers to access obscuring curbside traffic
(or all-day) parking is prohibited, and when buses get priority at traffic signals. These conditions buses close to crosswalk control devices and crossing
are likely to occur under BRT operations. ? Intersection width available pedestrians
3- Midblock stops are not common in practice, and they are generally limited to CBD areas where for bus to pull away from the ? May cause sight distance to
multiple routes require long loading areas, possibly extending an entire block. Midblock stops curb be obscured for side street
can also occur on extremely long blocks requiring intermediate access points. ? Eliminates the potential for vehicles stopped to the right
When a cross street carries a bus route, a near-side or far-side stop is preferable to minimize walking double-stopping of the bus
distances for transferring passengers. For further details refer to Appendix E.1. ? Allows passengers to board ? Increases sight distance
and alight while stopped for problems for crossing
red light pedestrians
Table 10.11 Advantages and disadvantages of near-side, far-side, and midblock stops ? Allows drivers to look for ? Complicates bus signal
oncoming traffic, including priority operation, may
Location Advantages Disadvantages other buses with potential reduce effectiveness or
Far-side ? Minimizes conflicts between ? May result in intersections passengers require a special queue-jump
right-turning vehicles and being blocked during peak signal if the stop is located in
buses periods by stopped buses the parking lane or a right-
? Provides additional right- ? May obscure sight distance turn lane
turn capacity by making curb for crossing vehicles Midblock ? Minimizes sight distance ? Requires additional distance
lane available for traffic ? May increase sight distance problems for vehicles and for no-parking restrictions
? Minimizes sight distance problems for crossing pedestrians ? Encourages passengers to
problems on intersection pedestrians ? May result in passenger cross street mid-block
approaches ? Can cause a bus to stop far- waiting areas experiencing (jaywalking)
? May encourage pedestrians side after stopping for a red less pedestrian congestion ? Increases walking distance
to cross behind the bus, light, interfering with both for passengers crossing at
depending on distance from bus operations and all intersections
intersection other traffic
? Creates shorter deceleration ? May increase the number of

Index No. 1000
NOTES
1- Under all configurations, the use of extended

curbs, or bus bulbs, should be considered to
simplify the approach to and departure from the
platform.
2- Use of these kinds of curbs can improve ride
quality for passengers and allow for curb side
parking.
3- Shelters and street furniture should be placed
where they minimize conflicts with pedestrian
circulation.
4- Stops should be paved, well drained, suitably
illuminated, and connected to paved sidewalks.
5- Multiple-berth stops should be provided when bus
flows are heavy.
6- A peak flow rate of 60 buses per hour would
require two loading positions for a 30-second stop
and three loading positions for a 60-second stop
(an additional 50 feet (15.2 m) for each regular bus
and 70 feet (21.3 m) for each articulated bus
should be provided.
10.39 Curbside Bus Stops

Index No. 1000
10.5.6. Intermodal and Terminal Stations connecting bus lines. There should not be more than two when there is good supporting transit service to other areas.
to three connecting services per boarding berth. This may The most successful facilities offer direct connections to
These range from smaller facilities with fewer than five bus
increase the number of boarding positions required. expressways and are located on the edge of the CBD core, close
bays to massive urban terminals with hundreds of berths.
4. Buses may unload and load at the same location when to major employment centres (but removed from peak land
Site-planning fundamentals for intermodal stations and space is constrained or bus volumes are light. Higher- values). Under these circumstances, central terminals can
terminals are the following: volume operations may require separate unloading and productively serve peak-period express BRT.
loading areas. In these arrangements, buses
1. Site planning should separate BRT, feeder bus, and p rivate a) Unload, Although central terminals work well for express service, they
automobile traffic as much as possible, with the highest b) Pass through a holding area as needed, and are not as well suited to high-frequency BRT operations. The
priority given to direct BRT access. c) Then proceed to a loading berth for passenger disadvantages include high capital and operating costs; longer
2. Intermodal transfer and/or park-and-ride facilities may be boarding. dwell and manoeuvring times for buses; inability to provide
placed on one or both sides of the BRT line, but it is best through BRT service, which results in forced transfers; greater
to favour the ? inbound? side of theBRT line relative to the 10.5.6.1. Intermodal Stations walking distances for many passengers; and increased bus-to-
city centre. bus congestion on terminal approaches. Therefore, BRT service
Interchange facilities should be provided whenever local bus
3. Site design should minimize walking distances and bus- is usually better served by having buses remain on CBD streets
lines cross or meet at BRT stations or terminals. Whenever
pedestrian conflicts for transferring passengers. and busways.
possible, off-street transfer facilities should be provided,
4. The following location priorities should be observed in particularly when multiple feeder bus bays are required.
terms of proximity to the BRT passenger loading area:
10.5.7. Park-And-Ride Facilities
However, if some feeder buses serve the station without
a) Pedestrian arrivals; terminating, these berths may best remain in the street. When Some issues to consider in relation to park-and-ride facilities are
b) Bicycles; BRT operates along dedicated and/or grade-separated busways, the following:
c) Feeder buses; there are two basic configurations, shown in figure 10.40.
d) Kiss-and-ride; short-term parking, and motorcycles; 1. Location. Park-and-ride facilities should be accessible,
e) Taxis and HOVs; and 10.5.6.2. BRT Terminal Stations visible, and located where future expansion is possible.
f) Park-and-ride or long-term parking. They should be sited in areas that are compatible with
Terminal stations may be either on line or off line, depending
5. Long-term parking may be provided at intermodal stations significant open spaces or large structures. They should
on the BRT route(s) being served. All terminal stations require
and terminals as an alternative to excessive feeder bus have good road access from major cross-town and
adequate space for a turning loop for buses. Passenger-oriented
service in low-density residential areas circumferential roads and be located where they can
retail such as newsstands, food and beverage services, and
intercept motorists before points of congestion or road
drycleaners are highly desirable at BRT terminals. Off-street bus
Planning guidance for BRT and feeder bus platforms in convergence. Sites should be selected to minimize
transfer stations (or “transit centres”) are usually found in areas
intermodal stations and terminals is summarized as follows: backtracking, as most patrons approach from the far or
located about 4 to 10 miles (6.4 to 16 km) from the city centre.
outbound end of stations.
1. At terminals, shallow sawtooth berths are usually desirable Their size will depend on the number of connecting routes
2. Size. The number of park-and-ride spaces should be keyed
to allow independent bus entry and exit. As for all stations, served and the likely interchanging passenger flow.
to projected station ridership. Experience with commuter
close coordination with operations planners is essential to rail and rail rapid-transit lines indicates that ridership is
ensure that the facility functions effectively. Central Area Terminals
sometimes constrained by the lack of parking spaces. A
2. Adequate space for bus layover and short-term bus storage Very large central area bus terminals for commuter or express parking space should be provided for every 1.2 to 5.0
must be provided. bus services may be appropriate when there is good access to boarding BRT passengers, depending on the number of
3. As a rule of thumb, it should be assumed that one berth is the central area, but there is extensive local street congestion feeder/connecting bus services. It is desirable to provide 10
required for each six buses per hour. Capacities may be within the area; when the terminal is located within a short to 15% more spaces to ensure space availability. Land
greater when there is free transfer between BRT and walking distance of major employment concentrations; and

Index No. 1000
acquisition requirements should be based on 125 spaces per may be more likely to be found at the outbound end of a major
acre (about 400 to 450 square feet per space). To keep route so that the vehicles are positioned to enter service in the
walking distances under 400 to 600 feet (122 to 183 m), morning. For further details, please refer to figure 10.42.
surface parking lot size should not exceed 800 spaces,
although facilities of 1,200 to 1,500 spaces can be
accommodated in special cases. When more than 800
spaces are required, structured parking should be
considered to keep walking distances short. About 1 to 3%
of the total spaces should be designated for short-term
parking. These spaces should be clearly separated from
commuter parking areas, but they could be used for midday
parking if properly controlled.
3. Site-planning considerations. Park-and-ride facilities should
provide direct, convenient pedestrian access to BRT
stations. As with intermodal stations, they should provide
convenient passenger drop-off, or ? kiss-and-ride,? space
and accommodate most traffic in two short peaks. Facility
site planning should minimize conflicts among buses,
automobiles, and pedestrians. Separate access points for
buses and automobiles are desirable when parking facilities
exceed 500 spaces or when parking fees are charged. A site
plan for a prototypical park-and-ride facility is shown in
Figure 10.41.
10.5.8. Maintenance and storage facilities (MSFs)

Maintenance and storage facilities (MSFs) are very large,
multiple-building complexes where vehicles are maintained and
stored. In conventional bus systems, it is ideal to site the MSF
near the center of the system’s service area. However,
depending on the character of the BRT service, a BRT MSF

Index No. 1000
NOTES NOTES
1- The first configuration is conventional on- or off-street bays adjacent to the busway Park-and-ride facilities should be provided at BRT stations when a large number of potential
station. ( Figure 10.40 shows an application with off-street bays.) riders are located beyond easy walking distance of stations, or when riders cannot be served
2- The second configuration (for higher-volume applications) may use shared platforms effectively by connecting bus services. Park-and-ride facilities are generally associated with
or grade-separated facilities to minimize walking distances for transferring passengers. suburban areas and mainly serve commuters, although some settings may generate off -peak
demands as well.
Figure 10.40 BRT Transfer Station Concept Figure 10.41 Prototype Park and Ride Plan

Index No. 1000
NOTES
1. Service lanes. These are semi-enclosed or covered areas used for daily servicing of
buses including fuelling, fluid dispensing, and interior and exterior cleaning.
2. Maintenance facility. A maintenance facility provides space for routine maintenance
and inspection. This facility should have provisions for maintenance bays, parts
storage, tire storage, steam cleaning, and battery storage. It should also have a
paint shop (including a preparation area and a paint booth), shipping and receiving
area, supervisors’ and administrative offices, employee locker rooms, and toilet
facilities.
P. Heavy maintenance facility. A heavy maintenance facility is for activities such as

engine and transmission rebuilds and major body work. Because these activities
are less frequent and therefore are more likely to be outsourced or shared with
existing facilities, a heavy maintenance operation is not always present. When
present, such a facility is likely to include a machine shop as well as shop areas for
electrical work, radiators, transmissions, woodworking, upholstery, welding,
metalworking, graphics, thermal cleaning, and glass working. This facility would
also include shipping and receiving area, a storage room, a lunchroom, lockers,
and toilet facilities.
4. Bus storage. Storage of buses requires large exterior spaces. The size of the storage
area is strongly influenced by the bus parking configuration. System operators are
likely to prefer a “scheduled pullout” arrangement, similar to a traditional parking
lotI in which all buses are parked adjacent to a driving laneI and any bus can be
accessed at any time. fdeallyI angled spaces are used in single rows Eas shownF
permitting buses to enter and leave a space without backing up. qhe scheduled -
pullout arrangement offers the operator the greatest flexibility for dispatching or
maintenanceI but it occupies the greatest amount of space. then space is limitedI
a “stacked” arrangement may be used, in which multiple buses are parked bumper
to bumper...
R. Maintenance of way facilities. These facilities are for personnel and equipment used to
maintain stations and running ways. This function may be minor (and readily
located with other municipal facilities) if the BRT system runs in the street with
relatively small station facilities. However, a grade-separated BRT system with
large stations is likely to require maintenance shops and dedicated equipment such
as tow trucks, snowploughs, and crew transportation. Figure 10.42 Illustrative Maintenance and Facilities Site Plan

Index No. 1000
MISCELLANEOUS DESIGN C
STANDARDS H
A
P
T
R.O.W
E
R
11
CHAPTER 11
MISCELLANEOUS
TABLE OF CONTENT
11 Miscellaneous Design Standards ..................................................................................3 11.2.3 Shop Drawings / Redesigns ............................................................................... 8
11.1 Earth Work ................................................................................................................3 11.2.4 Geosynthetic Reinforcement Design Methodology ......................................... 8
11.1.1 General Introduction.........................................................................................3 11.2.4.1 Design Considerations ........................................................................................... 8
11.1.2 General ..............................................................................................................3 11.2.4.2 Requirements ........................................................................................................... 9
11.1.3 Classification of Soils .........................................................................................3 11.2.4.3 Design Guidelines................................................................................................... 9
11.1.4 Cross Sections - A Design Tool ..........................................................................4 11.3 Sound Barriers ........................................................................................................ 11
11.1.5 Earthwork Quantities ........................................................................................4 11.3.1 General Requirements .................................................................................... 11
11.1.5.1 Method of Calculating ............................................................................................ 4 11.3.2 Noise Study Report Addendum ...................................................................... 11
11.1.5.2 Earthwork Tabulation ............................................................................................ 4 11.3.3 Noise Abatement Criteria ............................................................................... 11
11.1.6 Earthwork Accuracy ..........................................................................................4 11.3.4 Public Involvement ......................................................................................... 12
11.1.6.2 Variation in Quantities ........................................................................................... 5 11.3.5 Final Noise Abatement Commitments............................................................ 13
11.1.7 Earthwork Items of Payment ............................................................................5 11.3.6 Geotechnical Investigation ............................................................................. 13
11.1.7.1 Guidelines for Selecting Earthwork Pay Items .................................................. 5 11.3.7 Preparation of Control Drawings .................................................................... 13
11.1.7.2 Regular Excavation ................................................................................................. 5 11.3.8 Detail Drawings ............................................................................................... 13
11.1.7.3 Embankment............................................................................................................ 6 11.4 Retaining Walls ....................................................................................................... 14
11.1.7.4 Subsoil Excavation .................................................................................................. 6 11.4.1 Purpose ........................................................................................................... 14
11.1.7.5 Lateral Ditch Excavation ....................................................................................... 6
11.4.2 Conventional (C.I.P.) Retaining Walls and Proprietary Retaining Walls
11.1.7.6 Channel Excavation ................................................................................................ 6 (Permanent Walls) .......................................................................................................... 14
11.1.7.7 Borrow Excavation (Truck Measure)................................................................... 6 11.4.2.1 Retaining Walls (Conventional Design) ............................................................ 14
11.1.7.8 Regular Excavation (RRR Projects Only)-Lump Sum ...................................... 6 11.4.2.2 Retaining Walls (Proprietary Design) (Design Required in Contract Plans)15
11.1.7.9 Summary of Earthwork .......................................................................................... 7 11.4.2.3 Wall System Selection .......................................................................................... 15
11.2 Geosynthetic Design .................................................................................................8 11.4.3 Critical Temporary Walls................................................................................. 16
11.2.1 Purpose .............................................................................................................8 11.4.4 Shop Drawing Review ..................................................................................... 16
11.2.2 Contract Plans Content .....................................................................................8 11.4.5 Bidding Procedure .......................................................................................... 16
11.5 TOLL PLAZAS............................................................................................................17 11.5.2.1 Approach Zone Design Issues ........................................................................... 18
11.5.1 Geometrics ......................................................................................................17 11.5.2.2 Approach Zone Guideline Development ......................................................... 18
11.5.2 Geometric and Safety Design-Recommended Guidelines ..............................18

CHAPTER 11
MISCELLENEOUS DESIGN STANDARDS
TABLE OF CONTENT
11 Miscellaneous Design Standards .................................................................................................. 2 11.2.3 Shop Drawings / Redesigns ........................................................................................... 7
11.1 Earth Work ................................................................................................................................. 2 11.2.4 Geosynthetic Reinforcement Design Methodology ................................................... 7
11.1.1 General Introduction ....................................................................................................... 2 11.2.4.1 Design Considerations ........................................................................................... 7
11.1.2 General ...............................................................................................................................2 11.2.4.2 Requirements ........................................................................................................... 8
11.1.3 Classification of Soils....................................................................................................... 2 11.2.4.3 Design Guidelines................................................................................................... 8
11.1.4 Cross Sections - A Design Tool .....................................................................................3 11.3 Sound Barriers ......................................................................................................................... 10
11.1.5 Earthwork Quantities ...................................................................................................... 3 11.3.1 General Requirements ................................................................................................... 10
11.1.5.1 Method of Calculating............................................................................................3 11.3.2 Noise Study Report Addendum .................................................................................. 10
11.1.5.2 Earthwork Tabulation ............................................................................................3 11.3.3 Noise Abatement Criteria ............................................................................................. 10
11.1.6 Earthwork Accuracy ........................................................................................................ 3 11.3.4 Public Involvement ....................................................................................................... 11
11.1.6.2 Variation in Quantities ...........................................................................................4 11.3.5 Final Noise Abatement Commitments ...................................................................... 12
11.1.7 Earthwork Items of Payment .........................................................................................4 11.3.6 Geotechnical Investigation ........................................................................................... 12
11.1.7.1 Guidelines for Selecting Earthwork Pay Items ..................................................4 11.3.7 Preparation of Control Drawings................................................................................ 12
11.1.7.2 Regular Excavation ................................................................................................. 4 11.3.8 Detail Drawings ............................................................................................................. 12
11.1.7.3 Embankment............................................................................................................5 11.4 Retaining Walls ........................................................................................................................ 13
11.1.7.4 Subsoil Excavation .................................................................................................. 5 11.4.1 Purpose ............................................................................................................................ 13
11.1.7.5 Lateral Ditch Excavation .......................................................................................5 11.4.2 Conventional (C.I.P.) Retaining Walls and Proprietary Retaining Walls
11.1.7.6 Channel Excavation ................................................................................................5 (Permanent Walls) ............................................................................................................................ 13
11.1.7.7 Borrow Excavation (Truck Measure) ................................................................... 5 11.4.2.1 Retaining Walls (Conventional Design) ............................................................ 13
11.1.7.8 Regular Excavation (RRR Projects Only)-Lump Sum ...................................... 6 11.4.2.2 Retaining Walls (Proprietary Design) (Design Required in Contract Plans) 14
11.1.7.9 Summary of Earthwork..........................................................................................6 11.4.2.3 Wall System Selection .......................................................................................... 14
11.2 Geosynthetic Design .................................................................................................................7 11.4.3 Critical Temporary Walls .............................................................................................. 15
11.2.1 Purpose ..............................................................................................................................7 11.4.4 Bidding Procedure ......................................................................................................... 15
11.2.2 Contract Plans Content ................................................................................................... 7 11.4.5 Shop Drawing Review ................................................................................................... 15
Design Standards ………………………………………………….………………...…… 16-57

Chapter No. 11 2011 PUNJAB GEOMETRIC DESIGN MANUAL MISCELLANEOUS DESIGN STANDARDS 11-1
Index No. 1100
TABLE OF CONTENT 1 of 1
11 Material utilization will be left up to the Contractor. or rigid pavement for most pavements. Stabilized bases and
Chapter 11
Adjusting quantities of material to compensate for sand bituminous road mixes used occasionally. For these,
Traffic Control or Sequence Phasing is no longer consider the finished grading template as the top of the
required. finished base, shoulders and slopes.
11 Miscellaneous Design Standards
11.1.2 General
11.1 Earth Work Earthwork is a generic term for all items of work, materials
and operations required to construct the excavated areas and
11.1.1 General Introduction the embankments of a project. In general, earthwork on a
highway project consists of:
Complete review of this chapter is recommended prior to
plans preparation utilizing earthwork on a project. Embankment Compacted fill material needed to construct
the roadway, excluding the base and pavement portions of
1 Pay for all Cut Operations as Regular Excavation (CY) the roadway and shoulders.
or Regular Excavation (Lump Sum). Do not
differentiate between suitable and unsuitable. Regular Excavation necessary for the construction of the
2 Pay for all Fill Operations as Embankment or Borrow roadway, ditches, ponds, channel changes, etc.
Excavation (Truck Measure).
3 Permanently Block the Pay Item for Borrow Excavation Subsoil Excavation, removal and disposal of any material
(Pit Measure). that is unsuitable in its original position and that is excavated
4 Pay for all material excavated below the finished grading below the finished grading template.
template as Subsoil Excavation. Do not differentiate
The most important roadway operation involving earthwork
between suitable and unsuitable.
is constructing the roadbed.
5 Pay for subsoil excavation and backfill will be separate.
6 When quantities are large, pay for Lateral Ditch and/or The roadbed is constructed by excavating soil from cut
Channel Excavation separately. sections and placing soil as embankments in fill sections. The
7 When calculating the quantity of Borrow Excavation contractor shall economize the cut and the fill process as
(Truck Measure) does not subtract the quantity of much as possible in order to avoid the extra cost that may
Regular Excavation on the project. incur while hauling material to/from distant site. It is further
8 Show soil survey borings on the Cross Section Sheets. explained that the contractor shall prepare the work schedule
Do not show limit lines except the lower limits of the (execution plan) and the PCGA shall review it thoroughly
removal of organic and/or plastic material to determine before authorizing the contractor to work as per schedule. In Figure 11.1: Cut and Fill Limits (With and Without
the quantities of subsoil excavation. such a way that the earthwork is In cut sections, the roadbed Subsoil Excavation)
9 Revise the Earthwork Column format on the Cross is built below the original ground - the original ground is
Section Sheets. Show Subsoil Exc. - Regular Exc. - excavated to the elevation of the proposed roadbed. In fill 11.1.3 Classification of Soils
Embankment on the right side. Do not create columns sections, the roadbed is built above the original ground - the The system of soil classification that places materials into
for material classification. There will be no earthwork earth fill is on an embankment. groups and subgroups based on soil fraction, liquid limit and
columns on the left side. plasticity index. This classification determines if and where
10 Identify Pond Excavation Limits. The finished grading template is defined as the finished the materials may be placed or left in their original position
shoulder and slope lines and bottom of the completed base

Index No. 1101
EARTH WORK 1 of 5
on a project. The soils survey, testing and classification of 11.1.5 Earthwork Quantities method involves the preparation of cross sections to define
materials must be performed by a qualified geotechnical the quantities of earthwork involved. This method is
laboratory. The plans will include the information about the 11.1.5.1 Method of Calculating mandatory on all new construction and major reconstruction
soil classification on the soil survey sheet and by showing the projects. The other method, using working typical sections, is
boring data soil boxes on the cross section sheets. If it is Earthwork quantities can be accurately determined by only to be used on RRR type projects where it has been
computer or by manual calculation, if proper care is taken.
determined that an organic or plastic material must be determined that the project is a candidate for payment by
Therefore, the specifications allow it to be designated for
removed below the finished grading template, the lower payment as the original plan quantity unless determined to be Regular Excavation, Lump Sum. It is critical that the designer
limits of removal of organic or plastic material will be shown substantially in error. Earthwork quantities are calculated by choose which method is best suited for their project with
to determine the area and volume of subsoil excavation. For the method of average end areas: input from construction.
more details, see Index 1115.
Cubic yards = EA1 + EA2 X length / 27 The calculation of earthwork volumes is not simple but,
11.1.4 Cross Sections - A Design Tool 2 when performed with care and properly checked, many of
Each set of end areas for the different types of earthwork the inaccuracies common in earthwork quantity calculations
The details of cut and fill of earthwork are shown on the
(subsoil excavation, regular excavation and embankment) are can be avoided. The primary causes for inaccurate earthwork
cross sections. The cross sections of the existing surface are
usually obtained by location field survey or photo-grammetry. calculated separately and shown in the appropriate column quantities are found to be errors in calculating end areas and
The finished profile grades, typical section details, pavement on the cross section sheets. choosing inappropriate intervals between the cross sections.
design details, super elevation and horizontal alignments are 11.1.5.2 Earthwork Tabulation
used in combination to develop the finished template at each Correct methods and techniques for computing earthwork
location where an existing cross section was obtained or Areas and volume for subsoil excavation, regular excavation quantities will eliminate the gross errors.
generated. Sometimes it is advisable to develop and plot and embankment are tabulated on the right hand side of the
intermediate cross sections or half-sections to accurately cross section sheet. The designer must be familiar with the 11.1.6.1.1 Projects with Horizontal and Vertical
determine quantities. Cross sections cannot be finalized until control lines for earthwork operations in order to properly Controlled Cross Sections
late in the design process. However, preliminary cross section delineate and calculate earthwork quantities.
templates, developed early in the design process, can assist 1. Calculate end areas and volumes by computer, when
the designer in establishing many of the other design Format for the Tabulation of Earthwork Quantities possible, and print the calculations for verification and
elements such as guardrail, shoulder gutter, inlets and special (Show the appropriate tabulation on the right side of the future use by others.
ditch grades. Preliminary cross sections are also used in sheet) 2. Plot cross section details at the largest scale the sheets
performing the Soils Survey. Cross section templates should 1. Projects with Limited or No Cross Sections: will permit. Care should also be taken when plotting
be plotted as soon as the alignment, grades and typical
section details are established. slopes that extend over long distances.
The interval selected for showing cross sections in the plans See Example in Section 3. If end areas are calculated from cross sections manually,
will vary according to project specific factors. For guidance 11.1.7.7 of this chapter. show the breakdown of areas, etc. on work sheets and
see Chapter 12, Section 12.6. For resurfacing and minor include these as backup in the computation book.
widening and resurfacing projects, see Section 11.1.7.2 of 2. Projects with Cross Sections: 4. When computing volumes, determine lengths between
this chapter. Additional criteria used for plotting the sets of end areas to compensate for volumes that do not
earthwork details are found in the Indexes 1111 and 1115. Subsoil Regular Embankment
Excavation Excavation Excavation run the entire lengths between the normal station
A V A V A V lengths.
5. Properly use match lines and turning lines to divide end
areas when separate lengths should be used to calculate
11.1.6 Earthwork Accuracy volumes.
There are two methods of documenting the earthwork 6. Reduce the interval between cross sections to 25 feet (7.6
quantities for projects. The most accurate and preferred m) or less on ramps or sharp turning roadways, or

Index No. 1101
EARTH WORK 2 of 5
determine and use the centroid of the section as the Specifications do not allow adjustment of the earthwork Fill from the lower Embankment Borrow
limits of removal (CY) Excavation
length for computing volumes. quantities that were designated to be paid as plan quantity of organic or (Truck
7. Exclude bridge spans, large culverts or other exceptions because a base of different depth was chosen during plastic material Measure)
where earthwork is not required. construction. removed to the (CY)
finished grading
8. Include quantities for fill slopes under bridges, at template
guardrail installations and at culvert extensions. Show 11.1.7 Earthwork Items of Payment With significant quantities from finished Lateral Ditch N/A
of lateral ditch or channel ground to the Exc.
extended shoulder slope on cross sections at guardrail excavation the designer finished grading Channel Exc.
locations (not steeper than 1:10). 11.1.7.1 Guidelines for Selecting Earthwork Pay may select to pay for template (CY)
9. Make sure that the fill for all subsoil excavation is separately
Items
included in either the embankment or borrow excavation
Table 11.1: Guidelines for Selecting Earthwork Pay 11.1.7.2 Regular Excavation
(truck measure) quantities.
Items This is the most general classification of earthwork
11.1.6.1.2 Projects without Horizontal and Vertical excavation. When Lateral Ditch or Channel excavation pay
Description Control Recommended
Controlled Cross Sections Lines Pay Items items are not called for in the plans, the total quantity of all
Projects Projects excavation shall be paid for as Regular Excavation. Regular
1. Include working typical cross sections in the
with with Excavation may include roadway, pond and ditch excavation.
computation book at all locations where there is a
Cross Limited Roadway Excavation consists of the net volume of material
change in either the existing or proposed templates. Sections or No excavated between the original ground line and the finished
2. Working typicals should include the station limits of the Cross grading template of the roadway.
typical, and the end areas of all cut and fill sections. Sections
Working typicals may be placed in the plans, but are not Earthwork Fill from original Embankment Borrow
operations above ground to the (CY) Excavation
Retention or detention areas that require considerable
required. the original finished grading (Truck excavation should be summarized separately and added to
3. The thickness of the base box is calculated on the most ground line and template Measure) the Regular Excavation. This is especially important if there
probable base option. A plan note should also be shown below the finished (CY)
grading template is a large quantity and the area is removed from the project
in the plans stating which option was used for calculating Earthwork Cut from original Regular Regular by some distance.
the earthwork quantities. operations below ground to the Excavation Excavation
the original finished grading (CY) (3-R Some environmental permits now require that the plans call
4. Extra fill material needed for the extended shoulder for ground line and template Projects)
guardrail placement should be documented in the above the finished (LS) for excavating additional depth below the finish elevation of
computation book with the final quantity being tabulated grading template the bottom of a pond or ditch. They also require that the area
Earthwork Cut from the finished Subsoil Subsoil
on the summary of earthwork. The quantity should be operations below grading template Excavation Excavation of extra depth be replaced with “blanket material” that will
based on working typical sections showing the extended the original or original (CY) (CY) either allow for percolation or not allow for percolation as
ground line and ground, required by the permit. The drawing below shows the limits
shoulder slope on cross sections at guardrail locations below the finished whichever is
(not steeper than 1:10 ). grading template lower, to the of pay for excavation in this situation. The depth and type of
lower limits of fill material must be identified in the plans.
11.1.6.2 Variation in Quantities removal of
organic or plastic
When detailing and determining earthwork quantities, the material
designer shall use the most probable base option within the
optional base group. A plan note should also be shown in the
plans stating which option was used for plotting the cross
sections and calculating the earthwork quantities. The

Index No. 1101
EARTH WORK 3 of 5
The payment for subsoil excavation shall not be included in 11.1.7.7 Borrow Excavation (Truck Measure)
the pay quantities for other items no matter how small the
Borrow Excavation is the pay item used to indicate that the
subsoil quantities.
contractor is to furnish earthwork material from areas
Embankment (fill) or Regular Excavation (cut) should be provided by him and generally outside the project limits,
used in conjunction with the pay item Subsoil Excavation. including material with a specific minimum bearing value for
Both Embankment and Regular Excavation are plan quantity building up existing shoulders, when appropriate for the
items. The quantities are based on line and grades shown in project.
the plans and would allow construction personnel to field
Borrow material, if available, may be obtained from within
verify the quantities of material used on a project. Subsoil
the right of way of the project.
Excavation is a field measure item, and the final pay quantity
Obtaining material from the project right of way shall not
will be determined by cross section taken when the removal
create an unsafe condition or unprotected hazard. Proper
of the material is completed.
design criteria shall be applied to proposed excavation areas
11.1.7.5 Lateral Ditch Excavation that will fill with water. The proposed borrow areas shall be
reviewed and coordinated with the PCGA to minimize
Figure 11.1: Pond Template Excavation required to construct inlet and outlet ditches at environmental disturbance and promote a future original
structures, changes in channels of streams and ditches appearance.
11.1.7.3 Embankment parallel to the right of way, but separated from the roadway
This item includes placing material above the original ground template, may be designated by the designer as Lateral Ditch When the designer chooses the method of payment as
line, or above the lower limits of removal of organic and/or Excavation. Borrow Excavation (Truck Measure), a fill adjustment must
plastic material to the finished grading template. be made to the net total fill material calculated from the plans
On projects with very little of this type of excavation, this to allow for handling. An additional adjustment (truck) is
11.1.7.4 Subsoil Excavation earthwork is usually included in the Regular or Roadway added to obtain a representative volume of material required.
Excavation. If there is a significant amount of Lateral Ditch This is not a plan quantity item, but it is very important that
Subsoil Excavation consists of the excavation and disposal of Excavation, it should be detailed, calculated and summarized
any material that in its original position is excavated below the most realistic determination of quantities possible be
on separate cross section sheets and shown separately in the calculated by the designer.
the finished grading template or original ground, whichever is Earthwork Summary.
lower. Table 11.2: EXAMPLE- Fill and Truck Adjustments
11.1.7.6 Channel Excavation
The soils investigation survey documents the organic and/or EXAMPLE- Fill and Truck Adjustments
plastic material found on the project. Likewise, the cross The pay item for Channel Excavation consists of the Fill (From Working Typicals) 253 CY
sections and the earthwork calculations must use the lower excavation and satisfactory disposal of all material from the Fill Adjustment (+20%) (253 x 0.20) 51 CY
limits of removal of organic or plastic material in determining limits of the channel as shown in the plans. This work is Fill 304 CY
the quantities for Subsoil Excavation. generally called for by the plans and has lines, grades, typical Truck Adjustment (+25%) (304 x 0.25) 76 CY
sections and other details shown for excavating a channel Borrow Excavation (Pay Item) 380 CY
Subsoil excavation areas and volumes shall be tabulated on change or a major modification to an existing channel or Adjustment percentages shown are for example only.
the right side of the cross section sheets. The fill quantities stream. This work may be significantly different from regular
(areas and volumes) shall include areas and volumes required excavation or lateral ditch excavation, requiring draglines,
to fill the excavated areas created by subsoil removal. barges or other special equipment. It should be detailed,
calculated and summarized separately, in most cases.

Index No. 1101
EARTH WORK 4 of 5
11.1.7.8 Regular Excavation (RRR Projects Only)- Below is an example of a summary of earthwork box for Adjustment percentages shown are for example only.
projects with cross sections. The summary should document
Lump Sum
all the groups’ totals in one location. This summary should be
The Pay Item for Regular Excavation (RRR Projects Only) - shown on the Summary of Quantities Sheet.
Lump Sum is to be used on resurfacing or minor widening
and resurfacing (RRR) projects that conform to the following Table 11.3: Summary of Earthwork Box (Projects with
guidelines: Cross Sections)
1. There are limited or no cross sections on the project. SUMMARY OF EARTHWORK (CUBIC YARDS)
Roadway excavation, mainline 10,000
2. Existing typicals are reasonably consistent throughout
Roadway excavation, sidestreet name 800
the project. Regular excavation, pond no. 1 1,005
3. If utility adjustments are a consideration on the project, Regular excavation, lateral ditches 5,000
the designer will need to be sure that sufficient data is Total regular excavation 16,805
available to allow the utility to be relocated or adjusted. Embankment, mainline 20,000
4. There are no right of way requirements on the project. Embankment, sidestreet 7,000
5. There is no change in the existing horizontal or vertical Total embankment 27,000
alignment. Subsoil excavation, mainline 2,080
6. There are no major special ditches on the project. Subsoil excavation, sidestreet name 1,100
Total subsoil excavation 3,180
7. There are no major intersection modifications.
8. Show quantity of Excavation in Summary Box, but pay Below is an example of a summary of earthwork box that
for as 1 Lump Sum. should be used for projects with limited or no cross sections.
Regular Excavation (RRR Projects Only) - Lump Sum This summary should be shown on the Summary of
can be used on projects other than RRR, but only if they are Quantities Sheet. The summary should show all quantities
minor projects complying with the same listed guidelines. and adjustments.
Earthwork will be paid for as Borrow Excavation (Truck Table 11.4: Summary of Earthwork Box (Projects with
Measure) and Regular Excavation Limited or No Cross Sections)
Lump Sum (RRR Projects Only) - The designer will SUMMARY OF EARTHWORK (CUBIC YARDS)
calculate these quantities based on information obtained Fill 253
from the field and the proposed typical section. The designer Guardrail locations 70
must conduct a thorough field review to ensure existing field Cross drains 100
conditions are accurately reflected in earthwork estimates. 423
Fill adjustment (20%) (423 x 0.20) + 85
11.1.7.9 Summary of Earthwork Fill 508
TRUCK ADJUSTMENT (25%) (508 x 0.25) +
The last sheet in each group or cross section group (mainline, 127
side street, pond 1, etc.) should tabulate the totals for each Total borrow excavation 635
earthwork operation (subsoil excavation, regular excavation Regular excavation 200
and embankment). The pay items used will be:
Regular Excavation (RRR Projects Only) 1 (LS)
Borrow Excavation (Truck Measure) 635 CY

Index No. 1101
EARTH WORK 5 of 5
11.2 Geosynthetic Design geosynthetic reinforcement. Product names are not to be If a redesign is submitted, complete plans shall be provided
shown in the plans. Surface treatments and any other which include: plan view, elevation view, and details in
required design parameters or limitations shall also be shown accordance with the Plans and Specifications. These shall
11.2.1 Purpose
in the plans. show the extent, number of layers of geosynthetic
The purpose of this topic is to give the designer an reinforcement, minimum properties of each geosynthetic
understanding of the procedure to develop designs for 11.2.3 Shop Drawings / Redesigns reinforcement layer, vertical spacing of geosynthetic
geosynthetic reinforced soil slopes and geosynthetic The contractor can choose to construct the reinforced soil reinforcement, orientation of geosynthetic facing details,
reinforced foundations over soft soils. A step-by-step structures either by: (1) using materials which meet or exceed details at special structures or obstructions, typical
method to develop and organize the plans is presented. the strength required in the plans and be placed at or less construction sequence, and top and bottom elevations of the
than the plan spacing(s) or (2) submitting an alternate design geosynthetic reinforcement. Calculations shall be submitted
Reinforced soil slopes should be utilized when the right of
which optimizes the use of a specific material and revises the to substantiate the design meets the requirements in this
way is insufficient to construct embankments with normal
material spacing within the limits contained in the design document and in accordance with the Contract Plans. As a
slopes and retaining walls are not economical or are
methodology in Section 11.2.4. The properties of site minimum these shall clearly show the derivation of
undesirable.
specific backfill are seldom available at the design phase of a reinforcement requirements (i.e., type, spacing, length, etc.)
Reinforced foundations over soft soils should be utilized project. This being the case, subsequent alternate designs are and determination of all design parameters and factors. All
when the existing soils are too weak to support the encouraged after the backfill source is known. Using soil plans and calculations are to be sealed by a Professional
anticipated loading without excessive settlement and properties of site specific material allows for optimization of Engineer registered in the Pakistan Engineering Council
excavation and backfilling is not an economical solution. the materials resulting in a corresponding cost benefit to the (PEC).
PCGA. All designs shall meet the design methodology
Approved products for these designs are included on Index contained in Section 11.2.4
11.2.4 Geosynthetic Reinforcement Design
No. 1112 of this Chapter Methodology
The shop drawing reviewer shall be experienced in the
11.2.2 Contract Plans Content requirements, design and detailing of these systems. The This design methodology applies only for geosynthetic
review shall consist of but not limited to the following items: reinforced soil slopes and geosynthetic reinforced
Control drawings are required which depict the geometrics
foundations over soft soils. Geosynthetic is a generic term
(plan and elevation view) of the area being reinforced. These 1. Verify horizontal and vertical geometry with the contract for all synthetic materials used in Geotechnical engineering
designs are generic and are not based upon any one specific
plans. applications and includes geotextiles and geogrids.
product or supplier. For reinforced slopes the designer shall
2. Soil reinforcement is listed in the Index 1112.
design the slopes using the maximum reinforcement spacings 11.2.4.1 Design Considerations
3. Soil reinforcement material test results meet or exceed
allowed. For soft soils the designer shall design the
values in the Index 1112. Only those geosynthetic products listed on the Index 1112
reinforcement and provide the minimum total strength
4. Verify the material strengths and number of layers of the are eligible for use on projects. The geosynthetic reinforced
required.
product selected meets or exceeds the design shown in systems shall be designed using comprehensive stability
The plans shall depict the required reinforcement strength the contract plans. analyses methods that address both internal and external
based on the maximum allowed spacing of these materials, 5. Soil properties for the material chosen by the contractor stability considerations by a professional engineer registered
the extent and the number of layers of geosynthetic meet or exceed those used in the design shown in the in the Pakistan Engineering Council (PEC) who specialized
reinforcement, vertical spacing of geosynthetic Contract Plans. in Geotechnical engineering. The following design guidelines
reinforcement, orientation of geosynthetic facing details, 6. If a redesign is proposed, verify the design meets the and requirements should be used for the analyses and design.
details at special structures or obstructions, typical requirements of Section 11.2.4 and the Contract Plans.
construction sequence, and top and bottom elevations of the

Index No. 1102
GEOSYNTHETIC DESIGN 1 of 3
11.2.4.2 Requirements Soil Reinforcement Interaction: Unless existing approved 11.2.4.3 Design Guidelines
values are used, pullout resistance for design purposes shall
1. Performance: The design factors of safety used shall be The design guidelines are excerpted from the FHWA
be determined from pullout testing performed by an
adequate to cover all uncertainties in the assumptions Publications (a) No. FHWA-SA-96- 071 "Mechanically
approved testing laboratory. The coefficient of interaction
and design. Required minimum stability factors of safety Stabilized Earth Walls and Reinforced Soil Slopes
(Ci) shall be determined from controlled strain rate pullout
are: Design and Construction Guidelines", and (b) No.
testing. C i is defined by the following relationship:
a. 1.5 against pullout failure. FHWA HI-95-038, "Geosynthetic Design and
b. 1.5 against sliding of the reinforced mass. Construction Guidelines". Designers should refer to these
c. 1.3 against external, deep-seated failure. publications for details.
d. 1.3 against compound failure, i.e., failure behind and
through the reinforcement. Where: 1. Reinforced Slope - see reference (a) FHWA-AS-96-071.
e. 1.3 against internal failure.
Tp = Pullout capacity of reinforcement (lbs/foot of width). Step 1: Establish the geometry and loading - see Figure 11.3:
f. 1.3 against local bearing failure (lateral squeeze).
L = Geosynthetic embedment length (ft.). Geosynthetic Reinforced Soil Slopes.
2. Allowable Tension : The geosynthetic design shall be
based on the following relationships: ón = Effective normal pressure (psf). Step 2: Determine the engineering properties of the insitu
Ö = Effective friction angle of backfill. soils.
The coefficient of interaction should be approximately
constant for a given soil and geosynthetic material over a Step 3: Determine the properties of the reinforced fill and
range of effective normal pressures. If a plot of Ci vs. ó n the retained fill.
Where: indicates that Ci is approximately constant then that value
Ta = The allowable long term reinforcement tension. (Ta shall shall be used for design. If the plot indicates a relatively wide The following values for the backfill soil within the
not exceed 19% variability of Ci over the anticipated range of normal stresses reinforced volume shall be used:
Tult for permanent applications or 29% Tult for temporary then either a single minimum value shall be used for C i or a
For sand backfill: ö= 30°, ã = 105 pcf, c = 0;
applications). Ci corresponding to the effective stress at each expected grid
Tult = The ultimate strength of a geosynthetic. elevation may be used. For crushed limerock backfill: ö= 34°, ã = 115 pcf, c = 0.
Fc = Partial factor of safety for construction damage.
Fd = Partial factor of safety for durability. The coefficient of interaction may be determined by any one Step 4: Evaluate design parameters for the reinforcement.
Fj = Partial factor of safety for joint strength where of the following means:
Step 5: Check unreinforced slope stability.
geosynthetics are connected together or overlapped in the
a. Pullout testing may be performed on the proposed
direction of primary force development. The values of Fj Step 6: Design reinforcement to provide a stable slope.
geosynthetics and actual soil backfill being proposed for the
should be taken as the ratio of the unjointed specimen
construction.
strength to the joined specimen strength. Use Fj = 1.0. Step 7: Check external stability.
CRF = Creep reduction factor. CRF = T ult/Tcreep b. Pullout testing is required for geosynthetic products as part
Tcreep = Serviceability state reinforcement tensile load based Step 8: Evaluate requirements for subsurface and surface
of the Index 1112 approval process. If, in the opinion of the
on minimum 10,000 hour creep tests. water runoff control.
Engineer, the existing approved pullout test data is
These parameters can be found from the Index 1112. representative of the proposed soil backfill and geosynthetic 2. Reinforced Foundation over Soft Soils - see reference
reinforcement, these corresponding Ci values may be used. (b) FHWA HI-95-038.
For applications involving reinforcing slopes with
geosynthetic, Tcreep shall be projected for a design life of 75 Step 1: Define embankment dimensions and loading
years. conditions- see Figure 11.2.

Index No. 1102
Cohesive soils: ågeosynthetic = 2%
Peat: ågeosynthetic = 2 to 10%
Reinforcement modulus is calculated as: J = Tls /

Figure 11.2: Geosynthetic Reinforced Foundations Over ågeosynthetic
Soft Soils
Step 7: Establish geosynthetic strength requirements in the
The minimum spacing between two reinforcements shall be geosynthetic's longitudinal direction.
6 inches but not larger than 12 inches.
Step 2: Establish the soil profile and determine the Step 8: Establish geosynthetic properties.
engineering properties of the foundation soil.
Step 3: Obtain engineering properties of embankment fill Step 9: Estimate magnitude and rate of embankment
materials. settlement.
Step 4: Establish minimum appropriate factors of safety and Step 10: Establish construction sequence and procedures.
operational settlement criteria for the embankment.
This includes stage construction, if needed, and all the
The factor of safety for: Bearing capacity: 1.5 stability analyses for each stage of constructions. The analysis
should be based on the estimated strength of the subsoils at Figure 11.3: Geosynthetic Reinforced Soil Slopes
Global(rotational) shear stability at the end of construction: the end of the previous construction stage.
1.3 Notations:
Step 11: Establish construction observation requirements. H = slope height
Internal shear stability, long-term: 1.5 è = slope angle
Instrumentations such as settlement plates, piezometers, L = length of primary reinforcement
Lateral spreading (sliding): 1.5 and/or inclinometers should be designed to monitor the L' = length of secondary reinforcement, 4' minimum
performance of the construction. The monitoring criteria, Sv = vertical spacing between primary reinforcements, 4'
Settlement criteria: depend upon project requirements maximum
such as the maximum rate of piezometric and/or settlement
Sv' = vertical spacing between secondary reinforcements, 1'
Step 5: Check bearing capacity, global stability (both short change before the next stage of construction can proceed,
maximum
and long term), and lateral spreading stability. etc., should also be established. q = surcharge load
Äq = temporary live load
Step 6: Establish tolerable geosynthetic deformation Geosynthetic Reinforced Soil Slopes dwf = depth to groundwater table in foundation
requirements and calculate the required reinforcement ãr, ãb, & ã = unit weights of soils in reinforced, retained and
modulus, J, based on wide width tensile strength, Tls, tested foundation, respectively
in according to (ASTM D 4595). The geosynthetic ör, öb, & ö = friction angles of soils in reinforced, retained
and foundation, respectively
reinforcement should be designed for strain compatibility
c', cu = cohesion strength parameters of foundation soil
with the weak insitu soil, with creep being a non-design
factor.
Based on type of filled materials, the strains are

recommended as follows:
Cohesionless soils: ågeosynthetic = 5 to 10%

Index No. 1102
11.3 Sound Barriers Upon review of the environmental documents the designer 11.3.3 Noise Abatement Criteria
and the PCGA should identify the noise receptors considered
The insertion loss is the level of noise reduction as a result of
during the noise impact assessment performed.
11.3.1 General Requirements abatement. The desirable insertion loss is 10 dBA or more;
The initial evaluation of noise impacts is made during the A detailed design reassessment of the preliminary noise however, the minimum insertion loss should be 5 dBA for an
feasibility phase of a project. Any preliminary commitments abatement commitments should be conducted for the impacted receiver for abatement to be considered reasonable.
to provide reasonable and feasible noise abatement measures following: If a sound barrier can meet the desired insertion loss for a
on a project are included in the environment Impact reasonable cost or less per benefited receiver site, the barrier
1. Locations of preliminary noise abatement commitments is considered. The average unit cost and the upper limit of
Assessment (EIA) and summarized in the environmental
2. Receptor sites where roadway geometric refinements are the cost per benefited receiver to be used in determining cost
document. The environmental documents and any
likely to change noise impacts reasonableness.
subsequent reevaluations shall be reviewed to identify all
preliminary noise abatement commitments. An addendum to the EIA prepared by the PCGA during Additional costs such as required additional right of way,
Final Design will document the final noise abatement special drainage features, special bridge support and special
Preliminary noise abatement commitments made during the
commitments. foundations associated with the installation of a sound barrier
feasibility phase are subject to change due to refinements
during final design. Designers must consider final roadway should be added to the unit cost if appropriate. If these
11.3.2 Noise Study Report Addendum special features increase the cost per benefited receiver above
grades and horizontal alignments, land use changes, as well as
ground elevation at sound barrier locations. Noise abatement The primary effort related to the reassessment of preliminary the reasonable cost, the decision whether or not to provide a
identified as reasonable and feasible during the feasibility noise abatement commitments during design is the barrier must be made in consultation with the PCGA. Any
phase need to be reassessed against the final roadway preparation of an addendum to the EIA. The reassessment decision to eliminate a sound barrier from consideration
features. The typical feasibility phase assumptions are shall be based on the final roadway geometry and the based on the additional cost of special features will require
appropriate for reasonableness and feasibility decisions but proposed noise abatement design, including sound barrier clear demonstration that the need for such special features
the final design must utilize location specific data that reflects type, location, dimensions and estimated costs. For are associated only with the sound barrier and cannot be
proposed vertical and horizontal locations of the travel lanes consistency, the Final Design reassessment should be mitigated by other considerations.
and sound barriers. The designer shall provide the top of wall conducted using the latest version of the FHWA’s Traffic
If a minimum of 5 dBA insertion loss cannot be achieved at a
elevation for both minimum and desirable insertion Noise Model (TNM).
receiver, that receiver is not benefited; therefore, it cannot be
reductions as described below. The designer shall coordinate considered in the cost effective calculation to determine the
Noise abatement measures are considered when noise levels
with the PCGA and/or Environmental Protection reasonableness of that barrier. The PCGA should thoroughly
at a receptor(s) approach or exceed the noise abatement
Department to ensure proper analysis and public investigate the scenarios required to meet the desirable
criteria or substantially exceed existing noise levels.
involvement occurs during final design. insertion loss of 10 dBA at reasonable cost particularly where
The noise abatement criteria are listed in Table 11.5. design changes or the consideration of special features
If no noise abatement is identified in the EIA document or
Approaching the criteria means within 1 dBA of the noise require cost or abatement level reanalysis. Under normal
any subsequent environmental re-evaluations, no further
abatement criteria. A predicted increase of 15 dBA or more is conditions sound barriers shall not exceed the following
effort is required during final design. However, it may still be
considered substantial. Noise abatement is generally only heights:
necessary to evaluate construction noise and vibration
considered for Activity Categories ‘A’ and ‘B’. Preliminary
impacts and develop any special provisions to be included in 1. For sound barriers at the right of way line or outside the
noise abatement commitments are documented in the
the plans. clear zone use a maximum height of 22 feet (6.7 m).
original EIA.
2. For sound barriers on bridge and wall structures use a

maximum height of 8 feet (2.4 m).

Index No. 1103
SOUND BARRIERS 1 of 3
3. For sound barriers at the shoulder point, mounted on natural ground elevations at the base of the barrier fluctuate, Table 11.5: Noise Abatement Criteria
embankments only, use a maximum height of 14 feet (4.3 m). even in flat terrain. Therefore, the designer should provide
[Hourly A-Weighted Sound Level-decibels (dBA)]
plan details that make clear to the contractor the final barrier
Use of barrier heights greater than these shall require a top elevations, foundation step locations and post spacing. Activity Abatement Description of Activity Category
Design Variation. Justification for a variation should include, Category Level
as a minimum, a description of site conditions requiring the When an otherwise continuous barrier is broken resulting in (in LAeq)
increased height and a comparison to the standard height of a horizontal separation between the barriers, it is often FHWA
both insertion loss and cost per benefited receiver. necessary to overlap the barriers to reduce insertion loss A 57 Lands on which serenity and quiet are of
degradation. Applications of this occur when the mainline extraordinary significance and serve an
The designer should provide analytical results to the PCGA barrier is located at the right of way line, but must be moved important public need and where the
evaluating barrier heights necessary to achieve minimum, preservation of those qualities is
to the shoulder point at a bridge location. This may also
desired and optimum insertion loss. The optimum barrier essential if the area is to continue to
occur at interchanges when transitioning from the mainline serve its intended purpose
height should be most cost effective in consideration of noise to a ramp. The overlap distance of sound barriers is generally B 67 Picnic areas, recreation areas,
reduction benefits per unit cost of the barrier. An evaluation equal to four times the separation; however, an analysis by playgrounds, active sports areas, parks,
matrix is suited to this type of comparative analysis. The the PCGA is necessary to determine the optimum overlap. residences, motels, hotels, schools,
evaluation matrix should consider an appropriate range of The need or effectiveness of a sound barrier in the infield churches, libraries, RV parks, day care
sound barrier configurations (height, length and roadway area of an interchange should be reviewed as well during final centers and hospitals.
offset) that provide the desirable insertion loss (10 dBA) per design. The attenuation of ramp traffic may provide adequate C 72 Developed lands, properties, or activities
impacted receiver and the minimum insertion loss (5 dBA) not included in
insertion loss when considering the intersecting roadway’s Categories A and B above.
per impacted receiver. The number of benefited receivers noise contribution. D Undeveloped lands.
should be identified and the cost per benefited receiver
E 52 Residences, motels, hotels, public
calculated for each configuration evaluated. If a sound barrier Maintenance access and clear zone must be considered when
meeting rooms, schools, churches,
configuration can provide the desirable insertion loss (10 selecting barrier termini details. libraries, hospitals, and auditoriums.
dBA) at a reasonable cost, then it should be provided. If this
is not achievable, the designer should select a sound barrier Other noise abatement techniques that may be considered to 11.3.4 Public Involvement
configuration that optimizes insertion loss per impacted supplement or replace sound barrier walls are:
The identification and design of noise abatement measures
receiver and cost per benefited receiver. The designer should
1. Traffic management measures (e.g., traffic control during the project design phase will require additional public
always provide a recommendation with the evaluation. The
devices and signing for prohibition of certain type involvement efforts and will be especially important in the
designer should also coordinate with the PCGA to ensure
vehicles, time use restrictions for certain type vehicles, establishment of sound barrier design features such as barrier
that the sound barrier design meets appropriate structural
modified speed limits, and exclusive lane designations); texture. Public coordination is often necessary to finalize
design standards and that construction is feasible and
2. Alteration of horizontal and vertical alignments; barrier locations, heights and aesthetic features, especially if
achievable.
3. Acquisition of property rights for construction of sound there are substantial changes to prior commitments.
The height of the sound barrier is measured from the ground barriers by donation, purchase or condemnation;
4. Acquisition of the balance of a noise-sensitive property Coordination with the Public Coordinator in obtaining
elevation to the top of theXbarrier. Tall sound barriers are
from which there is a taking, if acquisition is less additional input during the final design of the sound barrier is
seldom necessary at the top of roadway embankments or
expensive than other methods; required.
berms since the elevation of the embankment contributes to
the effective height of the barrier. In addition, changes in the 5. Acquisition of right of way for landscaping adjacent to
When a barrier is warranted, a written survey shall be
vertical grade of the top of the barrier should begradual and sound barriers and for buffer zones.
conducted to establish whether a numerical majority of the
abrupt changes in barrier heights should be avoided. Often benefited receivers are in favor of the construction of the

Index No. 1103
barrier. If they are not in favor, the PCGA may choose not to Protection Department and or PCGA will ensure that the 11.3.8 Detail Drawings
build it. If agreement cannot be reached by a neighborhood final noise abatement commitments are reflected in the
The designer shall prepare Detail Drawings showing the
on the use of sound barriers, the decision to provide them or reevaluation of the environmental document.
specific details required for the implementation of the
not will rest solely with the PCGA. This survey will usually
11.3.6 Geotechnical Investigation selected Design Standard barrier type. All barrier
be conducted during the design phase although it is possible
components such as: foundations, posts, panels, etc. shall be
that a survey could be conducted during the feasibility phase. Once the barrier location, alignments, height and minimum fully detailed for construction. The designer or project
Survey issues should be coordinated with the Environmental thickness are determined, the soil exploration should be manager shall establish the project requirements for sound
Protection Department. undertaken. barriers and include commitments made during the feasibility
Sound barriers located on arterial roadways can potentially phase or during the design phase public involvement. Project
11.3.7 Preparation of Control Drawings
impact access. The ability to construct an effective sound requirements may include color, textures, graphics, post
barrier(s) can depend on an individual property owner’s The initial set of drawings to be prepared by the designer is spacing (3 m or 6 m), absorptive vs. reflective surface, flush
willingness to sign a right of way indenture allowing access to referred to as Control Drawings. vs. recessed panels, etc. The project requirements shall be
be cut off or modified. listed in the plans.
By preparation of these drawings, the EOR shall provide all
For these type projects it is general practice to obtain a control parameters such as alignments, limits, notes, etc., and
written statement from each affected property owner shall provide all the information which is common to all wall
demonstrating support for the sound barrier. If an adjacent types including but not necessarily limited to:
property owner(s) declines to sign the indenture the PCGA
1. Barrier alignments (horizontal and vertical)
shall re-evaluate the effectiveness of noise abatement on the
2. Barrier limits (beginning and ending)
project segment considering alternate sound barrier layouts.
3. Location of all existing utilities (overhead and/or
If insertion loss criteria cannot be met, the PCGA shall
underground in the vicinity of the proposed barrier)
document in the EIA Addendum that the barrier is not
4. Location of fire-access openings
feasible.
5. Location of drainage openings
11.3.5 Final Noise Abatement Commitments 6. Sound barrier graphics details
7. General Notes
During the final design phase, the noise abatement locations, 8. "Report of Core Borings" (Soil Information Data)
sound barrier types, lengths and heights will be determined. 9. Quantities (barrier area as described below for payment
The final noise abatement commitments must be purposes only; the itemized quantities such as concrete
documented in the environmental reevaluation and the EIA volume, etc., shall be provided in the specific drawings)
study report addendum prior to construction advertisement. 10. All other information that may be construed to be of
general nature
It should also contain a description of the methodology for
NOTE: The barrier area for bidding purposes shall be
selecting final sound barrier dimensions including any
the area bounded by the barrier limits (beginning and
evaluation matrix(s) used.
ending), the top of the barrier, and the bottom of the
A copy of the EIA addendum, a summary of proposed lowest panel between posts. This is the vertical surface
sound barrier and a summary of the public involvement area that can be seen on an elevation view plus the
regarding noise abatement that took place during the design portion of the lowest panel which is buried.
effort will be provided to the PCGA. The Environmental

Index No. 1103
11.4 Retaining Walls The following sections refer to the structures submittal wall height and soil reinforcement length for each
procedure. For projects where there are no bridges, the different wall height (0.5 m increments).
roadway designer shall adjust the procedure as required for 5. Review of internal stability design as provided by the wall
11.4.1 Purpose
the roadway project. companies.
The purpose of this section is to give the designer an 6. Establishment of allowable bearing pressures.
understanding of the procedure to develop retaining wall 11.4.2 Conventional (C.I.P.) Retaining Walls
plans. A step-by-step method to develop and organize the The normal failure modes to be investigated are for
and Proprietary Retaining Walls developing retaining wall plans follow.
retaining wall plans is presented. An example of retaining
wall plans is included. (Permanent Walls)
11.4.2.1 Retaining Walls (Conventional Design)
If the difference in height between the ground levels to be The policy is to provide either a set of conventional retaining
1. Initial Design Submittals / 30% Plans
supported is 5 ft (1.5 m). or less, a gravity retaining wall is wall plans or the "preapproved standard details" for all the
generally the most efficient structure to be used. For details proprietary walls that are technically appropriate for the site The Initial Design Submittals shall discuss and justify the
of gravity retaining walls see the Index No. 1120. for all projects where walls are not supported on piles. use/non-use of conventional retaining walls. If the use of
Projects where walls are supported on piles only require a conventional retaining walls is applicable to the site and
When the difference in height between the ground levels to conventional pile supported wall design or a pile supported economically justified, it may be the only design required or it
be supported exceeds 5 ft (1.5 m)., then either a reinforced proprietary wall design. Omission of conventional retaining may be an alternate to a proprietary design. The 30% Plans
cast-in-place (C.I.P.) concrete cantilever retaining wall or a walls is possible if adequate justification is provided. submittal shall contain a location plan, plan and elevation of
proprietary retaining wall is required. walls showing vertical and horizontal alignment, cross
Proprietary retaining wall design plans are not required in the
sections and details. The plans shall denote location of
Roadside barriers are generally required to shield vertical contract plans for normal uncomplicated wall projects. If the
drainage inlets, utilities, sign structures, lights and barrier
drop-offs created by retaining walls in fill sections. Handrails proprietary walls are experimental, exceed 40 ft (12 m) in
joints. Specifically the submittal package shall include:
or fences for bicyclists and pedestrians are also generally height, are subject to unusual geometric or topographic
required when retaining walls are located within the right of features or, by the geotechnical report, will be subjected to a. Plan:
way. This requirement must be addressed for retaining walls excessive settlement, or environmental conditions, they may
in fill sections as well as at the top of retaining walls in cut be required to have fully detailed design plans in the contract A plan view of the wall and footings which indicate pertinent
sections. In cut sections, the character and use of the set. dimensions, boring locations and horizontal alignment.
adjoining property shall be considered when selecting the
The success of this method of producing and letting wall b. Elevation:
type of protection required. See Chapter 3 of this manual
for pedestrian and bicycle requirements. plans is highly dependent on complete, accurate and
informative Control Plans. The importance of the A front view of the wall which indicates pertinent
Geotechnical Engineer's role in this scheme cannot be dimensions and elevations, sign and lighting structures
In general, proprietary retaining walls should be utilized for
locations, drainage structure locations and flow line
projects when the exposed surface area of the walls exceeds emphasized enough and shall include the following
responsibilities: elevations, location of section views and vertical alignment.
1000 square ft (305 Sq. m). and sufficient room for the earth
reinforcement system is available; however, site specific c. Sections:
conditions must always be considered when determining the 1. Borings.
type(s) of wall to be designed. Proprietary precast walls other 2. Soils Report. Sections taken through the wall to better indicate dimensions
than MSE walls should be used as an alternate to C.I.P. walls 3. Wall Type recommendation. and elevations.
when sufficient room for soil reinforcement is not available. 4. For Proprietary Walls: external stability analysis,
minimum soil reinforcement length vs. wall height for d. General Notes including:
external stability, maximum bearing pressure for each

Index No. 1104
RETAINING WALLS 1 of 3
d. Estimated Quantities:
1. Design Toe Pressure Estimated quantities for items incorporated in the wall, 8) Table showing soil reinforcement length vs. wall
2. Environmental Classification reinforcing bar list and standard bar bending sheet. height (for external stability)
3. Concrete - (Strength and Class) 9) Design parameters - Load and Resistance
4. Reinforcing Steel - (Grade) The Structures Design Office has prepared Index No. 1128 Factors
5. Design Method for use in conventional cantilever retaining wall designs. 10) Sections thru wall showing offset control point,
6. Soil Design Parameters for both the in situ and backfill pay area, ditches, sidewalks, superelevation and
11.4.2.2 Retaining Walls (Proprietary Design)
materials other unusual features
7. Load and Resistance Factors (Design Required in Contract Plans) 11) Ranges of wall systems applicable to the portion
The following procedure for plans preparation should be of the project defined by the plan and elevation
2. 30% Plans: sheet.
followed if the walls are required to be fully detailed in the
contract plans. d. Soil Profile Sheet
The 30% Plans shall be submitted for approval and
e. General Details showing:
development of the plans continued towards the 90% Plans
1. 30% Plans 1) Wall/end bent cap interface
submittal.
2) Barrier and coping to wall interface
The initial design submittals shall discuss and justify the use 3) Pile, inlets and pipe conflicts with soil
3. 90% Plans:
of proprietary retaining walls. The 30% Plans shall contain reinforcement and slip joint details
The 90% Plans submittal shall be further developed to preliminary Control Plans. It will not be necessary for these f. Preapproved Standard Drawings.
include, in addition to the information required for the 30% Plans to contain pay items and standard drawings; however, 2. 90% Plans
Plans, the following: they shall include, but not be limited to, the following
information: Upon receipt of the proprietary design plans, the designer
a. Plan: shall review the design and incorporate the wall plans into
a. Key Sheet the contract set. The plans from the wall companies, control
A plan view of the wall and footings which indicates b. General Notes Sheet plans and wall company standard drawings shall constitute
pertinent dimensions; reinforcing steel locations, cover and 1) General notes the 100% Plans.
spacing in footings; and boring locations, back of wall 2) In situ soil characteristics
drainage details and horizontal alignment. 3) Design parameters 11.4.2.3 Wall System Selection
4) Applicable wall systems
b. Elevation: Using the site-specific geotechnical information, the designer,
c. Plan and Elevation Sheet:
in cooperation with the PCGA, will determine all wall system
A front view of the wall which indicates pertinent 1) Horizontal and vertical alignment
requirements.
dimensions and elevations; location of section views; 2) Limits of wall
reinforcing steel location, cover and spacing; back of wall 3) Utility locations Design considerations include short term and/or long term
drainage and flow lines; vertical alignment; and locations of 4) Plan view of wall settlement, differential settlement (both longitudinal and
construction and expansion joints. 5) Elevation view of wall (showing existing and from front of wall to end of concrete stems or soil
proposed ground lines, elevations at 30 ft. reinforcement (rotation)), and global stability.
c. Sections: intervals at top of wall, wall embedment
(maximum elevation at top of leveling pad) and Determine Permanent Retaining Wall Design to:
Sections taken through the wall to better indicate dimensions, beginning and end of wall stations)
reinforcing steel locations, concrete cover for rebars and 1. Plan requirements
6) Boring locations
elevations. 2. Concrete Class, Concrete Cover, and Wall Type
7) Quantity (pay area of walls)

Index No. 1104
11.4.3 Critical Temporary Walls allowed. Connection of soil reinforcement to piles or
bearing against piles shall not be allowed.
A critical temporary wall is one that is necessary to maintain
6. Corner panels shall be used at all locations where walls
the safety of the traveling public, or structural integrity of
are deflected horizontally 5 degrees or more.
nearby structures and utilities for the duration of the
7. Compare proposed reinforced fill characteristics with
construction contract. Traffic lanes located either above or
design fill characteristics. Inplace 0moist density of
below a grade separation and within the limits shown in
backfill may vary by + 5 pcf, and the internal friction
Figure 11.4, will require the design of a critical temporary
angle may be 1° less than the design values (as shown in
wall. Critical temporary walls shall be designed in accordance
control plans) before a check of the wall design is
with this chapter, and the AASHTO LRFD Bridge Design
required. If the internal friction angle is greater than the
Specifications.
design value then a redesign is not required.
Generally temporary walls should be either mechanically 8. Review proprietary wall internal stability design
stabilized earth (MSE) walls or steel sheet pile walls. calculations.
9. Verify soil reinforcement lengths.
Critical temporary proprietary MSE walls shall comply with 10. Confirm wall embedment.
Index No. 1125 and require generic design details in the 11. Verify panel types and thickness are consistent with
contract plans. The plans format shall be in accordance with contract plans.
Section 11.4.2.1 and 11.4.2.1. Include control drawings and Figure 11.4: Location of Critical Temporary Wall with 12. Soil reinforcement lengths shall be the same from top to
the completed Temporary Retaining Wall System Data Respect to Traffic Lanes bottom of wall at any section. The diameters of the
Tables. longitudinal and transverse bars of any given mesh
11.4.5 Shop Drawing Review
reinforcement shall be equal. The cross section of any
The final design details shall be submitted in the shop Conventional C.I.P. retaining walls do not require shop soil reinforcement shall not vary along its length.
drawings. drawings; however, proprietary retaining walls require shop 13. Check stress level in soil reinforcement and connections.
Critical temporary sheet pile walls require complete design drawings in accordance with Chapter 1. 14. Check steel strap soil reinforcement and consider the
details in the contract plans. following for long straps:
The shop drawing reviewer shall be experienced in the a. One splice shall be permitted for steel strap soil
Include control drawings or tables with wall limits, minimum requirements, design and detailing of proprietary wall plans. reinforcement in excess of 32 feet (9.75 m) in length.
section modulus per foot, minimum moment of inertia per The consultant or PCGA shall review but not be limited to b. Splice connection shall be Bearing-Type connections
foot, minimum material properties, and minimum tip the following items: designed in accordance with the latest AASHTO
elevations. Provide a construction sequence and appropriate 1. Verify vertical and horizontal geometry with contract LRFD Bridge Design Specifications.
details if tiebacks are required, including anchors, Wales, and plans. c. Bolts shall be hot-dip galvanized ASTM A325 with
deadmen or pullout resistance for grouted anchors. 2. Verify details with MSE wall suppliers’ standard details in appropriate washer and nut.
contract plans. d. Corrosion rates for connections.
11.4.4 Bidding Procedure e. Holes shall be punched or drilled before galvanizing.
3. Soil reinforcement placement in acute corners shall be
The conventional C.I.P. walls shall be bid as Concrete detailed. f. Strap extension shall be greater than ¼ of the total
(Retaining Wall) and Reinforcing Steel (Retaining Wall). 4. Slip joints shall be at all bin wall and standard MSE wall strap length.
Conventional walls may be bid as an alternate to proprietary interface locations.
walls if the site conditions justify conventional walls. 5. Soil reinforcement shall be detailed at all obstructions.
Cutting or kinking of soil reinforcement shall not be

Index No. 1104
515 1116
19.5m 19.5m 19.5m 19.5m
1.0m
1115
1112
1115
approved practices.
1116

Index No. 1111
REMOVAL OF ORGANIC AND PLASTIC MATERIAL 1 of 2
7.3m
0.46m.
15cm 15cm
7.3m 7.3m 7.3m

7.3m
3.65m
3.65m
7.3m
15cm
0.46m

Index No. 1111
REMOVAL OF ORGANIC AND PLASTIC MATERIAL 2 of 2
0.3m
0.9m 0.3m
0.3m
0.9m
1.2m
0.3m
0.3m
0.3m 0.3m

Index No. 1112
GEOSYNTHETIC REINFORCED SOILS 1 of 9
0.9m
15cm

Index No. 1112
0.9m

Index No. 1112
0.9m

Index No. 1112
0.9m

Index No. 1112
0.9m

Index No. 1112
0.9m

Index No. 1112
0.9m

Index No. 1112
0.9m

Index No. 1112
0.75m
125cm
125cm
30cm
30cm
125cm
1111 or 1116
11.2m
125cm
125cm
30cm
30cm
60cm 114
45cm.

Index No. 1115
EMBANKMENT UTILIZATION 1 of 4
0.75cm
125cm
125cm
30cm
30cm
10cm
5cm
30cm
125cm
30cm
60.6m; 1111.
45cm

Index No. 1115
0.75cm
125cm
125cm
30cm
30cm
125cm
30cm
60.cm; 1111.
45cm.

Index No. 1115
0.75cm
150cm
150cm
150cm
7.62cm 15cm.

Index No. 1115
0.6m
10cm
60cm
10cm
10cm
10cm
1115.
60cm to 45cm.

Index No. 1116
MISCELLANEOUS EARTHWORK DETAILS 1 of 1
4.
5.
4)

Index No. 1120
GPAVITY WALL 1 of 1
Designer
Designer.
Pakistan Engineering Council

Index No. 1125
TEMPORARY RETAINING WALL SYSTEMS 1 of 1
Index No. 1128
RETAINING WALL - CAST IN PLACE 1 of 2
Index No. 1128
RETAINING WALL - CAST IN PLACE 2 of 2
A
P
P
E
APPENDICIES D
I
C
ES
APPENDIX A
PLAN PREPARATION GUIDELINES
TABLE OF CONTENT
A.3.1 General .................................................................................................................. 7
A. Plan Preparation Guidelines .................................................................................................. 3 A.3.2 Intersections .......................................................................................................... 7
A.1 Project Layout ................................................................................................................ 3 A.3.3 Curb Returns .......................................................................................................... 7
A.1.1 General ................................................................................................................... 3 A.3.4 Ramps .................................................................................................................... 7
A.1.2 Alignment Sheet Sequence .................................................................................... 3 A.3.5 Spline Grade........................................................................................................... 8
A.1.3 Survey Reference Points ........................................................................................ 3 A.3.6 Superelevation ....................................................................................................... 8
A.1.3.1 General Notes ....................................................................................................................3 A.3.7 At-Grade Railroad Crossings .................................................................................. 8
A.2 Roadway Plan and Roadway Plan-Profile ...................................................................... 4 A.4 Back-of-Sidewalk Profiles .............................................................................................. 8
A.2.1 General ................................................................................................................... 4 A.4.1 General .................................................................................................................. 8
A.2.2 Roadway Plan Portion ............................................................................................ 4 A.4.2 Sheet Setup ............................................................................................................ 8
A.2.2.1 Centerline ............................................................................................................................4 A.4.3 Required Information ............................................................................................ 8
A.2.2.2 Horizontal Curves..............................................................................................................4 A.5 Typical Sections ........................................................................................................... 10
A.2.2.3 Existing Topography .........................................................................................................4 A.5.1 General ................................................................................................................ 10
A.2.2.4 Reference Data ...................................................................................................................4
A.5.2 Mandatory Information ....................................................................................... 10
A.2.2.5 Construction and Project Limits .....................................................................................5
A.6 Roadway Cross Sections .............................................................................................. 11
A.2.2.6 Drainage Structures and Bridges .....................................................................................5
A.6.1 General ................................................................................................................ 11
A.2.2.7 Plan Layout .........................................................................................................................5
A.6.2 Required Information .......................................................................................... 11
A.2.3 Roadway Profile Portion ........................................................................................ 6
A.6.3 Sheet Set Up ........................................................................................................ 11
A.2.3.1 General Data.......................................................................................................................6
A.7 Intersection and Interchange Details/Layouts ............................................................ 13
A.2.3.2 Vertical Alignment .............................................................................................................6
A.7.1 General ................................................................................................................ 13
A.2.3.3 Grades..................................................................................................................................6
A.7.2 Intersections ........................................................................................................ 13
A.2.3.4 Superelevation and Special Profiles ................................................................................6
A.2.3.5 Other Profile Features ......................................................................................................6 A.7.3 Interchanges ........................................................................................................ 13
A.2.4 General Notes for Roadway Plan and Roadway Plan- Profile Sheets .................... 7 A.7.3.1 Geometric Layout ........................................................................................................... 13
A.7.3.2 Ramp Terminal Details................................................................................................... 14
A.3 Special Profiles ............................................................................................................... 7
A.7.3.3 Cross Section Pattern Sheet .......................................................................................... 14 A.11.2.4 Ditch Cross Sections .................................................................................................. 19
A.8 Drainage Structures ..................................................................................................... 15 A.11.3 Retention or Detention Areas ............................................................................. 19
A.8.1 General ................................................................................................................. 15 A.11.3.1 Pond Detail Sheet ....................................................................................................... 19
A.8.2 Required Information........................................................................................... 15 A.11.3.2 Typical Section ............................................................................................................ 19
A.8.3 Utility Conflicts ..................................................................................................... 15 A.11.3.3 Pond Cross Sections................................................................................................... 20
A.8.4 Sheet Setup .......................................................................................................... 15 A.11.4 Mitigation Areas .................................................................................................. 20
A.8.5 Drainage Structure Notes..................................................................................... 15 A.12 Temporary Traffic Control Plan ................................................................................... 20
A.9 Drainage Map and Bridge Hydraulic Recommendation Sheet .................................... 16 A.12.1 General ................................................................................................................ 20
A.9.1 Drainage Map ....................................................................................................... 16 A.12.2 Required Information .......................................................................................... 20
A.9.1.1 Plan Portion ..................................................................................................................... 16 A.12.3 Levels of Complexity to be Anticipated for Temporary Traffic Control Plans ..... 20
A.9.1.2 Profile Portion ................................................................................................................. 16 A.12.3.1 Level I ........................................................................................................................... 20
A.9.1.3 Flood Data Summary Box ............................................................................................. 16 A.12.3.2 Level II ......................................................................................................................... 20
A.9.1.4 Interchange Drainage Map ............................................................................................ 17 A.12.3.3 Level III ........................................................................................................................ 21
A.9.1.5 Bridge Hydraulic Recommendation Sheet .................................................................. 17 A.12.4 Format ................................................................................................................. 21
A.9.1.6 Required Information on BHRS .................................................................................. 17 A.13 Utility Adjustments ...................................................................................................... 22
A.9.2 Drainage Map Notes ............................................................................................ 17 A.13.1 General ................................................................................................................ 22
A.10 Summary of Drainage Structures and Optional Materials Tabulation......................... 18 A.13.2 Required Information .......................................................................................... 22
A.10.1 Summary of Drainage Structures ......................................................................... 18 A.13.3 Sheet Format ....................................................................................................... 22
A.10.1.1 Sheet Setup and Data................................................................................................. 18 A.13.4 General Notes for Utility Adjustments ................................................................ 22
A.10.2 Optional Materials Tabulation ............................................................................. 18 A.14 Selective Clearing and Grubbing.................................................................................. 23
A.11 Lateral Ditch/Outfalls, Retention/Detention and Mitigation Areas ............................ 19 A.14.1 General ................................................................................................................ 23
A.11.1 General ................................................................................................................. 19 A.14.2 Required Information and Sheet Set Up ............................................................. 23
A.11.2 Lateral Ditch/Outfall ............................................................................................ 19 A.14.3 Standard Symbols and Notes............................................................................... 23
A.11.2.1 Plan Portion ................................................................................................................ 19 A.15 Special Details .............................................................................................................. 23
A.11.2.2 Profile Portion ............................................................................................................ 19 A.15.1 General ................................................................................................................ 23
A.11.2.3 Typical Section ............................................................................................................ 19
A. Plan Preparation Guidelines Beginning and ending stations for project, construction and
ramps shall be flagged and labeled, including equations and/or
exceptions.
A.1 Project Layout
A.1.3 Survey Reference Points
A.1.1 General Generally, survey reference points should be shown on the
The project layout sheet (or sheets) shows the horizontal project layout sheet just beneath the alignment sheet sequence
alignment and plan or plan-profile sheet sequence and plan or where other space allows. Baseline survey and reference
numbering for the project. This is an optional sheet, to be points, with all ties, shall be clearly indicated. Complete length
included in the plans set at the discretion of the PCGA. The of survey baseline between two consecutive reference points
project layout sheet can prove to be of great advantage for large need not be shown. Each reference point shall be clearly
or complicated projects involving large interchanges with a labeled, beginning at the first reference point within the limits
number of diverging routes. If included in the plans set, this of the project, and progressing in the direction of stationing.
sheet should also show all survey reference points and list all Usually, reference points need not be drawn to any particular
general notes applicable to the project. scale, but distances and angles shown shall be proportionate.
The layout sheet shall be prepared on a standard plan format Care should be taken to ensure that clarity and legibility are
sheet. Scale shall be such that clarity and legibility are preserved. maintained.
North arrow and scale shall be shown at a point of maximum
visibility on the sheet. For large, complicated projects, more A.1.3.1 General Notes
than one sheet may be required to clearly depict all required When the layout sheet is included in the plans set, applicable
information. Appropriate match lines shall be shown if more general notes should be included on the layout sheet instead of
than one sheet is required. the first plan-profile sheet to help simplify the plan profile
sheets. If the general notes for the project are numerous
A.1.2 Alignment Sheet Sequence enough that putting them on the layout sheet (or the first plan
Complete project alignment with baseline of survey and/or sheet) becomes prohibitive, then a separate General Notes
centerline of construction shall be shown. Edge of pavements Sheet may be used (See Exhibit GN-1).
shall be shown if scale permits. Outlines of the plan, or plan-
profile sheets shall be superimposed on the alignment to depict Refer to Section A.2 for general note requirements and a list of
the sheet sequence with relation to the alignment stationing. standard general notes.
Each sheet outline shall contain the appropriate plan sheet
number. The order of plan/plan-profile sheet numbering shall
be as follows:
1. Mainline (for widely separated roadways, the right roadway

in the direction of stationing takes precedence)
2. Crossroads
3. Ramps
4. Frontage roads
5. Access roads
A.2 Roadway Plan and Roadway Plan-Profile Station numbers should be placed close to tick marks for scales A.2.2.2 Horizontal Curves
up to and including 1:600 and outside the R/W lines for PC and PT points of horizontal curves shall be indicated by
A.2.1 General smaller scales. small circles. Short radial lines shall be drawn from these points
The roadway plan sheet shows the project’s complete and identified. PI's shall be noted by the use of a small triangle
In cases where the construction centerline does not coincide with a short section of tangent on either side. Care must be
horizontal alignment. The plan profile sheet shows the project's
with the survey baseline, the construction centerline shall be taken in the clipping of plan sheets to properly orient the
complete horizontal and vertical alignments. Various roadway
identified with complete alignment data and ties to the survey horizontal curves within the plan view. In cases where the
elements such as pavement width, medians, paved shoulders,
baseline. However, the construction centerline need not be
curbs, drainage elements, tapers, turn provisions, and curve extends over more than one sheet, the curve data shall be
shown when it is uniformly offset from the survey baseline for
intersecting roadways, are also shown on these sheets. repeated on each sheet showing the curve.
the entire length of the project, and is shown on the typical
Roadway plan and roadway plan-profile sheets shall be sections. All station equations shall be included. These include Complete curve data shall be shown for each horizontal curve
prepared on standard formatted sheets. Plotting should equations occurring on the survey baseline and those equating using the following format:
typically be done at a horizontal scale of 1:480 or 1:600 for the survey baseline and construction centerline.
urban jobs. For rural jobs, the scale should typically be from CURVE DATA
A north arrow and scale shall be shown at a point of maximum
1:1200 or 1:2400 horizontally, depending on the project specific PI (Station)
visibility, preferably in the upper right portion of the plan view.
details. Δ (Delta Angle with Direction)
D (Degree of Curve)
If a project layout sheet is not included in the plans set, T (Tangent Length)
provision shall be made on the first plan-profile sheet to show L (Length of Curve)
applicable general notes. Refer to Section A.2.4 for a list of R (Radius Length)
general notes. PC (Station)
PT (Station)
A.2.2 Roadway Plan Portion e (Superelevation Rate)
A.2.2.1 Centerline A.2.2.3 Existing Topography

The baseline survey and/or centerline of construction should All existing topography shall be shown. Existing roads, streets,
be centered in the plan portion of the sheet, with stationing drives, buildings, underground and overhead utilities, walls,
running from left to right. For resurfacing projects, simple curbs, pavements, fences, railroads, bridges, drainage structures
projects, or sections of a project without a profile view, and similar items shall be plotted and labeled. Streams, ponds,
“stacking” multiple plans on one sheet is generally permitted if lakes, wooded areas, ditches and all other physical features shall
clarity and legibility are maintained. When multiple plan views also be shown.
are shown on a plan sheet, they shall be stacked from top to All existing utilities shall be shown on the plan and noted by an
bottom. When alignment includes horizontal curves, the appropriate symbol. If the type of utility is unknown it should
centerline should be positioned on the sheet to avoid breaks or be labeled as such. Existing gasoline storage tanks within limits
match lines (except at the beginning or end of the sheet). of topographical survey shall be located and illustrated.
A "tick" mark shall be placed on the upper side of the
A.2.2.4 Reference Data
centerline at every station. In addition, intermediate ticks shall
Bearings, in the direction of stationing, shall be shown for all
be placed as shown in Figure A-1. Intermediate ticks should be
Figure A-1: Centerline Station Numbering and Tick tangent sections.
about half the length of those at each station.
Marks
Station equivalencies, angles with mainline centerline and/or
bearings in the direction of stationing of the crossroad shall be
shown for all roads and streets intersecting or crossing the shall be shown. (Box and three-sided culvert lengths shall be At locations along the alignment where traveled way
project. shown on the drainage structure sheets). dimensions change, or begin to change, the station and
dimensions of the traveled way shall be shown.
All the survey reference points shall be shown (if layout sheet is Box and three-sided culverts (single or multiple) of 20 feet total
not included in plans set) at locations removed from the span or more between inside faces of end supports, measured Curb, curb and gutter, traffic separators, sidewalks, curb ramps,
centerline. along the center of the roadway, shall be designated as bridge retaining walls, etc. shall be shown.
culverts and shall be identified by both a bridge number and a
If section lines or city limits are encountered within the limits drainage structure number. The beginning and ending stations Stations of return points shall be shown in tabular form or
of the project, the intersection shall be tied by station and (outside wall to outside wall) shall be flagged. shown on the plan, unless shown on an intersection detail
angle/bearings to the baseline of survey. sheet. Offsets shall also be shown, if not governed by a typical.
Proposed bridges and approach slabs shall be shown by simple
A.2.2.5 Construction and Project Limits outline. Bridges shall be identified by bridge number and their Station of radius points of traffic separator or median curb at
Proposed construction and project limits shall be indicated in beginning and ending stations noted by station flags. median openings shall be shown in the plan. Elevation of these
the plans. The limits to be flagged and stationed are: points shall also be shown if not shown in the intersection
The beginning and ending stations of approach slabs shall be details sheet or unobtainable in plans.
1. Begin and end of project, and begin and end of noted. A short section of lateral ditch/outfall centerline shall be
construction where construction limits are other than shown, when appropriate, on the roadway plan-profile sheet, Control radii for traffic turns that set median nose locations
project limits. If plans cover more than one project, the together with a note referring to lateral ditch/outfall sheets for shall be indicated, unless shown on the intersection detail sheet.
limits of each shall be clearly identified by station and details.
Station of end of curb and gutter at side street intersections
Project ID. Limits identification shall be shown both in
plan and in profile. The proposed drainage system is indicated by showing storm (when end is not at a return point) shall be shown with
It is the responsibility of the designer to set the project and drain pipes with a single line, and the outline of inlets, proposed gutter grade elevation of these points.
construction limits. If the plans cover more than one manholes and junction boxes. The outline of structure bottoms
Limits of pavement and grading at side street intersections shall
project or are part of a corridor improvement, the project may be shown at the designer’s discretion. The pipe size and
be indicated.
limits should be at the beginning of the full typical sections, length between structures shall be given. Structure numbers
with any construction (transitions, etc.) outside these limits shall be provided for inlets, manholes, junction boxes and When incidental construction extends beyond the right of way
being within the construction limits. Examples of types of special structures. lines, construction permit may be required and should be
work that may fall within construction limits but outside shown on the plan sheets.
project limits are feathering, friction course, guardrail, A.2.2.7 Plan Layout
drainage work and signing and marking work. Right of way lines shall be shown. Right of way shall be Limits of wetlands shall be shown based on permit or
2. The limits of project breakdown necessary for separation dimensioned only if the applicable typical section shows a regulatory requirements.
of length and quantities. varying dimension from the baseline or centerline. Dimensions
of the R/W line shall be from the centerline or baseline, if All utilities shall be shown in the plan. All major utilities that
3. The limits of each type of construction classification where
survey and construction lines are parallel; otherwise it shall be have been field verified Projects with minor utility work or
more than one type is involved, such as, new construction,
dimensioned from the construction centerline. impacts may include these features on the roadway plan or
resurfacing, bridge work, widening, and milling.
plan-profile sheets.
4. The begin and end of exceptions and equations.
The showing of detailed information regarding median
openings or intersections should be avoided when they are of a All traffic monitoring sites on or within one-half mile of the
A.2.2.6 Drainage Structures and Bridges project shall be identified with the following notation:
Proposed cross drain pipes and box and three-sided culverts type that can be detailed and grouped on a separate sheet.
shall be indicated in the plan by a symbol and identified by a When this is the case, median openings and intersections shall
Traffic Monitoring Site Number (XXXX)
drainage structure number. Cross drain pipe sizes and lengths be identified by station location.
Roadway Identifying Number (RCI Section #)
Milepost (XX.XXX) A.2.3.2 Vertical Alignment Other special profiles that cannot be clearly shown on the plan-
The proposed profile grade shall be shown and labeled. Vertical profile sheets shall be referenced in a similar manner to non-
Site includes vehicle detectors in roadway and pedestal, pole or curve PC's and PT's shall be indicated by small circles and PI's standard superelevated sections. For additional information
base mounted cabinet, buried cable, and solar power unit on by a small triangle with short sections of tangent shown on regarding special profiles see Section A.3 of this volume.
right of way. each side. Percents of grade to 3 significant decimal places shall
be shown on the tangent line (trailing zeros need not be A.2.3.5 Other Profile Features
A.2.3 Roadway Profile Portion For rural construction projects, special ditches shall be
shown). Vertical lines shall be extended from the PC and PT
points and a dimension line placed between these lines indicated in the profile and labeled.
A.2.3.1 General Data
The horizontal scale for the profile portion of the sheet shall be indicating the length of the vertical curve. The PC and PT
Percent of ditch grade and a beginning or ending ditch PI with
the same as that used for the plan portion. Station limits of the stations and elevations shall be indicated on the vertical lines.
elevation and station plus shall be shown. For multi-lane
profile shall correspond to those of the plan portion of each divided projects, three special ditch grades (right and left
For vertical curves, the profile grade elevations shall be given
sheet. Station numbers shall be placed across the bottom of the roadway ditches and median ditch) sometimes occur at the
on even stations and at appropriate intervals. The elevations
sheet just above the title block. Intervals for profile stations same location. In such cases it may be advantageous to show
shall be placed between the dimension line and the grade line.
shall be the same as those in the plan view. the median ditch at a convenient location on the sheet with a
The curve length, dimension lines and the profile grade
elevations shall be placed above the grade line for sag vertical separate elevation datum.
Vertical elevation datum selected shall be such that the profile
will not crowd either the upper or lower limits of the profile curves and below the grade line for crest vertical curves. The
Uniform ditches of non-standard depth should be indicated by
format. A general guideline is the vertical scale should be 10% dimensions and elevations shall be placed reasonably near the
a dimension line in the lower portion of the grid and noted as a
of the horizontal grid. Elevation datum shall be shown on both grade line whenever possible. The PI station and elevation shall
special ditch with location and depth, or they should be
the left and right sides of the sheet in the space provided be noted, lettered vertically above the PI symbol for crest
indicated by flagging the DPI’s at each end with station
adjacent to the grid. curves and below for sag curves.
elevation and side. Standard depth ditches are not shown.
The existing ground line profile shall be shown and labeled. The profile grade elevation of the beginning and ending station
Special gutter grades shall be shown in profile for cases where
Existing ground line elevations shall be noted vertically, just of each sheet shall be shown vertically just above the grade line,
the gutter grades are not controlled by the typical section and
above the station numbers at each end of the sheet only. except when the beginning or ending station on the sheet is on
no "special profiles" are included in the plans set.
a vertical curve.
All high water elevations affecting base clearance or roadway Prolongations of gutter profile grades across street intersections
grades shall be shown and labeled. A.2.3.3 Grades shall be included on plan profile sheets if an inlet is not
Percents of grades to 3 decimal places shall be indicated for provided before the intersection.
Benchmark data shall normally be given just below the upper each tangent section on every sheet (trailing zeros need not be
margin of the profile portion. shown). When two tangent grades intersect and no vertical Storm drain pipes, inlets and manholes along the main line shall
curve is required the PI station and elevation shall be labeled be shown. Pipes shall be noted by size. Proposed structures
However, if space permits, it may be placed in the plan portion
vertically, using the same criteria as for vertical curves. may be shown by structure number only. Flow line elevations
just above the upper profile margin at the appropriate
shall be shown for all pipes entering and leaving the structure.
corresponding station. Refer to Exhibit PP-2 for correct A.2.3.4 Superelevation and Special Profiles
format. For non-standard superelevated sections of the project, the Proposed cross drain pipes and culverts shall be plotted. The
begin and end superelevation stations should be indicated on section shall be shown at the correct location and elevation of
Station equations and exceptions shall be shown. Begin and
the profile with a note: the proposed structure crossing the centerline of construction.
end stations of project, construction, bridge and bridge culverts
Cross drains shall be identified by structure number only.
shall also be shown. "For Superelevation details see Special Profiles Sheet"
Where the project overpasses a road or railroad, the cross 6. (If there are no drainage structure sheets in the plans, A.3.2 Intersections
section template of the road/railroad under the bridge shall be the following notes shall be included in the general In addition to normal profile grade lines, supplemental profiles
shown at the appropriate location in profile. notes, if applicable): and sections at intersections may be necessary to define edge of
a. Special attention is directed to the fact that pavement profiles. Sections showing pavement surface
Except for transverse utilities, no underground utilities shall be portions of some drainage structures extend elevations shall be shown for nose points and other critical
shown in profile. into the stabilized portion of the roadbed and locations. It is important to develop accurate profiles and
extreme caution will be necessary in sections at locations of curbed channelization to ensure proper
A.2.4 General Notes for Roadway Plan and
stabilization operations at these locations. drainage.
Roadway Plan- Profile Sheets b. All drainage structures have optional materials.
General notes are intended to be used to clarify design detail, The Optional Materials Tabulation Sheet(s) When plan-profile format is used for intersection details, the
construction practices or method for payment. General notes shows all materials allowed as well as profile's horizontal scale shall be the same as that for the plan
should be kept to a minimum. Only those notes that are job indicating which material is plotted on these portion. A vertical scale of 1:240 for the profile portion is
specific should be used. General notes should only be used to sheets and used as the basis for pay quantities. recommended as it enables intermediate elevations to be
detail uniqueness and not to broaden or curtail requirements in 7. Any public land corner within the limits of determined from the profile with reasonable accuracy.
the specifications. Notes that restate the standard specifications construction is to be protected. If a corner monument
or standard indexes shall not be used. This will help to place For intersections detailed on a plan only format, the profile and
is in danger of being destroyed and has not been
proper emphasis on those notes that are job specific and avoid sections shall be shown on a separate grid sheet.
properly referenced, the Engineer should notify the
discrepancy of documents. contractor, without delay, by telephone. For street intersections of municipal projects, a scale of 1:240
8. Existing driveways within the limits of this project are horizontally and 1:24 vertically, or 1:600 horizontally and 1:60
General notes for the project shall be placed on the left portion
to be replaced at the same location and width, unless vertically is recommended.
of the first plan-profile sheet if a project layout sheet is not
otherwise shown in the plans.
included in the plans set; otherwise, they shall be included on
9. (Any abbreviations used in the plans, that are not in A.3.3 Curb Returns
the layout sheet. If the general notes for the project are
the Design Standards, shall be defined here as part of Curb return profiles show the profiles of the gutter flow line
numerous enough that putting them on the layout sheet (or the
the general notes). from the PC to the PT point of the return at an intersection.
first plan sheet) becomes prohibitive, then a separate General
Notes Sheet may be used (See Exhibit GN-1).
A.3 Special Profiles Curb return profiles shall be shown on a grid format. They
The list of standard General Notes required are as follows: shall be included in the plans set if the required information
A.3.1 General cannot clearly be shown on the plan-profile sheet or
General Notes for Roadway Plan and Roadway Plan-Profile The special profiles sheet shows profiles of pavement edges or intersection detail sheet, or if extreme grades are involved,
Sheets are gutter flow lines. Special profiles occur at street intersections, rendering the standard curb return profiles inadequate.
ramp termini, curb returns, railroad crossings and roadway or
1. (The bench mark datum used for the plans shall be bridge sections requiring special superelevation details. Vertical Standard scale used should be 1:240 horizontally and 1:24
noted in the first General Note.) transitions between roadways and bridges may also require vertically. Other scales may be used provided all construction
2. Buildings to be removed by others, unless otherwise special profiling. All of these areas require special analysis and details are clearly and legibly shown. Each return profile shall
noted. design to ensure a safe, efficient, well drained, and smooth be identified and its PC and PT stations shown. Elevations
3. Existing drainage structures within construction limits roadway/bridge system. The special profiles sheet shall show should be shown at appropriate intervals and low and high
shall (be removed/remain) unless otherwise noted. details at close intervals and at a scale large enough to clearly spots shall be identified by location and elevation.
4. (When there are no utility adjustment sheets in the identify all construction details within these areas.
plans, the notes shown in A.3.4 Ramps
5. These notes shall be included here as part of the Ramp profile grades shall be developed along the baseline of
general notes). each ramp. A profile of the edge of the pavement opposite the
baseline shall also be shown. These profiles shall be shown on a curves, or compound curves, or any other situation requiring The inclusion of the back-of-sidewalk profiles in the plans set is
grid format. Data required to be shown shall be similar to that special superelevation not covered in the standards, the optional - at the discretion of the PCGA. Work sheets may be
required for roadway profile. superelevation diagram shall be shown in the plans. Special required with phase reviews.
profile details may be used to design superelevation on
Recommended scales for ramp profiles are: 1:240 horizontally multilane facilities, when a simple diagram will not be sufficient. A.4.2 Sheet Setup
and 1" = 2' vertically, or 1:480 or 600 horizontally and 1:48 or Back-of-sidewalk profiles shall be prepared on standard cross
60 vertically. Complete profile grade line and right and left edges of section format. For simple projects which do not involve many
pavement within the superelevation zone shall be shown on the cross streets or driveways, the sheet may be divided
Sections at nose points are required. They may be shown using grid format. A scale of 1:240 horizontally and 1:24 vertically is horizontally to maximize usage. Stationing shall progress from
a scale of 1:240 horizontally and 1:24 vertically. recommended for clarity. The stations at beginning and ending left to right and multiple profile views shall be stacked from top
of superelevation shall be labeled and indicated by a solid to bottom. Match lines shall be stationed. Care should be taken
A.3.5 Spline Grade
vertical line at the appropriate station. A horizontal dimension to preserve clarity and legibility.
Intersections of ramp pavement with mainline pavement and
line shall be utilized to indicate a section in full superelevation.
other sections of pavement within special superelevated zones
A.4.3 Required Information
need special attention, not only during the design phase of the A.3.7 At-Grade Railroad Crossings Profiles for use in establishing back-of-sidewalk grades consist
project, but also during construction. Hence, all construction In addition to normal profile grade lines, supplemental profiles of existing profiles along the back edge of each proposed
details pertaining to these areas should be clearly and accurately for at-grade railroad crossings may be necessary to define lane sidewalk. The existing profiles shall be shown so as to
shown in the plans. lines, edges of pavement, and/or gutter flow lines. It is distinguish between the profiles for the right and left sidewalk.
important to develop accurate profiles to ensure proper
Spline grades are often used to show the interconnection and
drainage. The standard scales are 1:1200 horizontally and 1:60 vertically.
interrelation of the edges of pavement with the mainline edge
This combination works well for projects having few locations
of pavement. This profile proves to be especially helpful if the For at-grade railroad crossings that cannot be adequately where back-of-sidewalk grades would be critical. It may be
mainline pavement is superelevated or within the detailed on the plan-profile sheets, the profiles shall be shown advantageous to use a vertical scale of 1:24 and a horizontal
superelevation transition zone. on a separate grid format. A horizontal scale of 1:240 and a scale of 1:600 for projects located in business and commercial
vertical scale of 1:24 are recommended. areas, or where greater clarity is required.
A spline grade shall show the elevations at intervals of 20 to
100 feet (6 to 30 m), depending on the scale. Elevations shall be
A.4 Back-of-Sidewalk Profiles Elevation datum shall be shown on both sides of the sheet,
shown for the outer edge of mainline pavement and inner and
with station numbers below the profile.
outer edges of the ramp pavement at the nose areas.
A.4.1 General
Back-of-sidewalk profiles are used to establish the profile grade Limits of existing pavement, such as parking areas and drives,
Grades of the three pavement edges shall be shown on a grid
and therefore play an important role in plan preparation, which should be matched as closely as possible, shall be
format. Recommended scales are: 1"=20' horizontally, 1:24
especially if the project site is located in a built-up urban area. identified on all sidewalk profiles. The centerline for each
vertically, or 1:480 or 600 horizontally and 1:48 or 60 vertically.
Profiles help ensure the constructability of the project within intersecting street and driveway shall be indicated with a
Grades of each pavement edge shall be joined by smooth the right of way without excessive disturbance or rework of vertical line at the proper station and the street name and
splines or simple curves. The three grade profiles shall be adjoining properties. Back-of-sidewalk profiles are also used for station noted. Intersecting streets and driveways on the right
clearly labeled and all equality stations indicated. Nose stations checking of storm water trapped behind the sidewalks and as a shall be shown below the profile, and those on the left above
shall be flagged and labeled. Scale shall be indicated in close major input for establishing centerline grade profiles. the profile.
proximity of the profile and shall be clearly visible.
Grades shown on this sheet are at the back of the proposed At each station, as well as locations of significant drainage,
A.3.6 Superelevation sidewalk, and grades shown on roadway plan-profile sheets are arrows shall be drawn to indicate the slope of ground at the
at the profile grade line (PGL) denoted on the typical section. outer edges of the sidewalk.
The standard superelevation details may be used for projects
which include simple curves. For projects which include reverse
Drainage arrows shall be placed below the profile line for the
right profile and above the profile line for the left profile.
Arrows pointing outwards from the profile indicate drainage
away from the project, while arrows pointing inwards indicate
drainage to the project.
Floor elevations for buildings shall be indicated by a horizontal

line drawn at the floor elevation between the building limits.
The numeric elevation shall be shown, as well as the offset
(distance and side) from centerline of project to the face of the
building. Entrances to buildings, elevations of top of existing
major utilities and water table elevation may be shown when
appropriate.
Once the proposed back-of-sidewalk profile has been

developed, percents of grade, PI stations and elevations shall be
shown. Vertical curves, if any, shall be dimensioned.
Elevations along vertical curves are not required. Stations for

begin and end project, exceptions, and back-of-sidewalk special
profiles shall be flagged and labeled. Mainline station equations
within the limits of the sidewalk profile shall also be flagged
and labeled.
The difference in elevation between the profile grade and back-

of-sidewalk profile grade shall be noted on the sheet. Super
elevation notes, if applicable, shall also be noted on the sheet.
A.5 Typical Sections Half sections are necessary when changes occur that affect part of a meter vertical per meter horizontal. These cross
several typical section elements such as number of lanes, slopes shall be rounded to two decimal places, i.e., 0.02,
A.5.1 General border width, ditch/drainage features, clearing and 0.06.
Typical sections are detailed cross section depictions of grubbing, R/W width, etc.
the highway's principal elements that are standard b. Median and outer slopes shall be shown by ratio,
between certain station or milepost limits. These sections Details and partial sections are necessary for the vertical to horizontal, i.e., 1:4, 1:2.
are the basis for construction details and information clarification of construction techniques or sequence, and
to show alternates, such as the placement of shoulder c. Either feathering details or notes (or both) shall be
shown on the various plan sheets throughout the plans
gutter in high fill areas, changes in sidewalk location, etc. shown when resurfacing without milling in urban curb
package.
Judgment will be necessary in making decisions about and gutter sections is specified or when milling depth is
Typical sections should show typical conditions only. when and where details should be shown. less than the overlay thickness.
Non-standard conditions that prevail for short distances
Usually typical sections are not created to scale, but the d. When cross slope correction is necessary, special
only should not be shown. Existing elements that are to
horizontal dimensions should be proportionate. milling and layering details showing the method of
be incorporated into the highway's final section are
correction shall be shown in the plans.
depicted in conjunction with the proposed elements. For illustrations of various typical sections, see Exhibits.
4. Profile grade point shall be flagged when applicable.
When more than one typical section is necessary for a
A.5.2 Mandatory Information 5. Pavement construction shall be described in a clear,
project, the station limits of each section shall be shown
Typical sections for all projects shall include the following precise manner by indicating the requirement and the
below the typical section title. Typical section stationing
data: thickness of the subgrade stabilization, subbase or
shall cover the entire project. Transitions from one typical
base, as well as thickness for structural course, friction
to another shall be included in the stationing of one or the 1. Design speed for each typical section course and shoulder pavement.
other typical section. Sheets that feature more than one 2. Traffic data (description, date and 2-way AADT)
typical section should read from the top down, with the a. Current Year Pavement structure information shall be obtained
sections in the order in which they occur within the b. Estimated Opening Year from the approved pavement design and shall be
project. c. Estimated Design Year described in the order of construction, i.e. starting
d. K, D and T factors. Distinguish between T(peak with bottom layer and ending with friction course.
The hierarchy for typical sections shall be as follows:
hour) and T(24 hour) Show pavement thickness descriptions for leveling,
1. Project mainline overbuild, structural course and friction course in
For skid hazard projects, only the current year or inches (and fractions of an inch). The thickness shown
2. Ramps and service roads (for projects which include
estimated opening year for traffic data (AADT) is required should be to the nearest ½"n (1 cm).
an interchange)
to be noted.
3. Crossing side roads
6. Limits of grassing.
4. Minor side streets All traffic data shown shall be consistent with the data 7. Sidewalk location and width.
used for pavement design. 8. Curb and gutter location and type.
Half sections and details which supplement or support
various typical sections should be placed on the same 3. Cross Slopes 9. Limits of clearing and grubbing, where applicable.
sheet as the typical section to which they apply. In the 10. R/W, where applicable.
event that this is not possible, additional sheets for details a. Cross slopes of roadway pavement, shoulder surfaces, 11. Template dimensions:
should be placed behind the typical section sheet(s). sidewalks and bridge decks shall be expressed as a decimal
For widening projects, the existing pavement width shall centerline. The proposed cross-sectional outline of the new Station equations shall be shown, even though a cross section
be shown as a +/- dimension, and the base widening facility with all its functional elements is also shown on cross may not be plotted at that point. For ramp cross sections
width shall be shown with an asterisk. Note 3, of Standard sections. Standard cross section sheets shall be used for equivalent mainline stations shall also be shown.
Notes for Typical Section Sheets (Table A.1), shall be shown as showing roadway cross sections.
The right of way limits shall be symbolically shown for each
near to this noted asterisk as possible. The recommended vertical scale is 1:120. The horizontal scale cross section. The begin and end stations for project,
shall be such that the entire roadway R/W is shown on the construction, exceptions, bridge/bridge culvert and the toe of
NOTE: For typical sections with varying dimensions, the
sheet (generally 1:120 or 1:240), but shall not be smaller than slope under the bridge shall be shown. The beginning and
dimensions shall be clearly indicated on the plan-profile 1:480. If the entire R/W cannot be shown on one sheet, more ending earthwork stations shall be shown.
sheets. sheets may be utilized and appropriate match lines shall be
shown with referenced sheet numbers. The scale shall be On projects with grade separations, intersections, interchanges,
12. Standard notes for typical sections are shown on etc., the earthwork shall be totaled on the last cross section
shown at the bottom right corner of the sheet above the title
Table A.1. sheet for each of the above and noted as to the station in which
box.
the earthwork is included on the project cross sections.
13. Shoulder treatment shall be identified where applicable Earthwork quantities shall be indicated in the appropriate
on RRR projects (See Chapter 1) columns on the right side of the sheet. Earthwork summaries
Existing ground lines shall be shown and the existing elevation
at the centerline shall be noted just below the ground line at the shall be shown on the last cross section sheet of each roadway,
Table A.1: Standard Notes for Typical Section Sheets
centerline. The station number of the section shall be indicated ramp, etc. The grand total shall be tabulated in the Summary of
opposite the ground line on the right side of the sheet and Earthwork and shown on the Summary of Quantities Sheet.
Below are standard notes that shall be location baseline of survey indicated along the top and bottom
shown on typical section sheets as The order of assembling the cross sections in the plans set shall
of the sheet. Lines parallel to the baseline of survey should
applicable. be:
show station equivalencies to the baseline of survey.
1. Mainline
2. (Under paved 3. (On widening The surface, as well as the below ground portions of existing
2. Side streets
shoulders): projects): features such as pavements, curbs and sidewalks, shall be
3. Ramps
At the Actual width of shown.
1. For details and contractor's base widening A.6.3 Sheet Set Up
limits of selective option, this area may vary due to Existing parallel underground utilities which lie within the
clearing and may horizontal limits of the project shall be shown along with Cross sections shall be shown on a standard preformatted cross
be actual existing
grubbing see. constructed of pavement width. verification notation for those locations which have been section sheet with stations increasing from the bottom to the
base material at Contractor may verified. top of the sheet. Usually, only one column of sections shall be
no additional elect to place placed on a sheet.
compensation. uniform. If it is determined that an organic or plastic material must be
removed below the finished grading template, the lower limits The interval selected for showing sections on the cross section
of removal of organic or plastic material will be shown to sheet will vary according to project specific factors. For new
determine the area and volume of subsoil excavation. construction and reconstruction, the normal interval for cross
A.6 Roadway Cross Sections sections is 30 m for rural projects and 15 m for urban projects.
The proposed roadway template shall be shown. The proposed These intervals may also be appropriate on RRR projects,
A.6.1 General profile grade elevation shall be placed vertically or at an angle depending on the variability of earthwork along the project.
Cross sections depict the existing ground conditions, including to the horizontal, just above the profile grade line. Special ditch Other factors that may influence the frequency of cross
all manmade features, as sections perpendicular to the elevations shall also be shown. sections include the presence of intersections, extent of
respective stations along a survey baseline or construction driveway and turnout construction or reconstruction,
handicapped facilities related work, drainage improvements,
etc.
Sections shall be centered on the sheet with the survey baseline

or the construction centerline placed vertically in the center. In
cases where additional lanes are to be constructed adjacent to
existing lanes, centering the sections will depend upon the
location of the survey line and the side on which the new
construction is to be placed. Sections shall be oriented such
that the complete ultimate section will be approximately
centered on the sheet. When the centerlines of construction
and survey are not parallel, the distance between the two at
each cross section shall be shown.
As many sections as possible shall be placed on a sheet with

sections being spaced to avoid overlapping. The soil profile
should be checked for possible unsuitable material below
existing ground which may cause overlapping of sections.
When right of way is narrow enough and a horizontal scale of

1:240 is used, two columns of cross sections may be placed on
a sheet. Cross section stationing shall progress from the bottom
to the top of the sheet and multiple columns shall be placed
from the left to the right. The sheet shall be set up to provide
earthwork columns for each column of sections.
A.7 Intersection and Interchange curb and gutter, channelizing and median curbs, driveways, 2. Ramp baselines are usually located on the right edge of the
drainage structures, pavement dimensions, radii and pavement with relation to the direction of traffic, and shall be
Details/Layouts
appropriate notes shall be included. clearly indicated. Stationing of ramps should be in the same
A.7.1 General direction as the project.
All intersection layouts shall be dimensioned, stationed
These sheets provide layouts and details for intersections and adequately, and shall include all pertinent construction notes
interchanges, with consideration for turning and weaving and alignment data. Design speed data shall be given when
movements of vehicular traffic. For a safe and efficient appropriate. Widths of turning lanes and turning paths shall be
roadway system (including provisions for bicycles and checked for possible encroachments or conflicts.
pedestrians), these areas must be designed with special
attention to channelization, turning movements, signalization, A north arrow and scale shall be shown at a point of maximum
drainage and vertical alignment. The various design details shall visibility on the plan. The scale used shall be sufficient to cover
be shown explicitly for accurate construction. all necessary details, preferably 1:480. The scale shall not be
smaller than 1:600.
Intersection and interchange layout sheets shall show all
necessary details and geometric controls/access management A.7.3 Interchanges
features, including channelization, tapers, turn lanes, special
drainage, and grading. The sheets shall be prepared on a A.7.3.1 Geometric Layout
standard plan format using a scale large enough to show details Interchange layouts shall be prepared on a standard plan
clearly and legibly. format. The entire interchange shall be placed on one sheet
when possible, using a scale not smaller than 1:4800. In cases of
A.7.2 Intersections large cloverleaf or directional interchanges, more than one
Intersection details shall be shown on separate plan sheet sheet may be required.
format if they cannot be shown clearly on the plan-profile sheet Figure A-2: Interchange Layout
format. Appropriate match lines shall be shown.
A topographic worksheet for all interchanges is required and
In cases of simple, non-signalized intersections covering Layouts shall be dimensioned and completely stationed, with all will be considered as the preliminary layout of the interchange.
relatively small areas, regular plan-profile format may be used. alignment data and construction notes included. All curves shall This worksheet shall be prepared on a standard plan format on
The intersection layout shall be placed, using an appropriate be assigned a number and curve data presented in a tabular a scale not smaller than 1:4800. The following information shall
scale, in the plan portion, and the necessary profile grades in form. It is preferred that the tabular curve and coordinate data be shown:
the profile portion. be placed on the same sheet as the interchange layout.
1. All topography, such as existing roads, property lines,
For larger, more complicated intersections involving Interchange ramps shall be identified by the use of letters or a utilities, buildings, driveways, etc.
channelization, signalization or tapered connections, the layout combination of letters and numbers. The recommended 2. Preliminary interchanges geometrics and proposed right of
shall be placed on a standard plan format. Match lines should practice for assigning ramp names is as follows: way limits.
be used when more than one sheet is required. 3. Drainage right of way and easements.
1. Ramps in the first left quadrant along mainline stationing
4. Proposed reconstruction of the crossroad, and all access
The profiles shall be presented separately on a grid format. (See should be assigned first. Name assignments shall progress in a
roads and frontage roads within the interchange.
Section A.3 – Special Profiles). counterclockwise direction around the interchange (see Figure
5. Frontage roads should be assigned a unique alpha or numeric
A-2). For projects with two or more interchanges, continue
designation to avoid confusion with ramp nomenclature.
Existing topography need not be shown on these details if it is name assignments with the next letter and in same counter
6. Contours, unless the terrain is relatively flat.
shown elsewhere in the plans. Information given is generally clockwise direction noted above.
7. Traffic diagram with AADT, DHV, K, D and T values.
the same as in the plan portion. Pavement edges, R/W lines,
8. The length of speed change lanes. located in rural, undeveloped areas. Information to be shown
9. Design speed for ramps and crossroads. shall include:
10. Proposed bridge limits.
11. Pavement transitions. 1. North arrow and scale.
12. Limits of construction along the crossroad. 2. Interchange layout.
The contract plans set shall include the following interchange 3. Access and frontage roads (if any).
sheets: 4. Centerline construction and baseline survey.
5. Ramp base lines.
1. Interchange geometric layout. 6. Stationing along mainline, crossroads, ramps, access and
2. Interchange drainage map. frontage roads.
3. Interchange topographic map. 7. PC and PT points by symbol.
4. Interchange cross section pattern sheet. 8. Bridge outline.
5. Ramp terminal details. 9. Cross section pattern.
6. Ramp cross sections. This sheet shall be prepared on a standard plan format. The
scale shall be such that the complete interchange is shown on
A.7.3.2 Ramp Terminal Details one plan sheet, with care taken to ensure clarity and legibility.
Details of ramp terminals with mainline and crossroads shall be Normal scale is 1:4800. North arrow and scale shall be located
shown on separate plan sheets. The scale used shall not be at a point of maximum visibility.
smaller than 1:600. Standard scale 1:480 is preferred. Complete
details of the terminal shall be shown including:
1. Curve data.
2. Station equality and horizontal tie to mainline or crossroad at
critical ramp locations.
3. Turning radii, taper/transition lengths, curb/curb and gutter
(if any).
4. Channelization (if any).
5. Ramp and crossroad intersection station and angle.
6. Median nose data (if any).
7. Limits of construction.
8. R/W.
9. Limited Access R/W and fence location.
10. Drainage structures.
11. Spot elevations (as needed).
12. Roadway dimensions.
13. Station pluses and offsets.
A.7.3.3 Cross Section Pattern Sheet

The cross section pattern sheet shows the entire interchange
layout including frontage and access roads, if any, with location
and extent of proposed cross sections. This information is of
special importance for projects involving new interchanges
A.8 Drainage Structures Sections for skewed cross drains shall be depicted along the In the case of longitudinal pipes, a section should be plotted for
centerline of the structure. each location of a crossing of any major underground line.
A.8.1 General
Clear zone distances are to be measured at right angles to the Utilities that have been verified (Quality Level "A" locate) shall
Drainage structure sheets show the drainage structures, their
traffic lane for all structures. be noted and plotted to scale in the appropriate locations on
location, cross section, flow line elevations of all weirs or slots,
the Drainage Structure Sheets, Cross Section Sheets and bridge
top of grates, culverts and top of manhole elevations, and All structure locations should be checked and R/W shown foundation plans. These utilities should be labeled with the
similar data. Drainage structure sheets also show the vertical where the R/W may have potential impact on construction of a following symbol:
relationships of the entire drainage system. During the process structure.
of design/placement of the drainage structures, potential Vvh = Verified Vertical Elevation and Horizontal Location
conflicts with existing or proposed utilities shall be identified For each drainage structure, all necessary information shall be
and resolved early, thereby avoiding costly time delays during shown by note, including, as appropriate: size, end treatment A.8.4 Sheet Setup
the construction phases. and flow lines, as well as structure, index and station number. Structures should be plotted as sections along the centerline of
The note shall be placed as close to the structure as possible, the structure. They should be shown on a standard cross
All projects require the plotting of drainage structures. When preferably below the plotted structure. Elevations shall be given section format with the sections spaced sufficiently apart to
only cross drains are to be constructed or modified, drainage for manhole tops, and ditch bottom inlet grates and slots. Grate avoid overlapping of structures or notes. Beginning at the
structures may be plotted on the cross section sheets. elevations for gutter inlets and edge of pavement elevations for bottom of the sheet, the sections should be shown successively
curb and gutter inlets shall be shown. by stations and should be numbered sequentially, from the
Otherwise drainage structures should be plotted on separate
drainage structure sheets, beginning to the end of the project. The structure number and
Alternate "G" or other special grate treatment shall be included
location station should be shown near the right border of the
with the inlet note.
A.8.2 Required Information sheet.
The existing ground line for rural projects shall be shown at the Additional details, such as special bedding, 36" (1 m) manhole
If a structure must be shown out of order, a note shall be
location of the structure, with the existing elevation placed rings, etc., shall be indicated.
placed in the correct sequence, referring to the sheet where the
immediately below the ground line at the survey baseline.
Flow direction arrows shall be shown. structure is shown. The scale shall be the same as that used for
No existing structures shall be shown except those to be roadway cross sections, with the centerline of construction
incorporated into the proposed drainage system or otherwise Material options shall be shown on the Optional Materials placed near the center of the sheet.
modified. These shall be shown and their flow line elevations Tabulation Sheet.
noted. Where storm drains run laterally or diagonally across the A.8.5 Drainage Structure Notes
If existing structures are to be filled and/or plugged and are to These notes, when required, are to be placed on the first
project, the drawing should show the pipe cover.
remain in place, they should be shown in the plans with an drainage structure sheet.
The roadway template and proposed structures shall be shown, appropriate note.
with the proposed profile grade elevation placed above the 1. Special attention is directed to the fact that portions of
Applicable notes to be shown on the first drainage structure some drainage structures extend into the stabilized portion
grade point. The structure shall be located by station and offset
sheet are given in Section A.8.5 of the roadbed and extreme caution will be necessary in
to the centerline of construction. Flow line information shall be
provided at each structure and at each culvert end. Structures stabilization operations at these locations.
A.8.3 Utility Conflicts 2. All drainage structures have optional materials. The
are to be plotted in detail according to the applicable index of All major underground utilities, as defined in Chapter 4, shall
the Chapter 5, with walls, grates, tops, pipes, etc. shown. Optional Materials Tabulation Sheet(s) shows all materials
be plotted in conjunction with the structures so that conflicts allowed as well as indicating which material is plotted on
Cross drain sections shall include the size and length for each may be detected during design, and to alert construction forces these sheets and used as the basis for pay quantities.
proposed structure. of potential conflicts.
A.9 Drainage Map and Bridge Hydraulic and any other pertinent data shall be shown. In a situation curve) needs be noted. Begin and end project, bridge and
of limited space, all data relating to existing drainage bridge culvert stations, station equations and exceptions
Recommendation Sheet
structures and pipes may be compiled in a table format and shall be flagged. Profile grade line elevations shall be shown
A.9.1 Drainage Map shown in either the plan or profile portion of the sheet. at begin and end project stations and at the beginning and
Should the space limitations be such that a table will not fit end of each additional drainage sheet.
When a drainage map is required it shall be prepared and
within the plan or profile view, a supplemental drainage 5. Proposed cross drains shall be plotted and identified by
included in the project file. Inclusion of a drainage map in the
data sheet is acceptable. structure number. Do not show skew or pipe slope in
contract plans set is optional at the PCGA's discretion.
4. Proposed drainage structures, pipes, outfall structures and plotting, but plot to elevation and location at point of
The upper (grid) portion of each sheet is used for plotting the retention/detention pond locations, shall be shown. crossing the construction centerline.
project profile, which is optional at the discretion of the Structures and pipes shall be noted by structure number, 6. For projects with storm drain systems, only the mainline
PCGA. and ponds by pond number. Arrows shall be shown to structure and pipes shall be shown. Laterals need not be
indicate direction of flow along proposed ditches. shown. Each structure shall be flagged with its appropriate
Topography of the project area shall be located in the 5. Section, Township, Range and district lines shall be structure number, and flow line elevations noted for the
remaining portion of the sheet. The horizontal and vertical indicated for rural and urban projects when occurring incoming and outgoing pipes.
scales of the profile should be such that the stations and within the project limits. 7. All high water elevations affecting base clearance or
elevations can be read directly from the grid without the use of 6. A north arrow and scale shall be shown, preferably in the roadway grades shall be shown.
a scale. The horizontal scale must be the same for both the plan upper right corner of the plan view.
and profile views. 7. If the drainage map is to be included in the contract plans A.9.1.3 Flood Data Summary Box
set, include Note No. 1 (see Section A.9.2.) The flood data shall be shown on the drainage map, either in
A.9.1.1 Plan Portion the plan or in the profile portion. If the drainage map is not
The plan portion shall comply with the following requirements: A.9.1.2 Profile Portion included in the plans the flood data shall be shown on the
The profile portion, if shown, shall comply with the following summary of quantities sheet or on the first plan-profile sheet.
1. Stationing shall be shown every 500 feet for scales of
requirements:
1:1200/2400, every 305 m for a scale of 1:6000 and every Design, base and overtopping or greatest flood discharge and
1524 m for scales of 1:12000/24000. Station equations and 1. The recommended vertical scale for rural and urban stage values are required for all cross structures (culverts and
exceptions shall be shown. Begin and end stations of projects is 1:60 in level terrain and 1:120 in rolling terrain. bridges), regardless of size, under the following conditions:
project, construction, bridge and bridge culverts shall also A scale of 1:240 may sometimes be used for rural projects
be shown. through rough terrain to avoid numerous profile breaks. 1. All new cross structures
2. Existing physical land features affecting drainage, such as The profile can be broken for rolling terrain in urban areas. 2. All cross structures that are being modified (extended, new
lakes, streams and swamps, shall be clearly labeled by name However, a scale of 1:240 should never be used at locations end section, replaced, etc.)
and direction of flow. Past high water elevations and date of proposed storm drain systems. 3. All cross structures that have a history of flooding or other
of occurrence, if available and present water elevations 2. Elevation datum shall be shown at each side of the sheet. hydraulic problems, even if the structure is not to be
along with the dates the readings were taken shall be In cases where the profile block is insufficient and excess modified; or
shown. Drainage divides and other information (such as space is available on the plan portion of the sheet, the 4. Cross structures that are not being modified but are being
pop-off elevations and spot elevations) shall be shown, profile block may be expanded. impacted by the modification of another cross structure
where applicable, to indicate the overland flow of water. 3. The profile of the existing natural ground shall be plotted within the same drainage basin.
Drainage areas on maps shall be shown in acres. Inserts and labeled and the existing elevation noted at each end.
A "disclaimer" and definitions are required to avoid misuse and
shall be used to show areas that are of such magnitude that 4. The proposed profile grade line shall be plotted. Percent of
possible responsibility for changes in the flood information
the boundaries cannot be plotted at the selected scale. grade need not be shown. The PC, PI, and PT of vertical
values (see Section A.9.2).
3. Existing road numbers and street names, drainage curves shall be plotted using their respective standard
structures with type, size, flow line elevations, flow arrows symbols; however, no data (station, elevation, length of
A.9.1.4 Interchange Drainage Map shown in the vicinity of the proposed bridge to depict how structure should be located and numbered and corresponding
If projects include interchanges or rest areas, a drainage map on the structure will tie to natural ground. existing structure information listed in the appropriate columns.
a 1:2400 or 1:6000 scale shall be included. The purpose of this 3. Label the name of the water body (i.e., St. Johns River).
detail is to show the small areas needed to calculate pipe sizes 4. Arrows showing the direction of the flow. A.9.2 Drainage Map Notes
for the tabulation of drainage structures within these special 5. Proposed bridge begin and end station. Below are standard notes which shall be placed on the drainage
areas. 6. Limits of riprap. map as applicable.
Should major drains pass through one of these areas, a cross A.9.1.6.2 Profile View 1. (To be placed on the drainage map when it is to be
reference note should indicate the proper sheet which reflects 1. Stationing and scale. included in the plans):
the drainage area for that through-structure. 2. One cross section which most represents the section at the
DO NOT USE THE INFORMATION ON THIS SHEET
proposed crossing.
A.9.1.5 Bridge Hydraulic Recommendation Sheet FOR CONSTRUCTION PURPOSES. This sheet is in the plans for
3. Road profile for the proposed structure (i.e., stationing and
When a Bridge Hydraulic Recommendation Sheet (BHRS) is documentation and to assist construction personnel with drainage concerns.
elevation).
required, it shall be prepared on a formatted sheet. 4. Proposed bridge with low member, and pier locations 2. (To be placed under Flood Data Box):
(when practical).
The inclusion of this sheet in the contract plans set is required.
5. Abutment locations (i.e., toe of slope). Note: The hydraulic data is shown for informational purposes
The BHRS shall be placed in the structures plans for bridges
6. Flood elevations. For non-tidal crossings, the Normal High only, to indicate the flood discharges and water surface
and in the roadway plans for bridge culverts.
Water (NHW) and Design Flood elevations shall be elevations which may be anticipated in any given year. This data
Parallel (dual) bridges may be shown on one sheet, although a shown. For tidal crossings, the Mean High Water (MHW) was generated using highly variable factors determined by a
second sheet should be used, if necessary, to clearly convey the and Design Flood Stage elevations shall be shown. study of the watershed. Many judgments and assumptions are
fit of the bridge to the stream bank. When two sheets are used, 7. Present water elevation with month, day and year of required to establish these factors. The resultant hydraulic data
only the plan and profile information needs to be furnished on survey. is sensitive to changes, particularly of antecedent conditions,
the second sheet. 8. Bridge Number/Name. The bridge number/name should urbanization, channelization and land use. Users of this data are
be for the new (proposed) structure. cautioned against the assumption of precision which can not be
A completed Bridge Hydraulic Recommendation Sheet is attained.
shown as Exhibit BHD-1. A.9.1.6.3 Location Map and Drainage Area
1. A north arrow.
A.9.1.6 Required Information on BHRS 2. The range and township.
The preformatted BHRS is divided into the four regions listed 3. An arrow showing the project location.
below. The required information for each region is described in 4. A location map similar to that used on the key sheet for
the following sections. most projects. The map shall be of a scale so that the entire
drainage area for the proposed structure is shown. (For
1. Plan View projects with very large drainage areas, the map shall be of
2. Profile View a scale that clearly shows the project location rather than a
3. Location Map and Drainage Area scale that shows the entire drainage area).
4. Existing Structures, Hydraulic Design Data and Hydraulic
Recommendations The drainage area boundaries shall be shown using a very
heavy, broken line, with the area (in acres or square miles)
A.9.1.6.1 Plan View shown within the boundary. The proposed structure location
1. Stationing, scale, and north arrow. should be shown. Existing structures over the same water body
2. Existing topography (i.e., Including existing bridge) and and those structures that affect the hydraulics of the proposed
contours (i.e., show elevations). Sufficient detail shall be
A.10 Summary of Drainage Structures and 11. Reinforcing Steel S-19 endwall and pipe S-19B inlet, pipe and endwall
12. Riprap
Optional Materials Tabulation A.10.2 Optional Materials Tabulation
The "Description" column shall be used to specify the type of Optional materials tabulation shall be prepared and included in
A.10.1 Summary of Drainage Structures structure, the outgoing pipe and the end treatment of that pipe, the plans (see Exhibits SDS-2a and SDS-3a).
The summary of drainage structures sheet shows the location, if applicable.
size, length, number and type of drainage structures used in a As a minimum, the optional pipe material tabulation should
project. The remarks column shall contain all special notes pertaining to include size, thickness or class, corrugation requirements, if
the structure. The "Final Quantity" line is for construction to necessary, and protective coating, if any. Additional
For an illustration of the summary of drainage structures sheet, use and shall be left blank. information such as structure number, design service life
see Exhibit SDS-1a.
(DSL), length, and flow line information may be included.
On smaller projects the summary of quantities and the
A.10.1.1 Sheet Setup and Data summary of drainage structures may be combined on one The general notes shown on the exhibits are also required.
A summary of drainage structures shall be prepared and sheet.
included in the plans. The structures shall be listed by structure
number in numerical order. The location of each structure shall It is recommended that structure numbers be established using
be identified by station along the construction centerline the convention shown in the exhibits and described as follows:
(Exhibit SDS-1a).
1. For simple cross drains, one structure number is
For storm and cross drains, the summary of drainage structures appropriate for the inlet and outlet treatments and the pipe.
shall be tabulated by structure number, providing the station, Example #1 (cross drain w/o median inlet)
size, length and incidental quantities appropriate for the
material detailed in the plans. Optional culvert material will be
provided and a tabulation form shall be prepared and included
(see Section A.10.2).
Various drainage elements shall be shown in columns. This 1. For complex cross drains, it is suggested that the first and
information shall be obtained from drainage structure sheets all intermediate structure numbers identify the hydraulically
and plan-profile sheets. The order in which the elements are upper end treatment and pipe. The last structure number
listed should be as follows: should identify the hydraulically upper end treatment, pipe
1. Pipe Sizes for and hydraulically lower end treatment.
a. Storm and Cross Drains Example #2 (Double pipe cross drain and median inlet)
b. Gutter Drain
2. Curb Inlets S-19A pipe only (barrel #2)
3. Manholes
4. Junction Boxes
5. Ditch Bottom Inlets.
6. Gutter Inlets
7. Flared End Sections
8. Mitered End Sections
9. Performance Turf, Sod
10. Class of Concrete
A.11 Lateral Ditch/Outfalls, north arrow and scale shall be placed at the proper location on The scale, generally, should be 1:120, vertical and horizontal.
the sheet (refer to Section A.2 of this volume). Regardless of the horizontal scale used, the vertical scale shall
Retention/Detention and Mitigation
always be 1:120.
Areas A.11.2.2 Profile Portion
The profile portion shall be prepared in the same manner as the Often it is possible to place two or more columns of ditch
A.11.1 General profile portion of the roadway plan-profile sheets (Section cross sections on one sheet. They shall be plotted with the
Drainage systems that convey storm water from the roadway A.2). Existing ground line profiles, high water elevations, stationing progressing from the bottom of the sheet to the top,
may be made up of many components such as inlets, manholes, underground utilities, benchmark information and elevation and the columns shall be placed from left to right.
pipes, ditches, and retention/detention areas. datum shall be shown as described for roadway plan-profiles.
Usually, soil surveys are made along the lateral ditch only when
Usually, these systems require additional right of way and/or Where the lateral ditch/outfall survey baseline does not follow a large amount of material is expected to be excavated.
easements. the flow line of the existing ditch or channel, the existing ditch
Guidance given in Roadway Cross Sections (Section A.6)
or channel profile shall be shown with a broken line and
Mitigation areas, although not usually a component of the identified. shall be applicable equally to lateral ditch cross sections.
highway drainage system, may have drainage components in
them. If space permits, drainage components adjacent to the If storm drain construction is proposed along a lateral A.11.3 Retention or Detention Areas
roadway may be shown on the roadway plan-profile sheets. ditch/outfall, the proposed structures shall be plotted on the
Drainage components not adjacent to the roadway may require A.11.3.1 Pond Detail Sheet
drainage structures sheets, or in the lateral ditch/outfall profile.
separate plan view sheets. In either case, profile views and/or The retention or detention pond, including the outlet structure,
cross sections may also be needed to provide enough detail to Structures shown in the profile will include flow line, structure is usually the end point of the drainage system for a particular
construct the components. Plans for drainage components can numbers, pipe or culvert sizes, and utilities (if applicable). project. The retention/detention pond detail sheet shall show
generally be grouped into three categories: the pond in plan view, with station and offset ties to the project
The normal water elevation of the receiving system shall be centerline of construction. The plan view shall also include the
1. Lateral ditch/outfalls indicated and labeled. following:
2. Retention/detention areas
A.11.2.3 Typical Section 1. Locations of pond sections.
3. Mitigation areas
A typical section showing the width of proposed clearing and 2. Side slopes and base dimensions.
A.11.2 Lateral Ditch/Outfall grubbing, right of way, ditch bottom width and side slopes shall 3. Bottom and top elevations.
Lateral ditch plans and profiles shall be prepared on a standard be shown on the lateral ditch plan and profile sheet. 4. Location of maintenance berm.
plan-profile format using a horizontal scale of 1:1200. 5. Fence and gate locations.
This section does not need to be to scale, but shall be 6. Right of way.
However, if storm drain construction is proposed for a portion
dimensionally proportionate. If the width of clearing and 7. Pond drainage structures with structure numbers.
of the ditch, a scale of 1:480 or 1:600 may be used.
grubbing is variable for a lateral ditch/outfall, the various
8. Soil boring locations, and
A.11.2.1 Plan Portion widths and their respective station limits shall be noted below 9. Any other necessary data pertaining to the pond.
Data presentation in the plan portion shall be oriented so that the typical section.
the lateral ditch/outfall centerline is parallel to the long side of The pond sections shall show the bottom width and elevation,
A.11.2.4 Ditch Cross Sections side slopes, normal water depth, if applicable, as well as soil
the sheet. Information shall be shown in a manner similar to
Lateral ditch cross section sheets are included in the plans. borings. A minimum of two (2) sections, taken in directions
that described in Section A.2.
These sheets show the right of way required, the extent of perpendicular to each other, shall be shown.
Right of way (or easement) alignment data and topography shall clearing and grubbing required and the amount of earthwork.
be shown in the plan portion. An alignment tie between the A.11.3.2 Typical Section
Lateral ditch cross sections shall be prepared in a manner A typical section is required when the pond sections do not
lateral ditch/outfall and the project shall also be shown. The
similar to that of roadway cross sections (See Section A.6). represent the typical design features of the pond. Following is a
list of appropriate information to be shown on the typical A.12 Temporary Traffic Control Plan When a project requires more than one phase of construction,
section: the temporary traffic control plans should address each
A.12.1 General individual phase. Maintenance of Traffic (MOT) quantities
1. Limits of clearing and grubbing should be tabulated by phase in the temporary traffic control
A Temporary Traffic Control (TTC) plan will accompany all
2. Typical side slopes plans.
plans for a construction project.
3. Bottom and top elevations
4. Details of maintenance berm The TTC plan is the final document that summarizes the A.12.3 Levels of Complexity to be Anticipated for
5. Fence location considerations and investigations made in the development of a Temporary Traffic Control Plans
6. Right of way comprehensive plan for maintaining traffic through a work The following guidelines have been developed to assist in
7. Water level information zone. determining the level of detail and complexity that may be
8. Vegetation requirements required for a project.
The TTC plan is used to describe the actions to be taken by the
The typical section does not need to be to scale, but shall be contractor to minimize traffic impacts while conveying traffic A.12.3.1 Level I
dimensionally proportionate. safely through a work zone. The TTC plans may include, but Application - Simple projects where method of construction is
are not limited to, general notes, phase notes, phase typical straight forward.
It should be shown on the pond detail sheet, if room allows, or
sections, phase plan-profile sheets, special details, and
on a separate sheet when necessary.
temporary cross sections. (Examples: RRR, Enhancements, Resurfacing, Minor
A.11.3.3 Pond Cross Sections Widening).
Pond cross sections shall be prepared in a manner similar to Components of the TTC Plan
Specific temporary traffic control plans are required on all
that for roadway cross sections (Section A.6). As with lateral
projects. The information provided on the TCP plans may
ditches, the standard scale is 1:120 vertical. The standard 1. General Notes (including references to the PTTM)
consist of nothing more than notes and references to the
horizontal scale is also 1:120, although another scale may be 2. Phase Typical Section(s)
PTTM or may be as elaborate as detailed individual phase
used if necessary. 3. Special Details - MINIMAL - where unique situations for
layouts using profile sheets and interchange and intersection
the project exist
If material is to be excavated from the pond the data from the layout sheets. Information shall be provided to inform the
soil survey sheet shall be shown on the cross sections. contractor of the following: A.12.3.2 Level II
1. Location of the centerline, pavement edge, curb line, Application - Moderately complex Construction projects, such
Guidance given in Roadway Cross Sections (Section A.6)
as reconstruction of roadways. (Examples: Urban or rural
shall be applicable to pond cross sections. shoulder;
2. Placement of temporary pavement markings; widening projects, Projects with Diversions or Detours)
A.11.4 Mitigation Areas 3. Lane configurations; Components of the TTC Plan
If construction details for mitigation areas are included in the 4. locations of work zone signs and any other temporary work
plans, follow the requirements for retention/detention areas. zone traffic control devices (including variable message signs, 1. General Notes
advanced warning arrow panels, barriers, crash cushions, 2. Phase Notes (including references to the PTTM)
temporary signals, etc.); 3. Phase Typical Section(s)
5. Layouts and placement of channelizing devices; 4. Detailed plan sheets (when PTTM does not apply)
6. Work to be accomplished during the individual phases of 5. Cross Sections as determined necessary (Example:
construction, diversions, temporary drainage, temporary bridge structure)
7. Lane closures and other restrictions that apply; 6. Special Details - As necessary for constructability
8. Regulatory speed limits for each phase; (Example: temporary drainage, slope requirements due to
9. Project specific requirements such as school zones, railroads, diversions, temporary signalization, railroad work, etc.)
waterborne vessels, etc.
A.12.3.3 Level III
Application - Complex projects.
Components of the TTC Plan
1. General Notes
2. Phase Notes (including any references to the applicable
standard indexes)
3. Phase Typical Section(s)
4. Detailed Plan Sheets
5. Cross Sections
6. Special Details may include - Temporary Drainage;
Temporary Signalization; Intersection Details; etc.
A.12.4 Format
TTC plans will be prepared on standard plan sheet format. A
scaled drawing is not always required; however, clarity and
legibility are critical. When scaled drawings are required, the
scale shall not be less than 1:1200 for plan sheets and 1:480 for
special details.
A.13 Utility Adjustments 4. Right of way lines.
5. Station numbers.
A.13.1 General 6. Street names.
The purpose of utility adjustment sheets is to provide 7. Location of existing utilities. All major utilities that have
coordination between the contractor and the affected utility been field verified shall be labeled in accordance with the
companies. These sheets show the contractor the approximate following symbol:
locations of existing, proposed and relocated utilities, and thus
Vvh = Verified Vertical Elevation and Horizontal Location
aid the contractor in avoiding possible conflicts or damage to
the utilities involved. Projects with minor utility work or At the PCGA's option, a table of field verified utilities
impacts may include these features on the roadway plan or containing the following information can replace the profile
plan-profile sheets or appropriate component plan sheets. view on each sheet:

Locations of all existing and proposed utilities within the
project limits shall be shown on the plans. 8. Disposition of existing utilities that are not to remain in
place and in service.
All proposed and relocated utilities shall be clearly shown on 9. Location of new or relocated utilities.
the plan using lines and standard utility symbols, and shall be
labeled. Disposition of all existing utilities that are not to A.13.4 General Notes for Utility Adjustments
remain in place and in service shall be clearly indicated: for The following notes shall be placed on the first Utility
example "To Be Removed", "To Be Adjusted", "To Be Adjustment Sheet. (If there are no utility adjustment sheets in
Relocated", etc. The disposition of existing utilities that are to the plans, these notes shall be included in the General Notes).
remain in place and service need not be labeled. All proposed
utilities shall be appropriately labeled. 1. The location(s) of the utilities shown in the plans (including
those designated Vv, Vh and Vvh) are based on limited
Applicable general notes shall also be shown on the first utility investigation techniques and should be considered
adjustment sheet (see Section A.13.4). approximate only. The verified locations/elevations apply
only at the points shown. Interpolations between these
A.13.3 Sheet Format points have not been verified.
The utility adjustment sheets shall be prepared for the plan or 2. Existing utilities are to remain in place unless otherwise
plan-profile sheets, and only the plan portion should be shown. noted.
3. Utility/Agency Owners:
Information and graphic data that is not necessary for utility
adjustment sheets may be removed by turning off the Companies Telephone Numbers
appropriate level(s) on which the data is stored. This will help
ensure that information pertinent to utility adjustments is more (Note: The above company names and phone numbers are for
easily seen. However, the utility adjustment sheets shall show emergency utility contacts.
the following information as a minimum:
Contact information shall also be included for persons
1. Baseline and/or centerline of survey. responsible for the maintenance (by contract or internally) of
2. Curb and gutter or edge of pavement. any utility infrastructure such as traffic counters, lighting, signal
3. Drainage structures (existing and proposed). components, and ITS.)
A.14 Selective Clearing and Grubbing A.15 Special Details
A.14.1 General A.15.1 General
Selective clearing and grubbing plans show the extent and type Special details sheets are usually included in the plans set if the
of clearing operation required within the project right of way project contains areas that require special attention to some
limits. This information may be shown on the plan-profile construction elements. Construction details that are not
sheet, if no substantial clutter of the sheet results. Otherwise, covered in the manual or elsewhere in the plans set shall be
selective clearing and grubbing shall be shown on a separate shown on the special details sheet.
plan sheet.
This sheet shall be prepared on a standard plan format. Any
A.14.2 Required Information and Sheet Set Up convenient scale may be used, provided the information shown
When separate selective clearing and grubbing sheets are is clear and legible. Details shown shall be clear, legible, labeled,
required, they shall be shown on a standard plan format. completed in all respects and should be adequately cross-
Complete existing topography shall be shown together with referenced in the plans set.
centerline of construction with stationing, R/W lines and limits
of construction. The type of selective clearing and grubbing
operation to be performed shall be clearly shown by symbol
(refer to Section A.14.3).
A north arrow and graphic scale shall be placed at a point of

maximum visibility on the sheet. Any convenient scale may be
used provided clarity and legibility are preserved.
However, it is recommended that the selective clearing and

grubbing plans be prepared at the same scale as the roadway
plan-profile sheets. Appropriate match lines shall be used when
necessary.
For an illustration of a selective clearing and grubbing sheet,

see Exhibit SCG-2.
A.14.3 Standard Symbols and Notes

The amount and type of notes required for selective clearing
and grubbing will vary depending on the project. It may be
desirable to provide a separate detail sheet in the plans to
display the notes, symbols and details that are applicable to the
project. An example of such a sheet is given in Exhibit SCG-1.
All areas that are not included in one of the selective clearing
and grubbing categories, as shown on the detail sheet or
elsewhere in the plans, shall be standard clearing and grubbing.
25m 25m 30m 30m 25m 25m 25m 25m 30m 30m 25m 25m 25m 25m 30m 30m 25m 25m
25m 25m 30m 30m 25m 25m 25m 25m 30m 30m 25m 25m
PROJECT LAYOUT
Chapter 1.
xxxxxxxxxxxxxxxxxxx xxxxxxxxxxxxx xxxxxxxxxxxxx

xxxxxxxxxxxxxxxxxxx xxxxxxxxxxxxx xxxxxxxxxxxxx
Responsible Agency / Owner.

25m 25m 30m 30m 25m 25m 25m 25m 30m 30m 25m 25m 25m 25m 30m 30m 25m 25m
804
1:2
Insert
Map
1:480
1:120
Word Document
ITD 0757 (Rev. 5-09) Design Standards
itd.idaho.gov
Project Identification
Key Number Project Number Project Title Date
County Terrain Type Highway Number Milepost to Milepost Functional Class
Project Type
Project Standards AASHTO 3R 1R State Other
Oversight Full Exempt
General Project Description
Standards for Pavement Width

AASHTO Standard Width 3R Standard Width State Standard Width ITD Standard Width *Corridor Plan Other Standard Width
Roadway Widths (Attach existing and proposed typical sections)

Milepost to Milepost Existing Pavement Width Proposed Pavement Width
Proposed width includes a 2-foot shoe for

each side (AASHTO Standards Only)
Proposed Maximum Superevelation Proposed Design Vehicle Design Year

%
Traffic ADT Traffic DHV Posted Speed Design Speed

Present Future Present Future
Minimum Level of Service (Attach capacity analysis) Access Control

Milepost to Milepost Existing Proposed Milepost to Milepost Existing Proposed
Maximum Grade Minimum Curve Radius

Existing % Proposed % Existing R Proposed R
Proposed Structures (Attach typical sections)
Deck Width Vertical Clearance (Roadway/Q50) Design Load
(C-C) (0-0)
Existing Bridge Sufficiency Rating Rail Type Clear Zone
Cut Fill
Word Document
Proposed Work (Mark appropriate items)
Excavation Bicycle Lanes Curb and Gutter Lighting ITS
Drainage Separated Pathway Utilities Sidewalk Other
Base Traffic Signal Bridge(s) Seal Coat
Surfacing Erosion Control Guard Rail Detour
Traffic Signals
Existing Location (Milepost) Type of Controller Proposed Location (Milepost) Type of Warrant
Railroad Crossing Protection

Existing Location (Milepost) Type of Protection Proposed Location (Milepost) Type of Protection
Accident History
Accident Base Rate (ACC/MV) Existing Accident Rate within Project Limits (ACC/MV)
Spot Locations within Project Limits that exceed the Base Rate (list Milepost)
Proposed Improvements to Reduce Accidents *Attach worksheet for accident reduction, if necessary.
Milepost Type of Improvements Estimated Accident Reduction
Environmental
Feasibility Study (ITD 0280) Complete Yes – Attach a copy to this form. No – Explain below
Environmental Concerns
ITD 0757 (Rev. 5-09) Page 2 of 2

Word Document
ITD 0758 (Rev. 2-08) Alternate Solutions And Costs
itd.idaho.gov
Various options and cost comparisons should be analyzed. If appropriate, equivalent uniform annual cost
should be computed for the expected life of the proposed options.
Key Number Project Number
Location
Description:
Page 1 of 2
Word Document
Proposed Design Exceptions
Describe and Justify All Design Exceptions:
District Engineer Approval/Recommended Date
Design Exception Committee Approval Title
FHWA Approval (Required for NHS) Design Exception No. Date
ITD 0758, Alternate Solutions and Costs (2-08) Page 2 of 2

UTILITY PERMIT FORM
PERMIT NO.: PACKAGE / ROAD ROAD DISTRICT
SECTION NO.: NAME/DESIGNATION
Construction is proposed or underway. Yes No Financial Project ID:
Is this work related to an approved Utility Work Yes No If yes, Document

Schedule? Number:
PERMITTEE NAME:
ADDRESS: TELEPHONE NO.
CITY PROVINCE ZIP
P U N J A B
The above PERMITTEE requests permission to construct, operate and maintain the following, from the
Right of Way Owner Government Agency, hereinafter called the ROWGA:
FROM DATE Day Mo Yr TO DATE Day Mo Yr
Submitted for the Contact Information Signature Application

PERMITTEE by: Address/Telephone/E-Mail (If Date
Agent Name and Company Applicable)
(Typed or Printed Legibly)
Day Mo Yr
1. The Permittee declares that prior to filing this application, the location of all existing utilities that it
owns or has an interest in, both aerial and underground, are accurately shown on the plans and a
letter of notification was mailed on ________ to the following utilities known to be involved or
potentially impacted in the area of the proposed installation: _______
2. The ROWGA, shall be notified a minimum of forty eight (48) hours in advance prior to starting
work and again immediately upon completion of work. The Permittee’s employee responsible for
MOT.
3. All work, materials, and equipment shall be subject to inspection and approval by the ROWGA.
4. All plans and installations shall conform to the requirements of the PGDM in effect as of the date
this permit is approved by ROWGA, and shall be made a part of this permit.
5. This Permittee shall commence actual construction in good faith within days after issuance of permit,
and shall be completed within days after the permitted work has begun. If the beginning date is more
than sixty (60) days from the date of permit approval, the Permittee must review the permit with the
ROWGA to make sure no changes have occurred to the Transportation Facility that would affect the
permitted construction.
6. The construction and maintenance of such utility shall not interfere with the property and rights of a
prior Permittee.
7. It is expressly stipulated that this permit is a license for permissive use only and that the placing of
utilities upon public property pursuant to this permit shall not operate to create or vest any property
right in said holder, except as provided Agreements.
8. Any utility placed upon, under, over, or along any public road that is found to be unreasonably
interfering in any way with the convenient, safe, or continuous use, or maintenance, improvement,
extension, or expansion, of such public road or publicly owned rail corridor shall, upon thirty (30)
days written notice to the Utility Owner Agency (UOA) or its agent by ROWGA, be removed or
relocated by such Utility Owner Agency (UOA) at its own expense except as provided in the manual
or as approved by the competent authority.
9. It is agreed that in the event the relocation of said utilities are scheduled to be done simultaneously
with the construction work, the Permittee will coordinate with the ROWGA and/or any other
related agency before proceeding and shall cooperate with the contractor to arrange the sequence of
work so as not to delay the work of the contractor. The Permittee shall not be responsible for delay
beyond its control.
10. In the case of non-compliance with the requirements in effect as of the date this permit is approved,
this permit is void and the facility will have to be brought into compliance or removed from the
R/W at no cost to the ROWGA, except for reimbursement rights set forth.
11. It is understood and agreed that the rights and privileges herein set out are granted only to the extent
of the Punjab’s right, title and interest in the land to be entered upon and used by the Permittee, and
the Permittee will, at all times, and to the extent permitted by law, assume all risk of and indemnify,
defend, and save harmless the ROWGA from and against any and all loss, damage, cost or expense
arising in any manner on account of the exercise or attempted exercises by said Permittee of the
aforesaid rights and privileges
12. During construction, all safety regulations shall be observed and the Permittee must take measures,
including placing and the display of safety devices that may be necessary in order to safely conduct
the public through the project area in accordance with the Punjab Traffic & Transport Manual
(PTTM). When a Utility deems it necessary to conduct Traffic Control activities and methods
significantly different from those addressed in the above references, the Utility must submit an
alternative plan signed and sealed to develop TCP in accordance with the provisions of the manual.
13. Should the Permittee be desirous of keeping its utilities in place and out of service, the Permittee, by
execution of this permit acknowledges its present and continuing ownership of its utilities located
between and within the R/W as set forth above. Whenever the Permittee removes its facilities, it
shall be at the Permittee’s sole cost and expense. The Permittee, at its sole expense, shall promptly
remove said out of service utilities whenever the ROWGA determines said removal is in the public
interest.
14. In the event contaminated soil is encountered by the Utility or anyone within the permitted
construction limits, the UOA shall immediately cease work and notify the ROWGA. The ROWGA
shall coordinate with the appropriate agencies and notify the Permittee of any suspension or
revocation of the permit until contamination assessment and remediation, as appropriate
15. For any excavation, construction, maintenance, or support activities performed by or on behalf of
the ROWGA, within its R/W, the Permittee may be required by the ROWGA or its agents to
perform the following activities with respect to a Permittee’s facilities: physically expose or direct the
exposure of underground facilities, provide any necessary support to facilities and/or cover, de-
energize or alter aerial facilities as deemed necessary for protection and safety.
16. The permit shall require the permit holder to be responsible for damage resulting from the issuance
of the permit. The ROWGA may initiate injunctive proceedings to enforce provisions of this
subsection or any rule or order issued or entered into pursuant thereto.
17. When any public road or publicly owned rail corridor is damaged or impaired in any way because of
the installation, inspection, or repair of a utility located on such road, the owner of the utility shall, at
his or her own expense, restore the road to its original condition before such damage. If the owner
fails to make such restoration, the authority is authorized to do so and charge the cost thereof against
the owner.
18. It is understood and agreed that commencement by the Permittee is acknowledgment and acceptance
of the binding nature of the entire above listed perm conditions and special instructions.
PERMITTEE SIGNATURE: DATE:

SIGNATURE DATE:
Name & Title of Authorized Permittee or Agent

APPROVED BY: ISSUE DATE:
UTILITY PERMIT FINAL INSPECTION CERTIFICATION
DATE:
DATE WORK STARTED:
DATE WORK COMPLETED:
INSPECTED BY: DATE:
CHANGE APPROVED BY:
I the undersigned Permittee do hereby CERTIFY that the utility construction approved by the above
numbered permit was inspected and installed in accordance with the approved plans made a part of this
permit and in accordance with the PGDM. All plan changes have been approved by the ROWGA and are
attached to this permit. I also certify that the work area has been left in as good or better condition than when
the work was begun.
PERMITTEE: SIGNATURE: DATE:
Name & Title of Authorized Permittee or Agent

Appendix D (Drainage) watershed and flood-plain management programs and to Appendix D-2
obtain current information on development and proposed
actions in the affected watersheds.
PLASTIC EROSION MAT
Appendix D-1
Location and Hydraulic Design of Design Standards Description
Encroachments on Flood Plains Furnish and install plastic erosion mat on areas as shown in the
1. The design selected for an encroachment shall be plans. Conduct this work in conjunction with the Performance
Guidelines supported by analyses of design alternatives with Turf work.
consideration given to capital costs and risks, and to other
1. To encourage a broad and unified effort to prevent economic, engineering, social and environmental concerns. Materials
uneconomic, hazardous or incompatible use and I. Consideration of capital costs and risks shall include, as
Use a plastic erosion mat consisting of continuous or fused
development of the Nation's flood plains. appropriate, a risk analysis or assessment which includes:
synthetic polymer fibers, which are entangled to form a three
2. To avoid longitudinal encroachments, where practicable. a) The overtopping flood or the base flood, whichever is
dimensional matrix (netting or distorted netting may be
3. To avoid significant encroachments, where practicable greater, or
included as part of the matrix). Ensure that the mat is capable
4. To minimize impacts of highway agency actions which b) The greatest flood which must flow through the
of maintaining its shape throughout installation. Ensure that
adversely affect base flood plains highway drainage structure(s), where overtopping is
the mat is inert to chemicals encountered in a natural soil
5. To restore and preserve the natural and beneficial flood- not practicable. The greatest flood used in the analysis
environment.
plain values those are adversely impacted by highway is subject to state-of-the-art capability to estimate the
agency actions. exceedance probability.
Installation of Plastic Erosion Mat
6. To avoid support of incompatible flood-plain development II. The design flood for encroachments by through lanes of
Interstate highways shall not be less than the flood with a 2 Install a plastic erosion mat of uniform thickness, not less than
Location Hydraulic Studies percent chance of being exceeded in any given year. No 1/4 inch or more than 3/4 inch on the prepared soil surface in
minimum design flood is specified for Interstate highway accordance with these Specifications, the manufacturer’s
1. Location studies shall include evaluation and discussion of ramps and frontage roads or for other highways. recommendations and in conformity with the lines, grades and
the practicability of alternatives to any longitudinal III. Freeboard shall be provided, where practicable, to protect dimensions as shown in the plans. Ensure that all joints are
encroachments. bridge structures from debris- and scour-related failure. shingle lapped such that the bottom of each section fits over
2. Location studies shall include discussion of the following IV. The effect of existing flood control channels, levees, and the top of the section below to prevent uplift of the ends or
items, commensurate with the significance of the risk or reservoirs shall be considered in estimating the peak edges by water flow. Overlap ends of adjacent rolls a minimum
environmental impact, for all alternatives containing discharge and stage for all floods considered in the design. of 3 feet. Overlap edges of adjacent rolls a minimum of 4
encroachments and for those actions which would support inches. Stake all edges at 3 to 5 feet intervals with staples as
base flood-plain development: recommended by the manufacturer unless otherwise directed
2. Rest area buildings and related water supply and waste
a) The risks associated with implementation of the action by the Engineer. Ensure that overlaps and anchor trenches are
treatment facilities shall be located outside the base flood
b) The impacts on natural and beneficial flood-plain in conformance with the plans and the manufacturer’s
plain, where practicable. Rest area buildings which are
value, installation recommendations.
located on the base flood plain shall be flood proofed
c) The support of probable incompatible flood-plain Ensure that after installation there are no protrusions,
against damage from the base flood.
development projections or exposures of the plastic erosion mat. Do not
d) The measures to minimize flood-plain impacts compact the installed plastic erosion mat with any type of
associated with the action, and equipment employing a foot or grid.
e) The measures to restore and preserve the natural and The Engineer will reject any material having defects, tears,
beneficial flood-plain values impacted by the action. punctures, flaws, deterioration or other damage before, during
3. Location studies shall include evaluation and discussion of or after installation. Remove and replace all rejected plastic
the practicability of alternatives to any significant erosion mat at no additional expense.
encroachments or any support of incompatible flood-plain
development. Method of Measurement
4. Local, District, and Federal water resources and flood-plain The quantity to be paid for will be the surface area of Plastic
management agencies should be consulted to determine if Erosion Mat installed and accepted in square yards with no
the proposed highway action is consistent with existing allowance for overlaps.
General Criteria for Use Appendix D-4
Basis of Payment When determining the type and extent of protective treatment, GEOTEXTILE FABRICS
Price and payment will be full compensation for all work the following considerations should be reviewed:
specified in this Appendix, including furnishing, handling, 1. The nature and frequency of the presence of children in
placement of Plastic Erosion Mat, all labor, equipment, and the area, e.g., proximity to schools, school routes, and General
miscellaneous materials necessary for a complete and accepted parks, should be established. Geotextiles shall be woven or nonwoven fabrics that will allow
installation. 2. Highway access status should be determined. Protective the passage of water. Geotextiles shall be packaged in a
treatment is usually not warranted within a limited access protective covering sufficient to protect it from sunlight, dirt,
Appendix D-3 highway; however, drainage facilities located outside the and other debris during shipment and storage, upon which the
limited access area or adjacent to a limited access highway manufacturer’s name, product name, style number, roll
PROTECTIVE TREATMENT dimensions and LOT numbers are clearly labeled.
should be considered unlimited access facilities.
3. Adequate debris and access control would be required on
Purpose all inlet points if guards or grates are used at outlet ends. Application
Drainage designs shall be reviewed to determine if some form Hydraulic determinations such as depth and velocity The applications of Geotextile fabrics are divided into the
of protective treatment will be required to prevent entry to long should be based on a 25-year rainfall event. following three main classes:
or submerged storm drain systems, steep ditches, or water 4. The hydraulic function of the drainage facility should be 1. Drainage- under all rubble riprap, including cyclopean
control facilities. Such entry would present a hazard to children checked and adjusted so the protective treatment will not stone and under gabions; wrapped around drains, pipe
and, to a lesser extent, all persons. If other modifications, such cause a reduction in its effectiveness. joints, and edge-drains; filter behind walls, etc.
as landscaping or providing flat slopes, can eliminate the 5. Use of a grate may cause debris or persons to be trapped 2. Erosion Control- silt fence, staked silt barrier, plastic
potential hazard and thus the need for protective treatment, against the hydraulic opening. Grates for major structures erosion mat.
they should be considered first. Areas provided for retention should be designed in a manner that allows items to be 3. Stabilization- separator between embankment and soft
and detention, for example, can often be effectively integrated carried up by increasing flood stages. subsoil, reinforcement and pipe bedding.
into parks or other green 6. Use of grate may result in a person being pinned against it.
Vehicular and pedestrian safety are attained by differing A guard is usually used on outlet ends. A fence may capture Physical Requirements
protective treatments, often requiring the designer to make a excessive amounts of debris, which could possibly result in
compromise in which one type of protection is more Unless restricted in the plans or specifications, the Geotextile
its destruction and subsequent obstruction of the culvert. fabric shall be a woven or non woven fabric consisting of long-
completely realized than the other. In such cases, an evaluation The location and construction of a fence shall reflect the
should be made of the relative risks and dangers involved to chain polymeric filaments or yarns such as polypropylene,
effect of debris-induced force. polyethylene, polyester, polyamides or polyvinylidene chloride
provide the design that gives the best balance. It must be
remembered that the function of the drainage feature will be formed into a stable network such that the filaments or yarns
essentially in conflict with total safety, and that only a reduction retain their relative position to each other. The base plastic shall
rather than elimination of all risk is possible. contain stabilizers and/or inhibitors to make the filaments
resistant to deterioration due to ultra-violet light (except for
Types subsurface and stabilization classification), heat exposure and
potential chemically damaging environment. The fabric shall be
free of any treatment which may significantly alter its physical
Feature Typical Use properties. The edges of the fabric shall be salvaged or
Grates To prevent persons from being swept into otherwise finished to prevent the outer yarn from pulling away
long or submerged drainage systems. from the fabric. The fabric shall conform to the physical
Guards To prevent entry into long sewer systems requirements on Design Standards, Index No. 501 according to
under no-storm conditions, to prevent its application.
persons from being trapped.
Overlaps and Seams
Fences To prevent entry into areas of unexpected
deep standing water or high velocity water Overlaps shall be as specified in the plans, specifications, or
flow, or in areas where grated or guards are Design Standards for each particular application. To reduce
warranted bur are unsuitable for other overlaps, the Geotextile fabric may be sewn together. Seams of
reasons. the fabric shall be sewn with thread meeting the chemical
requirements and minimum seam strength requirements given Pre-Cenozoic limestones and dolomite shall not be used as Appendix D-6
for the fabric and application as shown on Design Standards, crushed stone aggregates either coarse or fine for Asphalt
Index No. 501. Concrete Friction Courses, or any other asphalt concrete
REPAIR OF GALVANIZED SURFACES
mixture or surface treatment serving as the final wearing
Certification course. Description
As an exception to the above up to 20% fine aggregate from Apply a coating of galvanizing compound over welded areas of
Furnish two certified copies of a test report from the galvanized structural members and over areas of previously
these materials may be used in asphalt concrete mixtures other
manufacturer certifying that the Geotextile to be incorporated galvanized members on which the galvanizing has become
than Friction Courses which serve as the final wearing course.
into the completed project meets the requirements of this damaged.
Specification and the Design Standards, Index No. 501. The
certified test reports shall be attested to by a person having Cemented Coquina Rock
legal authority to bind the manufacturing company. Also, For Cemented Coquina Rock to be used in bituminous Construction Methods
furnish two (4 by 8 inch) samples of the Geotextile for product mixtures, the Los Angeles Abrasion requirement of 901-1.3 is Prepare surfaces and apply the galvanizing compound
identification. The manufacturer shall maintain test records as modified to permit a maximum loss up to 50 (FM 1-T 096) according to ASTM A 780 and manufacturer’s
required by this Specification. These records shall be made provided that the amount of material finer than No. 200 recommendations. Apply additional coats on rough or pitted
available to the Department upon request. generated during the Los Angeles Abrasion test is less than surfaces, when in the opinion of the Engineer it is necessary to
18%. obtain acceptable cover. Follow the manufacturer’s
recommended dry time between coats.
Appendix D-5 Re-clean the areas not coated on the same day the cleaning is
Manufactured Stones
Coarse Aggregate accomplished, or surfaces that have rusted, prior to coating.
Slags Apply the galvanizing compound to attain a uniform
Natural Stones Coarse aggregate may be produced from molten nonmetallic appearance free from all defects or failures. Submit repair
Course aggregate may be processed from gravels, granites, by-products consisting essentially of silicates and alumino procedure(s) to the Engineer for approval.
limestones, dolomite, sandstones, or other naturally occurring silicates of calcium and other bases, such as air-cooled blast-
hard, sound, durable materials meeting the requirements. furnace slag or phosphate slag, provided it is reasonably Basis of Payment
uniform in density and quality, and reasonably free from No direct payment will be made for galvanizing compound
Gravels deleterious substances. In addition, it must meet the following coating of welded surfaces or for field repair of damaged
Gravel shall be composed of naturally occurring quartz, free specific requirements: galvanized surfaces. Include the cost to perform these
from deleterious coatings of any kind. The minimum dry operations, in the Contract price for the item which includes
rodded weight AASHTO T 19 shall be 95 lb/ft3. Crushed Sulphur content ...............................................not more than 1.5% the member being so treated.
gravel shall consist of a minimum of 85%, by weight, of the Dry rodded weight AASHTO T 19 .............minimum 70 lb/ft3
material retained on the No. 4 sieve, having at least three Glassy Particles .................................................not more than 10%
fractured faces.
Slag shall not be used as an aggregate for Portland cement
Granites concrete.
Coarse aggregate produced from the crushing of granites shall For Air-Cooled Blast Furnace Slag, the Los Angeles Abrasion
be sound and durable. For granites to be used in bituminous requirement is modified to permit a maximum loss up to 50
mixtures and surface treatments, the Los Angeles Abrasion (FM 1-T 096) provided that the amount of material finer than
requirement is modified to permit a maximum loss up to 50 No. 200 sieve generated during the Los Angeles Abrasion test
(FM 1-T 096). Maximum amount of mica schist permitted is is less than 18%.
5% (FM 5-584).
Limestones, Dolomite and Sandstone

Coarse aggregates may be produced from limestone, dolomite,
sandstones, and other naturally occurring hard, durable
materials meeting the requirements.
APPENDIX E
BUS RAPID TRANSIT
E1. BUS CAPACITY The buses per berth per hour can be estimated by the following rate is 5% the corresponding values are 48 and 30 buses per
formulas: berth respectively.
This appendix sets forth approaches to estimating the capacity The capacity of a bus stop in buses per hour is the product of
1. Uninterrupted Flow the capacity per berth and the number of effective berths.
of a bus stop or route.
Cb = 3600 / {1+CVZ) + tc}…………………..E1.1 Cv = Cb Nb.…………..……………………….E1.3
E1-1. General Consideration
Where
The capacity of a bus route is determined by the capacity of the 2. Interrupted Flow Cb = Capacity of a single berth
heaviest used bus stop, or the capacity of the bus line. Nb = No Effective berths
Generally, passenger boarding and interchange volumes during Eb = 3600 cg/{B(g/c + ZaCV) + tc…………...E1.2 Cv = Capacity of stop in buses per hour.
peak periods at the major loading and unloading points governs
a bus route’s capacity. The basic factors include Where
g = green The berth efficiency factors for multiple on-line and off-line
1. The service times at stops, C = Cycle Length stops are given in table E1 – 3. The off line bus stops apply
Cv = Co efficient of Dwell Times Variation ~0.6
2. The minimum safe spacing between successive buses, when there is independent entry and exit- e.g. buses are able to
D = Dwell Time
3. The number of seats and standees on each bus tc = clearance time in seconds (usually 10 to 20 seconds) overtake and pass each other and off-line values apply where
4. The green time per cycle available and Za = one tail value of standard normal variation independent entry is not possible. Thus a three berth stop
5. Specified failure rates. Eb = number of buses per berth per hour would have 2.45 to 2.60 effective berths, while a 5-berth on-line
stop would have 2.75 to 3.75 effective berths.
These factors are influenced by vehicle design features
including the number and size of doors, floor height, and Typical values of Za are given in Table E1 - 1. Thus, for a 25 % E1-1.1.1. Passenger Capacity of a Bus Stop
interior seating configuration; fare collection practices; right of failure rate (defined as level of service E) the Za value would be
way interferences, (including junctions and traffic signals); the 0.675. The maximum number of passengers per berth per hour can be
number and design of loading areas; operating policies estimated by multiplying the berth capacity in buses per hour,
pertaining to layover/recovery times at key stops and terminals, The dwell time in three equations can be estimated from field by the boarding passengers per bus.
and allowable standees. observations or computed as follows:
Pb = CB B.…………..……………………….E1.4
As a general rule, a BRT route with a relatively uniform D = aA for A Alighting passengers (A) (3)
D = nB for B Boarding passengers (B) (4) Where
distribution of boarding passengers among stops will usually D = (aA + Bb)T for combined board through a single B = Boarding passengers per berth
have a higher capacity than where passenger boarding is door, where T is an assumed CB = berth capacity buses/berth/hour
concentrated at one or two stops. Operations at maximum Turbulence factor is equal to about Pb = Passengers/berth/ hour
capacity tend to strain the system, and do not allow for 1.2, and” a and b” are alighting and
variations in demand, or bus operation; they should be avoided. boarding coefficients respectively.
The number of passengers per stop becomes PbNb. Conversely;
E1-1.1. Basic Relationships Table E1 - 2 gives the resulting berth capacities per bus berth the number of effective berths to serve J passengers per hour
per hour for various failure rates, assuming a clearance time (tc) becomes the ratio of J to Pb.
The capacity of a bus stop (in people per hour) with the of 15 seconds. For an average dwell time of 30 seconds and
number of berths, passenger capacity per vehicle, and amount 25% failure, the capacity is 63 buses per berth per hour for The number of boarding passengers per bus normally governs
of time available for movement varies inversely with the dwell uninterrupted flow and 43 for interrupted flow. If the failure the dwell times. Thus, when either boarding volumes, or dwell
time per stop and the clearance interval between buses. times are known, the other can be readily determined. Thus, for
a 30 second dwell time, and assumed 3 second passenger
service time, there would be 10 boarding passengers per bus. 1. The first step is to define the type of bus, the door channels E1-1.1.4. Outlying Stops/Stations
Thus for 3 berths (2.45 effective berths) a linear stop would available for boarding, and the method of fare collection.
serve 2.45 x 43 x 10 for uninterrupted flow or 1050 passengers From there, it is possible to estimate the service times. The number of bus berths that should be provided at outlying
per hour (with interrupted flow and 25% failure). Illustrative values are shown in the table. Using a 3.5 bus stops can also be estimated based upon random arrival
second dwell time for a single-door bus with fare payment assumptions. Table E1 - 5 gives the number of berths that the
E1-1.1.2. Passenger Capacity of a Bus Route on bus as a base, the service times are progressively bus bays will overload.
reduced to account for use of multiple doors and
The passenger capacity of a any busway, bus terminal approach Emergent guidelines are as follows:
prepayments. For example, 2 boarding channels would
system, CBD bus Street, or bus lane is governed by the number
have about 0.7 the service time per passenger per channel 1- Passenger service time of 20 seconds or less: one bus berth
of buses that can be processed through the busiest point of
as a single door. Obviously, these service times should be per 60 peak hour buses (arterial street condition).
boarding, the boarding passengers they serve, and the ability to
keyed to specific conditions. 2- Passenger service times of 30 to 50 seconds: one bus berth
receive additional passengers between this stop and the
2. The passenger boarding per bus should be estimated during per 30 peak hour buses.
maximum load section. Thus, the distribution of passenger
the peak 15 minute periods. 3- Passenger service time of more than 50 seconds: two berths
boarding along a route becomes significant, as well as the
3. Dwell times should be computed by multiplying the service for every 60 peak hour buses.
allowable passenger loads per bus.
times per person by the passenger per bus. They should be
Generally, the maximum load section established the bus increased to reflect variations. And adjusted for the effect Table E1 – 1 Values Of Percent Failure And Associated
frequency in a corridor; enough stopping locations and berth of traffic signals. The resulting “effective dwell” times One Tail Normal Variation
capacities at each stop should be sufficient to meet this should be added to the clearance time.
frequency. 4. The buses per berth per hour should be computed based Failure (%) Za
upon equations E1.1 and E1.2 and then multiplied by the 1.0 2.330
1. The maximum peak hour passenger volumes can be number of effective berths. The passenger per berth per
2.5 1.960
estimated as a function of the number of buses that can be hour should be obtained by multiplying the passengers per
processed at the busiest stop, and assuming that each bus is 5.0 1.645
bus by the buses per berth.
to its schedule-design load when it reaches the maximum 5. Finally, the passenger volumes past the busiest load point 7.5 1.440
load point. This assumption is reasonable only for can be obtained based upon the likely % of the peak 10.0 1.280
conditions of dispersed loading. Thus if C1. are the number passenger volumes boarding at the busiest stations. 15.0 1.040
of buses processed through the controlling stop, and S 20.0 0.840
represents the number of passenger spaces per bus, then The table clearly shows that the number of people that can be
25.0 0.675
the number of passengers become C1. accommodated depends heavily on the number of door
channels available for boarding, the method of fare collection 30.0 0.525
2. A more realistic assumption is to assume that the
passengers processed at the busiest stop represent a and the ability to disperse boarding in major activity areas such 50.0 0.000
percentage of the maximum load section flow. Thus if Q as city centre. All are essential for effective BRT Operations.
represents the passengers boarding at the controlling stop
In some situations, it may be necessary to spread stops for
and they represent X% of the total, PbNB/X represents the
alternate groups of bus-routes. The total number
service volumes through the maximum load section.
accommodated by a series “split stops” represents the capacities
E1-1.1.3. Illustrative Examples for each stop. A 10 to 20% CBD adjustment may be
appropriate where buses have to share general traffic lanes
Table A-4 gives sample computations: when they pass stopped buses.
Table E1 – 2
Uninterrupted Flow TABLE E1-4
TYPICAL SERVICE VOLUMES
Failure Average Dwell Time, Seconds
BUS/FARE
Rate Arterial 50% Green/Cycle Grade separated busway
COLLECTION
1.00% 10 20 30 40 50 60 Type of Bus Regular Articulated Regular Articulated
92 57 41 32 27 23 Door Channels Available
1 2 2 2 2 3 1 2 2 3
for Boarding
2.50% 98 62 45 35 29 25
5.00% 103 66 48 38 31 27 Fare Collection On Off On Off Of f Off Off Off Off
Off
7.50% 107 69 51 40 33 28 Vehicle Vehicle Vehicle Vehicle
10% 110 71 56 45 37 32 Service Time Per
15% 145 76 56 45 37 32 3.5 2.5 2 2.5 2 1.5 2.5 2 2 1.5
Passenger Door(1)(2)
20% 120 78 60 48 40 34
Passengers Boarding/Bus 25 15 15 20 20 20 15 15 20 20
25% 24 84 63 55 42 36
30% 128 87 66 53 45 38 DWELL TIME (Seconds)
50% 144 103 80 65 55 48 Passenger Boarding Time 52 38 30 50 40 30 38 30 40 30
Adjustment Factor for
Signalized With Green/Cycle = 0.5
Random Variations(3) 0.905 0.905 0.905 0.905 0.905 0.905 1.405 1.405 1.405 1.405
Failure Average Dwell Time, Seconds Effective Dwell Time 47 34 27 45 36 27 53 42 56 42
Rate Clearance Time 15 15 15 15 15 15 15 15 15 15
Effective Dwell Time,
1.00% 53 34 25 20 16 14 62 49 42 60 51 42 68 50 71 57
Plus Clearance
2.50% 57 37 28 22 18 16
BUSES & PASSENGERS/HOUR
5.00% 60 40 30 24 20 17
7.50% 63 43 32 26 27 19 Buses/Berth/Hour 29 37 43 30 35 45 53 63 51 63
10% 65 45 34 27 23 20 Passengers/Berth/Hour 435 550 645 600 705 855 795 945 1020 1260
15% 69 48 37 30 25 22 Effective berths 2.5 2.5 2.5 2.5 2.5 2.5 2.5 2.5 2.5 2.5
20% 72 51 40 33 28 24 Passengers/Berth/Hour 1090 1375 1610 1500 1765 2145 1990 2360 2550 3150
25% 75 54 43 35 30 26 Passenger per hour past maximum load section
30% 78 58 46 38 32 28 25 % Board at Business
4360 5500 6440 6000 7060 8570 7960 9440 10200 12600
Station
50% 90 72 60 51 45 40
50 % Board at Business
2180 2750 3220 3000 3530 4290 3980 4720 5100 6300
Station
Table E1 – 3 Efficiency of Multiple Berths
Effective Berth Factor, Nb
1. Assume loading conditions govern.
Berth No. On-line Stops Off-line Stops 2. Service Time/Door Adjusted to reflect use of multiple doors, e.g. from 1 to 2 doors gives a 0.7 value.
1 1.00 1 3. Effective Service Time = [1+(.675)(.6)] or 1.455 for uninterrupted flow, and [.5+.675(.6)] or .905 for a g/c of
2 1.75 1.85 0.5 for interrupted Flow to account for likely variations per hour applied to passenger boarding.
4. Capacity equals 1800 divided by effective dwell plus clearance for signalized intersections (g/c = 0.5) and
3 2.45 2.60
3600 divided by Effective dwell plus clearance time uninterrupted flow (g/c = 1.0)
4 2.65 3.25
5 2.75 3.75
2. Observed average fare gate headways and capacities are
Table E1-5. Berth Requirements At Bus Stops shown in Table E2-3.
(Outlying Locations) 3. Recommend lighting levels (luminance in foot candles
are set forth in Table E2-4.s
Peak
Hour Bus They can augment municipal codes as appropriate.
Flow Headway 10 20 30 40 50 60
(Bus/Hr.) (Min) Sec Sec Sec Sec Sec Sec Table E2-1 Pedestrian Levels of Service
15 4 1 1 1 1 1 1
30 2 1 1 1 1 1 1 LOS
45 1 1 2 2 2 2 A B C D E F
60 1 1 1 2 2 2 2 Walkways
75 1 2 2 3 3 3 Sq ft/person ≥35 25-35 15-25 10-15 5-10 <5
Ped/ft/min 0-7 7-10 10-15 15-20 20-25 Variable
90 1 2 3 3 4 4 Stairways
105 1 2 3 3 4 4 Sq ft/person ≥20 15-20 10-15 7-10 4-7 <4
120 1/2 1 2 3 3 5 5 Ped/ft/min ≤5 5-7 7-10 10-13 13-17 Variable
150 2 3 3 4 5 5 Queuing And Waiting Areas

180 1/3 2 3 4 5 6 6 Sq ft/person >13 10-13 7-10 3-7 2-3 <2
Avg. Inter-person spacing >4.0 3.5-4 3.0-3.5 2.0-3.0 ≤2.0 Variable
Note: 95% probability that number of berths will not be
overloaded; assumes a Poisson Distribution of Bus Arrivals. Source: Adapted from Section 7, Kittelson Associates, Inc. Transit Capacity and Quality of Service Manual,
Second Edition Draft, October 10, 2002
E2. PEDESTRIAN AND LIGHTING
Table E2-2 Doorway And Escalator Capacities
GUIDELINE Doorways Single channel
This appendix contains detailed guidelines for estimating Type of entrance Observed Equivalent
Entrance Average Pedestrian
pedestrian capacities and service levels and for establishing Headway Volume
lighting levels. Seconds Per Minute Per Hour
Free swinging 1.0 – 1.5 40 – 60 2400 - 3600
Pedestrian levels of service for walkways, stairways, and waiting
Revolving, per direction 1.7 – 2.4 25 – 35 1500 - 2100
areas are given in Table E2-1. Pedestrian ramps can achieve about
Escalators
the same capacities as walkways. A Level of Service D or better Width at Incline Nominal
should be used for walkways and stairways. To meet ADA Tread Speed Capacity
requirement, at least 10 square feet per person should be provided (in) Ft/min Ped/min Ped/hr
for pedestrian waiting and queuing areas; this corresponds to Single width 24 90 34 2040
Service Level C. 120 45 2700
Double width 40 90 68 4080
1. Reported capacities for doorways and escalators are given 120 90 5400
in Table E2-2. NOTE: For planning purposes. Should not be used to determine means of egress.
Table E2-3 Observed Average Fare Gate Headways And Capacities Pedestrian tunnel 4-5
EQUIVALENT OBSERVED AVERAGE Uniform values (except under the passenger canopy) shall not exceed the following values:
PEDESTRIAN HEADWAY Average to minimum 2.5 to 1
Type of entrance Seconds Volume Maximum to minimum 5 to 1
(Ped/min) Source:
Free admission 1.0-1.5 40-60 1. Design criteria for metro park & ride and transit facilities, Metropolitan transit authority,
Ticket collector 1.7-2.4 25-35 Houston, November 2000.
Single-slot coin- or token-operated 1.2-2.4 25-50 2. Illuminating engineering society of north America – value of Public Roadway lighting, New York
Double-slot coin-operated 2.5-4.0 15-25 report ies-cp31-1987.
Card reader (various types) 1.5-4.0 25-40 3. Guide for the design of park-and-ride facilities, AASHTO, Washington, D.C, 1994.
High entrance/exit turnstile 3.0 20
High exit turnstile 2.1 28
Exit gate, 3.0 ft (0.9 m) wide 0.8 75
SOURCE: Fruin J., Pedestrian Planning and Design, Revised Edition, Elevator World, Mobile, AL,
1987.
Table E2-4 Recommended Lighting Levels (Illuminance in Foot Candles)
Station platforms and shelters Foot candles
Open platform 5
Loading platform Under canopy 10-15
Ticketing area – turnstiles 20
Passage ways 20
Fare collection booths 100
Concessions and vending machine areas 30
Stairs and escalators 20
Washrooms 30
Parking areas – lots
Passenger drop-off 3-5
Parking lots 1-2
Parking for handicapped 3-4
Entrances and exits 3-4
Bus loops, ramps & access headways 1.0-1.5
Parking areas – garages
Entrance and exits Day 50, night 5
Traffic lanes/ramps 10
Parking areas 3-5
Stairs and escalators 20
Walkways
Sidewalks 0.5-2.0
Walkways distance from roadways 0.5
E

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PUNJAB GEOMETRIC DESIGN MANUAL

way U R i g n rch ontr

Government of the Punjab

Traffic Calming 9.18 Roundabouts

9.1 Purpose 9.19 Chokers

9.2 Overview 9.20 Design Modification for Hilly Terrain

9.3 General Guidelines 9.21 Signing and Striping

9.4.1 Vertical Measures Transport Manual (PTTM)

9.4.2 Horizontal Measures 9.23 New Standard Warning Signs

9.4.4 Volume Control Measures 9.24 Summary

9.4.5 Other Measures 9.24.1 Traffic calming is not a “magic bullet”:

9.5 Central Island 9.24.2 Area-wide versus intersection-by-intersection:

9.7 Lateral Shift planning of traffic calming:

9.10 Raised Crosswalks and volumes while increasing traffic safety:

9.12 Bulb-outs/Neckdowns new streets and subdivisions:

9.13 Forced Turn Island

9.14 Half Closure

9.15 Diagonal Diverters

9.16 Semi Diverters

Treatment Description Effect Concerns Cost Table 9.5 : Other Treatments

Barrier placed May inhibit access

Figure 9.2 :Plan of typical central island

4. The disadvantages of channelization may include creating out-of-

Figure 93 :Plan of a typical central island for channelization

chicane island (b) New Installations

2.4 m MIN EXTENSION

2.4 m MIN EXTENSION

Figure 9.5 :Plans of a typical chicane

Figure 9.6 :Plans of a typical lateral shift

3.5” (9cm) road hump

Speed Hump Development 3.7m

3.5” (9cm) speed table

7. All other dimensional requirements for speed 7.62m TYP.

(d) Section B-B

Chapter No. 9 Traffic Calming Last Revision Page No.

(b) Section A-A

Figure 9.12 :Plan and cross sections of typical raised crosswalk

Significance and Usage:

(a) Plan of a raised intersection

(b) Section B-B

Figure 9.13 :Plan and cross section of a typical raised intersection

Figure 9.14 :Bulb-outs/Neckdowns

Figure 9.15 :Bulb-outs/Neckdowns

Significance and Usage:

STOP BAR SET BACK FROM

Figure 9.16 :Typical forced turn island

Significance and Usage:

bicyclists to pass through barriers but not for

If driveways are located in close

Significance and Usage:

Figure 9.19 :Typical semidiverters

Significance and Usage:

A - street width 9.8m min.

Figure 9.20 :Typical traffic circle

Figure 9.21 :Typical semi circle

"A" "B" "C" "D" "E"

Figure 9.23 :Typical Roundabout

Figure 9.24 :Typical choker

9.20 Design Modification for Hilly Terrain

steeper than normal on the uphill sides of humps or tables

Figure 9.25 :Design modification in hilly areas

Alternative signing and striping schemes may be TABLE CROSSWALK

proposed in writing by a developer, designer, or

9.22 General Guidance from Punjab Traffic