Appendix K

Example Calculations
Appendix K includes example calculations for the Road Design Manual. The examples are numbered
to correspond with the associated chapter material, as described below.
• Sight Distance (Chapter 2)
• Horizontal Alignment (Chapter 3)
• Vertical Alignment (Chapter 4)
• Roadside Safety (Chapter 9)
• Quantity Summaries (Chapter 13)
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MDT Road Design Manual Appendix K – Example Calculations

Sight Distance Example Calculations

Example 2-1: Horizontal Sight Distance – Middle Ordinate

Given: Design Speed = 60 mph

R = 1,400 feet

Problem: Determine the horizontal clearance requirements for the horizontal curve using the desirable
stopping sight distance (SSD) value.

Solution: Chapter 2, Exhibit 2-1 yields a SSD = 570’. Using Appendix F, Equation F.2-1 for horizontal
clearance:

  90° ⋅ S  
M = R  1 - c⋅s  
  π ⋅ R 

  (90°)( 570 )  
M = 1400  1 - cos    = 28.91'
  (π )(1400 )  

The exhibit below illustrates the horizontal clearance requirements for the entering and exiting portion of
the horizontal curve.
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MDT Road Design Manual Appendix K – Example Calculations

Example 2-2: Stopping Sight Distance with Vertical Curves

Given: The grade line for a 60-mph design speed, two-lane, two-way rural roadway is shown
below. Give consideration to the effect of grades on SSD.

Problem: Determine the appropriate profile that meets minimum stopping sight distance, as well as
consider passing sight distance for additional refinement.

Solution:

1. Since the grades are 3 percent and greater, determine stopping sight distance adjusted for
downgrades. The 5-percent grade is the maximum of the downgrades, and will be used for
calculating SSD. Using Chapter 2, Equation 2.8-3:

V2
SSD Downgrades = 1.47 Vt +
 a  
30   − G
 32.2  

where:
SSD = stopping sight distance, feet.
V = design speed, mph
t = brake reaction time, 2.5 seconds
a = deceleration rate, 11.2 foot per second squared
G = gradient, feet/feet

60 2
SSD − 5% = 1.47 × 60 × 2.5 + = 623.4, Round ⇒ 624'
30[(11.2 ÷ 32.2 ) − .05]
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MDT Road Design Manual Appendix K – Example Calculations

2. Second, calculate the minimum length for the crest curve for the calculated SSD using Equation
4.4-1:
𝐴𝐴𝑆𝑆 2
𝐿𝐿 =
200(�ℎ1 + �ℎ2 )2

Where:
𝐿𝐿 = length of vertical curve, feet
𝐴𝐴 = algebraic difference between the two tangent grades, percent
𝑆𝑆 = sight distance, feet
ℎ1 = height of eye above road surface, feet
ℎ2 = height of object above road surface, feet

AS 2 2 × 624 2
+= = = 360.87'
200 × ( h1 + h2 )2 2158

3. Since this length is less than the SSD, Equation 4.4-2 can be used :

2
200��ℎ1 + �ℎ2 �
𝐿𝐿 = 2𝑆𝑆 −
𝐴𝐴
Where:
𝐿𝐿 = length of vertical curve, feet
𝐴𝐴 = algebraic difference between the two tangent grades, percent
𝑆𝑆 = sight distance, feet
ℎ1 = height of eye above road surface, feet
ℎ2 = height of object above road surface, feet

L = 2S −
200 × ( h1 + h2 )
2

= 2 × 624 − (2158 ÷ 2) = 169'

A

The minimum curve length providing SSD is 169 feet, however the minimum curve length based
on L min = 3V would be 180 feet.
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MDT Road Design Manual Appendix K – Example Calculations

4. Prior to finalizing the crest curve length, we’ll determine the needed length for the sag curve
based on SSD:
Calculate the minimum length for the sag curve using Equation 4.4-7:

𝐴𝐴𝑆𝑆 2
𝐿𝐿 =
200ℎ3 + 3.5𝑆𝑆
Where:
𝐿𝐿 = length of vertical curve, feet
𝐴𝐴 = algebraic difference between the two tangent grades, percent
𝑆𝑆 = sight distance, feet
ℎ3 = height of headlights above pavement surface, feet

AS 2 5.5 × 624 2
+= = = 828.78'
200 × h3 + 3.5S 200 × 2 + ( 3.5 × 624)

For this example, both curves can be designed to provide SSD adjusted for the 5 percent
downgrade, using a 180-foot long crest and 840-foot sag curves (lengths rounded up for design),
without curve overlap.
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MDT Road Design Manual Appendix K – Example Calculations

Additional Discussion: Rather than using the minimum lengths of curve calculated, consideration
should be given to increasing the curve lengths to provide additional sight distance and reducing the
length of the 5 percent grade. Using the curve lengths shown below, the 5 percent grade occurs at station
9+50 only, and reduces from that point in each direction.

Using equation 4.4-2 with the 500-foot crest length and solving for S, stopping sight and passing sight
distances provided are 789.5 feet and 950 feet, respectively. Since both are influenced by the adjacent sag
curve, graphical analysis shows that actual minimum sight distances provided are 825 feet SSD and 1080
feet PSD, meeting the criteria for 60 mph.
Since the sag curve is longer than the stopping sight distance provided, the minimum SSD provided
can be found using equation 4.4-7, and is 670 feet whenever the vehicle and 1 degree rise in headlight
are on the sag.
It is worth noting that the downgrade of the roadway during the braking operation is much lower than the
5 percent used to calculate required stopping sight distance for the sag curve. It varies from -3.65 to -.9
percent at the steepest point that SSD is at its minimum for the curve shown above. In this respect, using the
SSD adjusted for grades is significantly more conservative when applied to sag curves compared to crest
curves, and may warrant closer analysis for situations where site constraints or impacts limit curve length.
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MDT Road Design Manual Appendix K – Example Calculations

Example 2-3: Combination of Vertical and Horizontal Curves

Given: Horizontal curve data
PI = 50+00.00
Δ = 27°15’18” (RT)
R = 3,000 feet
S = 4.0%
Design speed = 60 mph
Two-lane, two-way roadway with 12-foot travel lanes, 4-foot shoulders
Guardrail on the inside shoulder with face of rail at edge of shoulder
Guardrail post height = 30 inches

Symmetrical vertical curve data

G1 = +2.00%
G2 = -2.50%
VPI elev. = 1,308.00'
VPI station = 49+00.00
L = 2,000'

Problem: Graphically determine if the combination of horizontal and vertical curves provides
Stopping Sight Distance (SSD) using CAD software.

Solution:
1. Draw the horizontal curve showing travel lanes, center of travel lanes, shoulders and guardrail.

2. Determine SSD for 60 mph from table in Exhibit 2-1. (SSD = 570')

3. Draw a sight line the length of the SSD as a chord across the curve from the center of near travel
lane to the center of near travel lane. If the line crosses the guardrail the curve may not meet SSD.

4. If the horizontal curve appears to provide a SSD line of sight, check the vertical profile for
meeting SSD (step 5). If it appears that the curve does not meet the SSD, then graphically check
the roadway profile with the guardrail profile shown to determine if the line of sight clears the
top of the guardrail (step 6).

5. To graphically check the SSD of the roadway profile:

a. Draw the profile for the area of the horizontal curve which in this case includes a crest
vertical curve.
b. Draw an element, to the same scale the profile was drawn, representing the SSD.
c. Draw the element with a horizontal line of sight line the length of the SSD and with a
vertical leg under each end, 3.5' high on the driver's eye height side and 2.0' high on the
object height side.
d. Place the element on the profile with the legs touching the profile.
e. Move the element along the profile through the vertical curve while keeping the legs on
the profile.
f. If at any point the profile line crosses the line of sight part of the element, the curve does
not meet SSD.
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MDT Road Design Manual Appendix K – Example Calculations

6. To graphically check the SSD on the roadway profile with the guardrail, draw the profile for the
area of the horizontal curve which in this case includes a crest vertical curve. Draw the top of
guardrail profile at the correct height above the roadway profile.
a. The guardrail profile elevation = roadway profile elevation + (guardrail post height -
(distance from the face of rail to the center of the travel lane x the roadway cross slope
rate)).
b. Draw an element, to the same scale the profile was drawn, representing the SSD.
c. Draw the element with a horizontal line of sight line the length of the SSD and with a
vertical leg under each end, 3.5' high on the driver's eye height side and 2.0' high on the
object height side.
d. Place the element on the roadway profile with the legs touching the profile.
e. Move the element along the roadway profile through the vertical curve.
f. If at any point the guardrail profile line crosses the horizontal part of the element, the
vertical curve does not meet SSD.
This method can be used to check SSD and passing sight distance (PSD) on any combination of
horizontal/vertical curves with possible sight restrictions caused by backslopes, rocks, fences, buildings,
crops, etc. It can also be used to check SSD and PSD on multiple short vertical curves with little or no
tangent grade between them.
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The line of sight for the SSD is crossed by both the face of guardrail horizontal alignment and by the top
of guardrail profile. Therefore, this combination of vertical curve, horizontal curve, and guardrail offset
does not meet SSD. The design team may consider widening the shoulder, eliminating the roadside
hazard that is requiring guardrail, using a larger radius horizontal curve, flattening the grades, and/or
using a longer vertical curve. The exhibit shown below illustrates an example of modifications required of
the profile to meet the SSD. It appears that increasing the horizontal curve radius or increasing the
shoulder width/guardrail offset may be more practical ways to achieve the required SSD in this case.
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MDT Road Design Manual Appendix K – Example Calculations

Example 2-4: Passing Sight Distance

Given: Refer to the below crest vertical curve for given information.

Problem: For a design speed of 60 mph on a rural, two-lane, two-way highway, does the following
crest vertical curve meet minimum passing sight distance (PSD)? Give consideration to the
multiple curves.

Solution:
1. From Exhibit 2-10, the minimum passing sight distance for a design speed of 60 mph for the
above crest vertical curve is 1,000’. Using the passing sight distance of 1,000’ to calculate the
length of vertical curve when S is greater than L, use Equation 4.4-2:

L = 2S −
200 × ( h1 L h2 )2
A

The length of vertical curve required would be 600’. From inspection, the crest vertical curve
(Length = 400’) is less than the minimum required crest vertical curve (Length = 600’) when
designing for passing sight distance. If this crest vertical curve was connected by lengthy
tangents sections extending at +1.0% and -1.0%, instead of short tangent sections connecting to
sag vertical curves as shown above, then this crest vertical curve would not meet the minimum
passing sight distance for 60 mph design speed.

Consideration must be given for passing sight distance across multiple curves when they are
connected by short tangents. If you plot the height of eye (3.5’) at the high point of the crest
vertical curve and the height of object (3.5’) at the low point of both sag vertical curves, you can
graphically determine if this crest vertical curve meets minimum passing sight distance.
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MDT Road Design Manual Appendix K – Example Calculations

Refer to the above diagram for plotting sight distance across the crest vertical curve. Plotting the
low points of both sag vertical curves (at 3.5 foot object height) and the high point of the crest
vertical curve (at 3.5 foot eye height), you can visually see that the sight distance is sufficient. If
passing sight distance is sufficient at the low points, then it will also be sufficient at 1,000 feet.

In conclusion, the crest vertical curve does meet the minimum requirements for 1,000 feet passing
sight distance. If consideration was not given to passing sight distance across multiple curves,
then this crest vertical curve would not have met the minimum passing sight distance.
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MDT Road Design Manual Appendix K – Example Calculations

Example 2-5: Intersection Sight Distance (ISD) – No Traffic Control

Given: No traffic control intersection.

Design speed: 35 mph (Roadway A)
Design speed: 25 mph (Roadway B)

Note: This exhibit is not applicable for State highways.

Design Speed (mph) 15 20 25 30 35 40 45 50

*Intersection Sight Distance
70 90 115 140 165 195 220 245
(ft)
Note: For approach grades greater than 3%, multiply the sight distance values in this table by the
appropriate adjustment factor from Appendix F, Exhibit F-8. The grade adjustment is based on the
approach roadway grade only.

Problem: Determine legs of sight triangle.

Solution: From the table shown above:
ISD a = 165’
ISD b = 115’
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MDT Road Design Manual Appendix K – Example Calculations

Example 2-6: Intersection Sight Distance – Stop Controlled

Given: Minor road intersects a 4-lane highway with a two-way, left-turn lane (TWLTL).
Minor road is stop controlled.
Design speed of the major highway is 50 mph.
All travel lane widths are 12 feet.
The TWLTL width is 14 feet.
Trucks are not a concern.

Problem: Determine the intersection sight distance (ISD) to the left and right from the minor road.

Solution: The following steps will apply:

1. For the vehicle turning right from the minor road, the intersection sight distance (ISD) to the left
can be determined directly from Appendix F, Exhibit F-11. For the 50-mph design speed, the ISD
to the left is 480 feet.

2. For the vehicle turning left, the ISD must reflect the additional time required to cross the
additional lanes. The following will apply:
a. First, determine the extra width required by the one additional travel lane and the
TWLTL and divide this number by 12 feet:

(12 + 14) ÷ 12 = 2.2 lanes

b. Next, multiply the number of lanes by 0.5 seconds to determine the additional time
required:

(2.2 lanes) x (0.5 sec/lane) = 1.1 seconds

c. Add the additional time to the basic gap time of 7.5 seconds and insert this value into
Appendix F, Equation F.3-1:

ISD = (1.47) x (50) x (7.5 + 1.1) = 632’

Provide an ISD of 635’ to the right for the left-turning vehicle.

3. Check the crossing vehicle, as discussed in Appendix F, Section F.3.2.2. The following will apply:
a. First determine the extra width required by the two additional travel lanes and the
TWLTL and divide this number by 12 feet:

(12 + 12 + 14 )
= 3.2 lanes
12
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MDT Road Design Manual Appendix K – Example Calculations

b. Next, multiply the number of lanes by 0.5 seconds to determine the additional time
required:

(3.2 lanes)(0.5 sec/lane) = 1.6 seconds

c. Add the additional time to the basic gap time of 6.5 seconds and insert this value into
Appendix F, Equation F.3-1:

ISD = (1.47) (50) (6.5 + 1.6) = 595’

The 595’ for the crossing maneuver is less than the 635’ required for the left-turning
vehicle and, therefore, is not the critical maneuver.
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MDT Road Design Manual Appendix K – Example Calculations

Example 2-7: Decision Sight Distance

Given: A rural two-lane, two-way, level roadway with a design speed of 60 mph.

Problem: Determine the associated avoidance maneuvers for the given roadway and determine the
decision sight distances for each of the avoidance maneuvers.

Solution: From the footnotes of Exhibit 2-12: This is a rural facility, the two avoidance maneuvers that
address rural roads are A and C.

From Exhibit 2-12: Using the design speed of 60 mph, the decision sight distances for a
rural roadway are:

Avoidance Maneuver A: 610 feet

Avoidance Maneuver C: 990 feet
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MDT Road Design Manual Appendix K – Example Calculations

Horizontal Alignment Example Calculations

Example 3-1: Spiral Curve

Given: Rural Two-Lane, Two-Way Highway

Design Speed = 70 mph
∆ = 15°00’00”
(Master) PI Station = 243+18.72
Rc = 3,000 feet
e max = 8%
Refer to Appendix H.1.1 for a diagram of the different elements of a spiral curve and
Appendix H.1.2 for the associated definitions for these different elements.

Problem: If a spiral curve is warranted, determine the curve data for the spiral curve.

Solution: The following steps apply:

1. From Chapter 3, Section 3.2.1, a spiral curve is warranted on a rural State highway where the
superelevation, e, is greater than or equal to 7%. From Chapter 3, Exhibit 3-5, e is 7% for V = 70
mph and Rc = 3,000 feet, therefore, use a spiral curve.

2. The length of the spiral curve ( Ls ) is set equal to the superelevation runoff (L) length. From
Chapter 3, Exhibit 3-5, L = 210’ for V = 70 mph and R = 3,000 feet, therefore, Ls = 210 feet.

3. Calculate the curve parameters by using the spiral curve formulas provided in Appendix H.1.3:

1. θ S = ( Ls / RC )(90 / π ) = ( 210 / 3000)(90 / π )

θS = 2.00535...°
θ S = 2°00'19" (rounded value)
2. ∆C = ∆ − 2θS = (15°00'00" ) − 2( 2°00'19" )
∆C = 10°59'22" = 10.9894...°
(Note: Rounding to the nearest second requires decimal degrees to the nearest 0.0001.)
∆ 10.9894
3. LC = C 2π RC = ( 2π )( 3000 )
360 360
LC = 575.4049...'
LC = 575.40' (rounded value)
4. TS = ( RC + p) tan( ∆ / 2) + k
 1 
5. ES = ( RC + p) − 1  + p
 cos ∆ 2 
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MDT Road Design Manual Appendix K – Example Calculations

6. Route Location and Design, Hickerson provides two methods for determining p and k
transition spiral values. The formula method from Hickerson’s Route Location and Design pg.
375 is shown below;
[ ]
p = +s 0.00145444 θ s − 1.582315 θ s 3 (10 )−8 + 1.022426 θ s 5 (10 )−13 ...
[ ]
k = +s 0.5 − 5.076957 θ s 2 (10 )−6 + 4.295915 θ s 4 (10 )−11 ...

Calculating using these formulas and the length of spiral and theta calculated above:
p = 0.612’ and k = 104.996’
Hickerson’s Route Location and Design also provides Functions of Unit Spiral Length Tables
for interpolating unit values p unit and k unit . These are calculated by setting Ls equal to 1, and
tabulated for integer values of θ s . Interpolating from the table p unit = 0.002917 and k unit =
0.49998.
The values above are for a unit spiral length and need to be adjusted for L s . Multiply the unit
values by L s to obtain the actual values for p and k.
p = p unit ( Ls ) = (0.002917) (210) = 0.612473’ rounding p = 0.612’

k = k unit ( Ls ) = (0.49998) (210) = 104.995713’ rounding k = 104.996’

Therefore:
Ts = (3000 + 0.612) tan (15/2) + 104.996’

Ts = 500.034'

Ts = 500.03’ (rounded value)

Es = (3000 + 0.612) (1/cos(15/2) - 1) + 0.612’

Es = 26.504’

Es = 26.50’(rounded value)

7. Determine the Stations for TS, SC, CS and ST:

TS Station = PI Station - Ts = [243+18.72] - 500.03’ = 238+18.69

SC Station = TS Station + L s = [238+18.69] + 210’ = 240+28.69

CS Station = SC Station + L c = [240+28.69] + 575.40’ = 246+04.09

ST Station = CS Station + L s = [246+04.09] + 210’ = 248+14.09

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MDT Road Design Manual Appendix K – Example Calculations

Example 3-2: Circular Curve

Given: ∆ = 7°00’00”

R = 5,700 feet
e max = 8%
PI Station = 154+56.42
Design Speed = 60 mph
Refer to Appendix H.2.1 for a diagram of the different elements of a circular curve and
Appendix H.2.2 for the associated definitions for these different elements.

Problem: According to Chapter 3, Section 3.2.1 use a circular curve when the superelevation is less
than 7%. From Chapter 3, Exhibit 3-5, e is 3% for V = 60 mph and R = 5700’, therefore, use a
circular curve. Calculate the curve parameters by using the circular curve formulas provided
in Appendix H.2.3.

Solution: The following steps apply:

1. Calculate the Tangent Distance:

T = R(tan(∆ / 2)) = 5700(tan(7 / 2))

T = 348.6269'

T = 348.63' (rounded value)

2. Calculate the Length of Curve:

∆ 7
L= 2πR = ( 2π )( 5700)
360 360

L = 696.3863'

L = 696.39' (rounded value)

3. Calculate the External Distance:

R 5700
E= −R= − 5700
cos( ∆ / 2) cos(7 / 2)

E = 10.6515'

E = 10.65' (rounded value)

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4. Length of Long Chord:

LC = 2 R(sin( ∆ / 2)) = ( 2)( 5700)(sin(7 / 2))

LC = 695.9533'

LC = 695.95' (rounded value)

5. Calculate the Middle Ordinate:

M = R(1 − cos( ∆ / 2)) = 5700(1 − cos(7 / 2))

M = 10.6316'

M = 10.63' (rounded value)

6. Stations are as follows:
PC Station = PI Station - T = [154+56.42] - 348.63’ = 151+07.79
PT Station = PC Station + L = [151+07.79] + 696.39’ = 158+04.18
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MDT Road Design Manual Appendix K – Example Calculations

Example 3-3: Reverse Curve Superelevation Transition - Continuously

Rotating Plane between Two Circular Curves

Given: A two-lane, two-way, rural roadway with a design speed of 45 mph and the following
reverse curves (circular):
Curve 1 Curve 2
PI Station = 27+27.45 PI Station = 46+47.67
∆ = 73° 08’ 53” RT ∆ = 61° 14’ 40” LT
R = 1,800 feet R = 1,050 feet
PC Station = 13+91.92 PC Station = 40+26.15
PT Station = 36+89.94 PT Station = 47+92.30

Problem: Calculate the reverse curve superelevation transition, assuming a continuously rotating
plane, between the two circular curves.

Solution:
1. Determine if the curves meet the criteria for superelevation transition by the continuous rotating
plane method.

From Chapter 3, Exhibit 3-5:

Curve 1 requires a 5% superelevation (e1), with 110’ of Runoff (L1), and 44’ of Tangent
Runout (TR1) for normal superelevation development.

Curve 2 requires a 7% superelevation (e2), with 154’ of Runoff (L2), and 44’ of Tangent
Runout (TR2) for normal superelevation development.

The tangent distance between the two curves is:

PC2 Sta. – PT1 Sta. = [40+26.15] – [36+89.94] = 336.21’

The distance outside of the curves required for normal superelevation development is 70%
of the runoff for each curve + the runout distances. For these curves, normal superelevation
transitions between the curves would require:

0.7 × ( L1 + L2) + TR1 + TR2 = 0.7 × (110.00’ + 154.00’) + 2 × 44’ = 272.80’

The length of normal crown between transitions is 336.21’ – 272.80’ = 63.41’. The TR distance
for all superelevated curves with a design speed of 45 mph is 44’. The length of normal
crown section provided (63.41’) is less than twice the TR distance (2 x 44’ = 88’) and
therefore, it is not desirable to attain a normal crown section. The continuously rotating
plane method is applicable in this situation.

Note that the minimum tangent distance between these two curves would be 70% of the two
runoff distances, or 184.80’. Any tangent distance less than this would require either an
increase in the normal transition rate or locating more of the transitions on the curves if the
curves cannot be moved further away from each other. Either option requires approval of
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MDT Road Design Manual Appendix K – Example Calculations

the Highways Engineer as documented in the Alignment and Grade Review Report (AGR
Report).
2. Locate the stations of full superelevation.

For continuous rotating plane transitions, the points of full superelevation are held and the
transitions are combined into a continuous transition with a constant rate of change.

Points of full super elevation are determined normally, that is 30% of the standard runoff
distances onto each curve.

The point where the superelevation starts to transition from 5% RT (point A on the exhibit
below) is:

Station A = PT1 station – 0.3(L1) = [36+89.94] – 0.3 x (110.00’) = Sta. 36+56.94

The point where the transition ends at full 7% superelevation LT (point C on the exhibit
below) is:

Station C = PC2 station + 0.3(L2) = [40+26.15] + 0.3 x (154.00’) = Sta. 40+72.35

3. Determine the location of level roadway (point B on the exhibit below).

The total length of continuous superelevation transition (L REV ) is the distance between points
A and C.

L REV = Station C – Station A = [40+72.35] – [36+56.94] = 415.41’

The length of superelevation transition from 5% RT to level (L1’) is the distance between
points A and B.

e1 5
L1’ = × L REV = × 415.41 ’ = 173.09’
( e1 + e 2 ) (5 + 7)

Station B = Station A + L1’ = [Station 36+56.94] + 173.09 = 38+30.03

L2’ can either be determined by subtracting Station B from Station C, or from the following
equation:
e2 7
L2’ = × L REV = × 415.41 ’ = 242.32’
( e1 + e 2 ) (5 + 7)
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For checking the superelevation at a given station (point X) within the transition, identify
whether the location is within L1’ or L2’. If the station is less than Station B, it falls within
L1’; otherwise, it is within L2’.

Station B − Station X Station X − Station B

ex = × e1 or × e2
L1' L 2'
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MDT Road Design Manual Appendix K – Example Calculations

Determining the superelevation at a point can be useful in checking rollover and the effect
of cross slope on approach turning movements, drainage or other cross slope critical criteria,
and elevation/clearance for overhead structures.
In this example, if one wanted to determine the superelevation at Station 37+20.00:
37+20.00 is less than 38+30.03, therefore is located within the L1’ section.

[38 + 30.03] − [37 + 20.00]

e= × 5% RT = 3.18% RT (rounded)
173.09'
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Example 3-4: Reverse Curve Superelevation Transition - Continuously

Rotating Plane between Two Curves with Spiral Transitions

Given: A four-lane, two-way, open roadway with a design speed of 55 mph and the following
reverse curves (w/ spiral transition):
Curve 1 Curve 2
PI Station = 314+76.54 PI Station = 323+93.50
∆ = 23° 30’ 00” LT ∆ = 21° 18’ 00” RT
R = 1,150 feet R = 1,500 feet

Problem: Calculate the reverse curve superelevation transition, using a continuously rotating plane
between the two curves with spiral transitions.

Solution:
1. Determine if the curves meet the criteria for superelevation transition by the continuous rotating
plane method.

From Chapter 3, Exhibit 3-6:

Curve 1 requires an 8% superelevation (e1), with 312’ of Runoff (L1) which will coincide with the
Spiral Transition (L1 = L S 1), and 78’ of Tangent Runout (TR1) for normal superelevation
development.

Curve 2 requires a 7% superelevation (e2), with 273’ of Runoff (L2) which will coincide with the
Spiral Transition (L2 = L S 2), and 78’ of Tangent Runout (TR2) for normal superelevation
development.

Using spiral formulas found in Appendix H.1.3, the following parameters are calculated:
Curve 1 Curve 2
PI Station = 314+76.54 PI Station = 323+93.50
∆ = 23° 30’ 00” LT ∆ = 21° 18’ 00” RT
R = 1,150’ R = 1,500’
L s = 312’ L s = 273’
θ s = 7° 46’ 20” θ s = 5° 12’ 50”
p = 3.52464’ p = 2.06964’
k = 155.90436’ k = 136.46233’
T s = 395.84’ T s = 418.92’
∆ c = 7° 57’ 20” ∆ c = 10° 52’ 20”
L c = 159.68’ L c = 284.63’
TS Station = 310+80.70 TS Station = 319+74.58
SC Station = 313+92.70 SC Station = 322+47.58
CS Station = 315+52.38 CS Station = 325+32.21
ST Station = 318+64.38 ST Station = 328+05.21

The tangent distance between the two curves is:

TS2 Sta. – ST1 Sta. = [319+74.58] – [318+64.38] = 110.20’
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MDT Road Design Manual Appendix K – Example Calculations

The distance outside of the curves required for normal superelevation development is the sum of
the Tangent Runout distances:

TR1 + TR2 = 78.00’ + 78.00’ = 156.00’

The length of normal crown between transitions is 110.20’ – 156.00’ = -45.80’. This distance is less
than 2 times the TR length (2 x 78’ = 156’), and the continuous rotating plane method is applicable
in this situation.
2. Locate the stations of full superelevation.

For continuous rotating plane transitions, the points of full superelevation are held and the
transitions are combined into a continuous transition with a constant rate of change.

The points of full superelevation are the SC and CS of each curve, with the entire circular curve
section between these points at the full superelevation. The end of full 8% LT (point A on the
exhibit below) is the CS of Curve 1, Station 315+52.38 and the SC of Curve 2, Station 322+47.58 is
the beginning of full 7% super RT (point C on the exhibit below).
3. Determine the location of level roadway (point B on the exhibit below).

The total length of continuous superelevation transition (L REV ) is the distance between points A
and C.

L REV = Station C – Station A = [322+47.58] – [315+52.38] = 695.20’

The length of superelevation transition from 8% LT to level (L1’) is the distance between points A
and B.

e1 8
L1’= × L REV = × 695.20' = 370.77'
( e1 + e 2 ) (8 + 7 )

Station B = Station A + L1’ = [315+52.38] + 370.77’ = 319+23.15

This point is not identified in the plans specifically, except in the cross sections, but it indicates
where the roadway surface drainage changes, and is helpful in determining the cross slope at any
point within the transition. From 319+23.15 the roadway drains left to right back on station, and
drains right to left ahead on station.

L2’ can be calculated similarly:

e2 7
L2’= × L REV = x 695.20’ = 324.43’
( e1 + e 2 ) (8 + 7)

For checking the superelevation at a given station (point X) within the transition, identify
whether the location is within L1’ or L2’. If the station is less than Station B, it falls within L1’;
otherwise, it is within L2’.
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MDT Road Design Manual Appendix K – Example Calculations

Station B − Station X Station X − Station B

ex = × e1 or × e2
L1' L 2'

Determining the superelevation at a point can be useful in checking rollover and the effect of
cross slope on approach turning movements, drainage or other cross slope critical criteria, and
elevation/clearance for overhead structures.

In this example, if one wanted to determine the superelevation at Station 321+00.00:

321+00.00 is greater than 319+23.15, therefore is located within the L2’ section.

[321 + 00.00] − [319 + 23.15]

e= × 7% RT= 3.82% RT (rounded)
324.43'
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MDT Road Design Manual Appendix K – Example Calculations

Example 3-5: Broken Back Curve Application

Given: Superelevation transition for horizontal curves in the same direction (broken-back curves).
The exhibit below represents the relative grade lines of each edge of the traveled way for a
roadway transitioning through two superelevated curves in the same direction:

When the standard transition lengths result in a normal crown (NC) section between the
curves less than 200 feet long, do not transition down to normal crown. Instead, transition
down to a section with less superelevation, but not less than the normal crown cross slope
that can be maintained for at least 200 feet.
Problem: Given the following alignment, determine the superelevation transition between the curves
assuming a 60 mph design speed, two-lane, two-way roadway rotated about the centerline,
and a normal crown of 2 percent:
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MDT Road Design Manual Appendix K – Example Calculations

Solution:
1. Determine the normal transition lengths and locations for each curve.

For a design speed of 60 mph, Exhibit 3-5 indicates that 27 feet of transition length is needed for
each 1 percent change in cross slope.

The first curve is circular, with 6 percent superelevation. For circular curves, 30 percent of the
runoff length is located on the curve:

Start of transition (6%) = [PT station] – 0.3(L) = [90+74.65] – 0.3(162’) = Sta. 90+26.05

End of transition (NC) = [90+26.05] + L + TR = [90+26.05] + 162’ + 54’ = Sta. 92+42.05

For the second curve, the 8 percent runoff length is applied through the corresponding spiral
transition length (216 feet). The tangent runout distance (54 feet) back from the TS station is the
station where normal crown would end, and the transition to 8 percent superelevation begins:

Start of transition (NC) = [TS station] – TR = [92+56.96] – 54’ = Sta. 92+02.96

End of transition (8%) = [SC station] = Sta. 94+72.96

2. Check the length of normal crown between transitions:

Length of NC provided = [92+02.96] - [92+42.05] = –39.09’

If the length of NC section provided is 200 feet or more, standard transitions may be provided.
Otherwise, proceed on to Step 3. (A negative value, as in this case, indicates the distance that the
transition locations overlap each other.)

3. Determine the intermediate rate of superelevation that can be held for at least 200 feet between
transitions using the following equation:

200' − length of NC provided (feet)

S'= − NC
2 × length for 1 % change (feet)

where:
S’ = intermediate percent superelevation
NC = normal crown cross slope
200'−(− 39.09') 239.09'
S'= −2= − 2 = 2.43, round ⇒ 3%
2 × 27' 54'

Note: Round up to the next integer value equal to or greater than the normal crown cross
slope (2% is typical for paved roadways).
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4. Determine the stations within the transitions where the superelevation is 3 percent:

Working from the end of each transition where NC would be provided, the distance, d, to the 3
percent superelevated section is calculated:

𝑑𝑑 = (𝑆𝑆 ′ + NC) x length for 1% change (feet) = (3 + 2) x 27′ = 135′

Station of start of constant 3% = [92+42.05] - 135’ = Sta. 91+07.05
Station of end of constant 3% = [92+02.96] + 135’ = Sta. 93+37.96

The figure below represents the relative grade lines for the edge of traveled way for this example.

These transitions would be indicated in the plans by the stationing callouts on the superelevated
typical section, rather than transitioning back and forth between typicals.
For example:
XX+XX.XX to 90+26.05 6% LT
90+26.05 to 91+07.05 Trans. 6% LT to 3% LT
91+07.05 to 93+37.96 3% LT
93+37.96 to 94+72.96 Trans. 3% LT to 8% LT
94+72.96 to YY+YY.YY 8% LT
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MDT Road Design Manual Appendix K – Example Calculations

Example 3-6: Compound Curve Application

Given: Δ = 40°
R1 = 600 feet
R2 = 250 feet
p = 5’
Refer to Appendix H.3.1 for a diagram of the different elements of a compound curve.

Problem: Determine the curve data for the compound curve.

Solution: Use the compound curve formulas from Appendix H.3.2 to calculate the curve parameters:

1. T1 = ( R2 + p ) tan(∆ / 2) = (250'+5' ) tan(40° / 2)

T1 = 92.81'

 R − R2 − p  −1  600'−250'−5' 
2. ∆ 1 = cos −1  1  = cos 
 R1 − R2   600'−250' 

∆ 1 = 9.6963°

∆ 1 = 9°41'47 " (rounded value)

3. T = T1 + ( R1 − R2 ) sin ∆1 = 92.81'+(600'−250' ) sin(9.6963°)

T = 151.7591'

T = 151.76' (rounded value)

4. T2 = T1 − R2 sin ∆1 = 92.81'−(250' ) sin(9.6963°)

T2 = 50.7036'

T2 = 50.70' (rounded value)

R2 + p 250'+5'
5. E= − R2 = − 250'
cos(∆ / 2) cos(40° / 2)

E = 21.3653'

E = 21.37' (rounded value)

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MDT Road Design Manual Appendix K – Example Calculations

  40° 
6. M = R 2 − ( R 2 cos (∆ / 2 − ∆ 1 )) = 250'− 250' cos  − 9.6963°  
  2 

M = 4.0316'

M = 4.03' (rounded value)

7. y = ( R2 + p ) − R2 cos ∆ 1 = (250'+5' ) − (250' ) cos(9.6963°)

y = 8.5714'

y = 8.57' (rounded value)

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MDT Road Design Manual Appendix K – Example Calculations

Example 3-7: Station Equation Applications – Negative (Gap) Equation

Given: An existing compound curve is reconstructed with a proposed simplified alignment:

Problem: The proposed alignment reduces the overall length of the alignment, creating a stationing
discrepancy at the end of the project. Determine a station equation to correct the stationing
discrepancy.

Solution: Determine the negative (gap) station equation as follows:

1. Determine Back (BK) Station

BK Sta. = Divergence Sta. + Proposed Alignment Length

BK Sta. = [3+56.91] + 2,049.29’
BK Sta. = 24+06.20

2. Determine Ahead (AH) Station

AH Sta. = Divergence Sta. + Existing Alignment Length

AH Sta. = [3+56.91] + 2,243.64’
AH Sta. = 26+00.55

3. Determine Station Equation

Sta. Equation = BK Sta. – AH Sta.

Sta. Equation = [24+06.20] – [26+00.55]
Sta. Equation = -194.35’
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MDT Road Design Manual Appendix K – Example Calculations

Example 3-8: Station Equation Applications – Positive (Overlap) Equation

Given: An existing alignment is reconstructed with a proposed reverse curve:

Problem: The proposed alignment increases the overall length of the alignment, creating a stationing
discrepancy at the end of the project. Determine a station equation to correct the stationing
discrepancy.

Solution: Determine the positive (overlap) station equation as follows:

1. Determine Back (BK) Station

BK Sta. = Divergence Sta. + Proposed Alignment Length

BK Sta. = [3+56.91] + 2,243.64’
BK Sta. = 26+00.55

2. Determine Ahead (AH) Station

AH Sta. = Divergence Sta. + Existing Alignment Length

AH Sta. = [3+56.91] + 2,049.29’
AH Sta. = 24+06.20

3. Determine Station Equation

Sta. Equation = BK Sta. – AH Sta.

Sta. Equation = [26+00.55] – [24+06.20]
Sta. Equation = +194.35’

Note: This scenario can create an undesirable condition where project features can have coincident
stations (see culverts in figure above for example). See the following example for a solution to
this condition.
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MDT Road Design Manual Appendix K – Example Calculations

Example 3-9: Station Equation Applications – Alternate Stationing

Given: An existing alignment is reconstructed with a proposed reverse curve:

Problem: The proposed alignment increases the overall length of the alignment, creating a stationing
discrepancy at the end of the project. Determine alternate stationing for the proposed
alignment to correct the stationing discrepancy and to avoid coincident stations.

Solution: Determine the alternate stationing and station equation as follows:

1. Establish Alternate Alignment Ahead (AH) Stationing at Divergence

AH Sta. = Divergence BK Sta. – Sta. Equation

AH Sta. = [3+56.91] – (-10,000.00’)
AH Sta. = 103+56.91

2. Determine Back (BK) Station at Convergence

BK Sta. = Divergence AH Sta. + Proposed Alignment Length

BK Sta. = [103+56.91] + 2,243.64’
BK Sta. = 126+00.55

3. Determine Ahead (AH) Station at Convergence

AH Sta. = Divergence BK Sta. + Existing Alignment Length

AH Sta. = [3+56.91] + 2,049.29’
AH Sta. = 24+06.20
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MDT Road Design Manual Appendix K – Example Calculations

4. Determine Station Equation at Convergence

Sta. Equation = Convergence BK Sta. – Convergence AH Station

Sta. Equation = [126+00.55] – [24+06.20]
Sta. Equation = +10,194.35’

Note: This scenario corrects the undesirable condition where project features can have
coincident stations (see culverts in figure above for example). See the previous example
describing the undesirable condition.
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MDT Road Design Manual Appendix K – Example Calculations

Vertical Alignment Example Calculations

Example 4-1: Compute Elevations and Stations at Specific Points on a Symmetrical

Sag Vertical Curve

Given: G 1 = -1.75%
G 2 = +2.25%
Elevation of VPI = 577.43’
Station of VPI = 15+00
L = 1,200’
Symmetrical Vertical Curve
Refer to Appendix H.4.1 for a diagram of the different elements of a symmetrical vertical
curve and Appendix H.4.2 for the associated definitions for these different elements.

Problem: Compute the vertical curve elevations for each 50-foot station. Compute the low point
elevation and stationing.

Solution: The following steps apply:

1. Draw a diagram of the vertical curve and determine the station at the beginning (VPC) and the
end (VPT) of the curve.

VPC Station = VPI Sta. – ½ L = [15+00] – (0.5)(1200’) = 9+00

VPT Station = VPI Sta. + ½ L = [15+00] + (0.5)(1200’) = 21+00
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2. Use the symmetrical vertical curve formulas from Appendix H.4.3 to calculate the elements of
the vertical curve:

CURVE ELEV . = TAN . ELEV . L Z

Where:

Left of VPI (X 1 measured from VPC): Right of VPI (X 2 measured from VPT):

(a) TAN E+EV . = VPC E+EV . + G1  X 1  (a) TA− ELEV . = VPT ELEV . − G 2  X 2 
 100   100 

Z1 = X 12
(G 2 − G1 ) (G 2 − G1 )
(b) (b) Z 2 = X 22
200 L 200 L

3. Set up a table to show the vertical curve elevations at the 50-foot stations, substituting the values
into the above equations.
Tangent Grade
2 2 1
Station Inf. Elevation X X Z=X /60,000 Elevation
9+00 VPC 587.930 0 0 0 587.93
9+50 587.055 50 2,500 0.0417 587.10
10+00 586.180 100 10,000 0.1667 586.35
10+50 585.305 150 22,500 0.3750 585.68
11+00 584.430 200 40,000 0.6667 585.10
11+50 583.555 250 62,500 1.0417 584.60
12+00 582.680 300 90,000 1.5000 584.18
12+50 581.805 350 122,500 2.0417 583.85
13+00 580.930 400 160,000 2.6667 583.60
13+50 580.055 450 202,500 3.3750 583.43
14+00 579.180 500 250,000 4.1667 583.35
14+50 578.305 550 302,500 5.0417 583.35
15+00 577.430 600 360,000 6.0000 583.43
15+50 578.555 550 302,500 5.0417 583.60
16+00 579.680 500 250,000 4.1667 583.85
16+50 580.805 450 202,500 3.3750 584.18
17+00 581.930 400 160,000 2.6667 584.60
17+50 583.055 350 122,500 2.0417 585.10
18+00 584.180 300 90,000 1.5000 585.68
18+50 585.305 250 62,500 1.0417 586.35
19+00 586.430 200 40,000 0.6667 587.10
19+50 587.555 150 22,500 0.3750 587.93
20+00 588.680 100 10,000 0.1667 588.85
20+50 589.805 50 2,500 0.0417 589.85
21+00 VPT 590.930 0 0 0 590.93
1 The 60,000 value is calculated according to 200L/(G 2 -G 1 )  (200*1,200)/(2.25 – (­1.75)) = 60,000.
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MDT Road Design Manual Appendix K – Example Calculations

4. Calculate the low point on the curve:

L G1
To determine distance " XT " from VPC: XT =
G1 − G 2

LG1 1200' (− 1.75) − 2,100.00'

XT = = = = 525.00' from VPC
G1 − G2 − 1.75 − 2.25 − 4.00

To determine low point stationing: VPC Sta. + X T

Therefore, the Station at the low point is:

VPC STA + X T = [9 + 00] + (525') = 14 + 25

To determine the low point elevation on the vertical curve:

L G12
ELEVLOW POINT = ELEV VPC −
(G2 − G1 )200
Elevation of the low point on the curve equals:

1,200' (− 1.75)
2
LG12
Elev.VPC − = 587.93'− = 583.34'
(G2 − G1 )200 (2.25 − (− 1.75))200
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MDT Road Design Manual Appendix K – Example Calculations

Example 4-2: Symmetrical Vertical Curve Through a Fixed Point

Given: Design Speed = 55 mph

G 1 = -1.5%
G 2 = +2.0%
VPI Station = 30+00
VPI Elevation = 642.10’
Refer to Appendix H.4.1 for a diagram of the different elements of a symmetrical vertical
curve and Appendix H.4.2 for the associated definitions for these different elements.

Problem: At Station 28+35, the new highway must pass under the center of an existing railroad which
is at elevation 669.00’ at the highway centerline. The railroad bridge that will be constructed
over the highway will be 4.0’ in depth, 20.0’ in width and at right angles to the highway.
What would be the length of the symmetrical vertical curve that would provide a 16.5’
clearance under the railroad bridge?

Solution:

1. Sketch the problem with known information labeled.

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MDT Road Design Manual Appendix K – Example Calculations

2. Determine the station where the minimum 16.5’ vertical clearance will occur (Point P):

From inspection of the sketch, the critical location appears to be on the left side of the railroad
bridge. The critical station is:
1
STA. P = BR(DGE CENTERL(NE STAT(ON N (BR(DGE W(DTH )
2

20'
STA. P = [28 + 35] −
2

STA. P = 28 + 25

3. Determine the elevation of Point P:

ELEV. P = ELEV. TOP RAILROAD BRIDGE – BRIDGE DEPTH - CLEARANCE

ELEV . P = 669.00' − 4.00' − 16.50'

ELEV . P = 648.50'

4. Determine distance, D, from Point P to VPI:

D = STA. VPI − STA. P

= [30 + 00] − [28 + 25]
=175'

5. Determine the tangent elevation at Point P:

 D 
TAN . ELEV . AT P = ELEV . VP( N G1  
 100 
 175 
= 642.10 N (N 1.5 ) 
 100 
= 644.73'

6. Determine the vertical curve correction (Z) at Point P:

Z = ELEV . P N TAN . ELEV .

= 648.50' N 644.73'
= 3.77'

7. Solve for X using the following equation:

− b ± b 2 − 4 ac
X=
2a
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MDT Road Design Manual Appendix K – Example Calculations

where:
X = Horizontal Distance: Measured from the VPC (or VPT) to any point on the vertical curve
(feet)
a = A = Algebraic Difference in Grade: The difference between the two tangent grades (G 1 -
G 2 ) (percent)
b = Z = Tangent Offset: The vertical distance from the tangent line to any point on the
vertical curve (feet)
c = D x Z = Product of D (distance from the VPI to the subject point, P) and Z (tangent offset)
(square feet)

400Z ± 160 ,000Z 2 + 1,600 ADZ

X=
2A

400(3.77 ) ± 160 ,000(3.77 )2 + 1,600(3.5 )(175 )(3.77 )

X=
2(3.5 )
X = 564.44' AND X = N 133.58' (Disregard )

8. Using either of the following equations, solve for L:

X L D = L 2 or L = 2(X L D )

L = 2( X + D )
L = 2(564.44'+175')
L =1,478.88'

9. Check the critical point assumption from Step 2. Since the sketch is based on an assumed length
of curve, the low point of the curve is also at an assumed location. In this example, the tangent
grades of the curve are not “sketched” correctly. They indicate that the low point of the curve is
on the right side of the VPI. In fact, the low point is on the left side of the VPI, as the magnitude
of G 1 is less than that of G 2.

L G1
Using the equation for finding the low point of the curve (see example 4-1): XT =
G1 − G 2

LG1 1478.88' (− 1.50 ) − 2,218.32'

XT = = = = 633.81' from VPC
G1 − G2 − 1.50 − 2.00 − 3.50

The station of the low point of the sag is 28+94.37, which is on the right side of the center of the
railroad bridge station of 28+35.00. Therefore, the critical point assumption made in Step 2 is
confirmed. Proceed to the next step.

Note: If the low point station had been on the left side of the bridge centerline, the length of
curve required for clearance would need to be recalculated for the correct critical location on the
right side of the bridge. Completing the sketch as accurately as possible for the known elements
will lessen the likelihood of assuming the incorrect critical point, particularly for cases where the
overhead structure is much wider.
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10. Determine if the solution meets the desirable stopping sight distance for the 55 mph design
speed. From Exhibit 4-5, the desirable K-value:

K = 115

The algebraic difference in grades:

A = G2 − G1 = (+2.0 ) − (−1.5) = 3.5

From Equation 4.4-9, the minimum length of vertical curve which meets the desirable stopping
sight distance:

L M(N = KA
= (115 ) × 3.5
= 402.5'

Therefore, L = 1,478.88’ will provide the desirable stopping sight distance.

Note: This would be rounded down to 1,450’ for recording on the plans.
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MDT Road Design Manual Appendix K – Example Calculations

Roadside Safety Example Calculations

Example 9-1: Clear Zone for Both Sides of the Roadway

Given: Design Speed = 55 mph
Annual Average Daily Traffic (AADT) = 4,750
Lane Width: 12 feet
Shoulder Width: 8 feet

Problem: Determine the clear zone distance for both sides of the roadway.

Solution: Using the procedure in Chapter 9, Section 9.2.2.2 for each side of the roadway:

1. For the left side of the roadway, the entire slope is flatter than 4:1, so the clear zone can be
determined directly from Exhibit 9-1.

Left Clear Zone Width = 20 feet (Exhibit 9-1)

2. For the right side of the roadway, the 3:1 slope is non-recoverable. The procedure in Chapter 9,
Section 9.2.2.2, Step 2 must be used.

3. Checking the recovery area beyond the toe, the slope of 10:1 is flatter than 4:1. This 10:1 slope is
then used to determine the clear zone distance required from Exhibit 9-1.

Right Clear Zone Width = 20 feet (Exhibit 9-1)

4. The recovery area beyond the toe is calculated by subtracting the 8 feet of recoverable slope
between the edge of traveled way and the hinge point from the 20 feet obtained in Step 3:

20’ – 8’ = 12’ Distance beyond the toe

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5. Since 12’ > 10’, 12’ will be used as the recovery distance beyond the toe. (Chapter 9, Section
9.2.2.2, Step 2c)

6. Using the 12 feet recovery distance beyond the toe, the total clear zone width is calculated by
summing the distance beyond the toe and the distance from the edge of traveled way to the toe:

8’ + 15’ + 12’ = 35’ Total Right Clear Zone Width

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MDT Road Design Manual Appendix K – Example Calculations

Example 9-2: Clear Zone for a Divided Highway

Given: Design Speed: 70 mph
AADT: 18,000
Lane Width: 12 feet
Outside Shoulder Width: 10 feet
Inside Shoulder Width: 4 feet
Median Width: 36 feet

Problem: Determine the clear zone distances.

Solution: Using the procedure in Chapter 9, Section 9.2.2.2 for each side of each roadway:

1. For the outside in each direction of travel, the slope is flatter than 4:1, so the clear zone can be
determined directly from Exhibit 9-1:

Outside Clear Zone Width = 32 feet (Exhibit 9-1)

2. In the median, for the inside in each direction of travel, the inslope of 6:1 is flatter than 4:1, so a
clear zone distance can be obtained from Exhibit 9-1:

Median Clear Zone Width = 32 feet (Exhibit 9-1)

3. The toe of the backslope is located at the center of the median which is 22 feet (4’ + 18’) from each
inside edge of traveled way.

22’ < 32’, so the toe is within the clear zone.

4. Since the toe is within the clear zone, the median toe must be checked for traversability. Using
Exhibit 9-10, the median is determined to be traversable.
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5. The percentage of the clear zone available up to the toe of the backslope is computed:
22’ ÷ 32’ = 0.6875

6. This value is subtracted from Step 2 and multiplied by the adjusted backslope clear zone factor of
30 feet obtained from Exhibit 9-6:
(1 - 0.6875) x 30’ = 9.38’ (Clear zone distance required beyond the toe)

7. The total clear zone is obtained by adding the value from Step 6 and the distance to the toe:

9.38’ + 22’ = 31.38’

8. This value is rounded up to the next foot, yielding a Total Median Clear Zone Width of 32 feet.
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MDT Road Design Manual Appendix K – Example Calculations

Example 9-3: Guardrail Length of Need for Obstacle Extending Beyond the Clear
Zone

Given: Design Speed: 55 mph

AADT: 4,750
Shoulder Width: 8 feet
Lane Width: 12 feet
Clear Zone Width: 34 feet
Non-flared Guardrail (flared guardrail not allowed) with face of rail at edge of shoulder

Problem: Determine the length of need for guardrail on each side of the road on this end of the bridge
(obstacle extends to the edge of the clear zone).

Solution:
1. Using Exhibit 9-16 the runout length is obtained by linear interpolation between 50 and 60 mph:

(160’ + 210’) ÷ 2 = 185’

2. A non-flared design will be used, Equation 9.4-2 is applied.

LR ( LO − L1 )
X=
LO

a. For a departure to the right:

L R = 185 feet
L O = L C = 34 feet
L 1 = 8 feet

X = [185’ x (34’ - 8’)] ÷ 34’ = 141.5’ Length of Need

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MDT Road Design Manual Appendix K – Example Calculations

b. For a departure to the left:

L R = 185 feet
L O = L C = 34 feet
L 1 = 12’ + 8’ = 20 feet

X = [185’ x (34’ - 20’)] ÷ 34’ = 76.2’ Length of Need

NOTE: Some of the length of need will be covered by terminal end sections and the bridge
approach section. These lengths should be determined before computing the final length of rail
required for each side.
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Example 9-4: Controlling Length of Need for Multiple Obstacles

Given: Design Speed: 70 mph
AADT: 18,000
Outside Shoulder Width: 10 feet
Inside Shoulder Width: 4 feet
Lane Width: 12 feet
Clear Zone Width: 32 feet
Non-Flared Guardrail

Problem: Determine if the bridge or the sign controls the barrier length and find the length of need for
guardrail on each side of the NB side of the highway.
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MDT Road Design Manual Appendix K – Example Calculations

Solution:
1. Using Exhibit 9-16 the runout length is determined to be 360 feet.

2. A non-flared design will be used. Equation 9.4-2 will be used to compute length of need.

3. For a left side departure:

a. The length of need for the sign support is computed as follows:

L R = 360 feet
L O = 4’ + 6’ = 10 feet (hazard is within the clear zone)
L 1 = 4 feet

X = [360’ x (10’ - 4’)] ÷ 10’ = 216.0’ Length of Need

b. The length of need for the bridge abutment wall is computed as follows:

L R = 360 feet
L O = L C = 32 feet (hazard extends beyond the clear zone)
L 1 = 4 feet

X = [360’ x (32’ - 4’)] ÷ 32’ = 315.0’ Length of Need

c. Guardrail must extend at least 315 feet from the abutment wall and 216 feet from the sign
support. Adding 216 feet to the 85 feet from the abutment wall to the sign support gives 301
feet, which is less than 315 feet, so the bridge drop-off is the controlling feature and the final
length of need is 315 feet from the abutment wall.

4. For a right side departure:

a. The length of need for the sign support is computed as follows:

L R = 360 feet
L O = 10’ + 10’ = 20 feet
L 1 = 10 feet

X = [360’ x (20’ - 10’)] ÷ 20’ = 180.0’ Length of Need

b. The length of need for the bridge abutment wall is computed as follows:
L R = 360 feet
L O = L C = 32 feet (hazard extends beyond the clear zone)
L 1 = 10 feet

X = [360’ x (32’ - 10’)] ÷ 32’ = 247.5’ Length of Need

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c. Guardrail must extend at least 247.5 feet from the abutment wall and 180 feet from the sign
support. Adding 180 feet to the 85 feet from the abutment wall to the sign support gives 265
feet, which is greater than 247.5 feet, so the sign is the controlling feature and the final length
of need is 265 feet from the abutment wall.
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Example 9-5: Minimum Length of Culvert

Background: The length of large culverts with concrete edge protection must be long enough so that
the top portion of concrete edge protection is out of the clear zone. This is typically straightforward on
culverts that are perpendicular to the roadway. However, when drawing culverts on a skew, make sure
that the skewed corners of the concrete edge protection are out of the clear zone.
Use the following formulas to calculate the minimum lengths of skewed culverts to ensure that the
concrete edge protection is out of the clear zone:

1.5:1 Step Bevel Formula:

(sin ϕ (0.5𝐷𝐷 + 4′ ) × 2 + Total Clear Zone Width)
+ (1.5′ + 1.5𝑋𝑋 + 𝐻𝐻) × 2 = min. pipe length
cos ϕ
2:1 Step Bevel Formula:
(sin ϕ (0.5𝐷𝐷 + 4′ ) × 2 + Total Clear Zone Width)
+ (2′ + 2𝑋𝑋 + 𝐻𝐻) × 2 = min. pipe length
cos ϕ
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MDT Road Design Manual Appendix K – Example Calculations

Given: 18' Diameter Circular Metal Pipe

ϕ = 12 degree skew
2:1 Step Bevel Ends with Concrete Edge Protection on Inlet and Outlet
Clear Zone Distance from ETW = 36'
2 lane roadway with 12' lanes
Culvert Dimensions from Detailed Drawings:
D = 18'
X = 4.5'
H = 18'

Problem: Determine the minimum overall length of culvert to make sure that the concrete edge
protection is out of the clear zone.

Solution:
2:1 Step Bevel Formula:
(sin ϕ (0.5𝐷𝐷 + 4′) × 2 + Total Clear Zone Width)
+ (2′ + 2𝑋𝑋 + 𝐻𝐻) × 2 = min. pipe length
cos ϕ
(sin 12° ((0.5 × 18′) + 4′) × 2 + (36′ + 12′ + 12′ + 36′))
+ (2′ + (2 × 4.5′) + 18′) × 2
cos 12ᶱ
= min. pipe length
(0.2079 × 13′) × 2 + 96′)
+ (29′ × 2) = min. pipe length
0.9781
101.4054′
+ 58′ = min. pipe length
0.9781
= 161.68', round to 162'
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MDT Road Design Manual Appendix K – Example Calculations

Quantity Summaries Example Calculations

SYMMETRICAL SECTIONS BACKGROUND

Section 13.5.1.1 provides an overview of symmetrical sections that is the most commonly used typical
section for determining the horizontal dimensions of various surface courses. The first step is to establish
the width of subgrade using the following equation:

 tZ 
WS = W f +  
 1 − CZ 
where:
WS = half width of subgrade, feet
W f = half width of finished grade, feet
t = total surfacing thickness at finished shoulder, feet
Z = numerator of side slope ratio
(e.g., Z = "6" for a 6:1 side slope)
C = crown, feet/feet (e.g., 0.02 for 2% cross slope)

Round the computed value for W s to the nearest 0.1’. Because of the rounding process, the side slope
through the surfacing courses will not be exactly 6:1, but the difference is negligible.
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The second step is to establish the width of the intermediate surfacing courses. Compute each horizontal
course dimension proportionately to its thickness. The width at the top of any surfacing course is
determined by using the following equation:

 (WS − W f ) 
WX = W f +  t
 t  X

where:
WX = half width of top of intermediate surfacing course, feet
W f = half width of finished grade, feet
WS = half width of subgrade, feet
t = total surfacing thickness at finished shoulder, feet
t X = cumulative thickness of courses above WX at finished
shoulder, feet

Round the computed value for W X to the nearest 0.1’.

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Example 13-1: Symmetrical Sections – Width of Subgrade

Given: W f = 20.0 feet

t = 1.80 feet
Z = 6:1
C = 0.02

Problem: Determine the half width of subgrade.

Solution:

1. Use the following equation and solve for W s .

 tZ 
WS = W f +  
 1 − CZ 

(1.8' )(6)
WS = 20.0'+
1 − (0.02)(6)

WS = 20.0'+12.27' = 32.27'

WS = 32.3' (Rounded to nearest 0.1 foot)

The second step is to establish the width of the intermediate surfacing courses, which is shown in
more detail in Example 13-2.
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Example 13-2: Symmetrical Sections – Intermediate Surface Width

Given: t x = 0.80’

Problem: Using the values given in Example 13-1, determine the intermediate surfacing course half
width.

Solution:

1. Use the following equation and solve for WX .

 (WS − W f ) 
WX = W f +   tX
 t 

 (32.3'−20.0' ) 
W X = 20.0'+   0.80'
 1.8'

W X = 20.0'+5.467' = 25.467'

WX = 25.5' (Rounded to nearest 0.1’)

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UNSYMMETRICAL SECTIONS BACKGROUND

Section 13.5.1.2 provides an overview of unsymmetrical sections that compute and record the widths to
the left and right of centerline separately for determining the horizontal dimensions of various surface
courses.

Superelevated Sections.
To compute subgrade widths for superelevated sections, use the equations shown below:

Low Side
tZ
Wsl = W f +
1 − CZ

High Side
tZ
Wsh = W f +
1 + SZ

where:
Wsl = width from centerline to edge of subgrade on low side
of superelevation, feet
Wsh = width from centerline to edge of subgrade on high
side of superelevation, feet
Wf = width from centerline of finished grade, low or high side, feet
t = total thickness of surfacing at finished shoulder, feet
S = slope of superelevation, feet/feet (e.g., 0.07 for 7% superelevation)
Z = numerator of side slope ratio (e.g., Z = "6" for a 6:1
side slope)
C = cross slope of tangent typical section, feet/feet (e.g., 0.02 for 2% cross slope)

Round each computed value for Wsl and Wsh to the nearest 0.1’.

Divided Highways.
For both tangent and curved sections of divided highways, compute the subgrade widths left and right of
centerline as follows:
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Tangent
tZ
WS ( median) = W f ( median) +
1 − CZ

tZ
WS ( outside) = W f ( outside) +
1 − CZ

Curve
tZ
WS ( median high side ) = W f ( median) +
1 + SZ

WS ( outside low side ) = same as tangent typical section width

tZ
WS ( outside high side ) = W f ( outside) +
1 + SZ

WS ( median low side ) = same as tangent typical section width

Round all computed subgrade half widths to the nearest 0.1’.

Intermediate (High Side).

Compute the widths of intermediate surfacing courses for unsymmetrical sections on the high side in the
same manner as for symmetrical sections (i.e., proportionately to the thicknesses), except that the width
should be computed and recorded separately for each side of the centerline and rounded to the nearest
0.1’.

Intermediate (Low Side).

The following example (Example 13-3) illustrates the procedure that should be used to determine the
widths for the intermediate surface courses on the low side of superelevated curves:
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Example 13-3: Unsymmetrical Sections – Intermediate Surface Widths

Given: t = 1.80 feet

t x1 = 0.30 feet
t x2 = 0.50 feet
WS = 32.3 feet
Wf = 20.0 feet
Superelevation rate = 8%
Subgrade shoulder slope = 2%

Problem: Determine the widths for the intermediate surface lifts.

Solution:

1. Determine the actual slope rate.

Subgrade shoulder width = WS - W f = 12.3’

Rise of subgrade = 12.3’ x 0.02 = 0.246’ ≈ 0.25’
Total depth = 0.25’ + 1.80’ = 2.05’
Actual slope = 2.05’ ÷ 12.3’ = 0.1667, or 16.67%
(Rounded to the nearest 0.01%)

2. Determine horizontal distance for intermediate lifts.

Slope difference = (16.67 - 8.00) ÷ 100 = 0.0867

t x1 ÷ slope difference = 0.30’ ÷ 0.0867 = 3.46’ ≈ 3.5’
( t x1 + t x 2 ) ÷ slope difference = (0.30’ + 0.50’) ÷ 0.0867 = 9.23’ ≈ 9.2’
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GUARDRAIL QUANTITIES BACKGROUND

1. All w-beam, box beam, and cable guardrail runs are measured by the length of feet, exclusive of
terminal sections or transitions. One-way departures, Optional Terminal Sections (OTS),
Intersecting Roadway Terminals (IRT), and all transitions (including Bridge Approach Sections)
are measured per each.
2. Lengths of w-beam guardrail should be rounded up to 12.5-foot increments, and the length of
each OTS is 50 feet.
3. Lengths of box beam guardrail should be rounded up to 18-foot increments, and the length of
each box beam OTS is 48.2 feet.
4. Lengths of three-strand, low tension cable rail is rounded to the nearest 0.1’ per rounding criteria,
and the length of each terminal section is 26 feet. There is no standard increment for normal cable
rail, although the maximum post spacing will be 16 feet or 12 feet, depending on roadway
curvature. The maximum length of a run (distance between terminal sections) of low tension
cable rail is 2000 feet, however multiple runs can be combined to shield longer distances. See the
MDT Detailed Drawings for layout diagram.
5. All one-way departure sections, and low tension cable terminal sections are located entirely
outside the length of need. See the MDT Detailed Drawings for the length of need limits within
Optional Terminal Section pay limits.
6. Rounding of guardrail to standard lengths will result in lengths of full strength rail that are
greater than the measured length of need. When connecting to a fixed location, such as the end of
a bridge rail, the stationing called out for guardrail will need to be established based on the
bridge rail stationing. For other applications, providing the additional length to the advancement
side of the adjacent traffic may be the best practice, however the location of approaches or other
roadside features may dictate the optimum location. So long as the entire length of need is
protected by full strength rail, and the rail length is at a standard increment, the end stations are
not critical for these installations.
7. If approaches, turnouts or other obstacles are within the required length of w-beam guardrail,
IRT terminals may be used to shorten the required length. IRTs do not meet all current crash
testing requirements, and should only be used as a best practical remaining alternative where
fully compliant roadside hardware cannot address a guardrail warrant.
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a. Ensure that the right-of-way width is sufficient (i.e., far enough from the shoulder to get
the full IRT installed without encroaching onto private property). The width required
from the edge of the roadway (face of rail) to the R/W line is equal to the IRT radius +
26.5 feet.

b. Determine the best fit IRT radius based on the approach radii, R/W availability, and the
location requirements of the normal run of w-beam. Minor adjustments to the approach
stationing or minor grading along the edge of the approach may be necessary to fit the
IRT to the approach without impacting turning movements or extending beyond the R/W
limit.

c. The end anchors are included in the IRT bid item.

d. The following table lists available IRT radii and associated pay limits:

Radius Length of Bent Rail Total Length of IRT (pay limits)

8’ 12.5’ 37.5’

16’ 25.0’ 50.0’

24’ 37.5’ 62.5’

32’ 50.0’ 75.0’

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Example 13-4: W-Beam Guardrail

Given: W-beam guardrail is warranted between Stations 9+90 and 15+00 on the left side of a two-way
roadway. There are no roadway approaches or other features that influence the guardrail
location.

Problem: Determine the beginning and ending stations and the length of rail for payment.

Solution:
1. [15+00.00] – [9+90.00] = 510.00’ actual length of need

2. 510.00’ ÷ 12.5’/section = 40.8 sections, Round ⇒ 41

3. 41 x 12.5’ = 512.50’ Length of need based on minimum standard increment

4. Per the detailed drawings, 37.5’ of each OTS provides full strength for length of need.

5. 512.50’- 2(37.50’) = 437.5’ length of standard run rail

6. In this case, no features have been identified to restrict guardrail placement. Locate the guardrail
to provide the additional length on the advancement side of the adjacent traffic. Since the rail is
on the left side of the roadway, adjacent traffic is moving opposite the direction of increasing
stationing, therefore start the calculation from the lower station value:

[9+90.00] - 12.50’ (the portion of the OTS outside of the length of need)
= 9+77.50 Beginning Station

[9+77.50] + 437.50’ w-beam + (2 x 50’ OTS)

= 15+15.00 Ending Station

Additional discussion: If the rail had been on the right side, providing the additional length on the
advancement side of the adjacent traffic would be calculated from the end station of the length of need
working back on stationing (15+12.50 back to 9+75.00).
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Example 13-5: Computations of Pay Quantities for W-Beam Guardrail and

Intersecting Roadway Terminal (IRT) Sections

Given: A bridge replacement project (on a two-way, two-lane highway) calls for guardrail lengths of
need from the end of the bridge rail of 141.5 feet and 76.2 feet, for the approach and departure
sides respectively. (See Example 9-3). The roadway width is 40 feet (12 foot lanes and 8 foot
shoulders) and R/W is 80 feet from centerline on each side of the road. There are private
approaches needed on each side of the roadway at station 123+80. The approaches are currently
designed 24 feet wide with 25 foot radii per MDT Detailed Drawings and cannot be relocated
beyond minor adjustments.

Problem: Determine appropriate w-beam guardrail treatment for the end of the bridge with the private
approaches, and determine the station limits and quantities for the guardrail.

Solution:
1. Determine the appropriate treatment for the bridge approach rail connecting to the bridge rail
on the right side:
Calculate the available distance from the end of the bridge rail to the beginning of the
approach radius.
Approach station [123+80.00] – 12’ half approach width – 25’ radius = begin of
radius station [123+43.00]
Begin of radius station [123+43.00] – end of bridge rail station [122+36.75] =
106.25’ of available space.
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Divide the departure length of need by the standard increment to determine the full
strength guardrail needed.
76.2’ ÷ 12.5’/section = 6.096 sections, Round ⇒ 7 sections of rail for length of need
Since the last 12.5’ of a W-beam OTS is not full strength, add 12.5’ to the needed guardrail
length.
(7 sections x 12.5’/section) + 12.5’ = 100.0’
100.0’ of needed guardrail < 106.25’ of space available, therefore use standard w-
beam approach rail with a Bridge Approach Section and OTS.
The guardrail on the right side will be from station 122+36.75 to 123+36.75 and will
include one 25-foot Bridge Approach Section (bid per each), one 50-foot OTS (bid per
each), and 25 feet of w-beam.

2. Determine the appropriate treatment for the bridge approach rail connecting to the bridge rail
on the left side:
Calculate the available distance from the end of the bridge rail to the beginning of the
approach radius.
Begin of radius station [123+43.00] – end of bridge rail station [122+59.75] = 83.25’
available. This distance is long enough to allow the minimum length of blunt end
protection with an OTS for the bridge end (25’ Bridge Approach Section and 50’ OTS).
However, this option does not provide the calculated advancement length needed for
shielding the crossing hazard.
Determine a bridge approach rail solution using an IRT:
The edge of the current approach station is [123+80.00] – 12’ half width of
approach = [123+68.00]
The space for rail with an IRT = [123+68.00] - [122+59.75] = 108.25’
IRT radii are available in increments of 8 feet, up to 32 feet. Subtracting each radius from the
space available leaves available lengths of tangent guardrail of 100.25’, 92.25’, 84.25’, and 76.25’.
The closest fit configuration for each IRT radius option is shown below (approach end is at the
R/W limit for all cases).
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For this example, all options fit within the available R/W and could potentially be used with
minor widening, narrowing, and/or relocation of the approach location. In this instance, the 24
foot radius was selected (with the approach being relocated 4 feet ahead on station), based on the
anticipated traffic needs. Selecting this option does not require any additional width in guardrail
widening in front of the rail or a reduction in approach radius. It also provides nearly 10 feet of
space between the R/W line and the end of rail for maintenance/utility access.
Determine stationing:
[122+59.75] + 25’ (bridge approach section) + 62.5‘ (normal run w-beam) + 24’ (IRT radius)
= [123+71.25]
The guardrail on the left side will be from station 122+59.75 to 123+71.25 and will include
one 25-foot Bridge Approach Section (bid per each), 62.5 feet of normal run w-beam, and
62.5 feet of Intersecting Roadway Terminal.
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Example 13-6: Cable Guardrail

Given: Low-tension cable guardrail is warranted between Station 20+00 and 75+00.

Problem: Determine the beginning and ending stations for the cable rail, the length of rail for payment,
and the number of terminal sections needed and measured for payment.

Solution:

1. [75+00.00] – [20+00.00] = 5,500.0’ feet of cable rail measured for payment

2. 5,500.0’ ÷ 2000’ (maximum run length) = 2.75, Round ⇒ 3 runs of rail needed

3. Two terminal sections are needed per run of rail:

3 runs x 2 terminals/run = 6 terminal sections needed (bid per each)

4. [20+00.00] – 26’ terminal section length = 19+74.00 Beginning Station

[75+00.00] + 26’ = 75+26.00 Ending Station
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Example 13-7: Box Beam Guardrail

Given: Box Beam guardrail is warranted between Stations 17+50.00 and 32+75.00. The facility is a two-
lane, two-way roadway requiring an Optional Terminal Section (OTS) at each end, and there is a
private approach at station 33+40 on the same side of the roadway as the guardrail.

Problem: Determine the beginning and ending stations and the length of rail for payment.
Solution:

1. [([32+75.00] – [17+50.00]) - (2)(33.0’ of full strength rail per OTS)] ÷ 18’ increment = 81.06 sections,
Round ⇒ 82 sections of Box Beam guardrail

2. 82 x 18’ = 1,476.0’ Payment Length of Box Beam Guardrail

3. Because of the approach located at station 33+40, locate the rail as far back on stationing as
possible to reduce impacts to sight distance and turning maneuvers associated with the
approach.
[32+75.00] + 15.2‘ of OTS outside of length of need = 32+90.20 Ending Station
[32+90.20] - 1476.0‘of standard run rail - (2 x 48.2’ OTS length) = 17+17.80 Beginning Station

4. 2 Box Beam Optional Terminal Sections bid per each

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Example 13-8: Finish Grade Control

Given: 4-lane freeway with 7 miles of construction

Interchange with construction of four 0.4 mile long ramps
2-lane intersecting roadway with 1 mile of construction

Pavement section:
0.30’ Plant Mix
1.20’ Crushed Aggregate Course
2.00’ Special Borrow

Problem: Determine the amount of finish grade control staking required for the project.

Solution: Calculate the course mile of finish grade control staking for the mainline, ramps and
intersecting roadway (round up to nearest 50-foot increment):

2 x 7.0 mile = 2 x 36,960’, rounded to 2 x 37,000’ = 74,000 feet

subgrade for mainline
2 x 7.0 mile = special borrow for mainline 74,000 feet
2 x 7.0 mile = crushed aggregate for mainline 74,000 feet
4 x 0.5 x 0.4 mile = 4 x 0.5 x 2,112’, rounded to 4 x 0.5 x 2,150’ = 4,300 feet
subgrade for ramps
4 x 0.5 x 0.4 mile = special borrow for ramps 4,300 feet
4 x 0.5 x 0.4 mile = crushed aggregate for ramps 4,300 feet
1.0 mile = 5,280’, rounded to 5,300’ = 5,300 feet
subgrade for intersecting road
1.0 mile = special borrow for intersecting road 5,300 feet
1.0 mile = crushed aggregate for intersecting road 5,300 feet
250,800 feet total
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APPROACH GRADING BACKGROUND

Approach grading will be paid the same as the mainline grading, (i.e. Unclassified Excavation or
Embankment in Place), as further described in Chapter 13 - Quantity Summaries. Approach fills within
the clear zone will be 10:1, regardless of fill height. This does not apply where the approach is shielded
with guardrail. See the MDT Detailed Drawings for all approach grading information.
Earthwork quantities for approaches can be calculated using several appropriate methods, including
three-dimensional (3D) modeling, not all of which are covered here. It is important to note that as the
complexity, or importance of an approach increases, so should the level of design increase. For
approaches with major realignment (e.g., button hook approaches), substantial changes in grade, or other
unique design features, more detailed earthwork calculations may be necessary. It is recommended that
the same method that was used to generate the mainline quantities be used on these approaches. Details
including plan and profile should be provided for public approaches, as well as the private or farm field
approaches requiring significant design work.
Two example methods for calculating approach grading quantities on approaches not requiring
significant design work will be outlined in the following sections. The first method of calculation utilizes
tabulated end areas and should cover the most common approaches being designed and will work for
approaches in both cut or fill sections. The second method is only for very basic approaches with
minimal grading impact to mainline grading, and where the approach grading is in a fill section
compared to either existing ground or proposed mainline grading.
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Example 13-9: Approach Grading – Method 1, Tabulated End Areas

1. Procedure.
a. This procedure uses the mainline cross section that was taken at the centerline of the
approach. Therefore, ensure that the approach is accurately drawn in the cross section.
Method 1, as demonstrated, would not be appropriate for approaches with a severe
skew.
b. Steps “c” thru “f” follow the Approach Earthwork Example Calculation, shown below.
c. Measure the horizontal distance from the intersection of the mainline surfacing inslope
and the approach subgrade ① to each distinct grade break on the existing ground or
proposed mainline subgrade line ②,③,④,⑥, & ⑦, and cut/fill transition points ⑤. This
distance is entered as a “Station” in the Earthwork Computation Form (see table below).
Only distinct/abrupt grade breaks that the design team believes affect the accuracy of
earthwork quantity need to be measured.
d. Measure the vertical distances at each point determined in Step “c”.
e. Use the vertical distance to obtain an area from the Approach Grading Quantities
tables, shown below. It is recommended that the design team interpolate the end area
values from the actual vertical distances obtained in Step “d” (interpolated values used
in the Approach Earthwork Example Calculation, shown below). The values provided
are based on a standard approach with a 34-foot wide subgrade (see MDT Detailed
Drawings).
f. Complete the Earthwork Computation Form (see table below). Adjustments
(shrink/swell factors) to the Excavation and Embankment quantities should be made
when entering the quantities into the mainline grading. The adjusted values for the
approach grading quantities obtained from the mainline grading should be the values
entered in the plans (i.e., Additional Grading Summary Frame & Cross Section Sheets).
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APPROACH EARTHWORK EXAMPLE CALCULATION

EARTHWORK COMPUTATION FORM

AREAS IN SQUARE FEET VOLUMES IN CUBIC YARDS
CUT FILL EXCAVATION EMBANKMENT
DIST.
STATION
(ft)

FACTOR

FACTOR
SHRINK
SWELL
DOUBLE DOUBLE ADJ.
AREA AREA ACTUAL ACTUAL EMB. +
AREA AREA EXC.

0+00.0 0 0
11.6 0 65.2 0 14
0+11.6 0 65.2
7.5 0 125 0 17
0+19.1 0 59.8
2.5 0 137.8 0 6
0+21.6 0 78.0
14.1 0 78 0 20
0+35.7 0 0
10.9 109.4 0 22 0
0+46.6 109.4 0
12.5 132.8 0 31 0
0+59.1 23.4 0

TOTAL 53 * 57 *

* VALUES SHOULD BE ADJUSTED AT THE

SAME RATE AS MAINLINE. MAKE
ADJUSTMENT WHEN ENTERING
QUANTITIES INTO MAINLINE GRADING.
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APPROACH GRADING QUANTITIES

10:1 FILL SLOPE 10:1 FILL SLOPE

HEIGHT OF HEIGHT OF
FILL AREA FILL AREA
(FT.) (SQ. FT.) (FT.) (SQ. FT.)
0.5 11 5.5 447
1 33 6 519
1.5 59 6.5 595
2 90 7 676
2.5 126 7.5 762
3 167 8 853
3.5 213 8.5 949
4 264 9 1050
4.5 320 9.5 1156
5 381 10 1267

4:1 FILL SLOPE 4:1 FILL SLOPE

HEIGHT OF HEIGHT OF
FILL AREA FILL AREA
(FT.) (SQ. FT.) (FT.) (SQ. FT.)
0.5 11 5.5 288
1 30 6 326
1.5 51 6.5 367
2 73 7 410
2.5 98 7.5 454
3 125 8 501
3.5 153 8.5 550
4 184 9 600
4.5 216 9.5 653
5 251 10 707
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4:1 BACKSLOPE 4:1 BACKSLOPE

DEPTH OF DEPTH OF
CUT AREA CUT AREA
(FT.) (SQ. FT.) (FT.) (SQ. FT.)
0.5 44 5.5 324
1 73 6 359
1.5 103 6.5 394
2 135 7 430
2.5 170 7.5 467
3 206 8 505
3.5 245 8.5 544
4 285 9 585
4.5 327 9.5 626
5 372 10 668
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MDT Road Design Manual Appendix K – Example Calculations

Example 13-10: Approach Grading – Method 2, Basic Fill Approach Grading

1. Procedure.
a. This procedure uses the mainline cross section that was taken at the centerline of the
approach. Therefore, ensure that the approach is accurately drawn in the cross section.
Method 2 is only appropriate for use on approaches with minimal grading impacts to
mainline grading, and where the approach grading is in a fill section compared to either
existing ground or proposed mainline grading.
b. Steps “c” thru “f” follow the Basic Fill Approach Grading Example, shown below.
c. Measure the fill area between the proposed slopes or existing ground (whichever is
appropriate) and the approach subgrade.
d. Multiply the measured area of fill by the width of the approach and then convert to
cubic yards. This will estimate the volume of the central 24 feet of the approach.
Example fill volume for central 24 feet of approach:
(30.5 sq. ft. x 24.0 ft.)/(27 cu.ft./cu. yd) = 27.1 cu. yds.
e. Estimate the approach fill slope volume by multiplying the height at the mainline ditch
(fill catch) by the length of fill by the slope rate (4:1 = 4), then convert to cu.yds. Using
this method will average both left and right of mainline at the same volume.
Additionally, with this method it is not necessary to make a separate calculation for the
10:1 slopes inside of the clear zone.
Example fill volume for approach slope grading (LT. & RT.):
(1.5 ft. x 37.7 ft. x 4 ft./ft.)/( 27 cu.ft./cu.yd.) = 8.4 cu. yds.
f. Sum the estimated volumes from the approach’s central 24 ft. (from Step “d”) and the
approach slope grading (from Step “e”).
Example total approach fill (EMB.) volume:
27.1 cu.yds. + 8.4 cu.yds. = 35.5 cu.yds.
g. If the grading pay item is Unclassified Excavation (UNCL. EX.), then adjust
(shrink/swell) Embankment (EMB+) quantities in the same manner as done for the
mainline. Make the adjustment when entering quantities into the mainline grading.
The adjusted values for the approach grading quantities obtained from the mainline
grading should be the values entered in the plans (i.e., Additional Grading Summary
Frame & Cross Section Sheets).
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BASIC FILL APPROACH GRADING EXAMPLE

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MDT Road Design Manual Appendix K – Example Calculations

Example 13-11: Topsoil Replacement Quantities

Given: A rural reconstruction project, utilizing unclassified excavation with 20% shrink and with the
following topsoil and seeding quantities:

TOPSOIL & SEEDING

acres square yards
cubic yards

STATION EROSION
TOPSOIL
SEED FERTILIZER CONDITION CONTROL REMARKS
MULCH
SALVAGING SEEDBED BLANKET
& PLACING (LONG-TERM)
FROM TO NO. 1 NO. 2 NO.3 NO. 1 NO. 2
53+81.86 83+00.00 1,450 4.4 2.0 0.2 4.4 2.0 4.6 2.0
83+00.00 113+00.00 2,348 0.2 6.2 2.1 0.2 6.2 2.3 6.2
93+52.02 94+01.48 106 BRIDGE END GRADING EROSION CONTROL
113+00.00 143+00.00 721 0.3 1.0 0.3 1.3
143+00.00 170+19.65 767 5.2 1.5 5.2 6.7 INCLUDES CONNECTION TO PTW

TOTAL 5,286 10.1 8.2 4.8 10.1 8.2 14.9 8.2 106

Problem: Determine the topsoil replacement quantities.

Solution: Topsoil replacement is a grading quantity that is needed to adjust the earthwork on a project to
account for the topsoil that is salvaged from the roadway construction limits prior to the general grading
operation. This material was in place when the project was surveyed and the digital terrain model (DTM)
was created, and is included in the line representing the existing ground to which cut and fill quantities
are measured. The removal of this material prior to grading has the effect of lowering the existing
ground line wherever it is removed, thereby underestimating the amount of embankment needed in fill
sections, and overestimating the amount of material generated from cut sections. For either condition,
embankment material must be added to the earthwork run to account for the topsoil that is removed.
To estimate the amount of embankment required for topsoil replacement, the quantity of topsoil
salvaged needs to be adjusted by the project shrink factor. The Standard Specifications require that the
contractor salvage enough topsoil from within the construction limits to dress the finished slopes with
four inches of topsoil. For this reason, the depth, quality and distribution of the topsoil on the existing
slopes is somewhat irrelevant. Similarly, areas where topsoil is not removed (e.g. Foundation Treatment
areas) do not typically need special consideration when calculating Topsoil Salvaging and Placing
quantities. The Topsoil Salvaging and Placing quantities have already been calculated for this example
and are indicated in the summary frame above. Although the Summary is Topsoil & Seeding, the
quantity splits are intended to aid in calculating topsoil replacement grading quantities, and to show the
distribution of these quantities more uniformly in the mass diagram and earthwork run.
Since grading on this project is measured as Unclassified Excavation, an earthwork run and mass
diagram are developed. The unadjusted quantities of topsoil salvage should be entered into the
earthwork run as point additional embankment quantities for each section, and adjusted according to the
project shrink factor. It isn’t critical whether the “from” or “to” station is used to identify the locations
where these quantities are added in the earthwork run, only that the method used is consistent for the
project.
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MDT Road Design Manual Appendix K – Example Calculations

ADDITIONAL GRADING
cubic yards

STATION INCL. IN ROADWAY

ADD.
REMARKS
UNCL.
UNCL. EXC.
EMB.+
FROM TO EXC.
53+81.86 83+00.00 1,740 TOPSOIL REPLACEMENT
60+91.00 15 230 FARM FIELD APP. RT.
61+78.00 64+63.90 MAILBOX TURNOUT LT.
63+08.00
* 25
* 5 PRIVATE APP. LT.
69+26.00 72+12.00 MAILBOX TURNOUT RT.
70+83.00
* 30
* 80 PRIVATE APP. RT.
78+77.00 15 70 PRIVATE APP. LT.
81+11.44 81+87.56 5 G-RAIL OTS EMB. WIDENING RT.
82+60.65 83+36.77 25 G-RAIL OTS EMB. WIDENING LT.
83+00.00 113+00.00 2,818 TOPSOIL REPLACEMENT
93+25.02 93+50.02 65 G-RAIL BRIDGE APPROACH SECTION WIDENING LT.
93+25.02 93+50.02 10 G-RAIL BRIDGE APPROACH SECTION WIDENING RT.
93+52.02 94+01.48 930 10 BRIDGE END GRADING - SEE DETAIL
94+03.48 94+28.48 25 G-RAIL BRIDGE APPROACH SECTION WIDENING LT.
94+03.48 94+28.48 50 G-RAIL BRIDGE APPROACH SECTION WIDENING RT.
93+87.00 15 DRAINAGE DITCH - SEE BRIDGE END GRADING DETAIL
96+15.98 96+92.10 5 G-RAIL OTS EMB. WIDENING LT.
99+27.00 50 5 PRIVATE APP. LT. - 48' WIDE
101+40.98 102+06.85 45 G-RAIL OTS EMB. WIDENING RT.
102+35.00 80 520 PRIVATE APP. RT.
107+00.00 170 PRIVATE APP. LT.
113+00.00 143+00.00 865 TOPSOIL REPLACEMENT
119+98.88 120+75.00 5 G-RAIL OTS EMB. WIDENING LT.
142+47.25 143+07.74 45 G-RAIL OTS EMB. WIDENING RT.
143+00.00 170+19.65 920 TOPSOIL REPLACEMENT
143+25.00 225 15 FARM FIELD APP. RT. - 12' WIDE
147+95.00 300 FARM FIELD APP. RT. - 12' WIDE
150+75.00 151+51.12 5 G-RAIL OTS EMB. WIDENING LT.
153+30.00 10 2,610 PRIVATE APP. LT. (MT DNRC)
155+79.50 156+55.62 5 G-RAIL OTS EMB. WIDENING RT.
163+66.00 166+50.00 * * MAILBOX TURNOUT LT.

SUBTOTAL ~ ~ ~
Note: # EXCAVATION QUANTITIES-MATERIAL UNSUITABLE FOR ROADWAY EMBANKMENTS

* INCLUDED IN MAINLINE GRADING

Additional discussion: For projects measuring grading as Embankment-in-Place, the entire quantity of
topsoil salvaged is identified on a separate line of the Grading Frame, and identified as “TOPSOIL
REPLACEMENT” in the Remarks column. For these projects, no adjustments to grading are made, and
additional grading items are not included in the earthwork run.