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DESIGN MANUAL10101 GENERAL DESIGN000DESIGN POLICY INTERPRETATION00DM1-01-000-00
  
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The adoption of the policy, "A Policy on Geometric Design of Highways and Streets" (2011) by AASHTO and the Federal Highway Administration will supersede all of the previous AASHTO policies and guides dealing with the geometric design of new construction and reconstruction projects. "A Policy on Design Standards - Interstate System AASHTO, 2005" is also approved.
 
It is the responsibility of the Section Engineers and Project Engineers to be assured that all plans, specifications, and estimates (PS&E's) for federal-aid projects conform to the design criteria in "A Policy on Geometric Design of Highways and Streets" (2011) ("Green Book") and the Roadway Design Manual.
 
Much of the material contained in the 1973 Policy on Design of Urban Highways and Arterial Streets and the 1965 Policy on Geometric Design of Rural Highways and the "1984, 1990, 1994, 2001, and 2004, Greenbook" has been incorporated into, "A Policy on Geometric Design of Highways and Streets" (2011). While material from the superseded guides, as well as much other valuable criteria and information is included in "A Policy on Geometric Design of Highways and Streets" (2011), only certain portions should be viewed as controlling criteria. Therefore, those criteria related to design speed, lane and shoulder widths, bridge width, structural capacity, horizontal and vertical alignment, grades, stopping sight distance, cross slopes, superelevation, and horizontal and vertical clearances contained or referenced in Chapter VI, VII, and VIII are to be controlling criteria and require formal design exceptions when not met. In the absence of material covering controlling criteria in the above chapters, criteria are to be set based on Chapters III and IV. Criteria in Chapter V, Local Roads and Streets, apply only to off-system projects.
 
Deviations from the above controlling criteria will require the processing of a design exception letter by the Section Engineer or Project Engineer through the Unit Head.
 
 
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Selection of the correct design criteria for a project is one of the most important tasks that confront the highway designer. There are unlimited factors that can affect the design of a particular project making it impossible to provide explanations for them. However, design criteria is more strongly affected by the functional classification, design speed, traffic volumes, character and composition of traffic and type of right of way. Usually when full control of access is purchased, the design standards are much higher than on a project with partial or no control. Other control factors such as unusual land features, safety and economics are always highly reflected in the design criteria.
 
Since functional classification, design speed, traffic volumes and terrain classifications are the major points of design that must be established, a brief explanation of each is provided in the following section. The Project Development and Environmental Analysis Branch includes information in the planning report necessary for the Design Engineer to establish most design criteria, but the designer may have adequate justification to revise some of this information as in depth design studies are undertaken.
 
The designer must realize that the design criteria provided outlines minimum and desirable criteria for use in designing most roadway projects. It will be the responsibility of the Project Engineer and/or Section Engineer to determine when deviations from the design criteria are necessary. When deviations are required, it shall be discussed with the State Roadway Design Engineer.
 
When the functional classification, design speed, traffic volumes and terrain classification are chosen, the design criteria for the particular project can be established.
 
Critical design elements not meeting AASHTO Standards will require an approved design exception. These critical design elements are design speed, lane width, shoulder width, bridge width, structural capacity, vertical clearance, horizontal alignment, vertical alignment, stopping sight distance, cross slope, superelevation, design life and grades. On projects requiring step by step Federal Highway Administration review, the design exception must be approved by the Federal Highway Administration. On all other projects, the State Highway Design Engineer must approve design exceptions. Any other significant design elements not meeting AASHTO standards should be documented in the project file.
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DESIGN MANUAL10101 GENERAL DESIGN010FUNCTIONAL CLASSIFICATION10DM1-01-010-10
  
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Functional classification is the process by which streets and highways are grouped into classes, or systems, according to the character of services they are intended to provide. The designer must realize that individual roads and streets do not serve travel independently.  Rather, most travel involves movement through a network of roads. Therefore, the functional classification of a road must be determined before design criteria can be established for any proposed improvements being studied by the Design Engineer. On a normal roadway project with an approved planning report, the functional classification is normally given. They will be one of the following: Interstate, Freeway, Arterial (including expressways), Collector, and Local.
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DESIGN MANUAL10101 GENERAL DESIGN010DESIGN SPEED20DM1-01-010-20
  
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Geometric design features should be consistent with the design speed as shown in the planning report or as determined by the Project Engineer or Section Engineer.  Consideration should be given to roadside development, vertical and horizontal alignment, terrain, functional classification, traffic volumes and other contributing factors that are not specifically mentioned but may be a factor on a project by project basis. When design speeds are established, every effort shall be made to use the highest design speed that is practical to attain a desired degree of safety, mobility and efficiency. The design speed of a facility should be a minimum of 5mph above the anticipated posted speed.*
 
NOTE: The design speed in the Planning Report for bridge replacement projects pertain to the horizontal curvature recommended in the report. Actual design speed attainable for the bridge and approaches will be determined by the Project Design Engineer or Assistant Section Engineer after reviewing grades, possible right of way damages, posted speed, etc.
 
It is the responsibility of the Project Engineer in Roadway Design to review the design speed selected. The selected design speed shall be shown on the project title sheet with other design data.
 
The following guidelines provide minimum design speeds for each functional classification. (See the following pages)*
 
Note: The design speed can be the same as the posted speed on projects with a short project length. It can be considered on bridge replacement projects with length of approximately 2000' or less.
 
Design speed is a selected speed used to determine the various design features of the roadway. Geometric design features should be consistent with a specific design speed selected as appropriate for environmental and terrain conditions. Designers are encouraged to select design speeds equal to or greater than the minimum.
 
Low design speeds are generally applicable to roads with winding alignment in rolling or mountainous terrain or where environmental conditions dictate. High design speeds are generally applicable to roads in level terrain or where other environmental conditions are favorable. Intermediate design speeds would be appropriate where terrain and other environmental conditions are a combination of those described for low and high speed. See Part I, 1-1D for information on terrain classifications.
 
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LOCAL RURAL ROADS
 
MINIMUM DESIGN SPEEDS
 
See "A Policy on Geometric Design of Highways and Streets" (2011), Table 5-1
 
Table 5-1. Minimum Design Speeds for Local Rural Roads
 
RE-INSERT TABLE
 
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LOCAL URBAN STREETS
 
Design speed is not a major factor for local streets. For consistency in design elements, design speeds ranging from 20 to 30 mph may be used, depending on available right-of-way, terrain, likely pedestrian presence, adjacent development, and other area controls. In the typical street grid, the closely spaced intersections usually limit vehicular speeds, making the effect of design speed of less importance. Since the function of local streets is to provide access to adjacent property, all design elements should be consistent with the character of activity on and adjacent to the street, and should encourage speeds generally not exceeding 30 mph.
 
 
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RURAL COLLECTORS
 
MINIMUM DESIGN SPEEDS
 
See "A Policy on Geometric Design of Highways and Streets" (2011), All 6.2 RuralCollectors, Table 6-1.
 
Table 6-1. Minimum Design Speeds for Rural Collectors
 
  RE-INSERT TABLE
 
 
Note: Where practical, design speeds higher than those shown should be considered.
 
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URBAN COLLECTORS
 
MINIMUM DESIGN SPEEDS
 
Design speed is a factor in the design of collector streets. For consistency in design, design speed of 30 mph or higher should be used for urban collector streets, depending on available right-of-way, terrain, adjacent development, likely pedestrian presence, and other site controls.
 
In the typical urban street grid, closely spaced intersections often limit vehicular speeds and thus make the consideration of design speed of lesser significance. Nevertheless, the longer sight distances and curve radii commensurate with higher design speeds result in safer highways and should be used to the extent practical.
 
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RURAL ARTERIALS
 
MINIMUM DESIGN SPEEDS
 
Rural arterials should be designed with design speeds of 40 to 75 mph depending on terrain, driver expectancy and, in the case of reconstruction projects, the alignment of the existing facility. Design speeds in the higher range -60 to 75 mph- are normally used in level terrain, design speeds in the midrange -50 to 60 mph- are normally used in rolling terrain, and design speeds in the lower range -40 to 50 mph- are used in mountainous terrain.
 
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URBAN ARTERIALS
 
MINIMUM DESIGN SPEEDS
 
Design speeds for urban arterials generally range from 30 to 60 mph. Lower speeds apply in more developed areas and in central business districts, while higher design speeds are more applicable in outlying suburban and developing areas.
 
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URBAN AND RURAL FREEWAY
 
MINIMUM DESIGN SPEEDS
 
As a general consideration, the design speed of urban freeways should not be so high as to exceed the limits of prudent construction, right-of-way, and socioeconomic costs.  However, this design speed should not be less than 50 mph. Wherever this minimum design speed is used, it is important to have a properly posted speed limit, which is enforced during off-peak hours.
 
On many urban freeways, particularly in developing areas, a design speed of 60 mph or higher can be provided with little additional cost. In addition, the corridor of the main line may be relatively straight with the character of the roadway and location of interchanges permitting an even higher design speed. Under these conditions, a design speed of 70 mph is desirable because higher design speeds are closely related to the overall quality and safety of a facility. For rural freeways, a design speed of 70 mph should be used. In mountainous terrain, a design speed of 50mph to 60 mph, which is consistent with driver expectancy, may be used.
 
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INTERSTATES
 
MINIMUM DESIGN SPEEDS
 
See "A Policy on Design Standards - Interstate System", AASHTO, January 2005.
 
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Traffic volumes are a major factor in selecting design criteria. All design criteria is based on a Design Hourly Volume (DHV) or annual Average Daily Traffic (ADT). Sometimes on minor low volume roads, the Average Daily Traffic (ADT) is the only traffic volume listed in the planning report. In this case, the ADT is used as the design basis. However, on most major highways, the design is based on a design hourly volume (DHV). The DHV is based on the 30th highest hourly volume. The design year is listed in the planning report and is usually either ten or twenty years beyond the beginning of construction.
 
If projects are delayed, the design year traffic should be updated. Design year traffic that is 17 years or less from the beginning of construction should be updated to twenty years.  For example, a project has a twenty year design period and is scheduled to be let in 1998.  The design year traffic listed in the planning document is 2015. The traffic volumes should be updated to the year 2018. These traffic updates should occur as necessary at the beginning of the preliminary design, right of way plans, and final plans.
 
<INSERT TRAFFIC VOLUMES FIGURE1>
 
The actual conversion from ADT to DHV is accomplished by the usual method of applying the appropriate DIR and DHV factors. Please note that this method results in directional peaks for all movements simultaneously and may not be appropriate for all cases, such as restricted or urban areas. In restricted or urban areas A.M. and P.M. or a 60% vs. 40% direction may be required.
 
COMPLETED DHV CONVERSION
 
This procedure cannot be used when the given one-way daily volumes are excessively unbalanced. When this is the case, the one-way hourly volume will be determined by doubling the traffic volume and then applying the appropriate directional and hourly factors.  The designer must make the determination when to apply this procedure.
 
NOTE: GENERAL DEFINITIONS FOR MEASURE OF TRAFFIC VOLUME
 
AVERAGE DAILY TRAFFIC (ADT)
 
The most basic measure of the traffic demand for a highway is the Average Daily Traffic (ADT) volume. The ADT is defined as the total volume during a given time period (in whole days), greater than 1 day and less than 1 year, divided by the number of days in that time period. The current ADT volume for a highway can be readily determined when continuous traffic counts are available. When only periodic counts are taken, the ADT volume can be estimated by adjusting the periodic counts according to such factors as the season, month, or day of week.
 
DESIGN YEAR ADT
 
Design Year ADT is the general unit of measure for projected Average Daily Traffic (ADT) to some future design year. Usually, the Design Year is about 20 years from the date of beginning construction but may range from the current year to 20 years depending on the nature of the improvement.
 
See “A Policy on Geometric Design of Highways and Streets” (2011), Ch.2. Also see Chapter 4 of this manual.
 
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For design purposes, three terrain classifications are utilized in North Carolina. These classifications have an affect on the design criteria and will be reflected in the design charts. They are as follows:
 
Level: In level terrain, highway sight distances, as governed by both horizontal and vertical restrictions, are generally long or can be designed to be so without construction difficulties or major expense. In level terrain, the slope is considered to range from 0% to 8%. Any reference to a slope shall mean the rise and fall on the grade measured both parallel and perpendicular to the centerline.
 
Rolling: In rolling terrain, natural slopes consistently rise above and fall below the highway grade line, and occasional steep slopes offer some restriction to normal highway horizontal and vertical roadway alignment. In rolling terrain, the slope is considered to range from 8.1% to 15%.
 
Mountainous: In mountainous terrain, longitudinal and transverse changes in the elevation of the ground with respect to a highway are abrupt. Benching and side hill excavation is frequently needed to obtain acceptable horizontal and vertical alignment. In mountainous terrain, the slope is considered to range over 15%.
 
See “A Policy on Geometric Design of Highways and Streets” (2011), Ch.3.
 
When a terrain classification is chosen, geographical locations should not be the major
factor. For example, a segment of road west of Asheville may have land characteristics of
roads in level or rolling terrain.
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The primary objective of highway design is to design a safe, functional, aesthetically appearing facility which is adequate for the design traffic volumes, for the minimum life cycle costs. These guidelines suggest possible design changes to help reduce project costs.  The suitability of each suggested change should be evaluated within the context of the primary objective of highway design.
 
(1) Avoid overdesign.
 
Consider using minimum design criteria where doing so will not significantly compromise safety or function.
 
(2) Cross Section
 
a) Median width - Use the minimum width that is compatible with the type of facility, the needs of projected traffic, positive drainage requirements, and median crossover design.
 
 b) Lane width - See “A Policy on Geometric Design of Highways and Streets” (2011), Table 5-5, for desirable lane widths. Arterial lane widths may be reduced to 11 ft. when restrictive or special conditions exist. Less than desirable lane widths may remain on reconstructed highways where alignment and safety records are satisfactory.
 
c) Shoulder width - See Part I, Chapter 1-4 of this manual, for minimum shoulder widths. Partial width shoulders may be considered where full width shoulders are unduly costly, as in mountainous terrain.
 
​Table 5.5 Local Roads - Miniumum Width of Traveled Way and Shoulders​US Customary​​Minumum width of traveled way (ft) for specified design volume (veh/day)​Design speed (mph)​under 400​400 to 1500​1500 to 2000​over 2000​1518​​20a​20​22​20​18​​20a​22​24b​25​18​​20a​22​24b​30​18​​20a​22​24b​40​18​​20a​22​24b​45​20​22​22​24b​50​20​22​22​24b​55​22​22​24b​24b​60​22​22​24b​24b​65​22​2224b​​24b​​Width of graded shoulders on each side of the road (ft)​All Speeds​2​5a,b​6​8a For roads in mountainous terrain with design volume of 400 to 600 veh/day, use 18-ft traveled way width and 2-ft shoulder width.​​b Where the width of the traveled way is shown as 24 ft., the width may remain at 22 ft on reconstructed highways where there is no crash pattern suggesting the need for widening.​c May be adjusted to achieve a minumum roadway width of 30 ft for design speeds greater than 40 mph.
 
c) Shoulder width - See Part I, Chapter 1-4 of this manual, for minimum
shoulder widths. Partial width shoulders may be considered where full width
shoulders are unduly costly, as in mountainous terrain.
 
d) Roadway ditch - See part I, Chapter 1-2A, Figure 1, of this manual, for
standard methods of designing roadway ditches. Flatter or steeper slopes than
those shown in Figure 1 may be warranted by project specific soil conditions,
accident history, or requirements for balancing earthwork.
 
e) Ramp widths - The standard ramp pavement width is 14 ft. 12 ft. ramp
pavement width may be used if the full usable width of right shoulder is to be
paved. (See Paved Shoulder Policy - Part I, Chapter 1-4O)
 
f) Y-lines - Select Y-line pavement width and intersection radii which is
appropriate for Y-line traffic volumes and characteristics, and compatible with
the existing Y-line cross-section.
 
(3) Earthwork
Earthwork is one of the highest cost items on projects; therefore, every effort
should be made to reduce and balance earthwork.
a) The steepest slopes practical should be used while considering soil conditions,
safety requirements, constructability and maintenance.
b) Alignment - To help reduce earthwork, give careful attention to the selection
of horizontal and vertical alignments. Attempt to balance cut and fill sections,
and avoid areas with poor soil conditions. The Project Engineer and Project
Design Engineer should both carefully review project alignments.
c) Use waste to flatten slopes, build false cuts, etc., to improve safety and
eliminate guardrail, and eliminate the need for waste pits. (Where possible,
use unsuitable material to flatten slopes.)
d) Utilize cost effective analysis to determine if it is more economical to flatten
slopes or use guardrail. (Consider R/W cost, and the cost of providing waste
areas.)
e) Preliminary grades are usually based on contour maps and errors of 5 feet in
elevation are possible. When beginning right of way plans, the preliminary
grades should be reviewed and refined so they will be accurate and cost
effective.
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F​or assistance in selecting a typical section, a brief explanation is provided for the major considerations that are directly or indirectly affected by the design criteria.  Study each of these carefully before you begin to select a typical section. 

The typical section should be based on sound engineering principles with primary emphasis being placed on the type of facility, traffic volumes, terrain, availability of right of way, grading, guardrail construction and economics. 

On projects of major importance and where a significant savings can be realized, several design combinations should be considered.  After the most feasible of the design combinations are chosen, an analysis should be made to select a typical section that will provide a safe and economical highway.  An analysis in the early stages of design may determine that it is necessary to revise the typical section to: 

  1. Reduce right of way takings.
  2. Improve grading operations.
  3. Utilize waste material to flatten slopes which will provide greater roadside clearances and may sometimes eliminate the need for guardrail. 
  4. Reduce wetland taking in environmentally sensitive areas.
1/2/200212/31/2011
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For assistance in selecting a typical section, a brief explanation is provided for the major considerations that are directly or indirectly affected by the design criteria.  Study each of these carefully before you begin to select a typical section. 

The typical section should be based on sound engineering principles with primary emphasis being placed on the type of facility, traffic volumes, terrain, availability of right of way, grading, guardrail construction and economics. 

On projects of major importance and where a significant savings can be realized, several design combinations should be considered.  After the most feasible of the design combinations are chosen, an analysis should be made to select a typical section that will provide a safe and economical highway.  An analysis in the early stages of design may determine that it is necessary to revise the typical section to: 

  1. Reduce right of way takings.
  2. Improve grading operations.
  3. Utilize waste material to flatten slopes which will provide greater roadside clearances and may sometimes eliminate the need for guardrail. 
  4. Reduce wetland taking in environmentally sensitive areas.

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​For capacity purposes and when feasible, lane widths should be 12' to provide the highest level of service. However, on some urban projects, the lane widths may have to be reduced to 11'. For minimum pavement widths, which are based on design speeds and traffic volumes, see 1-13, Part I of this Manual.
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The maximum curb and gutter section shall be 64' face to face for five lane sections.
 
The minimum curb and gutter section shall be 59' face to face for five lane sections.
 
This section should be used only where right of way is a major factor and where the truck traffic is less than 5% of the DHV during the design year.
 
Curb and gutter sections that deviate from those stated above must receive approval from the State Highway Design Engineer.
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The normal crown slope is 0.02 for all pavement compositions (*See Below). It is of utmost importance to show a grade point on the typical section so the Engineer will know where this slope is to begin.
 
For a normal two lane roadway, the grade point is on the centerline with conventional "Roof Top" slopes. In locations where two lanes of a future four lane section are being constructed, a "Roof Top" slope shall also be used.
 
On a divided section when two or three lanes are being constructed in each direction initially, the grade point is always on the median edge of the lane. In a normal crown section, all lanes will be sloped in the same direction from the pavement edge adjacent to the median to the outside edge of pavement. In the future when lanes are constructed in the median, the additional lane or lanes shall slope to the median.
 
On a divided section when two lanes are being constructed in each direction initially and provisions are being made to add a maximum of two lanes in each direction in the median, the initial lanes being constructed shall slope away from the edge of median. The future inside lanes shall slope into the median.
 
When grades are being computed in locations where future lanes will be constructed in the median, extreme care shall be taken in computing the grades to ensure that the future construction can be accommodated. In superelevated sections, and especially where structures are located, it may be necessary to set separate grades. In these locations, it will be necessary to make sure that the relative grades of the inside edges of the future lanes will allow future ditches or median barriers to be constructed.
 
*Except for roadways east of I-95 and other roadways with consistently flat grades.  Pavement slope should be 0.025 (0.025 is not to be used on two lane roadways or on four lane roadways with each lane crowned at the centerline of pavement.
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The proposed pavement design will be in accordance with the pavement design prepared by the State Pavement Management Engineer and approved by the Pavement Design Review Committee. See Policy and Procedure Manual, 13/1. For constructability, consideration should be given to total depth of surface and intermediate courses with curb and gutter to be equal the depth of gutter at the edge of pavement.
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​Resurfacing recommendations will be included in the pavement design. On widening projects, it may be necessary to establish a grade line.
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Some major new location and existing two lane facilities widened to four lanes will require alternate base course materials. The alternate base course recommendation will allow the contractor the choice to construct either a pavement with aggregate base course or asphalt concrete base course. The Pavement Management Unit will select which projects require alternate base course materials and specify these bases in the pavement design recommendations sent to the Roadway Design Unit.
 
The roadway typical sections should show the aggregate base course design. Details or insets should supplement the typical sections showing the asphalt concrete base course alternate. (See 1-3F, Figure 1). The Pavement Management Unit will furnish the applicable shoulder drain designs for each alternate design. When coordinating with other units, specify that all work related to Geotechnical Engineering, Hydraulics and Utilities be performed assuming the aggregate base course alternate will be constructed.
 
Earthwork quantities are required for both alternates. However, plans will include a single earthwork summary based on the aggregate base course alternate with a line item added to the bottom of the earthwork summary showing the differential volumes of the alternate design. Submit a combined balance summary sheet of both alternates to the Geotechnical Engineering Unit for use in preparing subsurface plans (See 1-3F, Figure 1A).
 
Use the aggregate base course alternate to prepare cross sections with a note on all the cross section summary sheets and the first cross section sheet ( in addition to other standard notes) as follows:
 
"The cross sections reflect the aggregate base course alternate."
 
Any pay item quantities affected by the alternate base course materials should be computed and shown on the estimate within the alternate in which they apply. Some possible pay items required to be shown within each alternate are unclassified excavation, borrow excavation (borrow projects), aggregate base course, asphalt concrete, asphalt binder, prime coat and shoulder borrow (waste projects). insert figure PAVEMENT ALTERNATE BASE COURSE MATERIALSinsert figure SUMMARY OF EARTHWORK
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Unless otherwise instructed by the State Pavement Management Engineer, pavement edge construction shall be treated as shown in 1-3E, Figure 1 (E-1 thru E-4).

It is not necessary to tie down edge of pavement transitions with computed alignment on most projects. Adequate straight line tapers or degree of curve designations without computed alignment, but with controlling dimensions, will serve adequately.

 

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Test Section8/29/20161/1/2099Approved