ENGINEER MANUAL EM 111 0-3-1

-
30--
April 1984

ENGINEERING AND DESIGN

Geometries for
Roads, Streets, Walks, and Open _
Storage Areas-

Mobilization Construction

r.'Z"r.''
~

DEPARTMENT OF THE ARMY

CORPS OF ENGINEERS
OFFICE OF THE CHIEF OF ENGINEERS
 DEPARTMENT OF THE ARMY EM 1110-3-130
U.S. Army Corps of Engineers
DAEN-ECE-G Washington, D.C. 20314

Engineer Manual
No. 1110-3-130 9 April 1984

Engineering and Design

GEOMETRICS FOR ROADS, STREETS, WALKS,
AND OPEN STORAGE AREAS
Mobilization Construction

1. Purpose. This manual provides guidance for design and layout of roads,
streets, walks, and open storage areas for u.s. Army mobilization facilities.

2. Applicability. This manual is applicable to all field operating

activities having mobilization construction responsibilities.

3. Discussion. Criteria and standards presented herein apply to construction

considered crucial to a mobilization effort. These requirements may be
altered when necessary to satisfy special conditions on the basis of good
engineering practice consistent with the nature of the construction. Design
and construction of mobilization facilities must be completed within 180 days
from the date notice to proceed is given with the projected life expectancy of
five years. Hence, rapid construction of a facility should be reflected in
its design. Time-consuming methods and procedures, normally preferred over
quicker methods for better quality, should be de-emphasized. Lesser grade
materials should be substituted for higher grade materials when the lesser
grade materials would provide satisfactory service and when use of higher
grade materials would extend construction time. Work items not immediately
necessary for the adequate functioning of the facility should be deferred
until such time as they can be completed without delaying the mobilization
effort.

FOR THE COMMANDER:

/2A-/~
~ f~AUGH
PAtJt
Colopei'; Corps of Engineers
c~ of Staff
 DEPARTMENT OF 'lHE ARMY EM 1110-3-130
US Army Corps of Engineers
Washington, DC 20314
Engineer Manual
No. 1110-3-130 9 April 1984
En~ineering and Design
GEOMETRICS FOR ROADS, STREETS,
WALKS, AND OPEN STORAGE
AREAS
Mobilization Construction

Paragraph Page
CHAPTER 1. GENERAL

Purpose and scope. • • • • • • • 1-1 1-1

Definition of pertinent terms •• 1-2 1-1
Highway planning • • • • • • 1-3 1-1
Traffic • • • • • • • • 1-4 1-2

CHAPTER 2. DESIGN CONSIDERATIONS

General • • • • • • • • • 2-1 2-1
Road and street types. 2-2 2-1
Design controls •• 2-3 2-2
Speed and capacity influence 2-4 2-4

CHAPTER 3. GEOMETRIC DESIGN FOR ROADS AND STREETS

Cross-section elements .. 3-1 3-1

Curbs, combination curbs, and
gutters. . . . . . . . . ..
Road and street appendages
3-2
3-3
3-1
3-2
Sight distance . . . ..
Horizontal alinement
3-4
3-5
3-6
3-7

. . .. .. . . .
Vertical alinement 3-6 3-8
Cross section. 3-7 3-13
Intersection criteria. 3-8 3-13
Capacity of intersections. 3-9 3-16
Intersection curves.
Miscellaneous.
..
. . . .. .. .
3-10
3-11
3-17
3-18

CHAPTER 4. GEOMETRIC DESIGN FOR WALKS AND

OPEN STORAGE AREAS
Walks. • • • • • • • • 4-1 4-1
Open storage areas and parking • 4-2 4-2

i
EM 1110-3-130
9 Apr 84

Paragraph Page

APPENDIX A. REFERENCES A-1,

Figure 3-1. Cross sections of general types of medians.

3-2. Design criteTia: guardrails, guideposts, and earth
slop'es.
3-3. Method of layout of widening and s·uperelev·a·tion of
s.pbal lanes.
3-4. S.topp·ing sight distance on horizoatal curves-, open
road coadi t ions•.
3-5. Types of vertical curves.
3:-6. Typical ro·ad-type cross sectioas.
3-7. Typical str~et-type cross sections.

ii
 EM 1110-3-130
9 Apr 84

CHAPTER 1

GENERAL

1-1. Purpose and scope. This manual establishes the geometric design
crit~ria for roads, streets, walks, and open storage areas. This
manual sets forth the approaches and traffic flow criteria for guidance
in determining types and configurations best suited for mobilization
construction. This manual presents general criteria and is intended
for use in conjunction with EM 1110-3-131, EM 1110-3-132, EM
1110-3-136, and EM 1110-3-150.

1-2. Definitions of pertinent terms. The definitions of terms

relative to highway design are given in lists of definitions
presented in the manuals of AASHTO as a part of specific procedures
referenced from this manual, D6.1 and as described below.

a. Access highways. An access highway is an existing or proposed

public highway which is needed to provide highway transportation
services from an Army reservation to suitable transportation
facilities. This will not include installation highways within the
boundary of an Army reservation, but may include a highway through an
Army reservation that has been dedicated to public use if reasonable
assurance can be given that future closure to public use will not be
required. The design and construction of access highways are normally
the responsibility of the state, county, or local authorities. The
design criteria of these authorities will be used for access road·
construction but with due consideration given to the mobilization
effort.

b. Installation highways. Installation highways include all roads

and streets within the site limits of Army installations which are
constructed and maintained by the Department of Defense. All
insta_llation highways are classified in accordance with their relative
importance to the installation as a whole and with respect to the
composition, volume, and characteristics of the traffic using them.
Design criteria for roads and streets within Army installations are
presented herein.

1-3. Highway planning. The planning of the general road system is an

integral part of installation master planning. Major objectives of
master planning are the grouping of related functions reasonably close
to each other and the interrelating of land-use areas for maximum
efficiency, speed of construction, and economy of operation. The
connecting road system should be planned in keeping with these
objectives to minimize on-post travel and permit the optimum
circulation of traffic originating both outside and within the
installation. Traffic studies may not be available during a
mobilization situation, so good engineering judgment and assessment of
current and/or near future needs must be made to determine traffic

1-1
EM 1110-3-130
9 Apr 84

requirements. The geometric design of highway facilities shouLd

provide for safe, smooth, and convenient traffic movement consistent
with time limitations, topographical conditions, and to the extent
possible, economical construction. Existing roads and streets at Army
installations can be classified in accordance with requirements
presented in tables 1-1 and 1-2. The elements to be given primary
consideration in such classifications are pavement width, shoulder
width, degree and length of slopes (grade), and passing sight distance.
Values for these elements should be essentially equal to or greater
than the minimwn requirements for classification assigned. All of the
requirements in table 1-1 or 1-2 should be considered, but requirements
other than those just listed can be given greater latitude.

1-4. Traffic. The volwne and composition of the traffic determines

the geometric requirements for roads, streets, walks, and open storage
areas. Type, volume, character, frequency, and composition of traffic
at Army installations are related to size, type, and mission of the
installation. The size, type, and mission of the installation provide
informa'tion as to its. functional requirements, indicating character and
size of vehicles. Types of vehicles, types of terrain, and frequency
of use establish the traffic classification in which roads and streets
fall. The system of highway classification outlined and defined above
is believed sufficiently broad for the classification of all roads and
streets within an Army installation regardless of type and mission.
Classification reflecting character of traffic is based upon the
characteristics and dimensions of existing civilian and Army vehicles.
Army vehicles include not only wheeled vehicles but also combined wheel
and tracked vehicles. It is essential that the designer be aware of
the vehicular traffic anticipated prior to selection of the type design
to use on a particular project.

1-2
 Table 1-1. Geometric Criteria for Classified Roads Within "Open" Areas of Army Installations (Rural Areas)

Class B Roada Two-Lane Road Class D Roada Two-Lane Road Class E Roada Two-Lane Roadb
Design Controls and Elements Flat Rolling Mountainous Flat Rolling Mountainous Flat Rolling Mountainou:

Design Controls:
1
Traffic composition:

T :: 0%
ADT 4,000-6,000 4,000-6,000 4,000-6,000 1,000-4,000 1,000-4,000 1,ooo-4,ooo Under 1,000 Under 1,000 Under I ,0(
2 600-900 600-900 600-900 150-600 150-600 150-600 Under 150
DHV Under 150 Under 150

T = 10%
ADT 3,600-5,500 3,000-4,600 2,400-3,500 950-3,600 770-3,000 600-2,400 Under 950 Under 770 Under 600
DHV 3 550-820 450-690 360-530 140-550 115-450 90-360 Under 140 Un<ler 115 Under 90

T = 20%
ADT 3,300-5,000 2,500-3,700 1,600-2,500 870-3,300 630-2,500 400-1,600 Under 870 Under 630 Under 400
DHV 3 500-750 380-560 240-380 130-500 ·95-380 60-240 Under 130 Under 95 Under 60

T :: 30%
ADT 3,000-4,700 2,000-3,200 1,200-2' 100. 770-3,000 570-2,100 330-1,200 Under 770 Under 570 Under 330
DHV3 450-700 310-480 180-310 115-450 85-310 50-180 Under 115 Under 85 Under 50

Design speed, mph 70 60 50 55 45 35 55 45 35

1-'
I
(N Average running speed, mph 49 45 40 43 37 30 43 37 30

Cross-Section Elements:

Pavements:

Minimum whdth of traffic

lanes, ft

With barrier curbs 12 12 12 10 10 10 10 10 10

Without barrier curbs 12 12 12 10 10 10 10 10 10

Ninimum distance getween

barrier curbs, ft 29 29 29 24 24 24 20 20 20

Desirable lateral
clearance, to obstructions,
ft 6 6 6 4 4 4 2 2 2 \D

Normal cross slope, in./ft 1/8 to 1/4 3/16 to 3/8 1/4 to 1/2 >
"C
1-1
6
Curbs: 00
~

Types See p;~ragraph 3-2.b

 Table 1-1. Geometric Criteria for Cla~sified Roads Within "Open" Areas of Army Installations (Rural Areas)
(Continued)
'-'
Class B Roada Two-Lane Road Class D Roada Two-Lane Road Class E Roada Two-Lane Roadb >
Design Controls and Elements Flat Rolling Mountainous Flat Rolling Mountainous Flat Rolling Mountainous "'0
'i
Offset for barrier curbs 2.5 2.5 2.5 2.0 2.0 2.0 0 0 0 oc:
.j::>

7
Medians See figure 3-1
8
Shoulders:

Minimum width, shoulders

on roads without barrier
curbs, ft 10 8 8 8 6 4 6 6 4

Normal cross slope, in./ft 3/8 to 1/2 1/2 to 3/4 3/4 to

Type Dustless and stable for all-weather use Stabilized with select material Compacted soil

Guardrails, guideposts,
and earth slopes See figure 3-2

Bridge clearance See paragraph 3-3e

t-' I Design Elements:

I i
~i
Sight distance:

Hinimum stopping sight

distance, ft 600 475 350 415 310 240 415 310 240

Hinimum passing sight

distance, ft 2,300 2,000 1,700 1,850 1,500 1,050 1,850 1,500 1,050

Horizontal alinement:

Horizontal curves;
maximum curvature
Desirable maximUW 1°30' 2°00' 3°00' 2°30' 3°30' 6°00' 2°30' 3°30' 6°00'
Absolute maximum
Where snow and ice
are not factors 4°00' 5°30' 8°00' 7°00' 10°30' 18°00' 7°00' 10°30 I 18°00'
Where sriow and ice
are factors 3°00' 4°30' 7°00' 5°45' 9°00' 16°30' 5°45' 9°00' 16°30'

Pavement widening See table 3-1 and figure 3-3

 Table 1-1. Geometric Criteria for Classified Roads Within "Open" Areas of Army Installations (Rural Areas)
(Continued)

Class B Roada Two-Lane Road Class D Roada Two-Lane Road Class E Roada Two-Lane Roadb
Design Controls and Elements Flat Rolling Mountainous Flat Rolling Mountainous Flat Rolling Mountainous

Vertical alinement:
10
Grade:
Desirable maximum
Percent 11 3 3 4 4 5 6 s 6 7
Critical length, ft 103S 103S 720 720 sso 4SO 550 450 375

Absolute maximum for

permanent installations
Percent
11 s 6 6 7 8 9 8 9 10
Critical length, ft 1000 660 450 8SO sso 275 900 600 400

Absolute maximum for

temporary installations
Percent 6 7 8 8 9 10 10 i1 12
11
Critical length, ft 825 550 325 750 500 250 700 525 37S
1-'
I 0.3
VI Ninimum, percent 0.5
12
Vertical curves

K for determining safe

length
Crest vertical curves 240 ISO 80 115 65 40 115 64 40
Sag vertical curves 140 100 70 8S 60 4S 8S 60 45

Hinimum length, ft 210 180 150 165 13S lOS 165 135 105

NOTES: The symbol "T," with percentage limitations, represents the proportion of total traffic composed of buses, trucks, and track-laying
vehicles; the remainder are light delivery trucks and passenger cars.
2 The DHV is equal to approximately IS percent of the ADT.
3 These values show the mixed traffic volume which requires the same operational area as that required by traffic composed of light-
delivery trucks and passenger cars. These DlfV's are based on the indicated percentage of the daily volume and may be overconservative
in some instances because the percentages of trucks, track-laying vehicles, etc., during peak hours are generally considerably lower
than the average percentage during all hours.
4 The traffic lane widths indicated are for use on roads where the traffic will consist principally of vehicles with maximum overall
widths of 8ft. ~r less. For determining traffic lane width for excessive-width vehicles, see paragraph 3-I.b.
5 Distance shown is the minimum distance between face of curbs where Class B roads require more than 2~lanes, additional lane widths are
to be added to minimum distance between curhs. 1-'
Generally, curbs will not be provided on roads in open areas. See paragraph 3-2 for exceptions on provision of curbs within open areas 1-'
6 1,01-'
at Army installations. The curb offset is measured from the edge of the pavement to the vertical face of the curb on the curb 0
portion of a combined curb and gutter. 1 )>I
''tj VI
7 Where traffic volume requires construe-lion of multilane roads, opposing traffic should be separated by medians. Width and location of 1-j I
1-'
medians, median shoulders, and median rurhs are <liscussed in paragraph 3-3.b. OOV-1
8 There should be a color or textural contrast between pavement and shoulder surface sufficient to clearly define the pa'Yement and .P..O
shoulders in all types of weather.
 Table 1-1. Geometric Criteria for Classified Roads With'in "Open" Areas of Army Installations (Rural Areas)
(Continued)

NOTES: (Continued) c
.f.
9 Absolute maximum values shown were calculated on the basis of .a maxi- rate of superelevation of 0.10. Absolute value for horizonta I
curves will have to be recalculated if a maximum rate of superelevation other than 0.10 is used.
10 See paragraph 3-6.a. for exception to this criteria.
11 The term "critical length" is used to indicate the maximum length of a desi-gnated upg;~rade upoa which a loaded truck can operate without
an unreasonable reduction in speed. Methods for determination of critical length are discussed in paragraph 3-6. a. (I).
12 The minimum lengths of vertical curves are determined by multiplying "K" times the algebraic difference of grades (in percent).
a The DHV is in total vehicles per hour for all lanes in both directions.
b For single lane roads use criteria of Class E mountainous.

U. S. Army Corps of Engineers

.....
I
0""1
 Table 1-2. Geometric Criteria for Classified Street Within "Buill-up" Areas of Army Installations

Class B Streeta Two-Lane Street Class D Slr~eta Two-Lane Street Class E Streeta Two-Lane Street
Design Controls and Elements Flat Rolling ---F-1 ai._n_ Rolling Flat Rolling

Design Controls
1
Traffic composition

T = 0%
ADT 7,500-10,000 7,500-10,000 2, I 00-7 , 500 2,100-7,500 Under 2,100 Under 2,100
DHV 2 900-1,200 900-1,200 250-900 250-900 Under 250 Under 250

T = 10%
ADT 6,800-9' 100 5,700-7,700 1,900-6,800 1,600-5,700 Under 1,900 ilnder 1,600
DHV 3 810-1,090 680-920 230-810 190-680 Under 230 Under 190

T = 20%
ADT 6,200-8,300 4,600-6,300 1,800-6,200 1,300-4,600 Undet 1,800 Under 1,300
DHV 3 750-1,000 550-760 220-750 160-550 Under 220 Under 160

T = 30%
ADT 5,800-7,700 4,200-5,300 1,600-5,800 1,100-4,200 Under 1,600 Under 1,100
3 700-920 500-640 190-700 Under 190 Under 130
DHV 130-500

Design speed, mph 50 40 40 30 40 30

Average running speed, mph 36, 32 32 25 32 25

Cross-Section Elements:

Pavements:
4
Minimum width of lanes, ft
With barrier curbs
Traffic 12 12 II 11 10 10
5 None None 8 8 8 8
Parking

Without barrier curbs

Traffic 12 12 .II 11 10 10
tTl
3:
Minimum d!stgnce between barrier
curbs, ft ' ......
......
With parking lanes 5 None None 41 41 36 36 \0 ......
7 29 29 2".) 25 20 20
Without parking lanes
>?
"CVI
Desirable lateral clearance to 'i I
4 4 2 2
......
obstructions, ft 6 6 00 (N
~0

Normal cross slope, in./ft 1/8 to 1/4 3/16 to 3/8

 Table 1-2. Geometric Criteria for Classified Streets Within "Built-up" Areas of Army Installations
(Continued)

t:D~
Class B Streeta Two-Lane Street Class D Streeta Two-Lane Street Class E Streeta Two-Lane Street ;:t>~

Design Controls and Elements Flat Rolling Flat Rolling ~t Rolling 't:S ...
11 ...
8 1-
Curbs: coc
I
.j::.
v
Types See paragraph 3-2.b. I
I-
V
Offset for barrier curbs, ft 2.5 2.5 1.5 1.5 1.5 1.5 c
Medians 9 See figure 3-1

Shoulders: 10

Minimum width, shoulders on streets

without barrier curbs, ft 10 8 8 8 8 6

Normal cross slope, in./ft 3/8 to 1/2 l/2 to 3/4

Type Dustless and stable for all weather use

Guardrails, guideposts, and earth

...... slopes See figure 3-2
I
co
Bridge clearance See paragraph 3-3e

Design Elements

Sight distance:

Minimum stopping sight distance, ft 350 275 275 200 275 200

Horizontal alinement:

Horizontal curves
Absolute maximum for normal crown
section
Abso~uty maximum for superelevated
sect1on
1 9°15' 17°15'
Pavement widening See tabl~ 3-1 and figure 3-3

Vertical alinement:

Grade
Desirable maximum
Percent 3 3 4 4 5 6
12 750 475 200
Critical length, ft 900 550 400
 /
/ .r
/ / - j

Table 1-2. Geometric Criteria for Classified ;:,creets Within "Built-up" Areas of Army Installations
(Continued)

•
Class B Streeta Two-Lane Street Class D Streeta Two-Lane Street Class E Streeta Two-Lane Street
Design Controls and Elements Flat Rolling Flat Rolling Flat Rolling

Absolute maximum for permanent

installations
Percent 4 5 6 7 7 8
12
Critical length, ft 675 200 500 200 450 175

Absolute maximum for temporary

installations
Percent 6 6 7 8 8 9
12
Critical length, ft 500 275 4SO 200 200 ISO
Minimum, percent 0.3 0.5
13
Vertical curves

K for determining safe length

Crest vertical curves 80 so so 28 so 28
Sag vertical curves 70 so so 3S so 3S

~linimum length, ft. ISO 120 120 90 120 90

NOTES: The symbol "T," with percentage limitations, represents the proportion of total traffic composed of buses, trucks, and track-laying
vehicles; the remainder are light-delivery trucks and passenger cars.
2 The DHV is equal to approximately 12 percent of the ADT.
3 These values show the mixed traffic volume which requires the same operational area as that required by traffic composed of light-
delivery trucks and passenger cars. These DHV's are based on the indicated percentage of· the daily volume and may be overconserva-
tive in some instances becaUse the percentages of trucks, track-laying vehirles, etc., during peak hours are generally considerably
lower than the average percentage during all hours.
4 The traffic and parking lane widths indicated are for use on streets where tlie traffic will consist principally of vehicles with
maximum overall widths of 8 ft or less. For determining traffic lane width for use of excessive-width vehicles, see paragraph
3-l.b. Traffic lanes of streets without curbs in warehouse areas should nol he less than 12 ft regardless of class. The total
width of streets with curbs adjacent to warehouses should not be less than ]0 ft between curbs regardless of class. The values
given for width of parking lanes is the distance between the outside edge of tlw adjacent traffic lane and the face of the curb for
Type IV curbs. The width of gutter in combined curb and gutter (Types I anti Ill curbs) may be included in the width of parking lane
provided the gutter is as strong structurally as the adjoining pavement, olhPrwise the width of parking lane shown will be the
distance between the outside edge of the adjacent traffic lane and the inside erlgP of lhe gutter.
S See paragraph 3-2 for criteria relative to provision of parking facilitie's. ·
6 Distance shown is the minimum distance between face of curbs.
7 Where Class E streets are designed with barrier curbs, curb offsets are uot rC'qui n·rl adjacent lo traffic lanes. 1-'
8 Geuerally, barrier curbs will be provided on streets in built-up areas. Sr·<" paragraph 3-2 for exceptions on prov11Hon of curbs 1-'
\01-'
within built-up areas at Army installations. Types I and IV curbs greater lhan 6 in. in !wight and Type Ill curbs greater than 18
in. in height are considered to be lateral obstructions. The curb offs£'l i ~ mr·.,su rr·rl from lh£' <"dge of the pavement to the vertical >7'
"CV-1
face of the curb or the curb portion of a combined curb and gutter. 1-j I
9 Where traffic volume requires construction of multilane streets, opposing l ,..,11 i,- shoulrl h!' separated by medians. Width and 1-'
00 Vol
location of medians' median shoulders' and median curbs are discuss!'<! iII 1'· 11···):raph J-:l. h. Generally' medians are provided with .;:o.o
barrier curbs in built-up areas.
 Table 1-2. Geometric Criteia for. Classified Streets Within "Built-up" Areas of Army Installations
!.OJ

.
(Continued)
>'
"'f
~

ooc•
NOTES: (Continued)
10 There should be a color or textural contrast between pavement and shoulder surface sufficient to clearly define the pavement and
shoulders in all types of weather. ~·(.
11 Absolute maximum values shown were calculated on the basis of a maximum rate of superelevation of 0.02. Superelevation rate of 0.04 I
....
or 0.06 may be used on streets in which case the absolute maximum values for horizontal curves will have to be recalculated. v
12 The term "critical length" is used to indicate the maximum length of a designated upgrade upon which a loaded truck can operate c
without an unreasonable reduction in speed-. Methods for determination of critic a 1 length are discussed in paragraph 3-6. a. (1).
13 The minimum lengths of vertical curves are determined by multiplying "K" times the algebraic difference of grades (in percent).
14 On-street parking will not be provided on new Class B or C streets. Dimension given is applicable only to existing streets.
a The DHV is given in total vehicles per hour for all lanes in both directions.

U. S. Army Corps of Engineers

1-'
I
1-'
0
 EM 1110-3-130
9 Apr 84

CHAPTER 2

DESIGN CONSIDERATIONS

2-1. General.Geometric design deals with the dimensions of the

visible~features of a facility such as alinement, sight distances,
widths, slopes, and grades. Geometric design critieria are set forth
in tables 1-1 and 1-2 and discussed in subsequent paragraphs.

2-2. Road and street types.

a. Designations of types. Highways are generally typed according

to the number of traffic lanes as single-, two-, and three-lane, and
undivided or divided multilane (four or more traffic lanes) highways.
When information is available relative to volume and composition of
traffic and type of terrain for a proposed highway, the type required
can be readily determined by comparing the traffic volume expected on
the proposed road or street with the design hourly volume shown in
tables 1-1 and 1-2.

b. Single-lane roads. Geometric design criteria for single-lane

roads are shown in table 1-1 under "Class E Roads -mountainous." Where
shoulders are not sufficiently stable to permit all-weather use and the
distance between intersections is greater than 1/2 mile, turnouts will
be provided at 1/4-mile intervals for use by occasional passing or
meeting vehicles. Single-lane pavements may be provided for fire lanes
and approach drives to buildings within built-up areas, in which case
the pavement will be at least 12 feet wide in all cases.

c. Two-lane roads and streets.

(1) Class B, D, and E roads. The bulk of the roads and streets
at Army installations are two-lane highways. These include Class B, D,
and E roads and Class B, D, and E streets.

(2) Class A, C, and F roads. Road classifications A, C, and F

need not be used for mobilization conditions. Class B roads will allow
adequate traffic pattern considerations to provide criteria for road
design thicknesses commensurate with the 5-year life expectancy of the
mobilization program. The use of four lane roads is to be minimized
for mobilization construction. Where four lane roads cannot be
avoided, Class B criteria will be used. When the road classifications
were reviewed in light of mobilization requirements, it was determined
that the requirements of Class B roads or Class D roads could be used
to satisfy the traffic range of Class C roads. The single lane roads
of Class F can readily be designed as minimum Class E roads. By
reducing the number of road classifications, the refinement and detail
of traffic flow data is greatly reduced without seriously affecting the
development of road systems for Army installations under mobilization
conditions.

2-1
EM 1110-3-130
9 Apr 84

d. Multilane (four traffic lanes or more) highways •. The design

criteria presented herein for highways are generally applicable to
multilane highways also, except that passing sight distance is not
required. Where multilane highways are designed for relatively high
speeds, opposing traffic should be separated by properly designed
medians.

2-3. Design controls.

a. Topography and land use. Tables 1-1 and 1-2 set forth
appropriate design standards for roads and streets traversing flat,
rolling, or mountainous terrain in built-up or open areas.

b. Vehicle characteristics. Table 2-1 shows dimensions of design

vehicles on which the geometric design criteria presented herein are
based. Some of these vehicles are wider than 8.5 feet, which is the
maximum width shown in table 2-1 for any of the design vehicles. The
turning radii and dimensions of special vehicles will be obtained from
the Facilities Engineer. Methods for modification of these criteria
for use on roads and streets subject to vehicles greater in overall
width than 8.5 feet are presented later in this manual.

c .. Traffic. The geometric design criteria presented in tables 1-1

and 1-2 have been developed on the basis of horizontal area
requirements for various combinations of number and kind of vehicles
expected in the traffic stream. The general unit for measurement of
traffic is average daily traffic (ADT); the basic fundamental unit of
measufement of traffic is design hourly volume (DHV).

(1) Volume. Traffic volumes are expressed as ADT and DHV in

tables 1-1 and 1-2. The ADT represents the total traffic volume for
the year divided by 365. It is a valu~ needed to determine total
service and economic justification for highways but is inadequate for
geometric design because it does not indicate the significant variation
in the traffic during seasons, days, or hours. If a road or street is
to be designed so that traffic will be properly served, consideration
must be given to the rush-hour periods. The rush hour volume
represented as an average daily peak hour is the basis of the DHV. The
DHV is to be used for geometric design. Limited studies made of
traffic flows at Army installations indicate that because of the high
frequency with which peak hourly traffic occurs, the average daily peak
can be economically and efficiently used as the DHV. The DHV in
tables 1-1 and 1-2 are shown as 15 and 12 percent, respectively, of the
ADT. These are median values selected for Army installations.

(2) Composition. Traffic on installation roads and streets may

consist of a combination of passenger cars, light-delivery trucks,
single-unit trucks, truck combinations, buses, and half-or full-track
tactical vehicles. Trucks, buses, and tracked vehicles have more
severe operating characteristics, occupy more roadway space, and

2-2
 Table 2-1. Design Vehicle Dimensions

Dimensions in Feet
Vehicle Overhang Overall Overall Turning
Type Symbol Wheel Base Front Rear Length Width Height Radius c

Passenger p 11 3 5 19 7 24

Single-unit truck su 20 4 6 30 8.5 13.5 42

Single-unit bus BUS 25 7 8 40 8.5 13.5 42

Semitrailer
combination
N
I Intermediate WB40 13 + 27 = 40a 4 6 50 8.5 13.5 40
w
Large WB50 20 + 30 = so a 3 2 55 8.5 13.5 45

Full trailer WB60 9.7 + 20 + 9.4b 2 3 65 8.5 13.5 45

combination + 20.9 = 60

NOTE: In designs for normal operations, the largest vehicle representing a significant percentage of the
traffic should be used. In designing roads or streets to accommodate truck traffic, one of the
semitrailer combinations should be used. A design check should be made to insure that the largest
vehicle expected to use the road or street can negotiate all turns, particularly if pavements are
curbed.

a Length of tractor plus length of trailer.

b Distance between rear wheels of front trailer and front wheels of rear trailer •.
c Minimum turning radius outside front wheel.

U. S. Army Corps of Engineers

EM 1110-3-130
9 Apr 84

consequently impose a greater traffic load on highways than do

passenger cars and light-delivery trucks. ADT and DHV for various
combinations of vehicular traffic are shown in tables 1-1 and 1-2. The
larger the proportions of buses, trucks, and tracked vehicles present
in the traffic stream during the selected design hour, the. greater the
traffic load and highway capacity required. The DHV of tables 1-1 and
1-2 d·iminish for each highway class as the percentage of buses, trucks,
and tracked vehicles in the traffic stream increase. The tables
provide design data for traffic containing 0, 10, 20, and 30 percent
buses, trucks, and tracked vehicles.

2-4. Speed and capacity influence.

a. Speed.

(1) Influence on geome-tric design. Vehicular speed varies

according to the physical characteristics of the vehicle and
highway, weather conditiong, volume of traffic, and the type of
shoulders and other roadside features. On streets, the speed
generally will depend on traffic control devices when weather and
traffic conditions are favorable. On roads, the physical features
of the roadway usually control speed if other conditions are
favorahle. Therefore, speed is a positive control for geometric
design. Consideration must be given to the sel~cted design speed
and average running speed if adequate designs are to be
developed.

(2) Design speed. The speed selected for design is the major
control in designing physical features of highways. Practically all
features of a highway will be affected to some extent by the design
speed. Maximum curvature, superelevation, and minimum sight distance
are automatically determined by the selected design speed. Other
features such as pavement and shoulder width, and lateral clearance to
obstructions are not directly affected by design speed but do affect
vehicle speed. The design speed should be selected primarily on the
basis of terrain characteristics, land use, and economic
considerations. The geometric design criteria presented herein are
based on the design speeds shown under "Design Controls" in tables 1-1
and 1-2.

(3) Average running speed. The average running speeds on which

the geometric design criteria are based are shown under "Design
Controls" in tables 1-1 and 1-2.

b. Capacity~

(1) Conditions affecting capacity. The capacity of a road or

street will vary with lane width, distance to lateral obstructions,
condition and width of shoulders, profile and alinement, and with the
composition and speed of traffic. These factors are referred to

2-4
 EM 1110-3-130
9 Apr 84

collectively as prevailing conditions. Those factors depending on

physical features of the highway are called prevailing roadway
conditions, and those depending on the character of the using traffic
are called prevailing traffic conditions. The term capacity in itself
has no significance unless the prevailing roadway and traffic
condi~ions are stated.

(2) Capacity analysis. Capacities under ideal conditions are

presented in the TRB Highway Capacity Ma'nual. Uninterrupted flow
capacities under ideal traffic and roadway conditions for 2-lane,
2-way, highway, (total for both lanes) and for multilane highway
(average per lane for direction of heavier flow), will be 2,000
passenger cars per hour.

(3) Capacity for uninterrupted flow. The DHV shown in

tables 1-1 and 1-2 are equal.to the capacity for uninterrupted flow for
each class of road and street on the basis of the geometric design
criteria presented. Highway capacity is directly related to the
average running speed. Maximum capacity occurs when average running
speed is between 30 and 45 mph. Any factors which reduce or increase
the average running speed will also reduce capacity. The capacities
(DHV) shown in tables 1-1 and 1-2 for Class B roads, and Class B and D
streets will be reduced in accordance with the following tabulation in
all cases where it is anticipated that the average running speed on a
substantial length of a road or street will be appreciably less than 30
mph.

Capacity (DHV)
Average Running in Percentage of Values
Speed, mph Shown in Tables 1-1 and 1-2

30 100
25 95
20 87
15 72

2-5
 EM 1110-3-130
9 Apr 84

CHAPTER 3

GEOMETRIC DESIGN FOR ROADS AND STREETS

3-1. Cross-section elements.

a. Pavement.

(1) Type surface. Pavement type is seldom an important factor

in geometric design; however, the ability of a pavement surface to
retain its shape and dimensions, its cross-section, and the possible
effect of pavement surface on driver behavior should be considered in
geometric design.

(2) Normal cross slope. Selection of proper cross slope depends

upon speed-curvature relations, vehicle characteristics, curb
requirements, and general weather conditions. Cross slope for sharp
curves (superelevation) is discussed in AASHTO GD-2. Cross slope on
tangents and flat curves are shown in tables 1-1 and 1-2. Where two or
more lanes are inclined in the same direction on Class B roads and
streets, each successive lane outward from the crown line should have
an increased cross slope. The lane adjacent to the crown line should
have the minimum cross slope shown in tables 1-1 and 1-2 and the cross
slope of each successive lane should be increased 1/16 in/ft. Where
pavements are designed with barrier curbs, it is recommended that a
minimum cross slope of 3/16 in/ft be used on Class B roads and streets
and that a minimum cross slope of 1/4 in/ft be used on Class D and E
roads and streets.

b. Lane width. The number and width of traffic lanes shown in

tables 1-1 and 1-2 are the minimum considered adequate to accommodate
the indicated design hourly volume when the traffic is composed
principally of wheeled vehicles whose overall widths are 8.5 feet or
less. Wider traffic lanes are required when the traffic is composed of
a significant percentage of vehicles whose overall widths are greater
than 8.5 feet. In general, the lane width will be increased by the
excess width of the largest over-sized vehicle (vehicle width minus 8.5
feet to the nearest higher even foot) where such traffic is
anticipated.

3-2. Curbs, combination curbs, and gutters. Curbs, combination curbs

and gutters, and paved gutters with attendant storm drainage facilities
will not be considered during a mobilization situation unless they are
determined to be absolutely necessary or conditions would allow their
construction. The road or street design will account for the "no curb"
feature and provide for drainage and erosion control accordingly.

a. Curb construction. In built-up areas, curbs, combination curbs

and gutters, and paved gutters with attendant underground storm
drainage systems will be provided when necessary along streets and in

3-1
EM 1110-3-130
. 9. Apr 84

open storage areas as required to aid in the collectioq and disposal of

surface runoff including snowmelt, to control erosion, to confine
traffic, or as required in the extension of existing similar
facilities. In open areas, combination curbs and gutters will not be
provided along roads except where necessary on steep grades to control
drainage and prevent erosion of shoulders and fill slopes. Where such
facilities are required, they should be located outside the edges of
traffic lanes and should be either of the mountable type with suitable
outlets and attendant drainpipes or paved gutters with shallow channels
extending across the road shoulders and down the fill slopes.

b. Classification and types. Curbs are classified as barrier or

mountable according to their intended use. Barrier curbs are designed
to prevent or at least discourage vehicles from running off the
pavement and therefore have a steeply sloping face at least 6 inches
high. Mountable curbs are designed to allow a vehicle to pass over the
curb without damage to the vehicle, and have a flat sloping face 3 to 4
inches high. For construction purposes, curbs are usually designated
as "combined curb and gutter" and "integral curb and gutter." For Army
installations curbs are divided into four types for convenience of
reference: type I is a combined gutter section and barrier curb; Type
II is a combined gutter section and mountable curb; Type III is a
combined gutter section and offset barrier curb; and Type IV is a
barrier curb integral with pavement slab. Curbs should be placed on
undisturbed subgrade or subgrade compacted to the same density as
subgrade of adjacent road.

c. Location in regard to lane width.

(1) Type I, III, or IV (barrier curbs). It is necessary to

offset barrier curbs a sufficient distance from the edge of the nearest
traffic lane to prevent reduction in c~pacity. Curb offset and
traffic lane width for classified roads and streets designed with
barrier curbs are shown in tables 1-1 and 1-2.

(2) Type II curbs. Mountable curbs cause very little, if any,

lateral displacement of traffic adjacent to these curbs; therefore, it
is acceptable to locate Type II curbs at the edge of a traffic or
parking lane.

3-3. Road and street appendages.

a. Shoulders.

(1) Width. Shoulder widths should be as stated in tables 1-1

and 1-2.

(2) Shoulders for roads. Roads in rural areas are normally

designed without curbs and require full width shoulders to accommodate

3-2
 EM 1110-3-130
9 Apr 84

high traffic volumes. Geometric design criteria for.shoulders on roads

are presented in table 1-1.

(3) Shoulders for streets. As a general rule, streets in cities

are designed with some type of barrier curb and do not ·require
shoulders except where needed for lateral support of the pavement and
curb structure. Where lateral support is required, the shoulder should
be at least 4 feet in width where feasible. In other sections within
built-up areas, where desirable to design streets without barrier
curbs, geometric design criteria are presented in table 1-2.

b. Medians.

(1) Uses. Where traffic volume requires construction of

multilane highways, opposing traffic should be separated by medians.
Medians should be highly visible both day and night, and there should
be a definite color contrast between median and traffic lane paving.
The absolute minimum width for a median is 4 feet with a desirable
minimum width of 14 feet.

(2) Types. Cross sections of medians are illustrated in

figure 3-1. It is not necessary that medians be of uniform width
throughout the length of divided highways.

(3) Curbs. All design criteria relative to curbs presented

herein are applicable to median curbs.

c. Guardrails and guideposts.

{1) Uses. For safety and guidance of traffic, guideposts should

be provided at all locations along roadways where drivers may become
confused, particularly at night, as to the direction of the roadway;
along roadways subject to periodic flooding; along roadways where fog
exists for long periods of time; and where driving off the roadway is
prohibited for reasons other than safety. Guardrails are normally
required at locations where vehicles accidentally leaving the roadway
might be damaged, resulting in injury to occupants. Guardrails or
guideposts should conform to local highway department criteria.

(2) Design criteria. Guardrails or guideposts are not normally

required where the front side slopes are 4:1 or flatter. Design
criteria for determining where guardrails or guideposts are required is
shown by figure 3-2. The ordinate of this figure, designated "Height
of Cut or Fill in Feet," is used in this manual to refer to the
vertical distance between the outside (intersection of shoulder and
front slope planes) edge of the shoulder and the toe of the front slope
in cuts and on fills, or between the toe and top of back slope in
cuts.

3-3
 EM 1110-.3-130
9 Apr 84

1. CURBED AND CROWNED: PAVED

6' TO Its'

c
2. CURBED AND CROWNED: TURF COVER

NOTE 3
MINIMUM 10' 1 20' TO 40' DESIRABLE
~
J NOTE 3

vzdzu• - ·lk -~vzka

3. CURBED AND DEPRESSED: TURF CO.Y.ER

r MINIMUM ~·· • • o· OR MORE DESIRABLE

4. FLUSHED AND DEPRESSED; TURF COVER

NOTES: 1. Curbs and paved median may be monolithic as in 1-B or
may be surface-mounted on monolithic pavement as in 1-C.
If surface-mounted, the curb-and-median slab must be anchored
or bonded to the pavement (1-C).

2. All medians less than 10 feet wide should be designed with

barrier curbs. If vegetation is to be maintained on median,
or if snow removal will be required, the minimum width of
median should be 10 fe~t. S~parating guardrails will be
installed in medians if justified by traffic conditions.

3. Where depressed medians are usAd for 4-lane highways, opposing

lanes are to utilize standard Class B 2-lane roads design.
U. s. Army Corps of Engineers
FIGURE 3-1. CROSS SECTIONS OF GENERAL TYPES OF MEDIANS

3-4
 c 17 USE GUIDEPOSTS ONLY IF TOE OF SLOPE IS NOT
"rj
en INUNDATED AND GUARDRAILS IF INUNDATED.
H
0 16
e;a ::r>
tTj 'i
!3 15
Minimum Slope for Class B,
Roads and Streets USE GUARDRAILS ONLY ..
w '< slopes in cuts 15 ft or less Minimum Slopes for Class B, Roads and Streets
I n
j'-.)
0 14 1-1/2:1, front slopes in cuts
'i in height; 1-1/2:1, back 3:1, front slopes in cuts 10 ft or less in height; 2:1, front
'"0 slopes in cuts; 2:1, front slopes on fills slopes in cut~ between 10 and 20 ft tn hei1ht; 1-1/2:1, front
(/)
0
tTj 13 20 ft or less in height; 1-1/2:1, front slopes in cuts over 20 ft in height; 1-1/2:1, back slopes in
CJ) 0
slopes on fills over 20 ft in height. cuts; 3:1, front slopes on fills 10 ft or less in height;
t-t,
H 2-1/2:1, front slopes on fills between 10 and 20 ft in height;
0
z tTl 12 2:1, front slopes on fills over 20 ft in height.
!:j
()q
Minimum Slopes for Clas& D and E,
0 ...... Roads and Streets
;a Minimum slopes for Class D and E, Roads and Streets
H !:j
1- II
·>-'( CD ILl front and back slopes in cuts;
tTj CD ILl
front slo es on fills 1-1/2:1, front and back slopes in cuts;
;a 'i IL
H (/) 10 1-1/2:1, front slopes on fills.
;I> z
..J 9
0 ..J
e;I> IL
w ;a a::
I 8
V1 0 0
~
H
1-
::I 7
USE GUIDEPOSTS ONLY
r' 0
CJ) IL Minimum Slopes for Class ~ Minimum Slopes for Class D and E,
0
6 Roads and Streets Roads and Streets
0 1- 3:1, front slopes in cuts;
e ::1:
2:1, back slopes in cuts; 2:1, front and back slopes in
H S2 5
0 ILl front slopes on fills 2:1, front slopes on fills.
tTj ::1:
1-c;j
0
4
CJ)
>-3 NO GUARDRAILS OR GUIDEPOSTS REQUIRED
CJ) 3
Minimum Slopes for Class B, Roads aQd Streets MiniauM Slopes for Class D and E, Roads and Streets
;I>
z 2
0 4:1, front slopes in cuts; 4:1, back slopes in cuts 2:1, front and back slopes in cuts; 3:1, front slopes.
M 4 ft or less in height; 3:1, back slopes in cuts over on fills.
;I>
;a ·s ft in height; 4:1, front slopes on fills.
>-3 tTl
::t: :s:
I

.t.
(/)
L' I .......
0 5 10 15 20 25 .......

-l
~,_.
1-c;j
M TANGENT DEGREE OF CURVE ::r>?
(/)
'"Ot.N
NOTES: 1. Generally the depth of cut (see B in figure 3-6) adjacent to ro.ada and streets shall not be greater than 6 ft. ,_.
'i I
below the arede line of the ovtst~e ed&e ef the shoulder. Oteetar depths aay be used when specifically approved. OOt.N
~0
2. Cuts in solid rock or loeaa shovl4 have vertical aide valls; therefore, no back slope will be required
in these aateriela.
EM 1110-3-130
9 Apr 84

(3) Location with respect to edge of pavement. Guardrails or

guideposts should be located at a constant offset from the edge of a
pavement outside tne limits of the usable shoulder and with an
elevation of the base between 4 inches and 9 inches below the edge of
the lane pavement. Shoulder widths shown in tables 1-1 and 1-2 will be
widened 2 feet to provide space for installation of guardrails or
guideposts. Guardrails or alinement of guideposts should be flared
outward and, if required, buried on the traffic approach end and
tapered in at narrow structures to meet curb lines.

(4) Marking. Guardrails and guideposts must be highly visible,

particularly at night. All guardrails and guideposts should be marked
or painted in accordance with AASHTO safety requirements.

d. Earth slopes. In determining inclination of side slopes, proper

consideration should be giv.en to drainage, maintenance, erosion, and
stability. It may be difficult to control erosion of some soils on
steep slopes (4:1 or steeper), and it may be impossible to control
erosion or maintain vegetation cover on slopes steeper than 2:1. If
maintenance is to be accomplished without special equipment, side
slopes should not be steeper than 3:1. It is essential that side
slopes along highways be flat enough to assure stability under all
normal conditions. Design criteria for selecting earth slopes is
presented in combination with design policy for establishing need for
guardrails and guideposts in figure 3-2.

e. Bridge clearance. Requirements affecting highway safety are

found in AASHTO HB-12.

(1) Horizontal. The minimum horizontal distance between curbs

on bridges should be equal to the width of the approaching roadway
including traffic lanes, parking lanes, full width of shoulders, and
medians (on divided highways). When the cost of parapets and railings
is less than the cost of decking the median area, traffic lanes for
traffic in opposing directions will be on separate structures. It is
usually more economical to pave over the median area on .bridges with a
median width less than about 15 feet.

(2) Vertical. The minimum vertical clearance will be at least

14 feet over all traffic lanes, parking lanes, and shoulders.

3-4. Sight distance. The length of roadway visible ahead of a vehicle

along a highway is termed "sight distance." Sight distance is divided
into two categories: stopping sight distance and passing sight
distance. Minimum stopping and passing sight distances are shown in
tables 1-1 and 1-2. Effort should be made to provide sight distances
greater than those shown.

a. Stopping sight distance. On single-lane roads, the stopping

sight distance must be adequate to permit approaching vehicles each to

3-6
 EM 1110-3-130
9 Apr 84

stop. Horizontal curve sight distance will be critical and will be

twice that requir~d for a two or more, lane highway.

b. Passing sight distance. Passing sight distance should be

provifted as frequently as possible along two-lane, two-way roads, and a
length equal to or greater than the minimum values shown in table 1-1
sheuld be provided. The minimum passing sight distances in table 1-1
provide safe distances for a single isolated vehicle traveling at
design speed to pass a vehicle going 10 mph less than design speed.
Sight distances and safe passing sections should be shown on all
construction and improvement plans to aid in proper marking and sign
placement.

3-5. Horizontal alinement.

a. General. Where changes in horizontal alinement are necessary,

horizontal curves should be used to affect gradual change between
tangents. In all cases; consideration should be given to the use of
the flattest curvature practicable under existing conditions. Adequate
design of horizontal curves depends upon establishment of the proper
relations between design speed and maximum degree of curvature (or
minimum radius) and their relation to superelevation. The maximum
degr~e of curvature is a limiting value for a given design speed and
var1es with the rate of superelevation and side friction factors.

b. Maximum curvature.

(1) Roads. Desirable and absolute values for use in design of

horizontal curves on superelevated roads are shown in table 1-1. The
absolute maximum curvature for roads without superelevation is the same
as shown for streets with normal crown sections in table 1-2.

(2) Streets. Absolute maximum values for degree of curvature on

streets in built-up areas are shown in table 1-2. Absolute maximum
values are given for streets with normal crown sections (no
superelevation) and with superelevated sections.

c. Superelevation. A practical superelevation rate together

with a safe side friction factor determines maximum curvature.
Superelevation rate and side friction factors depend upon speed,
frequency and amount of precipitation and type of area, i.e.,
built-up or open. Superelevation rates will be determined in
accordance with AASHTO GD-2.

d. Widening of roads and streets.

(1) Pavements on roads and streets will be widened to provide

operating conditions on curves comparable to those on tangents.
Widening is necessary on certain highway curves because long vehicles
occupy greater width and the rear wheels generally track inside the

3-7
EM 1110-3-130
9 Apr 84

front wheels. The added width of pavement necessary can be computed by

geometry for any combination of curvature and wheelrbase. Generally,
widening is not required on modern highways with 12-foot lanes and
hightype alinement, but for some combinations of speed, curvature, and
width, it may be necessary to widen these highways also. The amount of
widening required on horizontal curves on roads is shown in table 3-1.

(2) This is the widening normally required for off-tracking and

may not provide clearance where sight is restricted. The additional
width should be added to the inside of the curve, starting with zero at
the TS (tangent-spiral), attain the maximum at the SC (spiral-curve),
and diminishing from the maximum at the CS (curve spiral) to zero at
the ST (spiral-tangent) as shown in figure 3-3. Increased sight
distance may be provided by additional widening or by removal of sight
obstructions. The latter is normally recommended because it is
generally more economical. Figure 3-4 shows the relation between sight
distance along the center line of the inside lane on horizontal curves
and the distance to sight obstructions located inside these curves.
The clear sight distance along the center line of the inside lane on
horizontal curves should equal the minimum stopping sight distance
shown in table 1-1 for the design speed.

3-6. Vertical alinement.

a. Grade. Design of vertical alinement involves the establishment

of longitudinal grade or slope for roads, streets, and highways. The
key considerations for determining grades are speed reduction for
maximum grade and drainage for minimum grade.

(1) Determining maximum grade. The maximum allowable grade is

dependent on the length the grade is sustained. The critical length of
grade is the distance a design vehicle with a 40,000 pound gross weight
and a 100-hp engine can travel up a designated grade before speed is
reduced below an acceptable value (usually 30 mph). Critical lengths
for grades are shown in tables 1-1 and 1-2. If a grade exceeds
critical length, highway capacity is reduced unless a climbing lane is
added for heavy vehicles.

(2) Determining minimum grade. Tables 1-1 and 1-2 g1ve minimum
grades which are adequate for proper drainage.

b. Curves. Generally, vertical curves should be provided at all

points on roads or streets where there is a change in longitudinal
grade. The major control for safe vehicle operation on vertical curves
is sight distance, and the sight distance should be as long as possible
or economically feasible. Minimum sight distance required for safety
must be provided in all cases. Vertical curves may be any one of the
types of simple parabolic curves shown in figure 3-5. There are three
length categories for vertical curves: maximum, length required for
safety, and minimum. All vertical curves should be as long as

3-8
 Table 3-1. Calculated and Design Values for Pavement Widening on Roads and
Streets Within Army Installations 2-Lane Pavements, One-Way or Two-Way

Widenin8, in Feet, for 2-Lane Pavements

on Curves for Width of Pavement on Tan8ent of:

Degree 24 feet 22 feet 20 feet

of Desi8n s:eeed, mph Desi~n s:eeed, m~ Design s:eeed, m:eh
Curve 30 40 50 60 70 80 30 40 50 60 70 30 40. 50 60

1 0.0 0.0 0.0 0.0 0.0 0.0 0.5 0.5 0.5 1.0 1.0 1.5 1.5 1.5 2.0
2 0.0 0.0 0.0 0.5 0.5 0.5 1.0 1.0 1.0 1.5 1.5 2.0 2.0 2.0 2.5
3 0.0 0.0 0.5 0.5 1.0 1.0 1.0 1.0 1.5 1.5 2.0 2.0 2.0 2.5 2.5

4 0.0 0.5 0.5 1.0 1.0 1.0 1.5 1.5 2.0 2.0 2.0 2.5 2.5 3.0
5 0.5 0.5 1.0 1.0 1.5 1.5 2.0 2.0 2.5 2.5 3.0 3.0
6 0.5 1.0 1.0 1.5 1.5 2.0 2.0 2.5 2.5 3.0 3.0 3.5
w
I
\0
7 0.5 1.0 1.5 1.5 2.0 2.5 2.5 3.0 3.5
8 1.0 1.0 1.5 2.0 2.0 2.5 3.0 3.0 3.5
9 1.0 1.5 2.0 2.0 2.5 3.0 3.0 3.5 4.0

10-11 1.0 1.5 2.0 2.5 3.0 3.5

12-14.5 1.5 2.0 2.5 3.0 3.5 4.0
15-18 2.0 3.0 4.0

19-21 2.5 3.5 4.5

22-25 3.0 4.0 5.0
26-26.5 3.5 4.5 5.5

NOTES: Values less than 2.0 may be disregarded.

3-lane pavements: multiply above values by 1.5. ......
4-lane pavements: multiply above values by 2. ......
c.o ......
Where semitrailers are significant, increase tabular values of widening by 0.5 :J:>r
0
for curves of 10 to 16 degrees, and by 1.0 for curves 17 degrees and sharper. "'CJ.l
li I
......
00 CJ.l
.f:-0
 - -x--
HORIZONTAL. CURVES WITH TRANSITION SPIRAL.S - BOTH ENDS

TJV.NSlTION SYMBOL.S

P. I. -Point of intersection of m~:!,n tangeats. Es -Extern~! distance P.I. to center of circular

T.S. -Common point of t~ngent and spiral. curve ~ortion.
&S.T. Spiral and t~ngent. L.T. -Long t~ngent dist~nce of spiral only.
S.C. -Spiral curve, common point of spiral and S.T. -Short tangent distance of spiral only.
circular curve of near tr~nsition. P -Offset distance from the tangent of P.C. of
c.s. -Curve spiral, common point of circul~r circular curve produced.
curve and spir~l of f~r tr~nsition. ~ -Intersection angle between t~ngents of
Rc -Radius of circul~r curve. entire curve.
Ls -Length of spir~l between t.s. ~nd S.C. ~ c -Intersection ~ngle between t~ngents ~t S.C. ~nd
Ts -T~ngent distance P.I. to T.S. or S.T, or T~ngent ~t the c.s. or the centr~l ~ngle of the circul~r
distance of the complete curve. curve portion of the curve.
L.C. -Str~ight Line Chord dist~nce T.S. to S.C. Os -Intersection ~ngle between the t~ngent of the
K -Dist~nce from T.S. to point on t~ngent complete curve and the t~ngent at the S.C., The
opposite the P.C. of the circul~r curve spir~l ~ngle.
produced. W -Widening

To locate spiral transition, use tables as given

in Transition Curves for Highways, (See appendix
A, Government Depository Libraries)

U. S. Army Corps of Engineers

FIGURE '3-3. METHOD OF LAYOUT OF WIDENING AND

SUPERELEVATION OF SPIRAL LANES

3-10
 EM 1110-3-130
9 Apr 84

5730 50
m = -D- VERS 200
2865S
Also m = R(VERS ---R---)
And S R
= 2865 COS -1 f'F:_-Rm\
\- 1

SIGHT OBSTRUCTI:J

LEGEND 200
I&J
z
ct
.J 25
0 = Maximum D when e = QlO
v = Design speed in mph -----+ .....
I&J I&J
0
u; ~
z 250 ~
u.. I&J
0 20~-----+------~------~ ~--4-------r-----~----~~
z
ct
~ // 300 .J
I&J
::; 0
u;
ffi· ~
~ 15~--~-r------+­ u..
I&J 400 0
0 I&J
u.. z
0
I&J
ii: 10 1 - - - - l - - ;
:::1
0
u..
0

~
a:::
51-----..c+----::::r-t----::::::oo.,..c;;.+----
~ •1500
2000
II
3000 II
0 5000 a::
5 10 15 20 25 30 35
m= MIDDLE ORDINATE CENTER LINE INSIDE LANE lO SIGHT OBSTRUCTION IN FEET

U. S. Army Corps of Engineers

FIGURE 3-4. STOPPING SIGHT DISTANCE ON HORIZONTAL CURVES, OPEN ROAD CONDITIONS

3-11
J.:OJVJ lllU-j-130
9 Apr 84

TYP,E I

TYPE II

CREST VERTICAL CURVES

TYPE IV

SAG VERTICAL CURVES

U. S. Army Corps of Engineers

FIGURE 3-5. TYPES OF VERTICAL CURVES

3-12
 EM 1110-3-130
9 Apr 84

economically feasible. The minimum length of vertical curves is also

shown in tables 1-1 and 1-2.

3-7. Cross section. Figure~ 3-6 and 3-7 illustrate typical

combinations of cross-section elements for which geometric design
criteria are outlined in tables 1-1 and 1-2. Other combinations of
these ~ross-section elements are illustrated in AASHTO GU-2.

a. Roads.

(1) Normal-crown section. The typical road-type, normal~crown

cross section shown in figure 3-6 comprises the so-called "streamlined"
cross section. Shoulder edges, channel bottoms, and the intersection
of side slopes with original ground are rounded for simplification of
maintenance and appearance. On roads in open areas rounding of
shoulder edges will be restricted to a strip 3 to 4 feet wide at the
intersection of slopes steeper than 2-1/2:1, and only slight rounding
will be used at intersections of slopes flatter than 2-1/2:1.

(2) Superelevated section. Figure 3~6 shows the preferable

superelevated cross sections for roads at Army installations. The low
side of this cross section is similar to a normal-crown section except
that the shoulder slope on the low side of the section is the same as
the pavement superelevation, except where normal slope is greater. On
the high side of a superelevated section the algebraic difference in
cross slopes at the pavement edge should not exceed about 0.07. The
vertical curve should be at least 4 feet long, and at least the inside
2 feet of the shoulder should be held on the superelevated slope.

b. Streets. Typical street-type cross sections with and without

parking are shown in figure 3-7. Geometric design for the various
cross-section elements shown are presented in table 1-2.

3-8. Intersection criteria.

a. General. Practically all highways within Army installations

will intersect at grade, and normally the designer will need to
consider only plain unsignalized or signalized intersections.
Intersections are normally closely spaced at regular intervals along
streets in built-up areas, and the capacity of these streets will in
most cases be controlled by intersection capacity.

b. Design criteria. Geometric design criteria for intersections

are presented in AASHTO GD-3, GU-2, SR-2 and the TRB Highway Capacity
Manual.

c. Army installation areas equivalent to design criteria areas.

Variations in average intersection capacities on one-way and two-way
streets subject to fixed time signal control are shown for general
types of areas within cities in the TRB Highway Capacity Manual. The
curves used at a particular location on Army installations should be

3-13
 MINIMUM RIGHT-OF-WAY VARIES FROM APPROXIMATELY 60 FT FOR SINGU LANE CLASS E ROADS
!---------------___.:._TO~A-"PP~RO:::.:X.:..:I.:::M.:..:A.:..:T:::.:EL:.:Y-=.21:.::0_F_T___:.F-"qO..:·R_CL=-=:;A:.::S.:..S~8 MUlTI-LANE ROADS (SEE NOT£ ~~~-------------...;
MINIMUM: 20 FT s T s MINIMUM= 20 FT
VARIABLE VARIABLE SEE NOTE 4 VARIABLE
SEE NOTE 2 SEE NOTE 2

NORMAL CROSS SLOPE NORMAL CROSS SLOPE

SEE TABLE 1-1 NORMAL CROSS SLOPE SEE TABLE I-I

Fs'I
SEE TABLE 1-1
3 TO 4-FT ROUNDING FOR 2:1 FS
SLIGHT ROUNDING FOR FLATTER
1-rj
H
GJ
c :r
:::0
tr:l
w
I
0'
NORMAL CROWN
1-J
>-<
'1j
H
(")
:> MINIMUM = 20 FT s T s MINIMUM: 20 FT
r-< VARIABLE VARIABLE SEE NOTE 4 VARIABLE
w SEE NOTE 2 SEE NOTE 2 ROUNDING
I :::0 ~RABOUC CURVE-MINIMUM
1-' 0 LENGTH =4 FT
.!:'- :>
t::l
I
1-J NORMAL CROSS SLOPE
>-< SEE NOTE 5
'1j
t:::l
(")
:::0
3 TO 4-FT ROUNDING FOR 2:1 FS
SLIGHT ROUNDING
I
FOR~FL~A~T~T~E~R~F~~;~i7-l~~~'!t~!2~~~~
::1:

~~~~~~~~~N~A~T~U=R~Al~G~R~O~U~N=D~~--
0
(/)
(/)

(/)
tr:l ~
(")
1-J
H
0 SUPERELEVATED 1>00001 Pavement
z
(/) ~~ Shoulder
[.o::,;~ ·~':':~·. ;J · Base C~urse
NOTES: 1. Variations in cross section and right- 4. T varies with road classification. FS Front Slope
of-way are shawn in AASHTO GD-2 Traffic composition and type curb
used in design see table 1-1. BS Back Slope

2. The width of usable shoulders required 5. Use superelevation rate e where H Height of cut or fill
varies with road ~lassification, steepness greater than normal cross siope. s Width of shoulder
of front slope~ and guardrail or guidepost
locations, see table 1-1. 6. See note ·1, figure 3-2 for maximum T Total width of traffic
value of H. lanes
3. Steepness of front and back slopes e Superelevation rate
varies with H as shown in figure 3-2.
U. S. Army Corps of Engineers
 c:::
MINIMUM RIGHT-OF-WAY VARIES FROM APPROXIMATELY 40FT FOR CLASS E
(I)
STREETS TO APPROXIMATELY 70 FT FOR CLASS I STREET AND NOTE I

B T B
>
1-j
s
'<
MIN= 8 FT
CURB I VARIABLE SEE NOTE 2

.
I CURB
MIN=8 FT

j.: ~~-
(")
"":::;z GUTTER GUTTER
0
'"%j
H
C') .a Cl
z
0
c::::
:::0
tn
0
....1
3
ID
"ORMAC 000" SU>J
l;4" TO I" PER FT NORMAL CROSS SLOPE
ORO"
'TO I" PER fT

WAL~
·'.li=··-~•~·-~:.4.

~'¥~~
M SEE TABLE 1;.2 .. ·...
1-t) r-:a::·. a:·-=,6;'. .'!.:4\
;.·

w tTl
I
-.....! ::I .• ·.··,·.a.~.· .• ..• ,• . • ·• •
OQ
f-1·
::I INDUSTRIAL ADMINISTRATIVE AND
~ (I) FRONTAGE RESIDENTIAL FRONTAGE
>-<! (I)
1-t:J 1-j
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tn CURBED; NO PARKING
>
t"'

w
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~
:::0
B
MIN= 8 FT J P
VARIABLE VARIABLE
T
SEE NOTE 2
P
VARIABLE l B
MIN =8FT

~~' ,?.":;' ;==w ':"urr':' ••

t:zl
I t:zl
~

,., ';;:,.'"'l€.._:..,.. ,J..._

~
VI
~
I
••••" oooss sco"'
~-. ~"' "'u •-• ~~~'To '""'" n~1
>-<!
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WALK "
C/)
C/)

C/)
INDUSTRIAL ADMINISTRATIVE AND
FRONTAGE RESIDENTIAL FRONTAGE
t:zl
E
(")
~
H
MINIMUM RIGHT-OF-WAY VARIES FROM APPROXIMATELY 54 FT FOR CLASS
STREETS TO APPROXIMATELY 88 FT FOR CLASS I STREETS J
0
z
C/) CURBED; WITH PARKING LANES
LEGEND
[>(~ Traffic Lane Pavement
NOTES: 1. Dimensions of elements of cross f'//j////1/J Curb
sections now shown on this figure tb.:~;A\~f:~:l Walk
are shown in tabla 1-2.
l<:::·~··. ::··.1 Base Course
2. T varies with street classification 11111111111111 Parking Lane Pavement ......
traffi~ ~omposition, and type curb ......
T Total Width of Traffic Lanes \01-'
used in design. 0
B Border ~~
1-j I
G Turfed Area (Grassed Area) ......
00~
P Parking Lane ~0
EM 1110-3-130
9 Apr 84

selected on the basis of similarity with the type of area indicated in

the TRB Highway Capacity Manual. The following tabulation indicates
areas in which the intersection curves should no~mally be used.

Area Designation
Used in Highway
Capacity Manual Equivalent Area at Army Installations

Downtown Central portion of built-up areas at major

installations

Fringe, business Central portion of built-up areas at all

district but major installations. Industrial,
service, and warehouse areas at major
installations.

Outlying business Residential portion of built-up areas at

district and major installations. Industrial, service,
intermediate warehouse, and residential portions of
residential built-up areas at intermediate installations.
All built-up areas at small installations,
isolated shopping centers, coiiUllunity centers,
and similar areas of public assembly in open
areas. Isolated road intersections in open
areas.

Rural TRB Highway Capacity Manual.

3-9. Capacity of intersections. The capacity (DHV) shown in

tables 1-1 and 1-2 is for free-flowing highways without intersections
at grade or with few crossroads and minor traffic. These highways have
no traffic control signals at intersections (plain unsignalized
intersections), and capacity is affected very little and uninterrupted
flow is assumed. The AASHTO procedure is suggested as a guide in
design of intersections.

AASHTO Suggested Design Hourly Volume Combinations for

Which Signal Control Should be Assumed in Geometric
Design of Intersections.

Type of Intersection Minimum Two-Way DHV

2-lane through highway 400 500· 650

Crossroad 250 200 100

4-lane through highway 1,000 1,500 2,000

Crossroad 100 50 25

3-16
 EM 1110-3-130
9 Apr 84

This tabulation may serve as a general guide for design. of at-grade

intersections in the following manner. If the DHV of traffic at a
given intersection 'is approximately equal to or less than that shown in
the tabulation, capacity of the through highway is based on the DHV
shown in tables 1-1 and 1-2, and no intersection capacity analysis is
required. If the DHV of traffic is greater than that shown in this
tabulation, the intersection should be designed as if it were under
signal control. The geometric layout should be made in conjunction
with an intersection capacity analysis, as in the Highway Capacity
Manual. The volumes shown in this tabulation have no relation to
warrants for signalization, nor are they indicative of whether or not
signalization should be used. Warrants for traffic control . signals are
given in ANSI D6.1.

3-10. Intersection curves.

a. Minimum edge of pavement design. Where it is necessary to

provide minimum space for turning vehicles at unsignalized at-grade
intersections, the AASHTO design criteria presented in GU-2 and SR-2
should be used. The minimum radius for edge of pavement design on
street intersections is 30 feet, which is required for passenger (P)
cars on 90-degree turns. A larger radius should be used if any truck
traffic is expected or turning speeds greater than 10 mph are
anticipated. The minimum radius on road intersections is 50 feet.

b. Minimum curb radii. Minimum curb radii are normally used at

plain unsignalized intersections to reduce intersection area and
minimize conflict between pedestrians and vehicles. The curb design
should fit the minimum turning path of the critical design vehicle .
expected in the traffic. Generally, the minimum curb radii to be used
on intersection curves may be determined on the basis of the following
information.

(1) Curb radii of 15 to 25 feet are adequate for P design

vehicles and should be used on Classes D and E cross streets where
practically no single unit (SU) truck, WB40, WB50, and WB60
(semitrailer combination trucks) design vehicles are expected or at
major intersections where parking is permitted on both intersecting
streets. Radii of 25 feet should be provided on all new construction
and on reconstruction where space is available.

(2) Curb radii of 30 feet or more should be provided at all

major highway intersections to accommodate an occasional truck in the
traffic. (See table 2-1 for minimum turning radius.)

(3) Radii of 40 feet or more, preferably three-centered compound

curves, to fit the path of the critical design vehicle expected in the
traffic, should be provided where SU, WB40, WB50, and WB60 design
vehicles turn repeatedly. (See table 2-1 for minimum turning radius.)

3-17
EM 1110-3-130
9 Apr 84

3-11. Miscellaneous.

a. Signing. Signs should conform with ANSI 06.1 standards.

b. Pavement markings. Marking should be provided on paved surfaces

as a safety measure and to increase orderly traffic flow. Markings
should conform to local highway practice criteria. Standard
requirements are provided in ANSI 06.1 on uniform traffic control
devices.

3-18
 EM 1110-3-130
9 Apr 84

CHAPTER 4

GEOMETRIC DESIGN FOR WALKS AND OPEN STORAGE AREAS

4-1. Walks.

a.· Need. Walks and walkways could be non-essential items during an

emergency situation and hence, should not be considered unless deemed
necessary or circumstances allow for their construction.

b. Criteria. Smooth, hard-surface walks should be provided· to

accommodate pedestrian traffic. However, gravel, stone slab, wood or
other type walk materials could be utilized if they are readily
available.

c. Geometric design. Safety and volume of pedestrian traffic are

the primary controls for geometric design of walks. A design
pedestrian traffic volume (pedestrians per hour) must be estimated on
the basis of available data, engineering judgment, and pedestrian
traffic at existing similar installations.

d. Width. The minimum width for walks at Army installations will

be 3 feet. Walks will normally be in increments of 2 feet (width of
pedestrian traffic lane) as required to accommodate the anticipated
volume of pedestrian traffic. An extra foot of width should be added
to walks adjacent to curbs or where obstacles encroach on the walk.
Width of walks will be determined on the basis of the capacities
(pedestrians per hour) shown in the following tabulation:

Capacity of Walks in
Pedestrians per Hour Minimum Width, ft

Less than 10 3
Up to 100 4
100 to 750 6
100 to 1,000 6
Greater than 750 8
Greater than 1,000 10

e. Grade. The grade of walks should follow the natural grade of

the ground as nearly as possible. The transverse grade will not be
less than 1/4 in/ft. The longitudinal grade should not be greater than
about 15 percent. Steps will be used where the maximum longitudinal
slope would otherwise be too great. Steps should be grouped together,
rather than spaced as individual steps, and located so that they will
be lighted by adjacent street or night lights. The sum of the depth of
tread and height of riser should not be less than 18 inches and risers
should not be less than 5 inches or greater than 7 inches on any
steps.

4-1
EM 1110-3-130
9 Apr 84

4-2. Open storage areas and parking.

a. General. This section deals with geometric design criteria for

parking lots, motor pools, organizational motor parks, material storage
areas, utility yards, and miscellaneous repair yards. Storage of
explosives or fuels require special conditions and are not included in
open storage.

b. Parking lots, motor pools, and repair areas. Traffic volume and
mix are the primary considerations in the selection of type of
surfacing. It is essential to determine the number of vehicle passes
and the traffic patterns of the various types of vehicles under
consideration. Special consideration should be given to pavements
subject to repeated traffic of track-type vehicles or where fuel and
lubricant spillage may occu~. The minimum traffic volumes considered
for parking lots, motor pools, or repair areas should be equivalent to
Class E streets (See table 1-2). Where applicable, design criteria of
state or local regulatory agencies may be utilized. Where massive
parking is necessary, cross traffic connections should be provided at
about 360 foot (40 stalls) intervals. Islands or medians may not be
practical under mobilization conditions, however wooden barriers (power
pole$), railroad ties, or precast concrete bumpers can be used to
organize and control traffic and to protect adjoining areas at edge of
pavements. Minimum grades should be provided to allow drainage of the
areas. Natural drainage to the perimeter of the paved area is
preferred; inlets for drainage within the paved area will be avoided to
the greatest extent possible. A maximum slope of 5 percent may be used
in parking lots, motor pools, and repair areas without restriction of
traffic direction or parking angle.

c. Material storage areas. Suitable areas for the storage of goods

and materials that do not require extensive protection from the
elements will be required at nearly all types of Army installations.
In general, these areas will be of an improved type with the area
graded to allow good drainage, the subgrade and base course prepared,
and a hard surface provided. Semi-improved areas where no hard surface
is included may be used under special conditions; however, reduced
bearing capacity and potential material handling equipment problems
will restrict the use of this type of area. Unimproved areas where no
grading for drainage or hard surfaces are provided may be acceptable
for materials during construction but should not be considered as Army
installation open storage.

(1) Shipping and receiving. A space for loading and unloading

will be provided the extent of which will be a function of volume of
materials handled and the method of delivery. Minimum provisions will
be space for a tractor-trailer to be unloaded by a fork lift tr~ck.
Where a railroad siding is included or where high volumes of truck
deliveries are anticipated, rail siding platforms will be provided.

4-2
 EM 1110-3-130
9 Apr 84

(2) Arrangement of storage. Detailed arrangement of storage

areas will be a function of type and volume of material, storage time
per item, material nandling equipment used, and storage inventory
procedures. In general though, efficient layouts provide for
straight-line flow of material from loading/unloading areas to storage,
ready ~ccess to each material storage location and efficlent use of
aisles. Aisles will essentially be roads and should be designed as
such for dimensions and traffic flow.

(3) Lines and grades. Storage areas will have minimum slopes
consistent with good drainage. Area drains and inlets within the
limits of the pavement will be avoided to the greatest extent possible.
Surface smoothness on hard surface pavements, will not exceed 3/8 inch
deviation from a straightedge laid diagonally across the space of a
single storage element (pallet, drum, packing crate, etc.). Where
semi-improved storage areas .are provided, the deviation from a
straightedge should not exceed 5/8 inch. The difference in elevation
of the highest and the lowest point of any single storage space (based
on a 4 foot square pallet) should not exceed 1-1/2 inches when
materials are stacked 15 feet or higher, nor should the slope of the
overall storage area exceed 3 percent grade. Where material is stacked
less than 15 feet high, a single space differential of 2-1/2 inches and
an overall slope of 5 percent grade may be permitted. The use of
containerized storage for Army installations other than ports or depots
is expected to be limited. See EM 1110-·3-150 for special requirements
of container handling and storage if required.

(4) Selection of hard surface pavements. The factors that

affect the surfacing requirements of improved open storage areas
include vehicle characteristics, traffic volume and flow patterns,
material accessibility, and weight requirements of the stored material.
There are two types of surfaces that are frequently used on improved
storage areas: flexible pavements (EM 1110-3-131) and rigid pavements
(EM 1110-3-132). Rigid pavement applications are better suited in
areas where temperature fluctuations are extreme; however they are
labor intensive with longer construction times and are generally more
expensive. Flexible pavements are more commonly used but may be
limited by material availability. Steel mat may be selected for short
term use as an expedient surfacing method. Minimum design
considerations should be based on traffic flows for Class E streets
(see table 1-2) and/or a minimum static load from material of 1,500
psf. The use of both rigid and flexible pavements may be considered,
such as flexible pavement for storage and concrete for aisles and
special areas; however, design and construction time constraints as
well as material availability must be considered.

(5) Lighting. General area lighting of 1/2 foot-candle at

ground level uniformly distributed over the entire storage area should
be considered the minimum lighting level. Additional lighting must be
considered where night operations are anticipated.

4-3
EM 1110-3-130
9 Apr 84

(6) Fire protection. While open storage areas are not normally
considered as high a risk as conventional warehousing, proper fire
protection is still a major consideration.

(7) Outdoor sports and recreation areas. Sports fields and

recreation areas requiring hard surfaces will follow the minimum
criteria indicated for open storage. Slopes of pavement and lighting
of areas will be in keeping with the requirement of the sport .
involved.

4-4
 EM 1110-3-130
9 Apr 84

APPENDIX A

REFERENCES
Government Publications.

Department of the Army.

EM 1110-3-131 Flexible Pavements for Roads,

Streets, Walks, and Open
Storage Areas.

EM 1110-3-132 Rigid Pavements for Roads,

Streets, Walks, and Open
Storage Areas.

EM 1110-3-136 Drainage and Erosion Control.

EM 1110-3-150 Storage Depots.

Government Depository Libraries

Transition Curves for Highways (1958), Catalog No. A22.2:H53/7*

Nongovernment Publications.

American Association of State Highway and Transportation Officials

(AASHTO), 444 North Capital, N.W., Suite 225 Washington, D.C.
20001

GD-2 Policy on Geometric Design of Rural

Highways (1965).

GU-2 Policy on Design of Urban Highways

Arterial Streets (1973).

HB-12 Standard Specifications for Highway

Bridges. (Including ISB-78, ISB-79,
ISB-80, and ISB-81) (1977).

*No longer in print. Originally published by U.S. Department of

Agriculture, Bureau of Public Highways. Now avail'able for examination
at selected Government Depository Libraries.

A-1
EM 1110-3-130
9 Apr 84

SR-2 (1974) Highway Design and Operational

Practices Related Highway Safety.

American National Standards Institute (ANSI), 1430 Broadway,

New York, NY 10018

D6 .1-1978 Uniform Traffic Control Devices for .,,

Street;- and Highways.

Transportation Research Board (TRB), 2101 Constitution Avenue

N.W., Washington, D.C. 20418

Highway Capacity Manual.

A-2