geometric typical: english full set

Geometric Typical: English Full SetJAT
MTS
Michigan Department of Transportation
The information provided is a product of the Michigan
Department of Transportation (MDOT) and is intended for your
use and is not to be sold or otherwise distributed for profit.
There are no expressed or implied warranties concerning the
accuracy, completeness, reliability or usability of this information.
The MDOT assumes no responsibility for any incorrect
results or damage resulting from the use of this information.
The information presented in these documents has been prepared
in accordance with recognized engineering principles and is for
general use. It should not be used for specific application
without competent professional examination and verification of its
suitability and applicability by a licensed professional engineer.
ENGLISH VERSION
PREPARED
BY
GEOMETRIC DESIGN GUIDES INDEX
Guide Number and Name Approval Date GEO-100-F One-Lane Tapered Entrance 09-06-07 GEO-101-F One-Lane Parallel Entrance 09-06-07 GEO-110-C Two-Lane Entrance 09-06-07 GEO-120-C Successive Entrance 09-06-07 GEO-130-D One-Lane Tapered Exit Ramp 08-07-08 GEO-131-D One-Lane Parallel Exit Ramp 08-07-08 GEO-140-B Two-Lane Exit Ramp 08-07-08 GEO-150-C Successive Exit Ramps 08-07-08 GEO-202-B 12' Width Entrance and Exit Slip Ramps 08-07-08 GEO-300-D Diamond Interchange 06-03-10 GEO-310-C Collector-Distributor Road 06-03-10 GEO-320-C Parclo - A - 4 - Quad 08-07-08 GEO-330-C Parclo - B - 4 - Quad 08-07-08 GEO-340-A Parclo - A - B - 2 - Quad 09-06-07 GEO-350-B Trumpet Type 09-06-07 GEO-360-A Cloverleaf Type 09-06-07 GEO-370-D Ramp Terminal Details 06-03-10 GEO-400-B Urban Diamond Interchange 06-03-10 GEO-500-C Rest Area 08-07-08 GEO-610-C Two-to-Four Lane Divided Transition 06-03-10 GEO-640-B Turned-In Roadway 09-06-07 GEO-650-D Flares and Intersection Details 06-03-10 GEO-670-D Crossovers 06-03-10 GEO-680-B Commercial Driveways 06-03-10 GEO-690-D Temporary Runaround 06-03-10
P O
I N
T o
S H
O U
L D
B E
E Q
U A
L T
a m
T r a n s i t i o n
S h o u l d e r
1 : 2 5 P a v e d
B
M
N
) P
B e g i n
M a i n l i n e S h o u l d e r
( 6
. 6
m
) W
o r e t o 2 2 f t
M a x i m
u m
a l g e b r a i c d i f f e r e n c e i n p a v e m
e n t c r o s s s l o p e b e t w
e e n m
a i n l i n e a n d r a m
.
m
, u
t r a n
p D
u i d
e e n
m h
i g
e o
s h o u l d b e m
e a s u r e d a l o n g t h e r a m
p o r t h e m
a i n l i n e .
1 ) Q
R
"
a n d t h e 2 f o o t p o i n t b y h a l f o f t h e t r a n s i t i o n s p i r a l l e n g t h .
* W
h e n a t r a n s i t i o n s p i r a l i s u s e d , r e d u c e t h e d i s t a n c e b e t w
e e n t h e S
. T
a
600
600
600
1080
600
600
1080
600
600
600
600
600
600
550
550
550
550
825
550
550
825
550
550
825
500
500
500
500
725
500
500
725
450
450
450
608
450
450
608
1080
1080
1080
BETWEEN -3 AND +3
BETWEEN -3 AND +3
BETWEEN -3 AND +3
BETWEEN -3 AND +3
BETWEEN -3 AND +3
BETWEEN -3 AND +3
BETWEEN -3 AND +3
BETWEEN -3 AND +3
BETWEEN -3 AND +3
BETWEEN -3 AND +3
BETWEEN -3 AND +3
BETWEEN -3 AND +3
27.1
37.1
50.9
26.6
36.4
50.9
26.0
35.3
50.4
25.2
33.9
49.7
22.8
29.9
44.2
22.0
28.0
41.6
22.0
24.0
34.8
22.0
22.0
31.5
22.0
22.0
31.5
22.0
22.0
31.5
22.0
22.0
31.5
22.0
22.0
31.5
27.2
37.4
50.0
26.2
35.7
48.7
25.5
34.5
48.0
24.3
32.5
45.9
22.0
28.7
40.4
22.0
25.7
36.0
22.0
22.0
30.0
22.0
22.0
30.0
22.0
22.0
30.0
22.0
22.0
30.0
22.0
22.0
30.0
24.0
32.0
22.2
40.0
23.2
30.6
38.9
22.0
28.6
36.9
22.0
26.6
33.9
22.0
22.0
27.0
22.0
22.0
27.0
22.0
22.0
27.0
22.0
22.0
27.0
22.0
22.0
27.0
28.2
33.9
22.0
27.6
33.9
22.0
25.4
31.5
22.0
23.0
28.0
22.0
22.0
26.5
22.0
22.0
26.5
22.0
22.0
26.5
22.0
22.0
26.5
22.0
22.0
25.5
22.0
22.0
25.5
22.0
22.0
25.5
22.0
22.0
25.5
22.0
22.0
25.5
22.0
22.0
25.5
09/06/2007
MICHIGAN DEPARTMENT OF TRANSPORTATION TRAFFIC AND SAFETY GEOMETRIC DESIGN GUIDE
FILE: REV.
TAPER=45:1
T = 238 m
Lgap = 119 m
T = 219 m
Lgap = 110 m
T = 201 m
Lgap = 101 m
T = 183 m
Lgap = 91 m
T = 165 m
Lgap = 82 m
BETWEEN -3 AND +3
BETWEEN -3 AND +3
BETWEEN -3 AND +3
BETWEEN -3 AND +3
BETWEEN -3 AND +3
BETWEEN -3 AND +3
BETWEEN -3 AND +3
BETWEEN -3 AND +3
BETWEEN -3 AND +3
BETWEEN -3 AND +3
= 100 Km/Hr
DESIGN SPEED
09/06/2007
FILE: REV.
of Lansing Traffic and Safety.
for retrofitting to existing road features, consult the Geometric Design Unit
13. These design concepts are for new construction. Where modification may be needed
points. See Geometric Design Guide GEO-300-Series.
12. Each ramp should be carefully studied to provide maximum vision at its merge
(0.6 m) wide. Use a 1:25 taper transition where it joins the ramp shoulder paving.
11. The mainline shoulder width should extend along the ramp to where the gore is 2 ft
of the ramp horizontal alignment.
10. The design speed of the ramp vertical alignment should meet or exceed the design speed
within crowned gores.
between the gore and the adjacent paved lane. This algrebraic difference also applies
point should not exceed 8%, with a 6% maximum algebraic difference in cross slope
9. The cross slope in the gore area between the 2 ft (0.6 m) point and the 22 ft (6.6 m)
and the ramp auxiliary lane should not exceed 5%.
8. The maximum algebraic difference in pavement cross slope between the mainline
R-107-Series. The table gives the maximum radius in which a spiral should be used.
of the curve and the radius as shown in the table of the Road Standard Plan
7. Spirals transitions should be used on new ramp alignments based on the design speed
in traffic and merge onto the mainline.
La is the acceleration distance. Lgap is the minimum distance required to find a gap
the 2 ft (0.6 m) point, is suggested for use in the design of the ramp entrance.
6. The value of La or Lgap, whichever produces the greater distance downstream from
5. Prepare detail grades and profiles from Section A-A to section B-B.
appropriate curve.
4. If the through pavement is curved, plot offsets for taper and connect with
on the high side (outside) of the curve, use GEO-101-Series.
3. If an additional through lane is provided or the entrance ramp joins the mainline
of the curve. See also chapter 3 of the MDOT Road Design Manual.
2. Select design speed based on a combination of the superelevation rate and the radius
ramps.
aid driver expectancy. On sharp curves, it may be preferable to use parallel type
be used within an interchange and corridor. Uniformity in design is needed to
parallel type ramp. However, the same type of entrance and exit ramp should
1. The designer has the flexibility to choose either the taper type ramp or the
NOTES:
09/06/2007
FILE: REV.
a m
n
a i n l i n e S
h o u l d e r
( 3 . 6 m
U s e w
h e n a n a d d i t i o n a l t h r o u g h l a n e o r w
e a v e l a n e i s t o b e p r o v i d e d .
A
A
m )
)
3 0 0 f t ( 9 0
m )
m
* * U
s e t r a n s i t i o n s p i r a l w
h e n r e q u i r e d
L a
* W
h e n t r a n s i t i o n s p i r a l i s u s e d , d e c r e a s e " L
" a n d " B
" b y h a l f o f t h e t r a n s i t i o n s p i r a l l e n g t h .
a
a m
n
a i n l i n e S
h o u l d e r
( 3 . 6 m
m )
)
o r e t o 2 2 f t
( 6 . 6 m
o r e t o 2 2 f t
ECH
IRG/JAT
OR LOWER THAN POINT n.
POINTS N, O & P SHOULD
BE IN THE SAME PLANE.
POINT o SHOULD BE HIGHER
THAN POINT n.
POINTS M, N, O & P SHOULD
WHEN THE THROUGH LANES ARE SUPERELEVATED
AND N IS HIGHER THAN M
WHEN THE THROUGH LANES
RAMP AND THROUGH LANE
m m
BE PROGRESSIVELY LOWER.
D R A F T
mainline and ramp auxiliary lane should not exceed 5%.
Note: Maximum algebraic difference in pavement cross slope between
PW/RD/TS/Geom D/mdot GEO101E EOC.dgn GEO-101-F 2 5
09/06/2007
FILE: REV.
780
L (FT)a L (FT)a L (FT)a L (FT)a L (FT)a
650
650
650
650
1268
650
650
1268
650
650
1268
650
650
1268
600
600
600
1080
600
600
1080
600
600
1080
600
600
1080
600
600
1080
550
550
550
550
825
550
550
825
550
550
825
500
500
500
500
725
450
450
608
450
608
450
450
650
BETWEEN -3 AND +3
BETWEEN -3 AND +3
BETWEEN -3 AND +3
BETWEEN -3 AND +3
BETWEEN -3 AND +3
BETWEEN -3 AND +3
BETWEEN -3 AND +3
BETWEEN -3 AND +3
BETWEEN -3 AND +3
BETWEEN -3 AND +3
1630
2528
1580
2528
1520
2280
1420
2201
1100
1540
1479
1094
978
948
912
852
660
612
1020
506
810
500
780
1092
450
450
608
450
608
450
BETWEEN -3 AND +3
BETWEEN -3 AND +3
20
25
09/06/2007
FILE: REV.
TAPER=45:1
276
246
245
B = 91 m
C = 55 m
204
200
168
255
205
175
152
243
178
L (m) a L (m)a L (m)a L (m)a L (m)a
198
198
198
198
356
198
198
198
198
356
198
198
356
183
183
183
183
329
183
183
329
183
183
329
183
183
329
168
168
168
268
168
168
302
168
168
302
168
168
302
152
152
152
152
152
243
152
243
152
152
243
137
137
137
178
137
137
178
137
137
178
356
BETWEEN -3 AND +3
BETWEEN -3 AND +3
BETWEEN -3 AND +3
BETWEEN -3 AND +3
BETWEEN -3 AND +3
BETWEEN -3 AND +3
BETWEEN -3 AND +3
BETWEEN -3 AND +3
BETWEEN -3 AND +3
BETWEEN -3 AND +3
40
B = 101 m
Lgap = 119 m Lgap = 110 m Lgap = 101 m Lgap = 91 m Lgap = 82 m
= 90 TO 80 Km/Hr
09/06/2007
FILE: REV.
for retrofitting to existing road features, consult with the Geometric Design Unit
12. These design concepts are for new construction. Where modifications may be needed
See Geometric Design Guide GEO-300-Series.
11. Each ramp should be carefully studied to provide maximum vision at its merge points.
the ramp horizontal alignment.
9. The design speed of the ramp vertical alignment should meet or exceed the design speed of
crowned gores.
the gore and the adjacent lane. This algebraic difference also applies within
point should not exceed 8%, with a 6% maximum algebraic difference in cross slope between
8. The cross slope in the gore area between the 2 ft (0.6 m) point and the 22 ft (6.6 m)
The table gives the maximum radius in which a spiral should be used.
the curve and the radius as shown in the table of the Road Standard Plan R-107-Series.
6. Spiral transitions should be used on new ramp alignments, based on the design speed of
in traffic and merge onto the mainline.
La is the acceleration distance. Lgap is the minimum distance required to find a gap
the 2 ft (0.6 m) point, is suggested for use in the design of the ramp entrance.
5. The value of La or Lgap, whichever produces the greater distance downstream from
4. Prepare detail grades and profiles from Section A-A to Section B-B.
appropriate curve.
3. If the through pavement is curved, plot offsets for the taper and connect with the
2. Select design speed based on a combination of the superelevation rate and the radius
On sharp curves, it may be preferable to use parallel type ramps.
interchange and corridor. Uniformity in design is needed to aid driver expectancy.
type ramp. However, the same type of entrance and exit ramp should be used within an
1. The designer has the flexibility to choose either the taper type ramp or the parallel
NOTES:
09/06/2007
FILE: REV.
L = (2.25)(V) for V 70 km/hr
L = for V 65 km/hr
CASE I
)
h o u ld
(V = Design Speed)
L = for V 40 MPH
* Note: Transition to one lane
should be consistently on the
left or the right within the
interchange, if feasible.
a i n l i n e S
h o u l d e r
a t
2 F
lane on ramp proper. Consider
use on two lane ramps when a
two lane merge is not required
to obtain a desired level of
service.
a m
i d t h
LPS/ECH
JAT/IRG
a i n l i n e S
h o u l d e r a t 2 f t ( 0 . 6 m
) P
e r
T r a n s i t i o n
P a v e d r
a m
i d t h
7 8 0 f
1 1 7 0 f
t (
CASE II:
ramp lane is added, consider use on 2 lane
ramps to achieve a desired level of service.
If an additional lane drop is required, the
added lane may be dropped after 0.5 mile
(800 meters).
When transition spiral is used, reduce
the 1170 feet (355 meters) by half of the
transition spiral length. The 30 foot
(9 meter) lateral offset distance should
be recalculated. Paved gore to
22 ft (6.6m) width
09/06/2007 SHEET
OFPLAN DATE:
FILE: REV.
T ra
n si
P a v e d r
a m
i d t h
3 9 0 f
) m
r e d
o m
parallel section. Inside ramp lane is
added. Consider use on two lane ramps
when the desired level of service is not
met by Case II. If an additional lane
drop is required, the added lane may be
dropped after 0.5 miles (800 meters).
When transition spiral is used, reduce
the 390 feet (117 meters) by half of the
transition spiral length. The 30 foot
(9 meter) lateral offset distance should
be recalculated.
Paved gore to
PW/RD/TS/Geom D/mdot GEO110C EOC.dgn GEO-110-C 3 6 09/06/2007
09/06/2007 SHEET
OFPLAN DATE:
FILE: REV.
)
6 0
M P
i d t h
1 : 2 5 S
T r a n s i t i o n
B e g
n
C u r b
)
increased by one after gore. Outside ramp
lane is dropped after a parallel section.
Ramp lane is added.
M a in
li n e
r a d e o
f
h a n
a n
09/06/2007 SHEET
OFPLAN DATE:
FILE: REV.
WHEN THE THRU LANES ARE SUPERELEVATED
RAMP AND THRU LANE
NOT SUPERELEVATED
THAN POINT n.
SUPERELEVATED AND N IS
m m
NOTE: Maximum algebraic difference in pavement cross slope between
mainline and ramp auxiliary lane should not exceed 5%.
09/06/2007 SHEET
OFPLAN DATE:
FILE: REV.
NOTES:
1. Select design speed based on combination of the superelevation rate and the
radius of the curve. See chapter 3 of the MDOT Road Design Manual.
appropriate curve.
3. Prepare detail grades and profiles from Section A-A to Section B-B to assure proper
drainage.
4. Spiral transitions should be used on new ramp alignments, based on the design speed
of the curve and the radius as shown in the table of the Road Standard Plan R-107-Series.
The table gives maximum radius in which a spiral should be used.
6. The cross slope in the gore area between the 2 ft (0.6 m) point and the 22 ft
(6.6 m) point should not exceed 8%, with a 6% maximum algebraic difference
in cross slope between the gore and the adjacent lane. This algebraic difference
also applies within crowned gores.
7. The design speed of the ramp vertical alignment should meet or exceed the design
speed of the ramp horizontal alignment.
10. Two lane ramps should be 24 ft (7.2 m) minimum edge to edge. Radii less than
500 ft (150 m) may require widening, consult the Geometric Design Unit of Lansing
Traffic and Safety.
11. The longitudinal joint on a 24 foot (7.2m) ramp pavement shall be located 12 feet (3.6m)
from the right edge of the pavement and ended where the ramp width becomes 16 feet (4.8m).
for retrofitting to existing road features, consult the Geometric Design Unit of
Lansing Traffic and Safety.
09/06/2007 SHEET
OFPLAN DATE:
FILE: REV.
r a n s .
)
t (
)
a m
i d t h
s e d
c e R
R =
t (
)
a r y
D e p
s e d
o r e t
o r e t
e o m
u i d e i
s f
o r c
o l l e c t o r - d i s t r i b u t o r r
o a d t
s e t
f
h e d
e v e l o
f s
f t
a n b
i t h a
o n e l
a n e o
a v e d
s h o u l d e r t r a n s i t i o n
MATCH LINE
MATCH LINE
C A
S E
I I
See GEO-110-Series
8 0
0 f
l e
a i n l i n e s
h o u l d e r
a t 2 f t ( 0 . 6 m
) p o i n t
S e e G
E O
P a v e d r
a m
i d t h
S e e G
o r e t
o r e t
f r
a m
h e d
e v e l o
f s
f t
e q u i r e s
a t
w o
e o
e s i g
09/06/2007 SHEET
OFPLAN DATE:
FILE: REV.
NOTES:
1. Select design speed based on combination of the superelevation rate and the
radius of the curve. See chapter 3 of the MDOT Road Design Manual.
2. The design speed of the collector-distributor (C-D) roadway is generally
60 mph (100 km/hr).
appropriate curve.
4. Spiral transitions should be used on new ramp alignments, based on the design speed
5. The cross slope in the gore area between the 2 ft (0.6 m) point and the 22 ft
(6.6 m) point should not exceed 8%, with a 6% maximum algebraic difference in cross slope
difference between the gore and the adjacent lane. This algebraic difference also applies
9. Two lane ramps should be 24 ft (7.2 m) minimum edge to edge. Radii less than
500 ft (150 m) may require lane widening, consult the Geometric Design Unit of Lansing
Traffic and Safety.
10. The longitudinal joint on a 24 foot (7.2 m) ramp pavement shall be located
12 feet (3.6 m) from the right edge of the pavement and ended where the ramp
width becomes 16 feet (4.8 m).
11. These design concepts are for new construction. Where modifications may be
needed for retrofitting to existing road features, consult the Geometric Design
Unit of Lansing Traffic and Safety.
09/06/2007 SHEET
OFPLAN DATE:
FILE: REV.
Continue Mainline Paved Shoulder
PW: Geometrics/mdot traffic GEO-130-D.dgn
L d
L d
16 ft
(4.8 m)
300 ft (90m) for
360 ft (108m) for
08/07/2008
d
P .
P .
09/14/2016 MS
Ramp Shoulder
Continue Mainline Paved Shoulder
Paved Gore to 22 ft (6.6 m),
Shoulder Transition
1:25 Paved
Shoulder Transition
1:25 Paved
POINT o SHOULD BE EQUAL TO
WHEN THE THRU LANES ARE SUPERELEVATED
DIRECTION
THAN POINT n.
LOWER THAN M
m m
2 5 GEO-130-D 08/07/2008
PW: Geometrics/mdot traffic GEO-130-D.dgn
09/14/2016 MS
OFPLAN DATE: MICHIGAN DEPARTMENT OF TRANSPORTATION TRAFFIC AND SAFETY GEOMETRIC DESIGN GUIDE
FILE: REV.
BETWEEN -3 AND +3
BETWEEN -3 AND +3
BETWEEN -3 AND +3
BETWEEN -3 AND +3
BETWEEN -3 AND +3
BETWEEN -3 AND +3
BETWEEN -3 AND +3
BETWEEN -3 AND +3
BETWEEN -3 AND +3
BETWEEN -3 AND +3
BETWEEN -3 AND +3
20
744
620
558
684
570
513
576
480
432
528
440
396
390
325
300
BETWEEN -3 AND +3
OR LESS
= 45 MPH
DESIGN SPEED
(FT)
24.0
24.0
L min = 330d L min = 330d L min = 300d L min = 300d L min = 300d
08/07/2008
SHEET
FILE: REV.
30
40
50
60
70
80
90
100
110
120
222
185
167
210
175
158
204
170
153
186
155
140
168
140
126
144
120
108
144
144
144
144
120
120
120
120
108
108
108
108
= 120 Km/Hr
DESIGN SPEED
BETWEEN -3 AND +3
BETWEEN -3 AND +3
BETWEEN -3 AND +3
BETWEEN -3 AND +3
BETWEEN -3 AND +3
BETWEEN -3 AND +3
BETWEEN -3 AND +3
BETWEEN -3 AND +3
BETWEEN -3 AND +3
BETWEEN -3 AND +3
OR LESS
= 70 Km/Hr
DESIGN SPEED
90
90
90
7.2
7.2
7.2
90
90
90
7.2
7.2
7.2
90
90
90
7.2
7.2
7.2
90
90
90
7.2
7.2
7.2
L min = 100d L min = 100d L min = 90d L min = 90d L min = 90d
08/07/2008
90
90
90
90
FILE: REV.
than the minimum stopping sight distance for the design speed of the mainline.
13. The sight distance in advance of the exit ramp gore should be at least 25% longer
using a parallel type deceleration lane.
having the appearance of an extension of the mainline to the motorist. Consider
turning highway. The exit should begin before or after the P.C. or S.T. to avoid
12. Caution must be used in positioning a taper type deceleration lane on a left
See Geometric Design Guide Geo-300-Series.
11. Each ramp will be carefully studied to provide maximum vision at its merge points.
between the gore and the adjacent paved lane. This algebraic difference also applies
8. The cross slope in the gore area between the 2 ft (0.6m) point and the 22 ft (6.6 m)
ramp auxiliary lane should not exceed 5%.
7. The maximum algebraic difference in pavement cross slope between the mainline and the
6. Spirals transitions should be used on new ramp alignments based on the design speed
5. Prepared detail grades and profiles from Section B-B through Section A-A.
appropriate curve.
4. If the through pavement is curved, plot offsets for taper and connect with the
3. If an additional through lane is provided or the exit ramp leaves the mainline
radius of the curve. See also chapter 3 of the MDOT Road Design Manual.
2. Select design speed based on a combination of the superelevation rate and the
expectancy. On sharp curves, it may be preferable to use parallel type ramp.
within an interchange and corridor. Uniformity in design is needed to aid driver
type ramp. However, the same type of entrance and exit ramp should be used
1. The designer has the flexibility to choose the taper type ramp or the parallel
NOTES:
08/07/2008
FILE: REV.
PW RD-TS-T-Geometrics/ GEO131D DEVDAT.dgn
)
e r
w id
i f f e r e n
c e i
n d r
a n e s
o t e
%
e l y
a n
, N
, O
& P
b e i
, N
, O
& P
b e i
, N
, O
& P
b e i
e l y
a t e d
e r e l e c a t e d
R a m
a t e d
R a m
e
s u p e r e l e v a t e d i
n
i r e c t i o
n
h e t
a n e s a
r e s
u p e r e l e v a t e d
a n d "
h a n "
s n
t o a
d L
11/18/2008 jt
r a n s i t i o n
9 0
L
Q
1 7
2 f
)
)
)
FILE: REV.
25
30
35
40
45
50
55
60
65
70
75
BETWEEN -3 AND +3
BETWEEN -3 AND +3
BETWEEN -3 AND +3
BETWEEN -3 AND +3
BETWEEN -3 AND +3
BETWEEN -3 AND +3
BETWEEN -3 AND +3
BETWEEN -3 AND +3
BETWEEN -3 AND +3
BETWEEN -3 AND +3
BETWEEN -3 AND +3
20
744
620
558
684
570
513
576
480
432
528
440
396
390
325
300
BETWEEN -3 AND +3
ROADWAY
L
(FT)
08/07/2008
Q = 23’ Q = 23’ Q = 24’ Q = 24’ Q = 24’
L min = 300’ L min = 300’L min = 300’L min = 350’ L min = 350’
Note: d
11/18/2008 jt
When an L value of 300’ is used for mainline design speeds of 60 mph and less,
the parallel portion of the ramp is omitted, and the ramp taper connects directly
with the mainline taper to form a uniform deflection (}).
SHEET
FILE: REV.
30
40
50
60
70
80
90
100
110
120
222
185
167
210
175
158
204
170
153
186
155
140
168
140
126
144
120
108
144
144
144
144
120
120
120
120
108
108
108
108
ROADWAY
BETWEEN -3 AND +3
BETWEEN -3 AND +3
BETWEEN -3 AND +3
BETWEEN -3 AND +3
BETWEEN -3 AND +3
BETWEEN -3 AND +3
BETWEEN -3 AND +3
BETWEEN -3 AND +3
BETWEEN -3 AND +3
BETWEEN -3 AND +3
ROADWAY
}=2^17’26" }=2^17’26"
162
135
122
144
120
108
132
110
99
120
100
90
90
90
90
90
90
102
90
90
102
90
90
08/07/2008
Q = 7.2mQ = 7.2mQ = 6.9mQ = 6.9m
L min = 107 L min = 107 L min = 90 L min = 90
90
90
90
90
Note: d
11/18/2008 jt
When an L value of 90m is used for mainline design speeds of 100 km/hr and less,
the parallel portion of the ramp is omitted, and the ramp taper connects directly
with the mainline taper to form a uniform deflection (}).
SHEET
FILE: REV.
NOTES:
1. The designer has the flexibility to choose the taper type ramp or the parallel
type ramp. However, the same type of entrance and exit ramp should be used
within an interchange and corridor. Uniformity in design is needed to aid driver
expectancy. On sharp curves, it may be preferable to use parallel type ramp.
2. Select the design speed based on a combination of the superelevation rate
and the radius of the curve. See also chapter 3 of MDOT Road Design Manual.
3. If an additional through lane is provided or the exit ramp leaves the mainline
4. If the through pavement is curved, plot offsets for taper and connect with
appropriate curve.
5. Prepare detail grades and profiles from Section B-B through A-A.
6. Spiral transitions should be used on new ramp alignments based on the design speed
8. The cross slope in the gore area between the 2 ft (0.6m) point and the 22 ft
(6.6 m) point should not exceed 8%, with a 6% maximum algebraic difference in
cross slope between the gore and the adjacent paved lane. This algebraic difference
also applies within crowned gores.
9. The design speed of the ramp vertical alignment shall match or exceed the design speed
11. Each ramp shall be carefully studied to provide maximum vision at its merge
points. See Geometric Design Guide Geo-300-Series.
13. These design concepts are for new construction. Where modifications may be needed
08/07/2008
FILE: REV.
GEO-140-B
ECH
JAT
can be achieved with a one lane off ramp.
C o n ti
n u e M
e r T
io n
)
(V = Design Speed)
to one lane should be consistently
on the left or the right within the
interchange, if feasible.
1145 ft (350m) Minimum Desirable Radius
TWO-LANE
R 3
0 :1
2 5
Match Line
24 ft
(4.8 m)
a 2 lane off ramp.
2 ft
(0.6 m)
a i n l i n e
S h o u l d e r W
i d t h t o
2 f
f t
t (
t (
i d t h l a n e )
3 6 0 f
1:25 Paved
Shoulder Transition
FILE: REV.
level of service cannot be maintained
by CASE II. Also consider when the
freeway lanes are reduced by one lane
after the two-lane exit ramp.
2 ft
i d t h t
o 6 f t ( 1 . 8 m
) P
i d t h l a n e )
1:25 Paved
Shoulder Transition
FILE: REV.
m m
4 5
PW RD-TS-T-Geometrics/GEO140B DEVJAT.dgn GEO-140-B
WHEN THE THRU LANES ARE
NOT SUPERELEVATED
THAN POINT n.
08/07/2008
FILE: REV.
NOTES:
1. Select design speed based on a combination of the superelevation rate and the radius of the
curve. See also chapter 3 of the MDOT Road Design Manual.
2. If an additional through lane is provided or the entrance ramp joins the mainline on the
high side (outside) of the curve, use GEO-101-Series.
3. If the through pavement is curved, plot offsets for taper and connect with appropriate curve.
5. Spiral transitions should be used on new ramp alignments based on the design speed of the
curve and the radius as shown in the table of the Road Standard Plan R-107-Series. The
table gives the maximum radius in which a spiral should be used.
6. The maximum algebraic difference in pavement cross slope between the mainline and the ramp
auxiliary lane should not exceed 5%.
7. The cross slope in the gore area between the 2 ft (0.6m) point and the 22 ft (6.6 m) point
should not exceed 8%, with a 6% maximum algebraic difference in cross slope between the
gore and the adjacent paved lane. This algebraic difference also applies within crowned
gores.
8. The design speed of the ramp vertical alignment should meet or exceed the design speed of the
ramp horizontal alignment.
9. The mainline shoulder width should extend along the ramp to where the gore is 2 ft (0.6 m)
wide. Use a 1:25 taper transition where it joins the ramp shoulder paving.
11. Two lane ramps should be 24 ft (7.2m) minimum edge to edge. Radii less than 500ft may
require widening, consult the Geometric Design Unit of Lansing Traffic and Safety.
12. The longitudinal joint on a 24 ft (7.2m) ramp pavement shall be located 12 ft (3.6m) from
the right edge of the pavement and ended where the ramp width becomes 16 ft (4.8m).
13. The sight distance in advance of the exit ramp gore should be at least 25% longer than the
minimum stopping sight distance for the design speed of the mainline.
14. These design concepts are for new construction. Where modification may be needed for
retrofitting to existing road features, consult the Geometric Design Unit of
FILE: REV.
} 1
P.T.
P.C.
e r t
e r i e s o r G
e o - 1 3 1 - S
e r i e s
S e e G
e r i e s o r G
e o - 1 3 1 - S
e r i e s
2 f t ( 0 . 6 m
)
*
a m
p S
s e d
o
R =
a r y
D e p
s e d
u i d e i
s f
d
u t o
r r o
e n
p e s
e d
l e v
e l o
i c e o
o re
t o
o r e t
GEO-150-C PW D RD TS T D Geom D/GEO150C DevJat
C A
S E
I I
8 0
0 f
t ( 2
4 0
m ) M
in im
u m
)
a i n l i n e S
h o u l d e r
t o 2 f t ( 0 . 6 m
) S
o i n t
)
o r e t
f r
a m
h e d
e v e l o
f
s e r v i c e o f t h e d i v e r g e r e q u i r e s a t w
o l a n e o f f r a m
p . A
p p l y
a p p r o p r i a t e G
e o m
o r d
s n
P a v e d g
o r e t
FILE: REV.
NOT TO SCALE
3 3 GEO-150-C PW D RD TS T D Geom D/GEO150C DevJat
NOTES:
1. Select the design speed based on a combination of the superelevation rate and the radius
2. The design speed of the collector-distributor (C-D) roadway is generally 60 mph (100 km/hr).
3. If the through pavement is curved, plot offsets for taper and connect with the appropriate
curve.
4. Spiral transitions should be used on new ramp alignments based on the design speed of the
table gives the maximum radius in which a spiral should be used.
5. The cross slope in the gore area between the 2 ft (0.6m) point and the 22 ft (6.7 m) point
should not exceed 8%, with a 6% maximum algebraic difference in cross slope between the
gore and the adjacent lane. This algebraic difference also applies within crowned gores.
7. The mainline shoulder width should extend along the ramp to where the gore is 2 ft (0.6 m)
wide. Use a 1:25 taper transition where it joins the ramp shoulder paving.
8. Each ramp shall be carefully studied to provide maximum vision at its merge points.
See Geometic Design Guide Geo-300-Series.
10. Two lane ramps should be 24 ft (7.2 m) minimum edge to edge. Radii less than 500 ft (150 m)
may require lane widening, consult the Geometric Design Unit of Lansing
Traffic and Safety.
11. The longitudinal joint on a 24 foot (7.2 m) ramp pavement shall be located 12 feet (3.6 m)
from the right edge of the pavement and ended where the ramp width becomes 16 feet (4.8 m).
retrofitting to existing road features, consult the Geometric Design Unit of Lansing Traffic
and Safety.
FILE: REV.
n
R e ta
1 7
1 .6
f t (
5 1
.5 m
)
3 0 0 f
) T
1 2
f t (
3 .6
r e e w
m / h r ) d
e c e l e r a t i o n
R A
M P
f N
C u
r b
i n
g W
C u rb
g u
r f
l u
s h
o A
- A
o a d D
o r c
e n t .
to T
y p
e D
C u
r b
GEOMETRIC DESIGN GUIDE FOR
n
M
N
O
P
Match
2 4 GEO-202-B PW D RD TS T D Geom D/GEO202B DevJAT.DGN
1 : 2
5 S
h o
n
3 8
)
)
a y
e n
p e e d
FILE: REV.
m m
POINTS m, n, o & p SHOULD
3 4 PW D RD TS T D Geom D/GEO202B DevJAT.DGN GEO-202-B
NOTE: Maximum algebraic difference in pavement cross slope between
mainline and ramp auxilary lane should not exceed 5%.
WHEN THE THRU LANES ARE
NOT SUPERELEVATED
THAN POINT n.
08/07/2008
FILE: REV.
NOT TO SCALE
PW D RD TS T D Geom D/GEO202B DevJAT.DGN GEO-202-B 4 4
08/07/2008
NOTES:
1. Select design speed based on a combination of the super elevation rate and the radius of
the curve. See also chapter 3 of the MDOT Road Design Manual.
2. If an additional through lane is provided or the entrance ramp joins the mainline on the
high side (outside) of the curve, use GEO-101-Series.
3. If the through pavement is curve, plot offsets for taper and connect with appropriate curve.
5. A curve on the exit ramp beyond the gore may be introduced when necessary but should have a
1145 ft (350m) minimum radius for slip exit ramps.
6. Radii less than 500 ft (105m) would require lane widening to 16 ft (4.8m).
7. A parallel entrance acceleration lane length "S" of at least 1080’ (324 m), plus taper, is
desirable wherever it is anticipated that the ramp and freeway will carry traffic volumes
approximately equal to the design capacity of the merging area.
8. Spirals transition should be used on new ramp alignments based on the design speed of the
table gives the Maximum radius in which a spiral should be used.
9. The maximum algebraic difference in pavement cross slope between the mainline and the
ramp auxiliary lane should not exceed 5%.
10. Super elevation should conform to Standard Plan R-107-Series. The maximum rate of
super elevation for ramp curves should be 5%.
between the gore and the adjacent paved lane. The algebraic difference also applies
12. The design speed of the ramp vertical alignment should meet or exceed the design speed
14. Each ramp should be carefully studied to provide maximum vision at their merge points.
15. The sight distance in advance of the exit ramp gore should be at least 25% longer than
the minimum stopping sight distance for the design speed of the mainline.
16. These design concepts are for new construction. Where modifications are needed for
retrofitting to existing road features, consult the Geometric Design Unit of Lansing
Traffic and Safety.
FILE: REV.
60’ (18m) E-E Minimum
ECH
DIAMOND
INTERCHANGE
01/20/2010
06/03/2010
01/20/2010
obstructions as possible to provide
a clear recovery area. The unpaved
area beyond the nose should be
graded as near level with the
roadway as is practicable.
as speed, curvature and slope. Since
individual site conditions may vary,
consult the latest AASHTO ROADSIDE
DESIGN GUIDE for specific clearzone
requirements.
06/03/2010 SHEET
OFPLAN DATE:
FILE: REV.
GEO-300-D 01/20/2010
8*1.47V (8*0.278V)
Clear vision should be based
on AASHTO for stopping
STREETS".
06/03/2010 SHEET
OFPLAN DATE:
FILE: REV.
unless a divided highway.
of the right turn taper or 300’ (90m)
minimum from the springpoint, if there
is no auxiliary lane.
cost.
CLEAR VISION AREAS AT RAMP TERMINALS (RURAL)
\ (TYP)
06/03/2010 SHEET
OFPLAN DATE:
FILE: REV.
right-of-way cost.
PW RD TS Geo/mdot traf GEO-300-D.dgn
06/03/2010 SHEET
OFPLAN DATE:
FILE: REV.
NOTES:
1. Spiral transitions should be used on new ramp alignments based on the design speed
R-107-Series.
2. The cross slope in the gore area between the 2’ (0.6m) point and the 22’ (6.6m)
point should not exceed 8% with a 6% maximum algebraic difference in cross slope
between the gore and the adjacent lane. This algebraic difference also applies
5. See Geometric Design GEO-370-Series for ramp terminal details.
6. The interchange design should allow for possible future construction of a Parclo-A
4 quad design or the need for B-Loops. See GEO-120-Series for successive entrance
ramps and GEO-150-Series for successive exit ramps.
7. See Standard Plan R-42-Series for joint layouts for ramps.
8. Current AASHTO A POLICY ON GEOMETRIC DESIGN OF HIGHWAYS AND STREETS and MDOT
Guidelines should be used for sight distance requirements. Local or County roads
over freeways should be designed for stopping sight distance based on the project
design speed.
9. Limited access Right-of-Way should be as shown in this guide and the current MDOT
Road Design Manual.
10. These design concepts are for new construction. Where modifications are needed for
retrofitting to existing road features, consult the Geometric Review and Congestion
Analysis Unit, Division of Operations.
06/03/2010 SHEET
OFPLAN DATE:
FILE: REV.
n
2’
16’
(4.8m)
n
12’
(3.6m)
12’
(3.6m)
12’
n
2’
16’
(4.8m)
n
)
06/03/2010
greater than the design speed
of the first curve. (Typical)
NOTES:
1. A collector-distributor (C-D) roadway should be considered on all freeway mainlines
that require the use of two adjacent loops.
2. The collector-distributor (C-D) roadway is generally designed with a 60 mph
(100 kmph) design speed.
3. The design speed of the vertical alignment should meet or exceed the design speed
of the horizontal alignment.
4. Spirals should be used on new alignments based on the design speed of the curve and
the radius as shown in the table of the Road Standard Plan R-107-Series.
5. Loop Ramps shall have a 7% superelevation. On flatter curves, superelevation
should meet Standard Plan R-107-Series, but may be increased to 7% to increase the
design speed of the turning roadway.
7. See GEO-300-Series for clear vision and limited access right-of-way requirements.
8. Current AASHTO "A Policy on Geometric Design and Highways and Streets" and MDOT
Guidelines should be used for sight distance requirements. Local or County roads
over freeways should be designed for stopping sight distance based on the project
design speed.
for retrofitting to existing road features, consult the Geometric Review and
Congestion Analysis Unit, Division of Operations.
PW RD TS Geo/mdot traf GEO-310-C.dgn
06/03/2010 SHEET
OFPLAN DATE:
FILE: REV.
1 5
to 2ft (0.6m) point, or any two like features.
6 0 0 f
2 5 09/22/2008 JK
FILE: REV.
(8 0 m
FILE: REV.
in ft/sec Desirable
P . C
(2 5 0 m
to 2ft (0.6m) point, or any two like features. 6
0 0
f t
FILE: REV.
NOTES:
1. This Geometric Design Guide is applicable where physical restrictions or lack of
R.O.W. prohibit usage of a full Cloverleaf design.
2. This layout is applicable for crossroad passing over or under the freeway.
3. A free-flow ramp from the crossroad to the freeway is preferred in place of a diamond
ramp provided the greater required length of limited access along the crossroad can be met.
4. Spiral transitions should be used on new ramp alignments based on the design speed of
This table gives the maximum radius in which a spiral should be used.
the gore and the adjacent lane. This algebraic difference also applies within crowned gores.
7. For allowable approach grades between the cross road and ramp terminal, see GEO-650-Series.
8. See Geometric Design Guide GEO-370-Series for ramp terminal details.
9. See Geometric Design Guide GEO-300-Series for clear vission area requirements.
retrofitting to existing road features, consult the Geometric Design Unit of
FILE: REV.
(Mirrors opposite quadrant)
(Mirrors opposite quadrant)
Note: See Geo-370-Series
for terminal details.
See GEO-100-Series
or GEO-101-Series
(2 5 0 m
or GEO-131-Series
* 600ft (180m) is measured from 2ft (0.6m) point
to 2ft (0.6m) point, or any two like features.
08/07/2008
FILE: REV.
.
t
08/07/2008
FILE: REV.
GEO-330-C
NOTES:
1. This Geometric Design Guide is applicable where physical restrictions or lack of
R.O.W. prohibit usage of a full Cloverleaf design.
2. This layout is applicable for crossroad passing over or under the freeway.
3. Spiral transitions should be used on new ramp alignments based on the design speed of
This table gives the maximum radius in which a spiral should be used.
the gore and the adjacent lane. This algebraic difference also applies within crowned gores.
6. For allowable approach grades between the cross road and ramp terminal, see GEO-650-Series.
7. See Geometric Design Guide GEO-370-Series for ramp terminal details.
8. See Geometric Design Guide GEO-300-Series for clear vision requirements.
Traffic and Safety.
08/07/2008
FILE: REV.
(2 20m
e r ie
e r ie
o r
G E
O -1
0 1 -
c c o m
s u p e r e le
v a ti o n t r a n s it io
n
s u p e r e le
v a tio
2 5 0 f
P.C. or T.S.
T a n g e n t
2 5 0 f
NOTES:
1) This geometric design guide is applicable where physical restrictions or a lack
of R.O.W prohibit usage of a full cloverleaf design.
2) This layout is applicable for the crossroad passing over or under the freeway.
3) Spiral transitions should be used on new ramp alignments based on the design speed
R-107-Series. This table gives the maximum radius in which a spiral should be used.
4) The cross slope in the gore area between the 2 ft (0.6 m) point and 22 ft (6.6 m) point
should not exceed 8%, with a 6% maximum algebraic difference in cross slope between
the gore and the adjacent lane. This algebraic difference also applies within
crowned gores.
5) The design speed of the ramp vertical alignment should meet or exceed the design
6) For allowable approach grades between the crossroad and ramp terminal,
see GEO-650-Series.
7) See geometric design guide GEO-370-Series for ramp terminal details.
8) See geometric design guide GEO-300-Series for clear vision area requirements.
9) These design concepts are for new construction. Where modifications may be
PW/RD/TS/Geom D/mdot GEO340A EOC.dgn GEO-340-A 2 2 09/06/2007
09/06/2007 SHEET
OFPLAN DATE:
FILE: REV.
G E
O -1
3 0 -
r
1145 ft (350m)
1145 ft (350m)
16 ft (4.8m)
(1 5 5 m
(1 5 5 m
r
16 ft
e r ie
e r ie
r
6 3 5 f t
(1 9 5 m
page 2
c c o m
m o d a te
s u p e r e l e v a t i o n t r a n s i t i o n
DJF
IRG/JAT
r
One lane to
r
(1 9 5 m
r
60 ft (18m)
r
G E
O -1
3 1 -
G E
O -1
3 0 -
r
e r ie
LEGEND
a c c o m
m o d a te
PW/RD/TS/Geom D/mdot GEO350B EOC.dgn GEO-350-B 2 3 09/06/2007
09/06/2007 SHEET
OFPLAN DATE:
FILE: REV.
NOTES:
1) For ramps longer than 2000 ft (610m) consider two lanes to allow for passing
opportunities.
2) Spiral transitions should be used on new ramp alignments based on the design
speed of the curve and the radius as shown in the table of the Road Standard Plan
3) See geometric design guide GEO-300-Series for clear vision area requirements.
4) These design concepts are for new construction. Where modifications may be
09/06/2007 SHEET
OFPLAN DATE:
FILE: REV.
ft/sec (or m/sec) B=8 x Design
speed of C-D road, freeway, or
crossroad in ft/sec (or m/sec).
24 ft
A
B
B
B
\ freeway
A
B
B
A
A
A
\ o f c r o s s r o a d
60 ft (18m)
GEO-310-Series orGEO-410-Series3 7
(3 5 0 m
t
(8 0m
Major Road or freeway
NOTES:
1) The design speed of the collector-distributor (C-D) roadway is generally 60 mph
(100 km/hr).
2) Spiral transitions should be used on new ramp alignments based on the design speed of
3) The cross slope in the gore area between the 2 ft (0.6 m) point and the 22 ft (6.6 m)
point should not exceed 8% with a 6% maximum algebraic difference in cross slope
between the gore and the adjacent lane. This algebraic difference also applies within
crowned gores.
4) The design speed of the ramp vertical alignment should meet or exceed the design speed of
5) Each ramp should be carefully studied to provide maximum vision at its merge points.
6) See Geometric Design Guide GEO-370-Series for ramp terminal details.
7) The longitudinal joint on a 24 foot (7.2 m) ramp pavement shall be located 12 feet
(3.6 m) from the right edge of the pavement and ended where the ramp width
becomes 16 feet (4.8m).
8) These design concepts are for new construction. Where modification may be needed
for retrofitting to existing road features, consult the Geometric Design Unit of
09/06/2007 SHEET
OFPLAN DATE:
FILE: REV.
TYPICAL A
2 5 0 ' ( 7 5
m ) i s d e s i r a b l e
See TYPICAL A
See TYPICAL A
*
and Gutter (TYP)
transition (paved shoulder transitioned
250' (75m)
GEOMETRIC DESIGN GUIDE FOR
P.T. or S.T.
m )
m )
8m) R
S e e
d e s i r a b l e )
V a r i a b l e 7 5 ° t o 9 0 °
Min
(15m)
50'
(TYP)
Gutter
m )
t r a n s i t i o n e d 3 ' ( 0 . 9
m )
P a v e d s h o u l
d e r
( S t o r a g e
m a y c o n t i n u e a l o n g c u r v e d p o r t i o n )
S t
o r a g e t o s a t i s f y d e
m a n d o r 2 5 0 ' ( 7 5
m ) d e s i r a b l e
( 3 6
of the ramp, The desired widening should be clearly
When it is not desirable to add lane(s) to the outside
outside of the ramp (furthest from the mainline freeway).
** Widening for additional lane(s) should occur on the
PW RD TR Typ Final Geo/mdot traffic GEO-370-E.dgn
SHEET
FILE: REV.
y
16'(4.8m)
m l
U n
r o
m a
m p
the ramp, The desired widening should be clearly shown
When it is not desirable to add lane(s) to the outside of
outside of the ramp (furthest from the mainline freeway).
** Widening for additional lane(s) should occur on the
7 ' ( 2 . 1
S h l d r
T r a n s i t i o n e d
7 5 ' ( 2 3
(4.1m)
13.5'
(TYP)
( S t o r a g e
m a y c o n t i n u e a l
o n g c u r v e d p o r t i o n )
S t o r a g e t o s a t i s f y d e
m a n d o r 2 5 0 ' (
7 5
m ) d e s i r a b l e
70' ( 21m) R
SHEET
FILE: REV.
Min
m )
E - E
40' (12m) corrugated median
m )
DETAIL 5
7' (2.1m)
(3m)
10'
03/13/2015
SHEET
FILE: REV.
50' (15m)
24' (7.2m)
70' (2
1m) RMin
50' (15m)
PW RD TR Typ Final Geo/mdot traffic GEO-370-E.dgn
8. All ramp turning radii should be designed to accommodate a WB-67 design vehicle.
and the cross-road should be between 75° and 105° (with 90° desirable).
7. For all entrance and exit ramps, the angle of intersection between the ramp
the 13.5' (4.1m) curb setback undesirable or the crossroad is curbed.
6. Alternate Typical A may be used when construction and maintenance issues make
5. Provide intersection sight distance at all exit ramp terminals.
grades will be permitted.
according to current MDOT practice. No hidden ramp or disappearing crossroad
4. Clear vision areas and sight distance along the ramp and its terminals must be
3. See Standard Plan R-42-Series for joint layout.
2. Where feasible, joint line and lane line markings shall coincide.
1. The dimensions used on this Geometric Design Guide are typical.
NOTES:
SHEET
FILE: REV.
V a rie
r i v e
r i v e
a y
a y
e r ie
e r ie
o
5 0
06/03/2010
a y
a y
r i v e
r i v e
8 8 0 ’ (
70’ (21m) R
5 5 ’ (1
5 5 ’
(TYP)
4 ’ (
06/03/2010 SHEET
OFPLAN DATE:
FILE: REV.
a y
a y
U -T
U R
N F
A C
IL IT
Y A
T T
H E
S T
R U
C T
U R
2 0
V a rie
o
V a r ie
Varies
06/03/2010 SHEET
OFPLAN DATE:
FILE: REV.
01/20/2010
NOTES:
1. Vertical curb on ramps should be removed for a minimum distance of 200’ (60m) from
the ramp nose or bifurcation and entirely removed on freeway mainlines.
2. Where curb is called for on a service drive or cross street, provide a minimum
100’ (30m) of sloped curb beyond the exit nose.
3. Refer to geometric design guide GEO-650-Series for taper lengths, intersection
radii, and auxiliary lane storage length.
4. A capacity analysis should be performed at each intersection to determine the type
and number of lanes needed.
5. If radii shown can not be obtained at the u-turn structure, bridge width may need
to be widened.
6. Current AASHTO "A Policy on Geometric Design of Highways and Streets" and MDOT
Guidelines should be used for sight distance requirements.
7. Spirals should be used on new alignments based on the design speed of the curve and
the radius as shown in the table of the Road Standard Plan R-107-Series.
point should not exceed 8%, with a 6% maximum algebraic difference in grades
between the gore and the adjacent paved shoulder.
PW RD TS Geo/mdot traf GEO-400-B.dgn
06/03/2010 SHEET
OFPLAN DATE:
FILE: REV.
GEO-101-Series
* W
h e n i t i s n e c e s s a r y t o p r o v i d e t h i s
d i s t a n c e o n a c u r v e t h e d e s i g n s p e e d o f
t h
e c
g A
m ) R
n o
e n
t f
r o
) t o 2 f t ( 0 . 6 m
)
t P
n t r a n c e
c u r v e t o r e s t a r e a
1 2
n o
e n
t f
r o
) t o 2 f t ( 0 . 6 m
)
. T
. o f e x i t
c u r v e t o r e s t a r e a
1 8 f
m ) R
f
N o t e : F
o r t r u c k s t a l l a n d c a r s t a l l l a y o u t , s e e t h e R
o a d D
a n u a l .
V a r 5
NOTES:
1. The designer has the flexibility to choose the taper type ramp or the parallel type ramp.
However, the same type of entrance and exit ramp should be used within a rest area and
corridor. Uniformity in design is needed to aid driver expectancy.
2. Entrance and exit ramps should be designed in accordance with GEO-100-Series,
GEO-101-Series, GEO-130-Series and/or GEO-131-Series as appropriate.
3. Each ramp should be carefully studied to provide maximum vision at its merge points. See
Geometric Design Guide GEO-300-Series.
4. Current AASHTO "A Policy on Geometric Design of Highways and Streets" and MDOT Guidelines
should be used for sight distance calculations.
5. Superelevation of the curves within the rest area layout is not recommended.
6. Four foot (1.2m) shoulders are recommended. However, shoulder width should be modified to
meet the current Road Standards, the current Road Design Manual, and as recommended by the
Geometric Design Unit of Lansing Traffic and Safety."
7. Curb is to be used for traffic control. The type and location of curb will be shown on
design plans. See the Road Design Manual and the Standard Plans for more information.
8. The orientation, size and layout of the parking areas, entrances and exits to them may be
modified to fit the site conditions, capacity needs and other requirements.
9. Pavement markings should be accordance with PAVE-956-Series and all other relevant Pavement
Markings Standards and Special Details.
10. If the orientation of the rest area is different than shown, the truck parking stalls
should be so situated as to keep the length of aisles to a minimum.
11. Specifically designated 12ft (3.6m) wide handicap parking stalls will be located as close
as possible to walkways and entrances. See Michigan Vehicle Code and local ordinances for
more information on ADA and handicap requirements.
Traffic and Safety.
08/07/2008
FILE: REV.
DIVIDED TRANSITION
P C
P I
P T
P I
P T
P C
X 1
Y 2
Y 1
Z 1
e e t #
5 f o
t i o
l e s
T r a n
n t a p
g e n
t t o
s i t i o
n Median
width C
A S
E 1
P C
P I
P T
P C
4’ (1.2m)
V 2
S e e s h
e e t #
5 f o
t i o
l e s
l e
3 s
n S
l e
i s t a n c e s m
a y b
a s e d o
n
o n
t s
1 :2
5 P
a v
e d
s h
o u
l d
n
06/03/2010 SHEET
OFPLAN DATE:
FILE: REV.
M E
D IA
r e i
n m
r e b
n a
GEO-610-C 3 5 01/20/2010 PW RD TS Geo/mdot traf GEO-610-C.dgn
06/03/2010 SHEET
OFPLAN DATE:
FILE: REV.
2 6
2 1
1 8
1 4
2 6
2 1
1 8
1 4
2 6
2 1
1 8
1 4
c e s a
n d
s p
06/03/2010 SHEET
OFPLAN DATE:
FILE: REV.
A1 = length of 2 to 1 transition
V1 = distance from PI of curve 1 to PI of curve 2 (case 1)
V2 = distance from PI of curve 1 to PI of curve 2 (case 2)
X1 = tangent distance along the curve to the 2’ (0.6m) point (case 1)
X2 = tangent distance along the curve to the 2’ (0.6m) point (case 2)
Y1 = distance from transitioning pavement widths
Y2 = distance into curve 1 from PC that is required such that
transition taper is tangent to the curve
Z1 = distance between curve 1 and curve 2 (case 1)
Z2 = distance between curve 1 and curve 2 (case 2)
NOTES:
1. Provide the driver with sight distance along the full length of the 2 to 4 lane
transition.
2. Full paved shoulders should be used along lane drop tapers. Use a 1:25 taper
transition where it joins the normal median shoulder width.
3. The data provided in the tables are examples of typical situations. For
combinations of design speeds, lane widths, median widths, and curve data not
given in the table, the designer should interpolate a delta value (}) using
median widths and calculate the remaining values.
4. If the lane drop is on a curve, plot offsets for taper and connect with
appropriate curve. Design lane drops on tangent alignment if possible.
5. Spirals should be used on new alignments based on the design speed of the curve
and the radius as shown in the table of the Road Standard Plan R-107-Series.
point should not exceed 8%, with a 6% maximum algebraic difference in
grades between the gore and the adjacent paved shoulder.
8. Each transition should be designed to provide decision sight distance at its merge
Congestion Analysis Unit of the Division of Operations.
PW RD TS Geo/mdot traf GEO-610-C.dgn
06/03/2010 SHEET
OFPLAN DATE:
FILE: REV.
on sheet 5.
u m
e t w
e e n
o a
m o d a t e
s u p e r e l e v a t i o n
t r a n s i t i o n
M in
o a
m o d a te
150 ft (46m) minimum or as needed
for Superelevation Transition
on sheet 5.
E x istin
e tw
o a
m o d a te
S u p e r e l e v a t i o n
T r a n s i t i o n
9/19/2006 SHEET
OFPLAN DATE:
FILE: REV.
through traffic and required R.O.W.
make Type 1 and Type 2 impractical.
Transition
Taper 25:1
Note: Type 3a should be used only when Type 3 is not possible.
See Radii and Tangent Table on sheet 5.
Tree planting to screen
on the trunkline.
needed for Superelevation Transition
needed for Superelevation Transition
9/19/2006 SHEET
OFPLAN DATE:
FILE: REV.
( 4
e
e
curves at an intersection with
the minor road continuing
sufficient R.O.W. is available.
right turns from the trunkline to the
minor road to justify construction
of new pavement necessary to
make the turn a distinct move.
Obliterate old
roadway (typ)
Type 4:
intersects a curving trunkline.
WB62 design vehicle at a minimum,
accommodate a WB50 design vehicle.
45 ft
40 ft
geometric design parameters
Superelevation Transition
Type 4b
on sheet 5 for Types 4 and 4a.
R 1
9/19/2006 SHEET
OFPLAN DATE:
FILE: REV.
NOTES:
1. Trees should not be planted within Clear Vision areas and Clear Zones.
2. An angle of intersection between the mainline and crossroad should be 90^
However an angle of intersection between 75^ and 105^ is acceptable.
3. Tree planting of coniferous trees should be made in accordance with the tree
planting guide to screen the old pavement alignment.
4. Clear vision areas as per Geometric Design Guide GEO-300-Series, should be
provided at all intersections.
5. Approaching grades at the intersecting roadways should be as flat as practical,
especially on the sections that are used for storage space. Grades between
2 and 3 percent are desirable. See Geometric Design Guide GEO-650-Series
for further guidance.
6. Adequate intersection sight distance should be provided along both roadways.
7. Consult the Geometric Design Unit of Lansing Traffic and Safety where
modifications are needed.
8. Intersection approach grades should be studied to provide adequate landing
areas for adequate sight distance.
9/19/2006 SHEET
OFPLAN DATE:
FILE: REV.
hinge line, as indicated.
06/03/2010
05/03/2017
I n t e r s e c t i
n g
I n t e r s e c t i
n g
control is desirable.
roads, when gravel accumulation and/or vehicle
Curbed radii should be used on major collector
for Guidelines
TYPE 1: MINIMUM CURBED CONNECTION
APPROACH TREATMENT DETAIL III
50' (15m) 50' (15m)
gutter drainage (TYP all
06/03/2010
05/03/2017
SHEET
FILE: REV.
GEO-650-D
225' (70m)
guidelines
12' (3.6m) (TYP)
12' (3.6m)
Desirable
See Auxiliary Lane
2/3 taper length from Auxiliary
Lane Taper Table on Sht #5
2/3 taper length from Auxiliary
Taper Table on Sht #5
See Auxiliary Lane
involving minor-road vehicles and major-road vehicles, especially
Recommended at unsignalized intersections with a pattern of crashes
06/03/2010
05/03/2017
SHEET
FILE: REV.
(RIGHT TURN LANE OPTIONAL)
W W
225' (70m) 300' (90m) Desirable
TYPE 5: TWO TO THREE LANE TRANSITION FOR CENTER LANE FOR LEFT TURNS
Thru Lane shift = L
Thru Lane Shift = L
See Auxiliary Lane Taper
S= posted speed in mph (kph)
L= length in feet (meters)
STATE HIGHWAY
L L
W
L=
(TYP)
left turn storage
or to satisfy
250' (75m) Desirable
Desirable
06/03/2010
05/03/2017
SHEET
FILE: REV.
b l e
60)
(30)
Posted Speed
MPH (kph)
b l e
INTERSECTING ROAD WITH
*
(TYP)
The taper rate is the same for both curbed and
Not to be used for transitioning through traffic.
ALLOWABLE APPROACH ROAD GRADES AUXILIARY LANE TAPER TABLE
to back of curb
Widen approach road
06/03/2010
05/03/2017
SHEET
FILE: REV.
ANGLES OF TURN
ANGLES OF TURN
Outside lane may include paved shoulder width or curb offset
State Highway State Highway
80' (24m)R
40' (12m)R
60' (18m)R
40' (12m)R
70' (21m)R
PW RD T&S Typ Dev Geom D/GEO650D DevJAT GEO-650-D 6 7
TABLE 1 (R*) TABLE 2 (R**)
12' (3.6m) OUTSIDE LANE
20' (6m) OUTSIDE LANE
TABLE OF RADII FOR DESIGN VEHICLES SEE NOTE 4
06/03/2010
Division of Operations.
6. For dual turns - consult the Geometric Review and Congestion Analysis Unit,
WB-65 Interstate Semi-Trailer is the design vehicle.
5. On the National Truck Network and Green Route intersections where trucks turn, a
radius shall be a maximum of 10' (3m).
4. When a state highway intersects a one way approach, in non-turning quadrants the
should be used for verification.
3. The above tables are to be used as a guide, turning vehicle templates or AutoTurn
be less than 60° or more than 120°, with desirable values between 75° and 105°.
2. The angle of intersection between the approach road and the trunkline should not
Trailer (65' (19.8m) wheelbase).
WB-50=Tractor-Trailer Combination (50' (15m) wheelbase), WB-65=Interstate Semi-
1. Design vehicles; P=Passenger Car, SU=Single Unit Truck (30' (9m) overall),
05/03/2017
SHEET
FILE: REV.
at intersections.
8. See Traffic & Safety Note 614A for guidance on nearside and farside lane drops
(4.1m) curb setback undesirable or the crossroad is curbed.
6. Alternate Typical A may be used when construction and maintenance make the 13.5'
5. Clear vision areas should be considered at all intersections.
4. See Standard Plan R-30-Series for curb and gutter details.
mainline is 5%, with a desirable maximum of 4%.
maximum allowable algebraic difference in cross-slope between the turn lane and
through pavement. Where physical constraints do not make this practical the
3. On horizontal curves, the cross slope on turn lanes should be the same as the
2. 12' (3.6m) wide lanes are to be used unless conditions require narrower lanes.
highway.
1. An intersecting road as herein defined may be a city street, county road or state
NOTES:
06/03/2010
05/03/2017
SHEET
FILE: REV.
B-1
SPECIAL
FREE-ACCESS
5
ECH
GEO-670-E
Radii shall form a semicircle for median Radii shall form a semicircle for median
Also, see notes. Also, see notes.
widths of 40' (12m) or less. widths of 40' (12m) or less.
Dimensions may vary depending on design vehicle and turning movements. See GEO-650-Series for addtional details.
Special situations, i.e.,
wide streets, one-way
( 6 m )
2 0 ' R
\ of side street.
Align crossover with
spacing is used in urban areas and 1/4 mile (0.4km) spacing is used in rural areas.
The number of crossovers per mile (km) is determined by need. Generally, 1/8 mile (0.2km)
BI-DIRECTIONALS
06/10/2014 IRG
curb along storage lane and on
both inside and outside radii.
D-21U
May be curbed
WIDTH, M
desirable. Their details should be determined by the
Geometric Review and Congestion Analysis Unit.
Special study is required for directional crossovers
with median widths less than 30' (9m) or greater than
120' (36m).
accommodate turns in narrow medians.
CROSSOVER LAYOUT DETAIL
traffic. The taper
directionals require special study.
and less than 26' (8m) require special study. Rural cross-street
Cross-street directionals for median widths over 100' (30m)
(6m)
19.5'
(1.5m)
5'R
Use GEO-100-Series and
Driveway centerline or traffic divider;
than two. R becomes M.
mainline is greater
Taper is not required
traffic divider; left
Driveway centerline or
Median widths over 100' (30m) and less than
DIRECTIONALS
(4.8m)
16'
06/10/2014
m
M
m
FILE: REV.
GEO-670-E
(TYP)
obstruct driver sight distance (TYP).
curb. If not paved, vegetation must not
should not exceed 1' (0.3m) above the top of
Crest of mound, for drainage and aesthetics,
(150'(45m) Desired)
100'(30m) Minimum
(150'(45m) Desired)
100'(30m) Minimum
06/10/2014
SHEET
FILE: REV.
o u t d e t a i l s
S e e
T a p e r
T a b l e o n
S h e e t 2
5 0 ' ( 1 5
06/10/2014
SHEET
FILE: REV.
M M
2' (.6m) 12' (3.6m)
BUS = Bus, 40' (12m)
P = Passenger, 19' (5.8m)
Type of Maneuver
*
provide 36' (11m) crossover width
* To accommodate WB-65 semi-trucks,
Analysis Unit, Division of Operations.
retrofitting to existing road features, consult the Geometric Review and Congestion
6. For typical joint layouts on concrete pavement, see Standard Plan R-42-Series.
5. For type of curb on crossovers, see Sec. 6.06.06 of Road Design Manual.
special study.
4. Desirably, free-access crossover grades should not exceed 3%; steeper grades require
of the crossover should match the cross street width.
streets or commercial driveways that have a width of greater than 30' (9m), the width
streets or commercial driveways which are 30' (9m) or less in width. For intersecting
3. Bi-directional crossovers should have a minimum width of 30' (9m) at intersecting
2. Crossover details are to be used on free-access facilities only.
the plans.
1. Crossovers should be called for by their respective detail number or detailed in
NOTES:
06/10/2014
SHEET
FILE: REV.
8’ (2.4m) E-E (TYP)
50’ (15 m) R
DIRECTIONAL DRIVEWAYS AT HIGHWAYS WITHOUT CURB
80’ (24m) R
uncurbed state highways
uncurbed state highways
25’ (7.5m) (TYP)
25’ (7.5m) (TYP)
06/03/2010
l e
DIRECTIONAL DRIVEWAYS AT HIGHWAYS WITH CURB
12’ (3.6m)
12’ (3.6m)
06/03/2010 SHEET
OFPLAN DATE:
FILE: REV.
V a r ia
25’ (7.5m)
Match Shoulder Width
*
*
*
40’ (12m) R
20’ (6m) R
40’ (12m) R
06/03/2010 SHEET
OFPLAN DATE:
MICHIGAN DEPARTMENT OF TRA

geometric typical: english full set

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