CHAPTER III __________________________________________________ Roadway Design

Chapter III – Roadway Design

Table of Contents
Section 1: Plan Preparation
Section 2: Design Checklist
Section 3: Alignment and Roadway Geometry
Section 4: Earthwork
Section 5: Bases, Edge Drains, and Prime
Section 6: Surfacing
Section 7: Pedestrian and Bicycle Facilities
Section 8: Utility Relocation, Adjustments, and Accommodation Policies
Section 9: Permanent Signing
Section 9: Appendix A: Permanent Signing Details
Section 9: Appendix B: NDDOT Interchange Numbering on I-94
Section 9: Appendix C: NDDOT Interchange Numbering on I-29
Section 9: Appendix D: Sign Support Design
Section 10: Marking
Section 10: Appendix A: Pavement Marking Material Selection
Section 10: Appendix B: Left Turn, Stop Bar, Crosswalks, and Bicycle Lanes
Section 10: Appendix C: Bicycle Lanes Details
Section 11: Lighting
Section 12: Traffic Control Signals
Section 13: Guardrail
Section 13: Appendix A: Various Guardrail Layouts and Details
Section 13: Appendix B: Guardrail Length of Need Details
Section 14: Safety Reviews
Section 14: Appendix A: Figures
Section 14: Appendix B: Clear Zones, Horizontal Curve Adj.
Section 15: Fills (Over 7’), Foreslope Flattening, and Flattening at Culverts
Section 16: Driveways and Access Management
Section 17: Airport Clearances
Section 18: Work Zone Traffic Control
Section 18: Appendix A: Maintaining Traffic (Temp Bypass, Detour, & One Lane
Closure)
Section 19: Landscaping/Billboards
SECTION III-01 _______________________________________________ Plan Preparation
Page 1 Revised 12/8/23

III-01.01 Reports and Resources

The designer should consult the following reports and resources as appropriate:

 Traffic Data. From the Planning/Asset Management Division. Information requested from
this section includes average daily traffic and ESALs (Equivalent Single Axle Loads).

 Pavement Condition. The pavement distress and profile report, and maintenance
management system project data are available from the Planning/Asset Management
Division.

 Old Plans for the Project Area. Located in the records center are copies of completed
projects which show what was constructed. These are used to become familiar with what is
in place and what improvements will be necessary to bring the new project up to present
standards.

Also, the Surveys and Photogrammetry Section in the Design Division has a Survey
folder for all proposed regrading projects on the R: drive. This folder contains the
following information:
Existing grading plans
Railroad plats
Public land records
Triangulation Station data
Bench Mark data
City Plats
Utility Plats

 Linear Soils Survey Report and Pavement Design Recommendations. These reports are
furnished by the Materials and Research Division which provide soils recommendations,
pavement recommendations (thickness of base and surfacing, class of aggregate, percent
asphalt, etc.) and pavement design life. The pavement design life should be included in the
design data information on the plan title sheet.

 Wetland Delineation Report. The wetland delineation report indicates impacts to any
wetlands on the project, and what mitigation must be provided, if necessary. This is provided
by the Engineering and Environmental Section in the Design Division. The consultant may
provide this data on the projects they are designing.

 Cultural Resources Report. The Cultural Resources Report is provided by the Cultural
Resource Section of the Design Division. The consultant may provide this report on projects
they are designing.

 Traffic Operations Report. This report is provided by the Traffic Operations Section of the
Programming Division and provides recommendations with respect to lighting, traffic
signals, turning lanes, etc.

 Survey Data. After a survey is completed, the project survey data is transmitted to the
Records Center by the Surveys & Photogrammetry Section of the Design Division.
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 Safety Review. Completed by the Traffic Section in the Design Division. For proposed
safety improvements, see Section III–14.

 Right of Way Plats. Located in the Surveys & Photogrammetry Section in Design Division.
For in house projects, the existing ROW plats can also be found in the GIS folder of the
NDDOT intranet homepage at [Link]

 Existing Pavement Structure. Located on Main Frame or printed in the District Highway
Information Booklets.

 Existing Interstate Grading or Paving Plans. Located in the Records Center in the
basement of the Central Office. **

 Existing Non-Interstate Paving Plans. **

Plans are located in the Records Center in the basement of the Central Office.

 Existing Non-Interstate Grading Plans. **

Plans are located in the Records Center in the basement of the Central Office.

 Existing Bridge Information. Located in the Structure Inventory Abbreviated Master

Listing (Bridge Book) or the Structure Inventory & Appraisal (SIA) Sheets in the Bridge
Division.

 Existing Bridge Plans. Plans are located in Bridge Division’s plan files and in the Records
Center in the basement of the Central Office.

 Existing Aerial Photos. Located in the Aerial Photography Inventory – Photo Lab in the
Survey and Photogrammetry Section of Design Division.

** If unable to find at these locations, check with the respective District.

III-01.02 Coordination During Plan Preparation Process

Generally, the following items need to be coordinated by the designer during the preparation of
the plans.

III-01.02.01 Environmental

The designer needs to coordinate with the Engineering and Environmental Section (EES) to
obtain the clearances if there is a 4(f) or 6(f) property on the project. See Sections II-05.05.02, II-
05.05.03, and II-05.05.04.

If any wetlands are filled or otherwise altered, the designer needs to coordinate with the EES to
obtain a 404 permit. See Section II-05.05.06.

If fill is placed in a floodplain, the designer needs to coordinate obtaining a Floodplain Permit.
See Section II-05.05.07. If Floodway Authorization is needed, it will be stated in the Solicitation
of Views letter from the North Dakota State Water Commission.
SECTION III-01 _______________________________________________ Plan Preparation
Page 3 Revised 12/8/23

If a project lies partially or wholly below the ordinary high water mark of a navigable stream or
waterway, the designer needs to coordinate with the EES to obtain a Sovereign Lands Permit.
See Section II-05.05.08.

If any work is performed on any bridge, dam, dike, or causeway over or in any port, roadstead,
haven, harbor, canal, navigable river, or other navigable water of the United States, the designer
needs to coordinate with the EES to obtain a Coast Guard Permit. See Section II-05.05.09.

III-01.02.02 Bridge

The designer needs to coordinate with the Bridge Division if there are bridges and/or box
culverts on the project, and what, if any, improvements will be made to them.

III-01.02.03 Right of Way

Generally in the design of a highway project there is a need for right of way of some type. This
could also be true for a project designed in the district. The designer or the Environmental
Document author should notify the Right of Way Section in the Design Division, by the
milestone date or as soon as it is available, of the right of way (R/W) needs for the respective
project. Typically this would include but would not be limited to the following:

 Permanent R/W
 Temporary construction easement
 Borrow quantity needed
 Drainage easement
 Relocation assistance if the taking involves an occupied dwelling, business, farm operator or
non-profit organization.
 Waste site to dispose of excess material
 Maintenance storage site
 Stockpile site
 Building site
 Request estimate of R/W cost.
 Check if R/W representative needs to go on the field review.

III-[Link] Right of Way Width For Urban Projects

New construction or major reconstruction on urban or urban extension systems or in cities with
less than 50,000 population will normally require that adequate R/W is provided for street
hardware, sidewalk and possibly a narrow boulevard. To provide this space will generally
require 8 feet from the face of the proposed curb to the R/W. This should be done according to
the following procedure:

 The Environmental Document should address the R/W needs from the curb to the R/W
line. It should also address any general exceptions to the border width when the
dimension is less than 8 feet from face of curb to the R/W line.

 Existing widths less than 8 feet which are not disturbed generally will be allowed to
remain if there are no identifiable problems.
SECTION III-01 _______________________________________________ Plan Preparation
Page 4 Revised 12/8/23

 In cases where the border width is reduced to less than 8 feet, the Design Engineer,
Programming Engineer, District Engineers and the representative of the local agency
should review the situation and recommend acquiring additional R/W or requesting an
exception to the 8 foot width.

 The 8 foot width may be reduced at certain locations such as right turn lanes. The area
must still safely provide space for sidewalk and street hardware (lighting, signing, etc.).

 Approval of the Environmental Document by the Deputy Director for Engineering and
FHWA, where appropriate, will constitute approval for all location exceptions identified
in the report. Any deviations to the 8 foot width during design or construction should be
coordinated with the Design Engineer.

III-01.02.04 Traffic Control and Guardrail

Generally, the project will involve traffic control items such as signing, pavement marking,
traffic signals, and lighting. Guardrail may also be required. These items should be coordinated
with the Traffic Section in the Design Division.

III-01.02.05 Utilities

Generally, there are utilities (gas, electric, water, sewer, telephone, etc.) on every project. In
many cases they may be in the way of the proposed improvement. The designer needs to
coordinate this with the Utilities Engineer in the Technical Support Section of the Design
Division to determine the course of action to take. If the utilities have to be relocated or
adjusted, the Utilities Engineer will coordinate this with the respective utility. For consulting
engineers, see section III-08.04.

III-01.02.06 Airport Clearance

Whenever the project is near an airport, the designer needs to coordinate this with the Utilities
Engineer in the Technical Support Section of the Design Division, who in turn will work with
the Federal Aviation Administration to obtain an Airport Clearance. See Section III-17.

III-01.02.07 Special Provisions

There are times when the Standard Specifications don’t cover the items to be incorporated into
the project. When this occurs and a plan note will not suitably describe the requirements, the
designer needs to coordinate with the Engineering Services Section of the Maintenance and
Engineering Services Division to have a Special Provision written. See Section III-20.
SECTION III-01 _______________________________________________ Plan Preparation
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III-01.02.08 Agreements (Preliminary Engineering, Cost Participation and Maintenance)

When a project involves an urban area, generally the local municipality must participate in the
cost of preliminary and construction engineering and do maintenance. The Local Government
Division will develop this agreement for cities with a population greater than 5,000. The
designer for internally developed projects or the Technical Support Contact for consultant
projects needs to coordinate with the Local Government Division and provide needed
information.

For a city with a population under 5,000 the Programming Division will develop the agreement.
The designer for internally developed projects or the Technical Support Contact for consultant
projects needs to coordinate with the Programming Division and provide needed information.

III-01.02.09 Railroad Agreements

When the improvements on a project will take place on railroad right of way, the designer needs
to coordinate with the Right of Way Section of the Design Division to obtain the necessary
document permitting the Contractor to operate on Railroad right of way.

If the proposed work involves a railroad bridge, the designer needs to coordinate with the Bridge
Division.

III-01.03 Mobilization

All plans should include a bid item for mobilization.

III-01.04 Plan Review Checklists

Plan review checklists are located in Appendix III-01 A through III-01C and can be found at
[Link] under Reference and Forms or under the pull down
menu for Chapter 3 Section 1.
SECTION III-02 _______________________________________________ Design Checklist
Page 6 Revised 12/8/23

Detailed Plan Design and Development Checklists

The following checklists are provided:

• Plan Design and Development Checklist - General

• Plan Design and Development Checklist - Traffic Control Design (Signing, Pavement
Marking, Guardrail, Lighting, Traffic Signals)
SECTION III-02 _______________________________________________ Design Checklist
Page 7 Revised 12/8/23

PLAN DESIGN AND DEVELOPMENT CHECKLIST - GENERAL

1. Review Reports and Resources

A. Review environmental document, summation and transcript of public hearing

documents, and/or environmental documents (plan sheets should incorporate all
necessary mitigation measures identified)

B. Review traffic operations report

C. Review surface thickness and material recommendations

D. Review linear soil survey recommendations

E. Review drainage report

F. Review 90-1 survey and safety review

G. Gather and review old plans for the proposed project area

H. Obtain and review survey data

I. Review milestone for critical activity dates

J. Schedule preliminary review, PS&E review, and plan completions dates

2. Coordination

A. Advise other sections, divisions, districts, city, and/or FHWA of changes made in
alignment, drive locations, grades, etc.

B. Review environmental considerations with ETS Division – Environmental Services

1. Army Corp of Engineers Section 404 Permit

a. Wetland mitigation
b. Large stream crossings

2. Review need for erosion control and develop erosion control plan

3. Satisfy flood plain requirements

C. Review coordination of signing, marking, signals, lighting, and guardrail with Design
Division – Traffic Section

D. Review coordination of private utility relocations and adjustments with Design

Division – Technical Support Section, Utility Engineer

1. Submit preliminary plan and profile sheets and cross section sheets
SECTION III-02 _______________________________________________ Design Checklist
Page 8 Revised 12/8/23

E. Review coordination of airport clearance with Design Division – Technical Support

Section, Utility Engineer

F. Review coordination of right of way, easements, encroachments, etc., with ETS

Division – Right of Way Services.

G. Review coordination of bridges and box culverts with Bridge Division

H. Review coordination of special provisions (SP) with ETS Division – Technical

Services.
.
1. Review need of common special provisions:
[Link]

2. Submit required special provisions to ETS Division – Technical Services a

minimum of 4 weeks prior to the PS&E

3. Submit required TERO special provisions to ETS Division – Technical Services

a minimum of 8 weeks prior to the PS&E

4. SPs to be listed on Basis of Estimate of plans (include SPs from other sections
and divisions)

I. Review coordination of bench sections and stabilized earth retaining walls with
Materials and Research Division

J. Review coordination of Preliminary Engineering and Cost Maintenance Agreements

with the Programming Division or Local Government Division

K. Review coordination of railroad crossings with Planning/Asset Management Division

– Railroad Section

1. Submit preliminary plan and profile sheets and cross section sheets

2. Determine if any crossings are to be abandoned or if the number of tracks be

reduced

3. Determine type of crossing: rubber, wood, or asphalt cement (check with city or
district)

4. Determine type of traffic control: signalized, not signalized

5. Determine clearances

6. Determine need for pipe crossings, jacked or bored (need standard drawing and
railroad request forms for permit)

7. Include standard drawings for railroad approach and pavement markings

SECTION III-02 _______________________________________________ Design Checklist
Page 9 Revised 12/8/23

8. Include appropriate standard note(s) 107-111 to 107-115 (depending on Railroad

Company) and pay item to require liability insurance

9. Check for correct railroad names

L. City utilities or city projects (participating funds or city funds only)

1. NDDOT to complete design

2. City to complete design

3. Include in NDDOT plan sheets, separate plan sheets, tied or not-tied contracts

4. Review need for city specifications

5. Review bid items, existing, new, and coordination of similar items

6. Obtain utility certification or disposition of relocations and adjustments

M. Maintain project files (document meetings, telephone calls, decisions, etc)

3. General Plan Development

A. Develop Geometric Design

1. Horizontal alignments (tangents, curves, spirals, superelevation)

a. Check design vehicle

b. Check truck turning radii

2. Vertical alignments (grades, crest and sag curves, sight distances, passing zones)

a. Develop profile grades and PIs (vertical curve lengths calculated from design
speed)

b. Check grade line and topography for hidden intersections or decision sight
distance locations

c. Check grades to fit approaches, driveways, side streets, etc.

d. Check vertical clearance at bridges

e. Check grades to fit right of way constraints

3. Roadway cross section

a. Review recommended base and pavement structure

b. Determine profile grade point and cross slopes

SECTION III-02 _______________________________________________ Design Checklist
Page 10 Revised 12/8/23

c. Determine lane and shoulder widths

d. Determine foreslopes

e. Determine ditch sections and profiles

f. Determine cut and fill slopes and bench sections (bench sections should be
reviewed with Materials and Research)

g. Determine backslopes

B. Develop Intersection Design

1. Develop intersection layout and/or type (Standard Drawing D 203 6, Type A and
B, Radial “T”, etc.)

a. Determine design vehicle and check turning radii

b. Determine channelization/median requirements

c. Check lane alignments and skew across intersection

d. Check sight distances

e. Check need for traffic islands

f. Check need for left turn lanes

g. Check need for right turn lanes

h. Check requirements for tapers and storage lengths

i. Review location for crosswalks and curb ramps

j. Review signal locations

k. Review need for parking restrictions

C. Develop Earthwork Design

1. Determine clearing and grubbing

2. Determine removal of structures

3. Determine classification of excavation

4. Determine subcuts

5. Review borrow
SECTION III-02 _______________________________________________ Design Checklist
Page 11 Revised 12/8/23

a. Determine borrow or waste requirements

b. Determine mandatory borrow or mandatory waste requirements

(i) Obtain public interest determination from FHWA for mandatory borrow and
excavation sites

c. Submit requirements to ETS Division – Right of Way Services

6. Determine need for slope flattening

7. Determine shrink and swell factors

8. Balance earthwork and/or determine borrow needs

9. Compute haul

10. Develop mass diagrams

11. Review need of erosion control and protection

D. Develop Drainage Design

1. Determine drainage areas, size pipe, and compute quantities for:

a. Culverts (centerline and approaches)

b. Storm drains (pipe, inlets, manholes, castings, etc)

c. Lift stations

E. Develop Right of Way Design

1. Existing permanent right of way

2. New permanent right of way

3. Temporary construction easements

4. Temporary and permanent drainage easements

5. Access control requirements

6. Intersection sight distance requirements

SECTION III-02 _______________________________________________ Design Checklist
Page 12 Revised 12/8/23

F. Prepare preliminary and final cost estimates

1. Traffic Section quantities included

2. Right of Way Services Section costs included

3. Bridge Division quantities included

4. Materials and Research Division quantities included

4. Plan Sheet Development

A. Section 001 - Title Sheet

__ Project numbers (main funding number and secondary funding numbers)

__ PCN number
__ Design data (current and forecast traffic, HS bridge live load, pavement design
life, etc.)
__ Project description (county, project number, location, type of work)
__ Governing specifications paragraph
__ Length of project (gross and net miles)
__ North arrow
__ Legal Description (section, township, range)
__ Project data/map (begin and end limits, reference points, stations, equations,
bridges, exceptions, county lines, interchanges, and highways)
__ Plan completion date and signature block
__ Mile splits
__ Clearzone distance
__ Barrier striping diagram and legend
__ Borrow sites and stockpile sites (may show as separate detail sheet)

B. Section 002 - Table of Contents Sheet

__ Section Number, Sheet numbers, and Description

__ Sheet numbers included for each contract on multiple contract projects
__ List of Standard Drawings (do not number sheets)

C. Section 004 - Scope of Work Sheet

__ Detail showing layout and type of work

__ PE Signature Block

D. Section 006 - Notes Sheets

__ Review list of standard notes and write any additional plan notes
__ Check that all incidental items are included in the notes
__ Check that all pay items listed in notes are included on the quantity sheets
__ PE Signature Block
SECTION III-02 _______________________________________________ Design Checklist
Page 13 Revised 12/8/23

E. Section 008 - Quantities Sheets

__ Check that the Item Description is exactly as it is written in the Mainframe or

Annual Average Bid Price.
__ Check that totals match plan sheet totals
__ Check that subtotal match totals
__ Show funding splits (participating, non participating, city funds only, alternatives,
total)
__ Check to include all quantities from other sections and divisions
__ Check to include all quantities listed in plan notes and special provisions
__ Contract bond, mobilization, railroad insurance, field lab (for tied projects show
on the major project only)

F. Section 010 - Basis of Estimate Sheets

__ Pavement Removal pay items

__ Grading pay items:
__ Summary of quantity breakdown (excavation, embankment, etc.)
__ Water quantity for embankment, excavation, aggregate, and dust palliative
__ Topsoil removal (list depth and areas)
__ Additional Sheets
__ Base pay items
__ Surfacing pay items
__ Pavement marking pay items
__ Erosion control pay items:
__ Sodding (list areas)
__ Seeding and temporary cover crop (list areas)
__ Mulching (list areas)
__ Erosion control devices
__ List core locations and surfacing thickness data (blended base projects)
__ List special provisions (number and description)
__ PE Signature Block

G. Section 011 - Data Tables, Concrete Pavement Repair Locations, Coring Data,
Salvaged Base Summary, Earthwork Summary, Mass Diagram, Borrow Areas,
Alternative Pipe Materials Pipe List Table

__ Crown rates and superelevation tables

__ Concrete Pavement Repair Locations
__ Coring data and locations
__ Salvage base summary
__ Earthwork
__ Label locations and quantities of borrow entered into mass diagram
__ Label locations and quantities of hauled materials from side roads etc. entered
into mass diagram
__ Label average haul
__ Label locations and quantities of special excavation and subcut
__ Label locations and quantities of clearing and grubbing and topsoil removal
__ Label locations and quantities of topsoil borrow
SECTION III-02 _______________________________________________ Design Checklist
Page 14 Revised 12/8/23

__ Label locations and quantities for approaches, drives, etc.

__ Borrow areas
__ PE Signature Block

H. Section 020 - General Details Sheets

__ Review need of common details

__ Grading
__ Slope flattening
__ Subgrade repair areas
__ Pipe extensions
__ Underdrain areas and associated drawings
__ Flared intersection layouts and approach
__ Bridge end and railroad crossing
__ Erosion control details
__ Milling
__ PCC pavement (dowels, tie bars, joints, reinforcement over pipe, etc.)
__ Ramp layouts
__ Edgedrains and headwalls
__ Edgedrain connection to manhole or inlet
__ Median and turning lane details
__ Cross over and ramp connections
__ Energy dissipater details
__ Lift station details
__ Floating manhole casting
__ Utility, Trench, Pipe backfill details
__ Stabilized Construction Access
__ Wetland easements
__ Dimension clarity
__ Cross referencing of details by sheet heading
__ PE Signature Block

I. Section 030 - Typical Sections Sheets (Existing and Proposed)

__ Dimensions
__ Location by stations and Reference Points (RP)
__ Profile and survey location
__ Crown rates and superelevation
__ Material classifications
__ HBP: show aggregate and pavement width, thickness, and areas
__ PCC: show aggregate and pavement width, thickness, areas, joints, dowel bars,
reinforcing, and tiebars.
__ Curb and gutter
__ Edgedrains
__ Pipe installations
__ Foreslope, ditch width, and backslope if applicable
__ Geotextile Fabric
__ Excavation limits and/or areas (common, class, subcut, muck)
__ Waste areas (within cross section)
SECTION III-02 _______________________________________________ Design Checklist
Page 15 Revised 12/8/23

__ Sodding/Hydromulching limits
__ Existing typical section should show patching with a variable depth (for blended
base projects)
__ PE Signature Block

J. Section 040 - Removals

__ Layout of removal limits

__ PE Signature Block

K. Section 050 - Inlet and Manhole Summary

__ Drainage details
__ Culvert summary sheets (location, type, size, length)
__ Hydraulic data for pipe greater than 30 inches (100 yr and design frequency yr)
__ Storm drain summary sheets (location number, location, description, top elev.,
invert elev., base elev., riser length, casting type, position of incoming lines and
inverts). This information may be shown on plan and profile for smaller projects.
__ PE Signature Block

L. Section 055 - Drainage Layouts

__ Show direction of drainage flows (ditches, culverts, storm drain)

__ PE Signature Block

M. Section 060 - Plan & Profile Sheets

__ Dimensional clarity
__ North arrow
__ Label businesses
__ Show and label horizontal alignment control points and ties, curve data and
superelevation rates, etc. (move survey and alignment information to layout sheets
if sheets are too cluttered)
__ Show and label vertical alignment grades, curve data, sight distance data,
locations and stations of barrier stripes, etc.
__ Show and dimension existing right of way, proposed right of way, construction
easements, drainage easements, section lines, etc.
__ Show and label driveway widths, lengths, and locations
__ Show and label curb ramps
__ Earthwork
__ Label mile split quantities
__ Label locations and quantities of borrow entered into mass diagram
__ Label locations and quantities of hauled materials from side roads etc. entered
into mass diagram
__ Label average haul
__ Label locations and quantities of special excavation and subcut
__ Label locations and quantities of clearing and grubbing and topsoil removal
__ Label locations and quantities of topsoil borrow
__ Label locations and quantities for approaches, drives, etc.
SECTION III-02 _______________________________________________ Design Checklist
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__ Show and label bypass locations, horizontal and vertical alignments, and
quantities
__ Show and Label all ditch grades and ditch blocks
__ Show and label Riprap foundation fill, erosion control locations, retaining walls,
etc.
__ Label and show erosion control (may include in basis of estimate or as detail
sheet)
__ Culverts
__ Label removal and/or plug locations
__ Storm drains (inlets and manholes)
__ Check number of inlets or manholes to match summary and quantity sheets
__ Check type of inlet and casting
__ Check manhole size to accommodate storm drain line sizes
__ Check elevations
__ Check riser lengths to elevations shown
__ Check offset locations (offset distance to center of riser)
__ Check length of storm drain lines
__ Check if city or district want insulation on inlets
__ Check if city or district want a minimum depth for inlets
__ Water and sanitary lines
__ Check with city on location and installation (may be shown on separate plan
and profile sheets)
__ Show and label direction of drainage flow (ditches, culverts, storm drain)
__ Check existing underground utilities for details (elevation and location)
__ Cross reference detail sheets that apply
__ List pay item quantities
__ Make sure all changes are corrected on related sheets and quantities
__ PE Signature Block

N. Section070 - Contours Sheets

__ PE Signature Block

O. Section 080 - Layouts Sheets (Survey Data, Fencing, etc.)

__ Survey control point data sheet included in plans

__ If the plan and profile become cluttered, it may be necessary to provide separate
sheets for the alignment data, removal data, etc.
__ Dimension clarity
__ PE Signature Block
SECTION III-02 _______________________________________________ Design Checklist
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P. Section 090 - Paving Layout Sheets (information may be on plan and profile)

__ Dimension clarity
__ Show survey and office location designation
__ Show and label joint spacing, locations, type, tie bars, seal, etc.
__ Show and label lane and shoulder widths
__ Show and label pavement reinforcement over pipe
__ Show and label driveways, sidewalks, curb ramps, median paving etc.
__ List pay item quantities by page
__ PE Signature Block

Q. Section 100 - Work Zone Traffic Control Sheets

__ Develop work zone traffic control note (identify construction phasing,

restrictions, maintenance of access, applicable standard drawings, etc.)
__ Develop work zone traffic control details and layouts (construction phasing and/or
special considerations, show and label signing, devices, markings, etc.)
__ Develop “Traffic Control Devices List”
__ Review need for special signs
__ Review need for traffic control supervisor
__ Review work zone speed limits guidelines
__ Review edge drop off guidelines and notes
__ Review warrants for portable changeable message signs
__ Check if detours are required
__ Check if temporary bypasses are required
__ Give Traffic Section a copy of plans to review the traffic control
__ PE Signature Block

R. Sections 110 & 120 - Signing and Markings Sheets

__ Advise Design Division Traffic Section of changes and/or revisions

__ Coordinate data for typical section, horizontal and vertical alignment
__ Obtain estimated quantities, spec and code
__ See Also: Plan Design and Development Checklist Traffic Control Design in this
Appendix
__ PE Signature Block

S. Section 130 - Guardrail Sheets

__ Advise Design Division Traffic Section of changes and/or revisions

__ Coordinate data for typical section, horizontal and vertical alignment
__ Obtain estimated quantities, spec and code
__ See Also: Plan Design and Development Checklist Traffic Control Design in this
Appendix
__ PE Signature Block
SECTION III-02 _______________________________________________ Design Checklist
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T. Sections 140 & 150 - Lighting and Signals Sheets

__ Advise Design Division Traffic Section of changes and/or revisions

__ Coordinate data for typical section, horizontal and vertical alignment
__ Obtain estimated quantities, spec and code
__ See Also: Plan Design and Development Checklist Traffic Control Design in
this Appendix
__ PE Signature Block

U. Section 160 - ITS Sheets

__ PE Signature Box

V. Section 170 - Bridge and Box Culverts Sheets

__ Advise Bridge Division of changes and/or revisions

__ Coordinate data for typical section, horizontal and vertical alignment
__ Obtain estimated quantities, spec and code
__ PE Signature Block

W. Sections 175 & 180 - Soils Boring Logs & Pit Plats Sheets

__ Insert soil profile and/or cross section sheets form Materials and Research
__ Insert pit plat sheets form Materials and Research
__ Included in plans

X. Section 190 - Haul Road Restrictions Sheets

__ Insert haul road restrictions sheets

__ Included in plans

Y. Section Right of Way Plot Sheets

__ PE Signature Block

Z. Cross Sections Sheets

__ Included in plans

AA. Section 200 - Cross Sections Sheets

__ If earthwork sheets are not included, add cut and fill quantities to sections
__ Run cross sections with marked points for future reports generated by district
__ Show and label inlets and manholes
__ Cross reference to plan and profile
__ Check slopes and grade line to match existing terrain and within right of way
limits
SECTION III-02 _______________________________________________ Design Checklist
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BB. Standard Drawings Sheets

__ Review list of standard drawings and add appropriate drawings

__ Standard Drawings to be listed on Table of Contents of plans (include standards
from other Sections and Divisions)
__ Include required Standard Drawings in the back of the original plans only. Print
the required Standard Drawings from the web at
[Link] under
Standard Drawings.
SECTION III-02 _______________________________________________ Design Checklist
Page 20 Revised 12/8/23

PLAN DESIGN AND DEVELOPMENT CHECKLIST - TRAFFIC CONTROL DESIGN

(SIGNING, PAVEMENT MARKING, GUARDRAIL, LIGHTING, TRAFFIC SIGNALS)

A. Signing

1. Check safety review for recommendations for signs with A-frames and other
substandard signs.

Comment. _________________________________________________________

2. Compare Sign Locations and Layout information with Sign Summary Sheet.

Comment. _________________________________________________________

3. Check Junction signing for placement and distance from intersections.

Comment. _________________________________________________________

a. Stop Conditions, Route Turn Markers across the intersections.

Comment. ___________________________________________________

b. Check lighting plans to see if signs can be placed on light standards.

Comment. ___________________________________________________

c. Distance and Destination sign legends to be checked with District Maps from
Operations Section in Planning/Asset Management Division.

Comment. ___________________________________________________

4. Sign Supports.

a. Check lengths on summary sheets.

Comment. ___________________________________________________

b. Check breakaway types - round pipe

1. Type A Single Post Signs

Comment. ________________________________________________
2. Type B Two Post Signs with post spacing less than 8 feet.

Comment. ________________________________________________

3. Type C Two Post or More Signs with post spacing 8 feet or more.

Comment. ________________________________________________
SECTION III-02 _______________________________________________ Design Checklist
Page 21 Revised 12/8/23

4. Check fuse joint requirements.

Comment. ________________________________________________

c. Multi-Direction Breakaway Bases - Round pipe to be used at ramp terminals

where post can be struck in any direction.

Comment. ___________________________________________________

d. Sign Areas

1. Primary and Secondary Signs.

a. Type 2 - Reflective Sheeting. All sign backgrounds except as listed

in b.

Comment. _____________________________________________

b. Type 3a - Reflective Sheeting. Stop Signs, Yield Signs, Do Not

Enter Signs, Wrong Way Signs, All Yellow Warning Signs,
Legends of Green, Blue, and Brown Background Signs.

Comment. _____________________________________________

2. Interstate Highway Signs.

a. Check to see if signs have notes on layouts requiring type 3a

retroreflective sheeting for signs.

Comment. _____________________________________________

5. Check if standards drawings that are required have been provided.

Comment. _________________________________________________________
6. Check if special notes for this project are provided.

Comment. _________________________________________________________

7. Check if Standard Notes are provided. Section 754 Standard Notes can be found on
the web at [Link] under Standard Notes.

Comment. _________________________________________________________

8. Check if cost estimate items and cost are correct.

Comment. ________________________________________________________
SECTION III-02 _______________________________________________ Design Checklist
Page 22 Revised 12/8/23

9. Check sign design layout sheets for station color and area.

Comment. ________________________________________________________

10. Check special assembly layouts for sign sizes and correct station.

Comment. ________________________________________________________

B. Pavement Markings

1. Check Pavement Marking Material Selection Chart. The materials shall meet these
requirements.

Comment. _________________________________________________________

2. The center line for two-lane, two-way roadways shall be yellow.

Comment. _________________________________________________________

3. The left edge line for divided highways shall be yellow.

Comment. _________________________________________________________

4. Layouts shall have width and color of line shown.

Comment. _________________________________________________________

5. The pay items shall be listed on plan layouts showing the material, color, type of line
and quantity. Each width of line shall be totaled. Check totals. Compare line widths
and color with what is shown on layouts.

Comment. _________________________________________________________

6. Check if Standard Drawings have been provided.

Comment. _________________________________________________________

7. Check if special notes for this project are provided.

Comment. _________________________________________________________

8. Check if items and costs are provided.

Comment. _________________________________________________________

9. Check if Standard Notes are provided. Section 762 Standard Notes can be found on
the web at [Link] under Standard Notes.

Comment. _________________________________________________________
SECTION III-02 _______________________________________________ Design Checklist
Page 23 Revised 12/8/23

10. Check if special notes are provided.

Comment. _________________________________________________________

C. Guardrails

1. Check safety reviews to see if guardrail is proposed.

Comment. _________________________________________________________

2. Review concept report for guardrail requirements.

Comment. _________________________________________________________

3. Determine if guardrail embankment is to be placed with grading or a separate item.

Comment. _________________________________________________________

4. Check to determine if special notes are required.

Comment. _________________________________________________________

5. Check if Standard Drawings have been provided.

Comment. _________________________________________________________

6. Check if items and costs are provided.

Comment. _________________________________________________________

7. Check if standard notes are provided. Section 764 Standard notes can be found on the
web at [Link] under Standard Notes.

Comment. _________________________________________________________

D. Lighting

1. Interim Lighting.

a. Check Layout to determine if permanent lighting will interfere with interim

lighting.

Comment. ___________________________________________________

b. Check to determine if pedestrians can negotiate around interim lighting and

construction area.

Comment. ___________________________________________________
SECTION III-02 _______________________________________________ Design Checklist
Page 24 Revised 12/8/23

c. Check to see that underground and overhead utilities do not interfere with
placement of poles, anchors, and wires.
Comment. ___________________________________________________

d. Check that permanent signal will fit while interims are operating.

Comment. ___________________________________________________
e. Check summary of quantities conduit and cable runs and notes.

1. Items to be bid as each.

Comment. ________________________________________________

2. Permanent Lighting.

a. Check Layout to determine if permanent lighting will fit interim lighting.

Comment. ___________________________________________________

b. Check to determine if pedestrians will be able to negotiate around light poles.

Comment. ___________________________________________________

c. Check to see if break-away bases are required.

Comment. ___________________________________________________

d. Check location if in the way of construction.

Comment. ___________________________________________________

e. Check to see that underground and overhead utilities do not interfere with
placement of poles and mast arms.

Comment. ___________________________________________________

f. Check if festoon circuit is required.

Comment. ___________________________________________________

g. Check that pull box locations are shown on the plan layout.

Comment. ___________________________________________________
SECTION III-02 _______________________________________________ Design Checklist
Page 25 Revised 6/1/09

h. Check if stations of layout items agree with quantity calculations and quantity
sheet.

Comment. ___________________________________________________

i. Check feed point location.

Comment. ___________________________________________________

j. Check summary of quantities conduit and cable runs.

Comment. ___________________________________________________

k. Check if special feed point requirements are needed and a layout.

Comment. ___________________________________________________

l. Check if note is provided when removed equipment is not to become property

of the state.

Comment. ___________________________________________________

m. Check if all side street lighting has power provided.

Comment. ___________________________________________________

n. Check if Lighting Standards have been provided.

Comment. ___________________________________________________

o. Check if items and costs are provided.

Comment. ___________________________________________________

3. Check to determine if special notes are required.

Comment. _________________________________________________________

4. Check if standard notes are provided. Section 770 Standard notes can be found on the
web at [Link] under Standard Notes.

Comment. _________________________________________________________

5. Check if Utility Company Feed Point Letter is Prepared.

Comment. _________________________________________________________
SECTION III-02 _______________________________________________ Design Checklist
Page 26 Revised 6/1/09

E. Traffic Signals

1. Interim Traffic Signal

a. Check Layout to determine if permanent signals are behind interim signals.

Comment. ___________________________________________________

b. Check to determine if pedestrian signals are needed. If replacing in-place

signals that are in the way of construction, and pedestrian signals are in place,
pedestrian signals are needed in the interim.

Comment. ___________________________________________________

c. Check to see that underground and overhead utilities do not interfere with
placement of poles, anchors and placement of span wires.

Comment. ___________________________________________________

d. Check that poles and anchors do not interfere with pedestrians.

Comment. ___________________________________________________

e. Check so that permanent signals will fit while interims are operating.

Comment. ___________________________________________________

f. Check note on coiling enough cable for relocation of signal heads during
different phases.

Comment. ___________________________________________________

g. Check if interim item is placed on the plan layout.

Comment. ___________________________________________________

h. Check if interim signal heads have 2 signal heads in each direction and have a
dimension of at least 8 feet between.

Comment. ___________________________________________________

i. Check cable runs with signal head numbers.

Comment. ___________________________________________________
SECTION III-02 _______________________________________________ Design Checklist
Page 27 Revised 6/1/09

j. Check to see if signal head and traffic volume layouts are shown.

Comment. ___________________________________________________

k. Check timing, phasing, cam breakout, notes and flashing requirements.

Comment. ___________________________________________________

l. Check summary of quantities conduit and cable runs and notes.

1. Items to be bid as each.

2. State furnished items.
3. These items to be wood pole mounted.

Comment. ________________________________________________

m. Check if interim signals need to be coordinated.

Comment. ___________________________________________________

2. Permanent Traffic Signals.

a. Check Layout to determine if permanent signals are behind interim signals.

Comment. ___________________________________________________

b. Check if near side signals are required.

Comment. ___________________________________________________

c. Check if the signal standards are within the clear zone.

Comment. ___________________________________________________

d. Check to determine if pedestrian signals are needed.

Comment. ___________________________________________________

e. Check location so that signal is not in the way of construction and that
pedestrian signals are in place near crosswalk.

Comment. ___________________________________________________
SECTION III-02 _______________________________________________ Design Checklist
Page 28 Revised 6/1/09

f. Check that lane width and all other street dimensions are shown.

Comment.
________________________________________________________

g. Check to see that underground and overhead utilities do not interfere with
placement of poles and mast arms.

Comment. ___________________________________________________

h. Check the need for pedestrian actuation push buttons other than on signal
poles.

Comment. ___________________________________________________

i. Check if signals have 2 signal heads for through movement in each direction
and have a dimension of at least 8 feet between.

Comment. ___________________________________________________

j. Check that signal and pedestrian heads are positioned so they match standard
drawings.

Comment. ___________________________________________________

k. Check if pedestrian push button sign location number and direction it=s facing
are shown on plan layout.

Comment. ___________________________________________________

l. Check that pull box locations are shown on the plan layout.

Comment. ___________________________________________________

m. Check if emergency vehicle preemption location and number are shown on

plans.

Comment. ___________________________________________________

n. Check cable runs with signal head numbers and color coding.

Comment. ___________________________________________________
SECTION III-02 _______________________________________________ Design Checklist
Page 29 Revised 6/1/09

o. Check that combination signal and light standards have lighting conductors
only entering the pole base.

Comment. ___________________________________________________

p. Check to see if signal head and traffic volume layouts are shown.

Comment. ___________________________________________________

q. Check if stations of layout items agree with quantity calculations and quantity
sheet.

Comment. ___________________________________________________

r. Check timing, phasing, cam breakout, notes and flashing requirements.

Comment. ___________________________________________________

s. Check if emergency vehicle preemption is used and that phasing is shown.

Comment. ___________________________________________________

t. If existing signals are being removed, show layout and list removed items and
quantity.

Comment. ___________________________________________________

u. Check if note is provided when removed equipment is not to become property

of the state.

Comment. ___________________________________________________

v. Check traffic signal cross section to be sure the signal location and stationing
agree with other layouts. Check if street name signs are the same as shown on
signing plans.

Comment. ___________________________________________________

w. Check controller location and direction of door opening.

Comment. ___________________________________________________
SECTION III-02 _______________________________________________ Design Checklist
Page 30 Revised 6/1/09

x. Check summary of quantities conduit and cable runs and notes.

1. Internal wiring note.

2. Emergency vehicle indicator light conductor.
3. Emergency vehicle detector cable.
4. Indicate internal wire quantities.

Comment. ________________________________________________

y. Check if signal heads on signal poles at cross section are located correctly.

Comment. ___________________________________________________

z. Check if signs for signal head requirements are same as signing plan layouts.

Comment. ___________________________________________________

aa. Check if signal progression is required in plans and check progression layout
for content, etc.

Comment. ___________________________________________________

bb. Check if emergency vehicle preemption needs advance detection.

Comment. ___________________________________________________

cc. Check to see if interconnect conductor to be placed between intersections.

Interconnect shall be in separate conduit. Pull boxes shall be placed every 500
feet maximum.

Comment. ___________________________________________________

dd. Check to see if railroad signal interconnect is provided or necessary.

Comment. ___________________________________________________

ee. Detector loops shall be numbered, showing the number of amplifiers, number
of turns, sizes, type of loop, number of preformed loops, and number of
micro-loops both double and single prop sets.

Comment. ___________________________________________________

ff. Check if speed monitoring is required.

Comment. ___________________________________________________

3. Check if special feed point requirements and layout are needed.

Comment. _________________________________________________________
SECTION III-02 _______________________________________________ Design Checklist
Page 31 Revised 6/1/09

4. Check if Standard Drawings have been provided.

Comment. _________________________________________________________

5. Check if items and costs are provided.

Comment. _________________________________________________________

6. Check to determine if special notes are required.

Comment. _________________________________________________________

7. Check if standard notes are provided. Section 772 Standard notes can be found on the
web at [Link] under Standard Notes

Comment. _________________________________________________________

8. Check if the utility company feed point letter is prepared.

Comment. _________________________________________________________
SECTION III-02 ________________________________________________ Design Checklist
Page 32 Revised 12/8/23

Plan Review

The following information is provided:

• Information to be brought Plan Review Meetings

• Plan Design and Development Checklist – Abbreviated
SECTION III-02 ________________________________________________ Design Checklist
Page 33 Revised 12/8/23

Information to be brought to Plan Review Meetings

The following checklist is meant to help the designer make sure the appropriate information is
taken to the following meetings: the Preliminary Plan Review (PPR), Plans, Specifications, &
Estimates (PS&E), and the Final Office Plan Review (FOPR). Place a checkmark in the blank as
appropriate, or N/A if not applicable.

PPR PS&E FOPR Information to be brought to the meeting

Environmental Document or Environmental

documentation (CATEX, FONSI, or ROD)

Traffic Operations Report

Surface thickness recommendations

Linear soil survey recommendations

Design Exceptions

Drainage Report

Right of Way Plats

Are there any P-notes that should become standard

notes or standard notes that should be incorporated
into the Spec Book?

Standard Specifications and Supplemental

Specifications

Plan Sheets (PPR: 25-40%, PS&E: 90-100% and

FOPR: stamped and signed or 100%)

Bid opening and plan completion dates

Milestone Activities

Engineer’s Estimate, Environmental Document

Estimate, and STIP programmed cost

Special Provisions (PS&E: draft, FOPR: final) and

list of SPs

Previous plan review summaries (PS&E:

Preliminary review, FOPR: PS&E review)
SECTION III-02 ________________________________________________ Design Checklist
Page 34 Revised 12/8/23

Plan Design and Development Checklist – Abbreviated

The appropriate column should be complete prior to each review which includes: the
Preliminary Plan Review (PPR); Plans, Specifications, & Estimates (PS&E); and the Final Office
Plan Review (FOPR). Place N/A in the blank if not applicable. This checklist should be a living
document throughout the life of this project. Place a checkmark in the appropriate blank as items
are completed or received. The lead designer on the project is responsible for tracking the items
below and keeping them on task. Prior to the completion of the final plans, the Designer should
consider meeting with each section leader of the appropriate section and review their items.
There is a blank at the bottom of this checklist for the designer to sign and print their name
below the blank. Please note not all the blanks will be filled for each review. If your project
does not require a certain item please write N/A in the blank.

PPR PS&E FOPR Bridge - Hydraulics

Drainage Report

Review underground (includes but not limited to

storm (centerline and approach) and sanitary sewer,
water main, inlet and outlet elevations, length, size,
type, inlet and manhole size and depth, etc.)

Adequate drainage in median (if applicable)

PPR PS&E FOPR Bridge - Structures

Preliminary Engineering Meeting, 5% plan

complete, complete and submit to Bridge Engineer

Calculations (consultants submit to Bridge

Division) 50% plans complete

Design sketches for bridges, 50% plans complete

90% plan submittal one month prior to PS&E

Checklist for Bridge Plans (SF 17180)

Structural sheets

PPR PS&E FOPR Design

Title Sheet

Note Sheets

Quantity Sheets
SECTION III-02 ________________________________________________ Design Checklist
Page 35 Revised 12/8/23

Field Laboratory (type and need)

Basis of Estimate

Special Provisions

Detail Sheets

Typical Section Sheets

Removal requirements

Plan and Profile Sheets

Horizontal and vertical alignments

Label surface of profile

Utilities

Cross Section Sheets

Earthwork calculations (ex. shrinkage, borrow,

earthwork computation summary, checking output
quantities)

Get information to those that need it (i.e.

environmental, materials and research, etc.)

Borrow Requirements

Access Requirements

Stay within project concepts

FHWA approval for changes to Environmental

Document or scope of work

Have other appropriate people look through plans

Detours

Temporary surfacing for winter suspension of work

satisfactory.

All work activities covered by specification,

supplemental specification, special provision, or
plan note.
SECTION III-02 ________________________________________________ Design Checklist
Page 36 Revised 12/8/23

All work activities that are not covered by a

standard pay item are included in price bid for
another item.

Bid opening and completion dates

Update milestone activities

Prepare engineer’s cost estimate and compare to

STIP

City cost share and Funding Splits

Disposition and certification of city utilities and

adjustments

Review any unresolved issues

Review any unique situations for this project

PPR PS&E FOPR Design - Survey & Photogrammetry

Aerial Photos

Right of Way Plats

Additional Survey Required

Survey Transmittal (i.e. survey alignment, tin file,

etc.)

PPR PS&E FOPR Design - Traffic

Traffic control and construction phasing

requirements, access for residents and businesses
during construction

Work Zone Traffic Control Sheets

Signing, Pavement Marking, Guardrail, Lighting,

and Signal Sheets
SECTION III-02 ________________________________________________ Design Checklist
Page 37 Revised 12/8/23

PPR PS&E FOPR ETS - Environmental

404 - Permit

Floodplain Permit

List Other Permits

____________________________________

Acres of disturbance to Environmental Section for

NPDES

Wetland limits drawn on plan view and cross

sections

Environmental commitments sheet

Erosion control methods included in plans

Final environmental approval (CATEX, FONSI, or

ROD)

Final Wetland Impact Table to Environmental

Section

PPR PS&E FOPR ETS – Right of Way

Right of Way limits delivered

Obtaining easements

Clear encroachments

Permanent right of way acquisition

Material Source Approval (Spec 107.04)

Material Source Worksheet has been completed and

submitted (SFN 58466). This form is good for six
(6) months.

Environmental and Cultural Resource Clearance:

Yes No
SECTION III-02 ________________________________________________ Design Checklist
Page 38 Revised 12/8/23

PPR PS&E FOPR ETS – Technical Services Section

Supplemental Specifications

Special Provisions

PPR PS&E FOPR Materials and Research Division

Surface thickness recommendation

Linear soil recommendation

Material Source Approval (Spec 107.04)

Material Source Worksheet has been completed and

submitted (SFN 58466). This form is good for six
(6) months.

Environmental and Cultural Resource Clearance:

Yes No

PPR PS&E FOPR Programming Division

Traffic operations report

Cost Participation & Maintenance Agreements

Railroad Agreements

Railroad Survey (to be completed at Field Review)

SECTION III-02 ________________________________________________ Design Checklist
Page 39 Revised 12/8/23

As the designer I have done or had direct supervision over the items described above and to the
best of my knowledge the information is correct.

Designer: _______________________________________________________________

Reviewer: ______________________________________________________________

Comments: _____________________________________________________________

______________________________________________________________________________

______________________________________________________________________________

______________________________________________________________________________

______________________________________________________________________________

______________________________________________________________________________

______________________________________________________________________________

______________________________________________________________________________

______________________________________________________________________________

________________________
SECTION III-02 Design Checklist
Page 40 Revised 12/8/23
Final Office Plan Review Checklist PCN:

The following items will be covered in the Final Office Plan Review.

Checklist for Plan Design and Development – Abbreviated (Appendix III-01B)

Are there any unresolved issues?

Comments:

Additions/Changes to the Documented CatEx (DCE) or scope of work:

DCE Re-evaluation
DCE Addendum

Are there any design exceptions?

Are there any FHWA certification exceptions?

Are there any unique items (unusual construction methods, measurements, or basis of
payment; such as earthwork paid by the TON?)

Are there any Sole Source or Proprietary Items?

Public Interest Finding letter

Are there any specified Completion Dates for any portion of the work?

Is any portion of the project within National Grassland Boundaries?

Railroad
Crossings
Signals
Agreements

Utilities
Utility Certifications
City Utility Disposition
Airport Clearance Requirements/Permit
NDDOT Owned Facilities – Contact NDDOT Utilities Engineer
(Only applies to new installation or modification of Lighting, Signals,
Beacons, Digital Message Signs, ATR, WIMS, RWIS, etc. NDDOT
Utilities Engineer to update ND One Call database .)

Earthwork
Shrinkage
State Optioned Borrow – Completed SFN 9683 Borrow Area List?
Contractor Furnished Borrow
Earthwork computation summary (What was done to check earthwork?)
SECTION III-02 Design Checklist
Page 41 Revised 12/8/23
Environmental
404 – Permit
Floodplain Permit
List Other Permits:
Erosion control methods included in plans
Environmental commitments sheet
Wetland limits drawn on plan and cross sections
Borrow Pits COA: _____ Yes _____ No
Materials Pits COA: _____ Yes _____ No
Final Wetland Impact Table to Environmental Section
(Wetland impacts in Final Plans matches Environmental Section’s ledger)

Right of Way
Right of Way Certification
Relocations

Summary of Estimated Costs:

STIP Estimate:
DCE Estimate:
Engineer’s Estimate:

Are any required Cost Participation & Maintenance Agreements complete?

Special Provisions (SP):

TERO (within 1 mile of reservation boundary)
ITS
Erionite
Other:
SP’s listed in the Table of Contents - Section 2 of the plans

FHWA Risk-Based Stewardship and Oversight (RBSO) indicated on the title sheet if
applicable

Are all Structure Numbers shown on the title page?

(Structure Numbers are given to all Box Culverts, Separations, Interchanges, and
metal culverts greater than 8 feet in diameter. See Bridge Listing book)

RIMS Vertical Clearance entered in mainframe system for all structures?

If this project includes the sandblasting and painting of a structure or portions of a

structure, has the Civil Rights Division been notified? This includes items associated
with a structure such as a hand railing.

Review suggested improvements to design features.

Are there any plan notes that should be added to the Supplemental Specifications?

AAReadme file completed for Design?

SECTION III-02 Design Checklist
Page 42 Revised 12/8/23
The following items will be used as a performance measure:

______ Was the distribution date for the PS&E Plans met?
If not, explain. _______________________________________________
____________________________________________________________
____________________________________________________________

______ Was enough time given to the reviewers to accurately review your plans?
If not, explain. _______________________________________________
____________________________________________________________
____________________________________________________________

______ Were milestone items completed on time?

If not, explain. _______________________________________________
____________________________________________________________
____________________________________________________________

To the best of my knowledge the information given in the plans is correct, current, and ready for
bid. Please print your name below the signature line.

Designer: _______________________________________________________________

Reviewer: ______________________________________________________________

Comments:

______________________________________________________________________________

______________________________________________________________________________

______________________________________________________________________________

______________________________________________________________________________

______________________________________________________________________________

______________________________________________________________________________

______________________________________________________________________________
SECTION III-03 Alignments and Roadway Geometry
Page 43 Revised 12/8/23

III-03.01 Stationing

Stationing for projects should be according to the Surveys and Photogrammetry Manual.

III-03.02 Horizontal Alignments, Vertical Alignments, Roadway Width, Foreslopes,

Backslopes, Drive Slopes, Ditch Block Slope, Clear Zones, Sight Distance, and
Superelevation

Generally, design two lane highways to eliminate the need for no-passing zone pavement
markings wherever practicable. The requirements for no-passing zone pavement markings are
discussed in Part 3B of the Manual on Uniform Traffic Control Devices (MUTCD). The
minimum passing sight distances required to eliminate no-passing zone pavement markings are
shown in Table 3B-1 of the MUTCD. See the appropriate DESIGN GUIDELINES in
Section I-06.03 of this manual for other elements of design.

III-03.03 Spiral Curve

Generally, spirals are used on rural highways for all curve radii equal to or less than Table 3-20
of A POLICY, “Maximum Radius for Use of a Spiral Curve Transition”. Curve radii greater than
Table 3-20 shall use tangent curve transitions, as the effect of spiral curve transitions on lateral
acceleration is likely to be negligible for radii larger than Table 3-20. When spiral curve
transitions are used, they shall be designed in accordance to A POLICY.

III-03.04 Interchanges

Interchanges should be designed according to A POLICY.

III-03.05 Intersections

Flared intersections are shown on Standard Drawing D-203-6, and should generally be provided
only on Minor Rehabilitation Grade Widening, Major Rehabilitation, and New/Reconstruction
projects at locations of State to State highway intersections, and State to CMC (County Major
Collector) intersections. Providing flared intersections at other locations, or on other project
types, will require additional justification for NDDOT approval.

Rural approaches are shown on Standard Drawing D-203-8, and should generally be provided
only on Minor Rehabilitation Grade Widening, Major Rehabilitation, and New/Reconstruction
projects. Providing rural approaches larger than D-203-8, or on other project types, will require
additional justification for NDDOT approval.

Recovery approaches are shown on Standard Drawing D-203-7. For more information, see
Section III-03.05.04.
SECTION III-03 Alignments and Roadway Geometry
Page 44 Revised 12/8/23

III-03.05.01 Turning Lanes

This section addresses design elements for turn lanes. Generally, the need for turn lanes is
addressed in a traffic operations study.

Uncontrolled Turn Lanes

An uncontrolled turn lane is defined as any turn lane in which no traffic signals or signs are used
to control traffic movement within the turn lane. The diagram below shows the design elements
of an uncontrolled turn lane.

(Drawing not to Scale)

Taper (L1)
L1 is the straight-line taper to be used to introduce the turn lane bay. Values range from 8:1 to
15:1 and are based on 2011 6th Edition of the AASHTO Green Book page 9-128.

Deceleration (L2)
L2 is the turn lane bay used for vehicle deceleration. Values based on 2011 6th Edition of the
AASHTO Green Book page 9-126.

Transition Taper (L5)

L5 is the taper that through traffic is transitioned from centerline in order to introduce or drop
additional lanes. Values based on Figure 3B-5 of the 2009 MUTCD on page 355.
SECTION III-03 Alignments and Roadway Geometry
Page 45 Revised 12/8/23

DESIGN TURN TURN LANE STORAGE TRANSITION

SPEED LANE TAPER DECELERATION TOTAL (L4) TAPER
TAPER LENGTH LENGTH DISTANCE LENGTH
LEFT RIGHT
TURNS TURNS
(L1) (L2) (L3) (L5)
30 8:1 96 75 171
35 12:1 144 100 244 L5=WS2/60
40 12:1 144 150 294 L4 ≥ 100’
45 12:1 144 200 344
50 15:1 180 265 445 Traffic Ops Report L4 = 0
55 15:1 180 335 515 or Table below.
(whichever greater) L5=WS
60 15:1 180 430 610
65 15:1 180 530 710
70 15:1 180 640 820

Storage (L4)
The minimum storage length for left turns is 100 feet. The following table or a traffic operations
report will be used to determine the recommended storage length (L4) for left turn lanes. If a
traffic operations report recommends a storage length that is in conflict with the table below, the
larger value of the two storage lengths will be used.

The existing “average annual daily traffic” (AADT) and the existing “truck annual average daily
traffic” (TAADT) represent 2-way traffic. For right turn lanes, in most cases no storage distance
is necessary since vehicles do not yield to any other traffic movements (L4=0).

Left Turn Lane Storage Distance (L4)

Distance in feet for 2-Lane Highway (4-Lane Highway in parenthesis)
EXISTING MINOR EXISTING MAJOR ROAD VOLUME (AADT)
ROAD TRUCK
VOLUME (TAADT) <5,000 5,000 - 10,000 10,000 - 20,000 > 20,000
<100 100(100) 100(100) 100(100) 150(125)
100-200 100(100) 100(100) 125(100) 200(175)
200-300 100(100) 125(100) 150(125) 250(225)
300-400 125(100) 150(125) 175(150) 350(325)
400-500 150(125) 175(150) 200(175) 450(300)
500-1000 175(150) 200(175) 400(300) 700(500)
1000-2000 275(250) 450(400) 700(600) *
2000-3000 425(400) 650(600) * *
>3000 500(450) 700(650) * *
*A traffic operations study should be done to determine storage length.
SECTION III-03 Alignments and Roadway Geometry
Page 46 Revised 12/8/23

Controlled Turn Lanes

For a turn lane on an approach that is controlled by a stop sign, yield sign or traffic signal, the
traffic operations study will indicate the recommended “full-width length” of the turn lane.
Note: the author of the traffic operations study takes into account the deceleration and storage
distance as part of the recommended full-width length. However, the design of the taper
distances (L1 and L5), should be applied to controlled turn lanes the same as uncontrolled turn
lanes.

III-03.05.02 Truck Acceleration and Deceleration Lanes at Railroad Crossings

At railroad crossings, it can be necessary to provide hazardous trucks with acceleration and
deceleration lanes where they can pull out of the main lane(s) of traffic, stop at the railroad
crossing, accelerate, and merge back into traffic. For deceleration lengths, the values are the
same as the above guidance for turn lanes. For acceleration lengths, the table below should be
used to determine the length. The diagram below shows the basic concept of acceleration and
deceleration lanes at railroad crossings.

(Drawing not to Scale)

Acceleration and Deceleration Length for Railroad Crossings

DESIGN DECELERATION DECELERATION LANE DECELERATION ACCELERATION
SPEED, MPH LANE TAPER LENGTH, FT LANE LENGTH, FT LANE LENGTH1, FT
(V) TAPER RATE (L1)
(L2) (L6)

30 8:1 96 75 180
35 12:1 144 100 280
40 12:1 144 150 360
45 12:1 144 200 560
50 15:1 180 265 720
55 15:1 180 335 960
60 15:1 180 430 1200
65 15:1 180 530 1410
70 15:1 180 640 1620
1 Table 10-3 AASHTO, A Policy on Geometric Designs of Highways and Streets, 2011 6th Edition
SECTION III-03 Alignments and Roadway Geometry
Page 47 Revised 12/8/23

III-03.05.03 Radial “T” Intersection Guide

Generally, this type of intersection is used to eliminate tangent approaches at an intersection

located within a horizontal curve.

• Whether or not to use this intersection should be discussed in the environmental

document or decision document.

• Use for section line or county roads that intersect a state highway.

• Where two (2) state highways intersect, the traffic volumes will be reviewed to determine
if the existing curve should be removed and replaced with a regular T or a radial T
intersection.

• Where the Radial T is constructed the following criteria should be used:

o The desirable superelevation on the curve should not exceed .04 ft/ft with a
maximum of .06 ft/ft.

o The horizontal curve should not exceed a curvature of 2 degrees 30 minutes.

o The maximum grade on the curve should not exceed 2%.

o The maximum breakover between the adjoining road and the curve portion of the
pavement should not exceed 5%.

o To improve the visibility of the intersection for vehicles traveling on the low side
of the curve, delineators should be placed along both sides of the adjoining road
including the radii.

o The adjoining road should have a 50 foot level space just prior to reaching the
state highway.

o The shoulder on the high side of the curve should also be flattened to improve
visibility.
SECTION III-03 Alignments and Roadway Geometry
Page 48 Revised 12/8/23

III-03.05.04 Recovery Approaches

North Dakota Century Code:

24-01-49. Approach or escape road to be built at all dead end roads or intersection of county
and state highways. Whenever any highway on the state or county highway system has an
intersection or dead end, there must be constructed, whenever feasible, an approach or escape
road, and when not feasible other protective devices such as warning signs, rumble strips, or
barricades. This section applies to new road construction and reconstruction after July 1, 1975.

Intersection conditions where the construction of a recovery approach is not feasible must be
discussed in the environmental document or decision document. The determination not to
construct a recovery approach should be a decision item for approval by the Deputy Director for
Engineering. Unfeasible conditions usually involve other roadway hazards such as: recovery
approach that would lead into a lake, wetlands, rip-rap, steep back slope, deep ravine, or when
extreme amounts of fill and right of way are needed. Note that some small wetlands can safely
be traversed by the recovery approach.

Signing and/or rumble strips will be included in the intersection design when the Traffic
Operations Section in the Programming Division has identified a crash problem.

There are 4 design scenarios for T-intersections:

1. A recovery approach will be constructed at all T-intersections of county and state
highways, unless it is not feasible.
2. If a recovery approach is not feasible and a crash problem has not been identified,
the intersection will be signed with intersection warning signs, Two-Direction
Large Arrow sign (W1-7) and the T-Symbol sign (W2-4).
3. If a recovery approach is not feasible and a crash problem has been identified, the
intersection will be signed with intersection warning signs, Two-Direction Large
Arrow sign (W1-7) and the T-symbol sign (W2-4), and rumble strips may be
installed as shown on standard drawing D-760-5.
4. If a recovery approach is feasible and a crash problem has been identified, a
recovery approach will be constructed. The intersection will be signed with
intersection warning signs, W1-7 and W2-4, and rumble strips may be installed as
shown on standard drawing D-760-5.

If a recovery approach is constructed, a 90-1 survey should be conducted to determine what other
safety work should be done to the portion of the approaching county or state highway which lies
within the right of way of the highway being improved (Example: flattening of inslopes,
relocation of pipes out of the clear zone).
Refer to standard drawing D-203-7 for guidance on the width, grade, radius, and location of
recovery approaches in relation to the approaching highway. In addition, see Chapter III for
signing requirements for a T-intersection.

The Traffic Operations Section of the Programming Division will provide the crash analysis and
traffic control recommendations.
SECTION III-04 _____________________________________________________ Earthwork
Page 49 Revised 12/8/23

III-04.01 Common Excavation

It is the intent to get all the common excavation from within the right of way without impacting
environmentally sensitive areas such as wetlands, easement wetlands, and cultural resource
areas. When all the useable material has been utilized, provisions for additional borrow are
required.

III-04.02 Borrow

Borrow is needed when there is insufficient dirt on the project from common excavation to build
the roadway template. When borrow is required, it will be Department Optioned Borrow or
Contractor Furnished Borrow.

There may be times when NDDOT will want to make the borrow area a mandatory borrow area.
In that event, a public interest finding will be submitted to FHWA if federal funds are involved.

Try to obtain borrow close to where it is needed to keep the hauls as short as possible (desirably
no more than 1 mile).

Generally, the following guide may be used for borrow:

• < 5,000 C.Y. – Contractor Furnished Borrow

• 5,000-10,000 C.Y. – If needed at multiple locations, such as a guardrail project, the
contractor will furnish. If only needed at one location, consider Department Optioned
Borrow.
• > 10,000 C.Y. – Department Optioned Borrow

A Borrow Site Report is provided on the Design Manual Reference and Forms web page at:
[Link]
This spreadsheet is used to track how the requirements for borrow are being met. The order of
preference is state option, contractor furnished with clue, and contractor furnished. Once the
Borrow Site Report is complete, it is distributed to the Right of Way Program Manager,
Designer, and Materials & Research as shown on the flow chart for the borrow process.

III-04.02.01 Department Optioned Borrow

For Department Optioned Borrow, the plans shall include bid items for topsoil, seeding, and
erosion control for the borrow areas. The following procedures should be followed for
Department Optioned Borrow on internal developed projects:

1. The designer determines the estimated quantity of borrow required, forwards the quantity
to Right of Way Services Program Manager in ETS, and enters the milestone date for
(BOR).
2. Right of Way Services will locate/negotiate borrow sites and complete SFN 10132
Borrow Option.
3. Right of Way Services will submit SFN 58466 Material Source Clearance Request Form.
The Material Source Clearance Request Form can be found on the web at:
[Link]
SECTION III-04 _____________________________________________________ Earthwork
Page 50 Revised 12/8/23

4. ETS Division will send the Certificate of Approval (COA) link to the designer and the
Right of Way Agent.
5. The designer shall complete SFN 9683 Borrow Area List, and attach the COA to SFN
9683. The COA needs to be converted from color to black & white.
6. The designer shall submit the electronic file (Borrow Area List and COA) to the
O:\81 Special Projects\DIP PLANS in the appropriate bid opening folder.

The following procedures should be followed for Department Optioned Borrow on consultant
projects:

1. The consultant determines the estimated quantity of borrow required, forwards the
quantity to the Technical Support Person, and the Technical Support Person enters the
milestone date for (BOR).
2. The consultant will locate/negotiate borrow sites and complete SFN 10132 Borrow
Option. The consultant shall submit completed SFN 10132 to the Technical Support
Person. The Technical Support Person shall submit to Right of Way Services (ETS) for
review and approval.
3. The consultant will submit SFN 58466 Material Source Clearance Request Form. The
Material Source Clearance Request Form can be found on the web at:
[Link]
4. ETS Division will send the Certificate of Approval (COA) link to the consultant and copy
the Technical Support Person.
5. The consultant shall complete SFN 9683 Borrow Area List, and attach the COA to SFN
9683. The COA needs to be converted from color to black & white.
6. The consultant shall send the electronic file (Borrow Area List and COA) to the
Technical Support Person. The Technical Support Person shall submit the electronic file
to the O:\81 Special Projects\DIP PLANS in the appropriate bid opening folder.

III-04.02.02 Contractor Furnished Borrow

For Contractor Furnished Borrow, the contractor will be responsible for all royalty and
restoration negotiations and agreements with the landowner. No department negotiated
agreements will be provided. The contractor will also be responsible for all
environmental/cultural surveys and clearances, permits, and erosion control for the borrow area.
If Contractor Furnished Borrow is used, the only bid item required within the plans will be
“Borrow-Excavation” and a plan note shall indicate that the Contractor must furnish the borrow
material. The topsoil, seeding, and erosion control for the borrow areas shall be included in the
price bid for borrow.

There may be circumstances where borrow area clues may be additionally provided to the
contractor for Contractor Furnished Borrow. Borrow area clues are intended to aid the
contractor in finding borrow area locations for Contractor Furnished Borrow. Examples of
potential borrow area clues are information of any previously contacted or logical adjacent
property owners for borrow areas, and any completed or partially completed cultural surveys,
environmental surveys, or permits. A plan note shall be included to inform the contractor of any
available clue information.
SECTION III-04 _____________________________________________________ Earthwork
Page 51 Revised 12/8/23

III-04.03 Waste

Most grading projects are designed with the intent to minimize the excess excavation, and in
some cases can achieve an earthwork quantity balance for the material and eliminate any excess
excavation. However, some projects may have excess material. There may be projects with a
small quantity of unsuitable grading material designated for waste, or excess excavation within
the projects limits. Some projects may have a large quantity of excess excavation due to
unavoidable circumstances such as terrain or nature of the project such as slide repair projects.

III-04.03.01 Contractor Furnished Waste Area

For a Contractor Furnished Waste Area, similar to Contractor Furnished Borrow, the contractor
will be responsible for all royalty and restoration negotiations and agreements with the
landowner of the waste area. No department negotiated agreements will be provided. The
contractor will also be responsible for all environmental/cultural surveys and clearances, permits,
and erosion control for the waste area.

There may be circumstances where waste area clues may be additionally provided to the
contractor for Contractor Furnished Waste Areas. Waste area clues are intended to aid the
contractor in finding waste area locations for Contractor Furnished Waste Areas. Examples of
potential waste area clues are information of any previously contacted or logical adjacent
property owners for waste areas, and any completed or partially completed cultural surveys,
environmental surveys, or permits. A plan note shall be included to inform the contractor of any
available clue information.

III-04.03.02 Department Optioned Waste Area

It is recommended to locate a State Optioned waste area for projects with large quantities of
excess excavation. For Department Optioned Waste Areas, the plans shall include bid items for
topsoil, seeding, and erosion control for the borrow areas. The following procedures should be
followed for Department Optioned Waste Areas on internal developed projects:

1. The designer determines the estimated quantity of borrow required, forwards the quantity
to Right of Way Services Program Manager in ETS, and enters the milestone date for
(BOR) and notes the quantity of waste designated within the comments area.
2. Right of Way Services will locate/negotiate waste area sites and complete agreement
documents.
3. Right of Way Services will submit SFN 58466 Material Source Clearance Request Form.
The Material Source Clearance Request Form can be found on the web at:
[Link]
4. ETS Division will send the Certificate of Approval (COA) link to the designer and the
Right of Way Agent.
5. The designer shall complete the waste area list document, and attach the COA to waste
area document. The COA needs to be converted from color to black & white.
6. The designer shall submit the electronic file (waste area list and COA) to the
O:\81 Special Projects\DIP PLANS in the appropriate bid opening folder.
SECTION III-04 _____________________________________________________ Earthwork
Page 52 Revised 12/8/23

The following procedures should be followed for Department Optioned Waste Area on
consultant projects:

1. The consultant determines the estimated quantity of waste required, forwards the quantity
to the Technical Support Person whom enters the milestone date for (BOR) and notes the
quantity of waste designated within the comments area. The Technical Support Person
will also forward the waste area agreement documents from ETS Division to the
consultant.
2. The consultant will locate/negotiate waste sites and complete waste area agreement
documents. The consultant shall submit completed waste area agreement documents to
the Technical Support Person. The Technical Support Person shall submit to Right of
Way Services (ETS) for review and approval.
3. The consultant will submit SFN 58466 Material Source Clearance Request Form. The
Material Source Clearance Request Form can be found on the web at:
[Link]
4. ETS Division will send the Certificate of Approval (COA) link to the consultant and copy
the Technical Support Person.
5. The consultant shall complete waste area list document (forwarded by the Technical
Support Person), and attach the COA to the waste area document. The COA needs to be
converted from color to black & white.
6. The consultant shall send the electronic file (waste area list document and COA) to the
Technical Support Person. The Technical Support Person shall submit the electronic file
to the O:\81 Special Projects\DIP PLANS in the appropriate bid opening folder.

If a mandatory waste site is proposed, a public interest finding must be prepared.

III-04.04 Haul (rural grading)

Try to keep the haul distances as short as practicable. Calculate the average haul for the total
project. For calculation guidance, see the information on the web at:
[Link] under
“Procedures for Calculating Final Earthwork Quantities”

A mass diagram shall be developed and shown within the plans for grading projects. Earthwork
end area tables shall also be shown in the plans for grading projects.

III-04.05 Topsoil

For most projects, the existing topsoil is to be removed, stockpiled, and then spread over the
disturbed area, except the roadbed. Some projects may have circumstances or restraints where
the existing topsoil cannot be used or only partially used, and may need to use imported topsoil.
The plans should have separate bid items for topsoil and imported topsoil (if needed). The plans
shall have the thickness of topsoil shown within the Basis of Estimate of the plans. For most
projects, 6” of topsoil is the standard depth typically shown within the plans. The District should
be consulted during project development to determine the appropriate topsoil depth to use within
the plans for topsoil thickness.
SECTION III-04 _____________________________________________________ Earthwork
Page 53 Revised 12/8/23

At a minimum, a slope staking report showing the break points and tie points to the top of the
topsoil shall be developed and provided to the field engineer. When ditch profile elevations are
shown in the plans, the elevations shall be to the top of the topsoil.

Cross sections should show the existing topsoil so that the areas of excavation, embankment,
topsoil, etc. can be verified.

III-04.06 Clearing and Grubbing

Generally, this includes the removal and disposal of trees, shrubs, stumps, roots, brush and other
surface objects from the excavation and embankment areas. Include bid items within the plans
whenever this type of work is needed.

III-04.07 Compaction

See Standard Specifications for details concerning embankment compaction items. The
recommendations for the mainline are provided by the Materials and Research Division.

Generally, AASHTO T-180 is used for compaction; however, AASHTO T-99 is used in the Red
River Valley where the engineering properties of the soil indicate that the soil would benefit
from a lower maximum dry density and a higher moisture content range.
SECTION III-04 _____________________________________________________ Earthwork
Page 54 Revised 12/8/23

A volume adjustment percentage should be included for shrinkage in earth embankment within
the plans. This is typically shown within the Earthwork Summary plan sheet and also stated
within a plan note, which is available on the PPG website. The designer should consult with the
District to determine an appropriate volume adjustment percentage for the project area.

III-04.08 Seeding and Erosion Control

Erosion control shall be performed for all projects as needed to enhance soil stabilization and
minimize siltation and sedimentation. Typically, this is done through the use of fiber rolls,
erosion control mats, silt fences, ditch checks, mulching, seeding, hydro-seeding, sod, and riprap.

Wetlands and mitigation are shown in Section 75 of the plans, temporary erosion control layouts
are shown in Section 76 of the plans, and permanent erosions control layouts are in Section 77 of
the plans. See the CADD manual for detailed requirements for these sections of the plans.

The designer should consult with the Hydraulic Section in the Bridge Division, ETS Division,
and the Erosion and Sediment Control Handbook to develop sedimentation control for all
projects. The most recent version of the Erosion and Sediment Control Handbook is on the web
at: [Link]

III-04.09 Engineering Fabrics

The use of engineering fabrics such as Geosynthetic Type R1 and Geogrid should be addressed
in the Materials and Research Linear Soil Survey Report or any other pertinent recommendation.

III-04.10 Widening

When the roadway is not wide enough to place the proposed improvement that meets the
respective minimum roadway width from the DESIGN GUIDELINES, it may have to be
widened. Generally this means widening on both sides, but there may be circumstances where it
would be best to shift the centerline and widen on only one side.

A project is designated as widening when the overall roadway corridor within the scope of the
project is to be widened with grading. Widening is typically done with either Major
Rehabilitation or New/Reconstruction type projects.

Structural Improvement type projects that address isolated grading areas such as adding turn
lanes, flattening approaches, or to correct geometric curvatures are not considered widening
projects, as the overall corridor is not widened.
SECTION III-04 _____________________________________________________ Earthwork
Page 55 Revised 12/8/23

III-04.10.01 Minor Rehabilitation (Grade Widening)

Grade Widening is defined as minor grading required to correct foreslope, or re-establish the
original traveled-way-plus-shoulders width. Where re-establishing the original traveled-way-
plus-shoulders width is triggered to accommodate an overlay, Minor Rehabilitation may include:
up to 2’ of widening on each side of the roadway or widening to provide 12’ driving lanes with
2’ shoulders on each side of narrow roadways, even if the total resulting width exceeds the
original roadway width. Grade Widening is required to provide 4:1 foreslopes or flatter within
the clear zone, and the installation of rumble strips.

Examples of Grade Widening are shown in the Department Shoulder/Slough Guidelines within
the DESIGN GUIDELINES.

• Foreslopes

o Minor Rehabilitation Grade Widening projects require 4:1 proposed foreslopes or

flatter within 20 feet of the driving lane. This only applies when grade widening
foreslopes. All other items for the project will utilize the Minor Rehabilitation
clear zone within the DESIGN GUIDELINES.

• Signing

o When existing signs are affected within the limits of grading:

 The sign will be reset depending on age (less than 7 years old) and
condition, otherwise it will be replaced (7 years or older).

 The post will be reset depending on length, otherwise it will be replaced.

o Signs outside the limits of grading would be treated per the DESIGN
GUIDELINES for Minor Rehabilitation strategy.
SECTION III-04 _____________________________________________________ Earthwork
Page 56 Revised 12/8/23

III-04.11 Hydraulic Requirements for Approach and Centerline Culverts

A “stream crossing structure” is defined as a pipe, culvert, box culvert, and structural plate pipe.
All new stream crossing structures must be sized to meet the requirements of Article 89-14
“Public Highway Stream Crossings” (Stream Crossings Standards) as defined in North Dakota
State Administrative Code. Existing stream crossing structures that are replaced or relocated
must also be sized to ensure compliance with the Stream Crossing Standards.

Therefore, according to Article 89-14, hydraulic analysis must be completed for stream crossings
on projects, regardless of investment strategy, that:

“…regrade, add a lane adjacent to the existing alignment, or do full depth road surface
replacement on an existing highway location.”

These work activities are further defined by the NDDOT as follows:

• “regrade”
o Means to remove the existing pavement and base section and alter the subgrade
profile.
• “add a lane adjacent to the existing alignment”
o Means to add a continuous adjacent through lane to the entire facility. This does
not mean adding incremental auxiliary lanes to the facility such as turn lanes,
climbing lanes, and passing lanes.
• “full depth road surface replacement”
o Means to completely remove the existing pavement and base down to the
subgrade. This does not mean reclaiming the surfacing and base in place.

Therefore, all stream crossing structures will be hydraulically analyzed to ensure they conform to
the requirements of the Stream Crossing Standards for all New/Reconstruction investment
strategy type projects. However, stream crossings will also need to be hydraulically analyzed on
other investment strategy type projects if the activity occurring at the stream crossing includes
any of the work activities defined above.

-Examples of when hydraulic analysis would need to be completed are as follows:

• When constructing a new roadway
• Reconstructing a roadway
• Removing pavement and base section above an existing pipe (whether extending or not)
• Subcutting or regrading above an existing pipe (whether extending or not)
• Removing and relaying pipe at the same location. This does not apply when removing
and relaying segments of pipe that are beyond the limits of the pavement and base
section.
• Relocating pipe

It is recognized that at times, under investment strategies other than New/Reconstruction, it may
be prudent to address a failed stream crossing structure. A failed stream crossing structure is
defined as a stream crossing structure that:

• has lost capacity due to deformation

SECTION III-04 _____________________________________________________ Earthwork
Page 57 Revised 12/8/23

• is experiencing significant section loss due to severe corrosion

• is separated (concrete pipe) to the point that a significant amount of embankment material
has been scoured out resulting in voids that are causing either holes to form in the paved
surface or significant settlement of the area over the pipe.

Under this scenario, the request to perform stream crossing work must be initiated at the time of
Scoping, but not later than at the project Field Review. If extenuating circumstances exist, this
time period may be extended. Other than lengthening of stream crossing structures (extensions)
due to widening or flattening inslopes, the Director of Project Development must approve any
stream crossing work on a project that is not within the New/Reconstruction investment strategy
and does not fall into one of the work activities as defined above.

If approval is granted to address a stream crossing on a project, all rehabilitation options must be
identified and evaluated to determine the most cost effective strategy. All rehabilitation options
must be exhausted before a replacement strategy can be considered. If it determined that lining a
stream crossing structure is the appropriate rehabilitation strategy, a hydraulic analysis is only
required if:

1. The stream crossing structure’s diameter is 48 inches or less and the thickness of the
lining is greater than one half inch.

2. The stream crossing structure’s diameter is greater than 48 inches and the thickness of the
lining is greater than one inch.

If rehabilitation is not a feasible strategy and replacement of the failed stream crossing is
required, a hydraulic analysis will be performed to determine the opening size and to assure that
the Stream Crossing Standards are being met.
SECTION III-04 _____________________________________________________ Earthwork
Page 58 Revised 12/8/23

III-04.11.01 New/Reconstruction Culvert Replacement

All existing culverts need to be hydraulically analyzed for compliance with stream crossing
standards.

• Approach pipes
o All approach pipes should be replaced.
• Centerline Pipes
o Existing centerline pipes should be considered for replacement if they have been
in place for 50 years or longer.
o All existing centerline pipes and end sections should have a condition survey
done.
o Existing centerline pipes or end sections in poor condition should be replaced or
rehabilitated by other means such as pipe lining.
o If the pipes and/or end sections are in good condition and have sufficient strength
for the proposed fills, the centerline pipes and end sections should be re-laid
and/or extended.
o Traversable end sections may be used if applicable.
o Any existing centerline pipes removed within the project that are in good
condition can be used for new culvert installations if the they have sufficient
strength for the proposed fills. If not, they may be able to be used for extensions
under the foreslope where the fill height is less and within the strength limitation
of the old sections.
• Structural Plate Pipe
o The Bridge Preliminary Concept will recommend proposed improvements for
existing structural plate pipes that have an associated Bridge Listing #. Structural
plate pipes that do not have a Bridge Listing # will be treated as centerline pipes
above.
• Box Culverts
o The Bridge Preliminary Concept will recommend proposed improvements.
• Cattle Pass
o The designer shall determine whether the existing cattle pass structure is being
used for drainage, see centerline pipes above.
o See Section 2.23 of the Right of Way Manual for information regarding cattle
pass policies.
SECTION III-04 _____________________________________________________ Earthwork
Page 59 Revised 12/8/23

III-04.11.02 Major Rehabilitation Culvert Replacement

Culverts shall be extended or made traversable as recommended within the Major Rehabilitation
Safety Review. Use the applicable Clear Zone for DESIGN GUIDELINES Major
Rehabilitation.

Existing culverts will not be hydraulically analyzed on these projects unless work activities, as
defined under III-04.11, are being performed at the pipe location or a failed stream crossing has
been identified for rehabilitation or replacement (Only approved culvert replacements and
particular pipe liners as outlined in Section III-04.11 will be hydraulically analyzed)

• Approach pipes
o Approach pipes affected by the grading should be extended if not failed. Need
approval for any other stream crossing work as outlined in Section III-04.11.
o Relay end sections or provide new end sections as applicable.
• Centerline pipes
o Centerline pipes affected by the grading of the project should be extended if not
failed. Need approval for any other stream crossing work as outlined in Section
III-04.11.
o Relay end sections or provide new end sections as applicable.
• Structural Plate Pipe
o The Bridge Preliminary Concept will recommend proposed improvements for
existing structural plate pipes that have an associated Bridge Listing #. Structural
plate pipes that do not have a Bridge Listing # will be treated as centerline pipes
above.
• Box Culverts
o The Bridge Preliminary Concept will recommend proposed improvements.
Engineering justification and the Bridge Division Engineer approval is required to
extend any box culvert beyond the DESIGN GUIDELINES Major Rehabilitation
Clear Zone.
• Cattle Pass
o The designer shall determine whether the existing cattle pass structure is being
used for drainage, see centerline pipes above.
o See Section 2.23 of the Right of Way Manual for information regarding cattle
pass policies.
SECTION III-04 _____________________________________________________ Earthwork
Page 60 Revised 12/8/23

III-04.11.03 Structural Improvement Culvert Replacement

Culverts shall be extended or made traversable as recommended within the Structural

Improvement Safety Review. Use the applicable Clear Zone for DESIGN GUIDELINES
Structural Improvement.

Existing culverts will not be hydraulically analyzed on these projects unless work activities, as
defined under III-04.11, are being performed at the pipe location or a failed stream crossing has
been identified for rehabilitation or replacement. (Only approved culvert replacements and
particular pipe liners as outlined in Section III-04.11 will be hydraulically analyzed)

• Approach pipes
o Approach pipes affected by the grading should be extended if not failed. Need
approval for any other stream crossing work as outlined in Section III-04.11.
o Relay end sections or provide new end sections as applicable.
• Centerline pipes
o Centerline pipes affected by the grading of the project should be extended if not
failed. Need approval for any other stream crossing work as outlined in Section
III-04.11.
o Relay end sections or provide new end sections as applicable.
• Structural Plate Pipe
o The Bridge Preliminary Concept will recommend proposed improvements for
existing structural plate pipes that have an associated Bridge Listing #. Structural
plate pipes that do not have a Bridge Listing # will be treated as centerline pipes
above.
• Box Culverts
o The Bridge Preliminary Concept will recommend proposed improvements.
Engineering justification and the Bridge Division Engineer approval is required to
extend any box culvert beyond the DESIGN GUIDELINES Structural
Improvement Clear Zone.
• Cattle Pass
o The designer shall determine whether the existing cattle pass structure is being
used for drainage, see centerline pipes above.
o See Section 2.23 of the Right of Way Manual for information regarding cattle
pass policies.
SECTION III-04 _____________________________________________________ Earthwork
Page 61 Revised 12/8/23

III-04.11.04 Minor Rehabilitation (Grade Widening) Culvert Replacement

Culverts should be extended to the limits of the proposed grade widening.

Existing culverts will not be hydraulically analyzed on these projects unless work activities, as
defined under III-04.11, are being performed at the pipe location or a failed stream crossing has
been identified for rehabilitation or replacement. (Only approved culvert replacements and
particular pipe liners as outlined in Section III-04.11 will be hydraulically analyzed)

• Approach pipes (Generally, grade widening projects will not affect the existing
approach pipes and will not be addressed within the scope of the project)
o Approach pipes affected by the grading should be extended if not failed. Need
approval for any other stream crossing work as outlined in Section III-04.11.
o Relay end sections or provide new end sections as applicable.
• Centerline pipes
o Centerline pipes affected by the grading of the project should be extended if not
failed. Need approval for any other stream crossing work as outlined in Section
III-04.11.
o Pipe extensions will be limited to that required for the extent of grade widening
only, or to accommodate a standard pipe increment length, whichever is greater.
o Relay the existing end sections. If the existing end section needs to be replaced,
the end section may then be replaced with a traversable or flared end section.
• Structural Plate Pipe
o Structural plate pipe should only be extended enough to accommodate grade
widening only.
• Box Culverts
o Box culvert extensions are only needed if the proposed foreslope results in a slope
that is steeper than 4:1 through the limits of the box culvert.
o The Bridge Preliminary Concept will recommend proposed improvements.
Engineering justification and the Bridge Division Engineer approval is required to
extend any box culvert beyond the limits of the proposed grade widening.
• Cattle Pass
o Cattle passes should only be extended enough to accommodate grade widening
only.
o The designer shall determine whether the existing cattle pass structure is being
used for drainage.
o See Section 2.23 of the Right of Way Manual for information regarding cattle
pass policies.
SECTION III-04 _____________________________________________________ Earthwork
Page 62 Revised 12/8/23

III-04.12 Grade Raises (Closed Basin)

Grade raise projects through closed basins are generally constructed for roadways with imminent
risk of inundation, or roadways that are currently inundated by the adjacent water body or basin.

The grade raise is typically measured from the existing water elevation, unless otherwise
specified in the Detailed Damage Inspection Report (DDIR) or in modification agreed to later.
The grade raise is measured to the roadway centerline of the proposed subgrade on a tangent
section. The grade raise should be: existing water elevation + hydraulic analysis + freeboard* =
centerline of proposed subgrade (see figure III-04.12).

*Freeboard will vary with the proposed typical section to accommodate riprap to be placed 2’
above the forecasted water elevation and outside the clearzone with no flatter than 10:1
foreslopes. Some basins may require riprap to placed 5’ above the forecasted water elevation to
accommodate larger wave attenuation such as for Devils Lake.

Typically, 3 build alternates are proposed within the DCE for a given grade raise project:

1. Grade Raise above the natural outlet elevation

2. 5’ Grade Raise above the existing water elevation
3. Grade Raise above the 3-year net storage forecasted water elevation (optional)

A hydraulic study/analysis (see Section V-04.10) should be done for the affected area to
determine the natural outlet elevation of the basin, the 3-year net storage forecasted water
elevation, and determine the adequate centerline drainage for equalization and stream crossing
criteria. The riprap shall be placed 2’ above the forecasted water elevation unless the hydraulic
report recommends riprap at a higher elevation. The hydraulic study should estimate the time
forecasted when the storage of the basin will reach the natural outlet and/or exceed the 5’ Grade
Raise elevation. Designers can use the forecasted water elevation to determine the grade at the
centerline of the proposed subgrade on tangent section.

Generally, the existing centerline culverts should be extended if possible with the use of
temporary earthen berms and without the use of engineered cofferdams (historically ≤ 8 feet
depth of water). If the existing culverts are not extended, new centerline culverts shall be
installed to a higher invert.

If circumstances potentially warrant the use of engineered cofferdams for any proposed
centerline culverts, a decision item should be included within the Documented Categorical
Exclusion (DCE) or other decision document to address this proposed work with the project.
SECTION III-04 _____________________________________________________ Earthwork
Page 63 Revised 12/8/23

Grade raise projects shall follow design criteria for New/Reconstruction within the DESIGN
GUIDELINES. Generally, the proposed typical section for rural roadway grade raise projects
should incorporate:
• The existing roadway paved surface can remain in place if depth of proposed fill is ≥ 1’.
• 2 volume adjustment percentages should be used for earth embankment:
o A higher volume adjustment percentage should be included for shrinkage and
material loss for earth embankment placed within the water.
o A lower volume adjustment percentage should also be included for shrinkage for
earth embankment not placed in water.
• A minimum foreslope rate of 10:1 within the clearzone to provide adequate drainage.
• The existing foreslope/clearzone should be transitioned to the proposed
foreslope/clearzone a distance of Lᵣ (Runout Length) in advance of the riprap. (See detail
on PPG website).
• Riprap placed outside the clearzone at a 3:1 foreslope.
• Riprap placed 2’ below the existing water elevation, a minimum of 2’ above the design
water elevation, and at a 2’ thickness/depth.
• A temporary earthen berm for existing water depths 8’ or greater. After the riprap has
been placed, the earthen berm should be removed to a depth 1’ below the existing water
elevation. The earthen berm shall be entirely removed at all pipe locations to eliminate
potential siltation within the pipe.
• Geosynthetic Material Type RR fabric underneath the riprap along the 3:1 foreslope to
the bottom of the riprap. The Type RR fabric shall utilize a key at the top of the riprap.
The Type RR fabric shall also utilize a dutch wrap at the bottom of the riprap placement
if earthen berms are utilized.
• When a grade raise is on a curve, add centerline rise to the profile. The elevation of the
edge of the driving lane should be maintained from the tangent section through the low
side of the curve.
• The proposed roadway width shall consist of a minimum 28’ paved surface and the
additional roadway width required as aggregate surface to meet the minimum roadway
width guidelines.
• If the existing roadway paved surface adjacent to the begin/end project limits exceeds
28’, the proposed paved surface shall match the existing paved surface and the additional
roadway width required as aggregate surface to meet the minimum roadway width
guidelines.

*For example, if the DESIGN GUIDELINES for New/Reconstruction requires a 36’

minimum roadway width and the existing roadway is 30’ paved width, the proposed
typical section should be 30’ paved surface with additional 3’ as aggregate surface on
each side to meet the minimum 36’ roadway width guidelines.

*See Figure III-03.12.01 and Figure III-03.12.02 Grade Raise on the following pages.
SECTION III-04 Earthwork
Page 64 Revised 1/26/16

Figure III-04.12.01 Grade Raise

SECTION III-04 Earthwork
Page 65 Revised 1/26/16

Figure III-04.12.02 Grade Raise

SECTION III-05 ____________________________________Bases, Edge Drains, and Prime
Page 66 Revised 1/30/15

III-05.01 Aggregate Base Course Cl 5 and Salvaged Base Course

The slough of the aggregate base shall not be steeper than 4:1 when placing hot bituminous
pavement on base for a new section. Steeper base sloughs may be used for placement of
concrete.

Base course provided under the surface course will either consist of totally virgin aggregate
(Aggregate Base Course Cl 5), or a mixture of virgin aggregate and recycled/removed asphalt,
concrete, or aggregate (Salvaged Base Course). The bid item quantity for base course within the
plans should generally use TON units.

The decision to use either the Aggregate Base Course Cl 5 bid item, or the Salvaged Base Course
bid item within the plans should be evaluated by the designer and/or district using the following
criteria:

• Salvaged Base Course bid item shall be used if the amount of removed material available
from the project results in a total quantity of Salvaged Base Course being ≥ 50% of the
base needed for the proposed project.
• Consequently, if < 50% total is generated, then the Aggregate Base Course Cl 5 bid item
shall be used. Coordinate with the District and allow the use of the bid item Salvaged
Base Course as requested.

For example, if a project requires 100,000 TON of proposed base needed to build the project
and:

• There are 12,000 TON of existing bituminous removals, which will create a maximum of
40,000 TON of Salvaged Base Course (30% minimum existing bituminous material,
Section 817-Spec Book).
• There are also 3,000 TON of existing concrete removals, which will create another
10,000 TON of Salvaged Base Course (30% Minimum existing concrete material,
Section 817-Spec Book).
• The total maximum Salvaged Base Course generated is 40,000 + 10,000 TON = 50,000
TON.
• The criteria for using the Salvaged Base Course bid item within the plans has been met
above because the total 50,000 TON Salvaged Base Course generated is ≥ 50% of the
100,000 TON of proposed base required for the project.

However, the designer needs to also consider the project phasing and operations when
calculating the above criteria. If the project phasing does not provide access to removing
existing material for salvaging into proposed base course due to traffic control or operations, the
designer needs to adjust their above criteria calculations. Another consideration that needs to be
adjusted by the designer above is if the removed bituminous material is to be incorporated into
Recycled Asphalt Pavement (RAP).

All assumptions, considerations, and calculations used above shall be displayed within a table on
the Basis of Estimate (Section 10) of the plans to clearly summarize the existing and proposed
materials for the project.
SECTION III-05 ____________________________________Bases, Edge Drains, and Prime
Page 67 Revised 1/30/15

III-05.02 Permeable Stabilized Base Course

Permeable base is generally not used on NDDOT projects, and the decision for its use will be
evaluated on a case-by-case basis. Materials and Research Division will identify these projects
and would provide the recommendation in their report.

Permeable base is an open graded base that allows water to drain through it at a relatively high
rate (approx. 1500 ft. per day).

The materials used for permeable base treatment are asphalt or cement. An additional 6” width
of permeable base shall be placed on both sides of the mainline pavement for edge drain
constructability. The thickness of the base should be given in the Materials and Research
Division recommendations. The aggregate and cementitious materials are specified in Section
304 of the Standard Specifications.

III-05.03 Full Depth Reclamation

Some existing roadways may have surfacing which is so badly deteriorated that an overlay
would not be appropriate. Where complete reconstruction is not considered an option, full depth
reclamation could be considered.

Generally, full depth reclamation is accomplished by placing virgin aggregate on the existing
roadway and then processing the virgin aggregate, surfacing, and possibly the underlying
aggregate base material with a reclaimer. The virgin aggregate, existing surfacing and the
existing aggregate base are mixed together, in place, to form a blended base. This process is
commonly called “Mine and Blend”. In some cases, a stabilizing agent is also added to the
blended material. These stabilizers can be lime, cement, or asphalt cement; but are typically
cement.

The total depth of blending, the thickness and class of virgin aggregate, stabilizing agent, and
whether the reclaimer can run on the subgrade or must run on the surfacing, will be as
recommended by the Materials and Research Division.

The blending is done on the roadway, or can be accomplished by hauling the materials from the
roadway and blending them off site and then hauling the blended base back to the roadway to lay
and compact.

III-05.04 Edge Drains

Edge drains are perforated pipe systems that allow water to enter and be carried to outlets where
it is emptied into the highway ditch or storm sewer. Edge drains are placed in trenches that are
parallel to the centerline of the roadway and adjacent to the outer edge of concrete. This item
should be covered in the Materials and Research recommendations.

Where there is guardrail, locate the drains so they don’t conflict with the guardrail posts.
SECTION III-05 ____________________________________Bases, Edge Drains, and Prime
Page 68 Revised 1/30/15

III-05.05 Prime Coat

Prime coat is a thin layer of liquid asphalt and is generally placed on a finished base to protect it
from the elements and to provide a temporary surface until the final surfacing can be placed. The
rate of application may vary, but is normally 0.35 GAL/SY for virgin aggregate and 0.25
GAL/SY for salvaged bituminous material base.

If the primed base will be open to traffic, blotter sand should be provided at the rate of 12 lb/sy
(generally).
See the DESIGN GUIDELINES in Section I-06 for requirements for cross slope of the roadway.
SECTION III-06 ______________________________________________________ Surfacing
Page 69 Revised 12/8/23

For New/Reconstruction projects:

• The cross slope of the driving lanes range from 1.5% to 2.5%. Typically, the driving
lanes have a cross slope of 2.1%.

• The maximum cross slope on the shoulders is 6%. The cross slope on shoulders for the
Interstate is typically 2.9%. As a cost saving measure, the shoulder thickness should be
reduced to provide shoulder cross slope.

The Materials and Research Division develops the design for the entire pavement section.
Materials and Research Division will only submit a design recommendation if the project
investment strategy is a Structural Improvement, Major Rehabilitation, or New/Reconstruction.
The design recommendations include:

• Thickness and type of base (dense, blended, or permeable).

• Thickness of surfacing (asphalt and concrete).

• Class of HBP to be used.

• Type and percentage of asphalt cement for asphalt pavements.

When centerline profile elevations are shown in the plans, the elevations shall be to the top of the
pavement. If there is an additional surfacing project scheduled for the following year to place
the final lifts of pavement, the signing plans should provide adequate vertical clearance so that
when the final lift(s) of pavement are placed, the signs will have the correct vertical clearance.

III-06.01 Asphalt Pavements

III-06.01.01 Overlays Greater than Three Inches

Investment strategies included with asphalt overlays greater than 3 inches are: Structural
Improvement, Major Rehabilitation, and New/Reconstruction. Asphalt overlays greater than
three inches are intended to extend the useful life of a highway by restoring the pavement
structure. The thickness of the overlay is determined by Materials and Research Division.

III-06.01.02 Overlays Three Inches or Less

Investment strategies included with asphalt overlays 3 inches or less are Preventive Maintenance
and Minor Rehabilitation as follows:

• Preventive Maintenance are asphalt overlays 2” maximum thickness. There is no

allowance for rut filling on Preventive Maintenance projects (2” max overlay). If rut
filling is needed, the quantity should be taken from the overall mainline quantity.

• Minor Rehabilitation are asphalt overlays up to 3” maximum.

SECTION III-06 ______________________________________________________ Surfacing
Page 70 Revised 12/8/23

These strategies are intended to slow the deterioration of the pavement and improve ride quality.
The overlay thickness will be determined by the District Engineer. Materials and Research
Division will not submit thickness recommendations for Preventive Maintenance and Minor
Rehabilitation strategies.

III-06.01.03 Milling

Milling is a process where some of the surfacing is removed to correct the typical section or
make adequate room for an overlay without widening.

III-06.01.04 Overlay Transition Tapers

To reduce the chances of the thin sections (ends of bridges, railroad tracks, ends of the project,
away from curbs, etc.) from raveling, the designer should require that the transitions be milled.
Paving transitions placed in the late fall may not adhere to the existing pavement surface and this
treatment allows for a thickened transition section. A plan note may be used to cover this work
requirement. A sample note can be found on the web at:
[Link] under “Plan Preparation
Guide”, “Plan Notes”

Generally, a detail is included in the plan sheets.

III-06.01.05 Slough/Shoulder Treatments

See the appropriate Department Slough/Shoulder Guidelines shown in the DESIGN

GUIDELINES in Section I-06 of the Design Manual for slough/shoulder treatment method
requirements for various project investment strategies.

III-06.02 Portland Cement Concrete (PCC) Pavement

III-06.02.01 New/Reconstruction

This process is used when the PCC has reached a condition where it is no longer cost effective to
repair. The surfacing is removed, the subgrade reworked, the roadway may need widening, the
vertical and horizontal alignment may need to be changed, and new base and surfacing is placed.
The existing surfacing, be it asphalt, PCC, or aggregate, is salvaged and recycled into the base.
Generally, salvaged material is not used in the surfacing.

Concrete pavements could be plain jointed with dowels or continuously reinforced. Materials
and Research will recommend if continuously reinforced concrete pavement should be used.

III-06.02.02 White Topping

White topping is a Structural Improvement where a layer of PCC is placed over an existing
pavement. This can be done as either a bonded or unbonded overlay.
SECTION III-06 ______________________________________________________ Surfacing
Page 71 Revised 12/8/23

III-06.02.03 Concrete Pavement Repair (CPR)

This work consists of repairing spalled joints, broken slabs, stitching, installing dowel bars in
existing joints to re-establish load transfer, and grinding the surface to improve the ride. There
are two strategies for CPR:

• Minor CPR – Preventive Maintenance: Less than 10% of the pavement surface area per
mile is repaired.

• Major CPR – Major Rehabilitation: Greater than 10% of the pavement surface area per
mile is repaired.

When making repairs to continuously reinforced concrete, the continuity of the reinforcing
should be re-established.

III-06.02.04 Expansion, Contraction, WT Terminal, and Tied Longitudinal Joints

Generally:

• Expansion joints should not be used except at bridges.

• Contraction joints are used on all non-reinforced concrete pavements.

• The maximum width of concrete that is tied together is 40 feet.

• Terminal joints are used where continuously reinforced concrete pavement abuts non-
reinforced concrete pavement or a bridge.

III-06.03 Driveway and Guardrail Surfacing Policy

The following driveway and guardrail surfacing policy applies to paving projects, and does not
apply to seal coats and microsurfacing projects.

III-06.03.01 Rural Projects

Generally, the following will govern the surfacing of driveways and under guardrail. There may
be exceptions that can be handled on a case-by-case basis:

• For Structural Improvement, Major Rehabilitation, or New/Reconstruction projects:

o Pave to the ROW for paved section lines, paved county roads, paved street approaches, or
paved private drives.
o Pave to the radius for gravel section lines, gravel county roads, gravel street approaches,
and gravel private drives.
o Pave a 5’ area of pavement from the edge of driving lane to provide a transition into field
drive approaches.
SECTION III-06 ______________________________________________________ Surfacing
Page 72 Revised 12/8/23

• For Preventive Maintenance and Minor Rehabilitation projects:

o Pave to the ROW for paved section lines, paved county roads, or paved street approaches.
o Pave a 5’ area of pavement from the edge of driving lane to provide a transition into
gravel section lines, gravel county roads, gravel street approaches, paved private drives,
gravel private drives, or field drive approaches.

• If the drive was previously paved and is disturbed during the construction, it will be paved.

• Surfacing is to be provided under guardrail to a point 3 feet beyond the back of the face of
the guardrail.

III-06.03.02 Urban Projects

• Generally, the driveway will be paved to the R/W line or to the limit of the construction
easement that is needed to blend the drive into the adjacent property or connect with existing
surfacing.

• The design used for driveways should be the same as the respective cities use. Driveways
may need to be thickened or reinforced in industrial areas.

III-06.04 Shoulder Surfacing

Generally, the following guidelines will be utilized when selecting to pave shoulders:

• Interstate System
o Median and outside shoulders are paved, structurally sound.

• Interregional System
o The shoulders of an Interregional segment that has more than 2,000 ADT should be
paved. For Interregional segments with less than 2,000 ADT, use a 28’ paved roadway
width and gravel shoulders. On four-lane facilities, the paved roadway width would
include the inside shoulder.
o If the guideline for shoulder type results in short segments of an Interregional Corridor
having gravel shoulders and the remaining portions of the corridor within the logical
termini (major roadway to a city or another major roadway) are paved, the Environmental
Document should present shoulder treatment options and not rely solely on the traffic
guidelines.
o The shoulders on the Interregional system roadways that are designated as Congressional
High Priority Corridors should be paved. The corridors with this designation in North
Dakota are: US Highway 85 from the South Dakota border to Williston, US Highway 2
from Williston to the Montana border; US Highway 83 from the South Dakota border to
the Canadian border, and I-29 from the South Dakota Border to the Canadian Border.
SECTION III-06 ______________________________________________________ Surfacing
Page 73 Revised 12/8/23

• State Corridor
o The shoulders of a State Corridor segment that is on the National Highway System
(NHS) and has more than 2000 AADT will typically be paved.
o The shoulders on State Corridor segments off the NHS, or NHS segments with less than
2000 AADT will typically be aggregate.

• District Corridor
o The shoulders of a District Corridor segment that is on the National Highway System
(NHS) and has more than 2000 ADT will typically be paved.
o The shoulders on District Corridor segments off the NHS, or NHS segments with less
than 2000 ADT will typically be aggregate.

• District Collector
o Shoulders are aggregate.

III-06.05 Rumble Strips

The purpose of rumble strips is to save lives by reducing head-on and run off the road (ROR)
crashes. Rumble strips are used to effectively reduce shallow angle ROR crashes. These types
of crashes are usually caused by distracted, drowsy, or fatigued driving. The noise and
vibrations caused by driving on rumble strips alert the driver of a near lane departure, allowing
time to make corrections. Rumble strips are not effective for ROR crashes caused be excessive
speed, loss of control, sudden turns to avoid on-road collisions, high-angle encroachments.

Rumble strips will be installed in conjunction with rural highway projects where paved shoulders
are constructed, reconstructed, or overlaid as part of a highway construction contract.

Rumble strips will not be installed across bridge decks and approach slabs, adjacent to guardrail,
and ½ mile on either side of:

• Highways with posted speeds 45 mph or less

• All urban areas*
• Areas with curb and gutter

*Urban areas are areas within city limits, or reduced speed zones near towns and cities.

III-06.05.01 Bicycle Travel Considerations

The shoulder and edgeline rumble strip pattern for undivided roadways with shoulders 1’ or
greater in width shall provide an intermittent pattern of 40’ length of rumble strips with 10’ gaps
of no rumble strips to accommodate bicycle maneuvers from one side of the rumble strips to the
other without having to encounter the indentations/grooves.

If the roadway is identified on the United States Bicycle Route System (USBRS), an executive
decision for the installation of rumble strips will be determined during the Environmental
Documentation process.
SECTION III-06 ______________________________________________________ Surfacing
Page 74 Revised 12/8/23

III-06.05.02 Maintenance Considerations

Rumble strips must be reinstalled if covered during patching and overlay activities.

The rumble strips may be covered during chip and sand sealing activities. The District Engineer
may limit chips to the travel lanes only and sand the shoulders, or eliminate the chips or sand on
the shoulders altogether.

III-06.05.03 Installation

Installations for rumble strips include shoulder rumble strips, edgeline rumble strips, centerline
rumble strips, and saw slotted rumble strips at intersections. Installations for rumble strips are
shown for various roadway types on the following Standard Drawings:

• Standard Drawing D-760-1

RUMBLE STRIPS INTERSTATE HIGHWAYS

• Standard Drawing D-760-2

RUMBLE STRIPS DIVIDED HIGHWAYS (NON-INTERSTATE)

• Standard Drawing D-760-3

RUMBLE STRIPS UNDIVIDED HIGHWAYS (SHOULDERS 4’ OR GREATER)
• Standard Drawing D-760-4
RUMBLE STRIPS UNDIVIDED HIGHWAYS (SHOULDERS LESS THAN 4’)

• Standard Drawing D-760-5

SAW SLOTTED RUMBLE STRIPS AT INTERSECTIONS

Shoulder rumble strips may also be installed on the right shoulder of Interstate loop ramps.
SECTION III-07 __________________________________ Pedestrian and Bicycle Facilities
Page 75 Revised 10/4/07

Section 217 of Title 23 of the United States Code encourages the development and improvement
of pedestrian walkways and bicycle transportation.

Section 217 (I) of Title 23 provides that no bicycle project may be carried out under this section
unless it is determined that such project will be principally for transportation, rather than
recreation purposes.

Section 217 (g) of Title 23 provides, in general, that bicyclists and pedestrians shall be given due
consideration in the comprehensive transportation plans developed by each metropolitan
planning organization and state. It further provides that bicycle transportation facilities and
pedestrian walkways shall be considered, where appropriate, in conjunction with all new
construction and reconstruction of transportation facilities, except where bicycle and pedestrian
use are not permitted.

Section 217 refers to the Design Guidance called for in Section 1202 of Public Law 105-178
(TEA 21) which identified issues that are to be addressed as follows:

 Level and nature of the demand.

 Volume and speed of motor vehicle traffic
 Safety
 Terrain
 Cost
 Sight distance

III-07.01 Pedestrian Facilities (Sidewalks)

 The need for sidewalks shall be considered on new or reconstructed projects.

 The sidewalks must meet accessibility guidelines.

 When constructing a bridge, sidewalks shall be considered.

 If a sidewalk is placed on the bridge, a canopy over the sidewalk should be considered.

 Separated crossings should be considered where the pedestrian volume, traffic volume and
intersection capacity favor their use. The Traffic Operations Report will normally
recommend it if warranted.

 For design details for sidewalks refer to Standard Drawing D-750-2.

 If the city already uses reinforcing steel in their sidewalks, it may be installed as a project
cost. A plan note should state that the cost of the reinforcing steel should be included in the
price bid for the cost of the sidewalk concrete. A detail drawing or plan note should be
included in the plans to show the spacing of the reinforcing steel.

 Where a highway abuts or enters a town, curb ramps should be installed or the existing ramps
upgraded through the business district.
SECTION III-07 __________________________________ Pedestrian and Bicycle Facilities
Page 76 Revised 10/4/07

 Where the highway is on the Urban Regional System, the City should include curb ramps at
all intersections where sidewalk is present and update existing curb ramps to current ADA
requirements. See Standard Drawing D-750-3.

 For design details, refer to AASHTO’s “Guide for the Planning, Design, and Operation of
Pedestrian Facilities.”

III-07.02 Bicycle Facilities

 The need for bicycle transportation facilities shall be considered on new or reconstructed
projects.

 Bicycle facilities could be stand alone projects.

 When considering a bike facility, it should be consistent with the respective city’s bike plan,
if they have one.

 The bicycle facilities could be located on the roadway.

 The bicycle facility could be a separate facility located away from the roadway.

 This lane could be a shared path, which would allow bicyclists, pedestrians, wheelchair
users, in-line and roller skaters, etc. to use the facility.

 The separate bicycle facility must meet accessibility guidelines.

 For design details, refer to AASHTO’S “A Guide for The Development of Bicycle
Facilities.”

 If the city already uses reinforcing steel in their bikeways, it may be installed as a part of the
project. A plan note should state that the cost of the reinforcing steel should be included in
the price bid for the cost of the bikeway concrete. A detail drawing or plan note should be
included in the plans to show the spacing of the reinforcing steel.

III-07.03 Concrete Paving Colored with Brick Pattern

If the city already uses reinforcing steel in their brick patterned colored concrete, it may be
installed as a part of the project. A plan note should state that the cost of the reinforcing steel
should be included in the price bid for the cost of the brick patterned colored concrete. A detail
drawing or plan note should be included in the plans to show the spacing of the reinforcing steel.
SECTION III-07 __________________________________ Pedestrian and Bicycle Facilities
Page 77 Revised 10/4/07

III-07.04 ADAAG Detectable Warnings (Truncated Domes)

Truncated domes are the standard design requirement for detectable warnings for determining
the boundary between the sidewalk and street by visually impaired people. They have a unique
design that can be detected underfoot and with a cane. Truncated domes are the only detectable
warnings allowed by the Americans with Disabilities Act Accessibility Guidelines (ADAAG).
Grooves, exposed aggregate and other designs intended for use as detectable warnings are too
similar to pavement textures, cracks, and joints.

To comply with the American with Disabilities Act (ADA), all state and local agencies are
required to utilize truncated domes on new and existing curb ramps, as follows:

1. Types of work that are considered to be new construction or reconstruction

projects: 1
 Grade and Surfacing
 Structures: new, replacement and rehabilitation
 Widening or realignment or a roadway/shoulders
 Traffic Control Devices: Signalization
 Rest Area projects

2. Major and Minor Rehabilitation and Structural Improvement Projects such as:
 Bituminous or concrete overlays and/or milling projects that improve the
structural components of the roadway (greater than 2 inches overlay,
excluding rut filling).
 Major Concrete Pavement Repair/Dowel Bar Retrofit
 Intersection improvements: adding turn lanes
 Safety improvements and/or enhancements

3. Preventive Maintenance projects such as:

 Overlays less than 2 inches
 Minor Concrete Pavement Repair (less than 10% of the pavement surface area
per mile)

4. All projects where constructing or altering curb ramps or otherwise affecting the
mobility of pedestrians.

Some Preventive Maintenance Projects; such as crack sealing and re-striping, do not require
modifications of curb ramps and/or truncated domes.

1
Department of Justice Joint Final Rule on Detectable warnings and suspensions, Nov. 1998.
[Link] pick Publications, under Facilities pick Detectable Warnings: Final Rule.
SECTION III-07 __________________________________ Pedestrian and Bicycle Facilities
Page 78 Revised 10/4/07

Specifications: 2

Dome Alignment – Domes shall be aligned on a square grid in the predominant direction of
travel.

Size – Detectable warning surfaces shall extend 24 inches in the direction of travel and the full
width of the curb ramp landing.

Location (see Standard Drawing D-750-3):

1. Curb Ramps and Blended Transitions: The detectable warning surface shall be
located so that the nearest edge is 6” minimum and 8” maximum from the face of
the curb.

2. Median and Pedestrian Refuge Islands: Medians and refuge islands shall have
detectable warnings. Detectable warnings at cut-through islands shall be
separated by 24-in minimum length of walkway without detectable warnings.
Exceptions: Detectable warnings shall not be required on cut-through islands
where the crossing is controlled by signals and is timed for full crossing.

3. Railroad Crossing: Detectable warning surfaces shall be located at the outside of

each group of tracks that cross a pedestrian access route. The detectable warning
surface shall be located so that the edge nearest the rail crossing is 6’ minimum
and 8’ maximum from the vehicle dynamic envelope (the clearance required for a
rail vehicle and its cargo overhand due to any combination of lading, lateral
motion, or suspension failure). Where the pedestrian access route crosses the rail
system at grade, the surface of the pedestrian access route shall be level and flush
with the top of the rail at the outer edge and between rails.

2
Guidelines for Accessible Public Rights of Way, [Link] pick Publications, under Public
Right of Way pick Building a True Community: Accessible Public Rights of Way, pick Part III.
SECTION III-08 _________ Utility Relocation, Adjustments, and Accommodation Policies
Page 79 Revised 11/12/10

III-08.01 General

These guidelines apply to all public and private utilities, including, but not limited to, electric
power, communications, cable television, water, gas, oil, slurry, petroleum products, steam,
sanitary sewers, wireless facilities (towers), drainage, irrigation, and similar facilities that are to
be located, adjusted, or relocated within any NDDOT right of way.

The location and design of all utilities within highway right of way must conform to Chapter 23
of the Code of Federal Regulations Part 645, and the NDDOT “A Policy for the Accommodation
of Utilities on State Highway Right of Way”. Subpart A of 23 CFR Part 645 relates to Utility
Relocation, Adjustment and Reimbursement. The Accommodation of Utilities is in Subpart B.

III-08.02 Preliminary Survey

Seventy two (72) hours prior to starting the topography survey, the North Dakota One Call
System (1-800-795-0555) should be contacted to have the underground utilities marked. Each
caller will receive an ID number, and this number should be used for all future locate requests.
Each utility is required to start marking the underground facilities within 72 hours. Should they
be unable to be on the project within this time period, they must contact you to make other
arrangements.

Be prepared to give the attendant each and every 1/4-1/4 section of land within which the survey
will be conducted, along with the section, township, and range. Make sure that the attendant is
given your name, title, and telephone number. The attendant will give you a request or
confirmation number. Record this in the survey book.

You have the option of requesting an onsite meeting with the utilities prior to the marking of
their underground facilities. This could result in reducing the time it takes to locate, mark, and
survey unaffected utilities.

Be sure to record in the survey books each company, the locator’s name and telephone number,
along with the dates of the locating and marking. Attempt to identify the utility name, size of
facility, type of pipeline, and the type of transmittant in the pipeline.

III-08.03 Preliminary Utility Coordination

The Designer or Consultant Project Manager shall meet with the NDDOT Utilities Engineer to
discuss the Preliminary Utility Coordination milestone after the Environmental Document
CATEX has been approved by FHWA. The Designer or Consultant Project Manager will meet
with the NDDOT Utilities Engineer to discuss the alternate selected for the project, any
preliminary potential utility impacts, review any available preliminary survey, information, or
comments from the SOV letters, and discuss future utility coordination. After this meeting, a
Preliminary Utility Coordination Letter shall be sent to all potential impacted Utility Co.
requesting comments, share preliminary information, or further correspondence with Utility Co.
as follows:
SECTION III-08 _________ Utility Relocation, Adjustments, and Accommodation Policies
Page 80 Revised 11/12/10

• Design Division, Bridge Division, and District Projects

The NDDOT Utilities Engineer will generate the Preliminary Utility Coordination Letter
and available associated documents and distribute to the Utility Co.

• Consultant Projects

The Consultant Project Manager will generate the Preliminary Utility Coordination Letter
and available associated documents and distribute to the Utility Co. The Consultant
Project Manager shall send a copy to the Technical Support Person, and the Technical
Support Person will forward to the NDDOT Utilities Engineer.

• Local Government Projects (ND and US Highways)

The Consultant Project Manager will generate the Preliminary Utility Coordination Letter
and available associated documents and distribute to the Utility Co. The Consultant
Project Manager shall send a copy to the Local Government Technical Support Person,
and the Local Government Technical Support Person will forward to the NDDOT
Utilities Engineer.

• Local Government Projects (Urban & County Federal Aid Routes, TE, and SRTS)

The local public agency will complete any necessary Preliminary Utility Coordination.

III-08.04 Preliminary Utility Engineering

During the design of the project, the Designer or Consultant Project Manager shall meet with the
NDDOT Utilities Engineer to discuss the Preliminary Utility Engineering milestone. This
meeting is to ascertain the location and extent of any utility relocations necessary to
accommodate the planned project including any state optioned borrow sites, and where feasible
and within acceptable design standards, to avoid relocation or adjustment or major or costly
utilities without changing the scope of the project. The Utilities Engineer or Consultant Project
Manager may at this time request comments, share preliminary information, or further
correspondence with Utility Co.

Each above-ground utility that is to be relocated or lowered will be shown on the plan & profile
sheets with the appropriate symbols.

On grading projects or projects with complex utility impacts, the NDDOT Utilities Engineer may
request a plan note to be put in the plans requiring the contractor to hold a post bid utility
coordination meeting. The contractor shall provide an agenda, tentative construction schedule
for coordinating utility relocations, publish minutes from the meeting, and distribute to attendees.
This plan note can be found on the Plan Preparation Guide (PPG) website.
SECTION III-08 _________ Utility Relocation, Adjustments, and Accommodation Policies
Page 81 Revised 11/12/10

III-08.05 Notification to Utility Companies

After determination of the location and extent of utility relocations necessary to accommodate
highway construction including any state optioned borrow sites, each Utility Co. affected is
notified which of its facilities must be relocated or adjusted and which portions, if any, will be
eligible for reimbursement.

The notification to the Utility Co. will include a Notification Letter, a Conflict Summary Sheet,
highway plan sheets, including title sheet, scope of work sheet, plan and profile sheets, and when
necessary, cross section sheets showing the approximate location of its facilities, which must be
relocated or adjusted to accommodate highway construction. These plan sheets will also indicate
which facilities will be reimbursed for relocation expenses, and which portions will not be
reimbursable. Whenever possible, these utility coordination plan sheets will be made available
to the potential bidders prior to the bid letting date via the NDDOT ePlans website. Depending
on the complexity of the utility relocations or adjustments, a meeting may also be held between
NDDOT Utilities Engineer or Consultant Project Manager with the affected Utility Co. and
further correspondence. The Utility Co. is requested to proceed with the necessary field
inspection, preparation of plans, and a cost estimate for the relocation work.

• Design Division, Bridge Division, and District Projects

The NDDOT Utilities Engineer will generate the Notification Letter, Conflict Summary
Sheet, and associated documents/plan sheets and distribute to the Utility Co. and send a
copy to the respective District.

• Consultant Projects

The Consultant Project Manager will generate the Notification Letter, Conflict Summary
Sheet, and associated documents/plan sheets and distribute to the Utility Co. The
Consultant Project Manager shall send a copy to the Technical Support Person and the
respective District. The Technical Support Person will forward to the NDDOT Utilities
Engineer.

• Local Government Projects (US and ND Highways)

The Consultant Project Manager will generate the Notification Letter, Conflict Summary
Sheet, and associated documents/plan sheets and distribute to the Utility Co. The
Consultant Project Manager shall send a copy to the Local Government Technical
Support Person and the respective District. The Local Government Technical Support
Person will forward to the NDDOT Utilities Engineer.

• Local Government Projects (Urban & County Federal Aid Routes, TE, and SRTS)

The local public agency will complete any necessary Notification to Utility Co.
SECTION III-08 _________ Utility Relocation, Adjustments, and Accommodation Policies
Page 82 Revised 11/12/10

The availability of substantially completed highway plans in advance of contract letting dates
varies considerably. However, in general, it is NDDOT policy to provide the Utility Co.
adequate lead time to make the necessary field investigation, to prepare a detailed cost estimate,
and to complete the actual relocation work prior to the start of highway construction if possible.
The required lead time will depend upon the extent and complexity of the relocation work and
upon the capability of the particular Utility Co. However, it is the State's policy to notify the
Utility Co. a minimum of three (3) months before the bid opening date, six (6) months is
desirable, and sooner in some cases involving major facilities and projects. If final highway
plans are available, notice may be sent to the Utility Co. a year or more prior to the contract
letting date if circumstances so warrant. For utility permit information, see NDDOT policy “A
Policy for Accommodation of Utilities on State Highway Right-of-Way.”

III-08.06 Utility Agreements

A determination must be made as to who is responsible for the costs of the relocation and
adjustment work. The general rule is those who have prior rights will be reimbursed for the
work. An exception to this rule is contained in Sections 24-01-42 and 43 of the North Dakota
Century Code, which states that any utility that is placed within one-hundred feet of the
centerline of any state highway right of way or within seventy-five feet of the centerline of any
county highway right of way after 1959 must relocate, adjust, or remove the facilities at the
Utility Co. expense.

Reimbursable utility work must be covered with a signed agreement between the NDDOT and
the Utility Co. as follows:

• Design Division, Bridge Division, and District Projects

The NDDOT Utilities Engineer will send the required Agreement, and attach the
Notification Letter, Cost Estimate for Relocation of Utility Facilities (SFN 5700),
associated documents and plans to all Utility Co. that will be reimbursed for their
relocations.

• Consultant Projects

The NDDOT Utilities Engineer will send the required Agreement, and attach the
Notification Letter, Cost Estimate for Relocation of Utility Facilities (SFN 5700),
associated documents and plans to all Utility Co. that will be reimbursed for their
relocations. The Consultant Project Manager must send the Notification Letter and
associated documents and plans to the Technical Support Person to forward to the
NDDOT Utilities Engineer to be attached with the Agreement.
SECTION III-08 _________ Utility Relocation, Adjustments, and Accommodation Policies
Page 83 Revised 11/12/10

• Local Government Projects (US and ND Highways)

The NDDOT Utilities Engineer will send the required Agreement, and attach the
Notification Letter, Cost Estimate for Relocation of Utility Facilities (SFN 5700),
associated documents and plans to all Utility Co. that will be reimbursed for their
relocations. The Consultant Project Manager must send the Notification Letter and
associated documents and plans to the Local Government Technical Support Person to
forward to the NDDOT Utilities Engineer to be attached with the Agreement.

• Local Government Projects (Urban & County Federal Aid Routes, TE, and SRTS)

The local public agency will complete any necessary agreements where local funds are
used to move utilities. If federal aid is used to move utilities, then the Local Government
Division will complete the necessary agreements.

Occasionally, a utility company may not return the Agreement documents on a timely basis, then
a follow-up letter must be sent as a reminder to return the documents.

NOTE: The Utility Relocation Agreement must have the appropriate North Dakota Risk
Management Appendix and Certificate of Insurance from the Utility Co. attached, along with the
other required forms.

Any proposed betterments that the utility company proposes to make, and any cost sharing, shall
be shown on the Cost Estimate form. Betterments are improvements to the company system that
are not eligible for reimbursement. Examples of this would be heavier conductor on an overhead
power line to increase capacity, larger size telephone or television cable, larger pipe size, etc.

Cost sharing is when the Department is only partially responsible for the costs of relocation, as
shown in the plans. An example of this would be when there are four (4) miles of buried cable to
be relocated and one (1) mile is located on highway right of way. If the total cable is of the same
size, the state would be responsible for three-fourths of the cost (3 mile divided by 4 miles), and
the utility would be responsible for one-fourth of the cost (1 mile divided by 4 miles). If the
cable varies in sizes, then a formula based on foot/pairs must be used.
When the signed Agreement is returned to the NDDOT Utilities Engineer from the Utility Co.,
the documents will be submitted to the Legal Division and NDDOT Director for final approval.

III-08.07 Authorization

The NDDOT Utilities Engineer will forward a request for federal aid to the Programming
Division when it has been determined that a utility is eligible for reimbursement as noted above.

When notification from FHWA is received that the utility work is approved, the NDDOT
Utilities Engineer will make the necessary copies of the Agreement and make distribution, and
the utility will be authorized to start relocation. Any relocation work done by the utility prior to
FHWA or NDDOT authorization date will not be eligible for reimbursement from the NDDOT.
SECTION III-08 _________ Utility Relocation, Adjustments, and Accommodation Policies
Page 84 Revised 11/12/10

III-08.08 Certification

A utility certification letter must be sent to Programming for all projects. This utility
certification letter certifies that the plans have been reviewed for utility impacts and notifications
to Utility Co. have been made for all utility impacts for the project.

• Design Division, Bridge Division, and District Projects

The NDDOT Utilities Engineer shall send the certification letter to Programming.

• Consultant Projects

The Consultant Project Manager shall send the certification letter to the Technical
Support Contact Person. The Technical Support Contact Person will forward the
certification letter to the NDDOT Utilities Engineer. The NDDOT Utilities Engineer
shall send a certification letter to Programming.

• Local Government Projects (US and ND Highways)

The Consultant Project Manager shall send the certification letter to the Local
Government Technical Support Contact Person. The Local Government Technical
Support Contact Person will forward the certification letter to the NDDOT Utilities
Engineer. The NDDOT Utilities Engineer shall send a certification letter to
Programming.

• Local Government Projects (Urban & County Federal Aid Routes, TE, and SRTS)

The local public agency will complete any necessary certification and submit this
certification to the Local Government Technical Support Contact Person. The Local
Government Technical Contact Person will forward a certification letter to Programming.

III-08.09 Bid Letting Coordination

Design Division, Bridge Division, District, Consultant Projects, and Local

Government Projects (US and ND Highways)

The NDDOT Utilities Engineer shall correspond with the Utility Co. and District
following the bid opening. The NDDOT Utilities Engineer shall send a letter to the
Utility Co. and District stating that the project has been let and identify the contact
information for the Utility Co., Field Engineer, and Contractor.

Local Government Projects (Urban & County Federal Aid Routes, TE, and SRTS)

The local public agency or its’ representative shall correspond with the Utility Co. and
District following the bid opening. The local public agency or its’ representative shall
send a letter to the Utility Co. and District stating that the project has been let and identify
the contact persons for the Utility Co., Field Engineer, and Contractor.
SECTION III-08 _________ Utility Relocation, Adjustments, and Accommodation Policies
Page 85 Revised 11/12/10

III-08.10 Example Forms and Letters

Sample forms and letters are available on the “Reference and Forms” page of the Design Manual
website at: [Link]
SECTION III-09 ______________________________________________ Permanent Signing
Page 86 Revised 8/21/13

III-09.01 Introduction

The preparation of plans for streets and highways depends upon the type of roadway. Sign sizes
depend on the roadway classification. There are many variables that should be considered when
preparing the plans. The roadway type will determine the legend size, which will then determine
the sign sizes. The various conditions will determine what signs are to be used. The MUTCD
will provide the guidance necessary to determine what signs are needed for the site conditions.
The Standard Highway Signs Booklet and the North Dakota Department of Transportation
Standard Signs Supplement will provide the required sign sizes of the signs for the various
classified roadways. Vertical and horizontal clearances will vary depending on the type of signs
and the roadway classification.

III-09.01.01 Different Types of Construction

The type of construction determines how signing plans are prepared. The types are Preventive
Maintenance, Minor Rehabilitation, Structural Improvement, Major Rehabilitation, and New or
Reconstruction.

Preventive Maintenance (PM): Signs will not be required to be upgraded as part of these
projects unless identified by the Statewide Safety Program. Signage not in compliance with the
MUTCD will be updated if engineering judgment indicates that:

• One compliant device in the midst of a series of adjacent non-compliant devices could
potentially be confusing to the road user.

• The anticipated schedule for replacement of the whole series of non-compliant devices
will result in achieving timely compliance with the MUTCD.

All railroad crossings will have adequate warning/protective devices in place or be otherwise
addressed in the State Railroad Crossing Improvement Program.

Minor Rehabilitation (MiR): Signs will not be required to be upgraded as part of these projects
unless identified by the Statewide Safety Program. Signage not in compliance with the MUTCD
will be updated if engineering judgment indicates that:

• One compliant device in the midst of a series of adjacent non-compliant devices could
potentially be confusing to the road user.

• The anticipated schedule for replacement of the whole series of non-compliant devices
will result in achieving timely compliance with the MUTCD.

All railroad crossings will have adequate warning/protective devices in place or be otherwise
addressed in the State Railroad Crossing Improvement Program.

Structural Improvement (SI): All regulatory and warning signs and pavement markings will be
verified to comply with current MUTCD standards or brought up to MUTCD standards if
necessary, and all railroad crossings will have adequate warning/protective devices in place or be
otherwise addressed in the State Railroad Crossing Improvement Program.
SECTION III-09 ______________________________________________ Permanent Signing
Page 87 Revised 8/21/13

Major Rehabilitation (MaR): All regulatory and warning signs and pavement markings will be
verified to comply with current MUTCD standards or brought up to MUTCD standards if
necessary, and all railroad crossings will have adequate warning/protective devices in place or be
otherwise addressed in the State Railroad Crossing Improvement Program.

New or Reconstruction: All regulatory and warning signs and pavement markings will be
verified to comply with current MUTCD standards or brought up to MUTCD standards if
necessary, and all railroad crossings will have adequate warning/protective devices in place or be
otherwise addressed in the State Railroad Crossing Improvement Program.

III-09.02 Different Types of Roadways

Tables III-09.01 – III-09.07 show standards for signing for different types of roadways.

III-09.02.01 Undivided Roadways

There are several types of roadways that determine the letter sizes, sign sizes, and vertical
clearances. An undivided roadway can have various numbers of lanes: two-lane, three-lane,
four-lane, and five-lane.

For a two-lane roadway that has one lane in each direction, the legend size will be used as shown
in the Standard Highway Signs Booklet and the Supplement.

For a three-lane roadway that has one lane in each direction and a two-way left turn lane in the
middle, the legend size will be used as shown in the Standard Highway Signs Booklet and the
Supplement.
For a four-lane roadway that has two lanes in each direction, the legend size will be used as
shown in the Standard Highway Signs Booklet and the Supplement.

For a five-lane roadway that has two lanes in each direction and a two-way left turn lane in the
middle, the legend size will be used as shown in the Standard Highway Signs Booklet and the
Supplement.

The sizes can be increased if an engineering study has determined that a larger size is needed.

The vertical clearances are as shown on Standard Drawings D-754-1 and D-754-23. These
standard drawings can be found on the web at:
[Link] under Standard
Drawings.
SECTION III-09 ______________________________________________ Permanent Signing
Page 88 Revised 8/21/13

III-09.02.02 Divided Highways

III-[Link] Expressways with Partial Control of Access

Expressways have two types of access in North Dakota. Access is obtained using either
interchanges or at-grade intersections.

Interchanges should be signed as shown in the MUTCD, Chapter 2F. The letter size for guide
sign requirements are shown in Section III-09.08.01 and should be used for the signs stated. The
regulator and warning sign legend size should be as shown in the Standard Highway Signs
Booklet for Expressways.

At-grade intersections should have Stop control, One Way signs, and Divided Highway signs
installed at the intersection. Routes should be signed as shown for Conventional Roads, Chapter
2D in the MUTCD. Where stop or signal controls are used, the route turn assembly should be
placed across the roadway.

The median width will govern whether yield and one-way signs are to be placed. See Figures 1
thru 4A in Appendix III-09 A.

III-[Link] Freeways

Freeways are to be signed as shown in the MUTCD, Chapter 2F. Letter size for guide sign
requirements are shown in Section III-09.08.02 and should be used for the signs stated. The
regulator and warning sign legend size should be as shown in the Standard Highway Signs
Booklet for Freeways.

See Appendix III–09 B and Appendix III–09 C for Interchange Numbering, Names and
Classification for I–94 & I–29 respectively.
The overall dimensions of the regulatory and warning signs shall be as shown in Table III-09.01,
III-09.02, and III-09.03 or as shown in the MUTCD in Table 2B-1: Regulatory Sign Sizes, 2C-2:
Warning Sign Sizes, and 2C-3: Minimum Size of Supplemental Warning Plaques.
 SECTION III-09 ______________________________________________ Permanent Signing
Page 89 Revised 8/21/13

Table III-09.01: Regulatory Sign Sizes (Table 2B-1 in the MUTCD)

MUTCD Conventional Expressway Freeway Minimum Oversized
Sign Section
Code Road (in) (in) (in) (in) (in)
Stop R1-1 SB.04 30 x 30 36 x 36 - 24 x 24 48 x 48
Yield R1-2 2B.08 36 x 36 x 36 48 x 48 x 48 60 x 60 x 60 30 x 30 x 30 -
To Oncoming Traffic R1-2a - 24 x 12 - - - -
4-Way R1-3 2B.04 12 x 6 - - - -
All Way R1-4 2B.04 18 x 6 - - - -
Yield Here to Peds R1-5 2B11 18 x 18 - - - -
Yield Here to Pedestrians R1-5a 2B.11 18 x 24 - - - -
In-Street Ped Crossing R1-6,6a 2B1.12 12 x 36 - - - -
Speed Limit R2-1 2B.13 24 x 30 36 x 48 48 x 60 - -
Truck Speed Limit R-2-2 2B.14 24 x 24 36 x 36 48 x 48 - -
Night Speed Limit R2-3 2B.15 24 x 24 36 x 36 48 x 48 - -
Minimum Speed Limit R2-4 2B.16 24 x 30 36 x 48 48 x 60 - -
Combined Speed Limit R2-4a 2B.16 24 x 48 36 x 72 48 x 96 - -
Fines Higher R2-6 2B.17 24 x 24 36 x 36 48 x 48 - -
Turn Prohibition R3-1,2,3,4,18 2B.19 24 x 24 36 x 36 - - 48 x 48
Mandatory Movement Lane
R3-5 Series 2B.21 30 x 36 - - - -
Control
Optional Movement Lane Control R3-6 2B.22 30 x 36 - - - -
Mandatory Movement Lane
R3-7 2B.21 30 x 30 - - - -
Control
Advance Intersection Lane Control R3-8,8a,8b 2B.23 (variable x 30) - - - -
Two-Way Left Turn Only
R3-9a 2B.24 30 x 36 - - - -
(overhead mounted)
Two-Way Left Turn Only
R3-9b 2B.24 24 x 36 - - - 36 x 48
(ground mounted)
Reversible Lane Control (symbol) R3-9d 2B.25 108 x 48 - - - -
Reversible Lane Control
R3-9f 2B.25 30 x 42 - - - -
(ground mounted)
Advance Reversible Lane Control
R3-9g,9h 2B.25 108 x 36 - - - -
Transition Signing
End Reverse Lane R3-9i 2B.25 108 x 48 - - - -
Preferential Only Lane Ahead
R3-10 series 2B.26 30 x 42 36 x 60 78 x 96 - -
(ground mounted)
Preferential Only Lane Operation
R3-11 series 2B.26 30 x 42 - 78 x 96 - -
(ground mounted)
Preferential Only Lane Ends 48 x 84
R3-12 series 2B.26 36 x 42 36 x 60 - -
(ground mounted) 48 x 96
Preferential Only Lane Ahead 144 x 78
R-13 series 2B.26 66 x 36 84 x 48 - -
(overhead mounted) 144 x96

Preferential Only 144 x106

Lane Operation R-14 series 2B.26 72 x 60 96 x 72 144 x 124 - -
(Overhead mounted) 144 x 90
HOV 2+ Lane Ends
R3-15 series 2B.26 66 x 36 84 x 48 102 x 60 - -
(Overhead Mounted)
Do Not Pass R4-1 2B.29 24 x 30 36 x 48 48 x 60 18 x 24 -
Pass With Care R4-2 2B.30 24 x 30 36 x 48 48 x 60 18 x 24 -
 SECTION III-09 ______________________________________________ Permanent Signing
Page 90 Revised 8/21/13

MUTCD Conventional Expressway Freeway Minimum Oversized

Sign Section
Code Road (in) (in) (in) (in) (in)
Slower Traffic Keep Right R4-3 2B.31 24 x 30 36 x 48 48 x 60 - -
Trucks Use Right Lane R4-5 2B.32 24 x 30 36 x 48 48 x 60 - -
Trucks Lane XX Feet R4-6 2B.32 24 x 30 36 x 48 48 x 60 - -
Keep Right R4-7,7a,7b 2B.33 24 x 30 36 x 48 48 x 60 18 x 24 -
Keep Left R4-8 2B.33 24 x 30 36 x 48 48 x 60 18 x 24 -
Do Not Enter R5-1 2B.34 30 x 30 36 x 36 48 x 48 - -
Wrong Way R5-1a 2B.35 36x 24 36 x 24 42 x 30 - -
No Trucks R5-2,2a 2B.36 24 x 24 30 x 30 36 x 36 - 48 x 48
No Motor Vehicles R5-3 2B.36 24 x 24 - - - -
Commercial Vehicles Excluded R5-4 2B.36 24 x 30 36 x 48 48 x 60 - -
Vehicles with Lugs Prohibited R5-5 2B.36 24 x 30 36 x 48 48 x 60 - -
No Bicycles R5-6 2B.36 24 x 24 30 x 30 36 x 36 - 48 x 48
Non-Motorized Traffic Prohibited R5-7 2B.36 30 x 24 42 x 24 48 x 30 - -
Motor-Driven Cycles Prohibited R5-8 2B.36 30 x 24 42 x 24 48 x 30 - -
Pedestrians, Bicycles
R5-10a 2B.36 30 x 36 - - - -
Motor-Driven Cycles Prohibited
Pedestrians and Bicycles
R5-10b 2B.36 30 x 18 - - - -
Prohibited
Pedestrians prohibited R5-10c 2B.36 24 x 12 - - - -
One Way R6-1 2B.37 36 x 12 54 x 18 54 x 18 - -
One Way R6-2 2B.37 24 x 30 36 x 48 36 x 48 18 x 24 -
Divided Highway Crossing R6-3, 3a 2B.38 30 x 24 36 x 30 - 24 x 18 -
R7-
No Parking 1,2,2a,3,4,5,6, 2B.39 12 x 18 - - - -
7,8, 107,108
Van Accessible R7-8a,8b 2B.40 18 x 9 - - 12 x 6 -
No Parking, Bike Lane R7-9,9a 9B.09 12 x 18 - - - -
No Parking (with transit logo) R7-107a 2B.39 12 x 30 - - - -
No Parking/ Restricted Parking 24 x 18
R7-200 2B.40 - - - -
(combined sign) 12 x 30
Tow Away Zone R7-201,201a 2B.40 12 x 6 - - - -
This Side of Sign R7-202 2B.39 12 x 6 - - - -
No Parking on Pavement R8-1 2B.39 24 x 30 36 x 48 48 x 60 - -
No Parking Except on Shoulder R8-2 2B.39 24 x 30 36 x 48 48 x 60 - -
No Parking R8-3 2B.39 24 x 30 36 x 36 48 x 48 18 x 24 -
No Parking (symbol) R8-3a 2B.39 24 x 24 36 x 36 48 x 48 12 x 12 -
Emergency Parking Only R8-4 2B.42 30 x24 30 x 24 48 x 36 - -
No Stopping on Pavement R8-5 2B.39 24 x 30 36 x 48 48 x 60 - -
No Stopping Except on Shoulder R8-6 2B.39 24 x 30 36 x 48 48 x 60 - -
Emergency Stopping Only R8-7 2B.42 30 x 24 48 x 36 - - -
Do Not Stop on Tracks R8-8 2B.42 24 x 30 36 x 48 - - -
Tracks Out of Service R8-9 8B.09 24 x 24 36 x 36 - 18 x 18 -
Stop Here When Flashing R8-10 8B.10 24 x 36 - - 24 x 30 -
Walk on Left Facing Traffic R9-1 2B.43 18 x 24 - - - -
Cross Only at Crosswalks R9-2 2B.44 12 x 18 - - - -
No Pedestrian Crossing R9-3 2B.44 12 x 18 - - - -
No Pedestrian Crossing (symbol) R9-3a 2B.44 18 x 18 24 x 24 30 x 30 - -
Use Crosswalk R9-3b 2B.44 18 x 12 - - - -
No Hitch Hiking R9-4 2B.43 18 x 24 - - 18 x 18 -
 SECTION III-09 ______________________________________________ Permanent Signing
Page 91 Revised 8/21/13

MUTCD Conventional Expressway Freeway Minimum Oversized

Sign Section
Code Road (in) (in) (in) (in) (in)
Hitch Hiking Prohibition (symbol) R9-4a 2B.43 18 x 18 - - - -
Bicyclists (symbol)
R9-5 9B.10 12 x 18 - - - -
Use Ped Signal
Bicyclists (symbol)
R9-6 9B.10 12 x 18 - - - -
Yield to Peds
Keep Left/Right to Pedestrians &
Bicyclists (symbols) - Travel-path R9-7 9B.11 12 x 18 - - - -
Restriction
Pedestrian Crosswalk R9-8 6F.12 36 x 18 - - - -
Sidewalk Closed R9-9 6F.13 30 x18 - - - -
Sidewalk Closed, Use Other Side R9-10 6F.13 48 x 24 - - - -
Sidewalk Closed Ahead,
R9-11 6F.13 48 x 36 - - - -
Cross Here
Sidewalk Closed, Cross Here R9-11a 6F.13 48 x 24 - - - -
Cross On Green Light Only R10-1 2B.45 12 x 18 - - - -
R10-2,
Pedestrian Traffic Signal Signs 2a,3,3a,3b, 2B.45 9 x12 - - - -
3c,3d,4,4a,4b
Countdown Pedestrian Sign R10-3e 2B.45 9 x 15 - - - -
Left on Green Arrow Only R10-5 2B.45 24 x 30 - - - 48 x 60
Stop Here on Red R10-6 2B.45 24 x 36 - - - -
Stop Here on Red R10-6a 2B.45 24 x 30 - - - -
Do Not Block Intersection R10-7 2B.45 24 x 30 - - - -
Use Lane with Green Arrow R10-8 2B.45 24 x 30 36 x 42 - - 60 x 72
Left (Right) Turn Signal R10-10 2B.45 24 x 30 - -
No Turn on Red R10-11,11a 2B.45 24 x 30 - - - 48 x 48
No Turn on Red R10- 11b 2B.45 24 x 24 - - - 30x30
Left Turn Yield on Green R10-12 2B.45 24 x 30 - - -
Emergency Signal R10-13 2.B45 36 x 24 - - - -
Turning Traffic Must Yield To
R10-15 2B.45 30 x 36 - - - -
Pedestrians
U-Turn Yield to Right Turn R10-16 2B.45 30x 36 - - - -
Right on Red Arrow After Stop R10-17a 2B.45 30 x 36 - - - -
Traffic Laws Photo Enforced R10-18 2B.46 36 x 18 48 x 30 72 x 36 - -
Photo Enforced R10-19 2B.46 24 x 18 36 x 30 48 x 36 - -
MON-FRi (any times) (3 lines) R10-20a 2B.45 24 x 24 - - - -
SUNDAY (any times) (2 lines) R10-20a 2B.45 24 x 18 - - - -
Left Turn Signal - Yield on Green R10-21 2B.45 30 x 36 - - - -
Bike Actuation R10-22 9B.12 12 x 18 - - - -
Keep Off Median R11-1 2B.47 24 X 30 - - - -
Road Closed R11-2 2B.48 48 X 30 - - - -
R11-3,3a,
Road Closed – Local Traffic Only 2B.48 60 X 30 - - - -
3b,4
Weight Limit R12-1,2 2B.49 24 X 30 36 X 48 - - 36 X 48
Weight Limit R12-3 2B.49 24 X 36 - - - -
Weight Limit R12-4 2B.49 36 X 24 - - - -
Weight Limit R12-5 2B.49 24 X 36 36 X 48 48 X 60
Metric Plaque R12-6 2B.49 24 X 9 - - - -
Weigh Station R13-1 2B.50 72 X 48 96 X 66 120 X 84 - -
Truck Route R14-1 2B.51 24 X 18 - - - -
 SECTION III-09 ______________________________________________ Permanent Signing
Page 92 Revised 8/21/13

MUTCD Conventional Expressway Freeway Minimum Oversized

Sign Section
Code Road (in) (in) (in) (in) (in)
Hazardous Materials R14-2,3 2B.52 24 X 24 30 X 30 36 X 36 - 42 x 42
National Network R14-4,5 2B.53 24 X 24 30 X 30 36 X 36 - 42 x 42
Railroad Crossing R15-1 8B.03 48 X 9 - - - -
Look R15-8 8B.16 36 X 18 - - - -

Notes:
1. Larger signs may be used when appropriate.
2. Dimensions are shown in inches and shown as width x height.

Table III-09.02: Warning Sign Sizes (Table 2C-2 in the MUTCD)

Description Conventional Express- Freeway Minimum Oversized
Shape Sign Series Road (in) way (in) (in) (in) (in)
W1,W2,W7,
W8,W9,W11,
30 x 30 36 x 36 48 x 48 24 x 24 -
W14,W15-1,
Diamond W17-1
W1 Combination,
W3,W4,W5,W6, 36 x 36 48 x 48 48 x 48 30 x 30 -
W8-3,W10,W12
W1 - Arrows 48 x 24 - - 36 x 18 60 x 30
W1 - Chevron 18 x 24 30 x 36 36 x 48 12 x 18 -
W7-4 78 x 48 78 x 48 78 x 48 - -
Rectangular W7-4,4c 78 x 60 78 x 60 78 x 60 - -
W10-9,10 24 x 18 - - - -
W12-2p 84 x 24 84 x 24 84 24 - -
W13-2, 3, 5, W25 24 x 30 36 x 48 48 x 60 24 x 30 48 x 60
Pennant W14-3 36 x 48 x 48 - - 30 x 40 x 40 48 x 64 x64
Circular W10-1 36 Dia. 48 Dia. - 30 Dia. 48 Dia.
Notes:
1. Larger signs may be used when appropriate.
2. Dimensions are shown in inches and shown as width x height.

Table III-09.03: Minimum Size of Supplemental Warning Plaques (Table 2C-3 in the
MUTCD)
Size of Supplemental Plaque (in)
Size of
Rectangular Square
Warning Sign
1 Line 2 Line Arrow
24 x 24
24 x 12 24 x 18 24 x 12 18 x 18
30 x 30
36 x 36
30 x 18 30 x 24 30 x 18 24 x 24
48 x 48

Notes:
1. Larger supplemental plaques may be used when appropriate.
2. Dimensions are shown in inches and shown as width x height.
SECTION III-09 ______________________________________________ Permanent Signing
Page 93 Revised 8/21/13

Table III-09.04: Minimum Sign Sizes on Low-Volume Roads (Table 5A-1 in the MUTCD)
MUTCD Sign Sizes (in)
Sign Section
Code Typical Minimum Oversized
Stop R1-1 5B.02 30 x 30 - 36 x 36
Yield R1-2 5B.02 30 x 30 x 30 _ 36 x 36 x 36
Speed Limit R2-1 5B.03 24 x 30 18 x 24 36 x 48
Do Not Pass R4-1 5B.04 24 x 30 18 x 24 36 x 48
Pass With Care R4-2 5B.04 24 x 30 18 x 24 36 x 48
Keep Right R4-7 5B.04 24 x 30 18 x 24 36 x 48
Do Not Enter R5-1 5B.04 30 x 30 - 36 x 36
No Trucks R5.2 5B.04 24 x 24 - 30 x 30
One Way R6-2 5B.04 18 x 24 - 24 x 30
No Parking R8-3 5B.05 18 x 24 - 24 x 30
No Parking (symbol) R8-3a 5B.05 24 x 24 18 x 18 30 x 30
No Parking (plaque) R8-3c,3d 5B.05 24 x 18 18 x 12 30 x 24
Road Closed R11-2 5B.04 48 x 30 - -
Road Closed, Local Traffic Only R11-3a 5B.04 60 x 30 - -
Bridge out, Local Traffic Only R11-3b 5B.04 60 x 30 - -
Weight Limit R12-1 5B.04 24 x 30 - 36 x 48
Railroad Crossbuck R15-1 5F.02 48 x 9 - -
Number of Tracks R15-2 5F.02 27 x 18 - -
Horizontal Alignment W-1,2,3,4,5 5C.02 24 x 24 - 30 x 30
One-Direction Large Arrow W1-6 5C.02 36 x 18 - 48 x 24
Two-Direction Large Arrow W1-7 5C.02 36 x 18 - 48 x 24
Chevron Alignment W1-8 5C.02 12 x 18 - 18 x 24
Intersection Warning W2-1,4,5 5C.03 24 x 24 - 30 x 30
Stop Ahead W3-1 5C.04 30 x 30 24 x 24 36 x 36
Yield Ahead W3-2 5C.04 30 x 30 24 x 24 36 x 36
Be Prepared to Stop W3-4 5G.05 36 x 36 30 x 30 48 x 48
Narrow Bridge W5-2 5C.05 30 x 30 24 x 24 36 x 36
One Lane Bridge W5-3 5C.06 30 x 30 24 x 24 36 x 36
Hill W7-1,1a 5C.07 24 x 24 - 30 x 30
XX % Grade W7-3 5C.07 24 x 18 - 30 x 24
Next XX miles W7-3a 5C.09 24 x 18 - 30 x 24
Pavement Ends W8-3 5C.08 30 x 30 24 x 24 36 x 36
Loose Gravel W8-7 5G.05 30 x 30 24 x 24 36 x 36
Railroad Advance Warning W10-1 5F.03 24 Dia. 18 Dia 30 Dia.
Crossing Warning W10-2,3,4 5F.03 30 x 30 24 x 24 36 x 36
Entering/Crossing W11 Series 5C.09 24 x 24 - 30 x 30
Advisory Speed (plaque) W13-1 5C.10 18 x 18 - 24 x 24
Dead End/No Outlet W14-1,2 5C.11 30 x 30 24 x 24 36 x 36
Dead End/No Outlet W14-1a,2a 5C.11 36 x 9 24 x 6 -
No Passing Zone (pennant) W14 -3 5G.05 30 x 40 x 40 24 x 36 x 36 36 x 48 x 48
Supplemental Distance (plaque) W16-2 5C.09 24 x 18 18 x 12 30 x 24
Ahead (plaque) W16-9p 5C.09 24 x 12 - 30 x 18
No Traffic Signs W18-1 5C.12 30 x 30 24 x 24 36 x 36
Road Work XX Ft W20-1 5G.05 36 x 36 30 x 30 48 x 48
Flagger W20-7a 5G.05 36 x 36 30 x 30 48 x 48
Workers W21-1a 5G.05 36 x 36 30 x 30 48 x 48
Fresh Oil W21-2 5G.05 24 x 24 - 30 x 30
Road Machinery Ahead W21-3 5G.05 24 x 24 - 30 x 30
Shoulder Work W21-5 5G.05 24 x 24 - 30 x 30
Survey Crew W21-6 5G.05 30 x 30 24 x 24 36 x 36
SECTION III-09 ______________________________________________ Permanent Signing
Page 94 Revised 8/21/13

Notes:
1. Larger signs may be used when appropriate.
2. Dimensions are shown in inches and shown as width x height.

Table III-09.05: Size of School Area Signs and Plaques (Table 7B-1 in the MUTCD)
MUTCD Conventional Minimum Oversized
Sign Section
Code Road (in) (in) (in)
School Advance Warning S1-1 7B.08 36 x 36 30 x 30 48 x 48
School Bus Stop Ahead S3-1 7B.10 30 x 30 - 36 x 36
Reduced Speed School Zone Ahead S4-5,S4-5a 7B.12 36 x 36 30 x 30 48 x 48
School Speed Limit XX When
S5-1 7B.11 24 x 48 - 36 x 72
Flashing
End School Zone S5-2 7B.13 24 x 30 - 36 x 48
Speed Limit (School Use) R2-1 7B.11 24 x 30 - 36 x 48
X:XX to X:XX AM
S4-1 7B.11 24 x 10 - 36 x 18
X:XX to X:XX PM
When Children Are Present S4-2 7B.11 24 x 10 - 36 x 18
School S4-3 7B.11 24 x 8 - 36 x 12
When Flashing S4-4 7B.11 24 x 10 - 36 x 18
Mon-Fri S4-6 7B.11 24 x 10 - 36 x 18
XXX Feet W16-2 7B.08 24 x 18 - 30 x 24
XXX Ft W16-2a 7B.08 24 x 12 - 30 x 18
Diagonal Arrow W16-7p 7B.09 24 x 12 - 30 x 18
Diagonal Arrow (Optional Size) W16-7p 7B.09 21 x 15 - -
Ahead W16-9p 7B.08 24 x 12 - 30 x 18
SECTION III-09 ______________________________________________ Permanent Signing
Page 95 Revised 8/21/13

Table III-09.06: Sign Sizes for Grade Crossing Signs (Table 8B-1 in the MUTCD)
MUTCD Conventional
Sign Section Expressway Freeway Minimum Oversized
Code Road (in)
8.B.06,
No Right Turn Across Tracks R3-1a 24 x 30 - - - -
10c.09
8B.06,
No Left Turn Across tracks R3-2a 24 x 30 - - - -
10C.09
8B.07,
Do Not Stop on Tracks R8-8 24 x 30 - - - -
10C.05
8B.09,
Tracks Out of Service R8-9 24 x 24 - - - -
10C.06
8B.10,
Stop Here When Flashing R8-10 24 x 36 - - - -
10C.08
8B.11,
Stop Here on Red R10-6 24 x 36 - - - -
10C.07
8D.07
No Turn on Red R10-11a 24 x 30 - - - -
10C.09
Highway-Rail Grade Crossing 8B.03,
R15-1 48 x 9 - - - -
(Crossbuck) 10C.02
8B.03,
Number of Tracks R15-2 27 x 18 - - - -
10C.02
8B.05,
Exempt R15-3 24 x 12 - - - -
10C.10
Light Rail Only Right Lane R15-4a 10C.13 23 x 30 - - - -
Light Rail Only Left Lane R15-4b 10C.13 24 x 30 - - - -
Light Rail Only Center Lane R15-4c 10C.13 24 x 30 - - - -
Light Rail Do Not Pass R15-5 10C.14 24 x 30 - - - -
Do Not Pass Stopped Train R15-5a 10C.14 24 x 30 - - - -
Do Not Drive On Tracks Light Rail
R15-6 10C.12 24 x 24 - - - -
Symbol
Do Not Drive On Tracks R15-6a 10C.12 24 x 30 - - - -
Light Rail Divided Highway
R15-7 10C.11 24 x 24 - - - -
Symbol
Light Rail Divided Highway
Symbol R15-7a 10C.11 24 x 24 - - - -
(T-Intersection)
8B.16,
Look R15-8 36 x 18 - - - -
10C.03
Highway-Rail Grade Crossing 8B.04,
W10-1 36 Dia. - - - -
Advance Warning 10C.15
8B.05,
Exempt W10-1a 24 x 12 - - - -
10C.10
Highway-Rail Grade Crossing 8B.04,
W10-2,3,4 36 x 36 - - - -
Advance Warning 10C.15
Low Ground Clearance 8B.17,
W10-5 36 x 36 - - - -
Highway-Rail Grade Crossing 10C.16
Light Rail Activated Blank-out
W10-7 10C.17 24 x 24 - - - -
Symbol
Trains May Exceed (80MPH) W10-8 8B.13 36 x 36 - - - -
No Train Horn W10-9 8B.14 24 x 18 - - - -
No Signal W10-10 8B.15 24 x 18 - - - -
8B.18,
Storage Space Symbol W10-11 36 x 36 - - - -
10C.18
SECTION III-09 ______________________________________________ Permanent Signing
Page 96 Revised 8/21/13

MUTCD Conventional
Sign Section Expressway Freeway Minimum Oversized
Code Road (in)
Storage Space XX Feet Between 8B.18,
W10-11a 30 x 36 - - - -
Tracks & Highway 10C.18
Storage Space XX Feet Between 8B.18,
W10-11b 30 x 36 - - - -
Highway & Tracks Behind You 10C.18
8B.19,
Skewed Crossing W10-12 36 x 36 - - - -
10C.19
No Gates or Lights W10-13 8B.15 24 x 18 - - - -
Next Crossing W10-14 8B.17 24 x 18 - - - -
Use Next Crossing W10-14a 8B.17 24 x 18 - - - -
Rough Crossing W10-15 8B.17 24 x 18 - - - -
Light Rail Station Symbol I-12 10C.20 24 x 24 - - - -
8B.12,
Emergency Notification I-13 30 x 30 - - - -
10C.21
8B.12,
Emergency Notification I-13a 30 x 18 - - - -
10C.21

Notes:
1. Larger signs may be used when appropriate.
2. Dimensions are shown in inches and shown as width x height.

Table III-09.07: Minimum Sign Sizes for Bicycle Facilities (Table 9B-1 in the MUTCD)
MUTCD Minimum Sign Size – (in)
Sign
Code Shared-Use Path Roadway
Stop R1-1 18 x 18 30 x 30
Yield R1-2 18 x 18 x 18 30 x 30 x 30
Bike Lane R3-17 - 30 x 24
Bicycle Lane Supplemental Plaques R3-17a,b - 30 x 12
Movement Restriction R4-1,2,3,7 12 x 18 18 x 24
Begin Right Turn Lane Yield to Bikes R4-4 - 36 x 30
Bicycle Wrong Way R5-1b 12 x 18 12 x 18
No Motor Vehicles R5-3 24 x 24 24 x 24
No Bicycles R5-6 24 x 24 24 x 24
No Parking Bike Lane R7-9,9a - 12 x 18
Pedestrians Prohibited R9-3a 18 x 18 18 x 18
Ride With Traffic Plaque R9-3c 12 x 12 12 x 12
Bicycle Regulatory R9-5,6 12 x 18 12 x 18
Shared-Use Path Restriction R9-7 12 x 18 -
Push Button for Green Light R10-3 9 x 12 9 x 12
To Request Green Wait on Symbol R10-22 12 x 18 12 x 18
Railroad Crossbuck R15-1 24 x 4.5 48 x 9
Turn and Curve Warning W1-1,2,3,4,5 18 x 18 24 x 24
Arrow Warning W1-6,7 24 x 12 36 x 18
Intersection Warning W2-1,2,3,4,5 18 x 18 24 x 24
Stop, Yield, Signal Ahead W3-1,2,3 18 x 18 30 x 30
Narrow Bridge W5-2 18 x 18 30 x 30
Bikeway Narrows W5-4a 18 x 18 30 x 30
Hill W7-5 18 x 18 24 x 24
Bump or Dip W8-1,2 18 x 18 24 x 24
Bicycle Surface Condition W8-10 18 x 18 24 x 24
SECTION III-09 ______________________________________________ Permanent Signing
Page 97 Revised 8/21/13

MUTCD Minimum Sign Size – (in)

Sign
Code Shared-Use Path Roadway
Bicycle Surface Condition Plaque W8-10p 12 x 9 12 x 9
Advance Grade Crossing W10-1 15 Dia. 15 Dia.
Bicycle Warning W11-1 18 x 18 24 x 24
Pedestrian Crossing W11-2 18 x 18 24 x 24
Low Clearance W12-2 18 x 18 30 x 30
Playground W15-1 18 x 18 24 x 24
Share the Road Plaque W16-1 - 18 x 24
Diagonal Arrow Plaque W16-7p - 24 x 12
Bicycle Guide D1-1b 24 x 6 24 x 6
Street Name D1-1c 18 x 6 18 x 6
Bicycle Parking D4-3 12 x 18 12 x 18
Bike Route D11-1 24 x 18 24 x 18
Bicycle Route Sign M1-8 12 x 18 12 x 18
Interstate Bicycle Route Sign M1-9 18 x 24 18 x 24
Bicycle Route Supplemental Plaques M4-11,12,13 12 x 4 12 x 4
Route Sign Supplemental Plaques M7-1,2,3,4,5,6,7 12 x 9 12 x 9

II-09.02.03 Location

There are two types of locations that will vary the positions of signs.

III-[Link] Urban

In urban areas, signs are usually positioned nearer the roadway and higher above the roadway,
and at closer spacing.

There may be parked vehicles or pedestrians present in urban areas, therefore the vertical
clearance should be higher.

III-[Link] Rural

In rural areas, signs are usually positioned further from the roadway and at greater spacing. The
horizontal and vertical placements for both urban and rural highways are shown on the sign
location drawings.

III-09.03 Signing for Rural State Highway Projects (Non-Interstate)

The existing sign locations should be plotted from the sign inventory and PaveTech videos. The
PaveTech videos will give the messages of the various signs. If there is a conflict between the
signs shown on the sign inventory, versus those shown on the PaveTech videos, the videos
should be considered correct.

A check of Stop Control or Yield Control should be made and a determination made if they are
required. The existing signs should also be checked to determine if any are non-standard. See
figures labeled Sign Locations and Stop Sign Location, Wide Throat Intersection in Appendix
III-09 A.
SECTION III-09 ______________________________________________ Permanent Signing
Page 98 Revised 8/21/13

Curve Signing: The warning signs such as turn sign, curve sign, reverse curve sign, etc., are part
of what is known as the alignment series. See Warning Signs in Section III-09.04.

Junction Signing should be checked to determine if signs are correctly placed.

1. If Stop Ahead signs are in place and new grading will change the view of the
intersection, these signs could possibly be removed. The removal of the Stop
Ahead sign should be discussed with the designer and Traffic Operations in
Planning.

2. If a crossroad is a state-numbered route and is not a county route, junction signing

should be installed.
3. Distance and Destination (D&D) signs should be as shown on Traffic Operation
Maps.

4. Route-Turn Route-Marker Assemblies should be placed across the intersecting

roadway where stop or signal conditions exist.

5. Advance-Turn Route-Marker Assemblies should be placed only at intersections

where the route you are on turns right or left.

The following figures, giving details on junction signing requirements, are located in Appendix
III-09 A.
SECTION III-09 ______________________________________________ Permanent Signing
Page 99 Revised 8/21/13

1. Figures A through N show junction signing requirements.

2. Figure A shows the junction signing required at a T-type intersection where the
junctioning roadway terminates with a through Expressway roadway. A recovery
approach should be installed at the location shown. If the recovery approach
cannot be placed, the Double Arrow sign and the T symbol sign should be
installed.

3. Figure B shows the junction signing required at a two lane highway that begins, a
second highway that turns, and a third highway that continues through the
intersection. This layout requires a junction sign and an advance turn arrow.

4. Figure C shows junction signing required where two state highways intersect
with a third through state highway, forming a T-intersection. All are two lane
two-way roadways. A recovery approach should be installed at the location
shown. If the recovery approach cannot be placed, the Double Arrow sign and the
T symbol sign should be installed.

5. Figure D shows typical intersection signing where two state highways intersect
and the intersection is signalized. Both are two lane two-way roadways.

6. Figure E shows typical signing at a T-type intersection formed by two state

highways where the junctioning roadway is the through roadway and the other
turns. Both are two lane two-way roadways. This layout requires a junction sign
and an advance turn arrow. A recovery approach should be installed at the
location shown. If the recovery approach cannot be placed, the Double Arrow
sign and the T symbol sign should be installed.

7. Figure F shows the intersection of a state highway and an important local road.
Both are two lane two-way roadways. An advance warning sign is placed to warn
of the intersection.

8. Figure G shows the signing requirements for an interchange ramp and a two lane,
two-way county routes.

9. Figure H shows the signing requirements for an interchange ramp and a two lane,
two-way state highways.

10. Figure I shows the junction signing required at T-type intersections where a
county road junctions, follows the state route for a distance, then turns. This
layout requires junction signs and advance turn arrows. A recovery approach
should be installed at the location shown. If the recovery approach cannot be
placed, the Double Arrow sign and the T symbol sign should be installed.

11. Figure K shows the signing for a complex intersection of county highways and a
state highway. Junction signs, turn signs, and advance turn signs may be
required.
SECTION III-09 ______________________________________________ Permanent Signing
Page 100 Revised 8/21/13

12. Figure L shows the junction signing requirements at the intersection of a county
route and a state route, with a two-way stop on the county route.

13. Figure M shows the junction signing requirements at a T-intersection of a county

route and a through state route and with a stop on the county road. A recovery
approach should be installed at the location shown. If the recovery approach
cannot be placed, the Double Arrow sign and the T symbol sign should be
installed.

14. Figure N is a Radial T-intersection showing the junction of a state route and a
county or township roadway. When the route connecting with the state route is a
county road, the junction sign should be installed. Where the curvature in the
county route or township route is designed for a speed that is less than the posted
speed, an Advisory Speed Plate should be placed below the curve sign. The Stop
Ahead symbol sign should be installed when Stop signs are placed. A recovery
approach should be installed at the location shown. If the recovery approach
cannot be placed, the Double Arrow sign should be installed.

Transition Signing: From a divided roadway to a two lane roadway. This is shown in Figure O in
Appendix III-08 A.

15. Figure O is the transition of a divided roadway to a two lane two-way roadway.
The layout shows the required signs and their locations. The pavement marking
and the delineators should also be placed as shown. Where distances between
divided roadway sections is 50 miles or less, two-way signs should be installed at
approximately every 7 miles along the two-way two lane roadway. The two-way
signs should be placed on both sides of the roadway. Where distances between
divided roadway sections is over 50 miles, two-way signs should only be placed
for the traffic leaving the divided highway.

Climbing Lane Signing: Climbing lane and pavement marking for slow moving traffic. This is
shown in Figure P in Appendix III-08 A.

III-09.04 Warning Signs

Warning signs should only be placed where an existing or potential hazardous condition exists.

Changes in horizontal alignment may have curve warning signs, and where the curve is hidden
by vertical curvature or other conditions, the following should be followed.

Whether or not a particular curve needs to be signed is based on recommended speed at which
the curve may be traversed. This speed may be determined by the use of the curves in Figure III-
08.04 by the use of the ball bank indicator, or by mathematical computation.

The curves given in Figure III-08.04 are used when the radius (R) and super-elevation (e) of the
curve are known. The radius and superelevation of the curve may be obtained from actual
measurements or from construction plans for the roadway. The combination of radius and
superelevation giving the lowest speed for the curve should be used.
SECTION III-09 ______________________________________________ Permanent Signing
Page 101 Revised 8/21/13

The ball bank indicator is a curved level which is used to determine the safe speed around a
curve as indicated by trial speed runs.

A curve with radius of more than 11,450 feet does not need a curve sign.

Where curves have radii of between 3,820 and 11,450 feet, and the sight distance is good, no
curve signs may be needed. Where a curve is hidden by vertical curvature, a curve sign is
needed.

Where a curve has a radius less than 3,820 feet, it should be reviewed to determine if curve signs
are required by one of the methods stated above.

Intersections may be marked when the crossroad has a high volume of traffic and is hidden from
the approaching traffic. An engineering study should be made to determine the need for such
signing.

Reverse turn sign, Reverse curve sign, and winding road sign are intended for use where there
are curves or turns separated by tangent distance of less than 600 ft.
SECTION III-09 ______________________________________________ Permanent Signing
Page 102 Revised 8/21/13

Figure III-08.04
SECTION III-09 ______________________________________________ Permanent Signing
Page 103 Revised 8/21/13

III-09.04.01 Advance Warning of Control Devices

 Converging traffic lanes should be signed using the merge symbol when it has been
determined that merging traffic is unexpected. An engineering study should be made
to warrant this sign, unless it is already in place.
 Where the roadway narrows abruptly to a width that two vehicles cannot pass safely
without reducing speed, a Road Narrows sign should be installed.
 Where there are changes in the highway design, such as a one lane bridge, beginning
or ending of a divided highway, etc., there should be signs installed warning of such
conditions.
 Where down grades have conditions such as length, percent of grade, horizontal
curvature, or other physical features, the Hill sign should be installed.
 Where roadway surface conditions change, a Pavement Ends symbol and Slippery
When Wet sign should be installed.
 Railroad crossings should have the advance crossing sign installed.
 Various other crossing conditions, such as bicycle, pedestrian, deer, cattle, and farm
machinery, may warrant installation of warning signs.
 There are miscellaneous types of signs that may be placed to warn motorists of
pending conditions. See the MUTCD for these signs.
 When lowering the speed limit for a speed zone, Reduced Speed Ahead signs should
be installed prior to the change in speed limit. Guidelines for advance distance
placement should be determined from Table III-08.08 (Table 2C-4 in the MUTCD).

The MUTCD provides guidance on the placement of warning signs. Chapter 2C contains Table
2C-4, Guidelines for Advance Placement of Warning Signs.

Table III-09.08 Guidelines for Advance Placement of Warning Signs (Table 2C-4 in the
MUTCD)
Advance Placement Distance1
Posted or Condition A:
85th- Speed reduction Condition B: Deceleration to the listed advisory speed (mph) for
Percentile and lane condition4
Speed changing in
heavy traffic2 03 10 20 30 40 50 60 70
20 mph 225 ft N/A5 N/A5 - - - - - -
5 5 5
25 mph 325 ft N/A N/A N/A - - - - -
30 mph 450 ft N/A5 N/A5 N/A5 - - - - -
5 5 5 5
35 mph 550 ft N/A N/A N/A N/A - - - -
5 5 5
40 mph 650 ft 125 ft N/A N/A N/A - - - -
45 mph 750 ft 175 ft 125 ft N/A5 N/A5 N/A5 - - -
5
50 mph 850 ft 250 ft 200 ft 150 ft 100 ft N/A - - -
55 mph 950 ft 325 ft 275 ft 225 ft 175 ft 100 ft N/A5 - -
5
60 mph 1100 ft 400 ft 350 ft 300 ft 250 ft 175 ft N/A - -
65 mph 1200 ft 475 ft 425 ft 400 ft 350 ft 275 ft 175 ft N/A5 -
70 mph 1250 ft 550 ft 525 ft 500 ft 425 ft 350 ft 250 ft 150 ft -
75 mph 1350 ft 650 ft 625 ft 600 ft 525 ft 450 ft 350 ft 250 ft 100 ft
SECTION III-09 ______________________________________________ Permanent Signing
Page 104 Revised 8/21/13

1. The distances adjusted for a sign legibility distance of 175 ft for Condition A. The distance for
Condition B has been adjusted for a sign legibility distance of 250 ft, which is appropriate for an alignment
warning symbol sign.

2. Typical conditions are locations where the road user must use extra time to adjust speed and change lanes
in heavy traffic because of a complex driving situation. Typical signs are Merge and Right Lane Ends.
The distances are determined by providing the driver a PIEV time of 14.0 to 14.5 seconds for vehicle
maneuvers (2001 AASHTO Policy, Exhibit 3-3, Decision Sight Distance, Avoidance Maneuver E) minus
the legibility distance of 175 ft for the appropriate sign.

3. Typical condition is the warning of a potential stop situation. Typical signs are Stop Ahead, Yield Ahead,
Signal Ahead, and Intersection Warning signs. The distances are based on the 2001 AASHTO Policy,
Stopping Sight Distance, Exhibit 3-1, providing a PIEV time of 2.5 seconds, a deceleration rate of 11.2
ft/sec2, minus the sign legibility distance of 175 ft.

4. Typical conditions are locations where the road user must decrease speed to maneuver through the warning
condition. Typical signs are Turn, Curve, Reverse Turn, or Reverse Curve. The distance is determined by
providing a 2.5 seconds PIEV time, a vehicle deceleration rate of 10 ft/sec2, minus the sign legibility
distance of 250 ft.

5. No suggested distances are provided for these speeds, as the placement location is dependent on site
conditions and other signing to provide an adequate advance warning to the driver.

III-09.05 Guide Signs

Guide signs are essential to guide vehicle operators along streets and highways, to inform them
of interesting routes, to direct them to cities, towns, villages, or other important destinations, to
identify nearby rivers and streams, parks, forests, and historic sites, and generally give such
information as will help them along their way in the most simple, direct manner possible.

Guide signs on conventional roads are covered in the MUTCD, Parts 2D.

Cities may be signed by placing city signs on either end of a community.

Historical areas may be signed if an engineering study warrants the installation of such signing.
Service signing may be signed if an engineering study warrants its installation.

The airport Symbol signs shall point in the direction of the airport.

III-09.06 Regulatory Signs

Regulatory signs inform highway users of traffic laws or regulations and indicate the
applicability of legal requirements that would not otherwise be apparent. These signs should be
erected wherever needed to fulfill this purpose, but unnecessary mandates should be avoided.
Some North Dakota laws specify that certain regulations are enforceable only when made known
by official signs, such as special speed limit zones, handicap parking areas, etc.

The MUTCD covers regulatory signing in Chapter 2B.

SECTION III-09 ______________________________________________ Permanent Signing
Page 105 Revised 8/21/13

North Dakota state laws prescribe the following speed limits:

 Speed limit on Interstate routes is 75 mph, unless otherwise posted.

 Speed limit on Expressway routes is 70 mph, unless otherwise posted.
 Speed limit on US and state routes is 65 mph day, unless otherwise posted.
 Speed limit on all highways and streets in business or residential districts is 25 mph,
unless posted otherwise.

These regulations generally result in the need for speed limit signing only at major intersections
or entrances to highways, and at locations where speed limits change or are different than that
specified by law. State law also limits speed limit change increments to a maximum of 20 mph.
Locations where the speed limit changes more than 20 mph, therefore, require intermediate
speed signs.

Speed Limits signs should be located at the point where the limit changes. Speed Limits signs
should also be located at entrances and or boundaries to metropolitan areas.

III-09.06.1 Typical Speed Zone Signing

Rural. When multiple Speed Limits are used to decrease speeds, the signs should be placed at
distances corresponding to the amount of speed change and the initial speed. Table III-09.09
indicates spacing between successive Speed Limit signs when the speeds are being reduced
based on comfortable deceleration. See Figure R for placement of signs. If the reduction of
speed limits must have more signs than are shown because of State Law, additional signs on both
sides of the roadway will be required accordingly.

The speed limit on projects should be reviewed by opening the RIMS#HP program and the speed
limit signs should be placed at the location shown. If project require the repositioning the speed
limit signs, the new position shall be provided to the Traffic Operations Section, Planning
Division.

Urban. The speed limit on urban projects should be reviewed with the city personnel.
SECTION III-09 ______________________________________________ Permanent Signing
Page 106 Revised 8/21/13

Table III-09.09 Minimum Speed Signing Placement

Approach Speed (mph)
70 65 60 55 50 45 40 35 30
65 430
60 720 390
55 1000 660 350
Reduced Speed (mph)

50 1250 910 600 310

45 1470 1140 820 540 270
40 1670 1340 1030 740 470 230
35 1850 1520 1200 920 650 410 200
30 2000 1670 1360 1070 810 570 350 160
25 2140 1800 1490 1200 940 700 480 290 120
20 2240 1910 1600 1310 1040 800 590 390 230
15 2340 1990 1680 1390 1130 890 670 480 310

 Distances are rounded to the nearest interval of 10 ft.

 Based on 2 sec of PIEV time, vehicle deceleration/acceleration rate of 2.3 ft/sec2 (typical deceleration
in gear braking), and legibility distance of 100 ft.
 Good engineering practice indicates that speed reduction through a speed zone should be signed at
intervals no greater than 15 mph. The gray shaded numbers are speed reductions greater than 15 mph.

State law specifies standard signing and marking for handicap parking, including an advisement
of the fine for the improper use of such parking areas. Also, state law specifies that vehicles may
not be parked on the paved or main traveled portions of any rural highway, so it generally is not
necessary to place parking restriction signs in rural areas unless a special problem exists.

Other mandatory signing are specified by Century Code.

Stop sign usage generally requires Stop signs on all side road approaches to state highways, such
as graded section line roads, township and county routes, city streets, commercial drives, etc.
Generally, field drives and single party private drives carry minimal traffic and do not require
signing. Warrants for other types of regulatory signs are included in the MUTCD and should
generally be followed when determining the need for this type of signing.
SECTION III-09 ______________________________________________ Permanent Signing
Page 107 Revised 8/21/13

III-09.07 Sign Placement

The typical section should be used to determine the position of signs on the side of the roadway.
Perforated tube supports are placed on the foreslope of the roadway. Standard pipe are placed on
the foreslope, secondary slope, flat ditch bottom, backslope, or original ground. This
information should be obtained for the design of the sign supports. This will be discussed further
in subsequent paragraphs.

III-09.07.01 Lateral Offset

 All Highways – Signs should be 6 feet minimum from the edge of the finished shoulder and
60 feet maximum from the center of the sign to the edge of the driving lane.

 Interstate – Signs should be 6 feet from the finished shoulder for regulatory signs, warning
signs, and route markers. Variable message guide signs are normally placed at 60 feet from
the edge of the driving lane. If the roadside conditions will not allow this placement, place
them on the foreslope 6 feet from the finished shoulder.

 Expressways & Conventional Roadways – Signs should be16 feet from the edge of the
driving lane.

 Bikeways – Signs should be 3 feet minimum and 6 feet maximum from edge of bikeway.

III-09.07.02 Mounting Height

Standard:

1. Signs installed at the side of the road in rural districts shall be at least 5 feet and a
maximum of 6 feet, measured from the bottom of the sign to the near edge of the driving
lane. Where parking or pedestrian movements occur, the clearance to the bottom of the
sign shall be at least 7 feet and a maximum of 8 feet.

2. Directional signs on expressway and freeways shall be installed with a minimum height
of 7 feet and a maximum of 8 feet. If a secondary sign is mounted below another sign,
the major sign shall be installed at least 8 feet and a maximum of 9 feet and the secondary
sign at least 5 feet and a maximum of 6 feet above the level of the edge of the driving
lane. All route signs, warning signs, and regulatory signs on expressways and freeways
shall be at least 7 feet and a maximum of 8 feet above the level of the edge of the driving
lane. Overhead mounted signs shall provide a vertical clearance of not less than 19 feet to
the sign, light fixture, walkway, or sign bridge, over the entire width of the pavement and
shoulders except where a lesser vertical clearance is used for design of other structures.

3. Where signs are placed 30 feet or more from the edge of the travel way, the height to the
bottom of such signs may be 5 feet and a maximum of 6 feet above the level of the edge
of the driving lane.
SECTION III-09 ______________________________________________ Permanent Signing
Page 108 Revised 8/21/13

4. Mounting height from the ground-mounted signs on shared-use paths shall be a minimum
of 4 feet and a maximum of 5 feet, measured from bottom edge of the sign to the near
edge of the paved surface.

5. When overhead signs are used on a shared-use path, the clearance from the bottom edge
of the sign to the path surface directly under the sign shall be a minimum of 8 ft.

III-09.08 Sign Face Design

The sign face layouts for standard signs, such as Regulatory, Warning, and Route Markers, are
found in the Standard Highway Signs Booklet and the North Dakota Supplement.

The variable message signs, such as Distance & Destination signs, Services Signing, Weigh
Station Signing, Historical Areas Signing, Recreational Areas Signing, Street Name Signing,
etc., should be designed using the GuidSign Program with the following requirements:

Sign Height: Radius:

0 to 24 inches (2 ft) -------------------------Use 3 inch radius
Over 24 (2 ft) to 48 inches (4 ft) -------------Use 6 inch radius
Over 48 (4 ft)to 72 inches (6 ft) --------------Use 9 inch radius
Over 72 inches (6 ft) and over -------------- Use 12 inch radius
Major Lettering Text Height:* Border:
0.0 to 9.9 inches-------------------------------Use 1.25 inch border
10 to 14.9 inches ------------------------------Use 2.0 inch border
15 inches and larger ---------------------------Use 3.0 inch border

* Exceptions: Exit Panels - Use 1.25 inch Border

Gore Signs - Use 2 Inch Border

All letters on Variable Message Signs should be Clearview Highway Font.

Distance and Destination signs on conventional roads should have 6" Upper Case and 4 1/2"
Lower Case letters.

Variable Message Signs for Expressways and Freeways should be as follows: The in-place signs
should be checked to determine if they comply with the legend requirements in Sections
III-09.08.01 and III-09.08.02. If not, they should be replaced

III-09.08.01 Expressways

The word messages in the legends of expressway guide signs should be in letters at least 8 inches
high. Larger lettering is necessary for major guide signs. The following table is Table 2E-1:
Minimum Letter and Numeral Sizes for Expressway Guide Signs According to Interchange
Classification, in the MUTCD.
SECTION III-09 ______________________________________________ Permanent Signing
Page 109 Revised 8/21/13

Type of Interchange (See Appendix III-09 B1 & B2)

Type of Sign Major Overhead
Intermediate Minor
Category a Category b
A. Advance Guide, Exit Direction, and Overhead Guide Signs
Exit Plaque
Word 10 10 10 8 10
Numeral & Letter 15 15 15 12 15
Interstate Route Sign
Numeral 18 - - - 18
1- or 2-Digit Shield 36 x 36 - - - 36 x 36
3-Digit Shield 45 x 36 - - - 45 x 36
US or State Route Shield
Numeral 18 18 18 12 18
1- or 2-Digit Shield 36 x 36 36 x 36 36 x 36 24 x 24 36 x 36
3-Digit Shield 45 x 36 45 x 36 45 x 36 30 x 24 45 x 36
Cardinal Direction
First Letter 18 15 12 10 15
Rest of Word 15 12 10 8 12
Name of Destination
Upper-Case Letters 20 16 13.3 10.6 16
Lower-Case Letters 15 12 10 8 12
Distance Number 18 15 12 10 15
Distance Fraction 12 10 10 8 10
Distance Word 12 10 10 8 10
Action Message Word 10 10 10 8 10
B. Gore Signs
Word 10 10 10 8 -
Numeral & Letter 12 12 12 10 -
See Section 2E.29, MUTCD, Interchange Classification. The following table is Table 2E-2:
Minimum Letter and Numeral Sizes for Expressway Guide Signs According to Sign Type in the
MUTCD.
SECTION III-09 ______________________________________________ Permanent Signing
Page 110 Revised 8/21/13

Minimum Minimum
Type of Sign Size Type of Sign Size
(inches) (inches)
A. Pull Through Signs F. Distance Signs
Destination – Upper-Case
13.3 Word – Upper-Case Letters 8
Letters
Destination – Lower-Case
10 Word – Lower-Case Letters 6
Letters
Route Sign as Message Numeral 8
Cardinal Direction 10 G. General Services Signs
1- or 2-Digit Shield 36 x 36 Exit Number Word 8
3-Digit Shield 45 x 36 Exit Number Numeral and Letter 12
B. Supplemental Guide Signs Services 8
Exit Number Word 8 H. Rest Area and Scenic Area Signs
Exit Number Numeral and
12 Word 10
Letter
Place Name – Upper-Case
10.6 Distance Numeral 12
Letters
Place Name – Lower-Case
8 Distance Fraction 8
Letters
Action Message 8 Distance Word 10
C. Changeable Message Signs Action Message Word 10
Characters 10.6* I. Reference Location Signs
D. Interchange Sequence Signs Word 4
Word – Upper-Case Letters 10.6 Numeral 10
Word – Lower-Case Letters 8 J. Boundary and Orientation Signs
Numeral 10 Word – Upper-Case Letters 8
Fraction 8 Word – Lower-Case Letters 6
E. Next X Exits Sign K. Next Exit and Next Services Signs
Place Name – Upper-Case
10.6 Word and Numeral 8
Letters
Place Name – Lower-Case
8 L. Exit Only Signs
Letters
NEXT X EXITS 8 Word 12

*Changeable Message Signs may often require larger sizes than the minimum. A size of 18 in
should be used where traffic speeds are greater than 55 mph, in areas of persistent inclement
weather, or where complex driving tasks are involved.
SECTION III-09 ______________________________________________ Permanent Signing
Page 111 Revised 8/21/13

III-09.08.02 Freeways

The word messages in the legends of Freeway guide signs should be in letters at least 8 inches
high. Larger lettering is necessary for major guide signs. The following table is Table 2E-3:
Minimum Letter and Numeral Sizes for Freeway Guide Signs According to Interchange
Classification in the MUTCD.

Type of Interchange (See Appendix III-09 B1 & B2)

Type of Sign Major Overhead
Intermediate Minor
Category a Category b
A. Advance Guide, Exit Direction, and Overhead Guide Signs
Exit Plaque
Word 10 10 10 10 10
Numeral & Letter 15 15 15 15 15
Interstate Route Sign
Numeral 24/18 - - - 18
1- or 2-Digit Shield 48x48/36x36 - - - 36 x 36
3-Digit Shield 60x48/45x36 - - - 45 x 36
US or State Route Sign
Numeral 24/18 18 18 12 18
1- or 2-Digit Shield 48x48/36x36 36 x 36 36 x 36 24 x 24 36 x 36
3-Digit Shield 60x48/45x36 45 x 36 45 x 36 30 x 24 45 x 36
Cardinal Direction
First Letter 18 12 15 10 15
Rest of Word 15 12 12 8 12
Name of Destination
Upper-Case Letters 20 20 16 13.3 16
Lower-Case Letters 15 15 12 10 12
Distance Number 18 18/15 15 12 15
Distance Fraction 12 12/10 10 8 10
Distance Word 12 12/10 10 8 10
Action Message Word 12 12/10 10 8 10
B. Gore Signs
Word 12 12 12 8 -
Numeral & Letter 15 15 15 10 -
Note: (/) Slant bar signifies seperation of desirable and minimum sizes.

See Section 2E.29, MUTCD, Interchange Classification. The following table is Table 2E-2:
Minimum Letter and Numeral Sizes for Freeway Guide Signs According to Sign Type in the
MUTCD.
SECTION III-09 ______________________________________________ Permanent Signing
Page 112 Revised 8/21/13

Minimum Minimum
Type of Sign Size Type of Sign Size
(inches) (inches)
A. Pull Through Signs G. General Services Signs
Destination – Upper-Case Letters 16 Exit Number Word 10
Destination – Lower-Case Letters 12 Exit Number Numeral and Letter 15
Route Sign as Message Services 10
Cardinal Direction 12 H. Rest Area and Scenic Area Signs
1- or 2-Digit Shield 36 x 36 Word 12
3-Digit Shield 45 x 36 Distance Numeral 15
B. Supplemental Guide Signs Distance Fraction 10
Exit Number Word 10 Distance Word 12
Exit Number Numeral and Letter 15 Action Message Word 12
Place Name – Upper-Case Letters 13.3 I. Reference Location Signs
Place Name – Lower-Case
10 Word 4
Letters
Action Message 10 Numeral 10
C. Changeable Message Signs J. Boundary and Orientation Signs
Characters 10.6* Word – Upper-Case Letters 8
D. Interchange Sequence Signs Word – Lower-Case Letters 6
Word – Upper-Case Letters 13.3 K. Next Exit and Next Services Signs
Word – Lower-Case Letters 10 Word and Numeral 8
Numeral 13.3 L. Exit Only Signs
Fraction 10 Word 12
E. Next X Exits Sign M. Diagrammatic Signs
Place Name – Upper-Case Letters 13.3 Lane Widths 5
Place Name – Lower-Case
10 Lane Line Segments 1x6
Letters
NEXT X EXITS 10 Gap Between Lane Lines 6
Stem Height (up to upper point of
F. Distance Signs 30
departure)
Word – Upper-Case Letters 8 Arrowhead (standard “up” arrow) 8
Space Between Arrowhead &
Word – Lower-Case Letters 6 12
Route Shield
Numeral 8
*Changeable Message Signs may often require larger sizes than the minimum. A size of 18 in
should be used where traffic speeds are greater than 55 mph, in areas of persistent inclement
weather, or where complex driving tasks are involved.
SECTION III-09 ______________________________________________ Permanent Signing
Page 113 Revised 8/21/13

III-09.08.03 Interline and Edge Spacing

Interline spacing of upper-case letters should be approximately 3/4 the average of the upper-case
letter heights in the adjacent lines of letters.

The spacing to the top and bottom borders should be approximately equal to the average of the
letter height of the adjacent line of letters. The lateral spacing to the vertical border should be
essentially the same as the height of the largest letter.

III-09.08.04 Arrows

On all exit direction signs, both overhead and ground-mounted, arrows should be upward
slanting and located on side of the sign where the exit leaves the mainline.

Downward pointing arrows are lane assignment arrows and should only be used on overhead
guide signs to prescribe the use for specific lanes for traffic bound for a destination or route that
can be reached only by being in the lane(s) so designated.

Examples of arrows for use on guide signs are shown on Standard Drawing D-754-9.

III-09.08.05 Gore Sign Location

The placement of gore signs should be as shown on Standard Drawing D-754-1.

III-09.09 Sign Support Design

Sign supports are designed using the requirements of the Standard Specifications for Structural
Supports for Highway Signs, Luminaires, and Traffic Signals.

The type of post used on conventional roads and expressways should be perforated tube, unless
the sign configuration does not allow the use of this type. If the design requirements cannot be
met using perforated tube posts, the sign supports should be standard pipe or W-shape posts.
On Interstate highways, sign supports should be standard pipe or W-shape. Single post signs
should use standard pipe with concrete foundations. Gore signs should use standard pipe with
concrete foundations. All other signs should use two or more W-shape posts on piling.

Conventional highways should have sign supports designed using the sections shown on
Standard Drawing D-754-23.

For information to calculate sign supports, see Appendix III-09 D or on the web at
[Link] under Sign Caluclator.

III-09.10 Sign Retroreflective Requirements

The retroreflective material used in the fabrication of sign faces should be either Type IV or
Type XI sheeting.

Type IV reflective sheeting should be used on all signs except the following:

 Type XI sheeting should be used on all regulatory and warning sings (including school
signs).
APPENDIX III-09A ___________________________________________ Permanent Signing
Page 114 8/21/2013

Figure 1 - Divided Highway - Traffic Control without turn lane. Roadway Separation less than
30'.

Figure 1A - Divided Highway - Traffic Control without turn lane, Single Approach. Roadway
Separation less than 30'.

Figure 2 - Divided Highway - Traffic Control with turn lanes. Roadway Separation less than 30'.

Figure 2A - Divided Highway - Traffic Control with turn lanes, Single Approach. Roadway
Separation less than 30'.

Figure 3 - Divided Highway - Traffic Control without turn lane. Roadway Separation 30' or
more.
Figure 3A - Divided Highway - Traffic Control without turn lane. Single Approach. Roadway
Separation 30' or more.

Figure 4 - Divided Highway - Traffic Control with turn lanes. Roadway Separation 30' or more.

Figure 4A - Divided Highway - Traffic Control with turn lane. Single Approach. Roadway
Separation 30' or more.

Sign Locations

Figures A and B - Typical Rural Intersection Signing

Figures C and D - Typical Rural Intersection Signing

Figures E and F - Typical Rural Intersection Signing

Figures G and H - Typical Ramp Terminal Signing

Figure I - State and County Route Intersection Signing

Figure K - State and County Route Signing At Complex Intersections

Figure L - State and County Route Signing At Two Way Stop Intersections

Figure M - State and County Route Signing at T-Type Intersections

Figure N - State and County Route or Twp Road Signing at Radial “T” Intersection

Figure O - Roadway Transitions - Divided Roadway to Two Way Two Lane

Figure P - Climbing Lane Signing and Marking

Figure R – Typical Speed Zone Signing

Figure S – Turning Route Marking

Figure T – Do Not Enter and Wrong Way Signs

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APPENDIX III-09B ___________________________________________ Permanent Signing
Page 138 1/3/2006

NORTH DAKOTA DEPARTMENT OF TRANSPORTATION

INTERCHANGE NUMBERING ON I-94

April 2001

Interchange
Interchange Name Reference Point Exit No. Classification

Beach 1.849 1 Intermediate

Boys Ranch 7.368 7 Intermediate

Sentinel Butte 10.478 10 Intermediate

Buffalo Gap 18.452 18 Minor

West River Road 23.001 23 Minor

West Medora 24.315 24 Intermediate

East Medora 27.243 27 Intermediate

Painted Canyon 32.963 32 Intermediate

Fryberg 36.861 36 Intermediate

Belfield 42.366 42 Major B

South Heart 51.476 51 Intermediate

West Dickinson 59.485 59 Major B

ND 22 61.476 61 Major B

East Dickinson 64.204 62 Major B

Gladstone 72.253 72 Intermediate

Taylor 78.901 78 Intermediate

ND 8 84.885 84 Major B
APPENDIX III-09B ___________________________________________ Permanent Signing
Page 139 1/3/2006

Interchange
Interchange Name Reference Point Exit No. Classification

Antelope 90.110 90 Minor

Hebron 97.188 97 Intermediate

Eagles Nest 102.914 102 Intermediate

Glen Ullin 108.354 108 Intermediate

ND 49 110.367 110 Intermediate

Geck Township 113.389 113 Minor

Dengate 117.197 117 Minor

Bluegrass 120.204 120 Minor

Almont 123.200 123 Intermediate

ND 31 127.662 127 Intermediate

Judson 134.115 134 Intermediate

Sweet Briar 140.148 140 Minor

ND 25 147.183 147 Major B

Northwest Mandan 152.329 152 Major B

Refinery Road 153.988 153 Intermediate

West Midway 155.026 155 Major B

East Midway 156.069 156 Major B

Ward Road 157.344 157 Major B

APPENDIX III-09B ___________________________________________ Permanent Signing
Page 140 1/3/2006

Interchange
Interchange Name Reference Point Exit No. Classification

U.S. 83 159.419 159 Major B

East Bismarck 161.439 161 Major B

Menoken 170.519 170 Intermediate

McKenzie 176.501 176 Intermediate

Sterling 182.488 182 Major B

Driscoll 190.110 190 Intermediate

Long Lake 195.090 195 Minor

ND 3 200.760 200 Major B

Robinson 205.071 205 Minor

ND 3 208.702 208 Major B

Tappen 214.126 214 Intermediate

Pettibone 217.145 217 Intermediate

Crystal Springs 221.733 221 Intermediate

Streeter 228.321 228 Intermediate

Medina 230.288 230 Intermediate

Halfway Lake 233.343 233 Minor

Cleveland 238.793 238 Intermediate

Windsor 242.672 242 Intermediate

Oswego 245.191 245 Minor

APPENDIX III-09B ___________________________________________ Permanent Signing
Page 141 1/3/2006

Interchange
Interchange Name Reference Point Exit No. Classification

Lippert Township 248.991 248 Minor

Eldridge 251.686 251 Intermediate

Woodbury Township 256.224 256 Intermediate

West Jamestown crossover 257.002 257 Intermediate

US 281 258.055 258 Intermediate

Southeast Jamestown 260.125 260 Intermediate

Bloom 262.361 262 Intermediate

Spiritwood 269.355 269 Intermediate

Urbana 272.369 272 Minor

Eckelson 276.385 276 Intermediate

Sandborn 281.640 281 Intermediate

Rogers 283.139 283 Intermediate

Oakes 288.636 288 Intermediate

West Valley City 290.803 290 Intermediate

Kathryn 292.072 292 Intermediate

East Valley City 294.283 294 Intermediate

Peak 296.741 296 Minor

Cuba 298.746 298 Minor

ND 32 302.712 302 Major B

APPENDIX III-09B ___________________________________________ Permanent Signing
Page 142 1/3/2006

Interchange
Interchange Name Reference Point Exit No. Classification

Tower City 307,679 307 Intermediate

Hill Township 310.456 310 Minor

ND 38 314.863 314 Major B

Ayr 317.846 317 Intermediate

Emden 320.837 320 Intermediate

Absaraka 322.827 322 Intermediate

Wheatland 324.821 324 Intermediate

Lynchburg 328.710 328 Minor

Casselton 331.226 331 Major B

Mapleton 338.737 338 Intermediate

Kindred 340.717 340 Intermediate

Raymond 342.721 342 Intermediate

West Fargo 343.803 343 Major B

Horace Road 346.442 346 Intermediate

45th Street 348.581 348 Intermediate

Jct. I-94 & I-29 349.584 349 Major A

25th Street 350.586 350 Intermediate

US 81 351.590 351 Major B

APPENDIX III-09C ___________________________________________ Permanent Signing
Page 143 1/3/2006

NORTH DAKOTA DEPARTMENT OF TRANSPORTATION

INTERCHANGE NUMBERING ON I-29

April 2001

Interchange
Exit No Interchange Name Reference Point Classification

1 State Line 0.013 Intermediate

2 Lamars 2.074 Minor

8 ND 11 8.073 Intermediate

15 Great Bend 15.079 Intermediate

23 ND 13 22.583 Intermediate

26 Dwight 26.030 Minor

31 Galchutt 31.038 Intermediate

37 Colfax 37.047 Intermediate

42 Walcott 42.117 Intermediate

44 Christine 44.126 Intermediate

48 ND 46 48.182 Intermediate

50 Hickson 50.186 Minor

54 St. Benedict 54.167 Intermediate

56 Horace 56.249 Intermediate

60 Durbin 60.252 Intermediate

62 32 nd Ave. S 62.249 Intermediate

63 Jct I-29 & I-94 63.267 Major A

APPENDIX III-09C ___________________________________________ Permanent Signing
Page 144 1/3/2006

Interchange
Exit No. Interchange Name Reference Point Classification

64 13th Ave S 64.252 Intermediate

65 US 10 65.252 Intermediate

66 12th Ave N 66.255 Intermediate

67 19th Ave N 67.258 Intermediate

69 North Fargo 69.374 Major B

73 Harwood 72.778 Intermediate

79 Argusville 78.542 Intermediate

86 Gardner 85.826 Intermediate

92 Grandin 92.142 Intermediate

100 Blanchard 100.391 Intermediate

111 ND 200 110.795 Intermediate

118 Buxton 117.987 Intermediate

123 Reynolds 123.001 Intermediate

130 ND 15 130.043 Major B

138 32nd Ave 138.146 Major B

140 6th Ave 140.195 Intermediate

141 US 2 141.196 Major B

145 North Grand Forks 144.711 Major B

152 Manvel 144.711 Intermediate

157 Johnstown 156.680 Minor

APPENDIX III-09C ___________________________________________ Permanent Signing
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Interchange
Exit No. Interchange Name Reference Point Classification

161 ND 54 160.927 Intermediate

164 Lake Ardoch 163.699 Minor

168 Minto 167.722 Intermediate

172 Pulaski 171.723 Intermediate

176 ND 17 175.792 Intermediate

180 Cashell 179.876 Minor

184 Herrick 184.038 Intermediate

187 ND 66 186.881 Intermediate

191 Pittsburg 190.955 Minor

193 Lincoln 192.960 Minor

196 Bowesmont 196.014 Intermediate

200 Carlisle 200.243 Minor

203 Jolliette 203.413 Intermediate

208 Bathgate/ Macarther 208.473 Intermediate

212 Neche 212.717 Minor

215 Pembina 215.237 Intermediate

APPENDIX III-09D ___________________________________________ Permanent Signing
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Sign Support Design

Standard Pipe, W Shape Supports, and Perforated Tube Material

The sign supports for ground mounted signs are designed as cantilever beams with uniform loads
on the signs. Single post supported signs include a torsional load applied at 0.15 times the sign
width offset from the center of the sign support.

Programs are written to calculate the support length and sizes for a particular sign. It also
determines the maximum support length for the support selected. Standard pipe posts are used
for single post signs and Gore Signs. Two or more post signs are designed using Standard Pipe
and W-Shape.

The Signs Calculator is a Microsoft 2000 database and can be found on North Dakota
Department of Transportation web site – Click on Manuals – Sign Calculator and follow
instructions.

The program will start with one post and continue until a support will fit the design
requirements.
If you start with perforated tube and the support configuration does not fit the design, it will
indicate the design load exceeds the allowable design requirements and you will have to use the
Round Pipe or W-Shape posts.

Design Requirements:

Formula: Lmax=(CRS x S x N)/Wp

Lmax=Maximum Lever Arm

S=Section Modulus of the support=Cubic inches
N=Number of supports
CRS is <= 1.0 Where CRS=fa/Fa+Fb/CAFb+(fv/Fv)2=PSI

CA=Coefficient for Amplification

fa=Calculated axial compressive stress=PSI
fb=Calculated bending stress=PSI
fv=Calculated torsional stress=PSI
Fy=Specified minimum yield stress=PSI
Fb=Allowable unit bending stress=PSI
Fv=Allowable unit shear stress=PSI

Wp=0.00256(1.3V)2CdChA

Wp=Wind load on signs=lbs.

V=Wind velocity: 85 MPH

Cd=Length to Width Ratio (L/W)

If L/W <1, then Cd=1.12
If L/W <2, then Cd=1.19
If L/W <5, then Cd=1.2
If L/W <10, then Cd=1.23
APPENDIX III-09D ___________________________________________ Permanent Signing
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Ch=Height Coefficent
Ch= 0.8 where the lever arm is<= 180 in.
Ch= 1.0 where the lever arm is > 180 in.
A= Area of the sign = Sq. ft.

Sectional Properties for Round Pipe, W-Shape, and Perforated Tube

Property Standard W Shape Perforated

Pipe Tube

Moment of Inertia (I) 3.14 R3 t ** 5.33 R3 t

Section Modulus (S) 3.14 R2 t ** 5.33 R2 t
Area of Section (A) 6.28 Rt ** 8.00 Rt
Shape Factor (Kp) 1.27 ** 1.12
Radius of Gyration (R) (1) ** 0.816 R
Thickness of Section (t)

(1) R is measured to the mid thickness of the wall

** See Steel Construction Manual

Expressions of Maximum Stress

Stress Standard W Shape Perforated

Pipe Tube

Maximum Bending Stress ( fb) fx2 +fy2 fx2 + fy2 fx2 + fy2
Maximum Shear Stress due
to Transverse Loads ( vb) 2.0 Vs/A 1.5Vs/A 2.25 Vs/A
Maximum Shear Stress
due to Torsion ( vt) Mz/6.28R2t MzK/8.0bf2 tf Mzk/8.0R2t

Where K=( t3 x L)/3

Q = Vy
t = Thickness
L = Length of section

Standard Pipe

Fy = 36,000 Fb = 0.66Fy Fv =0.33 Fy

Fy/E (r/t)<=0.063
Fy/E( r/t )3/2 <= 0.44
APPENDIX III-09D ___________________________________________ Permanent Signing
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No. Nominal R t Wt/Ft S A R/T Fy/E(R/t)

Dia. – in. in. in. lbs. in.3 in.2

1 3.5 1.887 0.266 9.11 2.394 2.680 8.349 0.010

2 4 2.132 0.237 10.79 3.215 3.174 8.996 0.011
3 5 2.653 0.258 14.62 5.449 4.300 10.283 0.013
4 6 3.173 0.280 18.97 8.495 5.581 11.331 0.014
5 8 4.174 0.277 24.70 14.69 7.265 15.069 0.019
6 10 5.236 0.279 31.20 23.42 9.178 18.875 0.023
7 12 6.210 0.330 43.77 38.98 12.88 18.818 0.023

W Shape

Fy = 36,000 Fb = 0.60 Fy Fv = 0.33 Fy

Compact Section
W/t < 2050/ Fy1/2 = 9.1679
D/t < 20200/ Fy1/2 = 90.33
D/t > 8120/ Fy1/2 = 36.3137

No. Nominal Area Web Flange Section W/t D/t

Size D t W t Modulus( x-x)
in. 2
in. in. in. in. in.3

1 W4x13 3.83 4.16 0.280 4.060 0.345 5.46 11.8 14.9

2 W5x16 4.68 5.01 0.240 5.000 0.360 8.51 13.9 20.9
3 W6x20 5.87 6.20 0.260 6.020 0.365 13.4 16.5 23.8
4 W8x24 7.08 7.93 0.245 6.495 0.400 20.9 16.2 32.4
5 W8x28 8.25 8.06 0.285 6.535 0.465 24.3 14.0 28.2
6 W8x31 9.13 8.00 0.285 7.995 0.435 27.5 18.4 28.1
7 W10x39 11.5 9.92 0.315 7.985 0.530 42.1 15.1 31.5
APPENDIX III-09D ___________________________________________ Permanent Signing
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Perforated Tubes

Fy = 55,000 Fb = 0.60 Fy Fv = 0.33 Fy

No. size t wt./ft. Section Area Radius n= t/R Kt Rt

Modulus
in. in. lbs. in.3 in.2 in.

1 2 0.105 2.416 0.372 0.590 0.9475 1.49 0.1108 1.187 1.571

2 2.25 0.105 2.773 0.499 0.695 1.0725 1.49 0.0979 1.200 1.242
3 2.50 0.105 3.141 0.643 0.803 1.1975 1.49 0.0877 1.225 0.980
4 2.5 0.135 4.006 0.783 1.010 1.1825 1.49 0.1142 1.180 0.781
5 2&
2.25 0.210 5.189 0.871 1.285 1.0200 1.49 0.2059 1.100 0.629
6 2.25 &
2.50 0.210 5.914 1.142 1.498 1.1450 1.49 0.1834 1.115 0.506
7 2.1875 &
2.5 0.270 7.438 1.373 1.851 1.1150 1.49 0.2422 1.080 0.402

Foundation Design

Maximum Overturn Moment = Wp x Lmax

where:
Wp = (CRS x S ) / Lmax
Wp = Wind Load on the Sign=lbs.
CRS=Combined Stress Ratio
S= Section Modulus= in.3
Lmax= Maximum Lever Arm

Formula: P/S1 = bD2 / ( 2.37 D + 2.64 H )

Where: P = Load on the sign

D = Embedment Depth of Foundation
b = Width of Foundation
S1 = Soil Pressure
H = Load Lever Arm
APPENDIX III-09D ___________________________________________ Permanent Signing
Page 150 1/3/2006

Standard Widths of Foundations

Standard Pipe W Shape

Post Dia. Foundation Dia. Post Size Foundation Dia.
in. ft. ft.

3.5 & 4 b= 1'-4" W4x13 b = 1'-9"

5&6 b = 1'-9" W5x16 b = 1’-9"

8 b = 2'-0" W6x20 b = 2'-0"

10 b = 2'-4" W8x24 b = 2'-4"

12 b = 2'-6" W8x28 b = 2'-4"

W8x31 b = 2'-6"

W10x39 b = 2'-6
SECTION III-10_______________________________________________________ Marking
Page 151

III-10.01 Pavement Marking

Markings on highways have important functions to provide guidance and information for road
users. Major marking types include pavement, and curb markings, object markings, delineators,
colored pavements, barricades, channelizing devices, and islands. They are used to supplement
signing and other devices and they are used alone where other devices can=t achieve the desired
result. Basically, it consists of Long Term and Short Term Markings consisting of Striping and
Messages.

III-10.01.1 Pavement Marking Material

Generally, Paint, Epoxies and Preformed Plastic are used for Long Term markings. The Plastic
may also be inlaid in Asphalt Pavements or Grooved in PCC Pavements. The type of Pavement
Marking to be used may be found in the table, Pavement Marking Material Selection, in
Appendix III-10 A.

III-10.01.2 Long Term Pavement Marking

Generally, this type marking is covered by Part III of the MANUAL OF UNIFORM TRAFFIC
CONTROL DEVICES (MUTCD). These requirements have been standardized in the
following Standards:

1. Interstate Mainline and Ramps D-762-2

2. Rural and Urban two and four lane roads and Interstate. D-762-4
3. Flared Intersections D-762-3
4. Narrow Bridges D-754-84
5. Railroad D-762-1
6. Pavement Messages D-762-1
7. School Message Part VI of MUTCD and D-762-1
8. Left Turn Lane, Stop Bar, and Crosswalk Lines Typical Detail
9. Bicycle Lane Markings Typical Details

These Standard can be found on [Link] under design division standards.

Note-The Typicals are located in Appendix III-10 B and Appendix IIIB10 C. The Standards are
in the Book of Standards.
SECTION III-10_______________________________________________________ Marking
Page 152

III-10.01.3 Short-Term Pavement Marking

Generally, this type pavement Marking is placed in construction zones for up to two (2) weeks.

All Short-Term Pavement Markings, including no-passing zones, should conform to

Chapter 3B, 7C, and 9C, Section 8b.16 of the MUTCD and as follows

 All short-term broken line pavement marking (lane line and center line ) of 2-lane 2-way
roadways should use the same cycle length as Long Term markings and be 10 foot in
length. The cycle length is 40 feet.

 For those short-term situations of 3 calendar days, or less, for 2 or 3 lane roadways, no-
passing zones may be identified by using signs rather than pavement markings.

 For Seal and Paving projects with ADT < 750 short-term pavement marking may be used.
In lieu of markings, “No Center Stripe” and “Do Not Pass” signs may be used as shown in D-
704-20 type H.

III-[Link] Paint or Tape Pavement Marking

Short-Term pavement marking paint and beads or pavement marking tape should be applied 4
inches wide and 10 feet in length with an unmarked gap of 30 feet for lane lines and center
lines of two lane two way roadways. When required, no-passing zones should be marked with
a 4 inch wide line long enough to cover the no-passing zone with paint or tape.

Short-term pavement marking should be applied to the roadway for the full length of the
surfacing or milled surface before sunset of the same day the work is accomplished.

III-[Link] Raised Pavement Markers

Raised Pavement Markers (RPMs) may be used without the use of any other pavement
markings. When RPMs are used to simulate lines, it is important they are visible day and
night. The following guidelines should be applied:

■ Lane and Center Lines of two lane, two way roadways- Four (4) RPMs should be used at
3.33 foot centers with a 30 foot gap.

■ Solid Lines- The RPMs should be placed on five (5) foot centers to simulate solid lines.

■ Double Solid Lines - The RPMs should be placed on five (5) foot centers.

There are three situations where RPMs do not provide adequate simulation of solid lines. When
these occur, especially on low speed urban highways, it is necessary to provide these lines with
paint or tape. When the existing surface is to be removed, the markings should be painted.
SECTION III-10_______________________________________________________ Marking
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Where the existing surface is to remain in place or is the finished surface, the markings should
be removable tape. The three situations are as follows:

■ Areas where the RPMs, even at 5 foot centers, become visually separated. This occurs
on low speed urban roadways with sharp curves and short transitions. This also occurs
where there are steep grades and dips.

■ Areas of high ambient lighting which may diminish the retro reflective capabilities of
the RPMs.

■ Areas where the traffic control will be in place over the winter.

III- [Link] Raised Pavement Marker Types

■ Type 1- These are acceptable for use on all roadways for short or long term projects.
They may be used to simulate solid or broken lines and should be installed and spaced
as shown on Standard Drawing DB762B6.

■ Type 2- These markers are acceptable for use where needed for less than 15 calendar
days and where the traffic is less than 3,000 ADT They may be used to simulate solid
or broken lines as shown on DB762B6.

■ Type 3- These are acceptable on chip and sand seal operations. They are designed to be
placed prior to beginning seal operations. They have a protective cover that is removed
after the application of the seal coat. Generally, these are used to spot the center line by
installing at 200 foot centers and marking the beginning and end of the no-passing
zones.

III - [Link] Seal Coat Projects

Pavement marking should consist of Pavement Marking Paint and Beads. Prior to beginning
operations, RPMs should be installed every 200 feet along the center line and at the beginning
and end of no-passing zones.

The pavement marking should be in place prior to sunset each day for the full length of
roadway that received the seal coat that day as follows:

■ Two-Lane Two-Way - The Yellow Broken Center Line should be 4 inches wide and 4
feet long followed by a 36 foot gap.

■ Multilane - The White Lane Lines should be 4 inches wide and 4 feet long followed by
a 36 foot gap.
■ For both types of roadways, the Solid Line Barrier Stripe and No-Passing zones
marking should be 4 inches wide for the length to cover the entire barrier line and no-
passing zone.
SECTION III-10_______________________________________________________ Marking
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III-[Link] Edge Lines

Pavement Markings are not required unless there is some circumstance that would suggest
they be used. If used they are limited to a duration of 60 days.

III-[Link] School Zone

Pavement markings are not required if regulations and warnings are conveyed by other devices
such as traffic signs, beacons, or signals. If it is determined that school zones can=t be
adequately protected with these other devices, pavement marking should be installed.
Pavement markings are limited to a duration of 60 calendar days except this limit should be no
more than 15 calendar days when the Permanent Markings are not installed by August 15.

III-[Link] Railroad Crossing

Pavement marking is not required, if warning signs and cross bucks are present, unless there
are special circumstances. The pavement markings are limited to 60 calendar days.

III-[Link] Stop Lines

Pavement markings are not required except in locations where it is determined to be important
to indicate the point, behind which, vehicles should stop in compliance with Stop Signs or
Traffic Signals. These markings are limited to 60 calendar days except this limit will be 15
calendar days if the permanent markings are not installed by September 15.

Markings for Stop Lines for actuated signals may be required because if the stop location is not
indicated, there may be erratic signal operation or traffic movements.

III-[Link] Crosswalks

Crosswalks should be marked at designated non-intersection crossings if such crossings are

legally permitted. Markings should be provided at intersections where it is determined that
there is substantial conflict between vehicle and pedestrian movements or where there is a
need to guide pedestrians in a proper path. Markings may be omitted at locations where the
above criteria do not suggest usage. These markings are limited to 60 calendar days.

III-[Link] Word and Symbol Markings and Channelization Lines

Pavement Markings for these features are not required if regulations, warnings, or guidance
are conveyed by other devices. If it is determined that these features are needed they should be
installed. The Markings for these features are limited to 60 calendar days.
SECTION III-10_______________________________________________________ Marking
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III-[Link] No-Passing Zone Markings on State Highway System

No-passing zone shall be marked by either the one direction no-passing zone pavements
markings or two-direction no-passing zone pavement markings described and shown in
figure III-10.3A and 3B.

When centerline markings are used, no-passing zone markings shall be used on two-way
roadways at lane reduction transitions (see figure III-10.3C) and on approaches to obstructions
that must be passed on the right (see figure III-10.3D).

Where centerline markings are used, no-passing zone markings shall be used on approaches
to highway-rail grade crossings in conformance with Standard Drawing 762-1.

On two-way, two- or three lane roadways, where centerline markings are installed, no-passing
zones shall be established at vertical and horizontal curves and other locations where an
engineering study indicates that passing must be prohibited because of sight distance or other
special conditions.

On three-lane roadways where direction of travel in the center lane transitions from one
direction to the other, a no-passing buffer zone shall be provided in the center lane as shown in
figure III- 10.3E. A lane transition shall be provided at each end of the buffer zone.

The buffer zone shall be a median island that is at least 50 feet in length.

The minimum lane transition taper length shall be 100 feet in urban areas and 200 feet in rural
areas.

On roadways with centerline markings, no-passing zones markings shall be used for
horizontal or vertical curves where passing sight distance is less than the minimum necessary
for reasonably safe passing at the 85th-percentile or the posed or statutory speed limit as
shown in table III-10.3F. The passing sight distance on a vertical curve is the distance at
which and object 3.5 feet above the pavement surface can be seen from a point 3.5 feet above
the pavement (see figure III-10.3G). Similarly, the passing sight distance on a horizontal
curve is the distance measured along the centerline (or right-hand lane of a three-lane
roadway) between two points 3.5 feet above the above the pavement on a tangent to the
embankment or other obstruction that cuts off the view on inside of the curve (see figure III-
10.3G).
SECTION III-10_______________________________________________________ Marking
Page 156

Where a segment of highway, with less than 400 feet of adequate sight distance, exists
between two no-passing zones, the striping should be continuous from one on-passing zone to
the other.

Table III-10.3E
85th- Minimum
Percentile or Passing Sight
Posted or Distance
Statutory
Speed limit
(mph) (feet)
25 450
30 500
35 55
40 600
45 700
50 800
55 900
60 1,000
65 1,100
70 1,200
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III-10.02 Delineators

Delineators should be installed along the Interstate, divided highway expressways, interchanges,
rest areas, median crossovers, and consideration should also be given to approaches where local
roads or county roads intersect a major roadway.

The request to delineate an approach should come from law enforcement and/or Local
Government. Residential drives and field drives will not be considered for delineation.

The following conditions should be considered when determining if an approach should be

delineated. If any one of the conditions are true, it may warrant delineator installation.

1) Crash history with a countermeasure being the installation of delineators.

2) Decision sight distance for avoidance maneuver.

A. 65 mph, 1050 feet

B. 60 mph, 990 feet
C. 55 mph, 865 feet
D. 50 mph, 750 feet
E. 45 mph, 675 feet
F. 40 mph, 600 feet

Where the decision sign distance is less than the distances shown, the approach in
question should be moved or the addition of a warning sign shall be installed for the
intersection along the state highway. Suggested signs to be used may include W2-1
or W2-2, dependent on the type of intersection.

3) Engineering judgement.
APPENDIX III-10A____________________________Pavement Marking Material Selection
Page 164

Introduction

Pavement markings have different life expectancies and costs. Low cost pavement
markings, such as paint, do not last, and must be replaced frequently. Pavement marking
locations and traffic volumes are also determining factors that contribute to the life
expectancy of the pavement marking.

The goal is to provide an appropriate pavement marking for all highways, 365 days per year.

Purpose and Definition

The purpose is to establish a statewide approach for pavement marking installation and
material life.

An acceptable pavement marking is one that conforms in all respects to the principles and
standards set forth in the Manual on Uniform Traffic Control Devices (MUTCD). During snow
and ice operations pavement markings should provide delineation after bare pavement is
attained.

Guidelines

Every effort shall be made to select pavement marking materials that are compatible with the
anticipated life of the surfacing section, before the next surface treatment is performed, or are
compatible with the expected life of the existing pavement marking materials on adjacent
roadway sections. Pavement markings on projects shall be extended, as necessary, so
transitions in material types are logical. For example, a short segment with short life material
should not separate two road segments with longer life markings. Pavement marking portions
of projects should also be extended so termination points of long life materials segments are
logical. Examples include exit and entrance ramps within projects and extension of long life
materials to major intersections or other logical termini. The termini for longer life
markings should be determined on a project prior to Project PS&E, between the
District, Designer, and Design Traffic Safety Engineer.

All pavement marking materials shall be installed according to the manufacturer's

specifications. This may include removal of existing pavement markings and other surface
treatments as recommended by the manufacturer.

Four tables are provided for guidance of pavement marking material selection based on
rural or urban location, type of roadway, and anticipated surface life. If the use of a longer
lasting pavement marking material, than what is shown, can be justified, then it would be
acceptable to install this material.

The type of pavement markings should be determined as follows.

APPENDIX III-10A____________________________Pavement Marking Material Selection
Page 165

The designer should determine if the location is rural or urban, type of roadway and
what the anticipated life of the surface pavement will be before the next surface
treatment is performed.

The pavement marking material selected should have an anticipated life expectancy that
is the same or less than the anticipated life expectancy before the next surface treatment
is performed. The Traffic Safety Section would be able to assist in this selection.

Example: The expected life of the new pavement surface on a rural two lane
two way highway is 20 years, but the pavement is to be seal coated in 1 to 4
years, therefore the anticipated life of new pavement is 1 to 4 years before the
next surface treatment. This section of highway has a present ADT of <1500.
Therefore, the pavement marking centerline should be paint and the edgelines
should be paint.

Example: The expected life of a new pavement surface on a rural two lane two
way highway is 20 years and the pavement will be seal coated in 2 to 4 years
and the ADT is 1500 to 4000, therefore the pavement marking centerline should
be epoxy and the edgelines should be paint.

Example: An asphalt surface having an expected life of 20 years on a rural two

lane two way highway and the ADT is 1500 to 4000 is to be seal coated. It is
determined that the seal coat has an anticipated life of 8 years. The centerline
should be grooved epoxy and the edge line should be epoxy. The centerline
could be placed and then have tape with masking placed just before the seal
coat is placed. The masking shall be removed when the seal is completed.
Edgelines should be marked using epoxy after the seal is placed.

Example: The expected life of a new concrete surface on a rural two lane
roadway is 40 years and the pavement will be rehabilitated in 15 years, and the
present ADT is over 4000, therefore the pavement markings that will meet these
requirements is grooved epoxy for both centerline and the edgelines.

Pavement Marking Life Expectancy

Materials ADT
<1,500 1,500 - 4000 >4000
Paint 1 yr. 1 yr. <1 yr.
Epoxy > 5 yr. 4-5 yr. 3-4 yr.
Grooved Epoxy > 5 yr. > 5 yr. > 5 yr.
Tape > 5 yr. > 5 yr. > 5 yr.
Grooved Tape > 8 yr. > 8 yr. > 8 yr.
APPENDIX III-10A____________________________Pavement Marking Material Selection
Page 166
Rural
Pavement Marking Goals
Two Lane Two Way Highways

Anticipated Surface Life1 (years) ADT

< 1,500 1,500 - 4,000 > 4,000
Edgeline Centerline Edgeline Centerline Edgeline Centerline
0-2 Paint Paint Paint Paint Paint Paint
2-4 Paint Paint Paint Epoxy Epoxy Epoxy
Asphalt Paint Paint Epoxy Epoxy Epoxy Epoxy
4-6
Concrete Paint Paint Epoxy Epoxy Epoxy Epoxy
Grooved
Paint Paint Epoxy Epoxy Epoxy
Asphalt Epoxy (A)
6+
Grooved
Paint Paint Epoxy Epoxy Epoxy
Concrete Epoxy (A)

(A) If grooved epoxy and rumble strips coincide, grooved epoxy should not be used and epoxy
should be applied. Shoulder widths of less than 4’, edgeline should have epoxy.
1
Anticipated life of the surface is based on the design life of the new pavement or the
anticipated time before the next surface treatment.

Rural
Pavement Marking Goals
Multilane Divided and Undivided Highways
< 1,500 1,500 - 4,000 > 4,000
Edgeline Centerline Edgeline Centerline Edgeline Centerline
0-2 Paint Paint Paint Paint Paint Paint
2-4 Paint Paint Paint Epoxy Epoxy Epoxy
Grooved Grooved
Asphalt Epoxy Epoxy Epoxy Epoxy
Epoxy (A) Epoxy (A)
4-6
Grooved Grooved
Concrete Epoxy Epoxy Epoxy Epoxy
Epoxy (A) Epoxy (A)
Grooved Grooved Grooved
Asphalt Epoxy Epoxy Epoxy
Epoxy (A) Epoxy (A) Epoxy (A)
6+
Grooved Grooved Grooved
Concrete Epoxy Epoxy Epoxy
Epoxy (A) Epoxy (A) Epoxy (A)

(A) If grooved epoxy and rumble strips coincide, grooved epoxy should not be used and epoxy
should be applied. Shoulder widths of less than 4’, edgeline should have epoxy.
1
Anticipated life of the surface is based on the design life of the new pavement or the
anticipated time before the next surface treatment.
APPENDIX III-10A____________________________Pavement Marking Material Selection
Page 167
Urban
Pavement Marking Goals
Two Lane Two Way Highways

Anticipated Surface Life1 (years) ADT

< 1,500 1,500 - 4,000 > 4,000
Edgeline Centerline Edgeline Centerline Edgeline Centerline
0-2 Paint Paint Paint Paint Paint Paint
2-4 Paint Paint Paint Epoxy Epoxy Epoxy
Grooved Grooved Grooved
Paint Paint Epoxy
4-6 Asphalt Epoxy Epoxy Epoxy
Grooved Grooved Grooved
Paint Paint Epoxy
Concrete Epoxy Epoxy Epoxy
Grooved Grooved Grooved
Paint Paint Epoxy
Asphalt Tape Tape Tape
6+
Grooved Grooved Grooved
Paint Paint Epoxy
Concrete Tape Tape Tape

1
Anticipated life of the surface is based on the design life of the new pavement or the
anticipated time before the next surface treatment.

Urban
Pavement Marking Goals
Multilane Divided and Undivided Highways

Anticipated Surface Life1 (years) ADT

< 1,500 1,500 - 4,000 > 4,000
Edgeline Centerline Edgeline Centerline Edgeline Centerline
0-2 Paint Paint Paint Paint Paint Paint
2-4 Paint Paint Paint Epoxy Epoxy Epoxy
Grooved Grooved Grooved
Epoxy Epoxy Epoxy
Asphalt Epoxy Epoxy Epoxy
4-6
Grooved Grooved Grooved
Concrete Epoxy Epoxy Epoxy
Epoxy Epoxy Epoxy
Grooved Grooved Grooved
Epoxy Epoxy Epoxy
Asphalt Tape Tape Tape
6+
Grooved Grooved Grooved
Concrete Epoxy Epoxy Epoxy
Tape Tape Tape

1
Anticipated life of the surface is based on the design life of the new pavement or the
anticipated time before the next surface treatment.
APPENDIX III-10B __________________________________________Permanent Marking
Page 168 8/23/2013
APPENDIX III-10C _____________________________________Bicycle Pavement Marking
Page 169
SECTION III-11 _______________________________________________________ Lighting
Page 170 Revised 1/26/2016

III-11.01 Warrants for Highway Lighting

Warrants for highway lighting should follow the NDDOT Lighting Warrant Policy found on the
Manuals and Publications webpage at:
[Link]

III-11.02 Plans and Specifications

The plans and specifications for all lighting facilities to be installed on or adjacent to state
highways, including service roads, constructed under an agreement between the state and a local
government agency, are subject to approval by NDDOT.

III-11.02.01 Design Requirements

All new lighting installations shall utilize LED lighting.

Due to the use of dark aggregates in hot bituminous pavement and staining of concrete roadways,
the value for road surface classification as shown in AASHTO’s Roadway Lighting Design
Guide, 2005, should be R3 for both types of roadway surfaces.

The total Light Loss Factor (LLF) is based on luminaire dirt depreciation, lamp lumen
depreciation and equipment factor. For conventional or decorative lighting where location is
close to the roadway, the LLF value should be 0.69. For high mast lighting, the LLF value
should be 0.81.

The specific lighting and traffic signal foundation size shall be shown in the plans for each
foundation installed with the project. Refer to the table on the following page for the specific
foundation diameter and depth requirements for various lighting and traffic signals.
 SECTION III-11 _______________________________________________________ Lighting
Page 171 Revised 1/26/2016

LIGHTING & TRAFFIC SIGNAL FOUNDATION LIGHTING & TRAFFIC SIGNAL FOUNDATION
TABLE TABLE
(USE FOR SINGLE MAST ARMS ONLY) (USE FOR SINGLE MAST ARMS ONLY)
Footing Footing Footing Footing
Depth, "D" Depth, "D" Depth, "D" Depth, "D"
Description Description
24" & 30" Ø 36" & 42" Ø 24" & 30" Ø 36" & 42" Ø
(ft) (ft) (ft) (ft)
Light Standard Combination 40' Mounting Height
30'-35' Mounting Height 6 5 0'-25' Signal Mast Arm 12,12 12,12
36'-44' Mounting Height 6 5 26'-30' Signal Mast Arm 13,13 13,13
45'-50' Mounting Height 8 7 31'-35' Signal Mast Arm 13,13 13,13
Type I, II, V, VI, VII Signal Standard 36'-39' Signal Mast Arm 14,14 14,14
4 3 40'-45' Signal Mast Arm 16,16 15,15
Type IV Signal Standard 46'-50' Signal Mast Arm 17,16 16,16
0'-25' Signal Mast Arm 11,11 11,11 51'-55' Signal Mast Arm 18,17 16,16
26'-30' Signal Mast Arm 12,12 12,12 56'-60' Signal Mast Arm 19,18 17,17
31'-35' Signal Mast Arm 12,12 12,12 Combination 50' Mounting Height
36'-39' Signal Mast Arm 13,13 13,13 0'-25' Signal Mast Arm 12,12 12,12
40'-45' Signal Mast Arm 16,15 15,15 26'-30' Signal Mast Arm 13,13 13,13
46'-50' Signal Mast Arm 16,16 15,15 31'-35' Signal Mast Arm 14,13 13,13
51'-55' Signal Mast Arm 17,16 16,16 36'-39' Signal Mast Arm 15,14 14,14
56'-60' Signal Mast Arm 18,17 17,17 40'-45' Signal Mast Arm 17,16 16,16
Combination 30' Mounting Height 46'-50' Signal Mast Arm 17,16 16,16
0'-25' Signal Mast Arm 11,11 11,11 51'-55' Signal Mast Arm 18,17 17,17
26'-30' Signal Mast Arm 12,12 12,12 56'-60' Signal Mast Arm 19,18 18,17
31'-35' Signal Mast Arm 13,13 13,13
36'-39' Signal Mast Arm 14,14 14,14
40'-45' Signal Mast Arm 16,16 15,15
46'-50' Signal Mast Arm 17,16 16,16
51'-55' Signal Mast Arm 17,17 16,16
56'-60' Signal Mast Arm 18,18 17,17
SECTION III-11 _______________________________________________________ Lighting
Page 172 Revised 1/26/2016

III-11.02.01 Breakaway Light Standards

Breakaway light standards do not apply to High Mast Lighting.

Breakaway light standards, designed to minimize damage or injury when struck by an errant
vehicle, should be specified under the following conditions:

 All lighting facilities to be used on interstate highways, including crossroad lighting,

unless the light standards will be located behind adequate guardrail or bridge rail.

 All light standards to be installed within the clear zone, as shown is Tables 1 and 2 of
Appendix 3-14B where the speed limit exceeds 25 mph except:

• When the light standard is located near a pedestrian facility where light standards
may fall on the pedestrian facility when impacted. However, an engineering
study of the roadside conditions may warrant the installation of breakaway
standards.

III-11.03 Reference Material and Computer Programs

 AASHTO’s Roadway Lighting Design Guide, 2005

 National Electric Code

 American Electric Handbook

 Illuminating Engineers Society (IES) publication RP-8-00, Roadway Lighting

 Visual Professional Edition Version 2.05.0000 Program for Conventional Lighting

 Visual Professional Edition Version 2.05.0000 Program for High Mast Lighting and Sign
Lighting

III-11.04 Standard Drawings

There are design features that are used frequently and these have been embodied in the
770 Standard Drawings, which are available on the web at:
[Link]
SECTION III-12 __________________________________________ Traffic Control Signals
Page 173 Revised 5/6/2015

Traffic control signals are valuable devices for the control of motor vehicle and pedestrian
traffic. Because they assign the right of way to the various traffic movements, traffic signals
exert a profound influence on traffic flow.

Traffic control signals, when properly located and operated, usually have one or more of the
following advantages:

1. They can provide for the orderly movement of traffic.

2. Where proper physical layouts and control measures are used, they can increase the
traffic handling capacity of the intersection.
3. They can reduce the frequency of certain types of crashes, especially the right-angle type.
4. Under favorable conditions, they can be coordinated to provide for continuous or nearly
continuous movement of traffic, at a definite speed, along a given route.
5. They can be used to interrupt heavy traffic at intervals to permit other traffic, vehicular or
pedestrian, to cross.

Even though warranted, if not properly placed, operated, or maintained, the following can
result:

• Excessive delay may be caused.

• Disobedience of the signal indication is encouraged.
• The use of less adequate routes may be induced in an attempt to avoid the signal.
• Crash frequency (especially the rearBend type) can be significantly increased.

III-12.01 Engineering Study

Because there are disadvantages as well as advantages in the use of traffic signals, it is important
to conduct an engineering study of the traffic operations before placing a signal at a particular
location. Generally, this is conducted by the Programming Division and the recommendations
are contained in the Traffic Operations Report.

III-12.02 Warrants

A careful analysis of traffic operations and other factors at a large number of signalized and
unsignalized intersections, coupled with the judgment of experienced engineers, have provided a
series of warrants that define the minimum conditions under which signal installations may be
justified.

There are 9 warrants and they may be found in Part 4 Chapter C of the Manual on Uniform
Traffic Control Devices (MUTCD).
 SECTION III-12 __________________________________________ Traffic Control Signals
Page 174 Revised 5/6/2015

III-12.03 Design Requirements

If the design speed is 30 mph or less, the signal standard should be placed a minimum of 2’ from
the curb face to the signal standard base.

If the design speed is greater than 30 mph, the signal standard should be placed outside the clear
zone. If the signal standard is placed within the clear zone, it should be shielded from traffic.
Feed points and traffic signal controller cabinets should be placed outside the clear zone.

The specific lighting and traffic signal foundation size shall be shown in the plans for each
foundation installed with the project. Refer to the table below for the specific foundation
diameter and depth requirements for various lighting and traffic signals.
LIGHTING & TRAFFIC SIGNAL FOUNDATION LIGHTING & TRAFFIC SIGNAL FOUNDATION
TABLE TABLE
(USE FOR SINGLE MAST ARMS ONLY) (USE FOR SINGLE MAST ARMS ONLY)
Footing Footing Footing Footing
Depth, "D" Depth, "D" Depth, "D" Depth, "D"
Description Description
24" & 30" Ø 36" & 42" Ø 24" & 30" Ø 36" & 42" Ø
(ft) (ft) (ft) (ft)
Light Standard Combination 40' Mounting Height
30'-35' Mounting Height 6 5 0'-25' Signal Mast Arm 12,12 12,12
36'-44' Mounting Height 6 5 26'-30' Signal Mast Arm 13,13 13,13
45'-50' Mounting Height 8 7 31'-35' Signal Mast Arm 13,13 13,13
Type I, II, V, VI, VII Signal Standard 36'-39' Signal Mast Arm 14,14 14,14
4 3 40'-45' Signal Mast Arm 16,16 15,15
Type IV Signal Standard 46'-50' Signal Mast Arm 17,16 16,16
0'-25' Signal Mast Arm 11,11 11,11 51'-55' Signal Mast Arm 18,17 16,16
26'-30' Signal Mast Arm 12,12 12,12 56'-60' Signal Mast Arm 19,18 17,17
31'-35' Signal Mast Arm 12,12 12,12 Combination 50' Mounting Height
36'-39' Signal Mast Arm 13,13 13,13 0'-25' Signal Mast Arm 12,12 12,12
40'-45' Signal Mast Arm 16,15 15,15 26'-30' Signal Mast Arm 13,13 13,13
46'-50' Signal Mast Arm 16,16 15,15 31'-35' Signal Mast Arm 14,13 13,13
51'-55' Signal Mast Arm 17,16 16,16 36'-39' Signal Mast Arm 15,14 14,14
56'-60' Signal Mast Arm 18,17 17,17 40'-45' Signal Mast Arm 17,16 16,16
Combination 30' Mounting Height 46'-50' Signal Mast Arm 17,16 16,16
0'-25' Signal Mast Arm 11,11 11,11 51'-55' Signal Mast Arm 18,17 17,17
26'-30' Signal Mast Arm 12,12 12,12 56'-60' Signal Mast Arm 19,18 18,17
31'-35' Signal Mast Arm 13,13 13,13
36'-39' Signal Mast Arm 14,14 14,14
40'-45' Signal Mast Arm 16,16 15,15
46'-50' Signal Mast Arm 17,16 16,16
51'-55' Signal Mast Arm 17,17 16,16
56'-60' Signal Mast Arm 18,18 17,17
SECTION III-12 __________________________________________ Traffic Control Signals
Page 175 Revised 5/6/2015

III-12.04 Span Wire Signals and Flashing Beacons

The maximum span between support poles is shown in the table below for the number of heads
(up to 5 section head) that can be supported. The span calculations are based on ½” – 7 strand
steel cables with a 5% sag, Class II wood poles for supports, and soil anchors capable of resisting
12,000 lbs of tension at 30° and 24,500 lbs of tension at 15°.

Number of Traffic Signal Heads

1 2 3 4
200 FT 185 FT 165 FT 145 FT

Note: Reducing the sag to less than 5% will significantly increase the tension in the wires and
may cause failure.

If signing is required on the span wires, each sign would take the place of one head.

III-12.05 Resources and References

• The Traffic Signal Book

• Manual of Traffic Signal Design
• Traffic Control System Handbook
• The Highway Capacity Manual for Timing and Lane Assignments
• Manual on Uniform Traffic Control Devices
• Standard Specifications for Structural Supports for Highway Signs, Luminaires and
Traffic Signals

III-12.06 Standards and Standard Drawings

The Manual on Uniform Traffic Control Devices (MUTCD) Part 4 covers Highway Traffic
Signals. There are design features that are used frequently and these have been embodied in the
770 and 772 Standard Drawings which can be found on the web at:
[Link]
SECTION III-13 _____________________________________________________ Guardrail
Page 176 Revised 12/8/23

Standard Drawings D-764-5A to 17A and D-764-33 to 37 have been deleted and moved to the
Design Manual as Appendix III-13B. Standard Drawing D-764-2B has been renumbered to D-
764-4. Standard Drawing D-764-2C has been renumbered to D-764-6. Standard Drawing D-
764-2D has been renumbered to D-764-5. Standard Drawing D-764-2H has been renumbered
to D-764-7. Standard Drawing D-764-3 has been renumbered to D-764-9. Standard Drawing
D-764-3A has been renumbered to D-764-10. Standard Drawing D-764-5 has been renumbered
to D-764-11. Standard Drawing D-764-3B has been renumbered to D-764-13.

III-13.01 Introduction

These design procedures should be used after it has been determined that guardrail is warranted.
Standards D-764-1 through D-764-37 should be used to determine the length of need and
location of the guardrail and post spacing. The Standard Drawings can be found on the web at
[Link] These design procedures
should be used to determine the type of guardrail, the length of guardrail, and the position of the
guardrail. The AASHTO Roadside Design Guide has been used for guidance in preparing these
design procedures.

III-13.02 Design Speed

The design speed should be determined according to the roadway classification. Generally, there
are five classifications of roadway; 1) Rural/Urban Interstate; 2) Interregional System; 3) State
Corridor; 4) District Corridor, and 5) District Collector.

The design speed should be obtained from Section I-06.

III-13.03 Lateral Clearance

The lateral clearance from the roadway centerline to the edge of the obstacle should be
determined.

The distance from the finished shoulder to the roadway centerline should also be determined.
For new surfacing projects, this distance should be determined from the typical section for the
new surfacing.

III-13.04 Obstacle Type

There are several different types of obstacles. The type of obstacle will determine the type of
guardrail to be used. Some of the different types of obstacles are as follows.

III-13.04.01 Bridge Rail Ends

These are near the roadway and should be treated with W-beam guardrail. The bridge rail should
be an acceptable type of design and should have been crash tested in accordance with NCHRP
Report 350.

The following types of bridge rail are acceptable and should have an acceptable end treatment
for guardrail to bridge end connection:
SECTION III-13 _____________________________________________________ Guardrail
Page 177 Revised 12/8/23

A. Jersey Barriers: The Jersey barrier bridge rail should have the W-beam guardrail
attached to the bridge rail using the standard W-beam terminal connector and
transitioning to the standard W-beam guardrail, as shown on Standard Drawing D-764-3.
Further requirements of this design are discussed in Section III-13.05.01.A.

B. Double Box Beam Rail Retrofit: Bridges with sloped curb (Code E) bridge rail or
other deficient bridge railings, should be retrofitted with a double box beam bridge
railing, with thrie beam guardrail connection plates.

1. Bridge Rail Retrofit: The retrofit bridge rail should have a thrie beam terminal
connector plate for transition from the retrofit bridge rail to the thrie beam
connector. A 12'-6" thrie beam, with a thrie beam to W-beam transition section,
is installed between the thrie beam connector and the W-beam approach rail.
These sections should be double thickness. The thrie beam to W-beam transition
and connection details are shown in Standard Drawing D-764-3A.

III-13.04.02 Light Standards

These are usually made breakaway by providing a slip base or a frangible transformer base.
High mast poles are usually placed outside the clear zone of the particular highway and need no
safety treatment. Guardrail warrants would be determined by clearances between driving lane
and the pole locations. The offset distance requirement will be discussed later in this design
procedure.

III-13.04.03 Utility Poles

These are usually placed outside the clear zone of the particular highway. Guardrail for any
poles that are within the clear zone will be discussed later.

III-13.04.04 Bridge Piers

These may be placed within the clear zone and may need guardrail. The type of guardrail will
depend on the offset distance between the guardrail and the pier. The type of guardrail required
is discussed in Section III-13.05.02.

III-13.04.05 Sign Supports

Sign supports are made breakaway or are a yielding type, except overhead sign structures. The
overhead sign structures are treated like piers and will be discussed later.

III-13.04.06 Culverts

A single culvert (or end section) opening larger than 36" or multiple culvert (or end section)
openings larger than 30" within the clear zone are considered obstructions. These culverts
should be extended to the clear zone or guardrail should be installed. The type of guardrail will
depend on the offset distance between the guardrail and the top of the culvert opening.
SECTION III-13 _____________________________________________________ Guardrail
Page 178 Revised 12/8/23

III-13.04.07 Water

Water is considered an obstacle if it is 2 or more feet deep and within the clear zone. In most
cases, 3-cable guardrail is used to shield water areas.

III-13.04.08 Trees

Trees over 4 inches in diameter within the clear zone should have guardrail if they cannot be
removed. The type of guardrail will depend on the offset from the guardrail.

III-13.04.09 Rock or Rip Rap

Rock or rip rap within the clear zone should be removed or moved outside the clear zone. If
rocks or rip rap cannot be removed or moved, guardrail should be installed. The type of
guardrail will depend on available offset between the guardrail and the rock or rip rap. In some
instances where there is insufficient room to install guardrail because of a narrow roadway
width, it may be necessary to post the area for reduced travel speed.

III-13.04.10 Steep Slopes

Steep slopes are studied during the safety review to determine if guardrail or flattening the slopes
is cost effective. When guardrail is required, 3-cable guardrail is used unless there is another
obstruction on the foreslope that is within 11 feet of the guardrail in which case W-beam
guardrail is required.
SECTION III-13 _____________________________________________________ Guardrail
Page 179 Revised 12/8/23

III-13.05 Treatment of Obstacle

III-13.05.01 Bridge Rail Ends

The clear roadway distance is obtained from the bridge plans. The bridge plans will also show
the type of bridge rail that is in place. The two types of acceptable bridge rail have been
specified in Section III-12.04.01.

A. Jersey Barrier

1. This type of rail requires a transition as shown on Standard Drawing D-764-3. A

W-beam terminal connector is bolted directly to the jersey barrier for attachment
of the approach guardrail. At each bridge corner where guardrail is required, a 6
inch high curb with height transitions shall be installed. The minimum length of
the curb (including height transitions at each end) is 20 feet, and a maximum
length of 25 feet may be installed. At the end nearest the jersey barrier, the curb
shall transition to match the lower jersey barrier shape. At the end furthest from
the bridge, the curb shall taper from 6” to 0” over a distance of 3 feet. Details of
the required curb are shown on Standard D-764-3. On roadways where curb and
gutter will extend beyond the 20 foot approach curb, the transition curb height
shall taper down from 6” to 3” maximum. On roadways where additional curb is
required beyond the transition curb, the lower 3” curb height shall be provided for
a distance equal to the length of the guardrail embankment area as shown on
Standards D-764-9B through D-764-13. At the location where the 4:1 taper for
the embankment meets the face of curb, the curb height may then be transitioned
back up to a standard 6” curb height. The length of the height transition at this
location should be a minimum of 2 feet in length.

a. Where a bridge approach slab is placed, the Bridge Division will provide
the curb on the slab. If no approach slab is to be placed, the guardrail
designer will provide for the curb in the guardrail plans.

1. Where no additional curb is installed beyond the minimum

20 foot long transition curb, drainage shall be carried down the
foreslope from the curb end, and the foreslope shall have turf
reinforcement mat installed in accordance with Standard Drawing
D-708-4.

a. At locations where the existing foreslope

will not be disturbed, and adequate turf exists to prevent
erosion, consideration may be given to omitting the turf
reinforcement mat.
2. At some locations, inlets may be provided within the 20
foot long transition curb. Where necessary, these must be carefully
sized and located between the guardrail posts, which have a
maximum center to center spacing of 3’-1 ½” in the area where the
curb is installed. Drainage from inlets installed at these locations
SECTION III-13 _____________________________________________________ Guardrail
Page 180 Revised 12/8/23

shall be carried through underground drains to the bottom of the

foreslope.

3. If inlets are required beyond the 6” tall transition curb, they

must be of a type which has a curb box that is adjustable to allow
installation in the 3” curb required in these areas, or the curb may
be transitioned to a mountable type, and mountable inlets may be
installed.

4. When no approach slab is in place and curb and

gutter is in place, the curb and gutter should be removed, or if
possible, modified to conform to the requirements as shown on
Standard Drawing D-764-3. When drainage is provided by using
drop inlets, the inlets should be treated as discussed in 2 and 3
above.

B. Double Box Beam Bridge Rail Retrofit

Several types of existing bridge rail can be retrofitted with double box beam railing
which has been crash tested in accordance with NCHRP 350. The bridge designer
provides the plans for retrofit bridge railing. The approach rail for the retrofit bridge rail
should start with a thrie beam terminal connector attached to the attachment plate on the
retrofit bridge rail. A double thickness, 12'-6" section of thrie beam is attached to the
terminal connector using splice bolts. The post spacing on this section of thrie beam is
1'- 6 3/4"except the last space (between the 6th and 7th post) before the thrie to W-beam
transition section is 3'-1 1/2". The next section is a 6'-3" thrie beam to W-beam transition
section with a post spacing of 3'-1 1/2" and is also double thickness. For details, see
Standard Drawing D-764-3A, “Thrie Beam to W-Beam Transition and Connection to
Double Box Beam Retrofit.” The thrie beam to W-beam transition section is connected
to the thrie beam and W-beam with splice bolts.

1. Where a thrie beam to W-beam transition is used in conjunction with double box
beam bridge rail retrofit, as described above, any curb and gutter installed within
the guardrail area, from the end of the embankment taper to the beginning of the
bridge, shall be either curb and gutter having a maximum curb height of 3” or
mountable curb having a maximum curb height of 3” When curb and gutter is
installed, the width of the curb should be modified to 5” maximum, to avoid
conflict with the installation of guardrail posts. If mountable curb is installed, the
location of the curb, and the flow line will require adjustment to avoid conflict
with the installation of guardrail posts. The preferred option is generally the
standard Type I curb and gutter with a modified 3” curb height.

C. Bridge rails may have to be updated temporarily by placing retrofit bridge rail.

1. The guardrail transition for an installation of this type is as described above in B.

SECTION III-13 _____________________________________________________ Guardrail
Page 181 Revised 12/8/23

D. Bridge End Treatments with speeds under 30 mph.

1. The type of bridge rail will determine what is required.

a. At design speeds of less than 30 mph, where jersey barrier type bridge
rails exist or are to be used, a 20 foot long transition wall can be provided
which transitions from the 32” jersey barrier shape to a standard Type I
curb shape (6” curb height). This transition is typically provided as part of
a bridge approach slab. If no curb exists, the wall transitions to a height of
4" or less. This treatment is for use only at low speed locations such as
urban areas where site conditions such as pedestrian facilities adjacent to
the roadway, limit the available end protection options.

b. Double box beam bridge rail retrofit does not have an acceptable tapered
down transition for speeds of less than 30 mph. It is recommended that
guardrail be installed. The transition as described in B. above, and as
shown on Standard Drawing D-764-3A should be provided, with approach
guardrail length of need provided in accordance with Standard Drawing
D-764-5A.

2. Reduction in posted speed to 25 mph for the sole purpose of elimination of

guardrail at bridge ends, or other obstructions is generally not recommended. If
the prevailing speeds at the bridge are greater than 45 mph, there should be no
reduction of speed to eliminate guardrail or reduce guardrail length. Motorists
will tend to exceed what they perceive to be over-restrictive speed limits when
these speed reductions are not otherwise consistent with the general roadway
conditions.
SECTION III-13 _____________________________________________________ Guardrail
Page 182 Revised 12/8/23

III-13.05.02 Bridge Piers

Bridge piers that are within the clear zone require shielding. Shielding of median piers on
divided highways, where they lie within the clear zone of both roadways may be accomplished
by use of vertical concrete walls or jersey barriers with attenuation devices or crash cushions, or
by installation of guardrail. The type of guardrail which may be used will depend on lateral
clearance from the guardrail to the piers.

A. When piers are less than 1'-3" from the finished shoulder, a Jersey type barrier should be
placed directly against the pier and the Jersey barrier should run from outside of the pier
to outside of the pier, and be 42" in height. The Jersey barrier should then transition
down in 10' to the height of 32". A curb and gutter shall be installed on the approach end
of the Jersey barriers as shown on Standard Drawing D-764-3. The W-beam is bolted to
a W-beam terminal connector, which is bolted directly to the Jersey barrier as shown on
Standard Drawing D-764-3. On non-divided roadways, a height transition, and a curb
and gutter shall be placed in both directions. See Figures 1-3 in Appendix III-13 A.

B. When bridge piers are between 1'-3" and 3' from the finished shoulder, W-beam guardrail
should be used. The post spacing of the W-beam guardrail should be reduced to 3'-1 1/2"
from 25' in advance of the piers and past the pier area. The last section beyond the piers
should have 6'-3" post spacing and a breakaway cable treatment should be used in the last
6'-3" post spacing section. See Figure 13 in Appendix IIIB13 A.

C. When bridge piers are 3' to 11' from the guardrail, W-beam guardrail should be used with
6'-3" post spacing throughout. The last 6'-3" post spacing past the pier should have a
breakaway cable treatment. See Figure 13 in Appendix III-13 A.

D. When piers are over 11' from the finished shoulder, 3-cable guardrail should be used
because of reduced installation cost and reduced snow accumulations.
The 3-cable guardrail should be placed 9' from the driving lane on the median side of
divided roadways as long as 11' or more minimum clearance can be maintained between
the cable and the face of the pier. The 3-cable guardrail should be placed on a slope of
10:1 or flatter when placed in this position. The 10:1 or flatter slope should be carried 3'
behind the guardrail (measured from the cable). The area outside the 10:1 slope should
be graded to drain away from the piers. Some culvert extension or installation may be
needed.

E. Where there are median piers and both roadways are at nearly the same elevation, one of
the following treatments should be installed:

1. Where piers are set on top of a rectangular footing having a continuous, smooth
face, the top of which is at least 42" above the final finished surface after the
median is filled:
The median should be filled to provide a flat area wide enough to provide a
minimum of 5 feet of flat area (measured perpendicularly from the device toward
the roadway) adjacent to a Type B attenuation device when this type of end
protection is installed. Where a crash cushion will be used to shield the barrier
end, provide a minimum width of 5 feet of flat area adjacent to the median bridge
SECTION III-13 _____________________________________________________ Guardrail
Page 183 Revised 12/8/23

pier for the entire length of the median pier protection embankment. From this
point the fill should be placed at a 12:1 or flatter slope to the finished edge of the
shoulders.

Vertical faced transition walls shall be installed at each end of the pier footing,
having a height of 42” or higher at the face of the pier foundation, and tapering
down to a height of 32” above the finished surface, and a width of 24”. The top
of the transition wall shall taper at a rate of 10:1 or flatter slope. The traffic faces
of the transition wall shall have a taper rate consistent with, or flatter than, the
suggested flare rates for barrier design for rigid barrier systems, as given in Table
5.7 of the 2002 AASHTO Roadside Design Guide. The values in Table 5.7 are
given for design speeds from 30 mph to 70 mph. Where a design speed of 75 mph
applies, the taper rate for concrete transition walls shall be 23:1 or flatter. An
additional 2 feet of wall 32" high by 24” wide shall extend beyond the end of the
height transition, and the last 5 feet of the transition wall shall be 24” wide, to
accommodate the rearward movement of crash cushion side panels when
impacted. The barrier walls and transitions shall be reinforced.

The end of these types of transition walls may be shielded by either an attenuating
crash cushion meeting the crash test requirements of NCHRP Report 350 (TL3),
installed on a concrete pad, or a Type B attenuation device, as shown on Standard
Drawing D-704-1. The type B attenuation device when permanently installed
shall be placed on a concrete pad. Permanent installations of this type are
described with pay items “Barrel Attenuation Device Type B-(speed, mph).
Concrete pads for attenuating crash cushions shall be specified to be as
recommended by the crash cushion manufacturer.

See Figures 3-7 in Appendix III-13 A.

2. Where piers are set on footings below the ground, or where the pier footing is less
than 42” above the final finished surface:

The median should be filled to provide a flat area wide enough to provide a
minimum of 5 feet of flat area (measured perpendicularly from the device toward
the roadway) adjacent to a Type B attenuation device when this type of end
protection is installed. Where a crash cushion will be used to shield the barrier
end, provide a minimum width of 5 feet of flat area adjacent to the jersey barrier
for the entire length of the median pier protection embankment. From this point
the fill should be placed at a 12:1 or flatter slope to the finished edge of the
shoulders.

A 42" high Jersey barrier will be placed from end of pier to end of pier on both
sides of the piers. The 42" high Jersey barrier walls shall be tapered down to a
32” height, and the traffic faces shall be tapered at a rate consistent with, or flatter
than the suggested flare rates for barrier design for rigid barrier systems, as given
in Table 5.7 of the 2002 AASHTO Roadside Design Guide. The values in Table
5.7 are given for design speeds from 30 mph to 70 mph. Where a design speed of
75 mph applies, the taper rate for concrete barrier walls shall be 23:1 or flatter.
SECTION III-13 _____________________________________________________ Guardrail
Page 184 Revised 12/8/23

The length of the barrier transition will vary depending upon the width of the pier
foundation. The top width of the Jersey barrier face (at the pier) shall be tapered
to 1'-8" near the end of the transition. The barrier then transitions, over a distance
of 7’-6 ¾” to a 24” wide by 32” tall rectangular shape. Two additional feet of the
rectangular wall shape are required at the end of the transition. The barrier walls
and transitions shall be reinforced.

The end of these types of barrier walls may be shielded by either an attenuating
crash cushion meeting the crash test requirements of NCHRP Report 350 (TL3),
installed on a concrete pad, or a Type B attenuation device, as shown on Standard
Drawing D-704-1. The type B attenuation device when permanently installed
shall be placed on a concrete pad. Permanent installations of this type are
described with pay items “Barrel Attenuation Device Type B-(speed, mph).”
Concrete pads for attenuating crash cushions shall be specified to be as
recommended by the crash cushion manufacturer.

See Figures 8-12 Appendix III-13 A

III-13.05.03 Sign Supports

Sign supports usually are made of breakaway or yielding type material. In some cases, overhead
sign structures are utilized and their end towers and foundations may need guardrails or have
Jersey barrier and crash cushion placed when the end towers and foundations are within the clear
zone. The overhead sign structure end tower and foundation should be shielded by guardrail, or
have Jersey barriers and crash cushions installed, when warranted, using the same criteria as used
for bridge pier protection.

III-13.05.04 Culverts

The location of the culvert end openings will determine the type of guardrail. The same criteria
used for piers will determine the type of guardrail to be used. Single centerline culverts having
openings of greater than 36” in width, or multiple culverts having greater than 30” width
openings that are within the clear zone, will require either extension of the culvert, or the
installation of guardrail. Centerline culvert ends 15 to 36 inches in diameter can be within the
clear zone if they have a traversable end section. Culverts installed parallel to the roadway, such
as those through approaches, can be within the clear zone if they have a traversable end section.
The details for traversable end sections can be found on Standard Drawing D-714-1 on the
NDDOT web site.

III-13.05.05 Water

Water areas may be shielded by 3-cable type guardrail in most cases, provided that rip rap or
other obstructions are outside the 11-foot deflection distance. W-beam guardrail must be used
where obstructions lie within 3 to 11 feet of the railing.
SECTION III-13 _____________________________________________________ Guardrail
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III-13.05.06 Rock Outcroppings

The location of the obstacle will determine the type of guardrail to be used. The same criteria
used for guardrail at piers should be used.

III-13.05.07 Steep Slopes

Steep foreslopes warranting guardrail will normally require the use of 3-cable guardrail.
Foreslopes 3:1 or steeper require guardrail. A foreslope steeper than 2:1 will require shielding
with W-beam guardrail because errant vehicles could under-ride the cables of the 3-cable
guardrail system at or near the maximum deflection on slopes steeper than 2:1.

III-13.06 Guardrail Location

A. W-beam guardrail should be placed at bridge ends or barrier walls. The straight sections
should be aligned with the face of the barrier wall or the flat plate of the retrofit bridge
rail.

B. W-beam guardrail installed at locations other than bridge ends should be placed at the
finished shoulders with the front face of the guardrail aligned with the finished shoulder.
In no case should the slope in front of the W-beam guardrail be greater than a 10:1 slope.
Where piers are close to the roadway, and a barrier wall is to be installed, the alignment
should be as stated above for W-beam guardrail placed at bridge ends.
C. W-beam guardrail may be flared away from the roadway at the flare rate shown on the
standard drawings, dependent on the design speed. In all cases, a curved section will
transition the straight section to the flared section. A minimum length of 25 feet of
tangent railing shall be installed in advance of an obstruction, such as a pier, culvert, rock
outcrop, overhead sign structure, steep slope, etc., before the curved rail section and
flared rail are installed. See Standard Drawings D-764-13B through D-764-17A.

D. Some locations may have conditions that will not allow W-beam guardrail to be flared at
the standard taper rates. When conditions such as drainage, right of way, or possible
clear zone violation for opposing traffic lanes (such as at median installations on divided
highways) will not allow the W-beam guardrail to be flared at the taper rates given on the
standard drawings, the guardrail should be installed either straight along the shoulder,
parallel with the traveled lane, or wherever possible, should be flared at a rate flatter than
the standard taper rates. A 50:1 taper rate has been used at many locations by NDDOT to
accommodate unusual field conditions such as those discussed above.

E. Box beam guardrail should be placed at the finished shoulder with the front face of the
guardrail aligned with the finished shoulder break. In no case should the slope in front of
the box beam guardrail be greater than a 10:1 slope. The box beam guardrail shall have
an NCHRP Report 350 crash-tested end terminal installed, such as the Wyoming Box
Beam End Terminal (WYBET). Presently, box beam guardrail is rarely used on North
Dakota highways. It is not currently supported by the NDDOT standard drawings.
SECTION III-13 _____________________________________________________ Guardrail
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F. 3-cable guardrail should be placed 2' from the finished shoulder, but should be at least 2’
inside of the graded shoulder. Where the roadway slough is steeper than 10:1, fill should
be placed, at a 10:1 slope, from the finished shoulder to 3’ behind the 3-cable guardrail.
On divided highways where piers are protected with 3-cable guardrail, the 3-cable
guardrail should be placed 9' from the edge of the driving lane on the median side, but no
closer than 11' from the face of the pier. In most cases, fill will be required for placement
of the 3-cable guardrail at that point. The fill area between the finished shoulder and 3'
beyond the 3-cable guardrail location should be 10:1 or flatter. Drainage may have to be
modified for installation of the 3-cable guardrail at the 9' offset. 3-cable guardrail will
only be used in the median where the finished elevations of the two roadways differ to
the extent that median protection using either the vertical concrete wall or the jersey
barrier installation cannot be installed. The wide flat area required for the installation of
these systems, especially when attenuation devices are installed, will in some cases
prohibit their use when roadway elevations differ.

III-13.07 Length of Need

III-13.07.01 Bridge End Treatment

A. The W-beam guardrail should be carried 39’- 4 3/4" straight as shown on the layouts for
the various design speeds, on Standard Drawings D-764-5A through D-764-9A. The end
terminal should be one of those shown in Standard Drawings D-764-2B, D-764-2C, or D-
764-2H. The acceptable end terminal type or types will be specified in the plans
depending upon guardrail taper rate, or length of the installation. The criteria for
determining the proper end terminal options at a given location is discussed in section III-
13.11.

B. The bridge end connection will depend on the bridge rail. Jersey barrier bridge rails
should have the W-beam bolted to a W-beam terminal connector which is bolted directly
to the Jersey barrier as shown on Standard Drawing D-764-3.

C. When the bridge railing is a double box beam rail retrofit, the straight section should
begin on the bridge with the thrie beam terminal connector, which attaches to the retrofit
attachment plate. The thrie beam and thrie to W-beam transition should be installed as
shown on Standard Drawing D-764-3A. The straight section, from the beginning of the
thrie beam terminal connector to the curved section shall be at least 45'-7 ¾."

D. When drainage or other constraints won’t allow the W-beam guardrail to be flared at the
standard taper rates, with the required 10:1 sloped embankment slope, the W-beam
guardrail should be installed either at a flatter than standard taper rate, or straight, as was
discussed in III-13.06. The length of need should be determined by the traffic volume,
design speed, bridge clear roadway, and clear zone.

When guardrail is to be installed straight (non-flared), the length of need can be

determined from the following equation:
X = (LA -L2)/(LA/LR)
SECTION III-13 _____________________________________________________ Guardrail
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Where LA is the clear zone because at most bridge structures, steep slopes, water, or other
obstacles lie behind the bridge railing, so shielding to protect out to the clear zone is
necessary. L2 is the clearance between the edge of the travel way and the guardrail. LR is
the runout length.

Traffic Volumes (ADT)

Design Over 6000 vpd 2000-6000 vpd 800-2000 vpd Under 800 vpd
Speed Runout Length Runout Length Runout Length Runout Length
(mph) LR (ft) LR (ft) LR (ft) LR (ft)
75 520 485 430 395
70 475 445 395 360
65 450 425 370 345
60 425 400 345 330
55 360 345 315 280
50 330 300 260 245
45 260 245 215 200
40 230 200 180 165
30 165 165 150 130

Suggested Runout Lengths for Barrier Design

SECTION III-13 _____________________________________________________ Guardrail
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Design FORESLOPES BACKSLOPES
DESIGN
Speed Flatter Steeper Flatter
ADT 6:1 5:1 4:1 3:1 3:1 4:1 5:1 6:1
(mph) than 6:1 than 3:1 than 6:1
Under 750 7 - 10 7 - 10 7 - 10 7 - 10 ** 7 - 10 7 - 10 7 - 10 7 - 10 7 - 10 7 - 10
40 or 750 - 1500 10 12 12 14 ** 10 - 12 10 - 12 10 - 12 10 - 12 10 - 12 10 - 12
less 1500 - 6000 12 14 14 16 ** 12 - 14 12 - 14 12 - 14 12 - 14 12 - 14 12 - 14
OVER 6000 14 16 16 18 ** 14 - 16 14 - 16 14 - 16 14 - 16 14 - 16 14 - 16
Under 750 10 12 12 14 ** 8 - 10 8 - 10 8 - 10 8 - 10 10 12
750 - 1500 14 16 16 20 ** 10 12 12 14 14 16
45 - 50
1500 - 6000 16 18 20 26 ** 12 14 14 16 16 18
OVER 6000 20 22 24 28 ** 14 16 18 20 20 22
Under 750 12 14 14 18 ** 8 10 10 - 12 10 - 12 10 - 12 10 - 12
750 - 1500 16 18 20 24 ** 10 12 14 16 16 18
55
1500 - 6000 20 22 24 30 ** 14 16 16 18 20 22
OVER 6000 22 24 26 32 ** 16 18 20 22 22 24
Under 750 16 18 20 24 ** 10 12 12 14 14 16
750 - 1500 20 24 26 32 ** 12 14 16 18 20 22
60
1500 - 6000 26 30 32 40 ** 14 18 18 22 24 26
OVER 6000 30 32 36 44 ** 20 22 24 26 26 28
Under 750 18 20 20 26 ** 10 12 14 - 16 14 - 16 14 - 16 14 - 16
750 - 1500 24 26 28 36 ** 12 16 18 20 20 22
65 - 70
1500 - 6000 28 32 34 42 ** 16 20 22 24 26 28
OVER 6000 30 34 38 46 ** 22 24 26 30 28 30
Under 750 19 22 24 29 ** 12 14 14 17 17 19
750 - 1500 25 30 32 40 ** 15 17 20 22 25 27
75
1500 - 6000 32 36 39 49 ** 17 22 22 27 29 32
OVER 6000 37 39 44 54 ** 24 27 29 32 32 34

Clear Zone Table

For Guardrail Length of Need Determination

The length of need tables in the Standard Drawings for guardrail were developed based upon the
clear zone values given above, for 6:1 foreslope, in all cases. It was found that the weighted
average foreslope rate that an errant vehicle travels across a runout path consisting of a 4:1 slope
in advance of the guardrail embankment area, and the 10:1 foreslope of the embankment in
advance of the guardrail was very nearly 6:1. Therefore, for standardization, the 6:1 values were
used in developing the lengths of need for guardrail. Since a 10:1 foreslope is provided in
advance of flared guardrail, the use of the 6:1 clear zone values, for graphical analysis, when the
Standard Drawings are not used, or not applicable, should provide results comparable to the
lengths of need provided by the Standard Drawings.

III-13.07.02 Obstacles

The treatment of the various types of obstacles will depend on the lateral clearance.

A. Objects within 0 to 1'-3" from the roadway finished shoulder should have a barrier wall
installed with the W-beam guardrail as was discussed in III-13.05.02 A. The guardrail
length of need should be determined from Standard Drawings D-764-5A through D-764-
9A for bridge ends.

1. On divided highways, the 42" barrier wall should be installed only to the end of
the obstacle on the exiting end.

2. The W-beam should be attached to the 32" barrier wall at both ends on two-way
roadways and on the upstream, approach end on divided highways.
SECTION III-13 _____________________________________________________ Guardrail
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B. Obstacles 1'-3" to 3' from the roadway finished shoulder should have W-beam guardrail
installed with reduced post spacing. The post spacing for the railing in front of, and for
25 feet in advance of the obstruction, shall be 3’-1 ½ “.

1. On non-divided highways, the straight portion of the W-beam rail in the vicinity
of the obstacle shall be determined by taking the length of the obstacle, and
rounding this up to the nearest length which is divisible by 12’-6”. An additional
length of 25 feet is added to each end. This total straight portion is installed
symmetrical about the centerline of the obstacle. This is illustrated in the W-
beam guardrail dimension layout, on Standard Drawings D-764-13B through D-
764-17A.

2. On divided highways, the straight portion of the W-beam rail in the vicinity of the
obstacle shall be determined by taking the length of the obstacle, and rounding
this up to the nearest length which is divisible by 12’-6”. This portion of the
straight railing is installed symmetrical about the centerline of the obstacle, and
shall have 3’-1 ½” post spacing. An additional length of 25 feet of railing, having
3’-1 ½” post spacing is added to the upstream, approach end, before a curved rail
section and flared rail with end terminal is installed. At the downstream end, an
additional 12’-6” section with 6’-3” post spacing is installed, just beyond the
obstacle, with a breakaway cable terminal end in the last 6’-3”.

See Figure 13 in Appendix III-13 A.

C. Obstacles 3' to 11' from the roadway finished shoulder should have W-beam guardrail
installed.

1. The guardrail along the obstacle should have the length calculated as specified in
B 1 above, except all post spacings may be 6’-3” for obstacles 3’ or more behind
the face of the W-beam guardrail.

2. The guardrail for divided highways should be as specified in B 2 above, except all
post spacings may be 6’-3” for obstacles 3’ or more behind the face of the W-
beam guardrail.

D. Objects over 13' from the roadway finished shoulder should have 3-cable guardrail
installed.
1. 3-cable guardrail should be placed 2' from the finished shoulder, but not closer
than 2' to the graded shoulder. To ensure the 2' to the graded shoulder, the
distance from the 3-cable guardrail to the finished shoulder could be less than 2'.

E. On divided highways where median piers are protected with 3-cable guardrail, the 3-
cable guardrail should be placed 9' from the edge of the driving lane on the median side
but no closer than 11' from the face of the pier. In most cases, fill will be required for
placement of the 3-cable guardrail at that point. The fill area between the finished
shoulder and 3' beyond the 3-cable guardrail location should be 10:1 or flatter. Drainage
may have to be modified for installation of the 3-cable guardrail at the 9' location. 3-
cable guardrail will only be used in the median where the finished elevations of the
SECTION III-13 _____________________________________________________ Guardrail
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two roadways differ to the extent that median protection using either the vertical concrete
wall or the jersey barrier installations cannot be installed. The wide flat area required for
the installation of these systems, especially when attenuation devices are installed, will in
some cases prohibit their use when roadway elevations differ.

III-13.08 Guardrail Design

The design of the guardrail for a particular type of obstacle uses each of the above sections to
obtain the proper design. The following information should be obtained for each location.

A. The designer should determine the type of obstacle.

1. Bridge ends: Obtain bridge rail plans.

2. Piers and bridge layout: Obtain bridge layouts and pier plans.

3. Culverts: Obtain plan and profile sheets.

4. Steep slopes: Obtain plan and profile sheets.

5. Water: Obtain plan and profile sheets.

6. Other: Obtain plan and profile sheets.

B. The designer should obtain the design speed for the roadway. Guardrail design speeds
used by NDDOT are: 30 mph, 40 mph, 45 mph 50 mph, 55 mph, 60 mph, 65 mph, 70
mph and 75 mph.

C. Lateral clearance from the roadway centerline to the obstacle should be determined.
Obtain the cross sections of the roadway in the area that guardrail is warranted.

D. The traffic volumes should be obtained from the plan title page or from the
Planning/Asset Management Division.

III-13.09 Design Procedures

The following design procedures should be followed, dependent on the type of obstacle, using
the above information.

III-13.09.01 Bridge Ends

The designer should use W-beam guardrail at these locations and the length of need should be
obtained from Standard Drawings D-764-5A to D-764-9A, dependent on design speed.

A. The type of bridge end treatment should depend on whether the bridge has a jersey
barrier rail or a double box beam rail retrofit.
SECTION III-13 _____________________________________________________ Guardrail
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1. Jersey Barrier

a. The requirements for the transition railing, including curb requirements,

were discussed in III-13.05.01 A, and the transition is shown on Standard
Drawing D-764-3.

2. Double Box Beam Bridge Rail Retrofit

a. The requirements for the guardrail transition railing, including curb

requirements, if curb is needed, were discussed in III-13.05.01B, and the
transition is shown on Standard Drawing D-764-3A.

B. The length of need is taken from Standard Drawings D-764-5A to D-764-9A, dependent
on design speed.

1. Entering the table on the appropriate standard drawing with the bridge width and
traffic volume, read across the standard drawing to determine the various
guardrail dimensions for that bridge width and traffic volume.

2. The bridge on a two-way roadway should have the length of guardrail shown on
the approach side and opposite side. The guardrail should have the end terminals
as shown on Standard Drawings D-764-2B, D-764-2C or D-764-2 H. Dimensions
C or C1 give the length of the end terminal.

3. Where an approach falls within this length, the approach should be moved. The
district office should determine if the approach can be moved.
4. If the approach cannot be moved, the guardrail should be broken, with a minimum
of either 39'-4 ¾" (at bridges with Jersey barrier) or 45’-7 ¾” (at bridges with
double box beam rail retrofit) straight section and an end terminal, as shown on
Standard D-764-2B, D-764-2C or D-764-2H, installed in the vicinity of the radius
of the approach roadway as a minimum. If additional guardrail can be installed,
then extend the rail with additional straight W-beam rail sections, to place the end
terminal in the vicinity of the approach radius The guardrail length need should be
provided by placing a length of guardrail on the other side of the approach to the
required length, and an end treatment as shown on Standard D-764-2B, D-764-
2C, or D-764-2H shall be installed on both ends of the guardrail. The length of
need shall include the end treatments minus the first 12.5 feet from the end of the
terminal ends that may be hit by errant vehicles. The end treatment at the
approach should begin at a point approximately 5 feet from the vehicle turning
radius. The end treatment shall have the offsets as shown on the standard
drawings. For private drives or field drives, a general rule of thumb is that the
access opening between the guardrail ends should be approximately 60 feet.
Adjacent land use, skew angle of the approach, and turning movements should be
considered in determining the opening.

On low-volume, low-speed roadways a curved rail may be placed as shown on

Standard Drawing D-764-3B. The speeds on the main roadway shall be 55 mph
or less and the 750 ADT or less.
SECTION III-13 _____________________________________________________ Guardrail
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5. Where roadside constraints, such as drainage, do not allow for flaring the
guardrail at standard taper rates (10:1 for 30 mph to 45 mph, 11:1 for 50 mph,
12:1 for 55 mph, 14:1 for 60 mph, 15:1 for 65 mph and 70 mph, and 16:1 for 75
mph), the guardrail should be installed at a flatter taper rate. Any taper rate which
is flatter than that prescribed for a given design speed is acceptable. The standard
taper rates are maximum taper rates. This means that if right of way restrictions
limit the available guardrail offset, a flatter taper rate could be used to install the
rail. However, the length of the railing would likely require adjustment. This can
best be accomplished by graphical means. Refer to Section 5.6.4 of the 2002
AASHTO Roadside Design Guide. A 50:1 taper rate has been used by NDDOT
at many high speed locations, to allow for a reasonable length of guardrail to be
installed which satisfies length of need requirements. Alternately, straight
guardrail can be installed, which further increases the length of rail required. This
type of installation is not preferred, as increased nuisance hits are likely, and snow
buildup on the roadway may be increased.

If an approach is encountered in this length, it should be treated as stated above.

Wherever possible, approaches should be relocated rather than providing breaks
in the guardrail installation.

6. For length of guardrail needed for double box beam rail retrofit installations, the
straight approach length is revised from the 39.4’ shown in the length of need
tables, to 45.65’. This increases the total length given in the table, by 6.25 feet.

C. Flared guardrail (and most straight guardrail installations) will require fill material
provided to place the guardrail on, as shown on Standard Drawings D-764-9B through D-
764-13A. It should be noted that this fill area should be installed from the finished
shoulder to 3' behind the guardrail, and this area should be 10:1 or flatter. The foreslope
in advance of the end treatment should be equal to the foreslope it is matching. The
foreslope behind the guardrail, between the downstream end of the end terminal
(beginning of flared W-beam rail) and the beginning of the bridge may be steepened if
necessary to accommodate the fill.

D. Where guardrail is provided on divided highway bridges, the guardrail length is

determined as stated above. However, the distance from the approach roadway centerline
to the bridge rail face (lowest face of jersey barrier), times two, should be the clear
roadway width used for that side of the roadway. Use this and the traffic volumes. For
example, if an interstate highway bridge has two twelve foot lanes, an outside shoulder of
10 feet, and a passing lane (median side) shoulder of 4 feet, then the clear roadway width
to use for the outside driving lane is: (12 +10) * 2 = 44 feet. The clear roadway width to
use for the passing lane is: (12 + 4) * 2 = 32 feet. Both of these would be considered an
approach side, because traffic is using both lanes entering the bridge, and length of need
is taken for each side, from the appropriate clear roadway width lines in the length of
need table.
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III-13.09.02 Obstacles

The designer should use the guardrail type, dependent on guardrail offset from the roadway
driving lane, and the clear distance from the obstacle. The W-beam guardrail should be flared, if
possible. All obstacles should have a minimum of 25' of straight guardrail in advance of the
obstruction and 25' past, except on divided highways, the length past the obstacle can be reduced
to 12'-6" when a cable anchor is installed. 3-cable guardrail should not be placed on the inside of
curves with curvature of more than 4 degrees. Intermediate anchors should be installed as
specified on the standard drawings.

III-13.10 Design Procedures For Guardrail On The Outside of Horizontal Curves

The design of W-beam guardrail on the outside of horizontal curves depends upon the degree of
curvature of the roadway.

A. For all curves of 1 Degree 15 minutes (R= 4583.66’) or flatter, the layout of the W-beam
guardrail for the outside of the curve may be established in accordance with the Standard
Drawings for guardrail length of need. Adjustments to the longitudinal dimensions
(measured parallel to centerline of roadway) given by the standard drawings will be
required, to correct for the difference between the roadway curvature and the tangent
lengths given, to allow for proper layout in the field. The offset dimensions determined
from the standard drawings may be used, however the dimension “D” given for the offset
of the approach end of the W-beam guardrail end terminal should be adjusted, to allow
the end terminal to be installed tangent to the downstream flared (or straight) guardrail.
This may be done graphically by establishing the straight tapered portion of the rail
relative to the roadway using the offset dimension “B” given in the standards, and
extending a line coincident with the rail for a distance of 50 feet. The offset measured
from the end of this 50 foot extension, (which is coincident with the end of the end
terminal) to the centerline of the roadway is the appropriate offset dimension to use in
lieu of utilizing the “D” offset dimension given in the standard drawings. In this way, the
end terminal will remain tangent to the downstream guardrail.

B. Guardrail to be installed on the outside of curves sharper than 1 Degree 15 minutes (R <
4583.66’) will require a graphical design procedure to assure that length of need is
provided, and that the anticipated vehicle impact angle with the guardrail does not exceed
10 degrees.

This procedure is largely equivalent to the procedure discussed in the Roadside Design
Guide 2002, page 5-42. The fundamental difference between this procedure and the
Roadside Design Guide method, is that, for most horizontal curves, when using the
method described here, some limited flaring of the guardrail is achieved relative to the
roadway curvature. The use of a shallow flare for the guardrail results in a decrease in
guardrail length of need, as compared to a parallel guardrail installation. The advantages
of this type of installation include decreased snow accumulation and fewer nuisance hits.
The flaring provided by this method shall be limited to provide an anticipated vehicle
impact angle with the guardrail of no more than 10 degrees. Most often, an impact angle
ranging between 7 and 8 degrees has been used by NDDOT. This angle is determined
most easily by simple graphical means. A design example is illustrated below.
SECTION III-13 _____________________________________________________ Guardrail
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1. Design Example

See Figure 14 in Appendix III-13 A

In this example, a bridge is located within a 2 degree 10 minute horizontal curve

(R=2644.42’). The roadway inslopes are 6:1. Design speed is 70 miles per hour
and forecast ADT = 1000. The bridge has a clear roadway width of 40 feet.

First, the clear zone is determined. Since the horizontal curve is 2 degrees, 10
minutes, a clear zone correction factor of 1.3 (See Table 3.2, Roadside Design
Guide, 2002, or NDDOT Design Manual) is applied to the value obtained from
Table 3.1 of the Roadside Design Guide or from the Clear Zone table in the
NDDOT Design Guide. Clear zone for a tangent roadway with the above design
values, is given as 26 feet. With horizontal curve correction, the clear zone at this
location is: 1.3 X 26’ = 33.8 feet from the edge of the driving lane, or 45.8 feet
from the roadway centerline.

The method for determining the design runout path is as follows: First, a line is
drawn perpendicular from roadway centerline, at the beginning of the bridge,
toward the outside of the curve, for a distance of 33.8’+12’ = 45.8 ‘. A curve is
drawn or offset 12 feet from the centerline, to establish the edge of the driving
lane in advance of the bridge end. Next, from the end of the perpendicular line, at
the clear zone, a line is drawn upstream to meet the edge of the driving lane on a
tangent. This line is known as the Tangential Runout Path. The distance from the
point of tangency is measured, along the edge of the driving lane, to the beginning
of the bridge. This distance is then compared to the Suggested Runout Length,
given in Table 5.8, page 5-33 of the Roadside Design Guide, 2002, or NDDOT
Design Manual. If the measured distance is less than the Suggested Runout
Length, then the Tangential Runout Path shall be used to determine the guardrail
length of need. However, if the distance measured along the edge of the driving
lane, from the point of tangency to the beginning of the bridge is greater than the
Suggested Runout Length, then the Suggested Runout length shall be used to
determine the guardrail length of need. This is accomplished by drawing an arc
of a length equivalent to the Suggested Runout Length, from the beginning of the
bridge upstream along the edge of the driving lane. From the end of this arc, a
line is drawn to the clear zone point previously established, on the outside of the
curve, adjacent to the bridge end.

Once the runout path has been established, as described above, the approach
guardrail is extended parallel to the roadway for a portion of its length, then
continued on a tangent, resulting in a shallow flare relative to the curving
roadway. The distance that the rail is required to run parallel to the horizontal
curve is determined graphically, by measuring the angle between the runout path
and the guardrail. This angle must be 10 degrees or less. Generally, flatter angles
of 7 to 8 degrees are preferred, and can be achieved without providing excessive
guardrail length.
SECTION III-13 _____________________________________________________ Guardrail
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In this example, the guardrail was run parallel to the curved roadway for the first
64.4 feet, then continues on a tangent. The angle between the runout path and the
approach guardrail in this example is 7 degrees 45 minutes. Since this is less than
10 degrees, this is would be considered an acceptable design.
The length of the rail is adjusted by 12’-6” rail section increments until the
approach end of the end terminal (last post) is 12’-6” or more beyond the design
runout path. Because the first 12’-6” of the end terminal is yielding, and
redirection takes place beginning at the third post, this portion of the end terminal
is not considered part of the length of need.

The opposite side guardrail for the inside of the horizontal curve is dimensioned
off of the roadway centerline in accordance with the offset dimensions provided
in the standard drawings, and longitudinal dimensions are adjusted to account for
the horizontal curvature.

III-13.11 W-Beam Guardrail End Terminal Installation Requirements

Four W-beam guardrail end terminals are used by NDDOT. These end terminals have varying
site location and guardrail installation configuration requirements. The type or types of end
terminals which may be installed at a given location shall be specified in the guardrail plans.

A. ET-2000, as shown on Standard D-764-2B: The ET-2000 end terminal shall be installed
on straight guardrail installations, or installations having a flare rate no greater than 25:1
relative to the approaching traffic. Where necessary, the ET-2000 may be installed
straight, tangent to the approach guardrail (and parallel to the traveled way), however it is
preferred, (and typical NDDOT practice) that this end terminal be tapered at 50:1 to
allow clearance for snow removal equipment, and to reduce the likelihood of nuisance
hits.

B. Flared Energy Absorbing Terminal (FLEAT) as shown on Standard D-764-2C: The

FLEAT end terminal shall be installed with either the 2’-6” or 4’-0 flare as shown on
Standard D-764-2C, when it is installed on the end of a straight (parallel to traveled way)
W-beam guardrail installation. When the FLEAT is installed to the end of a flared
guardrail installation having standard flare rates of 10:1 to 16:1, the end terminal shall be
installed with only the flare rate of the downstream guardrail.

C. Sequential Kinking Terminal (SKT), as shown on Standard D-764-2D: The SKT end
terminal shall be installed on straight guardrail installations, or installations having a flare
rate no greater than 25:1 relative to the approaching traffic. Where necessary, the SKT
may be installed straight, tangent to the approach guardrail (and parallel to the traveled
way), however it is preferred, (and typical NDDOT practice) that this end terminal be
tapered at 50:1 to allow clearance for snow removal equipment, and to reduce the
likelihood of nuisance hits.

D. Slotted Rail Terminal (SRT), as shown on Standard D-764-2H: The SRT end terminal
shall be installed with the 4’-0 flare as shown on Standard D-764-2H, whether it is
installed on the ends of straight W-beam guardrail or flared W-beam guardrail. The
Slotted Rail Terminal shall not be installed at locations where the distance from the
upstream end of the end terminal to the obstruction being shielded is less than 175 feet.
APPENDIX III-13 A __________________________________________________ Guardrail
Page 196 Revised 6/15/07

Figure 1 Jersey Barrier at Outside Piers Details

Figure 2 Jersey Barrier at Outside Piers – Reinforcing Details

Figure 3 Jersey Barrier at Outside Piers – Bent Bar Details and Bar List

Figure 4 Median Pier Transition Wall and Attenuation Device Layout

Figure 5 Median Pier Transition Wall Details

Figure 6 Median Pier Transition Wall Details – Reinforcing Steel Layout

Figure 7 Median Pier Transition Wall – Bent Bar Details and Bar List

Figure 8 Jersey Barrier and Attenuation Device Layout

Figure 9 Jersey Barrier Details

Figure 10 Jersey Barrier – Reinforcing Steel Layout

Figure 11 Jersey Barrier Details – Bent Bar Details, Bar List

Figure 12 Barrel Attenuation Device Details

Figure 13 W-Beam Pier Protection End Treatment Details

Figure 14 W-Beam Guardrail at Horizontal Curves Example

APPENDIX III-13 A __________________________________________________ Guardrail
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SECTION III-14 Safety Reviews
Page 237 Revised 1/31/13

III-14.01 Safety Review Process

Safety Reviews are items for the project development process for Minor Rehabilitation,
Structural Improvement, and Major Rehabilitation projects. The Safety Review project
development process is outlined in detail within the flow chart shown in Chapter 2 Section 2
Appendix A “Milestone Flow Charts” (Section II-02A) of the Design Manual

III-14.02 Safety Review Investment Strategy & Scope of Work

There are 3 different types of Safety Reviews, which are dependent on the project investment
strategy contained within the DESIGN GUIDELINES, Chapter 1 Section 6 (Section I-06) of the
Design Manual:

• Minor Rehabilitation Safety Review (SRMIR)

• Structural Improvement Safety Review (SRSIM)
• Major Rehabilitation Safety Review (SRMAR)

The above listed Safety Reviews have different scopes of work as a result of the investment
strategy for the project. The guidance contained within following sections of this document may
not apply to the scope of the specific Safety Review being completed for the particular project.
Therefore, not all of the guidance within the following sections may be proposed with the
particular Safety Review if not within the scope.

Safety Review templates and information regarding what is contained within the scopes of work
for the various types of Safety Reviews shown above are available on the Design Manual
“Reference and Forms” webpage at:
[Link]

III-14.03 Clear Zone

Clear zone is defined as the total roadside area, beyond the edge of the through traveled way,
which is traversable and free of obstructions. The clear zone value used for the design and
recommendations within the Safety Review vary with the investment strategy as shown in the
DESIGN GUIDELINES, Chapter 1 Section 6 (Section I-06) of the Design Manual. All
references to clear zone hereinafter within this document and within the particular Safety Review
shall be the clear zone as designated by the DESIGN GUIDELINES for the particular project:

• Minor Rehabilitation clear zone = Use existing

• Structural Improvement clear zone = 20’ NDDOT clear zone*
• Major Rehabilitation (ADT < 2000) clear zone = 20’ NDDOT clear zone*
• Major Rehabilitation (ADT > 2000) clear zone = AASHTO clear zone, see Chapter 3
Section 14 Appendix B of the Design Manual (Section III-14B)

*If circumstances result in the AASHTO clear zone value less than the NDDOT 20’ clear zone
such as in urban/low speed areas, the AASHTO clear zone value may be used instead.
SECTION III-14 Safety Reviews
Page 238 Revised 1/31/13

III-14.04 Field Survey

The field surveys are made to determine the location and size of all obstructions along the
roadway. Refer to Chapter 18 of the Survey Manual for an explanation of the data collection
process.

III-14.05 Safety Enhancements

All obstructions within the clear zone should have one of six safety enhancements performed. In
order of preference, these are:

1. Remove the obstruction.

2. Make the obstruction traversable.

3. Relocate the obstruction beyond the clear zone.

4. Reduce impact severity by using an appropriate breakaway system.

5. Shield the obstruction with a longitudinal barrier or crash cushion (only if obstruction
cannot be removed, relocated, or redesigned.)

6. Delineate the obstruction (only if all above options are not appropriate.)

Attenuation devices, guardrail, and breakaway systems to be installed should be of a type that
has been crash tested successfully in accordance with “Recommended Procedure for the Safety
Performance Evaluation of Highway Features” (NCHRP) Report 350.

The basic concept of the breakaway support is to provide a structure that will resist wind and ice
loads, yet fail in a safe and predictable manner when struck by a vehicle. The term “breakaway
support” refers to all types of sign, luminaire, and traffic signal supports that are designed to
yield when struck by a vehicle. The release mechanism may be a slip base, base-bending,
fracture elements, or a combination of these.

III-14.06 Obstructions

An obstruction is anything that would hinder the recovery/movement of a vehicle that has left the
traveled way. Obstructions include, but are not limited to: a rigid object with a height greater
than 4 inches, non-yielding/non-breakaway signs, light standards, and utility poles, signal
standards, culvert (or end section) openings over 36 inches, multiple openings greater than 30
inches, box culverts, bridge rail ends, bridge piers, trees having a mature diameter of 4” or larger,
large rocks, water over 2 feet deep, and foreslopes that are steeper than 3:1. The Roadside
Design Guide, published by AASHTO, contains the guidelines used to determine what
constitutes an obstruction and how the obstruction should be dealt with. The following sections
describe some of the more common obstructions found alongside the roadway.
SECTION III-14 Safety Reviews
Page 239 Revised 1/31/13

III-14.06.01 Roadside Signs

Roadside signs can be divided into three main categories: overhead signs, large roadside signs,
and small roadside signs. The hardware and corresponding safety treatment of sign supports
varies with the sign category.

1. Overhead signs: Where possible, overhead signs should be installed on overpasses or

other structures. Overhead signs generally require massive support systems which cannot
be made breakaway. All overhead sign structures located within the clear zone should be
shielded with crashworthy barriers.

2. Large Roadside Signs: Large roadside signs may be defined as those greater than 50 ft2
in area. They typically have two or more steel pipe or W-shape support posts which are
breakaway. The following criteria should be satisfied if the support is to perform
adequately as a breakaway support:

• The hinge should be a minimum of 7ft above the ground surface.

• A single post, or multiple posts with a post spacing greater than 7ft, should have a
weight less than 45 lb/ft with a total weight of the support between the hinge and
the breakaway base not to exceed 600 lb. For two or more posts with a post
spacing less than 7ft, the post should not have a weight less than 18 lb/ft.

• No supplemental sign should be attached below the hinges. The sign may
interfere with the performance of the breakaway support and/or it may enter the
windshield if the sign is struck.

• The base plate of the anchoring unit shall not protrude above the ground more
than 4” (see Figure 1 in Appendix III-14 A.)

3. Small Roadside Signs: Small roadside signs can be identified as signs having a sign
surface area less than 50 ft2 and they may be supported on one or more posts. A single
support post is generally made of steel pipe or perforated tube and multiple supports are
generally made of perforated tubes.

• Sign supports that are made from 2 1/4” 12 gauge steel or smaller square
perforated tube (and do not have a reinforcing sleeve) are considered to be base-
bending and do not require a breakaway base.

• U-channel posts, when used as single posts, are also considered base-bending and
do not require a breakaway base. The U-channel post should not be spliced
unless it has been crash tested.

• Sign supports that are made of wood, buried a minimum of 3ft in the ground, and
4”x 4” or smaller will yield when struck by a vehicle. Posts made of wood that
are larger than 4”x 4” need to be weakened by having two holes drilled
perpendicular to the roadway into the base of the sign support (see Figure 2 in
Appendix III-14 A.)
SECTION III-14 Safety Reviews
Page 240 Revised 1/31/13

• Supports made with steel pipe are not considered to be base-bending and are
required to have a breakaway base.

• Diagonal bracing, also known as “A-frame”, sign supports should not be used.

• The base plate of the anchoring unit shall not protrude above the ground more
than 4” (see Figure 1 in Appendix III-14 A.)

III-14.06.02 Steep Foreslopes

Foreslopes parallel to the roadway can be categorized as recoverable, non-recoverable

(traversable), or critical. A vehicle entering a critical foreslope is likely to overturn. A critical
foreslopes is classified as a slope that has a rate steeper than 3:1.

When the foreslope is considered critical, the fill height and ADT of the roadway is examined.
The depth of the fill is measured from the toe of the critical slope at the tie in with the ditch
bottom to the top of the slope.

• If the fill height is 10’ or less or if the forecast ADT is 750 or less, it is not considered
cost effective to improve the slope.

• If the fill height is greater than 10’ and the forecast ADT is greater than 750,
foreslope flattening or guardrail protection should be considered.

It may be more cost effective to flatten foreslopes even though the initial cost may be greater
than guardrail. The Safety Review shall determine if flattening foreslopes or guardrail is more
cost effective. The cost effectiveness is based on crash costs and the cost to install the fill
material. The flattening of foreslopes should be proposed for the project if cost effective. If
guardrail is determined more cost effective, an executive decision item within the environmental
document shall added to determine if guardrail should be used, or if the foreslopes should be
flattened.

There may be circumstance where flattening foreslopes is more cost effective, but cannot be
done because of right of way impacts, environmental factors, or other special circumstances.

Many times drainage structures are located within steep slope areas. These structures may need
to be extended when the slope is flattened. The cost for the extensions should be included in the
cost to flatten the slopes. Use Chapter 3 Section 15 (Section III-15) of the Design Manual to
determine how the foreslope should be flattened.

III-14.06.03 Cross Slopes (Transverse Slopes)

Common obstacles on the roadside are embankment slopes created by median crossings,
driveways, intersecting side roads, and ditch blocks. These slopes are more critical to errant
vehicles than foreslopes and backslopes because they are struck by the vehicle directly. Cross
slopes of 6:1 or flatter are acceptable, but median crossings and ditch block embankment cross
slopes of 10:1 are desirable.
SECTION III-14 Safety Reviews
Page 241 Revised 1/31/13

• All ditch block cross slopes steeper than 6:1 should be flattened.
o On Interstate highways, they should be flattened to 10:1.
o On all other roadways, they should be flattened to 8:1.

• The cross slopes of median crossings on the Interstate highways that are steeper than 6:1
should be flattened to 10:1 (see Figure 3 in Appendix III-14 A).

• Cross slopes of median crossings and side road approaches (all roadways except the
Interstate) that are steeper than 6:1 should be flattened to 8:1. The following criteria
should be used when flattening the cross slopes:
o Flatten all 4:1 or steeper cross slopes where the forecast ADT is less than 500
o Flatten all cross slopes between 4:1 and 6:1 where the forecast ADT is less than
500 and it is cost effective
o Flatten all cross slopes steeper than 6:1 where the forecast ADT is greater than
500
o Culverts located with the cross slopes may need to be extended when the slope is
flattened.

III-14.06.04 Cross-Drainage Structures

Cross-drainage structures are used to move water under the roadway. They may consist of
reinforced concrete pipes, corrugated metal pipes, structural plate pipes, or concrete box culverts.
These structures can also be used by pedestrians, vehicles, or animals.

Cross-drainage structures with openings within the clear zone should be made traversable,
extended beyond the clear zone, or shielded with guardrail. Single structures with openings 36”
or less and multiple structures with openings 30” or less are considered to be traversable and do
not need to be improved. The openings for centerline pipes are measured at the opening of the
flared end section if present, otherwise are measured at the pipe opening if no end sections are
present. For example, a single 36” centerline pipe with a flared end section would not be
considered traversable because the opening of the flared end section is greater than 36”. If a
single 36” centerline pipe exists with no end section, it may be considered traversable as the pipe
opening is only 36”.

Grates can be installed to make the openings of the cross-drainage structures traversable (see
Figure 4 in Appendix III-14 A.) Smaller diameter (15” to 36”) reinforced concrete pipes can be
made traversable by removing the flared end section and installing a traversable end section. See
Standard Drawings for traversable end sections.

• A cost effective analysis should be performed on all structures with openings within the
clear zone on roadways with a forecast ADT greater than 750. If it is determined that it is
not cost effective to improve the structure, object markers should be installed.

• It is not considered cost effective to improve structures with openings within the clear
zone on roadways with a forecast ADT of 750 or less. Therefore, these structures should
have object markers installed.
SECTION III-14 Safety Reviews
Page 242 Revised 1/31/13

III-14.06.05 Parallel Drainage Structures

Parallel drainage structures are those which parallel the mainline flow of traffic. These features
can present a significant safety obstruction because they can be struck head-on by errant
vehicles. Safety treatment options are similar to those for cross drainage structures:

• Eliminate the structure

• Use a traversable design
• Move the structure laterally to a less vulnerable location
• Shield the structure

Eliminating the structure may be difficult, but on field entrances and very low volume
driveways, an overflow section may be constructed.

Traversable designs are to provide grates constructed of pipes set on 24 inch centers to reduce
wheel snagging. Generally, pipes of 24 inch diameter or less may not require a grate. However,
when a multiple pipe installation is encountered, grating smaller pipes may be appropriate.

Relocating the structure is the most desirable. This allows the opportunity to flatten the cross
slope within the clear zone distance of the roadway. If the new culvert is located beyond the
clear zone of the roadway, and will also be beyond the clear zone for the approach roadway, then
relocation of the drainage structure should be considered. When a structure is relocated, it
should be moved to at least 60 feet from the centerline of the roadway.

In cases where the cross slope cannot be made traversable, and the structure cannot be relocated
or is too large to be safety treated effectively, it may be necessary to shield the obstacle with a
traffic barrier.

III-14.06.06 Water

Streams or bodies of water with a depth of more than 2 feet within the clear zone should be
moved beyond the clear zone or shielded. A cost effective analysis should be performed to
determine what action should be taken. The water should be present for long periods of time
(one year or longer.)

III-14.06.07 Riprap

Riprap that is within the clear zone and extends above the surrounding ground surface more than
4” should be removed to the clear zone or shielded. A cost effective analysis should be
performed to determine what action should be taken.

If erosion control is necessary, an erosion control blanket should be installed after the riprap is
removed. The cost for the erosion control blanket should be included in the cost for removing
the riprap when the cost analysis is performed.
SECTION III-14 Safety Reviews
Page 243 Revised 1/31/13

III-14.06.08 Light Standards, Signal Standards, Utility Poles, Trees, and Similar
Roadside Features

Roadside features that are within the clear zone and protrude above the surrounding surface more
than 4” should be removed, made breakaway, relocated beyond the clear zone, or shielded.

Features, such as signal standards (with mast arms), utility poles, and railroad signals, cannot be
made breakaway and should be relocated beyond the clear zone or shielded. Sometimes, features
such as these need to be close to the roadway and cannot be relocated. In these instances,
consideration should be given to installing a crash cushion to shield the supports.

Light standards and signal standards (without mast arms) should be made breakaway or relocated
beyond the clear zone.

Trees with a mature size greater than 4” in diameter should be removed. If they cannot be
removed they should be shielded.
SECTION III-14 Safety Reviews
Page 244 Revised 1/31/13

III-14.06.09 Bridge Rail

The bridge railing should be of a type that is crashworthy. The bridge rails that the department
uses and has accepted are: Jersey Barrier and Double Box Beam Rail Retrofit. Other types of
bridge rail, such as the Sloped E-Rail, should be modified to a Double Box Beam Rail Retrofit.

III-14.06.10 Guardrail

For Minor Rehabilitation and Structural Improvement investment strategies, guardrail that has
not been successfully crash tested in accordance with the guidelines of NCHRP Report 230
should be replaced with guardrail that has been successfully crash tested in accordance with the
guidelines as set forth in NCHRP Report 350. Guardrail should be checked to ensure that it
meets the requirements based on the existing ADT and posted speed less 10 mph of the roadway,
and the variation for height of rail cannot be more than ±3 inches of the design dimension when
originally installed. See DESIGN GUIDELINES, Chapter 1 Section 6 (Section I-06) of the
Design Manual.

For Major Rehabilitation investment strategies, guardrail shall meet guidelines as set forth in
NCHRP Report 350. See DESIGN GUIDELINES, Chapter 1 Section 6 (Section I-06) of the
Design Manual. Guardrail should be checked to ensure that it meets the requirements based on
the forecast ADT and design speed of the roadway.

If one or more of the following deficiencies is present, the guardrail should be replaced with
guardrail that meets current design practices:

• Guardrail that is attached to a safety shape transition (only if there is another

deficiency or the approach slab is being replaced.)

• Guardrail tapers away from the roadway at a greater rate than what is required.

• There is insufficient space between guardrail and obstruction for proper deflection.

• The distance from the top of the guardrail to the ground surface is less than 27” or
greater than 29” (after roadway improvement.)

• The guardrail is not long enough to shield the obstruction from an errant vehicle (see
Length of Need in Section III-13 Guardrail.)

III-14.06.11 T-Intersection

Whenever a county, state, or US highway has an intersection or dead end with another state or
US highway, there should be an approach or escape road provided for errant vehicles. If it is not
feasible, other protective devices such as warning signs, rumble strips, or barricades should be
provided (see Design Manual Section III-03.05.03 “Recovery Approaches”).
SECTION III-14 Safety Reviews
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III-14.07 Cost Effective Analysis

Collisions involving vehicles with roadside objects are a probable occurrence with any existing
highway facility. The purpose of cost effective analysis is to provide a technique for comparing
alternate solutions to problem locations. Present value of the total cost of each alternative is
computed over a given period of time, taking into consideration initial cost, maintenance cost,
and accident cost. The costs for each alternative are compared to the cost of the accidents that
would occur if no safety enhancements were performed. The option with the least total cost
would normally be chosen.

The Road Safety Analysis Program (RSAP) Software was developed under National Cooperative
Highway Research Program (NCHRP) Project 22-9 and represents one approach to using the
procedures described in Appendix A of the 2002 AASHTO Roadside Design Guide. The
research for NCHRP Project 22-9 can be found in NCHRP Report 492, Roadside Safety
Analysis Program (RSAP)—Engineer’s Manual. The RSAP program is intended as a tool for
economic analysis and should not supersede the guidelines presented in the Roadside Design
Guide or sound engineering judgment.

The cost of making the improvements to enhance the safety of the roadside should be used to
determine if the improvements are cost effective. The initial cost to make the improvements
should be estimated to the nearest 100 dollars.

The maintenance costs to maintain the improvements should be on an annual basis. When
guardrail is the improvement, the price for removal of snow should be included in the
maintenance costs. Generally, a value of $10 per linear foot is used for snow removal
maintenance costs for W-beam guardrail. No snow removal maintenance costs for 3-cable
guardrail is typically used.

The salvage value for the improvements at the end of the project life is typically considered zero,
but may be used for W-beam guardrail. Note: If using the Road Safety Analysis Program
(RSAP) software, it is not possible to input a salvage value.

The project life of a roadway design is an input value selected by the user. The discount rate is
also a basic input value in the economic analysis. Generally, a value of 10% is used for the
discount rate.

Once the information is obtained, the total present worth and annualized costs are computed.
The Road Safety Analysis Program (RSAP) software has been prepared to make a direct
comparison between several proposed safety treatments.
APPENDIX III-14 A ______________________________________________ Safety Reviews
Page 246 Revised 8/9/07

Figure 1 Breakaway Support Stub Height Measurement

Figure 2 Breakaway Wood Sign Supports

Figure 3 Median Cross Slope Designs

Figure 4 Safety Treatment for Cross-Drainage Pipes and Culverts

APPENDIX III-14 A ______________________________________________ Safety Reviews
Page 247 Revised 8/9/07
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APPENDIX III-14 A ______________________________________________ Safety Reviews
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APPENDIX III-14 B ______________________________________________ Safety Reviews
Page 250 Revised 1/26/16

Table 1 Clear Zone Distance

Table 2 Horizontal Curve Adjustment

APPENDIX III-14 B ______________________________________________ Safety Reviews
Page 251 Revised 1/26/16

Table 1 CLEAR ZONE DISTANCE (in Feet from Edge of Driving Lane) 3
FORESLOPE BACKSLOPE
DESIGN DESIGN
SPEED ADT*** FLAT 1V: 1V: 1V: 1V: 1V: 1V: 1V: 1V: FLAT
6H 5H 4H 3H 3H 4H 5H 6H
Under 750 7-10 7-10 7-10 7-10 ** 7-10 7-10 7-10 7-10 7-10

40 mph 750-1500 10 12 12 14 ** 12-14 12-14 12-14 12-14 12-14

or
less 1500-6000 12 14 14 16 ** 14-16 14-16 14-16 14-16 14-16

Over 6000 14 16 16 18 ** 16-18 16-18 16-18 16-18 16-18

Under 750 10 12 12 14 ** 8-10 8 10 10 12

45-50 750-1500 14 16 16 20 ** 10-12 12 14 14 16

mph 1500-6000 16 18 20 26 ** 12-14 14 16 16 18

Over 6000 20 22 24 28 ** 14-16 18 20 20 22

Under 750 12 14 14 18 ** 8-10 10-12 10-12 10-12 10-12

750-1500 16 18 20 24 ** 10-12 14 16 16 18
55 mph
1500-6000 20 22 24 30 ** 14-16 16 18 20 22

Over 6000 22 24 26 32* ** 16-18 20 22 22 24

Under 750 16 18 20 24 ** 10-12 12 14 14 16

750-1500 20 24 26 32* ** 12-14 16 18 20 22

60 mph
1500-6000 26 30 32* 40* ** 14-18 18 22 24 26

Over 6000 30 32* 36* 44* ** 20-22 24 26 26 28

Under 750 18 20 20 26 ** 10-12 14-16 14-16 14-16 14-16

65-75 750-1500 24 26 28 36* ** 12-16 18 20 20 22

mph 1500-6000 28 32* 34* 42* ** 16-20 22 24 26 28

Over 6000 30 34* 38* 46* ** 22-24 26 30 28 30

*Where a site specific investigation indicates a high probability of occurrences are indicated by crash history, the
designer may provide clear zone distance greater than 30 feet as indicated. Clear zone may be limited to 30 feet for
practicality and provide a consistent roadway template if previous experience with similar projects or design
indicates satisfactory performance.
**Since recovery is less likely on unshielded traversable 3:1 slopes, fixed objects should not be present in the
vicinity of the toe of these slopes. Recovery of high speed vehicles that encroach beyond the edge of the shoulder
may be expected to occur beyond the toe of the slope. Determination of the width of the recovery area at the toe of
the slope should take into consideration right of way availability, environmental concerns, economic factors, safety
needs and crash histories. Also, the distance between the edge of the travel lane and the beginning of the 3:1 slope
should influence the recovery area provided at the toe of the slope. While the application may be limited by several
factors, the fill slope parameters, which may enter into determining the maximum desirable recovery area, is
illustrated in Figure 3-2, AASHTO Roadside Design Guide (2011).
***Design ADT is the total ADT for both directions of travel for the design year. This applies to both divided and
undivided facilities. Typically is based on the 20 year projected ADT.

3
AASHTO Roadside Design Guide (2011), Table 3-1
APPENDIX III-14 B ______________________________________________ Safety Reviews
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Table 2

HORIZONTAL CURVE ADJUSTMENT 4

Kcz (Curve Correction Factor)

Design Speed (mph)

Radius
(ft) 40 45 50 55 65 70
2,950 1.1 1.1 1.1 1.2 1.2 1.2
2,300 1.1 1.1 1.2 1.2 1.2 1.3
1,970 1.1 1.2 1.2 1.2 1.3 1.4
1,640 1.1 1.2 1.2 1.3 1.3 1.5
1,475 1.2 1.2 1.3 1.3 1.4 1.5
1,315 1.2 1.2 1.3 1.3 1.4 -
1,150 1.2 1.2 1.3 1.4 1.5 -
985 1.2 1.3 1.4 1.5 1.5 -
820 1.3 1.3 1.4 1.5 - -
660 1.3 1.4 1.5 - - -
495 1.4 1.5 - - - -
330 1.5 - - - - -

CZc = ( Lc )( Kcz )

Where: CZc = clear zone on outside of curvature in feet.

Lc = clear zone distance in feet, Table 1 this Appendix.
Kcz = curve correction factor.

Note: Clear zone correction factor is applied to outside of the curve only.
Corrections are typically made only to curves less than 2,950-ft radius.

4
AASHTO Roadside Design Guide (2011), Table 3-2
SECTION III-15 Fills (Over 7'), Foreslope Flattening, and Flattening at Culverts
Page 253 Revised 12/8/23

III-15.01 Introduction

This section discusses foreslopes at areas with fills (over 7' deep), steep foreslopes (slopes
steeper than 3:1), and box culverts (or other culverts.) Because of terrain, right-of-way, and
other issues it may not be possible to eliminate the steep slope or extend the box culvert.
Providing recoverable foreslopes (4:1 or flatter) adjacent to the roadway in these areas can give
an errant vehicle the necessary room to recover and avoid the steep foreslopes and box culverts.

The configuration of the foreslope cross sections used in areas of fills (over 7' deep), steep
foreslopes, and box culverts is based upon the forecast ADT as shown in the Project Concept
Report and the depth of the fill at the deepest location. The depth of the fill is measured from the
toe of the foreslope at the tie in with the ditch bottom to the edge of the finished shoulder (see
Figure 1.)

Figure 1 – Fill Height

III-15.02 Foreslope Configuration

The foreslope configurations are divided into two basic groups. The first group has an initial
foreslope rate of 6:1 and the second group has an initial foreslope rate of 4:1. The initial
foreslope extends to the required clear zone and then continues, breaks to a secondary foreslope,
or breaks to a bench section followed by a secondary foreslope (see Figure 2.) The required
clear zone values used for the cost effective analysis of the foreslope configurations were taken
from Section III-14B of the Design Manual.

The cost effective analysis was completed using various foreslope configurations to determine
whether or not to flatten a foreslope. The analysis is based on crash costs, costs to extend box
culverts, and costs to install the fill material to flatten the foreslope. The results of the analysis
are graphically represented by foreslope configuration, annualized cost, and depth of fill (see
Figures 4-15.) Each line represents a different foreslope configuration and is ranked from the
lowest being the most cost effective to the highest being the least cost effective.
SECTION III-15 Fills (Over 7'), Foreslope Flattening, and Flattening at Culverts
Page 254 Revised 12/8/23

Figure 2 – Foreslope Configurations

It is desirable to choose the most cost effective foreslope configuration based on the graphs. In
some cases, site conditions may not allow the most cost effective foreslope configuration to be
chosen. All foreslope configurations shown in the graphs are cost effective. Engineering
judgment should be used to determine the best possible foreslope configuration based on cost
effectiveness and site conditions.

Other foreslope configurations that are not shown in the graphs may be used if shown to be cost
effective. The Materials and Research Division must be contacted before considering the use of
a foreslope steeper than 3:1. Foreslopes with a rate steeper than 3:1 will normally require a soil
stability analysis to show soil conditions are adequate to allow the use of such a foreslope. A
bench section with a 12' wide 24:1 slope beginning at the clear zone is desirable with any
foreslope steeper than 3:1 to provide a buffer for errant vehicles that may go beyond the clear
zone.
SECTION III-15 Fills (Over 7'), Foreslope Flattening, and Flattening at Culverts
Page 255 Revised 12/8/23

III-15.03 Foreslope Transitions

Foreslope transitions should be used anytime the foreslope changes slope rates. Flatter
foreslopes tend to allow vehicles to recover quicker, so they do not require as much clear zone
distance. Because each foreslope will have a different required clear zone distance, a transition
area should be provided between the clear zones. Using the transition will minimize the chance
of an errant vehicle crossing between areas with different clear zones.

The foreslope transition should follow the errant vehicle's predicted runout path. The runout
path is the line that connects the point at which the vehicle is assumed to leave the traveled way
to the outside edge of the clear zone at the area of concern. The area of concern in this case
would be the second foreslope. The point of departure would then be at the edge of the driving
lane at a distance equal to or greater than the runout length measured upstream along the
roadway from the point where the second foreslope extends to the clear zone. The runout length
can be found in Section III-13 of the Design Manual. The foreslope transition would then start
where the runout path intersects the finished shoulder. Figure 19 in Example 1 shows how to
transition from a 4:1 foreslope to a 6:1 foreslope at an area with a fill (over 7' deep). For
horizontal curves, the runout path should be adjusted to have the same degree of curvature as the
roadway with an adjusted clear zone for the curve.

Figure 3 – Runout Path

Typically, foreslopes are transitioned from a 4:1 to a 6:1, but using foreslopes that are 10:1 or
flatter can reduce the required clear zone even further. In any case, the foreslope rate in the
transition area should have the same rate as the foreslope in the area of concern.

III-15.04 Standard Foreslope vs. Flattened Foreslope

The foreslope rate at the obstructions such as box culverts, structural plate pipes, water over 2'
deep, riprap, etc. should meet or exceed the desirable foreslope rate as shown in the Design
Guidelines (Section I-06.03 of the Design Manual.) Using a foreslope that is flatter than the
standard rate will reduce the required clear zone making it possible to place obstructions that are
laterally constrained due to site conditions at or beyond the clear zone. Clear zone values can be
found in Section III-14B of the Design Manual.
SECTION III-15 Fills (Over 7'), Foreslope Flattening, and Flattening at Culverts
Page 256 Revised 12/8/23

III-15.04.01 Box Culverts and Structural Plate Pipes

Using a foreslope that is flatter than the standard foreslope rate can sometimes reduce the length
of a box culvert or structural plate pipe extension. To determine when to use a flatter foreslope,
project a line with the standard rate until it ties into the top of the box culvert (see Figure 4.) If
the line ties into the top of the box culvert inside of the clear zone, a flatter foreslope with a
reduced clear zone will usually result in a shorter box culvert extension. If the line ties into the
top of the box culvert at or beyond the clear zone, a flatter foreslope with a reduced clear zone
will usually result in a longer box culvert extension. The foreslope configuration to be used can
then be determined as stated in Section III-14.02 – Foreslope Configuration. A foreslope
transition should be used to transition from the flatter foreslope to the standard foreslope. Figure
20 in Example 2 shows how to transition from a 4:1 foreslope to a 6:1 foreslope at a box culvert.

Figure 4 – Foreslope Flattening at Box Culvert or Structural Plate Pipe

III-15.04.02 Water Over 2' Deep and Riprap

Using a flatter foreslope at locations where water over 2' deep and/or riprap is within the clear
zone can reduce the amount of fill needed. In cases where the water is high enough to threaten
the roadway, a grade raise may be required to increase the elevation of the roadway. The flatter
foreslope reduces the amount of vertical drop from the roadway to where the foreslope meets the
clear zone, which can reduce the overall height of the grade raise.

Typically, a grade raise has a 10:1 foreslope to the clear zone followed by riprap and a 3:1 slope.
See the Earthwork section of the Design Manual for more information on Grade Raises. A
foreslope transition should be used to transition from the existing foreslope to the 10:1 foreslopes
at the grade raise. Figure 21 in Example 3 shows a foreslope transition from a 4:1 foreslope to a
10:1 foreslope at a grade raise.
SECTION III-15 Fills (Over 7'), Foreslope Flattening, and Flattening at Culverts
Page 257 Revised 12/8/23

III-15.05 State Corridor, District Corridor, and District Collector Highways

This section addresses highways that are classified as a State Corridor, District Corridor, or
District Collector. See Section III-14.06 for highways classified as Interregional or Interstate.

The proposed foreslope configuration should be chosen based on the desirable foreslope rate as
shown in the Design Guidelines (Section I-06.03 of the Design Manual.) Figures 5-8 show
foreslope configurations for a 4:1 foreslope rate and Figures 9-12 show foreslope configurations
for a 6:1 foreslope rate.

Foreslopes flatter than those shown in the Design Guidelines may be used in some cases as
described in Section III-14.04 – Standard Foreslope vs. Flattened Foreslope.
SECTION III-15 Fills (Over 7'), Foreslope Flattening, and Flattening at Culverts
Page 258 Revised 12/8/23

4:1 Foreslope Configurations

SECTION III-15 Fills (Over 7'), Foreslope Flattening, and Flattening at Culverts
Page 259 Revised 12/8/23

State Corridors, District Corridors, and District Collectors

4:1 Foreslopes
Less than 750 ADT
Least Preferred
Preferred Slope Configuration
Most Preferred

8 10 12 14 16 18 20 22 24 26 28 30 32 34 36 38 40 42 44 46 48 50
Depth of Fill (Ft)
4:1 to clear zone, 3:1 to ditch 4:1 to clear zone, 24:1 for 12', 3:1 to ditch 4:1 to ditch

Figure 5 – 4:1 Foreslopes (Less than 750 ADT)

SECTION III-15 Fills (Over 7'), Foreslope Flattening, and Flattening at Culverts
Page 260 Revised 12/8/23

State Corridors, District Corridors, and District Collectors

4:1 Foreslopes
750 to 1499 ADT
Least Preferred
Preferred Slope Configuration
Most Preferred

8 10 12 14 16 18 20 22 24 26 28 30 32 34 36 38 40 42 44 46 48 50
Depth of Fill (Ft)
4:1 to clear zone, 3:1 to ditch 4:1 to clear zone, 24:1 for 12', 3:1 to ditch 4:1 to ditch

Figure 6 – 4:1 Foreslopes (750 to 1499 ADT)

SECTION III-15 Fills (Over 7'), Foreslope Flattening, and Flattening at Culverts
Page 261 Revised 12/8/23

State Corridors, District Corridors, and District Collectors

4:1 Foreslopes
1500 to 6000 ADT
Least Preferred
Preferred Slope Configuration
Most Preferred

8 10 12 14 16 18 20 22 24 26 28 30 32 34 36 38 40 42 44 46 48 50
Depth of Fill (Ft)
4:1 to clear zone, 3:1 to ditch 4:1 to clear zone, 24:1 for 12', 3:1 to ditch 4:1 to ditch

Figure 7 – 4:1 Foreslopes (1500 to 6000 ADT)

SECTION III-15 Fills (Over 7'), Foreslope Flattening, and Flattening at Culverts
Page 262 Revised 12/8/23

State Corridors, District Corridors, and District Collectors

4:1 Foreslopes
Over 6000 ADT
Least Preferred
Preferred Slope Configuration
Most Preferred

8 10 12 14 16 18 20 22 24 26 28 30 32 34 36 38 40 42 44 46 48 50
Depth of Fill (Ft)
4:1 to clear zone, 3:1 to ditch 4:1 to clear zone, 24:1 for 12', 3:1 to ditch 4:1 to ditch

Figure 8 – 4:1 Foreslopes (Over 6000 ADT)

SECTION III-15 Fills (Over 7'), Foreslope Flattening, and Flattening at Culverts
Page 263 Revised 12/8/23

6:1 Foreslope Configurations

SECTION III-15 Fills (Over 7'), Foreslope Flattening, and Flattening at Culverts
Page 264 Revised 12/8/23

State Corridors, District Corridors, and District Collectors

6:1 Foreslopes
Less than 750 ADT
Least Preferred
Preferred Slope Configuration
Most Preferred

8 10 12 14 16 18 20 22 24 26 28 30 32 34 36 38 40 42 44 46 48 50
Depth of Fill (Ft)
6:1 to clear zone, 3:1 to ditch 6:1 to clear zone, 24:1 for 12', 3:1 to ditch 6:1 to clear zone, 4:1 to ditch 6:1 to ditch

Figure 9 – 6:1 Foreslopes (Less than 750 ADT)

SECTION III-15 Fills (Over 7'), Foreslope Flattening, and Flattening at Culverts
Page 265 Revised 12/8/23

State Corridors, District Corridors, and District Collectors

6:1 Foreslopes
750 to 1499 ADT
Least Preferred
Preferred Slope Configuration
Most Preferred

8 10 12 14 16 18 20 22 24 26 28 30 32 34 36 38 40 42 44 46 48 50
Depth of Fill (Ft)
6:1 to clear zone, 3:1 to ditch 6:1 to clear zone, 24:1 for 12', 3:1 to ditch 6:1 to clear zone, 4:1 to ditch 6:1 to ditch

Figure 10 – 6:1 Foreslopes (750 to 1499 ADT)

SECTION III-15 Fills (Over 7'), Foreslope Flattening, and Flattening at Culverts
Page 266 Revised 12/8/23

State Corridors, District Corridors, and District Collectors

6:1 Foreslopes
1500 to 6000 ADT
Least Preferred
Preferred Slope Configuration
Most Preferred

8 10 12 14 16 18 20 22 24 26 28 30 32 34 36 38 40 42 44 46 48 50
Depth of Fill (Ft)
6:1 to clear zone, 3:1 to ditch 6:1 to clear zone, 24:1 for 12', 3:1 to ditch 6:1 to clear zone, 4:1 to ditch 6:1 to ditch

Figure 11 – 6:1 Foreslopes (1500 to 6000 ADT)

SECTION III-15 Fills (Over 7'), Foreslope Flattening, and Flattening at Culverts
Page 267 Revised 12/8/23

State Corridors, District Corridors, and District Collectors

6:1 Foreslopes
Over 6000 ADT
Least Preferred
Preferred Slope Configuration
Most Preferred

8 10 12 14 16 18 20 22 24 26 28 30 32 34 36 38 40 42 44 46 48 50
Depth of Fill (Ft)
6:1 to clear zone, 3:1 to ditch 6:1 to clear zone, 24:1 for 12', 3:1 to ditch 6:1 to clear zone, 4:1 to ditch 6:1 to ditch

Figure 12 – 6:1 Foreslopes (Over 6000 ADT)

SECTION III-15 Fills (Over 7'), Foreslope Flattening, and Flattening at Culverts
Page 268 Revised 12/8/23

III-15.06 Interregional Highways and Interstate

This section addresses highways that are classified as either Interregional or Interstate highways
See Section III-15.05 for highways that are classified as a State Corridor, District Corridor, or
District Collector.

The proposed foreslope configuration should be chosen based on the desirable foreslope rate as
shown in the Design Guidelines (Section I-06.03 of the Design Manual.) Figures 13-15 show
foreslope configurations for a 4:1 foreslope rate and Figures 16-18 show foreslope configurations
for a 6:1 foreslope rate.

Foreslopes flatter than those shown in the Design Guidelines may be used in some cases as
described in Section III-14.04 – Standard Foreslope vs. Flattened Foreslope.
SECTION III-15 Fills (Over 7'), Foreslope Flattening, and Flattening at Culverts
Page 269 Revised 12/8/23

4:1 Foreslope Configurations

SECTION III-15 Fills (Over 7'), Foreslope Flattening, and Flattening at Culverts
Page 270 Revised 12/8/23

Interregional Highways and Interstate

4:1 Foreslopes
Less than 1500 ADT
Least Preferred
Preferred Slope Configuration
Most Preferred

8 10 12 14 16 18 20 22 24 26 28 30 32 34 36 38 40 42 44 46 48 50
Depth of Fill (Ft)
4:1 to clear zone, 3:1 to ditch 4:1 to clear zone, 24:1 for 12', 3:1 to ditch 4:1 to ditch

Figure 13 – 4:1 Foreslopes (Less than 1500 ADT)

SECTION III-15 Fills (Over 7'), Foreslope Flattening, and Flattening at Culverts
Page 271 Revised 12/8/23

Interregional Highways and Interstate

4:1 Foreslopes
1500 to 6000 ADT
Least Preferred
Preferred Slope Configuration
Most Preferred

8 10 12 14 16 18 20 22 24 26 28 30 32 34 36 38 40 42 44 46 48 50

Depth of Fill (Ft)

4:1 to clear zone, 3:1 to ditch 4:1 to clear zone, 24:1 for 12', 3:1 to ditch 4:1 to ditch

Figure 14 – 4:1 Foreslopes (1500 to 6000 ADT)

SECTION III-15 Fills (Over 7'), Foreslope Flattening, and Flattening at Culverts
Page 272 Revised 12/8/23

Interregional Highways and Interstate

4:1 Foreslopes
Over 6000 ADT
Least Preferred
Preferred Slope Configuration
Most Preferred

8 10 12 14 16 18 20 22 24 26 28 30 32 34 36 38 40 42 44 46 48 50

Depth of Fill (Ft)

4:1 to clear zone, 3:1 to ditch 4:1 to clear zone, 24:1 for 12', 3:1 to ditch 4:1 to ditch

Figure 15 – 4:1 Foreslopes (Over 6000 ADT)

SECTION III-15 Fills (Over 7'), Foreslope Flattening, and Flattening at Culverts
Page 273 Revised 12/8/23

6:1 Foreslope Configurations

SECTION III-15 Fills (Over 7'), Foreslope Flattening, and Flattening at Culverts
Page 274 Revised 12/8/23

Interregional Highways and Interstate

6:1 Foreslopes
Less than 1500 ADT
Least Preferred
Preferred Slope Configuration
Most Preferred

8 10 12 14 16 18 20 22 24 26 28 30 32 34 36 38 40 42 44 46 48 50
Depth of Fill (Ft)
6:1 to clear zone, 3:1 to ditch 6:1 to clear zone, 24:1 for 12', 3:1 to ditch 6:1 to clear zone, 4:1 to ditch 6:1 to ditch

Figure 16 – 6:1 Foreslopes (Less than 1500 ADT)

SECTION III-15 Fills (Over 7'), Foreslope Flattening, and Flattening at Culverts
Page 275 Revised 12/8/23

Interregional Highways and Interstate

6:1 Foreslopes
1500 to 6000 ADT
Least Preferred
Preferred Slope Configuration
Most Preferred

8 10 12 14 16 18 20 22 24 26 28 30 32 34 36 38 40 42 44 46 48 50
Depth of Fill (Ft)
6:1 to clear zone, 3:1 to ditch 6:1 to clear zone, 24:1 for 12', 3:1 to ditch 6:1 to clear zone, 4:1 to ditch 6:1 to ditch

Figure 17 – 6:1 Foreslopes (1500 to 6000 ADT)

SECTION III-15 Fills (Over 7'), Foreslope Flattening, and Flattening at Culverts
Page 276 Revised 12/8/23

Interregional Highways and Interstate

6:1 Foreslopes
Over 6000 ADT
Least Preferrd
Preferred Slope Configuration
Most Preferred

8 10 12 14 16 18 20 22 24 26 28 30 32 34 36 38 40 42 44 46 48 50

Depth of Fill (Ft)

6:1 to clear zone, 3:1 to ditch 6:1 to clear zone, 24:1 for 12', 3:1 to ditch 6:1 to clear zone, 4:1 to ditch 6:1 to ditch

Figure 18 – 6:1 Foreslopes (Over 6000 ADT)

SECTION III-15 Fills (Over 7'), Foreslope Flattening, and Flattening at Culverts
Page 277 Revised 12/8/23

III-15.07 Examples

III-15.07.01 Example 1 – Foreslope Transition at Slide Area

Roadway: Two-Lane Interregional with 4:1 foreslopes

Design ADT: 3500
Design Speed: 65 MPH
Runout Length (Section III-13): 425 ft
Clear Zone for 4:1 foreslope (Section III-14B): 42 ft
Clear Zone for 6:1 foreslope (Section III-14B): 32 ft

There is a slide area within the clear zone. Based on the Design Guidelines the standard
foreslope rate for this roadway is 6:1. Because the project is limited to the area of the slide, a
foreslope transition will be needed to tie the existing 4:1 foreslopes into the 6:1 foreslopes in the
slide area. Refer to Figure 19 for a plan view of the area and cross sections for this example.

Determine which foreslope configuration will be used through the fill area. To do this, find the
deepest fill height measured from the toe of the foreslope at the tie in with the ditch bottom to the
edge of the finished shoulder. Because the roadway is a two-lane interregional roadway and the
design ADT is 3500, Figure 17 will be used. Using the deepest fill height, choose the best
possible foreslope configuration. The most preferred foreslope configuration will be the bottom
line. For example, for a fill height of 14', the foreslope configurations in order of preference
would be: 1) 6:1 to ditch bottom; 2) 6:1 to clear zone, 4:1 to ditch bottom; 3) 6:1 to clear zone,
24:1 for 12', 3:1 to ditch bottom; and 4) 6:1 to clear zone, 3:1 to ditch bottom. The same
foreslope configuration should be used throughout the fill section. The most preferred foreslope
configuration should be used unless site conditions do not allow it.

Once the foreslope configuration has been determined, the limits of the fill area can be found
(Section D-D.) Sometimes it may not be clear where the fill area begins and ends and may
require engineering judgment to determine the limits and/or trial and error to find the best place
to fit the foreslope transition.

A 25' transition should be used to transition between Section C-C and Section D-D. A transition
will not be needed when the foreslope configuration in Section D-D consists of a 6:1 foreslope
that breaks to a 4:1 foreslope at the clear zone.

Determine the point at which the foreslope will begin to transition from a 4:1 foreslope to a 6:1
foreslope. The transition will follow the runout path and begin at the point where the runout path
intersects the edge of the finished shoulder (Section A-A.) The runout path can be determined
using the runout length as stated in Section III-15.03 – Foreslope Transitions. The foreslope rate
in the transition area (Section B-B) should have the same rate as the foreslope in the fill area
(Section D-D.)

The 4:1 foreslope becomes the secondary foreslope at the start of the transition area (Section A-
A.) The top of the 4:1 foreslope should be at the edge of the 6:1 foreslope along the runout path
and the bottom will be where the 4:1 foreslope ties back into the ditch bottom.
SECTION III-15 __ Fills (Over 7'), Foreslope Flattening, and Flattening at Culverts
Page 278 Revised 1/31/13

Figure 19 – Example 1 – Foreslope Transition at Slide Area

SECTION III-15 Fills (Over 7'), Foreslope Flattening, and Flattening at Culverts
Page 279 Revised 1/31/13

III-15.07.02 Example 2 – Foreslope Transition at Box Culvert

Roadway: Two-Lane District Corridor with 4:1 foreslopes

Design ADT: 1200
Design Speed: 65 MPH
Runout Length (Section III-13): 370 ft
Clear Zone for 4:1 foreslope (Section III-14B): 36 ft
Clear Zone for 6:1 foreslope (Section III-14B): 26 ft

There is a box culvert within the clear zone. Based on the Design Guidelines the standard
foreslope rate for this roadway is 4:1. The decision was made to use a foreslope with a rate of
6:1 at the box culvert to reduce the length of the box culvert extension. A foreslope transition
will be needed to tie the existing 4:1 foreslopes into the 6:1 foreslopes at the box culvert. Refer
to Figure 20 for a plan view of the area and cross sections for this example.

Figure 20 shows two different scenarios:

1. In the first scenario (left side of Section E-E), the box culvert does not have enough cover fill to
fit a 6:1 foreslope and the foreslope must be flattened to tie into the box culvert parapet.
2. In the second scenario (right side of Section E-E), there is sufficient cover and no additional
flattening over the box culvert is required.

Determine which foreslope configuration will be used through the area with the box culvert. To
do this, find the deepest fill height measured from the toe of the foreslope at the tie in with the
ditch bottom to the edge of the finished shoulder. Generally, the deepest height will be at the
box culvert. Because the roadway is a two-lane district corridor and the design ADT is 1200,
Figure 10 will be used. Using the deepest fill height, choose the best possible foreslope
configuration. The most preferred foreslope configuration will be the bottom line. For example,
for a fill height of 12', the foreslope configurations in order of preference would be: 1) 6:1 to
ditch bottom; 2) 6:1 to clear zone, 4:1 to ditch bottom; 3) 6:1 to clear zone, 24:1 for 12', 3:1 to
ditch bottom; and 4) 6:1 to clear zone, 3:1 to ditch bottom. The same foreslope configuration
should be used throughout the area even though the fill height may change. The most preferred
foreslope configuration should be used unless site conditions do not allow it.

Once the foreslope configuration has been determined, the limits of the area to be flattened can
be found (Section E-E.) The minimum length of the area to be flattened should be the length of
the box culvert opening plus a 25' buffer on each side of the opening. If the box culvert is in an
area with a fill over 7' deep, use the limits of the fill area.

A 25' transition should be used to transition between Section D-D and Section E-E. A transition
will not be needed when the foreslope configuration in Section E-E consists of a 6:1 foreslope
that breaks to a 4:1 foreslope at the clear zone.

For shallow box culverts, additional flattening may be required directly over the box culvert. A
maximum rate of 10:1 (perpendicular to foreslope) should be used between the 6:1 foreslope and
the flattened area over the box culvert. The 10:1 slope may overlap the 25' transition between
Section D-D and Section E-E.
SECTION III-15 Fills (Over 7'), Foreslope Flattening, and Flattening at Culverts
Page 280 Revised 1/31/13

Determine the point at which the foreslope will begin to transition from a 4:1 foreslope to a 6:1
foreslope. The transition will follow the runout path and begin at the point where the runout path
intersects the edge of the finished shoulder (Section A-A on upstream end for approach side
traffic and Section B-B on downstream end for opposite side traffic.) The runout path can be
determined using the runout length as stated in Section III-15.03 – Foreslope Transitions. The
foreslope rate in the transition area (Section C-C) should have the same rate as the foreslope in
the fill area (Section E-E.)

The 4:1 foreslope becomes the secondary foreslope at the start of the transition area (Section A-
A.) The top of the 4:1 foreslope should be at the edge of the 6:1 foreslope along the runout path
and the bottom will be where the 4:1 foreslope ties back into the ditch bottom.
SECTION III-15 Fills (Over 7'), Foreslope Flattening, and Flattening at Culverts
Page 281 Revised 1/31/13

Figure 20 – Example 2 – Foreslope Transition at Box Culvert

SECTION III-15_________Fills (Over 7'), Foreslope Flattening, and Flattening at Culverts
Page 282 Revised 1/31/13

III-15.07.03 Example 3 – Grade Raise with Water on One Side Only

Roadway: Two-Lane State Corridor with 4:1 foreslopes

Design ADT: 1000
Design Speed: 65 MPH
Runout Length (Section III-13): 370 ft
Clear Zone for 4:1 foreslope (Section III-14B): 36 ft
Clear Zone for 10:1 foreslope (Section III-14B): 24 ft

There is water over 2' deep within the clear zone on one side of the roadway. Based on the
Design Guidelines the standard foreslope rate for this roadway is 4:1. Because of the proximity
of the water to the roadway, the decision was made to do a grade raise project. Refer to Figure
21 for a plan view of the area and cross sections for this example.

Water Side

Typically, a grade raise has a 10:1 foreslope to the clear zone followed by riprap and a 3:1 slope.
See the Earthwork section of the Design Manual for more information on Grade Raises. A
foreslope transition will be needed to tie the existing 4:1 foreslopes into the 10:1 foreslopes at the
grade raise.

Determine the limits of the fill section area (Section D-D.) Sometimes it may not be clear where
the fill area begins and ends and may require engineering judgment to determine the limits
and/or trial and error to find the best place to fit the foreslope transition.

A 25' transition should be used to transition between Section C-C and Section D-D.

Determine the point at which the foreslope will begin to transition from a 4:1 foreslope to a 10:1
foreslope. The transition will follow the runout path and begin at the point where the runout path
intersects the edge of the finished shoulder (Section A-A.) The runout path can be determined
using the runout length as stated in Section III-15.03 – Foreslope Transitions. The foreslope rate
in the transition area (Section B-B) should have the same rate as the foreslope in the fill area
(Section D-D.)

The 4:1 foreslope becomes the secondary foreslope at the start of the transition area
(Section A-A.) The top of the 4:1 foreslope should be at the edge of the 10:1 foreslope along the
runout path and the bottom will be where the 4:1 foreslope ties back into the ditch bottom.
SECTION III-15_________Fills (Over 7'), Foreslope Flattening, and Flattening at Culverts
Page 283 Revised 1/31/13

Dry Side

Determine which foreslope configuration will be used through the fill area on the dry side. To
do this, find the deepest fill height measured from the toe of the foreslope at the tie in with the
ditch bottom to the edge of the finished shoulder. Because the roadway is a two-lane state
corridor and the design ADT is 1000, Figure 6 will be used. Using the deepest fill height, choose
the best possible foreslope configuration. The most preferred foreslope configuration will be the
bottom line. For example, for a fill height of 18', the foreslope configurations in order of
preference would be: 1) 4:1 to ditch bottom; 2) 4:1 to clear zone, 24:1 for 12', 3:1 to ditch
bottom; and 3) 4:1 to clear zone, 3:1 to ditch bottom. The same foreslope configuration should
be used throughout the fill section. The most preferred foreslope configuration should be used
unless site conditions do not allow it.

Once the foreslope configuration has been determined, the limits of the fill area can be found
(Section D-D.) Sometimes it may not be clear where the fill area begins and ends and may
require engineering judgment to determine the limits and/or trial and error to find the best place
to fit the foreslope transition.

A 25' transition should be used to transition between Section C-C and Section D-D. The
transition ties the existing 4:1 foreslope at Section C-C with the slope configuration in the fill
section at Section D-D.

A foreslope transition using the runout length is not needed on the dry side because the existing
foreslope and the foreslope in the fill section both have the same slope rate.
SECTION III-15_________Fills (Over 7'), Foreslope Flattening, and Flattening at Culverts
Page 284 Revised 1/31/13

Figure 21 – Example 3 – Grade Raise with Water on One Side Only

SECTION III-16 _______________________________ Driveways and Access Management
Page 285 Revised 12/8/23

A POLICY states, “Access management involves providing (or managing) access to land
development while simultaneously preserving the flow of traffic on the surrounding road system
in terms of safety, capacity, and speed.” See A POLICY for more discussion on Access
Management.

The access controls in use are either Full, such as exists on the Interstate system where access is
gained only at interchanges, or Partial, where access is limited to certain locations on the system.
In either case, if this type of control is desired it will have to be negotiated as permanent R/W.

III-16.01 Partially Controlled Access – Rural Areas

The planning and design of projects in rural areas on state highways should, where possible,
consider partial access control to provide for the safe and efficient flow of traffic and to preserve
the public investment.

Generally, the following procedures should be used in the control of access:

• See Standard Drawings D-203-6 and D-203-8 for design details for rural roadways

• Following a field inspection and reviewing with the District Engineer, NDDOT will
include recommendations on access control in the environmental document.

• The basic guidelines for establishing access points are based on a maximum of five (5)
per side per mile, including section lines.

• A minimum spacing of 500 feet between access points is desirable.

• Access points may or may not be installed during new construction.

• The amount paid for access control will be based on the maximum number of access
points allowed.

• The Design Engineer will be responsible for planning access control. This will include
the Programming Division and District Engineers.

• Access control will normally be acquired as a property right in a right of way acquisition
process.

• Requests for additional access points or changes in the size will be made to the District
Engineer and this information is forwarded to the Design Division, who will in turn
requests approval from FHWA and record any changes or additions. Things to consider
in granting additional access points should include, but are not limited to:

 Ensuring that traffic safety and capacity will not be impaired or adversely
affected.

 Recapturing public funds when other than a nominal amount has been provided
for access control.
SECTION III-16 _______________________________ Driveways and Access Management
Page 286 Revised 12/8/23

III-16.02 Partially Controlled Access – Urban Areas

Where a major construction project is planned on a state system route involving a Regional
highway, NDDOT should consider partial access control to provide for the safe and efficient
flow of traffic and to preserve the public investment.

Generally, the following procedures should be used in access control:

• See Standard Drawings D-750-1 and D-750-1A for design details for urban roadways.

• The throat width for urban drives should generally be as follows:

o 10-15 feet for private residences

o 20-30 feet for commercial
o 40 feet for industrial

• Following a field review and discussion with the District Engineer and the local
representatives, NDDOT will study the use of partial access control and publish the
results in the environmental document.

• The minimum desirable spacing of access points is 400-600 feet or at the intersection
with streets.

• The actual location of the specific access points will be a joint effort between the Design
Division, District, Programming, and representatives of the local agency.

• Control of access can be achieved by an agreement between the local agency and
NDDOT or by the acquisition of access rights by either or both parties. The local agency
must adopt the plan designating the points of access.

• Changes in the size, location or number of access points will not be permitted without
mutual consent of the parties, including FHWA where appropriate.
SECTION III-17 ______________________________________________ Airport Clearances
Page 287 Revised 12/8/23

Notice of Proposed Construction or Alteration:

A. Any proposed construction of more than 200 feet in height above the ground
requires a notice be sent to the Federal Aviation Administrator (FAA).

B. Any proposed construction that enters an imaginary line that extends from a point
200 feet from the end of the nearest airport runway, upward and outward at one of
the following slopes:

1. 100:1 for a horizontal distance of 20,000 feet with the length of runway
more than 3200 feet.

2. 50:1 for a horizontal distance of 10,000 feet with a length of runway not
more than 3200 feet.

3. 25:1 for a horizontal distance of 5,000 feet from the nearest point of a
heliport.

C. FAA: See Form 7460-1: Notice of Proposed Construction or Alteration on the

web at [Link] under forms. This form should be completed if any of
the conditions in B are encountered during the design of the project. This form
may be obtained from the Airport Engineer, 2000 University Drive, Bismarck,
ND (Phone 701-250-4385).

D. Study the form carefully because attachments are required. One attachment is the
source of coordinate’s information, USGS 7.5' Quad Map or Survey, and the
reference datum, NAD 27 or NAD 83. The other attachment is the Surveyor=s
certification.

E. The proposed installation of street lighting becomes more complex to the project.
Each street light must have the coordinates, height of structure and ground line
elevations listed. This may be done on a separate sheet.

F. North Dakota is located in the Great Lakes Region of the FAA offices.

G. Approval by the Federal Aviation Administration is required before the

construction within any airport zone may begin. The approval can be expected to
take 2 to 6 months from the date notice is received.

The Utilities Engineer from the Design Division – Technical Support Section will coordinate the
survey and prepare the Notice of Proposed Construction or Alteration form. The designer should
begin coordinating with the Utilities Engineer after the environmental document approval, and
on an on-going basis as the preliminary roadway design becomes available.
SECTION III-18 ______________________________________ Work Zone Traffic Control
Page 288 1/3/2006

III-18.01 General

One of the critical parts of the design of highway construction projects is ensuring that effective
provisions for proper control of traffic within the construction work zone is provided for on the
project. Highway construction generally results in heavy equipment working in close proximity
to highway traffic, many times with restricted roadway widths, alignment shifts, and/or
temporary driving surfaces. These conditions not only have a direct impact upon public safety,
but also present a significant hazard to contractor equipment and personnel working on the
project. It is vital that every construction project have an appropriate traffic control plan that will
properly guide traffic through the work zone, at appropriate travel speeds, in both daytime and
nighttime periods, for the duration of the construction activity. In addition, if there are
pedestrians in the project area, the plans must provide for their safe passage through the project.
Access to adjacent properties is also an important consideration that must be provided for in the
traffic control plan. The work zone traffic control for a project should be planned early in the
design phase. Final work zone traffic control plans should be reviewed by the Design Division –
Traffic Safety Section.

This section reviews applicable policies and procedures governing work zone traffic control and
the resources available for use in the design process.

III-18.02 Design of Work Zone Traffic Control

Design of work zone traffic control should comply with the requirements of the “Manual on
Uniform Traffic Control Devices” (MUTCD), Part VI, published by FHWA, and comply with
NDDOT Standard Drawings.

III-18.03 Work Zone Traffic Control Plan

A work zone traffic control plan should be prepared for all projects, as no single set of signs or
other traffic control devices can satisfy all conditions on a project. The traffic control plan
should be in sufficient detail, appropriate to the complexity of the project, to clearly identify and
convey the concepts of project traffic control and the types of traffic control devices necessary to
achieve the desired control. The selection of traffic control devices should be based on the
highway type, traffic conditions, duration of operations, physical constraints, and the proximity
of the work area to the highway traffic.

The traffic control plan may range in scope from simply identifying Standard Drawings and
layouts, to preparing extensive detailed project specific plan drawings and notes. The Standard
Drawings show typical applications and layouts for traffic control devices for various common
work situations, but do not include all conceivable work situations, especially those with
complicated signing or other traffic control needs.
SECTION III-18 ______________________________________ Work Zone Traffic Control
Page 289 1/3/2006

Typical applications shown by the Standard Drawings should be altered, when necessary, to fit
the conditions of the proposed work situation. Detail drawings and plan notes may be required
to clarify device locations and quantities. The designer should review the Standard Drawings
and Standard Notes to determine what drawings, layouts, and notes may apply to the proposed
project. If special conditions exist that cannot be conveyed by the Standard Drawings and
Standard Notes, or the Standard Drawings require modification, additional plan drawings or
details and notes should be developed to indicate the necessary traffic control requirements.
Project notes should identify the necessary Standard Drawings, application, and other special
conditions. On complex projects, the work zone traffic control details and quantities should be
developed for all construction phases anticipated on the project.

The traffic control plan should include a “Traffic Control Devices List”, indicating the quantities
for each type of traffic control device required. The “Traffic Control Devices List” should be
included in the plans for every project. The quantities should be developed from the Standard
Drawings and other work zone details that may be included. The signing indicated should be
applied in both directions for two-lane and four-lane roadways, and be applied to both sides of
the roadway for freeway and expressway projects. The plans should address quantities for
multiple installations, intersections, limitations, etc. The quantities shown on the “Traffic
Control Devices List” are for bidding purposes. The “Traffic Control Devices List” program can
be found on the web at [Link]
click on “Plan Preparation Guide”, “Plan Sheets”, “Section 700”, “704.2 Traffic Control Devices
List”, or on the web at [Link] click on “Publications”, “Design Manual”, “Plan
Prep. Guide”, “Plan Sheets”, “Section 700”, “704.2 Traffic Control Devices List.”

It is preferred that traffic control devices be bid and paid for on the basis of unit prices for each
type of device shown on the Traffic Control Devices List in accordance with Sections 704.04A
and 704.05A of the Standard Specifications. This method of payment is preferred over lump
sum payment for the following reasons:

 It provides for a more complete set of plans and better defines the traffic control work item.

 It provides for a method to account for project variations that develop during construction.

 It provides for contract bid prices that may be used as a basis for negotiation when adding
traffic control devices.

When using unit payment, devices required in addition to the quantities provided on the Traffic
Control Devices List should be added at the unit prices in the contract. If the added devices do
not have a contract unit price, then payment should be negotiated or be paid at the prices listed in
the “Rental Rates for Equipment and Traffic Control Devices,” provided by Construction
Services.
SECTION III-18 ______________________________________ Work Zone Traffic Control
Page 290 1/3/2006

Traffic control devices may be bid and paid for on a lump sum basis if the traffic control plan
provides fixed quantities, is clearly defined, and requires a single set-up without modification.
When using lump sum payment, the following should be added to the traffic control plan note:
AThe devices listed on the Traffic Control Devices List shall not be bid separately, but shall be
included in the lump sum price bid for@Traffic Control@. When using lump sum payment,
devices required in addition to the quantities provided on the Traffic Control Devices List should
be added and paid for in accordance with Section 704.05B of the Standard Specifications.

Devices added to accommodate the Contractor’s operation are the Contractor=s responsibility.

III-18.04 Traffic Control Devices List

The “Traffic Control Devices List” program can be found on the web at
[Link] click on “Plan
Preparation Guide”, “Plan Sheets”, “Section 700”, “704.2 Traffic Control Devices List”, or on
the web at [Link] click on “Publications”, “Design Manual”, “Plan Prep.
Guide”, “Plan Sheets”, “Section 700”, “704.2 Traffic Control Devices List.” The plan sheet
table contains all signs and other devices shown in the Standard Drawings. The program file
may be copied to the appropriate project file, and the sheet summary edited as necessary to add
or delete traffic control devices.

III-18.05 Special Signs

Occasionally, signs will be needed that are not provided in the Standard Drawings. These signs
may be special detour signs, distance and destination signs, etc. The designer should contact the
Design Division – Traffic Safety Section for the proper sign legend, dimensions, and post
configuration. The designer should time the request to provide a minimum two week lead time
for the Traffic Section.

III-18.06 Computation of Sign Units

Material Costs Per Project

Signs $4.00/ S.F.

Posts $10.00 ea.

Install Sign and Post(s):

Sign and 1 post $22.00

Sign and 2 post $36.00
Sign and 3 post $48.00
Sign and 4 post $60.00
SECTION III-18 ______________________________________ Work Zone Traffic Control
Page 291 1/3/2006

Install sign on existing installed post(s):

Sign and 1 post $14.00

Sign and 2 post $22.00
Sign and 3 post $28.00
Sign and 4 post $32.00

Installation costs include hardware, removal, maintenance, profit and overhead.

Units = (Cost of material and installation) -:- $3.50

EXAMPLES

Sign mounted on post(s) Sign mounted on existing installed post(s)

48" x 48" sign and 2 posts 21' x 15" Arrow sign

4' x 4' = 16 sq. ft. x $4 = $64.00 1.75' x 1.25' = 2.2 sq. ft. x $4 = $ 8.75
2 posts x $10 = $20.00 1 post = $14.00
Install sign and 2 posts = $36.00 Total $22.75
Total $120.00

Units = $120/ 3.50 = 34.3 Use 35 Units = $22.75/ 3.50 = 6.5 Use 7

NOTE: All units are rounded up to the next even number. Most signs 30 inch in length have
units calculated using 1 post and sign over 30 inches to 60 inches in length have units calculated
using 2 post. Sign over 60 inches to 96 inches in length have units calculated using 3 posts. Sign
over 96 inches in length should have 4 posts but the 4th post must be outside 8 feet from the first
post.

III-18.07 Guidelines for Using Standard Drawings for Construction Signing

Table III-19-1, at the end of this section, has been developed to summarize the application of
Standard Drawings for work zone traffic control signing. The table is intended to serve as a
guide only, and is not all inclusive. The designer should select the appropriate standard drawings
and include them in the project plans. In instances where the standard drawings do not
adequately cover the specific type of work proposed, the designer should consult with the Design
Division – Traffic Safety Section for assistance in developing appropriate project traffic control.
SECTION III-18 ______________________________________ Work Zone Traffic Control
Page 292 1/3/2006

III-18.08 Traffic Control Supervisor

Some major projects, with extensive traffic control, high traffic volumes, and/or complicated
construction, may warrant the use of a Traffic Control Supervisor. Guidelines for the use of the
project Traffic Control Supervisor are as follows:

The Traffic Control Supervisor should be used only on projects that meet one or more of the
requirements listed below.

 Projects that include complex construction phasing.

 Projects that have traffic volumes over 750 ADT in rural areas and over 2000 ADT in urban
areas.

 Projects that have traffic control devices proposed to cost over $50,000.

 Projects listed above must have live traffic traveling through the construction area.

The designer should use the above guidelines to determine if a Traffic Control Supervisor is to
be recommended. The District Engineer should review the recommendation and make the
decision. The guidelines should be adhered to unless special circumstances require the use of a
Traffic Control Supervisor.

Standard Note 704-016, as follows, should be included in the plans when the District Engineer
determines the Traffic Control Supervisor is required. A plan note further detailing the Traffic
Control Supervisor may also be included in the plans.

704-016 TRAFFIC CONTROL SUPERVISOR: A Traffic Control Supervisor shall be

provided on the project.

The standard and plan notes can be found on the web at

[Link] click on “Plan
Preparation Guide”, “Standard Notes” (and “Plan Notes”), “Section 700”, “704 – Traffic
Control.”

III-18.09 Reflective Sheeting for Work Zone Traffic Control Devices

It is the policy of NDDOT that certain traffic control devices in work zones have Micro-cube
Corner Prismatic (Diamond Grade) and Micro-cube Corner Prismatic (Fluorescent Diamond
Grade) Sheeting.

Generally, the use of Micro-cube Corner Prismatic (Diamond Grade) and Micro-cube Corner
Prismatic (Fluorescent Diamond Grade) wide angle retroreflective sheeting on work zone traffic
control signs will improve daytime and nighttime visibility, daytime color, handling
characteristics, and long-term durability.
SECTION III-18 ______________________________________ Work Zone Traffic Control
Page 293 1/3/2006

Specifically, all work zone traffic control signs should be constructed of Micro-cube Corner
Prismatic (Diamond Grade) for white background signs and Fluorescent Diamond Grade for
orange background signs.
This should include all detour signs, black on orange work zone traffic control signs, and all
other rigid signs installed to control and direct traffic during construction operations.

Orange and white Type I, II, and III barricades, and orange and white vertical panels should be
Micro-cube Corner Prismatic (Diamond Grade) Retroreflective Sheeting.

Sheeting requirements for retroreflective bands on cones and drums should be high intensity
material or Micro-cube Corner Prismatic Sheeting.

All construction contracts should include the provisions for Micro-cube Corner Prismatic
Sheeting.

III-18.10 Work Zone Speed Limits

NDDOT’s Traffic Control Review Team has adopted Work Zone Speed Limit Reduction
Procedures. A summary of these procedures follows.

III-18.10.01 Seal Coat Projects

The speed limit on seal coat projects should be reduced as shown on the Standard Drawings.

III-18.10.02 Interstate, Four-Lane Divided and Two-Lane Highways

This procedure provides a method for considering engineering factors in selecting a work zone
speed limit. It is intended to establish speed zones based on actual conditions.

Based on present guidance in the Manual on Uniform Traffic Control Devices (MUTCD), the
procedure starts with speed limits of the work site prior to the beginning of the construction
activities.

The procedure is based on consideration of speed limits for the work zones on a site by site basis.

The need for a speed reduction is determined through consideration of a number of factors
related to the actual condition in a specific work zone.

Where a work zone speed limit reduction may be appropriate, the recommended procedure
indicates the maximum speed limit reduction that should be considered 10 mph. A work zone
speed limit reduction of greater than 10 mph is not recommended unless the design speed of the
geometric element is more than 10 mph below the normal speed limit.

Reduced speed limits are generally for projects that last at least 24 hours, but there is no
constrain to using reduced work zone speed limits for shorter projects.

Reduced work zone speed limits should be used only during specific time periods and only for
specific portions of the work zone where the engineering factors identified in the work zone
speed limit procedure are present.
SECTION III-18 ______________________________________ Work Zone Traffic Control
Page 294 1/3/2006

III-[Link] Work Zone Speed Limit Procedure

The appropriate speed limit for any highway work zone can be determined from the procedure
presented in this section. The procedure is applicable to stationary construction zones,
maintenance zones and utility operations; intermittent moving or mobile operations; and
continuous moving operations. The recommended procedure has four steps:

Step 1 - Determine the existing speed limit.

Step 2 - Determine the work zone condition that applies.
Step 3 - Determine which factors for the appropriate condition apply to the specific site.
Step 4 - Select the work zone speed limit.

Each step is discussed below. This procedure is illustrated by the flow chart in Figure III-19.01.
Table G-1 explains the seven work zone conditions that are addressed in Step 2.

Step 1 - Determine the existing speed limit.

The first step in the procedure is to determine the existing (pre-construction) speed limit for the
work zone.

Step 2 - Determine the work zone condition that applies.

The work zone condition is determined by the location of the work activities in relation to the
traveled way.

Step 3 - Determine which factors for the appropriate condition apply to the specific site.

The third step in the procedure is to review the conditions that are applicable to the condition that
is present in the work zone.

Step 4 - Select the work zone speed limit

The work zone speed limit should be selected considering the factors presented in the conditions.

Project engineers responsible for each work zone should monitor the conditions in the work zone
and make sure that the posted speed limit is appropriate for the actual conditions at any given
time.

All work zone traffic control should be evaluated at the beginning of the project and periodically
through the life of the project to determine if the traffic controls are operating as intended.
SECTION III-18 ____________________________________________________________________ Work Zone Traffic Control
Page 295 1/3/2006

Figure III-18.01 – Work Zone Speed Limit Procedure

SECTION III-18 ______________________________________ Work Zone Traffic Control
Page 296 1/3/2006

TABLE G-1
Condition 1
Activities that are more than 10 ft from the edge of the traveled way (roadside activity).

Typical applications
Roadway constriction
Cleaning drainage
Landscaping work
Structural work
Utility work
Reworking ditches
Fencing work

Reduction to Existing Regulatory Speed Limit

Should not be used.*

Suggested Maximum Amount of Speed Reduction

None

Factors:
None

The regulatory speed limit shall meet all requirements of the MUTCD.

*There should not be a reduction of the existing regulatory speed limit unless unusual situations
create hazardous conditions for motorists, pedestrians, or workers.

Condition 2
Activities that encroach on the area closer than 10 ft but not closer than 2 ft to the edge of the
traveled way (shoulder activity).

Typical Applications
Roadway construction
Culvert extension
Guardrail installation
Cleaning drainage
Reworking ditches
Shoulder work
Utility work
Side slope work
Landscaping work
Structural work
Sign installation

Reduction to Existing Regulatory Speed Limit

May be used where factors exist.

Suggested Maximum Amount of Speed Reduction

10 mph
SECTION III-18 ______________________________________ Work Zone Traffic Control
Page 297 1/3/2006

Factors:
Workers present for extended periods within 10 ft of the traveled way unprotected by
barrier.

Horizontal curvature that might increase vehicle encroachment rate (could include
mainline curves, ramps, and turning roadways).

The regulatory speed limit shall meet all requirements of the MUTCD.

Conditions 3
Activities that encroach on the area from the edge of the traveled way to 2 ft from the edge of the
traveled way (lane encroach).

Typical Application
Roadway construction
Utility work
Guardrail installation
Shoulder work

Reduction to Existing Regulatory Speed Limit

May be used where factors exist.

Suggested Maximum Amount of Speed Reduction

10 mph

Factors:
Workers present for extended periods within 2 ft of the traveled way unprotected by
barrier.

Horizontal curvature that might increase vehicle encroachment rate (could include
mainline curves, ramps, and turning roadways).

Barriers or pavement edge drop-off within 2 ft of the traveled way.

Reduced design speed for stopping sight distance.

Unexpected conditions

The regulatory speed limit shall meet all requirements of the MUTCD. Where work zone
geometric with reduced design speeds cannot be avoided, the work zone speed limit should not
exceed the design speed, even if this requires a work zone speed limit reduction greater than 10
mph.

Condition 4
Activities that require an intermittent or moving operation on the shoulder (moving activity on
shoulder).
SECTION III-18 ______________________________________ Work Zone Traffic Control
Page 298 1/3/2006

Typical Applications
Roadway construction
Widening
Delineator installation
Shoulder and slope work
Utility work
Guardrail installation
Landscaping work

Reduction to Existing Regulatory Speed Limit

Should not be used.*

Suggested Maximum Amount of Speed Reduction

None

Factors:
None

The regulatory speed limit shall meet all requirements of the MUTCD.

*There should not be a reduction of the existing regulatory speed limit unless unusual situations
create hazardous conditions for motorists, pedestrians, or workers.

Condition 5
Activities that encroach on the area between the centerline and the edge of traveled way (lane
closure).
SECTION III-18 ______________________________________ Work Zone Traffic Control
Page 299 1/3/2006

Typical Applications
Roadway construction
Pavement repair
Utility work
Widening
Pavement resurfacing
Pavement marking
Bridge repair

Reduction to Existing Regulatory Speed Limit

May be used where factors exist.

Suggested Maximum Amount of Speed Reduction

10 mph

Factors:
Workers present for extended periods in the closed lane unprotected by barrier.

Lane width reduction of 1 ft or more with a resulting lane width less than 11 feet.

Traffic control devices encroaching on a lane open to traffic or within a closed lane but
within 2 ft of the edge of the open lane.

Reduced design speed for taper length or speed change lane length.

Barriers or pavement edge drop-off within 2 ft of the traveled way.

Reduced design speed of horizontal curve.

Reduced design speed for stopping sight distance.

Traffic congestion created by a lane closure.

Unexpected conditions.

The regulatory speed limit shall meet all requirements of the MUTCD. Where work zone
geometric with reduced design speeds cannot be avoided, the work zone speed limit should not
exceed the design speed, even if this requires a work zone speed limit reduction greater than 10
mph.
SECTION III-18 ______________________________________ Work Zone Traffic Control
Page 300 1/3/2006

Condition 6
Activities require a temporary detour to be constructed (temporary detour).**

Typical Applications
Roadway construction
Subgrade restoration
Bridge construction
Culvert repair
Reduction to Existing Regulatory Speed Limit
May be used where factors exist.

Suggested Maximum Amount of Speed Reduction

10 mph

Factors:
Lane width reduction of 1 ft or more with a resulting lane width less than 11 feet.

Reduced design speed for detour roadway or transition (radius of curvature,

superelevation, and sight distance).

Unexpected conditions.

The regulatory speed limit shall meet all requirements of the MUTCD. Where work zone
geometric with reduced design speeds cannot be avoided, the work zone speed limit should not
exceed the design speed, even if this requires a work zone speed limit reduction greater than 10
mph.

**Detour and transition geometry with a design speed equal to or greater than the existing
regulatory speed limit should be provided whenever possible.

Condition 7
Activities that encroach on the area on both sides of the centerline of a roadway or lane lines of a
multilane highway (centerline or lane line encroachment).

Typical Applications
Roadway construction
Widening
Pavement marking
Crack sealing
Pavement resurfacing
Bridge repair
Pavement repair

Reduction to Existing Regulatory Speed Limit

May be used where factors exist.

Suggested Maximum Amount of Speed Reduction

10 mph
SECTION III-18 ______________________________________ Work Zone Traffic Control
Page 301 1/3/2006

Factors:
Workers present on foot in the traveled way or in the closed lane unprotected by barrier
for extended periods.

Remaining lane plus shoulder width is less than 11 ft.

Reduced design speed for taper length or speed change lane length.

Barriers or pavement edge drop-off within 2 ft of the traveled way.

Reduced design speed of horizontal curve.

Reduced design speed for stopping sight distance.

Traffic congestion created by a lane closure.

Unexpected conditions.

The regulatory speed limit shall meet all requirements of the MUTCD. Where work zone
geometrics with reduced design speeds cannot be avoided, the work zone speed limit should not
exceed the design speed, even if this requires a work zone speed limit reduction greater than 10
mph.

III-18.11 Longitudinal Edge Drop-off Guidelines

These guidelines are intended to increase traffic safety by identifying techniques for the
treatment of uneven lanes and edge drop-offs that occur along the centerline, edgeline, and
shoulders in highway work areas. One of the best ways to increase traffic safety is to minimize
exposure to uneven lanes and edge drop-offs. The following guidelines incorporating traffic
control devices and construction methods may be applied to enhance traffic safety. See Figure
III-19.02, Longitudinal Edge Drop-Off Guidelines, at the end of this section for a graphical
representation of these techniques.
SECTION III-18 ______________________________________ Work Zone Traffic Control
Page 302 1/3/2006

GENERAL:

 At no time should there be more than one uneven lane condition between the traffic carrying
lanes, which include auxiliary lanes, turn lanes, and ramp access or egress areas. Weather
permitting, all exposed uneven lane conditions within the traffic carrying lanes should be
matched within 24 hours.

 Traffic control signs, as shown, should be repeated after major intersections. A major
intersection is defined as an intersection between a state highway and another state highway,
an Interstate ramp, or a County Major Collector (CMC).

 The maximum sign spacing should be 1 mile when the speed limit is greater than 30 mph.

 The maximum sign spacing should be 1/4 mile when the speed limit is 30 mph or less.

 The maximum spacing of channelizing devices used to close the shoulder is 100 feet.

 The maximum spacing of Type III Barricades used to close a lane is 1000 feet.

UNEVEN LANES – PAVING OPERATIONS:

Note: The following paragraph and subparagraph numbers correspond to drawings on Figure
III-19.02, which follows this section.

1. Two Lane Highways

A. For drop-offs of 1-1/2 inches or less, appropriate traffic control signs should be
provided as indicated in Standard Note 704-250. Traffic can be permitted to cross
the drop-off.

B. For drop-offs of 1-1/2 to 2-1/2 inches, appropriate traffic control signs and
devices should be provided as indicated in Standard Note 704-251 for ADT of
750 or less, or Standard Note 704-252 for ADT greater than 750. Traffic should
not be permitted to cross the drop-off as shown.

C. For drop-offs of 2-1/2 to 4 inches, appropriate traffic control signs and devices
should be provided as indicated in Standard Note 704-253. Traffic should not be
permitted to cross the drop-off.

2. Four Lane Divided and Interstate Highways

For drop-offs of 2 inches or less, appropriate traffic control signs and a lane closure
should be provided as indicated in Standard Note 704-254. Traffic should not be
permitted to cross the drop-off.
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3. Shoulders – All Highways

For drop-offs of various depths, appropriate traffic control signs and an edge slough
should be provided as indicated in Standard Note 704-255. Traffic may cross the drop-
off.

UNEVEN LANES – MILLING OPERATIONS:

Milling operations should use the guidelines shown for paving operations. The plan notes, etc.,
will require modifications in terminology for the milling operations.

EDGE DROP-OFFS – ADJACENT TO TRAFFIC CARRYING LANE:

1. For drop-offs of 1-1/2 inches or less, appropriate traffic control signs should be provided
as shown in Figure III-19.02 at the end of this section.

2. For drop-offs greater than 1-1/2 inches up to 4 inches:

A. The edge should be tapered and compacted at a slope of 4:1 and appropriate
traffic control signs should be provided; or

B. If the taper is not provided, traffic should not be permitted to cross the drop-off,
and that portion of the roadway should be closed to traffic with appropriate traffic
control signs and devices.

3. For drop-offs greater than 4 inches up to 12 inches:

A. The edge should be tapered and compacted at a slope of 4:1. Traffic should not
be allowed to cross the drop-off, and that portion of the roadway should be closed
to traffic with appropriate traffic control signs and devices; Vertical Panels shall
be placed at the top of the slope or Stackable Vertical Panels placed at the edge of
the driving lane; or

B. If a taper is not provided, the traffic should not be allowed to cross the drop-off,
and that portion of the roadway should be closed to traffic with appropriate traffic
control signs, devices, and a positive barrier, such as a portable precast concrete
barrier; or

C. If a taper is not provided, the traffic or auxiliary lane adjacent to the drop-off
should be closed to traffic with the appropriate traffic control signs and devices.

Note: Tapers or positive barriers are not required if:

1) The drop-off is within an urban area and the speed limit is 30 mph or less;
Stackable Vertical Panels placed at the edge of the driving lane; or

2) The drop-off is short term (7 calendar days or less) and less than 50 feet in
length and the speed limit is higher than 30 mph. Vertical Panels shall be
placed at the top of the slope or Stackable Vertical Panels placed at the edge
of the driving lane.
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4. For drop-offs greater than 12 inches:

The traffic or auxiliary lane adjacent to the drop-off should be closed to traffic with the
appropriate traffic control signs and devices, and a positive barrier, such as a portable
precast concrete barrier.

Positive barriers are not required if the drop-off is a short term condition (7 calendar days
or less) and is located 16 feet or more from the traffic carrying lane.

EDGE DROP-OFFS – INSIDE EDGE OF SHOULDER:

1. For drop-offs of 1-1/2 inches or less, appropriate traffic control signs should be provided.

2. For drop-offs greater than 1-1/2 inches up to 4 inches:

A. The edge should be tapered and compacted at a slope of 4:1 and appropriate
traffic control signs should be provided; or

B. If the taper is not provided, traffic should not be permitted to cross the drop-off,
and that portion of the roadway should be closed to traffic with the appropriate
traffic control signs and devices.

3. For drop-offs greater than 4 inches up to 12 inches:

A. The edge should be tapered and compacted at a slope of 6:1, and appropriate
traffic control signs should be provided (6:1 taper should not be used as a traffic
carrying lane). This treatment should not be permitted unless the 6:1 slope is
compacted so that a vehicle may safely drive onto it without losing control, and
there are no other hazardous conditions; Vertical Panels shall be placed at the top
of the slope or Stackable Vertical Panels placed at the edge of the driving lane; or

B. The edge should be tapered and compacted at a slope of 4:1, traffic should not be
allowed to cross the drop-off, and that portion of the roadway should be closed to
traffic with appropriate traffic control signs and devices; or

C. If a taper is not provided, the traffic or auxiliary lane adjacent to the drop-off
should be closed to traffic with the appropriate traffic control signs and
channelizing devices.

4. For drop-offs greater than 12 inches:

The traffic or auxiliary lane adjacent to the drop-off should be closed to traffic with the
appropriate traffic control signs and devices, and a positive barrier, such as a portable
precast concrete barrier.

Positive barriers are not required if the drop-off is a short term condition (7 calendar days
or less) and located 16 feet or more from the traffic carrying lane.
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EDGE DROP-OFFS - OUTSIDE EDGE OF SHOULDER:

1. Shoulder width 0 to 2 feet and a 0 to 12 inch drop-off; use appropriate guideline above.
Stackable Vertical Panels placed at the edge of the Shoulder.

2. Shoulder width 2 to 8 feet and a 0 to 4 inch drop-off; install edgeline, or use appropriate
guideline above.

3. Shoulder width 8 feet or greater and a 0 to 4 inch drop-off; no traffic control required.

4. Shoulder width 2 to 8 feet and a 4 to 12 inch drop-off; use appropriate guideline above.

Figure III-18.02, which follows, has been developed to summarize longitudinal edge drop-off
guidelines for work zones. Vertical Panels shall be placed at the top of the slope or Stackable
Vertical Panels placed at the edge of the driving lane. The figure is intended to serve as a guide
only and is not all inclusive.
SECTION III-18 ______________________________________ Work Zone Traffic Control
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Figure III-18.02 Longitudinal Edge Drop-Off Guidelines

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III-18.12 Warrants for Portable Changeable Message Signs

Portable changeable message signs (PCMS) have a wide variety of applications in work zone
traffic control, including roadway or ramp closures, crash or emergency incident management
with restrictions information, advisories on road work scheduling, traffic management and
diversion, warning of adverse conditions, and operation controls.

The primary purpose of PCMS in work zone traffic control is to advise the driver of unexpected
traffic and routing situations. Some typical applications include the following:

 Where speed of traffic is to drop substantially.

 Where queuing and delays are possible.

 Where adverse environmental conditions are present.

 To provide advance notice of ramp, lane, or roadway closure.

 For crash or incident management.

Some typical criteria include:

 The speed limit in the work zone is above 50 mph, and the speed reduction is more than 20
mph.

 When queuing traffic is more than 20 vehicles and delays are greater than 5 minutes.

 Adverse environmental conditions – any chemical spills or other hazardous materials.

 It is assumed that ramp, lane, or roadway closures are normally less than 2 weeks.

 Crash or incidents are hard to quantify.

The designer should use the guidelines to determine if the project meets all of these requirements
and then recommends to the District Engineer if the PCMS are to be provided. The District
Engineer should consider the recommendation and make the decision. The guidelines should be
adhered to unless special circumstances require the use of a PCMS.

A Special Provision covering PCMS has been prepared and should be used on all projects that
specify the use of this traffic control device. Contact the Maintenance and Engineering Services
Division for the Special Provision.
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Table III-18-1 Traffic Control Devices List

The “Traffic Control Devices List” program can be found on the web at [Link]
click on “Publications”, “Design Manual”, “Plan Prep. Guide”, “Plan Sheets”, “Section 700”,
“704.2 Traffic Control Devices List”, or on the web at
[Link] click on “Plan
Preparation Guide”, “Plan Sheets”, “Section 700”, “704.2 Traffic Control Devices List”.
Download XLS, open and follow instructions and the traffic control devices list will provide the
quantities for each sign used and a total amount for the bid items. The chart can be printed for
plans. The table contains all signs and devices shown in the Standard Drawings. The table may
be copied and edited as necessary and unused signs and devices removed to minimize the size of
the table.

Special Signs:

Occasionally signs will be needed that are not provided in the Standard Drawings. These
signs may be special detour signs, distance and destination signs, etc. The designer should
contact the Design Division - Traffic Section for the proper sign message, dimensions, and
post configuration. The designer should coordinate the request to provide a minimum two
week lead time for the Design Division.
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TABLE III-18-2 Application of Standard Drawings for Construction Signing

APPLICATION OF STANDARD DRAWINGS FOR CONSTRUCTION SIGNING

CSL Roadway
Std Dwg No. Description Duration Comments
Type Type
D-704-01 na Attenuation device All na
1) Use on all seal coat projects in accordance to Section
762.04 D.1.e.
2) See example note 762 - P01, to revise method of payment,
when short-term pavement markings are not provided.
3) See example note 762 - P01, when using plastic and preformed
patterned pavement markings, and it is desired to recess the
D-704-03 na Lane markers for seal jobs only (spotting tab) All na pavement markings.
D-704-08 na Breakaway system for construction zone signs All na 1) Use on all projects.
D-704-09 na Construction sign details All na 1) Use on all projects.
D-704-10 na Construction sign details All na 1) Use on all projects.
D-704-11 na Construction sign details All na 1) Use on all projects.
D-704-12 na Construction sign details All na 1) Use on all projects.
D-704-13 na Barricade details All na 1) Use on all projects.
D-704-14 na Construction signs and barricade assembly details All na 1) Use on all projects.
D-704-22 K Truck traffic entering thru highway All L,I,S 1) Signs should be covered or taken down at night
D-704-22 L Truck traffic crossing thru highway All L,I,S 1) Signs should be covered or taken down at night
D-704-24 R Bridge painting below roadway All L,I,S
D-704-24 S Bridge painting above roadway All L,I,S
1) Use in daylight with good visibility only and outside major
D-704-24 T Work area outside roadway All S work area.
D-704-24 U Equipment parked on right shoulder All S
1) Use when condition exist outside the major work area.
D-704-26 Y Haul road crossing thru highway All L,I,S 2) Signs should be covered or taken down at night
D-704-26 Z Speed zone All L,I,S 1) Use when condition exist.
D-704-26 AA Survey crew All S 1) Use when condition exist.
D-704-26 BB Shoulder work or shoulder drop-off All L,I,S 1) Use when condition exist within the major work area.
D-704-26 CC Fresh oil All L,I,S 1) Use when condition exist.
D-704-26 DD Road narrows All L,I,S 1) Use when condition exist.
D-704-26 EE Bump All L,I,S 1) Use when condition exist.
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APPLICATION OF STANDARD DRAWINGS FOR CONSTRUCTION SIGNING

CSL Roadway
Std Dwg No. Description Duration Comments
Type Type
D-704-26 FF End of pavement All L,I,S 1) Use when condition exist.
D-704-26 GG Uneven lanes All L,I,S 1) Use when condition exist.
D-704-30 na Windrow marking All L,I,S 1) Use when condition exist.
1) Use on projects that may have a suspension(s) greater than 3
D-704-42 na Road construction guide sign All L days or through the winter months.
1) Use in daylight with good visibility only. The closure should be
limited to 15 to 20 minutes only.
2) The layout may be referenced to indicate flagging station layout
and signing.
3) Applications include HBP paving operations on two-lane
two-way roadways in conjunction with pilot cars, and other
D-704-15 A Temporary roadway closure with flagger control 2L SD operations that require temporary closure of a roadway.
1) Use when condition exist > 1 day or outside major work area.
2) Applications include box culverts and structures. Work areas
are typically short in length (<1000 ft).
3) "Sharp" curve signs (W1-3-48 & W13-1-24) should be used on
D-704-15 B Roadway closure with temporary detour (diversion) 2L L,I cures with design speeds of 30 mph or less.
1) Use when hazardous conditions exist next to the driving lane
and traffic is controlled by signals. Work areas are typically
short in length (<1000 ft). Work area geometry should be
reviewed for suitability. The signal are typically used on long
term projects in-place of flagging.
2) Applications: generally used for structural repair.
3) The contractor should have the option of using this layout or
Std. Dwg. D-704-17. Include plan note 704-450 to address the
option and method of payment.
4) The attenuation devices and barrier may be deleted by plan note
Lane closure with temporary traffic signal control pending engineering analysis. Engineering analysis should
D-704-16 na and barriers 2L L include closure time less than 4 weeks.
1) Use when hazardous conditions exist next to the driving lane
and traffic is controlled by flagging.
2) Applications include structural repair, pipe installation,
excavation, etc. with conditions remaining overnight. Work
areas are typically short in length (<1000 ft).
3) For long term projects the contractor should have the option of
using this layout or Std. Dwg. D-704-16. Include plan note
704-450 to address the option and method of payment.
4) The attenuation devices and barrier may be deleted by plan note
D-704-17 na Lane closure with flagger control and barriers 2L L,I pending engineering analysis. Engineering analysis should
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APPLICATION OF STANDARD DRAWINGS FOR CONSTRUCTION SIGNING

CSL Roadway
Std Dwg No. Description Duration Comments
Type Type
include closure time less than 4 weeks.
Detour signing - roadway closure beyond detour
D-704-19 E point 2L L,I 1) Use when condition exist > 1 day and outside major work area.
1) Use when condition exist > 1 day and outside major work area.
2) Application: generally used when traffic must be restricted from
the work area. Typically the traffic control devices and flagging
would remain in-place overnight, if the operation requires daily
set-up consideration should be given to an alternative
channelizing device. A pilot car may be used to supplement the
flagging control.
3) Tubular Markers or Traffic Cones may be substituted for
Lane closure with flagger control Delineator Drums by plan note, pending engineering analysis.
D-704-19 F (depicts obstructed visibility) 2L L,I Cones shall not be used when conditions exist over night time.
Lane closure with widened section to maintain
D-704-21 J two-way traffic 2L L,I 1) Use when condition exist > 1 day and outside major work area.
1) Use when condition exist < 1 day and within the major work
area. Use in daylight with good visibility only.
2) "Sharp" curve signs (W1-3-48 & W13-1-24) should be used on
D-704-22 M Temporary detour for culvert installation 2L S cures with design speeds of 30 mph or less.
Temporary lane closure with flaggers to maintain 1) Use when condition exist < 1 day and within the major work
D-704-22 N traffic 2L S area.
1) Use when condition exist > 1 day and outside major work area.
2) Application: use on structures only, when the roadway has an
ADT <750. Work areas are typically short in length (<1000 ft).
3) Work area geometry should be reviewed for adequate sight
D-704-31 na Lane closure with stop sign control 2L L,I distance and visibility.
1) Applications:
TCP (3-1a), Undivided Multilane Roadway.
TCP (3-1b), Two-Way Roadway With Paved Shoulders.
D-704-27 na Pavement Marking - moving operation 2L & 4L M TCP (3-1c), Two-Way Roadway Without Paved Shoulders.
1) Construction signing is installed to delineate the construction
zone (project boundaries) outside of the work area. The purpose
is to inform the motorist that construction activities should be
anticipated.
2) The designer should review the roadway ADT and intersection
locations. A plan note or detailed drawing should be included to
Construction signing - for seal coats with traffic address intersection locations and short-term markings..
D-704-20 H maintained (includes signing for intersecting routes) 2L & 4L L,I 2) Use spotting tabs on all seal coat projects in accordance to
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APPLICATION OF STANDARD DRAWINGS FOR CONSTRUCTION SIGNING

CSL Roadway
Std Dwg No. Description Duration Comments
Type Type
Section 704.04 D.1.e and Std. Dwg. D-704-3.
3) See example note 762 - P01, to revise method of payment,
when short-term pavement markings are not provided.
1) Construction signing is installed to delineate the construction
zone (project boundaries) outside of the work area. The purpose
is to inform the motorist that construction activities should be
anticipated. As a rule of thumb, construction signing should
provided if the anticipated duration is > 2 weeks.
2) The designer should review the intersection locations. A plan
note or detailed drawing should be included to address
intersection locations.
Construction signing - with traffic maintained 2L, 4L, & 3) The designer should review the need for sign no. G20-1b-60
D-704-20 G (includes signing for intersecting routes) 4LD L and address by plan note.
2L, 4L, & 1) The advance warning sign sequence should be revised to show
D-704-21 I Detour signing - roadway closure 4LD L,I a lane closure for 4L and 4LD application.
1) Construction signing is installed to delineate the construction
zone (project boundaries) outside of the work area. The purpose
is to inform the motorist that construction activities should be
anticipated.
2) The designer should review the intersection locations. A plan
note or detailed drawing should be included to address
intersection locations.
Construction signing - tee-intersection with traffic 2L, 4L, & 3) The designer should review the need for sign no. G20-1b-60
D-704-22 O maintained 4LD L,I and address by plan note.
1) Applications:
Two-Way Roadway With Paved Shoulders.
Two-Way Roadway Without Paved Shoulders.
2L, 4L & Divided Multi-Lane Highway.
D-704-29 na Pavement Marking - individual unit operation 4LD M Undivided Multi-Lane Highway.
1) Use on HBP projects when cores for specified density are
2L, 4L, 4LD required.
D-704-02 na Coring for hot bituminous pavement & Int M 2) Use in daylight with good visibility only.
1) Use when condition exist > 1 day or outside major work area.
2) The work area should be returned to a non-hazardous or
traversable condition at the end on the work day.
3) Tubular Markers may be substituted for Traffic Cones by plan
D-704-15 C 2 Roadway closure with traffic maintained 4L L,I note.
1) Use when condition exist > 1 day and outside major work area.
D-704-19 D Roadway closure with traffic maintained by 4LD L,I 2) The use of positive barriers should be based on need determined
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APPLICATION OF STANDARD DRAWINGS FOR CONSTRUCTION SIGNING

CSL Roadway
Std Dwg No. Description Duration Comments
Type Type
temporary crossover and detour to other roadway by engineering analysis and duration of project. Use Std. Dwg.
for Interstate crossovers if barriers are required.
3) The alignment may be designed using standard tapers or
AASHTO design criteria for curves.
1) Use on stationary operations that do encroach the driving lane
(L or R), and flagging is not required.
2) Applications include guardrail, etc. Projects are generally
shorter in length (begin and end of project visible), but may
extend to approx. 3 miles in length.
3) The lane closure may remain in-place overnight or be removed.
If used overnight, Tubular Markers shall be substituted for
D-704-23 P Lane closure 4LD L,I,S Traffic Cones.
1) Use on operations that encroach the driving lane and require
flagging.
2) Applications include HBP overlays, seal coats, CPR, grinding,
etc. The daily construction area is generally limited to <6 miles
in length (by plan note).
3) The lane closure may remain in place overnight or be removed
depending on roadway hazard condition.
4) Excavation should be <1 ft and hazardous conditions should be
removed or traversable at night.
5) The designer should verify the approach location.
6) The designer may limit length and quantities by providing a
D-704-33 na Lane closure, with inside approach shown 4LD L,I plan note and detailing quantities provided.
1) Use on operations that encroach the driving lane and require
flagging.
2) Applications include HBP overlays, seal coats, CPR, grinding,
etc. The daily construction area is generally limited to <6 miles
in length (by plan note).
3) The lane closure may remain in place overnight or be removed
depending on roadway hazard condition.
4) Excavation should be <1 ft and hazardous conditions should be
removed or traversable at night.
5) The designer should verify the approach location.
6) The designer may limit length and quantities by providing a
D-704-34 na Lane closure, with outside approach shown 4LD L,I plan note and detailing quantities provided.
1) Applications:
D-704-28 na Pavement Marking - moving operation 4LD, Int M Divided Highways or Interstate with 3 or more lanes.
D-704-32 na Lane closure, moving operation 4LD, Int M
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APPLICATION OF STANDARD DRAWINGS FOR CONSTRUCTION SIGNING

CSL Roadway
Std Dwg No. Description Duration Comments
Type Type
D-704-18 na Lane closure with portable barriers Int L,I 1) Use when hazardous conditions exist next to the driving lane
2) Applications include structural repair, pipe installation,
excavation, etc. The project length is generally limited.
3) The use of barriers and attenuation devices (hazardous
conditions) should be based on need determined by engineering
analysis. If hazardous conditions are not present use Std. Dwg.
D-704-35.

1) Use on operations that encroach the driving lane and require

flagging.
2) Applications include HBP overlays, seal coats, CPR, grinding,
etc. The daily construction area is generally limited to <6 miles
in length (by plan note).
3) The lane closure may remain in place overnight or be removed
depending on roadway hazard condition.
4) Excavation should be <1 ft and hazardous conditions should be
removed or traversable at night.
5) The designer may limit length or quantities by providing a plan
D-704-35 na Lane closure Int L,I note and detailing quantities provided.
D-704-38 na TCS - Median crossover (begin), 55 mph Int L
D-704-39 na TCS - Median crossover (end), 55 mph Int L
D-704-40 na TCS - Median crossover (begin), 65 mph Int L
D-704-41 na TCS - Median crossover (end), 65 mph Int L
D-704-43 na TCS - Median crossover (begin), 70 mph Int L

D-704-44 na TCS - Median crossover (end), 70 mph Int L

D-704-25 V Partial roadway closure (mid-block) MS S 1) Use in daylight with good visibility only.
D-704-25 W Work area outside roadway, no partial closure MS S 1) Use in daylight with good visibility only.
D-704-25 X Partial roadway closure (end-block) MS S 1) Use in daylight with good visibility only.

D-704-23 Q Detour signing - city street closure MS & U L,I,S

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APPLICATION OF STANDARD DRAWINGS FOR CONSTRUCTION SIGNING

Roadway Type Definitions: Duration Definitions:
All = All roadways. na = Not applicable.
2L = 2 Lane Roadways. L = Long term stationary - > 3 days.
4L = 4 Lane Roadways. I = Intermediate term stationary - overnight #3 days.
4LD = 4 Lane Divided Roadways. S = Short term stationary - anytime > 60 minutes.
Int = Interstate Roadways. SD = Short Duration - anytime # 60 minutes.
MS = Major Streets. M = Mobile - Intermittent and continuously moving.
U = Urban Streets.
Other Definitions:
1) Outside the Major Work Area. Advance construction signing is not provided with shown signing.
2) Within the Major Work Area. Advance construction signing is provided with shown signing.
3) Major Intersection. A major intersection is defined as intersecting a County Major Collector (CMC), State Highway, U.S. Highway, or Interstate ramp. Intersections
with other County Roads and Local Roads may be considered major based on traffic volumes.
4) High volume local road. A high volume local road has an ADT greater than 750.
5) Low volume local road. A low volume local road has an ADT less than 750.
6) Approach. An approach is any entrance onto a roadway or access to a roadway, including other roadways. Typically an existing approach controlled by an existing yield
or stop condition should be considered in the Traffic Control Plan.
APPENDIX III-18A Landscaping/Billboards
Page 316 Revised 01/15/2021

Maintaining Traffic on Roadways Requiring Excavation/Embankment

The NDDOT will maintain traffic at all times during a construction project. On projects that
require part or all of the roadway to be excavated or embankment placed, traffic can be
maintained by constructing half of the roadway at a time, installation of a temporary bypass, or
the use of a detour route.

III-18A.01 One Lane Closure/Half at a Time

Construction of the roadway half at a time consists of closing one lane of traffic, and using half
the roadbed at a time to maintain traffic. Typically, replacement of small to medium diameter
centerline culverts in shallow to moderate depth, subcut, and other subgrade work will require
construction half at a time. Deeper pipe or larger diameter pipe can be replaced half at a time by
building a flare on each side of the pipe.

Design Requirements

• Typical Section - A 15 ft wide top of roadway should be maintained to allow for a 12 ft

lane with 1.5 ft on each side for necessary traffic control devices. To achieve the required
roadway width, temporary embankment and surfacing may be needed to widen half of the
roadway. If site conditions are limited, a 14 ft minimum top width can be used.

Ideally the work being done on half the roadway can be completed in one day. At the
end of the day, the excavation can be backfilled, and a minimum 24 ft wide top of
roadway with 4:1 foreslopes can be provided to maintain traffic overnight. If this cannot
be accomplished, flagging will be required overnight, or until a full roadway section can
be provided.

• Profile – A 7% maximum grade will be used for the temporary entrance and exit to the
pipe removal area.

Depending on pipe depth, roadway width and foreslopes, a substantial amount of

pavement and sub-grade removal could be required to provide a 7% grade. The cost to
replace a deep pipe half at a time may cost more than replacing the pipe utilizing a
temporary bypass. An economic analysis should be conducted to determine if the
additional removals and proposed pavement costs are greater than a bypass.

• Work Zone Traffic Control – Stackable vertical panels should be used on both sides of
the maintained lane of traffic to delineate the path for drivers. Flaggers will be required
on both ends to alternate traffic from each direction. A pilot car may be needed
depending on the length of the closure and sight distance considerations.

If traffic is returned to head to head on a gravel surface at night, tubular markers should
be used to mark the centerline of the roadway.

• Plan Sheet Requirements

 Detail or Plan Sheet - A detail sheet and/or a plan note to explain the removal
APPENDIX III-18A Maintaining Traffic
Page 317 (Temporary Bypass, Detour, & One-Lane Closure)
Revised 12/8/23

and replacement strategy. Necessary information shall include minimum roadway

width, removal depth, max grade, max foreslope and traffic control strategy.
 Quantities – All items that will be paid for separately at each pipe replacement
location on the project including: pavement & base removal, temporary surfacing,
work zone traffic control devices, etc.

Example – Shallow Pipe with Small Diameter

The process of replacing the pipe half at a time is specific to each location because site
conditions create different design constraints. An example of the progression of removal and
replacement of the pipe and pavement is shown below via typical sections.

This example is a relatively shallow 24” pipe, 5.5 ft from top of pavement, which could be
replaced half at a time with minimal pavement removals. The roadway width is 30’, 6” HBP
over 12” of aggregate base with 4:1 existing foreslopes.

The first step is to switch traffic to one side using necessary traffic control devices and flaggers.
A minimum 15’ roadway width is required. The surfacing and base is removed to the top of the
sub-grade on the right side. The pavement is removed an adequate distance perpendicular from
the centerline of the pipe to ensure a 7% grade. In this example, 6” HBP plus 12” base equals
18” removal depth, which gives a removal length of 21.4’ on each side perpendicular to the pipe.

Figure III-18A-1

Next, traffic is switched to the right side where a minimum 15’ roadway width is required. A 2:1
slope on the left side is desired with a 1:1 max slope. During this step, at least one half of the
pipe should be removed. Excavation for the pipe trench should be conducted on the left side.
The pavement on the left side should be removed to the extents matching the limits of the
previous step.

Figure III-18A-2

Then, traffic is switched back to the left side where one half of the new pipe has been placed and
aggregate has been backfilled to the top of the subgrade if possible. The remaining quantity of
APPENDIX III-18A Maintaining Traffic
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Revised 12/8/23

pipe is removed and replaced. The other half of the trench is excavated and properly backfilled
to the top of the subgrade.

Figure III-18A-3

Once the subgrade is in place, the proposed aggregate base course and asphalt surfacing are
placed. Each is done one half at a time to maintain the single lane of traffic.

Figure III-18A-4

This strategy works well for shallow pipes. Previous economic analysis on NDDOT projects has
shown that it is cost effective to use this strategy when the fill over the pipe is 6 feet or less. It
may become more cost effective to provide a Type 2 temporary bypass when fill over the pipe is
8 feet or greater.

For large diameter or deep pipes it becomes evident that the half at a time strategy can be costly.
In such a scenario, a wider and deeper initial removal would be required in Figure III-19A-3.
The deeper the initial removal, the longer length of pavement removal to maintain a 7% max
grade on the roadway.
Referencing Figure III-19A-4, a large diameter or deep pipe will require the 15’ traveled way to
be pushed much further to the right. This would be necessary to maintain the 1:1 max slope
from the surface of the temporary roadway to the bottom of the pipe trench. This could require
additional embankment to construct a wide enough temporary roadway surface.

The above issues; pavement removal, proposed pavement, temporary surfacing, and
embankment can increase the cost of the pipe replacement significantly. Decisions should be
made on a case by case basis investigating economics and using engineering judgment.
APPENDIX III-18A Maintaining Traffic
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Revised 12/8/23

III-18A.02 Temporary Bypass

Temporary bypasses are commonly used on two way roadways where a short section of the
entire roadway width needs to be closed. Temporary bypasses are classified into three types.
The type of bypass is related to the duration of the temporary bypass being in place.

Temporary Bypass – Type 1: Typically this type of bypass is used for replacing smaller
diameter culverts such as 24” and 30” when the depth of the ditch is about four feet. The
replacement of the culverts would normally be accomplished in one day. The temporary bypass
is typically constructed by reshaping material that is in place and running traffic in the ditch
bottom or sometimes on the backslope. When conditions permit, the Type 1 bypass may be used
in lieu of replacing the pipe half at a time with one lane closure. This work is considered very
short term and should last 1 day or less.

Temporary Bypass – Type 2: Typically this type of bypass is used for replacing larger diameter
pipe, replacing deep pipe, or doing extensive subgrade work. This type of bypass is typically
used when the backfill over the pipe is greater than six to eight feet. The work is considered
short term and could take up to three days.

Temporary Bypass – Type 3: Typically this type of bypass is used for replacing structures such
as bridges, box culverts, or structural plate pipe. The work is considered long term and could
take more than three days.

Temporary bypasses should be used when engineering analysis of project cost and traffic control
make it more practical than replacing pipe half at a time with one lane closure. Boring or jacking
a pipe through the embankment is another alternative, but may be more costly. An engineering
and economic analysis should be completed to verify the best practice.
APPENDIX III-18A Maintaining Traffic
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Revised 12/8/23

Table III-18A-1
Temporary Bypass Design Guidelines
Minimu
Aggregate
m Foreslope Minimu Max
Bypass Type Surfacing Traffic Control
roadway Rate m Radius Grade
Thickness
Width
D-704-22M (daytime)
Type 1 (1 day) 15’ 0-2” 4:1 400’ 7%
D-704-15B (nighttime)
D-704-22M (daytime)
Type 2 (≤3 days) 28’ 4”-6” 4:1 400’ 7%
D-704-15B (nighttime)

Type 3 (> 3 days) 28’ 6”-8” 4:1 750’ 7% D-704-15B

Temporary Bypass – Type 1

The Temporary Bypass – Type 1 may be used when construction activities are expected to last
up to one day. These activities may include the installation of centerline culverts, or other
subgrade work. The design guidelines have been based on a 25 mph design speed. Very
minimal earthwork is typically required to construct a Type 1 temporary bypass as traffic is
typically run on the ditch bottom or sometimes on the backslope.

• Width – The minimum top width of the bypass should typically be 15 feet for one lane of
traffic.

• Surfacing - The surfacing for the bypass will typically be dirt.

• Foreslope – A 4:1 foreslope should be used for the bypass. 3:1 slopes could be used if a
clear recovery area is available at the bottom of the slope.

• Horizontal Alignment – Two elements were considered when determining the minimum
radius of curvature for Type 1 bypasses. First, a minimum radius was determined from
the Unpaved Roads Section of the AASHTO Guidelines for Geometric Design of Very
Low Volume Local Roads. The method is the same as in A Policy for determining
minimum curve radii, except a traction coefficient is used to account for the aggregate
surfacing.

Minimum Radius of Curvature for Temporary Bypass – Type 1

Design speed: 25 mph
Superelevation (e): -2.1 (normal crown)
Traction Coefficient: 0.4
Side Friction (f): 0.4 - 0.2 = 0.2

Rmin = V2 = 232.8 ft  250 ft

15(0.01e + f)
APPENDIX III-18A Maintaining Traffic
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Revised 12/8/23

Secondly, required traveled way width was considered for sharp radii curves. A bypass
with 250 ft radii, would need to be approximately 16 ft wide to accommodate a WB-50
vehicle. Based on this, a slightly larger minimum radius will allow a narrower bypass
width. This was determined from required traveled way width on a curve from A Policy.

Minimum Traveled Way Width on a Curve

Design speed: 25 mph
Radius of Curvature: 400 ft
Number of Lanes (N): 1
Design Vehicle: WB-50
Track width of Design Vehicle (U): 10.2 ft
Lateral Clearance (C): 3 ft
Width of Front Overhang (FA): 0.09
Extra Width Allowance (Z): 1.25 ft
Wc = N(U+C)+(N-1)FA+Z = 1(10.2+3)+(1-1)0.09+1.25 = 14.45 ft  15 ft

Based on these two elements, 400 ft was selected as the minimum radius for design of
Type 1 bypasses. In cases where smaller radii are required, the travel way width may
need to be increased.

• Vertical Profile - The maximum grade of Type 1 temporary bypasses shall be 7%. Crest
and sag vertical curves shall follow A Policy for a 25 mph design speed.

• Work Zone Traffic Control – Work zone traffic control for a Temporary Bypass – Type
1 should be in accordance with Standard Drawing D-704-22 Layout Type M if operations
will be during daylight hours only. If the bypass is in use overnight, traffic control
should be in accordance with Standard Drawing D-704-15 Layout Type B and an
advisory plate for 25 mph should be used.

• Plan Sheet Requirements

 Typical Section – Roadway width, foreslope rate, etc.
 Horizontal Alignment – Plan view layout, stationing, curve info, etc
 Pay Items – Estimated quantities that are paid for separately such as,
embankment items, surfacing items, temporary conduits, erosion control items,
work zone traffic control items, removal of bypass, etc.
 Non-Pay Items – Estimated quantities that are not paid for separately. Removal
of bypass can be paid for by the each (EA).

If full survey is available in the area of the bypass, consideration should be given to
including a profile and cross-sections.
APPENDIX III-18A Maintaining Traffic
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Revised 12/8/23

Temporary Bypass – Type 2

Temporary Bypass – Type 2 may be used when construction activities are expected to last 3 days
or less. These activities may include the installation of centerline culverts, RR crossings, or other
subgrade work. The design guidelines have been based on a 25 mph design speed.

• Width – The minimum top width of the bypass should be 28 feet. This is based on two -
12 foot driving lanes with additional widening through the curves for two WB-50 design
vehicles to meet on the bypass and have adequate room to pass. In areas of high truck
traffic and oversized loads, additional width may be considered.

• Surfacing - The surfacing for the bypass will generally be aggregate. The minimum
depth of aggregate surfacing shall be 4 inches. When truck traffic on the original roadway
equals 10% or more of the original ADT, the thickness may be increased to 6 inches.
Engineering judgment may be used to add additional depth.

• Foreslope – A 4:1 foreslope should be used for the bypass. 3:1 slopes could be used if a
clear recovery area is available at the bottom of the slope.

• Horizontal Alignment – Two elements were considered when determining the minimum
radius of curvature for Type 2 bypasses. First, a minimum radius was determined from
the Unpaved Roads Section of the AASHTO Guidelines for Geometric Design of Very
Low Volume Local Roads. The method is the same as in A Policy for determining
minimum curve radii, except a traction coefficient is used to account for the aggregate
surfacing.

Minimum Radius of Curvature for Temporary Bypass – Type 2

Design speed: 25 mph
Superelevation (e): -2.1 (normal crown)
Traction Coefficient: 0.4
Side Friction (f): 0.4 - 0.2 = 0.2

Rmin = V2 = 232.8 ft  250 ft

15(0.01e + f)

Secondly, required traveled way width was considered for sharp radii curves and the
ability for vehicles to navigate and meet each other on such a bypass. A bypass with 250
ft radii, would need to be approximately 31 ft wide to allow two WB-50 vehicles to pass
each other. Based on this, a slightly larger minimum radius will allow a narrower bypass
width. This was determined from required traveled way width on a curve from A Policy.
APPENDIX III-18A Maintaining Traffic
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Revised 12/8/23

Minimum Traveled Way Width on a Curve

Design speed: 25 mph
Radius of Curvature: 400 ft
Number of Lanes (N): 2
Design Vehicle: WB-50
Track width of Design Vehicle (U): 10.2 ft
Lateral Clearance (C): 3 ft
Width of Front Overhang (FA): 0.09
Extra Width Allowance (Z): 1.25 ft

Wc = N(U+C)+(N-1)FA+Z = 2(10.2+3)+(2-1)0.09+1.25 = 27.74 ft  28 ft

Based on these two elements, 400 ft was selected as the minimum radius for design of
Type 2 bypasses. In cases where smaller radii are required, the travel way width may
need to be increased.

• Vertical Profile - The maximum grade of Type 2 temporary bypasses shall be 7%. Crest
and sag vertical curves shall follow A Policy for a 25 mph design speed.

• Work Zone Traffic Control – Work zone traffic control for Type 2 temporary bypass
should be in accordance with Standard Drawing D-704-22 Layout Type M if operations
will be during daylight hours only. If the bypass is in use overnight, traffic control
should be in accordance with Standard Drawing D-704-15 Layout Type B and an
advisory plate for 25 mph should be used.

• Plan Sheet Requirements

 Typical Section – Roadway width, foreslope rate, surfacing thickness, etc.
 Horizontal Alignment – Plan view layout, stationing, curve info, etc
 Pay Items – Estimated quantities that are paid for separately such as,
embankment items, surfacing items, temporary conduits, topsoil, water, erosion
control items, work zone traffic control items, removal of bypass, etc.
 Non-Pay Items – Estimated quantities that are not paid for separately. Removal
of bypass can be paid for by the each (EA).

If full survey is available in the area of the bypass, consideration should be given to
including a profile and cross-sections.
APPENDIX III-18A Maintaining Traffic
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Revised 12/8/23

Temporary Bypass – Type 3

Type 3 Temporary Bypass shall be used when construction activities are expected to last longer
than 3 days. These activities may include the installation of box culverts, large diameter or deep
centerline culverts or other subgrade work. The design guidelines have been based on a 45 mph
design speed which is desirable.

• Width – The minimum top width of the bypass should be 28 feet. This is based on two -
12 foot driving lanes with additional widening through the curves for two WB-65 design
vehicles to meet on the bypass and have adequate room to pass. This was determined
from required traveled way width on curve from A Policy.

Minimum Traveled Way Width on a Curve

Design speed: 45 mph
Radius of Curvature: 750 ft
Number of Lanes (N): 2
Design Vehicle: WB-65
Track width of Design Vehicle (U): 10 ft
Lateral Clearance (C): 3 ft
Width of Front Overhang (FA): 0.1
Extra Width Allowance (Z): 1.64 ft

Wc = N(U+C)+(N-1)FA+Z = 2(10+3)+(2-1)0.1+1.64 = 27.74 ft  28 ft

In areas of high truck traffic and oversized loads, additional width may be warranted.

• Surfacing - The surfacing for the bypass will generally be aggregate. The minimum
depth of aggregate surfacing shall be 6 inches. When truck traffic on the original roadway
equals 10% or more of the original ADT, the thickness can be increased to 8 inches.
Engineering judgment may be used to add additional depth. If a bypass is intended for
large amounts of traffic for extended periods of time, contact Materials & Research for a
pavement design.

• Foreslope – A 4:1 foreslope should be used for the bypass. 3:1 slopes could be used if a
clear recovery area is available at the bottom of the slope.

• Horizontal Alignment – The minimum radius of curvature for bypasses has been
determined from the Unpaved Roads Section of the AASHTO Guidelines for Geometric
Design of Very Low Volume Local Roads. The method is the same as in A Policy for
determining minimum curve radii, except a traction coefficient is used to account for the
aggregate surfacing.
APPENDIX III-18A Maintaining Traffic
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Revised 12/8/23

Minimum Radius of Curvature for Temporary Bypass – Type 3

Design speed: 45 mph
Superelevation (e): -2.1 (normal crown)
Traction Coefficient: 0.4
Side Friction (f): 0.4 - 0.2 = 0.2

Rmin = V2 = 754.2 ft  Use a design value of 750 ft

15(0.01e + f)

A 2.1% max superelevation can be incorporated into bypass curves if desired by the
designer. Superelevation and runout and runoff should be computed in accordance with
A Policy.

• Vertical Profile - The maximum grade of Type 3 temporary bypasses shall be 7%. Crest
and sag vertical curves shall follow A Policy for a 45 mph design speed.

• Work Zone Traffic Control – Work zone traffic control for Type 3 temporary bypasses
should be in accordance with Standard Drawing D-704-15 Layout Type B.

• Plan Sheet Requirements

 Typical Section – Roadway width, foreslope rate, surfacing thickness, etc.
 Horizontal Alignment – Plan view layout, stationing, curve info, etc
 Profile – grades, vertical curve info, etc.
 Cross-sections – if full survey is available, cross section should be provided.
 Pay Items – Estimated quantities that are paid for separately such as,
embankment items, surfacing items, temporary conduits, topsoil, water, erosion
control items, work zone traffic control items, removal of bypass, etc.
 Non-Pay Items – Estimated quantities that are not paid for separately. Removal
of bypass can be paid for by the each (EA).

Offset from Work Zone

There needs to be enough space between the roadway and the bypass for work to be done in the
construction zone. For example, a project replacing a box culvert needs 12’-18’ for the wings of
the culvert, 20’ for riprap, foreslope distances for both the roadway and the bypass, and
additional space for standard construction movement. The engineer shall determine the
appropriate offset distance considering all necessary design variables including but not limited to
cost and right of way. Figure III-19.07 shows a potential scenario.
APPENDIX III-18A Maintaining Traffic
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Figure III-18A-5 Proposed Cross Section Example

III-18A.03 Detour Routes

Detour routes involve closing the roadway completely and signing an alternate route for traffic.
Detours should only be used if it is the only feasible alternative, or other methods are prohibited
by cost. Closure of a roadway and use of a detour route will require approval by the Deputy
Director for Engineering.

• Traffic Control - Long distance rural detour routes shall be signed in accordance with
Standard Drawing D-704-21 Layout Type I.

Shorter distance urban detour routes shall be signed in accordance with Standard
Drawing D-704-23 Layout Type Q.

• Plan Sheet Requirements

 Detour Route Layout
 Quantities
SECTION III-19 __________________________________________Landscaping/Billboards
Page 328

III-19-01 Landscaping/Billboards
Landscaping and plantings within the right-of-way should not obstruct the view or interfere with
the effectiveness of any sign legally in place under the provisions of NDCC 24-17 and the rules
adopted by the Director.

Restricted Planting Zones will be used within the right of way to ensure that lawfully permitted,
erected billboards (and those recently permitted but installation is still pending) can be seen from
the main traveled highway even after the plantings are fully mature. To locate lawfully
permitted billboards, contact the Maintenance Division. An outdoor advertising permit holder
has one year from the date of issue to install the sign.

The Restricted Planting Zone applies only to the roadway in the vicinity of the billboard’s
location. For multi-directional billboards, a Restricted Planting Zone applies in each direction *.

The width of the Restricted Planting Zone extends from the shoulder of the roadway to the right
of way line, the length is based upon the posted speed limit as shown in Table III-19.01:

Posted Speed limit Distance (X)

Below 45 250 ft
46 – 65 350 ft
Above 65 450 ft
Table III-19.01

Figure III-19.01
Landscaping at Billboards