CHAPTER 7

CROSS SECTIONS

Introduction 7-2

Surfacing 7-2

Table7-1 Lane / Shoulder Width and Surfacing Standards for Construction

and Reconstruction Projects on Rural State Highways
Figure 7-1 Typical Surfacing Sections
Figure 7-2 Typical Cross Slopes
Table 7-2 Transition Distance from 2% to 1% Cross Slope
at Major Intersections
Table 7-3 Maximum Algebraic Difference Cross Slope at Turning
Roadway Terminals

Rumble Strip/Stripes 7-10

Table 7-4 Rumble Strip/Stripe Guidelines for Asphalt Mainline Surface

Curbs 7-13

Subgrade 7-14

Table 7-5 Surfacing Sluff Width on

Construction/Reconstruction Projects

Side Slopes 7-16

Table 7-6 Interstate Inslopes for Resurfacing Projects

Figure 7-3 Typical Ditch Bottoms and Slope Criteria

Topsoil 7-21

Medians 7-21

Figure 7-4 Typical Medians

7-1
 INTRODUCTION

Cross sections define the configuration of a proposed roadway at right angles to the
centerline. This chapter discusses the various cross section elements and provides guides
for the application of standards in the design of typical sections.

See Chapter 18 Plans Assembly for detailed Typical Grading Sections, Cross Section &
Pipe Section illustrations.

SURFACING

Refer to Table 7-1 for surfacing standards and Figure 7-1 for typical surfacing sections that
includes the pavement for the traffic lanes, the shoulders, and the base and subbase
courses that are placed on the graded roadbed.

The type of pavement usually is determined by analysis of the volume and composition of
traffic, the soil conditions, the availability of materials, the initial cost and the estimated cost
of maintenance.

Decisions on surface type and structural thickness normally will be made by the Office of
Materials and Surfacing and the Surfacing Design Group. These determinations are to be
incorporated in the typical sections prepared by the designers.

Lane Width

Minimal reduction in highway capacity occurs between 12 and 11 foot lanes but 10 foot
lanes and narrower may have a significant loss in highway capacity.

Research indicates there is only a slight decrease in safety when providing 11 foot lanes
compared to 12 foot lanes. However accidents can be expected to increase more
significantly when 10 foot or narrower lanes are provided. There are three situations that
should be avoided when considering narrower than 11 foot lanes:

four-lane undivided arterials with 10 foot lane widths or less

four-lane divided arterials with 9 foot lane widths or less, and
approach to four-leg stop-controlled arterial intersections with 10 foot lane widths or
less.

7-2
Because of higher speeds and the potential severity of a potential accident the basic policy
is to provide 12 foot traffic lanes for all rural highways. For urban highways with low
speeds, 11 foot traffic lanes should typically be provided as they do not have a negative
affect on capacity and only a minimal affect on safety. Narrower lanes in urban areas can
provide benefits such as shorter pedestrian crossings and reduction in right-of-way and
property impacts. Combined high ADT with high truck volumes may be justification for the
use of 12 lanes for urban highways.

Standard lane widths are as follows:

Rural Highways 12 foot lanes

Urban and Suburban Highways (moderate speeds 45 50 mph) 12 foot lanes,
however 11 foot outside lanes may be considered when a shoulder is provided
Urban Highways (low speeds < 40 mph) 11 foot lanes

A review of a wider lane width is required for the tracking of larger vehicles when on
sharp horizontal curves.

Shoulder Width

The shoulder widths on rural highways depend on the traffic volume as seen in Table 7-1.

Where pedestrians and bicyclists are to be accommodated on the shoulders, a minimum

usable paved shoulder width, clear of rumble strips, of 4 foot should be used. See Chapter
16 Miscellaneous for information on ADA requirements.

For urban highways shoulders may not be provided, however consideration is made to
provide shoulder widths to accommodate parking and/or shared use/bike lanes. See
Chapter 16 Miscellaneous for additional information regarding parking and bicycle lanes.
Where unequal lane widths are used, locating the wider lane on the outside provides
more space for large vehicles that usually occupy that lane, provides more space for
bicycles, and allows drivers to keep their vehicles at a greater distance from the right
edge. The basic design decision is the total roadway width, while the placement of
stripes actually determines the lane widths.

7-3
Standard shoulder widths are as follows:

for high speed (> 55 mph Design Speed) highways See Table 7-1

o Shoulders may be reduced to 4 foot on undivided highways with 4 or more

lanes, the posted speed limit is 55 mph, and is located near suburban or
urban areas where it is anticipated the speed limit will be reduced as
development occurs.

for moderate speed (45 50 mph Design Speed) highways

o 2 lanes (w/ or w/o curb & gutter) See Table 7-1

o 3 lanes (w/o curb & gutter) See Table 7-1 and use 2 lane standards
o 4 or more lanes (w/o curb & gutter) 4 foot A wider shoulder should be
considered on asphalt concrete roadways to allow for overlays and maintain a
4 foot shoulder to accommodate bicyclists.
1,2
o 3 or more lanes (w/ curb & gutter) 3 foot width plus gutter pan adjacent to
outside lane for shared use/bike lane or provide a separate bike facility based
on traffic volumes, number of bike commuters, number of access points, etc.

for low speed (< 40 mph) highways

o 2 lanes (w/ or w/o curb & gutter) See Table 7-1
o 3 or more lanes (w/o curb & gutter) 4 foot
1,2
o 3 or more lanes (w/ curb & gutter) 3 foot width plus gutter pan adjacent to
outside lane for shared use/bike lane or provide a separate bike facility based
on traffic volumes, number of bike commuters, number of access points, etc
1
Consideration of not providing a 3 foot shoulder may be made on a project
by project basis when 4 or more lanes are provided, there is a sufficient
grid network for bike commuters to share lanes with vehicles on adjacent
streets, and/or the existing corridor is narrow and expanding the roadway
may result in significant environmental or ROW impacts.
2
Striping or signing the 3 foot width adjacent to the outside lane as a
shoulder or bike lane will be on a project by project basis.

Median Shoulders -- Divided Highways

Since most stopped or disabled vehicles use the outside shoulder, the left shoulder need
not be quite as wide. With a barrier type median the shy distance may require more than
the minimum shoulder width. The minimum shoulder width is 4 feet for all types of medians
(including Interstate).

In situations with 3 or more lanes in one direction, provide a shoulder wide enough to
accommodate a stranded vehicle on each side of roadway.

7-4
 Projected Comments on Different Mainline Surfacing
Ultimate
20 Year Project's Project's
Surfaced Project's
Average Surfaced Total Pads for
Shoulder Bridge
Daily Lane 3 Shoulder Surfaced 4 Intersecting Roads and
Rural Traffic Width Width Width Width Width Portland Cement Concrete Entrances
Highway Type (ADT) Ft. Ft. Ft. Ft. Ft. Shoulder Type Asphalt Concrete (AC) Pavement (PCCP) (Width of Pad for Ent)
Minimum 2" AC
0-250 12 6 2 28 32 Same as Mainline Pave Mainline 28 NA
(4)
Bottom Lift Full Width Minimum 2" AC
251-550 12 6 4 32 32 Same as Mainline NA
Top Lift 28 w/12:1 slope (4)
5 Minimum 2" AC
2 LANE 551-1500 12 6 6 36 36 Gravel Pave Mainline 28' Pave Mainline 28'
(4)
5 Minimum 2" AC
1501-2500 12 8 8 40 40 Gravel Pave Mainline 28 Pave Mainline 28'
(6)
Minimum 2" AC
Bottom Lift Full Width
2500+ 12 8 8 40 40 Minimum 2" AC Pave Mainline 28' (6 w/ AC Mainline)
Top Lift 28 w/12:1 slope
(NA w/ PCCP Mainline)
5 Minimum 2" AC
<4000 4 Inside 4 Inside Gravel Outside & Pave Mainline 26' Pave Mainline 26'
12 36 36 (6 w/ AC Mainline)
Combined 8 Outside 8 Outside Minimum 3" AC Inside (includes 2' outside shoulder) (includes 2' outside shoulder)
4 LANE DIVIDED (NA w/ PCCP Mainline)
>4000 4 Inside 4 Inside 6 Pave Mainline 26' 7
12 36 36 Minimum 3" AC Pave Mainline 24' NA
Combined 8 Outside 8 Outside (includes 2' outside shoulder)
9 10 10
<30,000 4 Inside 4 Inside 6 Pave Mainline 26' 7
12 11 11 38 40 Minimum 3" AC Pave Mainline 24' NA
Combined 10 Outside 10 Outside (includes 2' outside shoulder)
8
INTERSTATE
9 11,12 11,12
>30,000 10 Inside 10 Inside 6 Pave Mainline 38' 7
12 11 11 56 56 Minimum 3" AC Pave Mainline 36' NA
Combined 10 Outside 10 Outside (includes 2' outside shoulder)

8,13 2 Inside 2 Inside

RAMP ALL 15 25 28 Same as Ramp NA
8 Outside 8 Outside
8,13 2 Inside 2 Inside
LOOP RAMP ALL 19 25 28 Same as Ramp NA
4 Outside 4 Outside

1
Design Exceptions shall be provided when these standards are not met (i.e. for Black Hills Park, Scenic Roads, etc.) when applicable.
2
For Service Roads refer to the current AASHTO publication A Policy on Geometric Design of Highways and Streets.
3
Used to determine subgrade width.
4
Review of width should be considered based on long term growth area impact for potential additional lanes before the life of the structure ends.
5
Gravel shoulders should not be used over 5% grades, adjacent to guardrail, on superelevated curves, adjacent to curb and gutter or as determined by the Office of Materials and Surfacing.
6
PCCP shoulders may be considered on a project by project basis or as determined by the Office of Materials and Surfacing.
7
When AC shoulders are provided, widen the outside mainline surface 2.
8
For Interstate Resurfacing, Restoration, and Rehabilitation projects refer to the Preface of the SDDOT Road Design Manual.
9
Traffic analysis to determine number of through lanes with or without auxiliary lane.
10
6' if abutting sections are 6' or if future lane additions are anticipated. 6 on Bridges.
11
Where truck traffic exceeds 250 directional design hourly volume (DDHV) a paved shoulder of 12 should be considered.
12
10 inside shoulder if 3 or more through lanes per direction are provided. 4 inside shoulder (6 on bridge) if 2 through lanes with or without auxiliary lane are provided.
13
Standards are for a single lane ramp. The minimum ramp width for a two lane ramp is 28 (2-12 driving lanes with 2shoulders) per Chapter 13 Interchanges of the SDDOT Road Design Manual. Refer to
Chapter 12 Intersections of the SDDOT Road Design Manual in Table 12-4 (Case III) for pavement width on a two lane ramp when on a horizontal curve.

Table 7-1. Lane / Shoulder Width and Surfacing Standards1 for Construction and Reconstruction Projects on Rural State Highways2
7-5
Figure 7-1. Typical Surfacing Sections

7-6
Cross Slopes

It is important to enable surface water to drain from the traffic lanes and shoulders as
quickly as possible. Accumulations of water cause hazards by reducing surface friction
and vehicle stability. Sufficient cross slope is needed for adequate drainage, but too much
slope adversely affects vehicle operating characteristics.

The type of surface greatly influences surface drainage characteristics. Dense, smooth
surfaces (PCC or densely grading asphalt concretes) require less slope for adequate cross
drainage than is required for a gravel or a coarse textured open graded asphalt surface.
AASHTO recommends a range of values for cross slope for traffic lanes. The Department
has adopted the values shown below for standard practice on tangent sections of
highways.

Surface Type Cross Slope (%)

Portland Cement Concrete 2

Asphalt Concrete 2
Other Asphalt Surfacing 2
Gravel 3

The several different types of cross slope design are illustrated in Figure 7-2.

For two-lane highways or multilane undivided highways, the cross slope normally goes
downward toward both edges from a crown point at the highway center line.

On high-speed facilities when 3 or more lanes are inclined in the same direction the cross
slope may be increased to 2.5% to facilitate roadway drainage.

On divided highways, the standard practice is to crown each one-way traveled lane
separately, as on two-lane highways. The other option is to have a one-direction cross
slope across the entire width of pavement, typically sloping downward to the outer edge.

7-7
Figure 7-2. Typical Cross Slopes

7-8
In the design of urban highways and streets adjacent property developments may dictate
that the curb on one side must be higher than the curb on the other. Two options are
available. The cross slope can be in one direction for the full width of the street or the
crown point can be offset from the centerline toward the high side of the street. The latter
option usually is preferable when considering snow melt and drainage.

For major intersections, it may be desirable to reduce the cross slope of the major highway
from the normal 2% to a 1% crown. Minimum transition distance shall be 50. Refer to
Table 7-2 for situations that may require a greater transition distance. The transition shall
end at the edge of pavement of the intersecting road. Designer will need to ensure that
drainage is not compromised in the transition area.

Design Number of Lanes Rotated

Speed 1 1.5 2 2.5 3 3.5 4 4.5 5 5.5 6
(mph)
Transition Distance for Number of Lanes Rotated
45 50 50 50 50 50 50 60 65 70 75 80
50 50 50 50 50 50 55 60 70 75 80 85
55 50 50 50 50 55 60 65 75 80 85 90
60 50 50 50 50 55 60 70 75 80 90 95
65 50 50 50 50 60 65 70 80 85 95 100
70 50 50 50 55 60 70 75 85 90 100 105

Table 7-2. Transition Distance from 2% to 1% Cross Slope at Major Intersections

The criteria for roll-over rates between adjacent roadways (i.e. interstate and ramp driving
lanes) varies depending on the design speed. A desirable maximum algebraic difference
at the crossover line is 4 or 5 percent, but it may be as high as 8 percent at low speeds and
where there are few trucks. The recommended maximum difference in cross slope rate at
a crown line, related to the speed of turning traffic is shown in Table 7-3.

ENGLISH UNITS METRIC UNITS

Maximum algebraic Maximum algebraic
Design speed of exit difference in cross Design speed of exit difference in cross
or entrance curve slope at crossover line or entrance curve slope at crossover line
(mph) (%) (km/h) (%)
20 and under 5.0 to 8.0 30 and under 5.0 to 8.0
25 to 30 5.0 to 6.0 40 to 50 5.0 to 6.0
35 and over 4.0 to 5.0 60 and over 4.0 to 5.0

Table 7-3. Maximum Algebraic Difference in Cross Slope

at Turning Roadway Terminals

Within a superelevated roadway section, the maximum roll-over algebraic difference in

rate of cross slope, shall not exceed 8% between the traveled way and usable shoulder.

7-9
Shoulder Slopes

In order to rapidly drain surface water, the shoulders surface should be sloped slightly
steeper than the traffic lanes. Criteria to be followed are shown below.

Paved Shoulders normally should slope at a rate of 4%. When shoulders are used
for pedestrian traffic the shoulder slopes should not exceed 2% to meet ADA
guidelines. Refer to Chapter 16- Miscellaneous for ADA guidelines.

Gravel Shoulder should be sloped at a rate of 4%.

On divided highways with a depressed median, all shoulders should be sloped to drain
away from the traffic lanes. With a raised, narrow median, the median shoulder normally
should slope in the same direction as the traffic lanes -- but consideration should be given
to sloping the median shoulder toward the median and providing inlets and underground
drainage to alleviate problems with snow and ice.

Gravel shoulders are not to be used on gradelines over 5%, adjacent to guardrail, and on
superelevated curves.

RUMBLE STRIP/STRIPES

Research as identified in NCHRP 17-32, Guidance for the Design and Application of
Shoulder and Centerline Rumble Strips, recognizes the safety benefits and subsequent
reduction of single-vehicle run-off-the-road crashes through the installation of shoulder
rumble strips.

The use of rumble stripes has been proven to enhance the visibility of pavement
markings not only during night time conditions but also during wet weather. The use of
rumble stripes should be coordinated with the respective Region Traffic Engineer.

Rumble strips/stripes should be considered on rural sections with posted speed limits
50 mph or greater. Typical crash types that have the potential to be reduced by
shoulder rumble strips/stripes include roll-over on roadway, roll-over off roadway, and
fixed object off roadway. The adjacent land use and road functionality should also be a
consideration in determining whether to install rumble strips/stripes.

The installation of rumble strips/stripes will be decided on a case by case basis after
analyzing all pertinent data and utilizing engineering judgment.

7-10
Centerline Rumble Strips/Stripes

The purpose of centerline rumble strips/stripes is to reduce the number of head on

collisions. Centerline rumble strips/ stripes can be considered on undivided rural
sections of highways where crash history indicates a potential for increased head on
collisions. Recommendations to install centerline rumble strips/stripes should be
coordinated with Departments Traffic and Safety Engineer.

Bicycle Use

The engineer should take into consideration the amount of bicycle use on a facility and
its relation to shoulder width and lateral clearance. A minimum of 4 foot shoulder is
required to accommodate bicycle use. If rumble strips/stripes are recommended on
sections with less than 4 foot shoulders, a thorough analysis of bicycle use should be
completed. Information pertaining to bicycle use can be obtained by contacting local
bicycle shops and user groups.

Rumble Strip/Stripe Guidelines for Asphalt Mainline Surface

Table 7- 4 provides rumble strip/strip guidelines for asphalt mainline surface.

Continuous
Functional Shoulder Mainline Strip
Rumble Type or
Classification Width1,2,3 Width Width
Intermittent
4 inside
Interstate 28 12 Rumble Strip Continuous
10 outside
4 24+shld 8 Rumble Stripe Intermittent
Non-Interstate
> 4 28 12 Rumble Strip Intermittent

Table 7- 4. Rumble Strip/Stripe Guidelines for Asphalt Mainline Surface

1
The use of rumble strips/stripes on sections with shoulders less than 4 foot should be
reviewed with the Region Traffic Engineer and the Departments Traffic and Safety Engineer
after an analysis of historical crash data, inslope, fixed objects, horizontal/vertical alignment,
current and future bicycle use, and other design elements.
2
For sections of roadway with 4 foot shoulders, the engineer should use 8 inch rumble stripes
in lieu of rumble strips in order to provide adequate lateral clearance for bicycle use. The
engineer should also consider the inslope rate, location of fixed objects as compared to the
edge of traveled way, horizontal/vertical alignment and other design elements.
3
For sections of roadway with greater than 4 foot shoulders the shoulder type may be
asphalt, concrete, or gravel (except interstate). A 28 foot mainline top for asphalt paving
should be constructed to accommodate the use of rumble strips on the mainline pavement.
The use of 12 inch rumble stripes can be considered as an effort to increase visibility of
pavement markings upon recommendation from the respective Region Traffic Engineer.

7-11
Rumble Strip/Stripe Guidelines for PCCP Mainline Surface

The installation of rumble strips on PCCP shall be spaced consistent with two times the
joint spacing or a 40 foot maximum spacing. If for example, joint spacing is 15 foot, the
rumble strip should be placed 30 foot center to center and shall not coincide with any
transverse contraction joint. If the proposed lane width is 14 foot, the rumble strip
should be installed on the PCCP.

For the installation of rumble strips on existing 14 foot wide PCCP lane(s), every effort
should be made to grind rumble strips on a basis consistent with asphalt pavement
rumble strip design, on the existing concrete pavement.

For existing PCCP two lane rural highways with 12 foot wide lanes, the rumble strip
should be installed a maximum of 2 foot from the edge of concrete lane on the shoulder.

For divided highways, if the existing outside lane PCCP is 12 foot, the rumble strip
should be installed a maximum of 2 foot from the edge of concrete lane on the outside
shoulder. Rumble strips should be placed a maximum of 12 inches from the edge of
concrete lane on the inside shoulder.

Rumble strip widths for grinding on existing PCCP surface shall be 12 inches. Prior to
the design and installation of ground in rumble strips on PCCP, the designer should
contact the Office of Project Development and Materials and Surfacing to determine
anticipated life of existing PCCP.

Reference Material:

South Dakota Department of Transportation Bicycle & Pedestrian info,

[Link] [Link]

South Dakota State Park Bicycle Tours,

[Link]

FHWA Technical Advisory for Roadway Shoulder Rumble Strips, December 20, 2001
[Link]

7-12
 CURBS

Curbs are closely related to other surfacing cross section elements. Curbs generally serve
one or more of several purposes:

1. drainage control,
2. pavement edge delineation,
3. delineation of pedestrian walkways, and
4. assistance in orderly roadside development.

Curbs are used extensively on all types of urban highways and streets. In the interest of
safety, curbs should be omitted on high-speed rural highways when the same objective
can be attained by other acceptable means.

Curbs may be designed as a separate unit or integrally with the pavement. Separate curbs
usually are a combination curb and gutter. Sometimes the curb is constructed alone
without the gutter section.

The two general classes of curbs are vertical curbs and sloped curbs. As the names imply,
vertical curbs tend to prevent vehicles from crossing the curb line, and sloped curbs permit
such vehicle crossing without much difficulty. The types of curbs used most commonly are
included in the Department's Standard Plates. All curbs used by the department are
sloped curbs.

Type B curbs usually are limited to urban areas for typical street sections with speeds of 40
mph or less. Type F curbs can be used at median edges to outline channelizing islands in
intersection areas, with speeds greater than 40 mph. They also may be used at the outer
edge of a shoulder to control drainage, improve delineation, and reduce erosion.

For curb and gutter used adjacent to railroad crossings, see Chapter 16 Miscellaneous.

7-13
 SUBGRADE

Cross Slopes

The subgrade cross slopes should parallel the cross slopes of the finished traffic lanes for
the full width of the roadbed. When the finished shoulders are at a steeper cross slope
than the traffic lanes, the result is a slightly tapered section of surfacing courses, thicker at
the edge of the traffic lane than at the outside edge to the shoulder.

The parallel relationship between the subgrade and the finished traffic lanes applies to both
normal crown slopes on tangent sections of highway and to superelevated sections on
curves.

Width

The design width of the subgrade depends on several factors:

1. width of traffic lanes,
2. width of finished shoulders,
3. width of the surfacing sluff, and
4. width of median (if any)
The total subgrade width should be the sum of widths of the four items above. For any
project, the first and second factors are set forth in the table for SDDOT Highway Width
Standards found in Chapter 3 Scope Summary. Table 7-5 can be used to determine the
width of the surfacing sluff. Typical median widths are outlined in the section for Medians.

Surfacing sluff is the width from the subgrade shoulder to the finished shoulder.

ENGLISH UNITS
MAINLINE THICKNESS SURFACING SLUFF WIDTH
4:1 Inslopes 6:1 Inslopes
5 to 7 3 4
7.5 to 9.5 4 5
10 to 12 5 7
12.5 to 14.5 6 8
15 to 17 7 9
17.5 to 19.5 8 10
20 to 22 9 11

Table 7-5. Surfacing Sluff Width on Construction/Reconstruction Projects

The above tables apply to portland cement concrete or asphalt concrete pavement with
concrete, asphalt, or gravel shoulders.

7-14
Widening

The following are details for subgrade widening of a typical roadway section:

Embankment and Surfacing for W Beam Guardrail Flared End Terminal

(See Standard Plate 630.45)
Embankment and Surfacing for W Beam Guardrail Tangent End Terminal
(See Standard Plate 630.46)
Embankment and Surfacing for Typical Median Protection
(See Standard Plate 630.99)
Mailbox Turnout
(See Standard Plate 900.01)
Historical Marker Turnout
(See Standard Plate 120.20)

Undercut

Design of cross section elements sometimes is affected by certain subgrade conditions

and requires the need to take corrective actions. The Materials and Surfacing Engineer will
identify locations of unsatisfactory subgrade materials and will recommend designs to
improve the roadbed, including sources of selected material. Normally, the corrective
action will consist of undercutting the subgrade to a recommended depth and replacing the
unsatisfactory material with designated selected material. This special subgrade treatment
should be clearly documented on the contract plans with (1) typical section of the
geometrics of the undercutting, (2) the stationing limits of the undercutting, (3) depth of
undercutting at each location, (4) the quantities of required select materials, and (5) the
source of select replacement material.

7-15
 SIDE SLOPES

The various slopes related to typical sections are illustrated in Figure 7-3. Application of
the criteria is discussed as follows.

Fill Slopes

All fill slopes begin at the outside subgrade shoulder and extend outward and downward to
the natural ground. 4:1 slopes (6:1 interstate) are extended to the clear zone and then are
broken to a 3:1 to catch natural ground. When the 3:1 segment is less than 10' above the
natural ground, extend the 4:1 (6:1 interstate) to natural ground. A shorter 3:1 segment
may be used if there are other considerations such as a pipe or ROW restrictions.

Fills with fence berms shall begin at the outside subgrade shoulder and extend outward
and downward to the ROW line and then are broken to a 20:1 and extended horizontally
10, and then are broken to a 3:1 to catch natural ground. To minimize the length of box
culvert, a fence berm should not be placed over large box culverts.

When extreme conditions exist (high fill, environmental impacts, etc.) the designer may use
fill slopes steeper than 3:1, however should contact the Geotechnical Office for guidance.

7-16
Inslopes

In cut sections, the inslope extending outward and downward from the subgrade shoulder
to the side ditch should normally be 4:1 (6:1 interstate).

On construction/reconstruction projects the inslopes within the median section of a divided

highway shall be 6:1 for interstate and expressways. For expressways under conditions
where right-of-way is restrictive, design speeds are slower, etc. the inslope may be
steepened to a 4:1.

For interstate resurfacing projects the acceptable inslopes are in Table 7-6.

Median Inslope Outside Inslope

1
Desirable 6:1 6:1 to clear zone
2 1,3
Minimum 4:1 4:1 to clear zone
3 3
Consider Guardrail 3:1 to 4:1 3:1 to 4:1

1
30 feet from edge of driving lane
2
Cost and capability to grade to 5:1 or 6:1 should be reviewed for feasibility.
3
To be reviewed with documented justification to leave without guardrail. A 3:1 inslope or
flatter which is free of obstacles and provides recovery of an errant vehicle does not
require a design exception or guardrail protection per the current AASHTO publication
Roadside Design Guide.

Table 7-6. Interstate Inslopes for Resurfacing Projects

Inslope Transition

The intent is to have a relatively gradual slope change when extending the pipe or
RCBC to the clear zone distance (See Standard Plate 120.05). Sloped end sections are
recommended for all 24 and 30 cross pipe. Cross pipe larger than 30 should use
flared ends which are required to be extended outside the clear zone per Chapter 10
Roadside Safety. Reinforced concrete box culverts (RCBC) should be extended to the
clear zone also and utilize the same inslope transition. Cost estimates and engineering
judgment should be considered to determine if multiple pipes of 24 or 30 that match
the inslope with sloped ends are more economical than lengthening a pipe larger than
30 to the clear zone distance and providing an inslope transition.

7-17
Ditch Bottom

The principal purpose of ditch bottoms is to control surface drainage through cut sections.
If the excavated material is of adequate quality it usually is used in the construction of
adjacent fill sections.

The ditches generally should be 3.5 feet below the elevation of the subgrade shoulder.
This means that a standard 4:1 inslope should extend 14 feet outward from the subgrade
shoulder. The objective is to prevent the upper portions of the roadway subgrade from
becoming saturated with water.

The slopes into and out of ditches are an important design consideration. They should be
as flat as possible for two reasons: (1) flatter slopes provide a safer recovery area for errant
vehicles leaving the roadway surface; and (2) problems from drifting snow are reduced by
flatter slopes. But very flat slopes usually are not economically practical in areas of deep
cuts or extensive roadside development.

Several options are available for the geometric configuration of ditch bottoms. The type of
ditch bottom to be used will be given in the scope summary. These are illustrated in Figure
7-3.

Standard Ditch The flat slopes into and out of the ditch bottom alleviate safety
problems by making the ditch more easily traversable by out-of-control vehicles.
But the design requires more right-of-way width than the alternate ditch bottom
designs. The standard ditch is typically used by SDDOT.

Slope Ditch This design requires less right-of-way width and still retains the safety
characteristics of a relatively flat bottom without a sharp break at the intersection
with the backslope.

V - Ditch The V-ditch is typically used where rock excavation exists because it
requires the least amount of excavation. The use of a V - ditch is common in the
Black Hills and other scenic routes. Their application is generally a function of
existing terrain and impacts to the adjacent environment. The backslope of a V -
ditch is allowed within the clearzone unless their potential for snagging,
pocketing, or overturning a vehicle is high.

Details of the selected ditch configuration should be clearly shown on the typical section. If
more than one type of ditch is selected for a particular project, the non-typical section
should be clearly detailed on the cross section plots.

To reduce or eliminate the amount of borrow material needed on a project, consideration

should be given to wider or deeper ditch bottoms in cut areas where feasible. Note that it
may be more economical to borrow material than to attempt to balance a project. Borrow
material should be limited to no more than one mile haul from the borrow area.

7-18
Backslopes

Backslopes extending upward and outward from ditch bottoms to intersect the natural
ground normally should be 5:1. Under conditions of deep cuts and/or right-of-way
restrictions, the backslopes may be steepened to a maximum of 3:1.

Backslopes of 7:1 are used when snow problems exist or are created. Snow problems
occur when natural ground is higher than the subgrade. When the subgrade shoulder is
greater than or equal to 2' higher than natural ground the designer can assume that no
snow problems exist. 7:1 backslopes should be used on areas with snow problems longer
than 500'.

General practice is the use of 7:1 backslopes on the left of centerline (north & west sides)
and 5:1 backslopes on the right of centerline (south and east side).

To reduce or eliminate the amount of borrow material needed on a project; consideration

should be given to flattening or daylighting the backslopes in cut areas where feasible.
Note that it may be more economical to borrow material than to attempt to balance a
project. Borrow material should be limited to no more than one mile haul from the borrow
area.

When using an inslope or backslope that is non-typical (something other than what is
shown on the typical section), it must be labeled and transitioned.

Length of Transition

1. For every 1:1 slope you need 100' transition.

For example: 7:1 to 5:1 requires a 200' transition.

2. Backslopes may be changed at intersecting roads or entrances.

Recommendations for slopes in rock cuts will be made by the Geotechnical Office for
individual projects based on studies of local conditions. A typical backslope
recommendation is as follows and is shown in Chapter 18 Plans Assembly.

Sta. 252+80+ to 257+50; Left of Centerline.

Excavation material is Pahasapa Limestone with a small amount of soil cover.

Blasting will be necessary to remove this material.

Design a 1/2:1 presheared backslope with the top 10 to 15 feet at 1 1/2:1.

Typical applications of slope criteria are illustrated in Figure 7-3.

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Figure 7-3. Typical Ditch Bottoms and Slope Criteria

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 TOPSOIL

Topsoil should be provided to cover all newly graded areas within the permanent ROW
take (except top of roadbed) to a depth of 4+ inches or as recommended by Roadside
Development. Place topsoil on temporary easements outside of the permanent ROW take
to a depth of 6+ inches.

Normally this operation consists of salvaging and stockpiling existing topsoil during grading
operations and replacing the topsoil at designated locations after the grading is completed.
The template lines of the cross sections represent the finished ground line after the topsoil
has been placed. During construction all areas designated to be covered with topsoil must
be left underbuilt or overexcavated to allow for the thickness of the topsoil to be placed.

The plans should show the estimated quantities of topsoil to be placed. When surfacing is
to be accomplished under a separate contract, the grading contract should include
provisions for placing the estimated required amount of topsoil for future use on the inslope
or stockpiling.

MEDIANS

Medians are provided on divided multilane highways to provide a separation of opposing

traffic lanes. Besides the obvious safety benefits, medians also provide space for:

left-turn lanes
snow storage
collecting surface drainage
adding future lanes
refuge for pedestrians at crosswalks

Median widths are always measured between the inside edges of opposing traffic lanes.
There are three basic types of medians:

flush medians
curbed medians
depressed medians

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Flush Medians

Flush medians consist of a relatively flat paved area separating the traffic lanes with only
painted stripes on the pavement. This type is generally used for lower-speed urban
arterials and is sometimes used as continuous two-way left-turn lanes (TWLTL).

To accommodate painted left-turn channelization, flush medians should be at least 12 feet

wide. Flush medians should be either slightly crowned to avoid ponding of water in the
median area or slightly depressed (with median drains) to avoid carrying all surface
drainage across the driving lanes.

Curbed Medians

Curbed, raised medians are also most commonly used on lower-speed urban arterials.
They have the same basic advantages and characteristics of flush medians except the
separation is more clearly defined than for painted lines. Curbed medians may be used in
areas where control of Access is desired.

Typical widths of raised medians range from 4 to 20 feet measured from edge of opposing
driving lanes. A raised median with a 4 feet concrete island may be used on a city street,
but it has limited advantages. Although it provides a positive separation between opposing
traffic and an opportunity to collect drainage, it offers no opportunity to channelize left turns
and is too narrow to provide a desirable pedestrian refuge. When a narrow raised island
must be used, it is desirable to increase the width between the edge of the traffic lane and
the face of curb. A raised island, at least 8 feet wide, should be used if traffic signs and
signals are to be located on the island.

A 20 feet median width is desirable when left-turn channelization is to be provided. This

width accommodates the left-turn lane, and an 8 feet wide island to provide space for traffic
signs and signals. When dual left-turn lanes are warranted the median width should be
increased to 32 feet to maintain the 8 feet wide island. See Figure 7-4 for examples of curb
medians.

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Depressed Medians

Depressed medians are most commonly used for high-speed expressways and freeways.
Normally, the widths of depressed medians are considerable greater than for either flush
medians or raised medians. Smoother traffic operations and improved traffic safety are
observed advantages of wide, depressed medians.

Designing a relative narrow depressed median creates problems. The result is that the
longitudinal drainage ditch in the center of the median is too shallow or the transverse
slopes from the roadways to the ditch are too steep.

Side slopes in the median should be 6:1 or flatter for a distance of at least 30 feet from the
edge of the traffic lanes. Other median slopes (for median crossovers, ditch blocks, etc.),
which might be in the path of an out-of-control vehicle, should be 10:1 or flatter as a safety
feature.

The desirable minimum width for a depressed median is 84 feet measured from centerline
of opposing directions of traffic. This distance permits adequate drainage design with flat
slopes and also permits placement of a median bridge pier with a horizontal clear distance
in excess of 30 feet to the median edge of the traffic lanes. Wider medians are desirable
where the additional right-of-way cost is not prohibitive, or where there is potential need for
adding lanes in the median to provide capacity for larger future traffic volumes. See Figure
7-4.

Median Barriers

For divided highways with large traffic volumes and high operating speeds, a wide,
depressed median is the best choice. Under some conditions this is not practicable, and a
flush or raised median may be considered. With narrow medians on high operating speed
facilities (i.e. interstate) consideration should be made to construct a physical barrier placed
in the median to prevent out-of-control vehicles from crossing into opposing traffic lanes.

Several types of physical median barriers can be designed. Criteria for median barriers are
discussed in Chapter 10 - Roadside Safety.

Median Openings

The designs of median openings and channelization for left turns are included with the
discussion of intersections in Chapter 12- Intersections.

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Figure 7-4. Typical Medians

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