2014 DD Manual Master

DESIGN
DIRECTIVES
WEST VIRGINIA DEPARTMENT OF

TRANSPORTATION
DIVISION OF HIGHWAYS
ENGINEERING DIVISION
November 2014
With updates through May 2021
DD NUMBER DESCRIPTION DD
EFFECTIVE
DATE
SECTION 100 - ADMINISTRATIVE
101 .........................Correspondence ........................................................................06-18-14
102 ........................Shop Drawings and Catalog Sheets ...........................................01-09-09
103 .........................Blank.................................................................................................N/A
104 .........................Pre-Bid Conferences .................................................................01-23-19
105 ........................Specification, Publication, and Material Procedure
Approval Process .....................................................................08-01-19
106 ........................Approval for Patented or Proprietary Products..........................08-21-15
SECTION 200 - COORDINATION/ENVIRONMENTAL
Coordination 200 – 249
200 .........................Project Development Process ...................................................03-30-12
201 .........................Public Involvement Process......................................................06-25-15
202 .........................Field and Office Reviews for Initial Engineering,

Preliminary Engineering and Final Design...............................03-24-14
203 ........................Natural Resources Conservation Service Coordination.............07-01-06
204 .........................Guidance for Use of CPM Schedules for Projects

Under Design ............................................................................05-01-14
205 .........................Guidance for Preparation of Design Reports

And Studies...............................................................................03-30-12
206 ........................Guidance for Location and Design Approvals...........................06-18-14
207 .........................West Virginia Division of Highways “Context

Sensitive Solutions” Policy.......................................................10-26-12
Table of Contents
EFFECTIVE
DATE
Environmental 250 – 299
250 .........................Dust Palliative ...........................................................................07-01-06
251 ........................Temporary Erosion and Sediment Control.................................04-15-21
252 ........................Environmental Mitigation Items ................................................07-01-06
253 .........................Noise Analysis and Abatement Guidelines...............................08-19-11
270 ........................Mussel Surveys and Relocations................................................06-21-11
271 ........................Environmental Project Clearance Submissions .........................11-18-11
SECTION 300 - RIGHT OF WAY/UTILITIES
301 .........................Right of Way Plans ...................................................................1-28-21
302 .........................Hazardous Waste ......................................................................10-01-03
303 .........................Railroad and Utility Involvement .............................................10-01-03
304 .........................Railroad-Highway Grade Crossings .........................................10-17-06
305 .........................Waterline and Sanitary Sewer Relocations ...............................10-01-03
306 .........................Approval Procedure for Water Supply

or Sewer Installations or Relocations........................................03-01-06
307 .........................Access Determination/Resolution.............................................11-01-94
308 .........................Driveways on Division of Highways' Rights-of-Way ..............08-01-03
309 .........................Fence Maintenance Policy on

Controlled Access Highways ....................................................04-03-95
ii
Table of Contents
EFFECTIVE
DATE
310 ........................Utility Status Notes, Non NHS Projects ....................................10-01-03
311 ........................Utility Status Report, NHS Projects...........................................10-01-03
312 .........................Deed Description Preparation for Division

of Highways Property Acquisition............................................10-01-06
313 .........................Asbestos Inspection Reports .....................................................11-14-19
SECTION 400 - SOILS AND GEOLOGICAL DATA
401 .........................Procedure for Core Boring Contracts .......................................07-01-06
402 .........................Soil and Geologic Data .............................................................12-23-05
403 ........................Guide for Design in Cut Sections ..............................................07-01-06
404 ........................Typical Fill Bench and Berm Design.........................................11-01-94
405 ........................Grading Transition Detail ..........................................................02-26-98
406 .........................Earthwork Factors.....................................................................02-26-98
407 ........................Guidelines for Unsuitable Material............................................12-23-05
408 ........................Cascades in Rock Cuts...............................................................03-04-98
409 ........................Geotechnical Inspector...............................................................11-28-06
iii
Table of Contents
EFFECTIVE
DATE
SECTION 500 - DRAINAGE
501 .........................Drainage Manual.......................................................................12-15-08
502 ........................Maximum and Minimum Fill Height Tables for

Various Types Pipe....................................................................08-04-20
503 .......................Selection of Pipe Materials .........................................................04-04-18
504 .......................Design Discharge Determination ................................................07-10-20
505 .......................Ditch Linings ..............................................................................07-10-20
506………………Post Construction Storm Water Management….............................03-10-20
SECTION 600 - DESIGN
Geometric Design 601 - 620
601 .........................Geometric Design Criteria for Rural Highways…....................06-17-20
602 .........................Interchange Ramp Widths.........................................................08-01-03
603 .........................Spiral Curves and Superelevation .............................................10-03-12
604 .........................Non-Freeway NHS RRR Policy ...............................................10-26-12
605 .........................Design Exception Policy...........................................................02-09-17
606 .........................Non-NHS RRR Policy ..............................................................10-26-12
607 .........................Blank.................................................................................................N/A
608 .........................Median and Outside Slopes, Overlay Projects ..........................04-01-04
iv
Table of Contents
EFFECTIVE
DATE
609 .........................Interstate RRR Standards and Guidance...................................10-19-06
610 .........................Geometric Design Criteria for Urban Highways ......................06-18-14
611 .........................Justification for Additional or Revised Access

Points to the Interstate System ....................................................1-28-21
Intersections 621 - 630
621 .........................Intersections (Sight Distance) ...................................................05-16-12
622 .........................Intersections on Rural Divided Highways ................................10-3-12
623 .........................Interchange Contoured Site Grading Plans...............................11-01-94
624 .........................Ramp Terminals........................................................................07-11-12
625 .........................Interchange Warrants ................................................................06-18-14
Bridges 631 - 640
631 .........................Bridge Approaches....................................................................05-12-10
632 .........................Painting or Dismantling Structures, Containment of Debris

Cleaned from Structure and Painting Overspray.......................10-01-03
Pavement 641 - 660
641 .........................Pavement Design Selection Guide............................................06-18-14
642 .........................Use of Subgrade........................................................................10-01-03
643 .........................Use of Aggregates and Filter Fabric .........................................10-01-03
644 .........................Asphalt Pavement .....................................................................02-23-17
v
Table of Contents Effective Date:
September 18, 2019
EFFECTIVE
DATE
645 .........................Rumble Strips in Paved Shoulders............................................03-29-12
646 .........................Pavement Design Guide............................................................04-23-15
647 .........................Life-Cycle Costs Analysis for Pavement Design......................05-30-14
648 .........................Alternate Design and Alternate Bidding of Pavements ............06-15-10
650 .........................Pavement Safety Edge ..............................................................01-10-12
Roadside 661 - 680
661 .........................Safety ........................................................................................08-01-03
662 .........................Guardrail ...................................................................................06-01-17
663 .........................Curb. .........................................................................................09-21-12
664 .........................Median Barrier Warrants ..........................................................06-25-15
665 .........................Cable Barrier.............................................................................11-15-18
Traffic Engineering 681 – 699
681 .........................Work Zone Safety and Mobility ...............................................06-13-14
682 .........................Pavement Markings...................................................................08-01-03
683 .........................Signing ......................................................................................08-01-03
684 .........................Roadway Lighting Design ........................................................08-01-03
685 .........................Drop-Off Guidance ...................................................................03-17-97
686 .........................Temporary Median Crossovers.................................................08-01-03
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Table of Contents
EFFECTIVE
DATE
687 .........................Existing Roads Used as Detours or Haul Roads .......................12-23-05
688 .........................Temporary Barrier ....................................................................07-28-11
SECTION 700 - PLAN PRESENTATION
701 .........................Contract Plan Presentation..........................................................10-1-20
702 .........................Signing and Sealing of Professional Work,

Title Sheet Signature Block ......................................................11-12-20
703 .........................Plan Revision Blocks ................................................................11-01-94
704 .........................General Notes............................................................................11-01-94
705 .........................Quantities ..................................................................................07-10-95
706 .........................Guidelines for Preparation of Project Plans,

Specifications, and Estimates (PS&E) ......................................02-19-16
707 .........................Development of Engineer’s Estimate .......................................02-19-16
708 .........................Guidelines for Development of the

Incentive/Disincentive (I/D) Contract Provision ......................10-01-03
709 .........................Numbering Buildings, Septic Tanks, Wells

or Other Structures....................................................................02-19-16
710 .........................Road User Delay Reduction Methods.......................................08-01-04
711 .........................Guidance for Evaluation of Contractor Bids ............................02-19-16
712 .........................Urban Design Considerations ...................................................05-12-10
vii
Table of Contents Effective Date:
March 10, 2020
EFFECTIVE
DATE
SECTION 800 - MISCELLANEOUS
801 .........................Uniform Terminology for Route Identification ........................05-13-96
802 ........................Traffic Sketch Map ...................................................................06-30-14
803 .........................Determination of Contract Completion Date ............................09-18-13
804 .........................Funding Source Identification Signs.........................................03-10-20
805 .........................Use of Corporation Lines..........................................................03-16-06
806 .........................Policy for Installation of Screening

on Highway Overpasses............................................................11-01-94
807 .........................Appalachian Highway Projects

Preferential Use of Wood Posts ................................................11-01-94
808 .........................Climbing Lanes.........................................................................11-01-94
809 .........................Field Offices..............................................................................02-08-17
810 .........................Photogrammetric Mapping and Aerial Photography ................09-01-03
811 .........................Accessibility Standards, Curb Ramps and Sidewalks...............01-23-17
812 .........................Salvage Value of Materials .......................................................02-06-96
813 .........................Bicycle/Pedestrian Accommodation .........................................09-30-13
814 .........................On the Job Training ..................................................................02-24-16
815 .........................Guide for Erecting Mailboxes Along State Highways..............03-28-12
816 .........................Value Engineering ....................................................................08-02-13
817 .........................Minor Preventive Maintenance .................................................12-02-13
820 .........................Development and Writing of Specifications .............................12-23-05
viii
WEST VIRGINIA DEPARTMENT OF TRANSPORTATION
DESIGN DIRECTIVE
DD-101
CORRESPONDENCE
June 18, 2014
This Design Directive will describe the West Virginia Department of Transportation,
Division of Highways’ policy on "Correspondence".
The following procedures have been established for the addressing and subject reference
information for all correspondence prepared by West Virginia Division of Highways Responsible
Divisions, and all letters prepared by Consultants for submission to the Division of Highways.
Attachment
1 of 6 101 names and addresses updated 8-24-18.pdf

DD-101
CORRESPONDENCE
I. All correspondence pertaining to Engineering Agreements/Project Submittals and work

thereunder shall be addressed as follows:
For letters dealing with administrative and technical matters,
Original copy to:
Manager: "Responsible Division"*

Address: "Responsible Division"*
Additional copies to:
Mr. C. Elwood Penn IV, P.E.

Director, Planning Division
West Virginia Department of Transportation
Division of Highways
Building Five, Room A-740
1900 Kanawha Boulevard, East
Charleston, WV 25305-0430
and
Eva M. Melancon, P.E.

Director - Programming Division
Building 5, Room A-450
Charleston, West Virginia 25305
These copies are to be mailed directly to the addressee.
*NOTE: A listing of "Responsible Divisions", with their associated addresses, is contained in

Appendix A of this Directive.

DD-101
II. All letters prepared by West Virginia Division of Highway Responsible Divisions, and all
letters prepared by Consultants for submission to the Division of Highways, shall have a
subject reference which shall contain the following information:
A. Project Number (State and Federal where applicable),
B. Route Number (and Bridge Number where applicable),
C. Description of Project and Section or Contract Number, if applicable,
D. Subject of Letter (condensed), and
E. County or Counties in which project is located.
Item A shall be the project number for engineering as programmed by the Division and shown
on the Engineering Agreement. If the letter has particular reference to other phases of
work, e.g., right of way or construction, these project numbers may also be shown
following the engineering number but shall be properly identified by "Construction" or
"Right of Way."
Item B will be the route number as designated by the Division on Interstate Projects, the
project number renders sufficient identification of route so that no further clarification is
needed on all but Interstate Projects.
Item C shall give the description name of the project or project termini, i.e. US 52 Location
and Design Studies, or Greenbrier Street Lighting.
Item D shall give the subject of the letter, i.e. Drainage.
Typical presentation is shown as follows:
Mr. Raymond J. “R.J.” Scites, P.E.

Director, Engineering Division
1334 Smith Street
State Project S325-250-6.22

Federal Project BRF-0250(036)
Watson Bridge Replacement
Supplemental Agreement #1
Marion County

DD-101
APPENDIX A
Division Address
Contract Administration Division Mr. Jason Boyd, P. E.

Director, Contract Administration Division
Building 5, Room 840
Charleston, West Virginia 25305-0430
Engineering Division Mr. Raymond J. “R.J.” Scites, P. E.

Director, Engineering Division
1334 Smith Street
Materials Control, Soils Mr. Ron L. Stanevich, P. E.

& Testing Division Director, Materials Control, Soils
& Testing Division
190 Dry Branch Road
Operations Division Mr. Jacob M. Bumgarner, P. E.

Director, Operations Division
Planning Division Mr. C. Elwood Penn IV, P. E.

Director, Planning Division

DD-101
Division Address
Programming Division Eva M. Melancon, P.E.

Director - Programming Division
Building 5, Room A-450
Right of Way Division Mr. Ward Lefler

Director, Right of Way Division
Traffic Engineering Division Mrs. Cindy L. Cramer, P. E.

Acting Director, Traffic Engineering Division

DD-101
DISTRICT ADDRESSES
DISTRICT ONE DISTRICT SIX

Travis Knighton, P.E. Tony E. Clark, P. E.
District Engineer/Manager District Engineer/Manager
West Virginia Department of Transportation West Virginia Department of Transportation
Division of Highways Division of Highways
District 1 District 6
1340 Smith Street 1 DOT Drive
Charleston, West Virginia 25301 Moundsville, West Virginia 26041
DISTRICT TWO DISTRICT SEVEN

Mr. Scott Eplin Brian K. Cooper, P.E.
Post Office Box 880 Post Office Drawer 1228
Huntington, West Virginia 25712-0880 Weston, West Virginia 26452
DISTRICT THREE DISTRICT EIGHT

Justin B. Smith, P. E. James Rossi, P.E.
624 Depot Street Post Office Drawer 1516
Parkersburg, West Virginia 26101 Elkins, West Virginia 26241
DISTRICT FOUR DISTRICT NINE

Michael Cronin, P.E. Steven B. Cole, P. E.
(Acting) District Engineer/Manager District Engineer/Manager
Post Office Box 4220 146 Stonehouse Road
Clarksburg, West Virginia 26302-4220 Lewisburg, West Virginia 24901
DISTRICT FIVE DISTRICT TEN

J. Lee Thorne, P. E. Joseph M Pack, P.E.
District Engineer/Manager (Acting) District Engineer/Manager
Post Office Box 99 270 Hardwood Lane
Burlington, West Virginia 26710 Princeton, West Virginia 24740

DESIGN DIRECTIVE
DD-102
SHOP DRAWINGS AND CATALOG SHEETS
January 9, 2009
Shop drawings and catalog sheets are required for all items of work that are not sufficiently
detailed on the contract plans to construct in the field or shop.
There are two shop drawing and catalog sheet approval methods. One is the “Contractor
approval method” and the second is the “Division approval method”. The attached flow charts
show these two methods and indicate the routing method which is to be used for shop drawings or
catalog sheets.
Items of work referenced to the "Standard Detail Book Volume 1, Drainage, Guardrail, Pavement,
Fence, and Markers," "Standard Details Book, Volume II Signing, Signals, Lighting and Marking,"
or Standard Details added to the plans do not require the submittal of shop drawings unless a note is
shown on the plans that modifies them or the contractor proposes a modification. If shop drawings
are required for items in these Standard Details Books, they should be submitted according to the
“Contractor approval method.” If a vendor wishes to submit shop drawings for “blanket” approval
the “Division approval method” is to be used and the review drawings are to be sent to the
responsible Division with a letter of requests stating their intention.
When shop drawings are to be approved by the Division the attached approval note or stamp
shall be used by all the Divisions of the West Virginia Department of Transportation, Division of
Highways, in approval of shop drawings or catalog sheets which are checked by that Division. All
Consultants working for the Division and approving shop drawings for the Division should use this
stamp unless they have been advised by their attorney to use slightly different wording.
A catalog sheet is required when a manufactured item is identified on the plans by trade name
or generic description and the item has no further testing or inspection specified.
Each submission shall have each sheet stamped and signed. All sheets of a revision to shop
drawings shall be stamped and signed.
The Division shall verify that each copy of each page/sheet is signed by the same engineer,
contains the same date and has the appropriate certification. If this requirement can be verified then
the Division shall distribute the approved drawings. If these requirements can not be verified then
the drawings shall be rejected and returned to the appropriate certifier for correction.
The following special provisions are required for all projects 101.99, 105.2, 603.4.1, 603.4.3,
603.4, 615.2, 615.2.2, 615.5, 615.6, 622.4 and 625, dated July 27, 2007.
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DD-102
Division approval method
The “Division approval method” is to be used on all major structural items that are to remain
in place after the construction project has been completed. The following is a list of item classified
as major structural items.
Bridge Girders or Box Beams (except standard Adjacent Concrete Box Beams
shown in the Standard Detail Book Volume 3)
Permanent Cross Frames
Diaphragms
Bridge Bearings (except “Elastomeric bearings” less than 4 inches in total thickness)
Expansion Dams (except “Strip Seals”)
Precast Box Culverts that are not shown in the standard design tables in the
AASHTO specifications.
Lighting Items
Signal Items
Sign Items (Including Lighting and Structures)
Traffic Control Plans
Value Engineering Plans
MSE Walls exceeding 10 feet in height
Architectural Items
Building Facility Items (i.e. Maintenance Building, Rest Area Building, ect.)
Pipes over 108 Inches in diameter
Manholes greater than 20 feet in depth
Inlets greater than 20 feet in depth
Junction Boxes with more than 20 feet of cover or larger than 15 feet in any
direction.
Main Critical items in Special Complex Structures (i.e. Cable Stay Bridges,
Suspension Bridges, Segmental Concrete Bridges, Tied Arch Bridges, ect.)
Other Items as indicated in the Contract Documents
The Division has 14 calendar days from the date received to review, approve or reject the
Contractors submission of plans.
The Division has 7 calendar days from the date received to verify and distribute the approved
plans.
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DD-102
Contractor approval method
The Contractor approval method is to be used on items of work that are minor structural
items, miscellaneous items or temporary items of work and shall be used on all items not listed
under the “Division approval method.” The contractors’ means and methods for construction are
also included in the Contractor approval method.”
The Contractors’ authorized representative may sign and approve catalog sheets when the
item on the catalog sheets is identical in every way to the item identified in the approved contract
plans. If the item is not identical then the catalog sheets must be signed by a Professional Engineer
Registered in the State of West Virginia
The Division has 7 calendar days from the date received to verify and distribute or reject the
Contractor approved plans.
The Division shall conduct periodic audits of the “Contractor Approval Method” to ensure
adequacy of the contractor approved drawings and the approval process. In no way shall this audit
delay the contract or the verification and distribution of the plans.
Attachment
3 of 8
FLOW CHART FOR DIVISION APPROVED SHOP DRAWINGS AND CATALOG SHEETS
Supplier / Contractor Uses Applicable Route (Dependent Upon Designer)
Contractor / Supplier
Submit plans for review and approval
Consultant *Division District
2 Copies to *Division 3 Copies to District (Designer)

2 Copies to Consultant
(Designer) who recommends approval
1 Copy to Supplier with comments, approval, or other

contact with Supplier then uses applicable route
Revises plan and resubmits or submits copies as indicated below for distribution
4 of 8
Consultant *Division/ District
10 Copies** to Consultant who stamps, signs 9 Copies** to *Division/ District who stamps, signs and
and forwards 9 copies forwards
*Division/ District
Verifies that drawings are stamped, signed and
then distributes
MCS&T - 3 Copies Responsible Division – 2 Copies Supplier - 1 Copy (Include 1

Contractor -
(Includes 3 copies of Control (1 Copy to Designer Copy of Control Plan sheets if District – 2 Copies
1 Copy
Plan sheets if appropriate) 1 Copy to microfilm) appropriate)
*RESPONSIBLE DIVISION - Engineering Division and/or Traffic Engineering Division.
**For prestressed concrete beams include 4 copies of supplemental control plan sheets.
DD-102
DD-102
DIVISION APPROVAL STAMP FOR SHOP DRAWING OR CATALOG SHEETS
SHEETS of
APPROVED FOR GENERAL CONFORMITY

TO PLANS AND SPECIFICATIONS. DETAIL
DIMENSIONS AND QUANTITIES NOT
COMPLETELY CHECKED. CONTRACTOR'S
FULL RESPONSIBILITY IS IN NO WAY
RELIEVED BY THIS APPROVAL.
DATE SIGNATURE
(Name)
5 of 8
FLOW CHART FOR CONTRACTOR APPROVED SHOP DRAWINGS AND CATALOG SHEETS
Submit 9 copies** of
stamped “approved”, and
signed drawings per
Specification Section
105.2.1
6 of 8
*Division / District
Verifies that drawings are
properly certified and signed
then distributes
PM - 3 Copies (includes Responsible Division – 2 Supplier - 1 Copy District - 2 Copies

3 copies of Control Plan Copies (include 1 copy of
Contractor -
sheets if appropriate) Control Plan sheets if
(1 Copy to Designer
1 Copy appropriate)
1 Copy to microfilm)
*RESPONSIBLE DIVISION - Engineering Division and/or Traffic Engineering Division.

**For prestressed concrete beams include 4 copies of supplemental Control Plan sheets.
DD-102
DD-102
CONTRACTOR APPROVAL CERTIFICATION FOR SHOP DRAWING SHEETS
I do hereby certify (P. E. SEAL NOT TO BE USED) that the details, materials, methods,
and dimensions shown on this document meet the requirements for general arrangement and
comply with the contract documents provided by the West Virginia Department of
Transportation, Division of Highways for this project.
This certification by the Contractor in no way shall relieve the Manufacturer, Supplier,
Fabricator or Sub Contractor of their full responsibility for the product or service provided.
________________________ ___________ _______

Name Reg. No. Date
7 of 8
DD-102
CONTRACTOR APPROVAL CERTIFICATION FOR CATALOG SHEETS
APPROVAL CERTIFICATION FOR CATALOG SHEETS WHEN AN

ENGINEER IS THE APPROVING AGENT
I do hereby certify that this product complies with the contract documents
provided by the West Virginia Department of Transportation, Division of
Highways for this project.
This certification by the Contractor in no way shall relieve the
Manufacturer, Supplier, Fabricator or Sub Contractor of their Full Responsibility
for the product or service provided.
________________________ ___________ _______

Name Reg. No. Date
APPROVAL CERTIFICATION FOR CATALOG SHEETS WHEN

CONTRACTORS’ AUTHORIZED REPRESENTATIVE IS THE
APPROVING AGENT
I do hereby certify that this product complies with the contract documents
provided by the West Virginia Department of Transportation, Division of
Highways for this project and is the identical item shown in the approved plans.
This certification by the Contractor in no way shall relieve the
Manufacturer, Supplier, Fabricator or Sub Contractor of their Full Responsibility
for the product or service provided.
________________________ ___________ _______

Name Title Date
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DD-104

DESIGN DIRECTIVE
DD-104
PRE-BID MEETINGS
January 23, 2019
SUPERSEDES July 1, 2006
This Design Directive outlines the procedure that has been accepted by the Division
for the requesting and scheduling of pre-bid meeting. The criteria used to establish the need
for a pre-bid meeting are listed below:
1. Projects that consist of unique design, construction procedure, or new
technology with which the contractors may not be familiar.
2. Projects where it is felt that commitments made by the Division of Highways,
with respect to environmental issues, other agency issues, local issues, etc.,
need to be stressed or explained to the contractors.
3. Projects that are felt to be complex in nature with respect to coordination with
utilities and other contractors that will be working in the area. This may include
those projects that have numerous intermediate completion dates.
4. Projects which have a contract completion date which may require
extraordinary efforts such as working around the clock, multiple equipment
spreads, non-traditional work during winter months, etc.
Request for Mandatory Pre-bid Meeting

Prior to the PS&E submission, the Project Manager must submit via e-mail a mandatory
pre-bid meeting request to the Deputy State Highway Engineer – Development and
Construction, for approval. The request should include the reason for the pre-bid meeting and
the suggested meeting location. Include the following e-mail subject “Request for Mandatory
Pre-bid Meeting, Contract ID, Project Name” and include courtesy copy e-mail to the Director
of the Division or the Engineer/Manager of the District requesting the mandatory pre-bid
meeting.
Scheduling Approved Mandatory Pre-bid Meeting

Once approved, Contract Administration will work with the Project Manager to
schedule the mandatory pre-bid meeting. The mandatory pre-bid meeting should be held at
least three weeks prior to the scheduled letting date. Contract Administration will add pre-bid
meeting details to the proposal and Bidx.
1 of 6
DD-104
Mandatory Pre-bid Meeting

The originating Division/District is in charge of facilitating the pre-bid meeting. The
Design Project Manager, with assistance from the District or Regional Construction Engineer,
will lead the meeting. They are responsible for: presenting the reason for the pre-bid meeting,
answering questions, recording notes, and collecting contact information from attendees of the
meeting. Prospective bidders shall be represented by a bona fide employee of that firm.
At the conclusion of the meeting, and within 24 hours, the completed sign-in sheet
(blank copy attached) shall be e-mailed to the Contract Administration Division at this e-mail
address: DOHContractProcure@wv.gov using the following subject: Mandatory Pre-bid Sign
in Sheet, Contract ID, Call Number, Letting Date
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DD-104
DATE: MANDATORY PRE-BID MEETING SIGN IN SHEET
State Project Number: Federal Project Number: County, WV
Contract ID: Call No. Letting Date:
NAME ORGANIZATION/COMPANY PHONE NUMBER E-MAIL
NOTE 1– A copy of the sign-in sheet must be e-mailed to Contract Administration Division at: DOHContractProcure@wv.gov
using the following subject: Mandatory Pre-bid sign in sheet, Contract ID, Call Number, Letting Date.
NOTE 2– A representative of a prospective bidder must be bona fide employee of that firm.
DD-104
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DD-104
SUGGESTED AGENDA
Mandatory Pre-Bid Meeting
State Project [number] [name of project]

Federal Project [number] [county] County
[date and time of meeting]
[location of meeting (e.g. dist. HQ address & rm #, Bldg 5 & rm #, on-site & address or
coordinates)]
Circulation of sign-in sheet(s)
Introduction of DOH Personnel [meeting chair, design project manager, construction engineer, right-
of way personnel, environmental coordinator, others]
Introduction of Consulting Engineer and Quality Assurance Manager, if any
Announcement of Other Agencies in Attendance [if any, e.g. DNR, DEP, SHPO, FHWA, USFS,
FWS]
General Remarks [see next page]
Brief Summary of the Project [Explain what it is that makes this project unique enough to warrant a
mandatory pre-bid meeting.]
Environmental [cover any environmentally sensitive issues, areas, or commitments]
Asbestos Inspections/Reports [cover any significant/special issues]
Permits [404, NPDES, Forrest Service, others]
Right-of-way [cover any significant/special issues]
Utilities/Railroad [cover any significant/special issues]
Project Specific Special Provisions [mention each one, briefly address why it is needed]
Special Details [mention each one, briefly point out what makes it different from any
corresponding/similar standard detail]
Waste and Borrow Sites [mention any DOH mandated sites, or restrictions on contractor selected sites]
Plan Revisions as Part of an Upcoming Amendment [cover any known revisions]
Completion Date
Questions
NOTE: All questions not answered today may be re-asked through the Question and
Answer feature of BidX. All future questions must also be submitted through BidX.
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SUGGESTED
PRE-BID MEETING GENERAL REMARKS
This meeting is strictly informal. No official minutes of this meeting will be taken.
The purpose of this meeting is to give the DOH the opportunity to emphasize and illuminate
important aspects of the project and to allow you, the prospective bidders, an opportunity to
make comments or ask questions concerning the contract documents.
Any comments or questions which necessitate a change in the contract documents will be
incorporated into an amendment. If the response to any comment or question does not appear in
the amendment, then the bidder should bid the plans as they are amended. Any amendments
should be posted to BidX one week prior to bids.
A sign-in sheet is currently going around the room. IF YOU REPRESENT A PROSPECTIVE
BIDDER, BE SURE THE NAME OF THE BIDDER YOU REPRESENT IS SHOWN ON THE
SIGN-IN SHEET. A BIDDER’S REPRESENTATIVE MUST BE A BONA FIDE EMPLOYEE
OF THAT FIRM.
A copy of the sign-in sheet will be available on BidX in the next few days.
The letting date for this project is _________________________________.
Any questions not asked or answered here, may be asked/answered at the Question and Answer
feature of BidX.
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Pre-bid Meeting Suggested Attendees
The reason/need to have a mandatory pre-bid meeting is because some aspect of the project is
unique compared to most other projects. There may be a commitment in a court settlement, an
agreement with the town council, unusual environmental commitments, severe right-of-way
constraints, new or high-tech construction techniques required. The list of possible reasons for a
pre-bid meeting is large. But, just because a meeting is called for one purpose, does not mean
the prospective bidders will not ask questions about topics unrelated to the prime reason for the
meeting. The chair of the meeting must have experts in many aspects of the project available or
be prepared to answer the questions him/herself. It is also important that the DOH’s project
developers communicate well with the DOH’s project constructors.
Attendees should include (as applicable):

Design Project Manager – the Design PM is usually the chair,
Primary Roadway Designer (DOH or Consultant),
Primary Structure Designer (DOH or Consultant),
Construction Project Engineer or Quality Assurance Manager,
Area/District/Regional Construction Engineer, as appropriate, and all three may be appropriate,
Traffic Engineering Division Representative(s) or District Traffic Engineer,
Environmental Section Representative(s)/ Environmental Coordinator,
Right-of-way Section/Division Representative(s),
Utilities Section/Unit Representative(s),
Equal Employment Opportunity Division representative(s),
Federal Highway Administration Area Engineer,
State/Federal regulatory agency representative(s),
Any other person who is particularly knowledgeable about the features of the project that make
the project singularly unique,
Any other person the meeting chair believes might be needed at the meeting.
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DESIGN DIRECTIVE
DD-105
SPECIFICATION, PUBLICATION, AND MATERIAL PROCEDURES APPROVAL
August 1, 2019
Supersedes February 12, 2009
This Design Directive outlines the procedure that has been accepted by the Division for
preparing and processing proposed Specifications and Special Provisions, Publications, and
Material Procedures for approval.
10. Specifications
The general processing of Specifications and Special Provisions is administered through

the Contract Administration Division by the Specification Engineer.
Standard Specifications will be issued periodically as the need dictates. Supplemental
Specifications to accompany the Standard Specifications are issued annually on January 1st and
are effective on all projects let to contract thereafter. Each new Supplemental Specification
replaces the previous one and incorporates changes from all previous supplemental
specifications.
A searchable version of the Standard Specifications book and Supplemental
Specifications is available from the Specifications webpage, located online at
http://transportation.wv.gov/highways/contractadmin/specifications/
10.1 Procedure for Processing Specification Changes
Permanent specifications changes to the Standard Specifications or Supplemental

Specifications should be submitted electronically to DOHSpecifications@wv.gov by the
‘champion’. The originating Division will prepare the specification changes in a format
conforming to Design Directive 820. A brief overview of the item and background information
with reason for the changes should accompany the request.
The Specifications Engineer will review all recommendations received and transmit to
the Specifications Committee for action. The champion should attend all committee meetings
pertaining to their respective specification. A proposed specification must be presented at two
committee meetings before it can be recommended or rejected by the Specifications Committee.
10.2 Procedure for Processing Special Provisions for Individual Projects
There may be a need to use an innovative product or an experimental procedure to

address unique demands of a project. Often, these items are not covered by existing
specifications, so they may require new or modified specifications to describe their material
requirements, construction requirements and payment. Special Provisions (SPs) are written to
address these situations.
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Before drafting a SP, check with the Specifications Engineer (or ProjectWise folder:
Approved Project Specific Provisions (PDF)) to determine if a SP already exists that meets the
needs of the project.
SPs are processed as outlined above in 10.1. In general, the originating Division should
submit proposed SP at least six months prior to their project’s PS&E submission. This provides
adequate time to process and resubmit any changes that may be requested by the committee.
When time does not permit this procedure, the following procedures should be followed:
a. The originating Division will prepare the draft Special Provision in a format
conforming to Design Directive 820, coordinating with the Contract
Administration Division, Specifications Engineer for review, comment,
assignment of an appropriate section number and/or pay item number.
b. The originating Division will secure the approval of the Applicable Deputy State
Highway Engineer and the Federal Highway Administration as appropriate for
that project. The approval of the Special Provision would only apply to the
specific project. The submission for approval shall follow Design Directive 202
and may only encompass the PS&E package for advertising the project.
There are Project Specific Special Provisions that require management approval prior to their
use on projects. These are listed in ProjectWise subfolder title “Requires Management
Approval”. The Project Manager shall provide justification of why SP is needed to the Deputy
State Highway Engineer – Construction & Development for approval.
10.3 Specifications Committee
The Specifications Committee review and recommend actions to proposed Specifications

and Special Provisions. The committee meets on call by the Specifications Engineer with
regular meetings scheduled every other month and follow the Open Government Meeting Act.
Details of this act are available at: https://ethics.wv.gov/openmeetings/Pages/default.aspx.
The Specifications Committee consists of voting and non-voting members who provide
expertise to review and recommend action of the proposed Specifications and Special Provisions.
The committee requests comments on the provisions in the meeting agenda; and review/discuss
them during the meeting. The committee meeting agenda will designate the items that are up for
approval and dependent upon comments/discussion/changes the Specifications Engineer has the
right to call for a vote on the final version.
The voting members consist of one representative from each of the following Divisions:
 Engineering Division
 Materials Control, Soil and Testing Division
 Traffic Engineering Division
 Maintenance Division
 Contract Administration Division
A quorum of 3 voting members must exist for the meeting to be valid. A majority of the
present voting members is required to pass the proposed item. The Specifications Engineer
shall have the authority to cast the deciding vote when a tie occurs. All approved specification
changes will be sent to FHWA for comment and concurrence.
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The non-voting members consist of one or more representatives from the following
agencies: Federal Highway Administration, Contractors Association of West Virginia, ACEC –
WV, Asphalt Pavement Association of West Virginia, American Concrete Pavement
Association, Builders Supply Association of West Virginia, various vendors, and anyone from
the Division or Industry that has knowledge of the specifications being discussed.
10.4 Coordination of Specifications, Special Provisions, and Project Plans
The Specifications, Supplemental Specifications, Special Provisions, and project plans

are essential parts of the Contract; and a requirement occurring in one is as binding as though
occurring in all. In case of discrepancy, Supplemental Specifications will govern over
Specifications; Plans will govern over Specifications and Supplemental Specifications; Special
Provisions will govern over Specifications, Supplemental Specifications, and Plans as prescribed
in Section 105.4 of the Standard Specifications. Below is a graphic display of the hierarchy of
contract documents; where the items shown above, govern over items below it.
Project plans or plan notes should not be used to change specifications. The procedure
outlined in this Design Directive should be utilized when this is necessary.
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20. Publications
The general processing of Publications is administered through the Technical Section of

the Engineering Division by the Standards/Publications Unit Leader.
Publications will be issued periodically as the need dictates. Each revised Publication
supersedes the previous one and incorporates changes from all previous Publications.
Publications are available in electronic format on the Division of Highways’ Engineering
Division Publications webpage, located online at
https://transportation.wv.gov/highways/engineering/Pages/publications.aspx.
20.1 Procedure for Processing Publication Changes
Proposed changes to any of the Division of Highways’ Publications should be submitted

electronically to the Engineering Division’s Standards/Publications Unit Leader. The originating
Division will prepare the Publication changes in a format conforming to that particular
Publication. A brief overview of the Publication and background information with reasons for
the changes should accompany the request.
The Standards and Publications Unit Leader will review all recommendations received
and transmit them to the Publications Committee for action. A proposed Publication or
Publication revision must be presented at two committee meetings before it can be recommended
or rejected by the Publications Committee, unless considered by the committee to be a minor
change.
20.2 Publications Committee
The Publications Committee will review and recommend actions to proposed

Publications/Publication revisions. The committee meets on call by the Standards/Publications
Unit Leader with regular meetings scheduled every other month (and as needed) and follow the
Open Government Meeting Act. Details of this act are available at:
https://ethics.wv.gov/openmeetings/Pages/default.aspx.
The Publications Committee consists of voting and non-voting members who provide
expertise to review and recommend action of the proposed Publications/Publication revision.
The committee requests comments on the Publications/Publication revisions in the meeting
agenda; and reviews/discusses them during the meeting. The committee meeting agenda will
designate the items that are up for approval and dependent upon comments/discussion/changes
the Standards/Publications Unit Leader has the right to call for a vote on the final version.
The voting members consist of one representative from each of the following Divisions:
 Engineering Division
 Materials Control, Soil and Testing Division
 Traffic Engineering Division
 Maintenance Division
 Contract Administration Division
A quorum of 3 voting members must be present for the meeting to be valid. A majority
of the present voting members is required to pass the proposed item.
. The Standards and Publications Unit Leader shall have the authority to cast the
deciding vote when a tie occurs.
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Association, Builders Supply Association of West Virginia, various vendors, and anyone from
the Division or Industry that has knowledge of the Publications being discussed.
30. Material Procedures
The Material Procedures (MP) are updated on a four (4) year cycle unless the need
dictates otherwise, as determined by the Materials Control Engineer who is the Chairperson of
this committee. This person is referred to as “Chairperson” throughout the rest of this section.
The MP Committee shall be modeled after AASHTO’s Committee on Materials and Pavements
(COMP); specifically, how this committee reconfirms various AASHTO procedures and
processes. The Chairperson is the default Champion for the updating of these MPs, though the
Chairperson may assign a Champion for a particular MP or accept a volunteer Champion.
A new MP may also be submitted by a Champion to the Committee.
30.1 Material Procedures Committee
The Material Procedures Committee consists of voting and non-voting members who
provide expertise to review and recommend action on the proposed additions or changes.
The Material Procedures Committee meets on call by the Chairperson with regular
meetings usually scheduled on a four (4) to eight (8) week basis.
A quorum of 3 voting members must exist for the meeting to be valid. A majority of
present voting members at any meeting shall be required for approval. The Chairperson shall
have the authority to cast the deciding vote when a tie occurs.
The voting members consist of one (1) representatives from the following:
 Engineering
 Materials Control, Soil and Testing
 Traffic Engineering
 Maintenance
 Contract Administration
Association, Builders Supply Association of West Virginia, Various Venders, and anyone from
the Division or Industry that has knowledge of the MP being discussed.
30.2 Procedure for Adding a New MP
All proposals are to be submitted by the Champion to the Chairperson. The purpose for
the changes or reason(s) for the new MP should accompany the request. These changes shall be
submitted within fourteen (14) calendar days prior to the next meeting to be considered at the
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meeting. The Champion must be present for all meetings pertaining to their respective MP or the
MP will be pushed back to the next meeting that the Champion can be present. This requirement
can be waived at the discretion of the Chairperson.
A proposed MP must be presented at two (2) Committee Meetings before it can be
recommended or rejected by the Committee. All Committee members must receive a copy for
comment fourteen (14) calendar days in advance of the meeting. These comments should be
returned to the Chairperson seven (7) calendar days prior to the Committee meeting to give the
Champion time to review them.
If a proposed MP is designated as minor or inconsequential in its intent, only one (1)
Committee Meeting will be required for a vote of recommendation or rejection. Any voting
member, or the FHWA representative may veto this designation as minor or inconsequential.
30.3 Procedure for Changing an Existing MP
A proposed MP change must be presented by the Champion at Two (2) Committee

meetings before the MP can be recommended or rejected by the Committee. All Committee
members should receive a copy of the MPs on the agenda for comment fourteen (14) calendar
days in advance of the meeting. These comments should be returned to the Chairperson seven
(7) calendar days prior to the Committee meeting to give the Champion time to review them.
If a proposed MP change is designated as minor or inconsequential in its intent, only one
(1) Committee meeting will be required for a vote of recommendation or rejection. Any voting
member, or the FHWA representative may veto this designation as minor or inconsequential.
30.4 Procedure for Submission of Recommended Approvals
Pending the recommendation for approval from the committee, the Chairperson will
forward the Provisional MP through the chain of command to FHWA.
A minor or inconsequential MP will not require the approval of FHWA, but will be
forwarded through the chain of command at the DOH for approval. The FHWA representative
for the MP Committee Meeting shall be given a chance to veto the minor or inconsequential
status of the MP.
Upon receiving comment and approval by FHWA (if applicable), the updated or new MP
will be published on the MCS&T webpage and be distributed to District Materials Supervisors
and other interested parties.
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DESIGN DIRECTIVE
DD-106
APPROVAL FOR PATENTED OR PROPRIETARY PRODUCTS
August 21, 2015
This document provides general information and guidance regarding how to obtain
approval to use a patented or proprietary product on Federal-Aid construction projects let to
bid by the West Virginia Department of Transportation, Division of Highways. It is to be a
reference for DOH employees in disciplines such as design, construction, traffic engineering,
utilities, right of way, and environmental.
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10. INTRODUCTION
(Note: most of the following has been quoted directly from the FHWA website).
The FHWA regulation in 23 CFR 635.411, "Material or Product Selection" prohibits the
expenditure of Federal-aid funds on a Federal-aid highway project "for any premium or royalty on
any patented or proprietary material, specification, or process" (referred to hereafter as "proprietary
product"), unless specific conditions are met. This regulation is intended to ensure competition in
the selection of materials, products, and processes while also allowing the opportunity for innovation
where there is a reasonable potential for improved performance.
20. DEFINITION OF PATENTED OR PROPRIETARY PRODUCTS
A Patented or Proprietary Product is a product, specification, or process identified in the

plans or specifications as a "brand" or trade name (e.g. 3M, Corten). However, it may also be a
product so narrowly specified that only a single provider can meet the specification. A proprietary
product must meet one of the conditions listed under 23 CFR 635.411(a) or (c) for Federal funds to
participate in its use on a Federal-aid highway construction project. For purposes of this guidance,
any reference to "proprietary product” shall mean "patented or proprietary product.”
30. POLICY
The following was taken from “CFR § 635.411 Subpart D - General Material Requirements.
Material or product selection” and defines the Federal Highways Administration’s policy regarding
patented or proprietary materials. This will be considered the West Virginia Department of
Transportation, Division of Highways’ policy.
a) Federal funds shall not participate, directly or indirectly, in payment for any premium or
royalty on any patented or proprietary material, specification, or process specifically set
forth in the plans and specifications for a project, unless:
(1) Such patented or proprietary item is purchased or obtained through

competitive bidding with equally suitable unpatented items (a minimum
of three competing, equally suitable unpatented items should be listed in
the plans as alternates if possible – see Item 30 (b) below for more
requirements); or
(2) The State transportation department certifies either that such patented or
proprietary item is essential for synchronization with existing highway
facilities, or that no equally suitable alternate exists; or
(3) Such patented or proprietary item is used for research or for a distinctive
type of construction on relatively short sections of road for experimental
purposes. If certification is for experimental purposes, then an
Experimental Work Plan must be developed and submitted to FHWA.
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A sample Experimental Work Plan is available at the following FHWA

web address:
http://www.fhwa.dot.gov/construction/contracts/pnpapprovals/samplewp
.cfm, and a sample Division of Highways’ Work Plan is attached to this
DD.
b) When there is available for purchase more than one nonpatented, nonproprietary material,
semifinished or finished article or product that will fulfill the requirements for an item of
work of a project and these available materials or products are judged to be of
satisfactory quality and equally acceptable on the basis of engineering analysis and the
anticipated prices for the related item(s) of work are estimated to be approximately the
same, the PS&E for the project shall either contain or include by reference the
specifications for each such material or product that is considered acceptable for
incorporation in the work. If the State transportation department wishes to substitute
some other acceptable material or product for the material or product designated by the
successful bidder or bid as the lowest alternate, and such substitution results in an
increase in costs, there will not be Federal-aid participation in any increase in costs.
c) A State transportation department may require a specific material or product when there
are other acceptable materials and products, when such specific choice is approved by the
Division Administrator as being in the public interest. When the Division
Administrator's approval is not obtained, the item will be nonparticipating unless bidding
procedures are used that establish the unit price of each acceptable alternative. In this
case, Federal-aid participation will be based on the lowest price so established.
d) Reference in specifications and on plans to single trade name materials will not be
approved on Federal-aid contracts.
e) In the case of a design-build project, the following requirements apply: Federal funds
shall not participate, directly or indirectly, in payment for any premium or royalty on any
patented or proprietary material, specification, or process specifically set forth in the
Request for Proposals document unless the conditions of paragraph (a) of this section are
applicable.
f) State transportation departments (State DOTs) shall have the autonomy to determine
culvert and storm sewer material types to be included in the construction of a project on a
Federal-aid highway.
40. PROCEDURE
If the designer proposes the use of a proprietary or patented product on any Federal-Aid
project, the designer must obtain the approval of the State Highway Engineer to use the product.
The following steps should be followed to gain approval:
a) The certification will be in memo form, and be routed from the Director of the Division
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requesting the approval, to the State Highway Engineer, through the Deputy State
Highway Engineer – Construction and Development. Examples of this certification
memo are provided with this Design Directive.
b) The certification must include the project information (State and Federal Project
Numbers, Project Name, and County the project is in),
c) A short description of the proprietary or patented item(s) being proposed,
d) Whether the proprietary or patented product is project-specific, will be used in multiple
projects, used in a specific region/District or Statewide, or will programmatic with a
sunset date,
e) A justification for the use of that item, to include a description of the unique need being
addressed, why other available products are insufficient to meet the Division’s needs,
estimates or any additional costs associated with the proprietary or patented product, and
any other pertinent information as may be required such as prior Division experience
with the product,
f) Any catalog cut sheets from the manufacturer describing technical, use, and safety data
for the product,
g) A certification statement with either of the following language, depending on whether the
product is used because no equally suitable alternative for the item exists, or it is required
for synchronization with existing facilities:
“I (name of certifying official), (position title), of the (Name of contracting agency),

do hereby certify that in accordance with the requirements of 23 CFR 635.411(a)(2),
that this patented or proprietary item is essential for synchronization with existing
highway facilities”, or
“I (name of certifying official), (position title), of the (Name of contracting agency),

do hereby certify that in accordance with the requirements of 23 CFR 635.411(a)(2),
that that no equally suitable alternative exists for this patented or proprietary
item.”
h) Signature lines indicating Approval or Disapproval by the State Highway Engineer, and
the date action was taken will be included at the bottom of the letter,
i) The Federal Highway Administration will be included as a recipient on the distribution
list for receiving approved certifications and will provide concurrence in the Division’s
approval.
It should be noted that if the product is being used as an Experimental Product, an

Experimental Work Plan as discussed under Section 30 “POLICY”, must be included with the
certification. A sample Experimental Work Plan is included with this Design Directive.
All proprietary item certifications are to be placed on the AASHTO website at the following
address: http://apel.transportation.org/all_certified_products.aspx. Other states that use this site are
Arizona, Colorado, Connecticut, Maine, Maryland, Montana, New York, & Ohio.
Also, these approved certifications will be placed on the Division’s website in a Division
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Approved Source/Product Listing on the Materials Control, Soils, and Testing Division’s page.
50. DEFINITIONS
As used in this document:
Patented or Proprietary Product: A product, specification, or process identified in the plans or

specifications as a "brand" or trade name (e.g. 3M, Corten). However, it may also be a product so
narrowly specified that only a single provider can meet the specification. A proprietary product must
meet one of the conditions listed under 23 CFR 635.411(a) or (c) for Federal funds to participate in
its use on a Federal-aid highway construction project. See Question and Answer #B1. For purposes
of this guidance, any reference to "proprietary product shall mean" patented or proprietary product.
Certification: As used in 23 CFR 635.411(a)(2), the written and signed statement of an appropriate
contracting agency official certifying that a particular patented or proprietary product is either:
a) Necessary for synchronization with existing facilities; or
b) A unique product for which there is no equally suitable alternative.
Synchronization: As used in 23 CFR 635.411(a)(2), providing a product that matches specific

current or desired characteristics of a project. Synchronization may be based on:
a) Function (the proprietary product is necessary for the satisfactory operation of the existing
facility),
b) Aesthetics (the proprietary product is necessary to match the visual appearance of existing
facilities),
c) Logistics (the proprietary product is interchangeable with products in an agency's
maintenance inventory), or any combination thereof.
In addition, it may be advisable to evaluate the following factors as they relate to

synchronization:
a) Lifecycle (the relative age of existing systems that will be expanded and the remaining
projected life of the proposed proprietary element in relation to the remaining life of the
existing elements),
b) Size/extent of products and systems to be synchronized to/with, and the relative cost of the
proprietary elements compared with replacing the elements requiring synchronization.
Experimental Product: As used in 23 CFR 635.411(a)(3), a patented or proprietary product used

for research or for a distinctive type of construction on relatively short sections of road on an
experimental basis.
Public Interest Finding (PIF): As used in 23 CFR 635.411(c), an approval by the FHWA Division
Administrator, based on a request from a contracting agency, that it is in the public interest to allow
the contracting agency to require the use of a specific material or product even though other equally
acceptable materials or products are available.
State Department of Transportation (State DOT): The relevant department of any State charged
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by its laws with the responsibility for highway construction; also State Transportation Agency
(STA), the "State".
Contracting Agency: Any entity administering a contract using Federal aid highway funds.
Includes State DOTs, Local Public Agencies (LPAs), and other agencies that may be administering
such contracts.
Local Public Agencies (LPAs): Any State DOT sub-recipient of Federal-aid highway funds.
60. REFERENCES
The following references were used to develop this Design Directive and are provided for further
information and guidance for the designer:
http://www.gpo.gov/fdsys/pkg/CFR-2014-title23-vol1/xml/CFR-2014-title23-vol1-sec635-411.xml -
CFR Title 23, Section 635.411 – Material or product selection, Date: April 1, 2014.
http://www.fhwa.dot.gov/programadmin/contracts/011106.cfm - Guidance on Patented and

Proprietary Product Approvals, Date: January 11, 2006.
http://www.fhwa.dot.gov/programadmin/contracts/011106qa.cfm - Questions and Answers

Regarding Title 23 CFR 635.411 – Material or product selection, Date: April 11, 2013.
All proprietary item certifications are to be placed on the AASHTO website at the following address:
http://apel.transportation.org/all_certified_products.aspx.
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DESIGN DIRECTIVE
DD-200
PROJECT DEVELOPMENT PROCESS
March 30, 2012
Attached is the West Virginia Department of Transportation, Division of Highways’

Project Development Process Guidelines.
Attachment
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PROJECT DEVELOPMENT PROCESS
The project development process is a complex and diversified task. This process begins
with the inception of the project and concludes with the construction of the project. It includes
initial engineering, preliminary engineering, final design, preparation of environmental
documents, value engineering, right of way and utilities work, specifications and estimates.
The development of plans and related documents has become considerably more
complicated. Some factors contributing to this increased complexity are environmental issues,
cultural resources, increased public and agency involvement, and funding constraints.
The Division of Highways’ project development process is shown on the attached flow
chart. The project development process will vary in complexity, depending upon the size and
scope of each individual project.
Environmental documentation will include the development of either an Environmental

Impact Statement (EIS), Environmental Assessment (EA), or Categorical Exclusion (CE). The
environmental documentation will be based on the scope, characteristics, location and initial
engineering information of the project. This effort will vary from project to project and may
involve outside agencies, individuals, and special interest groups. Early coordination with
regulatory and resource agencies is required, in order to expedite the resolution of issues. The
environmental document will meet the requirements of National Environmental Policy Act,
Council of Environmental Quality Regulations, Federal Highway Administration guidance,
Section 404 of the Clean Water Act, Section 106 of the National Historic Preservation Act,
Section 4(f) of the Department of Transportation Act, Endangered Species Act, and other
environmental and cultural resource concerns.
The mitigation phase will include work identified in the environmental and cultural
resource mitigation portion of the environmental document, all necessary permits, and other
issues identified in the environmental documentation phase.
Initial engineering is that work which is performed to define major project features. See
Design Directive (DD) 202, “Field and Office Reviews for Initial Engineering, Preliminary
Engineering and Final Design.” It includes such aspects as location, profile, geometrics, major
drainage features, geotechnical, identification of preliminary right of way needs, utilities, and the
analysis of various alternates. Included in this phase are field and office reviews, public
meetings/or hearings, estimate of costs for construction and right of way, and preparation of
design report plans and narratives. See DD-205, “Guidance for Preparation of Design Reports
and Studies” for more information concerning design reports.
Preliminary engineering is that work which is performed to further refine the preferred
alternate identified during the environmental documentation phase. During the normal project
process, Location and Design Approvals are given before a project proceeds to the Preliminary
Engineering stage. In some cases, when additional environmental work is necessary, Location
and Design Approval may be given during the Preliminary Engineering phase. See DD-206,
“Guidance for Location and Design Approvals” for more information concerning this matter.
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This work generally includes:
• NEPA clearance document,

• topographic surveys,
• geotechnical investigations,
• hydrologic analysis, hydraulic analysis,
• utility engineering, traffic studies,
• financial plans, revenue estimates,
• hazardous material assessments,
• general estimates of the types and quantities of materials.
Other design activities are allowed for the purposes of defining project alternates or completing
the NEPA alternatives analysis and review process. These activities include but are not limited
to complying with other related environmental laws and regulation such as:
• environmental justice analyses,

• supporting agency coordination public involvement and permit application,
• development of environmental mitigation plans,
• development of typical sections, grading plans, geometric alignment including any
clearances necessary,
• noise wall analysis,
• temporary structure requirements, staged bridge construction requirements,
• structural design, retaining wall design, noise wall mitigation,
• bridge type, size, location studies
• design exceptions,
• guardrail length and layout,
• existing property lines and deed research,
• soil boring, cross sections, ditch designs, pavement design,
• intersection design, interchange design,
• storm or sanitary sewer design, culvert design,
• identification of removal items,
• quantity estimates,
• pavement details and preliminary traffic control plans.
Included in this phase is preliminary field review/value engineering review, geotechnical

(slope) review, span arrangement submissions (to include pre-span arrangement submissions),
and preliminary right of way plans (RW-2) necessary to identify property owners, utility
verifications, and to start property abstracting. Again, reference is made to DD-202 for more
information concerning Preliminary Engineering and Final Design activities.
No final design activities (regardless of funding sources) shall proceed until the following
have been completed:
a) The action has been classified a PCE (Programmatic Categorical Exclusion)
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b) The action has been approved as a CE, or
c) A Finding of No Significant Impact (FONSI) has been approved, or
d) A final EIS has been approved and available for the prescribed period of time and
a record of decision has been signed.
Line and Grade Approval is obtained at the end of the Preliminary Engineering phase of
project development, after Environmental Clearance is given, and is required before Final Design
can proceed.
Final design is that engineering necessary to complete construction contract plans and
related documents, prepare specifications, proposals, and cost estimates. The contract plans and
related documents are the product upon which the contractor bases his bid, and provide the
complete information necessary for the contractor to construct the project. Included in this phase,
the final field review, TS&L approval, final office review, final bridge plans, final right of way
plans, and utility relocation designs necessary for the acquisition of right of way.
4 of 4
Project Development Process
(Note: Line and Grade Approval

is obtained only after environmental
clearance is given.)
ROD
FONSI
CE Approval
Environmental Documentation Mitigation
L&D Approval
Project Corridor Design Development Contract Construction

Inception Study Report of Preliminary Plans
(Alignment Plans Right of Way
Study) Acquisition
4 of 4
Initial Engineering – end result Preliminary Engineering Final Design

is Design Study Report - obtain Location and
Design approval.
- end result is a ROD,
FONSI, CE Approval,
then Line and Grade
Approval
DD-200
DESIGN DIRECTIVE
DD-201
PUBLIC INVOLVEMENT PROCESS
June 25, 2015
Attached is the Division of Highways policy on the "Public Involvement

Process".
This document replaces the "Action Plan" dated 1979, DD-93 dated March 14, 1969,
DD-93-1 dated September 20, 1991, DD-201 dated October 1, 2003 and DD-201 dated November
14, 2011. The "Public Involvement Process" will be used on both State and Federal Projects.
Attachment
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DD-201
PUBLIC INVOLVEMENT PROCESS
10. INTRODUCTION
This policy addresses the public involvement process for projects that require processing a
National Environmental Policy Act (NEPA) environmental document. It is necessary for
people to communicate. Communication is an interchange of ideas between individuals and
groups. Maximizing communication is the responsibility of not only the Division of
Highways (Division), but also the citizens. The citizen should be willing to listen, the
Division should be willing to listen and both must react in a positive manner to what they
have heard. The Division's listening and comment channels should be formally established
so the citizen knows where and how to have his or her views heard and when to expect a
response.
Generally Public Involvement is for any project that requires the acquisition of considerable
amounts of right of way, requires a long and/or complex detour, substantially changes the
layout or function of connecting roadways or of the facility being improved, has a sizeable
impact on abutting property, or otherwise may result in substantial social, economic,
environmental or other effects.
Additional public involvement opportunities may be initiated when the Division believes
there is a substantial change in the project, an unusually long lapse of time since the last
public involvement or the identification of a -substantial social, economic or environmental
issue not previously considered at earlier public involvement opportunities.
20. PUBLIC INVOLVEMENT AND THE NATIONAL ENVIRONMENTAL POLICY

ACT (NEPA)
NEPA requires public involvement on projects that have or may have a significant
environmental effect. These projects normally require an “Environmental Impact
Statement” (EIS), an “Environmental Assessment” (EA) or a “Categorical Exclusion” (CE).
An EIS will require at least two public involvement opportunities. The first is for the
“Project Scoping” and the second is after the Draft Environmental Impact Statement (DEIS)
has been approved by the Federal Highway Administration (FHWA). An EA will also
require at least two public involvement opportunities. The first is for the “Project Scoping”
and the second is after the EA has been approved by FHWA. A CE normally does not
require public involvement, however, public involvement may be conducted if the Division
believes it is warranted or it is requested by the public.
30. PUBLIC INVOLVEMENT TYPES
Public involvement can take many forms. A public meeting is the most recognized by the
public. However, other types can be just as valuable and effective such as notices in
newspapers, mail, radio, television, billboards, road signs and the internet. All of these
forms help keep the public involved in the project development process and provides the
2 of 7
DD-201
Division with valuable information.
Public meetings provide a face to face interaction between the citizens of West Virginia and
the Division in planning and design. There are three different types of public meetings the
first is a public informational workshop, the second is a public hearing and the third is a
combination of the two. All of these types of public meetings provide a face to face
interaction with the public and provide the Division and the public with valuable
information.
a) A public informational workshop is a forum for the free interchange of ideas and
may or may not include a formal presentation. While general notes of the issues
discussed are taken and considered during project development, written comments
are encouraged and included in the public record.
b) A public hearing is the most formal type where a formal presentation is given and
verbal comments, or testimony, are recorded after the presentation. A transcript of
the presentation and testimony is prepared for the public record; however, written
comments are encouraged and are also included in the public record.
c) The combination type will have a public information workshop that begins prior to a
formal presentation and testimony is recorded following the presentation. A
transcript of the presentation and testimony is prepared for the public record;
however, written comments are also encouraged and are also included in the public
record.
Other types of Public Involvement like newspaper ads, mail, radio, television, billboards,
road signs and the internet can be just as useful as a Public Meeting depending on what
information the Division is seeking and what information the Public wants. These types can
be used alone or in combination with a Public Meeting. If the Division wants to get a sense
of the public’s concern about a highway project, distributing a Project Informational Flyer
may be sufficient. However, if it is evident that there is a concern from the public about the
project, a Public Meeting may be more appropriate and using one or more of the other
methods to advertise the meeting would be typical.
Some projects may require a public hearing due to the type of environmental document
being prepared. Due to the amount of public concern, the Division or the Federal Highway
Administration (FHWA) may require a public hearing. A public hearing is generally
required when the public is asked to comment on an approved DEIS or on an approved EA.
Anyone may request a Public Hearing or a Public Meeting for any project by contacting the
Division in writing or by making a written comment on its website. The Division and
FHWA will determine after the request has been received if the request is warranted in
consideration of all of the comments received from the project.
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DD-201
40. PUBLIC INVOLVEMENT POLICIES
The Division’s procedures for public involvement have been established to maximize
citizen input in both location and design while complying with environmental requirements.
These environmental requirements include NEPA, Section 404 of the Clean Water Act
(CWA), Section 106 of the National Historic Preservation Act (NHPA), Section 7 of the
Endangered Species Act (ESA), various Executive Orders, including 11988 (Floodplains),
11990 (Wetlands) and 12898 (Environmental Justice), Title IV of the Civil Rights Act and
FHWA policy and regulations.
When the Division and FHWA determine that formal public involvement is necessary for a
Federal-aid highway project, the Division will develop a public involvement plan in
consultation with the FHWA Division office. The public involvement plan should include
a summary of the agency and public involvement strategy for the entire NEPA process, as
well as a project information distribution list. In addition, the public involvement strategy
shall consider how to involve any affected person or persons that qualify under Title IV of
the Civil Rights Act, Environmental Justice or the Americans with Disabilities Act of 1990.
The distribution list should include federal, state and local agencies, federal, state and
county elected officials, historic preservation groups who are active within the project area,
as well as individuals who have requested project development information.
All Public Involvement is moderated by responsible officials in the Division. The Division
furnishes individuals who are sufficiently familiar with the project to answer questions
raised by the public. Alternative courses of action, alternative project locations and major
features of the project are discussed along with environmental and other effects of the
alternatives.
50. DETERMINING THE TYPE OF PUBLIC INVOLVEMENT TO BE

USED
The Public Involvement for any project should consider what questions need to be answered
and who the target audience is for the project. The target audience is typically the users of
the highway in the area, property owners that are affected by the project, any interested party
such as historic groups, metropolitan planning groups, and government officials. The target
audience differs from project to project and not all types of public involvement are
appropriate for all projects. Therefore, the type of public involvement must be tailored to
the target audience.
If a project serves a very small community and has very little to no through traffic then the
appropriate public involvement may be sending project flyers to the residents of the
community and soliciting their comments. This method may also be appropriate if it is
unclear if the public is interested in the project.
For a project in a populated area where the public is likely to be interested, a Public
Informational meeting will be the best option. Public informational meetings are also useful
on large projects where an initial meeting may assist with the identification of
4 of 7
DD-201
environmental issues and/or resources present within the project area, which would help
determine what type of environmental document needs to be developed. This meeting type
is also useful if the project has an approved environmental document, but does not have a
lot of public controversy. During this type of meeting, it may be determined that an
informal presentation is warranted.
For projects that have public controversy and have an approved NEPA Document, a Public
Informational Meeting with a hearing component may be the best option. This meeting type
will allow the public to ask questions and get responses during the informal part of the
meeting and during the formal part of the meeting will allow comments to be recorded.
Public Hearings by themselves without an informal component have not been found to be
helpful to the public and are not generally encouraged. However, the Division and FHWA
may determine that this type of meeting is the best option.
60. PUBLIC MEETING PROCEDURE
When the Division determines that it has reached a stage in the development process at
which a public meeting is recommended, the WVDOT Office of Communications will be
notified by the section responsible for conducting the meeting.
a) NOTICE
When a public meeting is scheduled, notice in the form of a legal advertisement will
be published in newspapers having general circulation in the vicinity of the
proposed project. The newspaper notice shall contain the following:
1) Date and time of the meeting.
2) Location of the meeting.
3) A description of the project.
4) A link to a website where additional project information can be found.
5) A statement that a hearing may be requested.
6) A statement regarding the NHPA Section 106 consultation process
and/or Section 4(f) determinations, if applicable.
7) If a formal presentation is being conducted, the time it will begin.
8) If a hearing is being conducted, the time it will begin.
9) If a NEPA document is being presented for comment, the notice will
indicate that an electronic copy can be obtained on the Division’s
website and at the local library.
A statement regarding accommodations to allow persons with disabilities to

obtain information and/or provide comments shall be included with the legal
advertisement. The statement will be written as follows:
“The West Virginia Department of Transportation will, upon request,

provide reasonable accommodations including auxiliary aids and services
necessary to afford an individual with a disability and equal opportunity to
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DD-201
participate in our services, programs, and activities. Please contact us at

(304) 558-3931. Persons with hearing or speech impairments can reach all
state agencies by calling (800) 982-8772 (voice to TDD) or (800) 982-
8771 (TDD to voice), toll free.” Add the name, phone number, and e-mail
address of the current Director of the Office of Communications to
complete the statement.
In addition to the legal advertisement, a project flyer will be distributed and will
generally contain all of the same information as the legal advertisement.
A copy of the public notice will be mailed to all of the federal and state elected
officials that serve the project area. The public notice will also be provided to the
respective County Commission and historic preservation groups who are active
within the project area.
b) PUBLICATION OF MEETING NOTICES
The WVDOT Office of Communications maintains a current list of newspapers that

advertisements are to be placed in, based on the location of the project. All Public
Meeting notices should appear in the newspaper and be posted on the Division’s
website at least 14 days prior to the meeting. In order to ensure that the public, in
the area of the project, is informed about the meeting, a secondary type of
advertisement is normally required and is developed to inform the local target
audience. The secondary advertisement if required should be distributed and/or
posted 7 days prior to the meeting. The secondary advertisement may include, but
are limited to, the following:
1) Meeting advertisement fliers to be sent to the property owners and/or
residents in the project vicinity.
2) Placing fliers in local stores and gathering areas.
3) A road sign to inform the traveling public about the meeting.
4) A paid advertisement in the local paper that is not in the legal section.
5) A billboard.
c) ENVIRONMENTAL DOCUMENTS
When an DEIS or EA is provided to the public and agencies for comment as a part
of the public involvement process, the deadline date for comments will be 30 days
after the public meeting. For DEIS documents, the comment deadline date will be
at least 45 days from the date the Notice of Availability (NOA) for the document is
published in the Federal Register. For EA documents, the deadline date for
comments should be no less than 30 days from the date the document was mailed to
the agencies or placed on the Division’s website. The Division shall advise of the
comment deadline date and where the document is available for public review. The
Division will work with FHWA to approve any written request to extend the
deadline date for comments, if it is received prior to the advertised deadline date.
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DD-201
d) OTHER NOTICES
In addition to the formal newspaper legal advertisement, a press release concerning

the meeting and/or hearing may be prepared and distributed by the WVDOT Office
of Communications.
e) MEETING AND/OR HEARING FORMAT
1) Meetings and/or hearings will be moderated by an official of the Division.

2) The developing Division will furnish an individual who is sufficiently
familiar with the project to answer questions raised by citizens.
3) The Division's presentation will include project description, alternatives,

environmental and other effects of the project.
4) Provision will be made for submission of written statements and other

exhibits in addition to oral statements at meetings or hearings.
5) The Division will explain its right of way acquisition process, relocation
assistance program and relocation assistance payments at each public
meeting and/or hearing where appropriate.
f) PUBLIC HEARING TRANSCRIPT
A court reporter will develop a verbatim transcript of the proceedings of each public
hearing. The responsible individual within the Division will make arrangements for
the court reporter. Copies and certification will be forwarded to the developing
Division for appropriate action and transmittal to the Federal Highway
Administration, should the project be federally funded, is eligible for federal funds
or if the FHWA has agreed to be the lead federal agency. Copies of the transcript
and appendices will be available for public inspection.
g) PUBLIC MEETING NOTES
The developing Division will be responsible for notes of the meeting. These notes
are to include the approximate number of people attending, Division participants,
meeting handouts/flyers, advertisement method(s), retain copies of all written
comments received and, if applicable, retain a copy of the public hearing transcript.
7 of 7
DESIGN DIRECTIVE
DD-202
FIELD AND OFFICE REVIEWS FOR INITIAL ENGINEERING,
PRELIMINARY ENGINEERING AND FINAL DESIGN
March 30, 2012
Attached is the West Virginia Department of Transportation, Division of Highways,

procedures for field and office reviews during initial engineering, preliminary engineering and
final design. These procedures shall be used on all applicable projects.
As a part of these procedures, in accordance with DD-200, approvals required at the end
of certain phases are indicated. These approvals must be obtained before the project proceeds to
the next stage of development.
Attachment
1 202 Pg 1-5 2010-7-26.docx

DD-202
FIELD AND OFFICE REVIEWS FOR INITIAL ENGINEERING,

PRELIMINARY ENGINEERING AND FINAL DESIGN
I. SCHEDULED REVIEWS
Projects developed by the West Virginia Department of Transportation

(WVDOT), Division of Highways (DOH), shall generally consist of three phases of
work. Each phase of work shall be accomplished utilizing a series of review submittals.
The following phases of development shall be utilized on all applicable projects:
PHASE I Initial Engineering
PHASE II Preliminary Engineering
This work generally includes environmental assessments, topographic

surveys, geotechnical investigations, hydrologic analysis, hydraulic
analysis, utility engineering, traffic studies, financial plans, revenue
estimates, hazardous material assessments, general estimates of the types
and quantities of materials. Other design activities are allowed for the
purposes of defining project alternates or completing the NEPA
alternatives analysis and review process as listed below under Preliminary
Engineering.
PHASE III Final Design (According to 23 CFR 771.113)
Note: The designer is cautioned that no final design activities (regardless

of funding source) shall proceed until one of the following three
National Environmental Policy Act (NEPA) determinations have
been completed:
a. The action has been classified a PCE (Programmatic

Categorical Exclusion)
b. The action has been classified as a "Categorical Exclusion"

(CE)
c. A "Finding of No Significant Impact" (FONSI) has been

approved
d. A "Final Environmental Impact Statement" (FEIS) has

been approved and available for the prescribed period of
time and a "Record of Decision" (ROD) has been signed
2 202 Pg 1-5 2009-Feb-26.docx

DD-202
Initial Engineering:
End Product: Corridor Study/Design Report –See DD-205, “Guidance

for Preparation of Design Reports and Studies” for more
information.
Scheduled Reviews: 1. Field Review
2. Office Review
Preliminary Engineering:
End Product: Preliminary contract documents, completion of scheduled

preliminary reviews shown below, preparation of review notes,
and action on all comments agreed upon during the review.
Location and Design Approval shall be per DD-206, Guidance
for Location and Design Approvals. Line and grade approval is
to be obtained after environmental clearance is given.
Preliminary engineering will normally provide all the project information

needed to satisfy environmental requirements; however, in certain cases more
detailed design work may be needed to permit the full evaluation of
environmental impacts and to permit the consideration of appropriate mitigation
measures. This should not be construed as an authorization to proceed with final
design activities for the entire project, but only for those aspects of the project
necessary to consider specific environmental concerns. Written documentation
should be prepared and retained in the project files to support any decision to
proceed with final design activities needed to consider any specific environmental
concerns. Such documentation should include identification of the specific
environmental concern(s) and justification for those specific final design activities
that need to be performed.
This documentation shall include a completed copy of the appropriate

“Authorization for Detail Design Work Exceeding Preliminary Engineering”,
attached to this Design Directive. Supporting information, reports, comments,
and other appropriate documentation may also be included in the project file.
Other design activities are allowed for the purposes of defining project alternates
or completing the NEPA alternatives analysis and review process. These
activities include but are not limited to complying with other related
environmental laws and regulation, environmental justice analyses, supporting
agency coordination public involvement and permit application, development of
environmental mitigation plans, development of typical sections, grading plans,
geometric alignment including any clearances necessary, noise wall justification,
3 202 Pg 1-5 2009-Feb-26.docx

DD-202
temporary structure requirements, staged bridge construction requirements, bridge

type/size/location studies, structural design, retaining wall design, noise wall
design, design exceptions, guardrail length and layout, existing property lines and
deed research, soil boring, cross sections, ditch designs, intersection design,
interchange design, pavement design, storm or sanitary sewer design, culvert
design identification of removal items quantity estimates, pavement details and
preliminary traffic control plans.
Scheduled Reviews: 1. Preliminary Field Review/Span Arrangement

(generally submitted simultaneously)
2. Value Engineering Review (if required per DD-816)

to be conducted according to the currently approved
Value Engineering Program
3. Slope Review
Final Design:
End Product: Final Contract Documents. See DD-706, Guidelines for

Preparation of Plans, Specifications, and Estimates
(PS&E) for more detailed instructions on the make-up of
the final contract documents.
Scheduled Reviews: 1. Final Field Review
2. Combined Type, Size, and Location Review
3. Final Office Review
4. Bridge Rating Submission
5. Final Detail Bridge Plan Review
Scheduled Submittals: 1. PS&E Submission
2. Tracing Submission
Note: 1. An office review may be scheduled to supplement or replace any of the

scheduled field reviews.
2. Additional reviews may be required when all the necessary data was not
available at the scheduled review or whenever problems arising from the
review are considered of sufficient importance to warrant another review.
4 202 Pg 1-5 2009-Feb-26.docx

DD-202
3. Minor projects may not require all scheduled reviews be held. All projects
should have a minimum of one review.
II. SUBMITTAL DOCUMENTS FOR SCHEDULED REVIEWS
Certification checklists, of required submittal documents for each scheduled

review, are included in this design directive. The designer shall submit a signed copy of
the appropriate certification checklist with each scheduled review. The submittal will not
be considered complete if the checklist is not included and initialed by an appropriate
level of management. The absence of a completed certification checklist may be cause for
rejection of the submittal. The checklist must be initialed on each line by an Office
Manager or an appropriate management level representing the designer. The project
manager shall not initial the checklist.
The certification checklist indicates the documents required to be submitted for

each scheduled review. The required number of plans to be submitted for each scheduled
review shall be per the "Plan Distribution Schedule" included in this design directive. The
plans shall be submitted to the division responsible for project development.
Distribution of the plans shall be made by the division responsible for project
development. The responsible division shall distribute the plans to the appropriate
"resource agencies" per Appendix A of this DD.
The plans submitted in accordance with the Plan Distribution Schedule shall be
bound separately and labeled on the outside per the schedule.
5 202 Pg 1-5 2009-Feb-26.docx

DD-202
III. COMMENTS ON SCHEDULED REVIEW DOCUMENTS
A. Notes
1. Following any review, the responsible Division shall prepare notes
in the following form:
Date of Review:
Project Number:
Description of Project:
Participants: West Virginia Department of
Transportation, Division of Highways
Federal Highway Administration
Consultant
Other
Comments:
2. Distribution of the review notes will be made to the appropriate
Divisions and agencies.
3. Federal Highway Administration concurrence in the notes will be
obtained, where applicable.
B. Action on Comments
1. All comments mutually agreed upon during the review are to be

complied with immediately.
2. The list of comments and action taken thereon shall be prepared in

the following form:
Project Number:
(Field Review, Office Review, etc.)
Consultant:
Date:
(Numbering of comments shall correspond to numbering at the

scheduled review, etc.)
1. Comment: Show garage left of Station 0+00.
1. Action: Garage has been shown on plans.
6 202 Pg 1-5 2009-Feb-26.docx

PLAN DISTRIBUTION SCHEDULE
The Plan Distribution Schedule has moved to WVDOH Publication Webpage at:
http://www.transportation.wv.gov/highways/engineering/Pages/DD-
202ContactInformation.aspx
6
AUTHORIZATION
FOR
DETAIL DESIGN WORK
EXCEEDING
PRELIMINARY ENGINEERING
NON-EXEMPT AND CONCURRENCE PROJECTS
STATE PROJECT: ________________________ DATE SUBMITTED: _________________
FEDERAL PROJECT: _____________________ PREPARED BY: _____________________
PROJECT NAME: ________________________
ROUTE NUMBER: ________________________
COUNTY: ________________________________
PROJECT MANAGER: ____________________
ENVIRONMENTAL CONCERN:_______________________________________________________
_____________________________________________________________________________________
_____________________________________________________________________________________
_____________________________________________________________________________________
ASPECTS OF PROJECT AFFECTED: ________________________________________________
_____________________________________________________________________________________
_____________________________________________________________________________________
_____________________________________________________________________________________
JUSTIFICATION FOR FINAL DESIGN ACTIVITIES: ____________________________________
_____________________________________________________________________________________
_____________________________________________________________________________________
_____________________________________________________________________________________
APPROVED NOT APPROVED ___________________________________________

Deputy State Highway Engineer for Development
__________________ Date

FHWA
__________________ Date 6/16/06
7
AUTHORIZATION
FOR
DETAIL DESIGN WORK
EXCEEDING
PRELIMINARY ENGINEERING
EXEMPT PROJECTS
STATE PROJECT: ________________________ DATE SUBMITTED: _________________
FEDERAL PROJECT: _____________________ PREPARED BY: _____________________
PROJECT NAME: ________________________
ROUTE NUMBER: ________________________
COUNTY: ________________________________
PROJECT MANAGER: ____________________
ENVIRONMENTAL CONCERN:_______________________________________________________
_____________________________________________________________________________________
_____________________________________________________________________________________
_____________________________________________________________________________________
ASPECTS OF PROJECT AFFECTED: ________________________________________________
_____________________________________________________________________________________
_____________________________________________________________________________________
_____________________________________________________________________________________
JUSTIFICATION FOR FINAL DESIGN ACTIVITIES: ____________________________________
_____________________________________________________________________________________
_____________________________________________________________________________________
_____________________________________________________________________________________

Deputy State Highway Engineer for Development
__________________ Date
6/16/06
8
WEST VIRGINIA DIVISION OF HIGHWAYS
DESIGN REPORT FIELD REVIEW SUBMISSION CERTIFICATION
State Project No. Consultant
Federal Project No. Project Manager
Project Name Submission Date
County
General Plan Requirements Miscellaneous Sheets

Project Numbers Shown Title Sheet with Proposed Sheet Index
Line Weights Legible (DD-701)
Contours Screened and Legible Mass Diagram
Adequate Spot Elevations Traffic Sketch Map (DD-802)
Shown Conceptual Maintenance of
Traffic Scheme, Including Detours
Ownership Index ( May be submitted as a
Plan and Profile Sheets separate report on large projects
Alignment, Curve Data, and Superelevation Rate involving a significant number of parcels)
Shown for Mainline and all Sideroads
Stationing Shown for Mainline
and all Sideroads Field Review Report
Prel. Grades and Vertical Curve Data, Design Criteria Listing for Mainline
Including K-Value, Shown for and all Sideroads
Mainline and all Sideroads Listing of Proposed Design
Proposed Construction Limits Shown Exceptions
Property Lines from Tax Maps Shown Listing of Advantages and Disadvantages
Disposition of all Crossroads, of Each Alignment Under Study
Railroads, and Streams or Rivers Table of Physical Characteristics
Channel Change Requirements Incorporating (curvature, grades, construction costs,
Natural Channel Design Features Shown right-of-way costs, displacements,
Major Drainage Requirements, length, etc.) of Each Alignment
Shown (DD-706) Access Point Analysis Including
Proposed and Existing R/W type, location, etc.
Limits Shown (DD-301) Access Point Cost Analysis (DD-307)
Existing & Private Major Utilities, Including Geotechnical Overview
Gas Fields, Sewer, and Water
Facilities Shown
Miscellaneous Reports
Typical Sections Major Drainage Calculations
Mainline Typicals Total Project Construction Cost Estimate
Sideroad Typicals of Each Alignment Under Study
Consultant's Quality Control Markups
Cross Sections
Mainline Sections at 500 foot
Spacing and at Critical Locations
Sideroad Sections at 500 foot
Spacing and at Critical Locations Notes: 1- All Lines to be initialed by Office Manager
Existing Topography, Including R/W, or responsible management level
Streams, Roads, Utilities, etc., Shown above the Project Manager
2- Use "NA" for any item not applicable to the
project. Do not leave any items blank.
Checklist Page 1 of 1 DD-202 Pg 9-25 rev 2019-Nov-12.xlsm

DESIGN REPORT OFFICE REVIEW SUBMISSION CERTIFICATION
County
General Plan Requirements Miscellaneous Sheets

Project Numbers Shown Title Sheet with Proposed Sheet Index
Line Weights Legible (DD-701)
Contours Screened and Legible Mass Diagram
Adequate Spot Elevations Traffic Sketch Map (DD-802)
Shown Conceptual Maintenance of
Traffic Scheme, Including Detours
(If Required)
Plan and Profile Sheets Ownership Index ( May be submitted as a
Alignment, Curve Data, and Superelevation Rate separate report on large projects
Shown for Mainline and all Sideroads involving a significant number of parcels)
and all Sideroads Office Review Report
Prel. Grades and Vertical Curve Data, Design Criteria Listing for Mainline
Including K-Value, Shown for and all Sideroads
Mainline and all Sideroads Listing of Proposed Design
Proposed Construction Limits Shown Exceptions
Property Lines from Tax Maps Shown Listing of Advantages and Disadvantages
Disposition of all Crossroads, of Each Alignment Under Study
Railroads, and Streams or Rivers Table of Physical Characteristics
Channel Change Requirements Incorporating (curvature, grades, construction costs,
Natural Channel Design Features Shown right-of-way costs, displacements,
Major Drainage Requirements, length, etc.) of Each Alignment
Shown (DD-706) Access Point Analysis Including
Proposed and Existing R/W type, location, etc.
Limits Shown (DD-301) Access Point Cost Analysis (DD-307)
Existing & Private Major Utilities, Including Geotechnical Overview
Gas Fields, Sewer, and Water Listing of Design Report Field Review
Facilities Shown Comments and Action Taken on Each
Comment
Typical Sections Miscellaneous Reports

Mainline Typicals Major Drainage Calculations
Sideroad Typicals Total Project Construction Cost Estimate
of Each Alignment Under Study
Cross Sections
Existing Topography, Including R/W, Notes: 1- All Lines to be initialed by Office Manager
Streams, Roads, Utilities, etc., Shown or responsible management level
above the Project Manager
PRELIMINARY FIELD REVIEW SUBMISSION CERTIFICATION
County Environmental Requirements

Type of 404 Permit Documented
General Plan Requirements (Individual or Nationwide)
Construction Project Numbers Shown Certification of Familiarity with
Line Weights Legible Environmental Documents
Contours Screened and Legible List of Required Environmental
Adequate Spot Elevations Shown Mitigations (DD-206)
Listing and Explanation of Deviations
Field Review Preparation to Design Report and Env. Documents
Mainline Centerline Flagged at Sufficient Noise Mitigation or Noise Wall Justification
Intervals for Field Review
RW-1 Plans or RW-1 & RW-2 Combined Miscellaneous Sheets
Plans Submitted (DD-301) Title Sheet with Proposed Sheet Index
Value Engineering Review Required (DD-816) (DD-701)
Mass Diagram
Plan and Profile Sheets Interchange Geometric Layout
Alignment, Curve Data, and Superelvation Traffic Sketch Map (DD-802)
Shown for Mainline and all Sideroads Conceptual Maintenance of Traffic Scheme,
Stationing Shown for Mainline Including Detours (DD-681)
and all Sideroads Traffic Routing Contingency Plan
Prel. Grades and Vertical Curve Data, for Bridge/Structure Projects
Including K-Value, Shown for Property Maps, Ownership and Utility
Mainline and all Sideroads Index from R/W-1 Plans (DD-301)
Proposed Construction Limits Shown
Property Lines Shown Boring Layout and Documents
Disposition of all Crossroads, Boring Layout Shown on a Set
Railroads, and Streams or Rivers of Topographic Plans
Channel Change Requirements Incorporating Boring Bid Documents (Submitted
Natural Channel Design Features Shown after Preliminary Field Review) (DD-401)
Major Drainage Requirements, Including Boring Tabulation Showing all Pertinent
Pipe Profiles, Shown (DD-706) Information (Submitted after
Major Erosion and Sediment Control Features Preliminary Field Review)
on Plans and Cross Sections
Proposed and Existing R/W Limits Shown Preliminary Field Review Report
Existing Public & Private Utilities, Including Design Criteria Listing for Mainline
Gas, Water, Septic, and Leach Fields and all Sideroads
for All Parcels, Shown (DD-303) Access Point Cost Analysis (DD-307)
Draft of required Design Exceptions
Typical Sections
Mainline Typicals Miscellaneous Reports
Sideroad Typicals Major Drainage Calculations
Temporary Detour Typicals Geometric Calculations
Total Project Construction Cost Estimate
Cross Sections Consultant's Quality Control Markups
Spacing and at Critical Locations Notes: 1- All Lines to be initialed by Office Manager or respons-
Earthwork Based on Assumed Slopes ible management level above the Project Manager
Existing Topography, Including R/W, 2- Use "NA" for any item not applicable to the
Utilities, Bldg.'s, etc., Shown project. Do not leave any items blank.

SLOPE REVIEW SUBMISSION CERTIFICATION
County
General Plan Requirements Cross Sections

Construction Project Numbers Shown Cross Sections with Recommended Cut
Line Weights Legible Slopes, Fill Slopes and Associated
Contours Screened and Legible Fill Benches, and Select Embankment
Adequate Spot Elevations Placement
Shown Earthwork Based on Assumed Slopes
and Recommended Shrink and Swell
Plan and Profile Sheets Factors
Alignment, Curve Data, and Superelvation Borings Plotted on all Applicable Sections
Shown for Mainline and all Sideroads
and all Sideroads Miscellaneous Sheets
Prel. Grades and Vertical Curve Data, Title Sheet for Boring Logs Showing
Including K-Value, Shown for Geologic Symbols (DD-402)
Mainline and all Sideroads Mass Diagram
Proposed Construction Limits Shown
Property Lines Shown
Disposition of all Crossroads, Geotechnical Report
Railroads, and Streams or Rivers Discussion of Recommended
Channel Change Requirements Incorporating Slopes
Natural Channel Design Features Shown Discussion of Recommended Culverts
Major Drainage Requirements, and Retaining Walls
Including Pipe Profiles, Shown (DD-706) Discussion of Project Soils and
Proposed and Existing R/W Geologic Conditions, Including
Limits Shown Subsurface Conditions (DD-402)
Existing Public & Private Utilities, Including Discussion and Justification
Gas, Water, Septic, and Leach Fields for Recommended Shrink and
for Residences, Shown (DD-303) Swell Factors (DD-406)
Boring Layout Plotted on All Laboratory Testing & Soil/Rock
Plan Sheets Analysis
Borings Plotted on Profile Engineer's Written Field Boring Logs
Sheets Total Project Construction Cost Estimate
Preliminary Layout of all Structures,
Including Bridges, Culverts, and Walls
Miscellaneous Report
Typical Sections Consultant's Quality Control Markups
Mainline Typicals
Sideroad Typicals
Temporary Detour Typicals
Notes: 1- All Lines to be initialed by Office Manager

or responsible management level
Checklist Page 1 of 1 DD-202 Pg 9-25 rev 2019-Nov-12.xlsms

FINAL FIELD REVIEW SUBMISSION CERTIFICATION
County
Miscellaneous Sheets
General Plan Requirements Title Sheet with Proposed Sheet Index
Construction Project Numbers Shown (DD-701)
Line Weights Legible Summary of Quantities Showing List of
Contours Screened and Legible Items Separated by Categories with
Adequate Spot Elevations Alternates at the End of Each Category
Shown (BAMS Format) (DD-705)
All Phases of Work Included in a General Note Sheets (DD-704)
Bid Item Quantity Tables without Quantities
except Earthwork (DD-705)
Plan and Profile Sheets Mass Diagram
Alignment, Curve Data, and Superelvation Reference Point Sheet
Shown for Mainline and all Sideroads Geometric Layout Sheet with Coordinates
Stationing Shown for Mainline Benchmarks Shown on Ref. Pt. Sheet,
and all Sideroads Geometric Layout Sheet, or Profile Sheet
Grades and Vertical Curve Data, Superelevation Shown for all Curves
Including K-Value, Shown for (DD-603)
Mainline and all Sideroads Interchange Geometrics Shown
Construction Limits Shown Intersection Layout Including Joint Layout
Property Lines Shown Complete Maintenance of Traffic Scheme
Disposition of all Crossroads, Including Sequence of Construction
Railroads, and Streams or Rivers (DD-681)
Channel Change Requirements Incorporating Traffic Routing Contingency Plan
Natural Channel Design Features Shown for Bridge/Structure Projects
All Drainage Requirements Including Pipes, Pipe Prel. Pavement Marking Layout (DD-682)
Profiles, Ditches, and Underdrains Shown Preliminary Sign Layout (DD-683)
(DD-706) Preliminary Signal Layout
Major Erosion and Sediment Control Features Preliminary Lighting Layout (DD-684)
on Plans and Cross Sections All Required Ret. Wall and Culvert
Proposed and Existing R/W Limits Shown Details Shown
Utility Dispositions Shown (If Available) Any Required Special Detail Sheets
Existing Public & Private Utilities, Including Property Maps, Ownership and Utility
Gas, Water, Septic, and Leach Fields Index from R/W-2 Plans (DD-301)
for All Parcels, Shown (DD-303) Completed Set of Soil Plans and Profiles
Pavement/Surface Limits for All Roads Including Title Sheet (DD-402)
Site Plans for All Structures
Cross Sections
Complete Set of Mainline Cross
Typical Sections Sections Showing Templates,
Mainline Typicals Earthwork, Borings, R/W Limits.
Sideroad Typicals Guardrail & Barriers
Pavement Edge/Shoulder Details Complete Set of Sideroad Cross
Pavement Design with Legend Sections Showing Templates,
Including all Related Details Earthwork, Borings, R/W Limits.
Temporary Detour Typicals Guardrail & Barriers
All Drainage Features Shown
Quantity Tables Completed

FINAL FIELD REVIEW SUBMISSION CERTIFICATION
County
Final Field Review Report Environmental Requirements

Listing of Preliminary Field Review Type of 404 Permit Documented
and Slope Review Comments (Individual or Nationwide)
and Action Taken on Each Comment List of Required Environmental
Preliminary Calculations for Turning Mitigations (DD-206)
Lane Lengths and Tapers, Intersection Certification and Listing of Adherence
Sight Distances, Interchange Ramp to Environmental Documents
Lengths Listing and Explanation of Deviations
Completed Design Exception Reports to Design Report and Env. Documents
Completed ADA Exception Reports Completed NPDES Registration Form
Discussion of Construction Sequence
Utilized in Plan Development Value Engineering Report (If Applicable)
Listing of Proposed Project Specific Listing of Comments From Value
Special Provisions Engineering Review (DD-816)
Discussion of Need for Incentive/Disincentive Discussion of Actions Taken on Each
Contract Provisions (DD-708) Comment
Miscellaneous Reports Final Field Review Preparation

Complete Drainage Calculations RW-2 Plans Submitted (DD-301)
Geometric Calculations
Geotechnical Report (Draft)


FINAL OFFICE REVIEW SUBMISSION CERTIFICATION
County
General Plan Requirements Title Sheet with Proposed Sheet Index
Construction Project Numbers Shown (DD-701)
Line Weights Legible Summary of Quantities Showing List of
Contours Screened and Legible Items Separated by Categories with
Adequate Spot Elevations Alternates at the End of Each Category
Shown (BAMS Format) (DD-705)
All Phases of Work Included in a General Note Sheets (DD-704)
Bid Item Quantity Tables with all Quantities
Completed (DD-705)
Plan and Profile Sheets Mass Diagram
Alignment, Curve Data, and Superelvation Reference Point Sheet
Shown for Mainline and all Sideroads Geometric Layout Sheet with Coordinates
Stationing Shown for Mainline Benchmarks Shown on Ref. Pt. Sheet,
and all Sideroads Geometric Layout Sheet, or Profile Sheet
Grades and Vertical Curve Data, Superelevation Tables and Diagrams
Including K-Value, Shown for Completed for all Curves (DD-603)
Mainline and all Sideroads Interchange Geometrics Shown
Construction Limits Shown Intersection Layout Including Joint Layout
Property Lines Shown Complete Maintenance of Traffic Scheme
Disposition of all Crossroads, Including Sequence of Construction
Railroads, and Streams or Rivers (DD-681)
Channel Change Requirements Incorporating Traffic Routing Contingency Plan
Natural Channel Design Features Shown for Bridge/Structure Projects
All Drainage Requirements Including Pipes, Pipe Pavement Marking Layout (DD-682)
Profiles, Ditches, and Underdrains Shown Sign Layout (DD-683)
(DD-706) Signal Layout
Major Erosion and Sediment Control Features Lighting Layout (DD-684)
on Plans and Cross Sections All Required Ret. Wall and Culvert
Drainage and Guardrail Limits/Data Noted Details Shown
on Plan and Profile Sheets Any Required Special Detail Sheets
Proposed and Existing RW Limits Shown Including ADA Features
Utility Dispositions Shown Property Maps, Ownership and Utility
for all affected Utilities (If Available) Index from Revised RW-3 Plans
Existing Public & Private Utilities, Including Completed Set of Soil Plans and Profiles
Gas, Water, Septic, and Leach Fields Including Title Sheet (DD-402)
for Residences, Shown (DD-303)
Pavement/Surface Limits for All Roads Cross Sections
Site Plans for All Structures Complete Set of Mainline Cross
Curb Ramps and Other ADA Features Sections Showing Templates,
Earthwork, Borings, RW Limits.
Typical Sections Guardrail & Barriers
Mainline Typicals Complete Set of Sideroad Cross
Sideroad Typicals Sections Showing Templates,
Pavement Edge/Shoulder Details Earthwork, Borings, RW Limits.
Pavement Design with Legend Guardrail & Barriers
Including all Related Details All Drainage Features Shown
Temporary Detour Typicals Quantity Tables Completed
Checklist Page 1 of 2 FOR Checklist rev 2020-Feb-21

FINAL OFFICE REVIEW SUBMISSION CERTIFICATION
County
Final Office Review Report Corps of Engineers Permit Requirements

Listing of Final Field Review Comments Plan View of all Project Areas
and Action Taken on Each Comment Requiring a 404 Permit
Final Calculations for Turning Lane Profile View of all Project Areas
Lengths and Tapers, Intersection Requiring a 404 Permit
Sight Distances, Interchange Ramp Cross Section View of all Project Areas
Lengths Requiring a 404 Permit
Approved Design Exception Reports Quantity of Material to be Placed
Approved ADA Exception Reports Below "Ordinary High Water" Shown
Discussion of Construction Sequence on Appropriate Sheets
Utilized in Plan Development Temporary Fills, Causeways, Bridges,
Completed Copies of All Project Specific Pipes, etc. Shown For Proposed
Special Provisions (Word Format) Construction Scheme
(DD-105, DD-820) Copy of Section 106 "Historical Clearance
Complete Incentive/Disincentive Provisions Document" Included
Letters Approving Proposed Relocations From Copy of "Rare, Threatened, and Endangered
Utility Companies Species Clearance Letter" Included
Copy of Letter Submtting Plans to Resource
Environmental Requirements Agencies for Review
List of Required Environmental Copy of All Comments Received from
Mitigations (DD-206) Resource Agencies
Certification and Listing of Adherence Copy of FEMA Clearance Letter
to Environmental Documents (If Applicable)
Listing and Explanation of Deviations Two Copies of Completed 404 Permit
to Design Report and Env. Documents Application Package Included
Copy of Transmittal Letter From DDT
Submitting NPDES Registration to DEP
Completed NPDES Registration Form
with all Attachments sent to DEP
Supplemental Contract Information
Miscellaneous Reports Estimated Contract Time Chart
Complete Drainage Calculations (DD-803)
Computations Including Horizontal/Vertical Total Project Construction Cost Estimate
Geometry and Quantity Calculations
Final Geotechnical Report (DD-402)

Checklist Page 2 of 2 FOR Checklist rev 2020-Feb-21

SPAN ARRANGEMENT SUBMISSION CERTIFICATION
County Struc. No. or Wall Sta.
General Plan Requirements Boring Layout and Documents

Construction Project Numbers Shown Boring Layout
Line Weights Legible Boring Bid Documents (Submitted after
Contours Screened and Legible Span Arrangement Review) (DD-401)
Adequate Spot Elevations Boring Tabulation Showing all Pertinent
Shown Information (Submitted after
Bridge Number Shown on All Applicable Span Arrangement Review)
Documents and Plan Sheets
Span Arrangement Report
Plan and Profile Sheets Alignment, Grades, Typical Sections,
Plan and Profile Sheet for Each and Superelevation of Bridge Matches
Span Arrangement Studied Those used in the Prel. Field Review
Proposed Grading for Each and are Documented in the Report
Alternative Shown Preliminary Hydraulic Study Submitted
Alignment and Curve Data Shown Freeboard Documented
for Each Alternative Navigational Clearance Requirements
Prel. Grades and Vertical Curve Data Documented
Shown for Each Alternative Roadway or Railroad Clearance
Stationing Shown for Each Alternative Requirements Documented (DD-303)
Boring Locations Shown for Maintenance of Traffic Requirements
Each Span Arrangement Documented
Hydraulic Data Plotted on Profile Constructablility and Staging
Clearance Envelope for Any Railroads Requirements Discussed and
Highways, or Associated Structures Accounted for in Proposed Layout
Proposed and Existing R/W Description of Proposed Superstructure
Limits Shown Depth, Type, and Span Length for Each
Traffic Data Shown on Plan Sheets Alternate
Profile of All Crossroads or Intersecting Listing of Proposed Computer Software
Features Shown Listing of Deck Drainage Requirements
Existing Public & Private Utilities, Including Listing of Joint and/or Bearing Requirements
Gas, Water, Septic, and Leach Fields Listing of Environmental, Aesthetic, and
for Residences, Shown (DD-303) Utility Requirements
Schematic Profile of Underpassing Description of Assumed Foundation Type
Railroad or Roadway Preliminary Total Structure Cost for Each
Span Arrangement, Listed by Item and
Typical Sections Separated by Super and Sub Structure
Roadway Typicals Recommended Layouts for TS&L
Bridge Typicals Shown, Including Copy of Minutes from Pre-Span Arr. Meeting
Staging Requirements Total Project Construction Cost Estimate
Temporary Detour Typicals Consultant's Quality Control Markups
Conceptual Maintenance of Traffic Scheme
Traffic Routing Contingency Plan
for Bridge/Structure Projects Notes: 1- All Lines to be initialed by Office Manager
Location and Elevation of Existing or responsible management level
Structure Showing Clearances, above the Project Manager
Waterway Opening, and Appropriate 2- Use "NA" for any item not applicable to the
Storm Frequency Elevations project. Do not leave any items blank.
Checklist Page 1 of 1 202 Pg 9-25 rev 2019-Nov-12.xlsms

COMBINED TS&L SUBMISSION CERTIFICATION
General Plan Requirements Combined TS&L Report

Construction Project Numbers Shown Alignment, Grades, Typical Sections,
Line Weights Legible and Superelevation of Bridge
Contours Screened and Legible Matches those Currently Approved
Adequate Spot Elevations and are Documented in the
Shown Report
Bridge Number Shown on All Applicable Final Hydraulic Study Submitted
Documents and Plan Sheets Scour Analysis Including Completed DS-34
Freeboard Documented
Plan and Profile Sheets Navigational Clearance Requirements
Plan and Profile Sheet for Each Documented
Alternative Studied Roadway or Railroad Clearance
Proposed Grading for Each Requirements Documented (DD-303)
Alternative Shown Maintenance of Traffic Requirements
Alignment and Curve Data Shown Documented
for Each Alternative Constructablility and Staging
Grades and Vertical Curve Data Requirements Discussed and
Shown for Each Alternative Accounted for in Proposed Layout
Stationing Shown for Each Conceptual Deck Drainage Design for
Alternative Each Alternate
Boring Locations Shown for Conceptual Design of Joint and/or Bearing
Each Alternative Requirements
Hydraulic Data Plotted on Profile Listing of Environmental, Aesthetic, and
Clearance Envelope for Any Railroads Utility Requirements
Highways, or Associated Structures Lighting and Signing Requirements
Proposed and Existing R/W Limits Shown Documented
Existing Public & Private Utilities, Including Inspection Access Requirements
Gas, Water, Septic, and Leach Fields Documented
for All Parcels, Shown (DD-303) Description of Superstructure Types
Schematic Profile of Underpassing Considered
Railroad or Roadway Description of Substructure and Foundation
Types Considered
Boring Layout and Documents Detailed Discussion of the Advantages
Completed Geotechnical Report and Disadvantages of each Type
Bearing Capacities Documented and a Recommended Superstructure/
Foundation Depth Shown Substructure Combination
Scour Depths Shown Total Structure Cost for each Appropriate
External Stablility Calculations of MSE Walls Superstr./Substr. Combination Listed
Included by Item and Separated between
Superstructure and Substructure
Typical Sections Listing of all Project Specific Special
Roadway Typicals Provisions
Bridge Typicals Shown, Including Listing of Span Arr. Review Comments
Staging Requirements and Action Taken on Each Comment
Temporary Detour Typicals
( If Applicable )

COMBINED TS&L SUBMISSION CERTIFICATION
Miscellaneous Sheets Corps of Engineers Permit Requirements

Title Sheet with Proposed Plan View of all Areas
Sheet Index Requiring a 404 Permit
Conceptual Maintenance of Profile View of all Areas
Traffic Scheme Requiring a 404 Permit
Traffic Routing Contingency Plan Cross Section View of all Areas
for Bridge/Structure Projects Requiring a 404 Permit
Location and Elevation of Existing Quantity of Material to be Placed
Structure Showing Clearances, Below "Ordinary High Water" Shown
Waterway Opening, and Appropriate on Appropriate Sheets
Storm Frequency Elevations Temporary Fills, Causeways, Bridges,
Proposed Framing Plan of All Alternates Pipes, etc. Shown For Proposed
Outline Drawings of All Alternate Substructure Construction Scheme
Units Showing Major Dimensions Copy of Section 106 "Historical Clearance
Jacking Point Concepts Shown Document" Included
Proposed Architectural Treatments Shown Copy of "Rare, Threatened, and Endangered
Deck Drainage Requirements Shown Species Clearance Letter" Included
Proposed Expansion Dams Shown Copy of FEMA Clearance Letter
Proposed Bridge Bearings Shown (If Applicable)
Completed 404 Permit - One Electronic Copy
OR Two Paper Copies
Coast Guard Permit Requirements
Coast Guard Sketches for Recommended
Alternate Included Miscellaneous Report
List of Adjoining Property Owners Consultant's Quality Control Markups
Quantity of Material to be Removed and
Replaced Below the 100 Year Flood
Level. Separated by Excavation,
Backfill, and Concrete for Each
Substructure Unit


BRIDGE RATING SUBMISSION CERTIFICATION
County
General Requirements - Rating by District Bridge Eng. General Requirements - Rating by Design Engineer
Title Sheet with Proposed Sheet Index Title Sheet with Proposed Sheet Index
(DD-701) (DD-701)
Complete Set of Superstructure Plans with Complete Set of Superstructure Plans with
All Dimensions, Thicknesses, and All Dimensions, Thicknesses, and
Material Specifications Shown Material Specifications Shown
Complete Set of Substructure Plans with Complete Set of Substructure Plans with
All Dimensions, Thicknesses, and All Dimensions, Thicknesses, and
Material Specifications Shown Material Specifications Shown
Horizontal Roadway Alignment Horizontal Roadway Alignment
Including Curve Data Shown Including Curve Data Shown
Vertical Roadway Grade Shown Vertical Roadway Grade Shown
Bridge Layout Dimensions Shown Bridge Layout Dimensions Shown
Foundation Elev. And Low Bearing Foundation Elev. And Low Bearing
Elevation Shown Elevation Shown
Plan View of Deck Showing All Plan View of Deck Showing All
Dimensions, Including Span Lengths Dimensions, Including Span Lengths
Widths, Skew Angles, etc. Widths, Skew Angles, etc.
Typical Sections Showing Deck Width, Typical Sections Showing Deck Width,
Overhang, Parapet Location, Deck Overhang, Parapet Location, Deck
Thickness, Overlay Thickness (If Thickness, Overlay Thickness (If
applicable), Reinforcing, and Reinforcing applicable), Reinforcing, and Reinforcing
Clearances Clearances
Complete Set of Bridge Superstructure Complete Set of Bridge Rating Calculations
Calculations with All Members Rated by "The Manual
for Bridge Evaluation", Latest Edition,
Published by AASHTO and the
Miscellaneous Report "LRFD Bridge Design Specifications"
Consultant's Quality Control Markups Latest Edition
Published by AASHTO
Completed WVDOH DS-25 "Bridge Safe
Load Capacity-Analysis and
Justification Report"
Completed WVDOH DS-34 "Scour
Evaluation Summary"


FINAL DETAIL BRIDGE PLAN SUBMISSION CERTIFICATION
General Plan Requirements Substructure Units

Construction Project Numbers Shown Elevation, Plan, and Sections of
Line Weights Legible Substructure Unit Shown
Contours Screened and Legible North Arrow and Orientation Shown
Adequate Spot Elevations Shown Workpoint and Centerline Bearing Shown
North Arrow Shown on all Layout Sheets Skew of Substructure Unit Shown
Bridge Number Shown on All Applicable Dimensions of All Components of Each
Documents and Plan Sheets Unit Shown
AASHTO Material Designations Utilized Bridge Seat and Foundation Elevations
Designer and Checker Have Initialed Shown
All Sheets Anchor Bolt Layout Shown in Plan
Index to Bridge Sheets Included and Section
Index to Abbreviations Included Limits of Select Material for Backfilling
Shown
Limits of Structure Excavation and/or
Wet Excavation Shown
Notes and Quantity Sheets Paving Notch Shown as Appropriate
Governing Specification Note Underdrains Shown
Design Criteria and Methodology Note Included Weep Holes for Abutments and Wingwalls
Material Notes Including Concrete, Reinforcing Reinforcing Steel with Bar Marks Shown
Steel, Prestressing Strands, Structural Existing and Finished Grade Shown on
Steel, Piling, Drilled Shafts, etc. Each Substructure Unit
Maintenance of Traffic Factored Unit Bearing/Side Resistance &
Temporary Structure Requirements Shown Max Factored Substructure Axial Load
Dismantling Structure Requirements Shown Quantity Table for Substructure Unit Shown
Erection Notes
Charpy V-Notch Note Included
Piling Notes Included
Minimum Reinforcing Lap Note Included Core Boring Stick Logs
Minimum Reinforcing Cover Note Included Boring Stick Logs Plotted with Legend and
Scour Protection Material Size Noted Showing Each
Lead Paint Notes if Paint Removal Soil and Rock Layer Encountered
or Dismantling Structure Required Using DOH Standard Symbology
Containment Criteria Shown for Cleaning & Painting Station and Offset for Each Boring
Railroad Requirements Shown (DD-303) Shown
Miscellaneous Required Notes to Describe Elevation of Top of Boring Shown
Nonstandard Items of Work Including RQD, Per-Cent Recovery, HCSI
Quantity Table Identifying Pay Items with Quantities, Bottom of Foundation Plotted on Logs
Units, and Totals Shown (TRNSPORT Format) Pile Tip Elevations Shown On Logs
Table for Lump Sum Items Showing Drilled Shaft Elevations Shown on
Breakdown of Material Included Logs, Including Top of Competent
All Work Included in an Appropriate Pay Item Rock and Bottom of Shaft
Quantities Split per Corporation Limits or
Border State Agreements
Columnar Breakdown of Quantities per
Substructure Unit and Superstructure Included

Plan and Profile Sheets Framing Plans and Details

Horizontal Roadway Alignment Plan View Showing Location of All
Including Curve Data Shown Structural Framing
Vertical Roadway Grade Shown Elevation of All Girders Showing Flange
Stationing Shown and Matching Roadway Plans Sizes, Flange Transition Points, Splices
Centerline Bearing Station Shown Bearing Stiffeners, and Web Size
on All Substructure Units Size, Location, Type, and Details
Bridge Length Shown (paving notch of All Stiffeners Shown
to paving notch) Detail and Location of All Bolted
Skew Angles and Span Lengths Shown and Welded Splices Shown
Bridge Layout Dimensions Shown Number, Location, and Spacing of
Foundation Elev. And Low Bearing Elev. Shown Shear Studs Shown
Station and Elevation of All Berms Shown Stiffener to Girder Welds Detailed
Limits/Thickness of Slope Protection Shown Tension and Stress Reversal Areas
Stream Flow Direction Shown Noted
Low Water Surface Elevation Shown Prestressing Details and Notes Shown
Hydraulic Data Plotted on Profile (If applicable)
Scour Depths Shown for 100 Year Post-Tensioning Details Shown
Flood Level (If applicable)
Clearance Envelope for Any Railroads Strand Debonding Areas Shown
Highways, or Associated Structures Camber Diagram Provided
Schematic Profile of Underpassing Dead Load Deflection Table Included
Railroad or Roadway Diaphragm/Cross-Frame Details Shown
Bearing Type Shown ( i.e. fixed,expansion, Bearing Details Shown
integral, semi-integral, etc.) Anchor Bolt Details Shown
Expansion Dam Details Shown
Deck Slab Inspection Access Details Shown
Plan View of Deck Showing All Materials Utilized in Girder and
Dimensions, Including Span Lengths Various Components Clearly
Widths, Skew Angles, etc. Shown in Details
Typical Sections Showing Deck Width, Future Jacking Points Shown
Overhang, Parapet Location, Deck
Thickness, Overlay Thickness (If Situation Plan
applicable), Reinforcing, and Reinforcing Contours Showing Required Grading
Clearances Shown
Deck Pour Sequence Shown with Plan and Elevation View of New
Allowable Options Indicated Bridge Shown
Reinforcing Steel with Bar Marks Shown Right-of-Way Limits Shown
Deck Construction Joint Locations Utilities and Their Disposition Shown
and Details Shown Hydraulic Data Shown
Drip Goove Detail Shown Temporary Detour Shown
Haunch Detail Shown and Noted (If applicable)
End Diaphragm Details for Semi-Integral Existing Bridge Shown
Abutments Shown Core Boring Locations Shown and
Deck Drain Locations Shown Core Boring Table Provided
Sidewalk Details Shown Bridge Length and Span Lengths Shown
(If applicable) Bottom of Pile Tips and Foundations
Railing and/or Screening Attachment Shown
Location and Details Shown Fill Slopes Shown

Miscellaneous Sheets Supplemental Contract Information

Foundation Layout Sheet with Workpoints Listing of Comb. TS&L Review Comments
and Adequate Dimensions for Overall and Action Taken on Each Comment
Layout Included Completed Project Specific Special
Table of Deck Elevations Showing Provisions (Word Format)
Deflections for Construction Phases Estimated Contract Time Chart
Reinforcing Bar Sheet Included (DD-803)
Railing Details Shown Total Project Construction Cost Estimate
Fencing or Screening Details Shown Shop Drawing and Construction Services
Deck Drainage Details Shown, Including Proposal Submitted to Consultant
Scuppers, Deck Inlets, Piping System, Services (If applicable)
and Location and Details of Discharge
Points
Approach Slabs Competely Detailed Miscellaneous Report
with Quantity Table Showing Items Consultant's Quality Control Markups
Included in Approach Slab Pay Item
Utility Accomodation Details Shown
Lighting Details Shown
Navigational Lighting Details Shown
Architectural Treatment Details Shown
Parapet Transition Details Shown
Drilled Shaft Details Shown
Existing Bridge Plans Included (If
Required by the Project Manager)


PS&E SUBMISSION CERTIFICATION
(To Be Submitted With Half-Size PS&E Plans)
County
General Requirements
Title Sheet (Full-Size Mylar) Signed and Sealed by the Responsible Professional Engineer Registered
in the State of West Virginia (DD-701)
Title Sheet (Half-Size Plan) Signed and Sealed by the Responsible Professional Engineer Registered
in the State of West Virginia (DD-701)
Proposed and Existing Right-of Way Limits Shown on the Construction Plans Match Those Limits
Shown on the Latest RW-3 Plans
Listing of Final Office Review Comments and Final Detail Bridge Plan Comments
and Action Taken on Each Comment
Copy of Consultant's Quality Control Markups
Approved Design Exception Reports
Approved ADA Exceptions Reports
Final Completed Project Specific Special Provisions (Word Format)
Final Completed Estimated Contract Time Chart (DD-803)
Final Total Project Construction Cost Estimate


TRACING SUBMISSION CERTIFICATION
(To Be Submitted Following Award of Project or as Directed by Project Manager)
County
General Requirements
Complete Set of Contract Plans in dgn and pdf formats with all Appropriate Revisions
Revisions Shown and Noted. Dgn files drawn to DOH CADD Standards
Final Completed Geometric, Drainage, and Quantity Calculatioins
Final Completed Bridge and Structure Computations
Survey and Project Control Data Including Aerial Photography Control


APPENDIX A
RESOURCE AGENCY
ADDRESS LISTING
Resource Agency Address Listing has moved to WVDOH Publication Webpage

at:
http://www.transportation.wv.gov/highways/engineering/Pages/DD-
202ContactInformation.aspx
A-26 26 202 Appendix A for DD 6-23-14

APPENDIX B
SAMPLE LETTERS
30 MARCH, 2005
B-1 31 202 Pg 31-37 rev 2005-March-30 (no word file).pdf

1900 Kanawha Boulevard East • Building Five • Room 110
Joe Manchin III Charleston, West Virginia 25305-0430 • 304/558-3505
Governor
re es
C res Y
Be dd NL
ur s
March 30, 2005
nt
N s& EO
Mr. Michael Cummings, Jr.
ay ct L
US Army Corps of Engineers
ot A
Pittsburgh District
M ta MP
Williams S. Moorhead Federal Building
1000 Liberty Avenue
on A
Pittsburgh, Pennsylvania 15222-4186

C S
Dear Mr. Cummings:
State Project S326-27-1.31 00

Federal Project BR-0027(027)E
Graysville Bridge
Preliminary Field Review
Marshall County
A Preliminary Field Review has been scheduled for April 15, 2005, on the subject project. The review will begin at
10:30 a.m. with the participants meeting at the project site.
Enclosed is one set of plans for your review and comments in relation to the permitting process.
If you can not attend the review, please forward any comments that you may have to Ms. JoAnn Ford, Project
Manager, at (304)558-2885, or by fax at (304)558-0605, or e-mail jford@dot.state.wv.us, prior to the review.
Very truly yours,
John G Morrison
Consultant Review Section
Engineering Division
JGM:ss
Enclosure
cc: TOH Bridge, Inc.
B-2 E.E.O./AFFIRMATIVE ACTION EMPLOYER 202 Pg 31-37 rev 2005-March-30 (no word file).pdf
32
Governor
re es
C res Y
Be dd NL
ur s
March 30, 2005
nt
N s& EO
Ms. Jessica Martinsen
ay ct L
ot A
M ta MP
Environmental Protection Agency
Region III
3ES30
on A
1650 Arch Street

C S
Philadelphia Pennsylvania
Dear Ms. Martinsen:

Graysville Bridge
Marshall County
A Preliminary Field Review has been scheduled for April 15, 2005, on the subject project. The review will
begin at 10:30 a.m. with the participants meeting at the project site.
Enclosed is one set of plans for your review and comments in relation to environmental issues.
If you can not attend the review, please forward any comments that you may have to Ms. JoAnn Ford,
Project Manager, at (304)558-2885, or by fax at (304)558-0605, or e-mail jford@dot.state.wv.us , prior to the
review.
Very truly yours,
John G Morrison
JGM:ss
cc: Mr. David Rider
Enclosure
33
Governor
re es
C res Y
Be dd NL
ur s
March 30, 2005
nt
N s& EO
Mr. Tom Chapman
US Fish and Wildlife Services
ay ct L
ot A
M ta MP
694 Beverly Pike
Post Office Box 1278
Elkins, West Virginia 26241
on A
C S
Dear Mr. Chapman:

Graysville Bridge
Marshall County
A Preliminary Field Revie w has been scheduled for April 15, 2005, on the subject project. The review will
begin at 10:30 a.m. with the participants meeting at the project site.
Enclosed is one set of plans for your review and comments in relation to fish and wildlife effects.
If you can not attend the review, please forward any comments that you may have to Ms. JoAnn Ford,
Project Manager, at (304)558-2885, or by fax at (304)558-0605, or e-mail jford@dot.state.wv.us , prior to the
review.
Very truly yours,
John G Morrison
JGM:ss
Enclosure
34
Governor
re es
C res Y
Be dd NL
ur s
March 30, 2005
nt
N s& EO
ay ct L
Mr. Kerry Bledsoe
ot A
M ta MP
West Virginia Department of Natural Resources
1110 Railroad Street
Farmington, West Virginia 26571
on A
Dear Mr. Bledsoe:

C S

Graysville Bridge
Marshall County
Enclosed is one set of plans for your review and comments in relation to significant fish, wildlife and recreational
resources effects.
Very truly yours,
John G Morrison
JGM:ss
Enclosure
cc: Mr. Frank Jezioro, Director

Mr. Curtis Taylor, Chief
Mr. Roger Anderson
35
Governor
re es
C res Y
Be dd NL
ur s
March 30, 2005
nt
N s& EO
ay ct L
ot A
Mr. Frank Jernejcic
M ta MP
Fisheries Management
1110 Railroad Street
on A
Farmington, West Virginia 26571

C S
Dear Mr. Jernejcic:

Graysville Bridge
Marshall County
Enclosed is one set of plans for your review and comments in relation to fish and wildlife and recreational resources
effects.
Very truly yours,
John G Morrison
JGM:ss
Enclosure
cc: Mr. Frank Jezioro, Director

Mr. Curtis Taylor, Chief
Mr. Roger Anderson
36
Governor
re es
C res Y
Be dd NL
ur s
March 30, 2005
nt
N s& EO
ay ct L
ot A
Mr. Andy Weaks
M ta MP
West Virginia Department of Environmental Protection
2031 Pleasant Valley Road
on A
Suite 1
Fairmont, West Virginia 26554
C S
Dear Mr. Weaks:

Graysville Bridge
Marshall County
Enclosed is one set of plans for your review and comments in relation to significant water quality effects.
Very truly yours,
John G Morrison
JGM:ss
Enclosure
cc: Ms. Lisa McClung, Director

Mr. Larry Betonte, Assistant Chief
37
APPENDIX C
REGIONAL MAPS
Regional Maps has moved to WVDOH Publication Webpage at:
http://www.transportation.wv.gov/highways/engineering/Pages/DD-202ContactInformation.aspx
38 202 Appendix C for DD 6-23-14

DESIGN DIRECTIVE
DD-203
(FORMERLY DESIGN DIRECTIVE 205)
NATURAL RESOURCES CONSERVATION SERVICE COORDINATION
July 1, 2006
Attached is a map dated January 1996 as supplied by the Natural Resources Conservation
Service (NRCS), U.S. Department of Agriculture which shows the status of their ongoing watershed
projects in West Virginia.
Also attached is a progress report dated July 1, 1990 dealing with the same matter.
Whenever proposed design is undertaken in these areas, coordination with the NRCS should
be accomplished.
Attachment
1 of 3
DD-203
TABLE 1 - WATERSHED DAMS IN APPROVED PROJECTS

Water Resources Progress Report
July 1, 1990
MAP UNDER REMAINING

NO. PROJECT COMPLETED CONSTRUCTION TO BE BUILT TOTAL
1 Salem Fork (Pilot) 7 0 0 7
2 Warm Springs Run 8 0 0 8
3 New Creek-Whites Run 9 0 3 12
4 South Fork 23 0 1 24
5 Patterson Creek 30 1 3 34
6 Lunice Creek 3 0 2 5
7 Upper Buffalo Creek 6 0 6 12
8 Upper Grave Creek 7 0 0 7
10 Daves Fork-Christians Fork 3 0 0 3
13 Saltlick Creek 5 0 0 5
16 Marlin Run 1 0 0 1
17 Bond’s Creek 1 0 0 1
18 Brush Creek 10 0 0 10
19 Polk Creek 8 0 0 8
20 Harmon Creek 6 0 0 6
21 Wheeling Creek 4 0 1 5
24 Upper Deckers Creek 7 0 0 7
27 Blakes Creek-Armour Creek 1 0 0 1
28 Big Ditch Run 1 0 0 1
29 Elk Twomile Creek 2 0 4 6
41 Pond Run 1 0 0 1
44 Mill Creek 4 1 2 7
45 South Branch 0 0 5 5
50 Lost River 0 0 5 5
51 Pocatalico River 2 0 0 2
55 North & South Mill Creek 3 0 3 6
57 Upper Mud River 0 1 0 1
58 Howard Creek 0 0 1 1
TOTAL 152 3 36 1911/
% of Total 80 1 19 100
1
/ Thirteen dams in the Harmon Creek, Wheeling Creek, and South Branch Watersheds are located in adjoining
states and are not included in this figure.
VII-12
2 of 3
3 of 3
DESIGN DIRECTIVE
DD-204
GUIDANCE FOR USE OF CPM SCHEDULES
FOR PROJECTS
DD-208 UNDER DESIGN
May 1, 2014
This Design Directive will give guidance and instruction, along with sample CPM
schedule templates, on how to prepare and submit CPM schedules for projects under design.
These CPM schedules will be used by all designers, whether they are Division of Highways
designers or Consultant designers employed by the Division. The guidelines for Division-
designed projects are different than those for Consultant-designed projects, and both
procedures will be described herein.
Attachment
1 of 12
10. General
10.1 Introduction: CPM (Critical Path Method) schedules are to be submitted

by the Designer for each project, including Design Study projects. The
CPM outlines all the project milestones and the submission at these
project milestones required during development of projects, and therefore
is utilized by the Division to establish completion dates for all projects. In
turn, the completion date for design of projects is established by the CPM,
and is utilized for scheduling a project for advertisement for bids. There
are other factors that are considered after a project’s design is complete,
such as the availability of funding, necessity of construction completion of
the project because of construction phasing, interim completion dates, etc.
that are factored in to determine a project’s advertisement date.
The three approved CPM charts are included at the end of this Design
Directive. There is a CPM for Design Reports, one for the “Typical
Process” of project design, and one for the “Alternate Process” of project
design. See Design Directive 301, Right of Way Plans, Sections 10.3.3.1
and 10.3.3.2 for explanations of these two “Processes”.
A Bar Chart can be substituted for the CPM schedule on projects where
CPM’s are not appropriate. A Bar Chart is considered appropriate for
projects such as traffic studies, bridge deck replacements, architectural
design projects (such as rest area buildings, buildings for the Division
itself), publications writing and/or revisions when performed by a
consultant, etc.
The Programming Division will keep the original CPM schedule. When
updates are required they are to be resubmitted to the Programming
Division with the revision date(s) noted on the Cover Sheet.
20. Preparation of the CPM Schedule for Division of Highways-designed Projects
20.1.1 Cover Sheet: All items listed on the Cover Sheet for each CPM for each
project are to be completed, except for the signature block for the
Engineering Division at the bottom. Again, the three approved CPM charts
are included at the end of this Design Directive.
20.1.2 CPM Schedule: The CPM schedule is to be completed after the

completion of all surveys and mapping. All times shown on the CPM
schedules will be in working days, not calendar days. For certain projects,
if the surveying/mapping is part of the Scope of Work, then the CPM will
be completed starting with the Notice to Proceed, with the working time to
complete the required surveys/mapping indicated on the CPM.
The boxes shown with various labels, such as “Notice To Proceed”,

“Mapping Complete”, “Prelim FR Plans Complete”, etc., indicate a
project milestone. The small strip at the top of these boxes will be filled in
2 of 12
with the date that the project milestone is expected to be completed. The
lines between these boxes represent an activity, such as preparation or
review of preliminary, final field (if required), final office, slope, span
arrangement, etc. plans. Core boring contract
administration, if required, is also included. A circle above an activity

indicates the time the activity is expected to take to complete. This will be
filled in by the Division’s Designer. A box above an activity represents the
time the Designer expects the review of the submission to take. For
projects involving the Federal Highway Administration, their review time
must be added to the Division’s review time. Again, it is stressed that
these times are in working days only. The black ovals represent “dummy
nodes”, indicating project milestones which are submissions to be made
concurrently.
After the working days are filled in all required fields by the Designer, the
Designer then computes the actual dates, and then places them in the small
strip at the top of the project milestone boxes. The CPM schedule is then
approved by the Designer, and given to the Programming Division.
If a project is not going to meet the original CPM schedule or approved

changes thereto, the Project Manager should discuss this with the
responsible person from the Programming Division and justify the reasons
for the delay. Any changes approved are to be indicated on a revised CPM
schedule, and the Programming Division will request a PS&E schedule
change from Management.
30. Preparation of the CPM Schedule for Consultant-designed Projects
30.1.1 General: As indicated in the Scope of Work notes for Consultant-

designed projects, each project will have a CPM submitted to the
Division’s Project Manager. The first submission of the CPM by the
Consultant will show the Consultant’s working days only, and reflect the
project duration specified in the Scope of Work meeting.
30.1.2 Cover Sheet: All items listed on the Cover Sheet for each CPM are to be
completed, except for the signature block for the Engineering Division at
the bottom. Again, the three approved CPM charts are included at the end
of this Design Directive.
30.1.3 CPM Schedule: The CPM schedule is to be completed after Notice to

Proceed has been given. All times shown on the CPM schedules will be in
working days, not calendar days.
The boxes shown with various labels, such as “Notice To Proceed”,

“Mapping Complete”, “Prelim FR Plans Complete”, etc., indicate a
project milestone, or a submission to the Division’s Project Manager. The
small strip at the top of these boxes will be filled in with the date that the
project milestone is expected to be completed. The lines between these
3 of 12
boxes represent an activity, such as preparation and review of preliminary,
final field (if required), final office, slope, span arrangement, etc. plans.
Core boring contract administration, if required, is also included. A circle
above an activity indicates the time the activity is expected to take to
complete. The Consultant is responsible for placing his/her working days
in the circle above an activity. The Division’s Project Manager for
roadway and structures are responsible for placing his/her working days in
the boxes above an activity. This will also include the Federal Highway
Administration’s review times. Again, it is stressed that these times are in
working days only. The black ovals represent “dummy nodes”, indicating
project milestones with which there are submissions to be made
concurrently.
After the working days are filled in for all required fields by the
Consultant and the Division’s Project Manager, the Project Manager then
computes the actual dates, and then places them in the small strip at the
top of the project milestone boxes. The CPM schedule is then approved by
the responsible Project Manager and given to the Programming Division.
Consultants are required to submit three copies of an updated CPM

schedule at each of his/her monthly Progress Meetings for each individual
project. Activities and project milestones completed should be entered
with the date accomplished followed by an “A” for Actual. Project
milestone dates that are not accomplished as shown on the CPM are to be
noted with justification given for missing the date. The completed work
should be marked in color to indicate the latest point of progress.
If a project is not going to meet the original CPM schedule or approved

changes thereto, the Project Manager should discuss this with the
Consultant, other reviewers, and the responsible person from the
Programming Division and justify the reasons for the delay. Any changes
approved are to be indicated on a revised CPM schedule, and the
Programming Division will request a PS&E schedule change from
Management.
4 of 12
CPM NETWORK
DESIGN REPORT
PROJECT NAME _______________________________________

STATE PROJECT NUMBER ______________________________
FEDERAL PROJECT NUMBER ___________________________
PROJECT TERMINI _____________________________________
PROJECT LENGTH (MILES) ______________________________
COUNTY ______________________________________________
CONSULTANT _________________________________________
APPROVAL BY: ________________________________________
APPROVAL DATE: ______________________________________
Form Rev. 8/04

P & S Preliminary Environmental Documents
(If required by Scope of Work)
Prepare Traffic Sketch Map
and Obtain Traffic Info
Prepare Topo P&S Review P&S Review P&S

Notice to Mapping Mapping FR Plans FR Plans FR Plans Conduct OR Plans OR Plans OR Plans Conduct Draft DR Draft DR
Proceed Complete FR OR
Obtain Tax Maps Verify Utility Obtain Right of Way P&S Review/Approve
Conduct VE
Location and Ownership and Utility Estimates Review Alternatives Alternatives
(If required)
P & S Final Environmental

Documents (If required by Scope of Work)
Request Public Conduct P&S Request Request

Meeting Public Meeting Final DR Approval of L&D
Meeting Meeting Final Final DR DR Approval L&D
Requested Held DR Approved Approved
(con't from above)
LEGEND
P&S P&S Prepare and Submit
Exhibits FR Field Review
OR Office Review
L & D Location and Design State Project Number ______________________________
DR Design Report
VE Value Engineering
Federal Project ____________________________________
Consultant Working Days
DOH Working Days
Form Rev. 8/04

CPM NETWORK
ROADWAY AND/OR BRIDGE DESIGN
"TYPICAL PROCESS"
(TWO FIELD REVIEWS)
PROJECT NAME ________________________________________
STATE PROJECT NUMBER _______________________________
FEDERAL PROJECT NUMBERS E _____________________
R _____________________
C _____________________
PROJECT TERMINI _____________________________________
COUNTY ______________________________________________
CONSULTANT _________________________________________
APPROVAL BY: ________________________________________
APPROVAL DATE: ______________________________________
Form Rev. 3/13

P&S
MUNICIPAL/STATELINE
AGREEMENT
VERIFY VERIFICATIONS AUTHORIZE P & S PLANS

UTILITIES RECEIVED PE FOR TO UTILITIES UTILITIES PREPARE
UTILITIES FOR RELOCATIONS RELOCATION PLANS
START
P&S REVIEW P&S REVIEW P&S P & S DEED ACQUISITION
RW-1 PLANS RW-2 PLANS RW-3 PLANS REVISED
RW-1 PLANS RW-1 PLANS RW-2 PLANS RW-2 PLANS RW-3 PLANS DESCRIPTIONS OF RW
COMP COMP COMP RW-3 COMP
P&S
BORING DOC
& LAYOUT
P&S
CONDUCT P&S REVIEW AWARD CONTRACT P & S SLOPE REVIEW P & S FINAL REVIEW FINAL OR REVIEW
SURVEYING PFR PLANS PFR PLANS & OBTAIN BORINGS DESIGN SLOPE FR PLANS FR PLANS PLANS FINAL
& MAPPING DESIGN OR PLANS
NOTICE TO PRELIM CONDUCT SLOPE CONDUCT FINAL CONDUCT FINAL OR CONDUCT FINAL
FR PLANS PRELIM DESIGN SLOPE FR PLANS FINAL PLANS OR
PROCEED COMPLETE COMPLETE FR
COMP FR REVIEW COMPLETE
P&S P&S REVIEW
MAJOR DRAINAGE CONDUCT P&S REVIEW/APPROVE P & S TS&L REVIEW FINAL DETAIL FINAL DETAIL CONDUCT
FINAL BRIDGE
VE REVIEW ALTERNATIVES ALTERNATIVES TS&L BRIDGE PLANS PLANS BRIDGE PLANS FINAL BRIDGE
TS&L CONDUCT PLAN REVIEW
(If Required) TS&L COMPLETE
COMP. REVIEW
P&S PRE-SA P&S LEGEND

BRIDGE REVIEW BRIDGE SA SA SPAN ARRANGEMENT
PRE-SA FR FIELD REVIEW
OR OFFICE REVIEW P&S PERMITS
P&S PREPARE AND SUBMIT PERMITS ISSUED
RW RIGHT OF WAY
P&S DD SUBMIT PR SUBMIT TS&L TYPE, SIZE & LOCATION
TRAFFIC TO PR TO DD VE VALUE ENGINEERING
SKETCH MAP (DD TO CONS) RECOMMENDED TIME LINE STATE PROJECT ________________________
CONSULTANT WORKING DAYS FEDERAL PROJECT ______________________
DOH WORKING DAYS
Form Rev. 3/13
EXECUTION &
DISTRIBUTION
OF AGREEMENTS
__________
COMPLETE P&S
RW RW-4
REQUEST & ACQUISITION PLANS
PREPARE RW
CERTIFICATE &
STATUS OF UTILITIES
___________
P&S REVIEW PS&E REV. PS&E ADVERTISING REV BIDS

FINAL CONTRACT SUB. TO & AUTHORIZE PERIOD & & AWARD
CONTRACT PLANS FHWA/PP TO ADVERTISE RECEIVE BIDS
PLANS ASSEMBLE PS&E
APPROVE
FINAL CP/RW PS&E ADV. LETTING AWARD FINAL
PLANS READY SUB. INVOICE
STATE PROJECT ____________________________

FEDERAL PROJECT _________________________
Form Rev. 3/13

CPM NETWORK
ROADWAY AND/OR BRIDGE DESIGN
"ALTERNATE PROCESS"
(ONE FIELD REVIEW AND

FIVE OR LESS RW PARCELS)
PROJECT NAME ________________________________________
STATE PROJECT NUMBER _______________________________
FEDERAL PROJECT NUMBERS E _____________________
R _____________________
C _____________________
PROJECT TERMINI _____________________________________
COUNTY ______________________________________________
CONSULTANT _________________________________________
APPROVAL BY: ________________________________________
APPROVAL DATE: ______________________________________
Form Rev. 3/13

P&S
MUNICIPAL/STATELINE
AGREEMENT
VERIFY VERIFICATIONS P & S PLANS

UTILITIES RECEIVED AUTHORIZE PE TO UTILITIES UTILITIES PREPARE
FOR UTILITIES FOR RELOCATIONS RELOCATION PLANS
P&S START
P&S REVIEW RW-1 & 2 RW-3 ACQUISITION P&S Deed ACQUISITION
RW-3 PLANS REVISED
RW-1 & 2 PLANS PROVIDE COMMENTS PLANS Descriptions OF RW
COMP RW-3 COMP
P&S
BORING DOC
& LAYOUT
CONDUCT P & S PRELIM REVIEW Award Contract P & S SLOPE CONDUCT P&S REVIEW
SURVEYING FR PLANS PFR PLANS and Obtain Borings DESIGN SLOPE FINAL OR FINAL
& MAPPING REVIEW PLANS OR PLANS
NOTICE TO PRELIM CONDUCT FINAL OR CONDUCT FINAL

FR PLANS PRELIM PLANS OR
PROCEED
COMP FR COMPLETE
P&S P&S REVIEW
MAJOR DRAINAGE P & S TS&L REVIEW FINAL DETAIL FINAL DETAIL CONDUCT
FINAL BRIDGE FINAL BRIDGE
TS&L TS&L CONDUCT
BRIDGE PLANS PLANS BRIDGE PLANS
PLAN REVIEW
COMP. TS&L COMPLETE
REVIEW
P&S PRE-SA P&S

BRIDGE REVIEW BRIDGE SA LEGEND
PRE-SA SA SPAN ARRANGEMENT
FR FIELD REVIEW P&S PERMITS
OR OFFICE REVIEW PERMITS ISSUED
P&S PREPARE AND SUBMIT
P&S DD SUBMIT PR SUBMIT RW RIGHT OF WAY
TRAFFIC TO PR TO DD TS&L TYPE, SIZE & LOCATION
SKETCH MAP (DD TO CONS) RECOMMENDED TIME LINE STATE PROJECT _______________________
CONSULTANT WORKING DAYS FEDERAL PROJECT ____________________
DOH WORKING DAYS
Form Rev. 3/13
EXECUTION &
DISTRIBUTION
OF AGREEMENTS
__________
COMPLETE P&S
RW RW-4 PLANS
REQUEST & ACQUISITION
PREPARE RW
CERTIFICATE &
STATUS OF UTILITIES
___________
P&S REVIEW PS&E REV. PS&E ADVERTISING REV BIDS

FINAL CONTRACT SUB. TO & AUTHORIZE PERIOD & & AWARD
CONTRACT PLANS FHWA/PP TO ADVERTISE RECEIVE BIDS
PLANS ASSEMBLE PS&E
APPROVE
FINAL CP/RW PS&E ADV. LETTING AWARD FINAL
PLANS READY SUB. INVOICE
STATE PROJECT ____________________________

FEDERAL PROJECT _________________________
Form Rev. 3/13

DESIGN DIRECTIVE
DD-205
GUIDANCE FOR PREPARATION OF DESIGN REPORTS AND STUDIES
DD-20830, 2012
March
This Design Directive will give guidance and instruction on how to prepare,
distribute for comments, and begin the final approval process of Design Reports and
Studies. This Design Directive will provide uniformity for development of these
reports/studies throughout the Division of Highways, to include the various Districts
within the Division.
Attachments
DD-205
10. General Purpose of Design Reports and Studies
Design Reports and Studies (hereinafter referred to as “Study”, or “Studies”) are

engineering studies of several proposed alignments for a highway project. These
Studies are produced for projects such as small bridge replacements, roadway
realignments, intersection improvements, turning lane additions, new roadway
alignments, etc. By nature, these Studies are considered Initial Engineering by
Design Directive (DD) 200, “Project Development Process”. The completion of
the Study with an approved alternative alignment is considered the end of Initial
Engineering by that particular DD. If a choice of alignments is given, the report
will recommend one alignment as the “Preferred Alternate”, otherwise the
alignment shown in the Study will be considered the “Preferred Alternate”. For
most projects, the “Location & Design (L & D) Approval” will be requested at
this time. On some projects, additional environmental work may be required, and
Location and Design Approval may be requested during the Preliminary
Engineering phase (see DD– 206, “Guidance for Location and Design Approvals”
for more information concerning this approval process). This Design Directive
will cover only the preparation, distribution, receipt of comments, and selection of
the Preferred Alignment in the Design Study itself.
These Design Reports and Studies should be prepared in enough detail to

adequately hold the Scope of Work meeting for each project. The Study should
contain a minimum of items that are unknown at the time of scoping. It is
anticipated that these Studies will be handed over to the Division’s Designer or a
Consultant Designer (overseen by a Roadway and a Bridge Project Manager (if
required) assigned by the Division) for completion of design.
20. Preparation of Design Studies
20.1 General: DD - 201, “Public Involvement Process” should be reviewed to

determine if any of the stipulations contained therein apply to each and
every Design Study project. Any public involvement must take place
before L & D Approval is requested. Public involvement must be noted in
the L & D Approval request.
20.2 Existing information: All existing facilities, such as roadways,

streams, culverts, storm sewers, bridges, homes/businesses (to include any
sewerage facilities required by that facility, such as septic systems,
“shotgun sewers”, etc.), railroads, utilities (public and private), etc. are to
be field investigated and placed on the Study base mapping. The
Division’s and courthouse tax map/assessor’s records are to be researched
for any existing roadway, structure, right-of-way plans, property
lines/owners, and known environmental information (which can be
obtained from the Environmental Services Section of the Engineering
Division) which may contain preliminary information vital to the Study
(and can further be used when the project is scoped and assigned to a
Designer). See DD – 301, “Right of Way Plans” for more information on
Page 2 of 11
DD-205
the required existing information to be shown on the plan sheet for each
alignment. A centerline with stationing is to be provided for all existing
roadways, with horizontal curve data to include at minimum the existing
radii and superelevation, vertical curve data to include at minimum K-
values and lengths, sight distances, etc. Bearings may be obtained from
any existing mapping held by the Division, or can be taken from a
compass reading. Sight distance for existing intersections/driveways
should be determined and placed on the plan sheets also. Existing rights-
of-way are to be placed on the plan sheets for each alternative alignment.
20.3 Mapping: As a minimum, statewide base mapping in 1” = 400’ scale,

with 10’ contour intervals, is available from the Planning and Research
Division. There are other sources of mapping available within the
Division. The Administrative Section of the Engineering Division
maintains records of all aerial photography that has been flown and is in
the Division’s possession, as well as any mapping that has been produced
from said photography. In the absence of any mapping the Division may
possess, blow-ups of USGS 7 ½ minute topographic sheets may be used,
although this is not recommended. Any mapping provided by the Division
is to be field-checked by the preparer of the Study for accuracy and then
updated, with any and all updates to be made to the base mapping by the
Designer. If no existing mapping is available, then conventional surveys or
aerial photography and subsequent field-edited mapping may be utilized.
20.4 Scale/Paper Size: The reports/studies should be produced at a 1” = 100’

scale, or a larger scale for smaller studies, such as a bridge replacement
with very little roadway work. The scale should be chosen with the type
and size of the Study, and the desired paper size in mind. If the scale needs
to be made larger to show any necessary details, then match marks are to
be utilized wherever necessary, based on the existing roadway’s
centerline. Paper sized 11”x17” folded to 8 ½”x 11” can be used if the
preparer of the Study determines that a larger scale on one sheet will
contain all of the information required.
20.5 Design Criteria: All design criteria to be used, according to the projected
traffic volumes and existing or proposed roadway classification, are to be
given, preferably in table format. The roadway classification and projected
traffic volumes can be obtained from the Planning and Research Division.
The latest approved issues of the AASHTO Green Book, Very Low-
Volume Local Roads Guide, Design Directives, Drainage Manual, and the
Roadside Design Guide are to be used to determine all necessary criteria.
If any design criteria cannot be met, design exceptions are to be indicated,
and enough preliminary information given so that the designer can
complete the design exception report(s) required during future design
stages as described in the latest edition of DD – 605, “Design Exception
Policy”.
Page 3 of 11
DD-205
20.6 Content: Reference is hereby made to the Design Report Submission

Checklists contained in DD – 202, “Field and Office Reviews for Initial
Engineering, Preliminary Engineering and Final Design” for the
information required in the Study. Depending on the type, size, and
complexity of the Study, not all information required by the checklists will
be necessary. Any other information that may be known about the Study
area, such as visible high water marks, other information gleaned from
field surveys and observations, discussions with the residents in the Study
area, and at any required public meetings such as location of septic
systems, wells, etc. should be included also. The checklists are required to
be submitted with each Study submission. The Project Numbers will be
shown on each and every Study.
20.6.1 Existing facilities: All existing facilities as described in Section

20.2 above are to be contained on each alternative’s plan sheet. It
is very important that all existing information be indicated on the
Study plans and narratives, as estimates for possible home/business
relocations and right-of-way purchases, will be made by the Right-
Of-Way Division for the Study. Utilities should be located in the
field by notifying Miss Utility of West Virginia before the field
visit is made, so as much accurate utility information is shown in
the Study as possible. It is to be noted that not all utilities subscribe
to Miss Utility, so it is vital that other utilities in the area be
investigated for their presence. A list of the affected utilities in the
project area is to be included in the narrative (See Section 20.6.6
hereinafter in this Design Directive). The capital cost of all
required utility relocations will be made by the Utilities Unit of the
Technical Section, Engineering Division. All existing features
described here and above in Section 20.1 are to be shown as
described by the Division’s CADD Standards, available on the
WVDOT website.
20.6.2 Proposed roadway facilities: A plan sheet and a profile sheet are
to be prepared for each alternative alignment. A centerline is to be
shown with stationing, radius and proposed superelevation for each
required horizontal curve. Grades and vertical curves with
preliminary K-values are to be shown for each proposed
alternative’s profile. This information is to be given for the
mainline and all side roads.
Proposed detour roads required, such as an upstream and a

downstream detour for a small bridge replaced on its existing
alignment, are to be shown, along with the design speed.
The proposed construction limits should be shown, as well as

property line information, obtained from the assessor’s tax maps.
Existing rights-of-way information and proposed right-of-way
limits are to be shown. No stations or offsets are required. The cost
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of the necessary rights-of-way for each alternative alignment will
be obtained from the Right-Of-Way Division.
All work in streams and wetlands in the project area must be

indicated. Channel changes are to be shown, as the permits
required are more complex and will require more time and design
effort to obtain. Natural stream design methods and principles are
to be used as necessary when designing any channel change on any
US Army Corps of Engineers’ jurisdictional stream; however this
is only to be indicated in the report, and no design effort put forth.
Streams which will require a culvert crossing of the roadway(s) are
to be shown also, with preliminary sizes given. Preliminary
drainage calculations required to size these culverts are to be
included with the Study.
A sheet showing all roadway(s) typical section(s) is to be included,

with widths obtained from utilizing the roadway classification and
traffic volumes, the AASHTO Green Book, the AASHTO Low-
Volume Local Roads Guide, and the Division’s Design Directives.
The Study should reference all AASHTO publications and Design
Directives that were used to develop the Study. This will include a
typical section for all required side roads, not including driveways.
Also, the typical section for any proposed temporary detour roads
and bridges is to be included.
All proposed roadway information is to be shown as described by

the Division’s CADD Standards, available on the West Virginia
Division of Transportation’s website.
20.6.3 Proposed structures: The intent of this Design Directive in

relation to structures is to develop a “Pre-Span Arrangement”
report for each structure to be included in the Study. See the
Division’s “Bridge Design Manual”, 2003 (revised March 1, 2004
including 2006 Interim and Errata) for more information on this
matter. Not all of the requirements for a Span Arrangement
submission are required; the necessary information will be
indicated in this Section of this Design Directive.
The Bridge Designer’s tasks for a Design Study are to provide the
necessary bridge information, capital cost estimates, and sketches
for the Study to be developed. The Bridge Designer must look at
the existing conditions for the project site, such as roadway
geometry (both horizontal and vertical), utilities, right-of-way,
existing and adjacent structures, etc. Also, historical data such as
the latest Bridge Inspection Report, existing bridge plans, etc.,
hydraulic opening, and the proposed roadway alignments should
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be reviewed to assist in the development of the Study. The Bridge
Inspection Files are available from the Maintenance Division,
Bridge Evaluation Section. The Bridge Designer will develop
plans and profile sheets for each structure, and give a capital cost
estimate (to include any required Temporary Bridges). The bridge
drawings are to be simple line drawings with minimal details, such
as stationing, grades, horizontal and vertical curve data. The capital
cost estimate is to be based on historical data for similar structures
based on a cost per square foot of deck area (including parapets
and sidewalks). This cost can be obtained from discussions with
any of the Bridge Engineers employed by the Division, or from the
Designer’s own engineering judgment.
The Bridge Designer is to meet with the Division’s assigned

Bridge Project Manager to discuss the feasible structural systems
and span arrangements that will be included in the Study. The
purpose of the meeting will be to eliminate or add additional
alternates for further consideration on the Study. The Division’s
Bridge Project Manager will make the final decision on which
alternates are to be carried through and studied in the Span
Arrangement.
At this meeting the following information is to be available for use

by the Bridge Designers and the Division’s Bridge Project
Manager: preliminary horizontal and vertical alignments and
geometry, site plan for each structure alternate with both plan and
profile sheets for each alternate, discussions on why structure
options were chosen or rejected, superstructure types being
considered, and a capital cost estimate for each alternative. No
girder analysis is required in the Study.
As a matter of course, there will always be “No-Build” alternate

given in the Study. At times, the preparer of the Study will be
asked to include an alternate that is rehabilitation of the existing
structure. In this case, unit costs can to be obtained from the yearly
Unit Bid Price Report, which is available on the Division’s
website, from discussions with any of the Bridge Engineers
employed by the Division, or from the preparer’s own engineering
judgment.
All proposed structure information is to be shown according to the

Division’s CADD Standards, available on the WVDOT website.
20.6.4 Hydraulics: Hydraulics of any stream impacted by the proposed

Study are a very important factor to consider when deciding on a
new location for any structure, whether it is a bridge, large culvert,
such as a box culvert or very large diameter pipe, or a channel
change.
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Enough preliminary hydraulic observations and computations are
to be made to, at minimum, to determine the low chord elevation
of any proposed structure, and the Q100 backwater elevation of the
existing structure. Field surveys may be required to determine the
stream channel bottom’s topography and Manning’s “n” values.
Also, Flood Insurance Rate Maps should be consulted to see what
Flood Zone the Study area is in. The regulatory Base Flood
Elevation (BFE) should be shown on the plan and profile for each
alternate, and the source cited in the Study. Many published Flood
Insurance Studies and maps are available from the Technical
Section of the Engineering Division. Further, the US Army Corps
of Engineers and/or the local Flood Plain Coordinator should be
contacted to determine if a detailed hydraulic study has already
been performed in the area. Both tailwater and backwater effects
are to be considered, as well as preliminary scour depths for piers
in the stream channel. A zero backwater increase is to be striven
for. If this cannot be achieved, then easements will have to be
acquired to cover the proposed backwater increase possibly
involving the purchase of homes/businesses, and at minimum a
Conditional Letter of Map Revision will have to be filed with the
Federal Emergency Management Authority during final design
activities.
The hydraulic aspects of altered streams, whether the work is as

simple as locating piers in the stream, floodway or flood fringe,
placing embankment in these areas, or a complete channel change
become paramount when the new facility will result in water
surface elevations very close to any published flood elevation. If
there are no published flood elevations in the Study area, then a
preliminary HEC-RAS analysis on all affected streams is to be
performed and submitted as part of the Study.
20.6.5 Environmental overview: A preliminary environmental overview

is required. This work will require a representative from the
Environmental Services Section of the Engineering Division to
examine the project site in enough detail to establish any
environmental constraints which would affect the location of
alternative alignments in the report, and be of sufficient detail to
show in the Study as known constraints to the design. It is
preferred that the environmental process be completed for a typical
small bridge replacement study. But, studies over larger streams
and rivers may require extensive agency coordination and
environmental approval, especially federally endangered mussel
species are encountered with the preliminary surveys. However,
there should be enough surface observations and literature
investigations performed to be reasonably sure that there are no
major environmental constraints associated with the project.
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Wetland involvement, cultural resource considerations for any
structure (to include existing railroad facilities and roadway
bridges), permit requirements, known endangered species, known
hazardous waste/storage tank sites, etc. should be identified so
there are no hidden items that come up when the project enters the
Preliminary Engineering phase.
It is desired that the environmental process be completed for

projects which fall under the Programmatic Categorical Exclusion
process to have this document completed and approved at the time
the L & D request is made.
20.6.6 Narrative requirements: The narrative to accompany each report

shall describe the existing facilities, to include traffic data for the
present day as well as vehicles per day projected 20 years from the
anticipated opening year of the facility to traffic, deficiencies in the
existing horizontal/vertical alignments, sight distance obstructions,
condition of the existing facilities (to include all roadways,
shoulders, drainage facilities, and other structures, such as
bridges), etc. The history of the section of roadway in question,
such as construction year, any major reconstructions or
rehabilitations performed, is to be described. Some of this
information can be obtained from the Straight-Line Diagrams and
Roadway Inventory Logs maintained by the Planning and Research
Division. These diagrams should be obtained and made a part of
the project file in any case.
A conceptual Maintenance of Traffic scheme is to be described. At

minimum, cases from the latest adopted issue of the Manual on
Uniform Traffic Control Devices shall be cited. More complex
Maintenance of Traffic schemes may require a more detailed plan.
It is not the intent of this Design Directive to show detailed
schemes in plan view, rather to describe in words a phasing of
construction for the project, and therefore a required Maintenance
of Traffic scheme. The length in miles of any detour assuming the
facility will be closed is to be indicated. The proposed detour route
must be examined for adequate roadway/shoulder widths for the
character and amount of traffic which will be utilizing it, as well as
the structural capacity/ratings/postings of all bridges along the
route.
The proposed work for each alignment is to be described, listing

the physical characteristics of each alignment (curvature, grades,
length). Capital costs, such as construction costs, right-of-way
costs to include home/business relocation costs and utility
relocation costs, temporary roadway/bridge are to be indicated for
each alignment. Also, each alignment’s advantages and
disadvantages shall be described. Bridge renovation costs are
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required if the existing bridge is potentially eligible for inclusion
on the National Register of Historic Places.
The preliminary structure information, with the exception of the

plan and profile sheets, described in Section 20.6.3 above is to be
included as part of the narrative. The Sufficiency Rating for all
existing structures is to be shown.
All utilities affected by the project are to be shown on the plan

sheets and listed as a part of this narrative.
All accesses to be affected by each alternative are to be identified

and taken into account in the capital cost estimates. If a property is
to be landlocked, it shall be indicated as such on the plan sheet for
that alternative.
A geotechnical overview shall be presented. This will consist of

any known data from Natural Resource Conservation Service
mapping, knowledge of the geology of the area (possibly from an
adjacent project or one in the vicinity), on-hand literature searches
such as bridge inspection reports or original bridge plans, etc.
The environmental overview described in Section 20.6.4 shall be

made a part of the narrative.
A table listing all capital costs associated with that particular

alternative, such as temporary roadway/structure costs, permanent
roadway/structure costs, right-of-way costs, utility relocation costs,
structure rehabilitation costs (if required), etc., is to be included
with each alternative.
At the end of the report narrative, a Summary Table is to be given,

with information for each alternative shown, including engineering
costs, construction costs, detour length, and
advantages/disadvantages of each alternative alignment,
advantages/disadvantages of each structure arrangement, etc. From
this information, a Preferred Alternate is then chosen, and
indicated. This will be the alignment that L & D Approval is
requested on. When there is disagreement among the involved
parties the Division’s Project Manager or Designer will build a
consensus among the parties to choose the Preferred Alternate,
provided there are major anticipated environmental constraints.
The typical sections sheet(s) will follow the narrative section of the
Study, followed by plan and profile sheets showing the existing
situation, followed by plan and profile sheets for each and every
alternative alignment. At the very end of the Study, photographs of
the existing site showing the project area, including the
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bridge/roadway to be improved or replaced, nearby
homes/businesses that may be impacted, streams impacted. Finally,
a copy of all pertinent information from the most current Bridge
Inspection File, the approved Programmatic Categorical Exclusion
or the completed Environmental Services Section approval form
(See DD – 206 for this form), the completed Design Study
checklists, etc. shall be included at the end of the Study.
30. Distribution of Design Studies for Comments
Distribution of preliminary report: Reference is hereby made to DD – 202, “Field

and Office Reviews for Initial Engineering, Preliminary Engineering and Final Design”.
The Study should be distributed to all entities shown under the Design Report Field
Review column.
After each entity’s receipt of the Study, at least 2 weeks should be allotted
for review and comment. The transmittal memo is to state the date that
comments are due. If no comments have been received by the due date in
the transmittal memo, it will be assumed that the entity has no comments
and the process will continue. It is highly recommended that each entity
receiving a Study review and comment at each submission. For example,
comments which would apply to the Field Review should be made at that
submission, and not at the Office Review.
Distribution of final report: Reference is hereby made to the Distribution List given
in DD – 202, “Field and Office Reviews for Initial Engineering, Preliminary Engineering
and Final Design”. The study should be distributed again to all entities indicated in the
Design Report Office Review column. At this time, a request should be made to the
Utilities Unit of the Engineering Division, Technical Section for preliminary utility
relocation cost estimates, and to the Right-of-Way Division with a request for
preliminary estimates of the cost of property acquisitions.
Again, it is recommended that at least 2 weeks be given for review, as

described above in Section 30.1. The Office Review portion of the study is
the last review before a request for L & D Approval is made.
30.3 Documentation of comments: All comments received are to be fully

documented and made a part of the project file, as stipulated in DD-202.
40. Location and Design (L & D) Request and Approval: Once a “Preferred
Alternate” is chosen from the Study, an L & D approval request is made to gain
the State Highway Engineer’s approval. This process is described in DD – 206,
“Guidance for Location and Design Approvals” and shall be followed for all
Design Reports for approval of the Preferred Alternate. Again, when there is
disagreement among the involved parties the Division’s Project Manager or
Designer will build a consensus among the parties to choose the Preferred
Alternate. For most projects, the “Location & Design (L & D) Approval” will be
requested at the end of the Initial Engineering Phase. On some projects,
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additional environmental work may be required, and Location and Design
Approval may be requested during the Preliminary Engineering phase.
50. Scope of Work notes: The Scope of Work notes will be developed by the
preparer of the Study based on the approved Preferred Alternate from the Study.
These notes should be adequate for a complete description of all design work to
be performed to make a complete set of Contract Plans. See DD-706 for more
information concerning what constitutes a complete set of Contract Plans.
60. Preliminary Engineering estimate: The Preliminary Engineering Estimate will

also be developed by the preparer of the Study. This Estimate is the estimate of
man-hours of time expected to be required to develop the complete set of Contract
Plans for the Preferred Alignment, which will be advertised for bids. See DD-706
for more information concerning what constitutes a complete set of Contract
Plans.
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DD-206
DESIGN DIRECTIVE
DD-206
GUIDANCE FOR LOCATION AND DESIGN APPROVALS
June 18, 2014
DD-208
This Design Directive will give guidance and instruction on how to obtain
Location and Design (L & D) Approval for Design Reports and Studies produced by the
Planning Division; the Engineering Division: In-House Design, Initial Engineering, and
Consultant Review Sections; and all of the Districts within the Division of Highways.
Use of this Design Directive will provide a means to standardize the process
required to gain these L & D Approvals throughout all development units of the Division
of Highways.
Attachments
Page 1 of 6
DD-206
10. General
Design Reports and Studies (hereinafter referred to as “Study”, or

“Studies”) are engineering studies of several proposed alignments for a highway
project. These Studies are produced for projects such as bridge replacements,
roadway realignments, intersection improvements, turning lane additions, new
roadway alignments, etc. By nature, these Studies are considered Initial
Engineering by Design Directive (DD) 200, “Project Development Process”. The
completion of the Study with an approved alternative alignment is considered the
end of Initial Engineering by that particular DD. If a choice of alignments is
given, the report will recommend one alignment as the “Preferred Alternate”,
otherwise the alignment shown in the Study will be considered the “Preferred
Alternate”.
However, in those cases where there is no prudent, feasible or practicable

alternative that would avoid adverse impacts to, the taking of, or the constructive
use of: US Government property; those environmental resources covered by
process requirements of certain federal laws (Section 404 of the Clean Water Act,
Section 4(f) of the Transportation Act, Section 6(f) of the Land and Water
Conservation Act, Section 106 of the National Historic Preservation Act,
Endangered Species Act); or individual US Army corps of Engineers’ Section 404
permit thresholds; a number of comparative alternatives may need to be carried
further into the Project Development Process, or refined at a later date, to
document that there is no prudent, feasible, or practicable alternative to the
impacts. Projects such as these may require a more rigorous initial engineering
analysis or some revisiting of the Study in later stages of the process in order to
comply with the unique process requirements of the federal regulations mentioned
above.
For most projects, “Location & Design (L & D) Approval” will be

requested when the Design Report is completed. Projects that require additional
environmental work may request L & D Approval during the Preliminary
Engineering phase. This Design Directive will cover only the approval process
for L & D requests for any study. Refer to DD-205, “Guidance for Preparation of
Design Reports and Studies” for more information concerning the preparation of
the Studies themselves.
20. Process of Approval of Location and Design (L & D) Requests
20.1 Environmental Requirements
A preliminary environmental overview is required. This work will require

a representative from the Environmental Section of the Engineering Division to
examine the project site in enough detail to establish any environmental
constraints which would affect the location of alternative alignments in the report,
and be of sufficient detail to show in the Study as known constraints to the design.
The environmental process does not have to be completed fully. However, there
should be enough surface observation and literature investigations performed
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to determine that there are no major environmental constraints associated
with the project, such as wetland involvement, cultural resources
considerations (to include existing railroad and roadway facilities and
bridges), permit requirements, utility relocations, known endangered
species, known hazardous waste/storage tank sites, etc. so there are no
major constraints that come up when the project enters the Preliminary
Engineering phase that would require the project to go through the process
of developing and approving a Design Study again, thus delaying the
project or requiring a change in the preferred alignment.
It is desired that the environmental process be completed for

projects which fall under the Categorical Exclusion process to have this
document completed and approved at the time the L & D Approval request
is made.
A form has been developed that is attached to and made a part of

this Design Directive for completion by the responsible Environmental
Project Managers assigned to the project by the Environmental Section of
the Engineering Division, indicating that the environmental constraints for
each project have been evaluated.
20.2 Selection of the Preferred Alignment
Once the draft Study has been completed and sent through the
required distribution and comment periods as described in DD-202, “Field
and Office Reviews for Initial Engineering, Preliminary Engineering and
Final Design”, an alignment is then selected from the alternates given in
the report. See DD–205, “Guidance for Preparation of Design Reports and
Studies” for information on how to complete a Design Study. The decision
on the Preferred Alternate is usually made by the Division using the
information provided in the final approved Study. It should be noted that
DD–201, “Public Involvement Process” should be reviewed to determine
if any of the stipulations contained therein apply to each and every Study.
Any public involvement must take place before L & D Approval is
requested. When there is disagreement among the involved parties the
Project Manager or Designer will build a consensus among the parties to
choose the Preferred Alternate.
20.3 Preparation of the L & D Approval Request
After all required reviews described in DD-202, to which reference

is hereby made, are completed, a Preferred Alternate is then chosen. The
Preferred Alternate is the end result of the Study process. This is the
alignment for the L & D Approval request to be made on.
The request will be made in memo form (see attached sample

memo, which is for example only, and is to be modified as needed for
each individual Study) from the Director of the Engineering Division
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for Central Office Studies, and from the District Engineer for District-
produced Studies, to the State Highway Engineer – Development outlining
the choice of the Preferred Alternate. This memo should describe the
justification for the choice, discussing estimated capital costs,
environmental affects, utility relocations, major hydraulic requirements
and residential/commercial effects, permit requirements, etc. Also, the
attached Environmental Requirements approval form, completed for each
alternate required to be carried forward, or the completed and approved
Categorical Exclusion is to be included, as well as a copy of the approved
Design Study itself showing the Preferred Alternate.
If the package is NOT approved, then the Study will have to be

reinvestigated and the process repeated. Again, it is not necessary to have
full environmental clearance to make an L & D request on most projects,
but enough environmental work should be performed to assure that there
are no major issues or circumstances as described in 20.1 above
concerning federal regulatory agencies or major constraints that may be
uncovered during Preliminary and Final Design that may delay the project
or require a change in the Preferred Alternate. However, it is desirable that
the environmental process be complete for projects which fall under the
Categorical Exclusion process, having the environmental document
completed and approved at the time the L & D Approval request.
The approved memo shall go into the Project Manager’s on-hand

files (as well as the Structure Manager’s on-hand files, if required), a copy
placed in Engineering Division’s master files, copies sent to all parties
involved in the review and selection of the Preferred Alternate, and a copy
sent to the Programming Division.
30. Sample L & D Approval Request Memorandum – to be modified as

required for each individual Study
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MEMORANDUM
TO: HD
FROM: DDR (Project Manager) OR DDI (Designer) OR (District xx -

Designer) through the Director of the Engineering Division (for
Central Office projects) OR the District Engineer (for District
projects)
SUBJECT: State Project xxxxxxxxx

Federal Project xxxxxxxxx
(Project Name)
(County)
Enclosed is the design report for the subject project, a summary of the recent
public meeting on this project (if applicable), comment sheets from local public
officials (if applicable), the completed Environmental Requirements Checklists,
and a copy of the Study showing all xxx alternates for this project, with
Construction Cost Estimates, a Scope of Work narrative, and Preliminary
Engineering Estimates.
In compliance with Section 23, Code of Federal Register (CFR), Part 771,
Environmental Impact and Related Procedures, the Division is considering (or
“has considered” if the Environmental Document is completed and approved) the
social, economic and environmental effects of this project and has determined that
the preferred alternative is not likely to result in adverse impacts to environmental
resources.
From an engineering and financial point of view, we recommend that Alternative

xx be approved for the subject project; however, there has been strong support
from local citizens for Alternate xx. Alternate xx is an acceptable alternate
technically, but it will cost $xxxxxxx more than Alternate xx. We request
approval on the Preferred Alternate to advance to plan development.
Enclosure
GLB:ss
Approved: _________________ Disapproved: _________________________

Date: _______________ (Reason for Disapproval)
cc: DDR((Roadway Project Manager, Structure Project Manager (if necessary)),

DDE (Environmental Project Manager), DD(MF), (Also copy to all parties
who reviewed and commented), D-xx (and any other District people who
reviewed and commented), CP
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Environmental Requirements Checklist

(Note: Complete this form for each alternative required to be carried forward)
Project Name: ___________________________________________________________

Project Numbers: ________________________________________________________
Environmental and Cultural/Natural Resources Reviewers:
Archaeology: ______________________________________________________
Historic Resources: _________________________________________________
Streams/Wetlands: __________________________________________________
Endangered Species: ________________________________________________
Alternative # and description ________________________________________________

________________________________________________________________________
Archaeology: No Effect No Adverse Effect Adverse Effect
If adverse effects describe: ___________________________________________________

_________________________________________________________________________
Historic resources: No Effect No Adverse Effect Adverse Effect

_________________________________________________________________________
Streams/Wetlands: No Effect No Adverse Effect Adverse Effect

_________________________________________________________________________
Endangered Species: No Effect No Adverse Effect Adverse Effect

_________________________________________________________________________
Page 6 of 6
DD-207

DESIGN DIRECTIVE
DD-207
WEST VIRGINIA DIVISION OF HIGHWAYS “CONTEXT SENSITIVE
SOLUTIONS” POLICY
DD-20826, 2012
October
This Design Directive will give guidance and instruction on the West Virginia
Division of Highway’s Context Sensitive Solutions Design Policy, and its
implementation within the various design units within the Division, to include the Central
Office and all Districts.
Attachments
Page 1 of 5
DD-207
10. General
In 1997, the Federal Highway Administration (FHWA) published

Flexibility in Highway Design to encourage creative thinking when designing and
constructing transportation projects. This guidance grew out of the design related
provisions of the Intermodal Surface Transportation Efficiency Act of 1991
(ISTEA) and the National Highway System Designation Act of 1995.
Section 109 of Title 23, United States Code, provides that a design for
new construction, reconstruction, resurfacing, restoration, or rehabilitation of any
highway on the National Highway System (other than a highway designated as an
Interstate Highway) may take into account [in addition to safety, durability, and
economy of maintenance] the following:
A. The constructed and natural environment of the area;
B. The environmental, scenic, aesthetic, historic, community, and preservation

impacts of the activity; and
C. Access for other modes of transportation.
The Forward of the latest adopted edition of the AASHTO publication A

Policy on Geometric Design of Highways and Streets states “The intent of this
policy is to provide guidance to the designer by referencing a recommended range
of values for critical dimensions. Sufficient flexibility is permitted to encourage
independent designs tailored to particular situations”.
To this end, Context Sensitive Solutions (CSS) is the vehicle that will
allow designers to blend the design of transportation facilities into the ideas
presented in 10.A., B., and C. above.
20. Context Sensitive Solutions
““Context Sensitive Solutions” (CSS) is a collaborative, interdisciplinary

approach that involves all stakeholders to develop a transportation facility that fits
in its physical setting and preserves scenic, aesthetic, historic, and environmental
resources, while maintaining safety and mobility. CSS is an approach that
considers the total context within which a transportation improvement project will
exist. CSS principles include the employment of early, continuous and meaningful
involvement of the public and all stakeholders throughout the project
development process.” – quoted from the “What is CSS” page of the Context
Sensitive Solutions main page of the Federal Highway Administration’s web site.
“Stakeholders” may be defined as residents, businesses, governmental

agencies, local politicians, other agencies or groups, etc., adjacent to or otherwise
affected by a proposed project. Governmental agencies, such as cities, counties,
the Division of Highways itself, the Army Corps of Engineers, the US
Environmental Protection Agency, etc. become stakeholders when a proposed
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project falls within its jurisdiction. Other agencies or groups may be defined as
local Chambers of Commerce, development or community groups, schools,
construction experts, etc. It is imperative that all stakeholders in a proposed
project be identified and involved in the project from its conception to completion
of construction.
30. Context Sensitive Solutions Policy and Implementation
This document will provide general information and guidance regarding

the implementation of an integrated CSS approach at the project level within the
Division of Highways of the West Virginia Department of Transportation. The
CSS policy described herein is to be the reference for designers, unit leaders,
project managers and other Division employees who may be involved in projects
where the CSS approach is applied. It is also to be provided to consultants at the
time of the Scope of Work meeting on those projects where the CSS approach is
integrated.
The following 5 criteria will be achieved so that the West Virginia

Division of Highways (WVDOH) will be considered as having achieved CSS at a
project level:
A. There is a written CSS commitment and/or policy. This Design Directive

will serve as the policy.
B. Technical staff will be trained in the CSS approach, both in the field and
central offices, and across disciplines (i.e., planning, environmental,
design, right-of-way, construction, and maintenance). A substantial
portion of the staff will be trained in CSS for project development, to
include Central Office and District staff, and consultants.
C. At a minimum, all new projects will be developed in accordance with CSS

concepts, consistent with scope, size, and type of project. The level of
effort for small-scope projects, such as pavement overlay or rehabilitation
projects, or a small bridge rehabilitation or replacement in the same
location projects, may not need to be as intense as for a roadway
realignment or widening, or a roadway on new alignment project. This
determination will be made by the project manager at the inception of the
project, or as the situation warrants during the development of the project.
D. There will be early, continuing, and interactive public involvement

throughout the project development process. The WVDOH Public
Involvement Process (DD-201) dated November 14, 2011, provides for
communication and public interaction throughout the process. The current
Public Involvement Process is to be utilized for all WVDOH projects.
E. Interdisciplinary teams will be involved in the process from the beginning

until the end. WVDOH Policies provide opportunities for multi-discipline
team input from conception to construction of transportation projects.
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Some examples of where the interdisciplinary team approach is used are
as follows:
1. NEPA Process;
2. Value Engineering Process (See Design Directive 816 for

more information concerning Value Engineering);
3. Design Reviews (See Design Directive 202 for more

information concerning Design Reviews);
4. Partnering (Construction); and
5. FHWA Detailed Design, Active Construction, Detailed

Physical Maintenance Reviews
The following Characteristics of Process to Yield Excellence were

developed during the 1998 Thinking Beyond the Pavement National Workshop.
Section 109(c)(2) United States Code, Title 23 was amended in SAFETEA-LU
Section 6008 to adopt the Characteristics of Process to Yield Excellence. Those
involved in project development are encouraged to apply these CSS principles
when planning, designing, and constructing projects in West Virginia.
A. Communication with all stakeholders is open, honest, early, and

continuous.
B. A multidisciplinary team is established early, with disciplines

based on the needs of the specific project, and with inclusion of the
public.
C. A full range of stakeholders is involved with transportation

officials in the scoping phase. The purposes of the project are
clearly defined, and consensus on the scope is forged before
proceeding.
D. The highway development process is tailored to meet the

circumstances. This process should examine multiple alternatives
that will result in a consensus of approach methods.
E. A commitment to the process from top Division of Highways

officials and local leaders is secured.
F. The public involvement process, which includes informal

meetings, is tailored to the project.
G. The landscape, the community, and valued resources are

understood before engineering design is started.
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H. A full range of tools for communication about project alternatives
is used (e.g., visual aids, renderings, etc.).
Those involved in project development are also encouraged to consider the

following approaches for Context Sensitive Solutions.
A. Start early: Consider community and customer values and needs

from the project selection process through design, construction,
and maintenance. This would also include getting local
governments and citizens involved from the start.
B. Involve local governments and citizens: Remember to include all

affected parties and those with partnership interest.
C. Balance wants, needs, money and the law: Availability of

transportation funds is a major factor and should be considered
with the competing needs of safety and mobility.
D. Practice thinking “outside the box”: Encourage creative thinking

during the project development process.
E. Listen and keep an open mind: Be willing to listen to our

customers and incorporate their ideas into the project. This will
help achieve buy-in.
F. Support teamwork and communication: Work together to add

value to the communities through which our projects travel.
40. References
Federal Highway Administrator January 24, 2002 Memorandum on CSS

http://www.fhwa.dot.gov/csd/012402
FHWA: October 29, 2002 Memorandum on CSS

http://www.fhwa.dot.gov/csd/102902
FHWA: Flexibility in Highway Design

http://www.fhwa.dot.gov/environment/flex/index
FHWA: Community Impact Assessment

http://www.ciatrans.net/ciahomes
AASHTO: A Policy on Geometric Design of Highways and Streets
Transportation Research Board NCHRP Report 480: A Guide to Best Practices

for Achieving Context Sensitive Solutions
http://gulliver.trb.org/publications/nchrp/nchrp_rpt_480a
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DESIGN DIRECTIVE
DD-250
DUST PALLIATIVE
July 1, 2006
Item 637001-001, "Water for Dust Palliative," shall be included as a proposal item for all
projects in which the total excavation is 10,000 Cubic Yards or greater.
When the total excavation is less than 10,000 Cubic Yards Item 637001-001, "Water for
Dust Palliative," shall be included as a proposal item when the dust may become a nuisance. Such
as when working in urban areas or when working in close proximity to occupied structures or when
installing utilities or drainage inside the roadway where traffic is to be maintained on an unpaved
surface during construction.
The proposal quantity will be the greater of the following:
a) 2 gallons of water per cubic yard of excavation or embankment, whichever is

greater.
b) ¾ gal per Square yard of unpaved roadway area per day that traffic is to be
maintained through the work area for projects that the ADT exceeds 2500 ADT and
½ gal per Square yard of unpaved roadway area per day that traffic is to be
maintained through the work area for all other projects.
The proposal quantity will be in thousand gallons (MG).
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DESIGN DIRECTIVE 251

TEMPORARY EROSION AND SEDIMENT CONTROL
April 15, 2021
Supersedes July 1, 2006
Temporary erosion and sediment control measures and NPDES permitting measures shall be
incorporated into contract plans on all projects per these guidelines.
GENERAL REQUIREMENTS:
The designer shall prepare, or include provisions in the contract plans for the contractor to
prepare, erosion and sediment control plans in accordance with The West Virginia Department of
Environmental Protection (DEP) Erosion and Sediment Control Best Management Practice
Manual (BMP Manual), latest edition. The BMP Manual is available at
https://dep.wv.gov/WWE/Programs/stormwater/csw/Pages/ESC_BMP.aspx .
COORDINATION OF PLANS:
The DOH has agreed to maintain close coordination with DEP during the design and
construction stages of highway development. This will be accomplished by informing DEP of all
future projects in writing as outlined in DD-202. DEP will conduct periodic reviews during plan
development and during construction. As shown in Appendix A of DD-202 all coordination
letters shall contain the following statements:
 Letters to the DEP:

“This submission is for your review and comments in relation to significant water
quality effects.”
 Letters to the DNR:

“This submission is for your review and comments in relation to fish and
wildlife and recreational resources effects.”
DESIGN:
The designer will evaluate the land disturbing activities for a particular project to determine
what erosion and sediment control features are necessary and appropriate to be included in the
project plans.
For projects such as resurfacing and bridge deck overlays, erosion and sediment control
features may not be required. However, any activities that have the potential to affect water
quality shall be addressed with BMPs and may require a permit.
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For all projects with land disturbing activities, individual bid items as per Section 642 of
the Specifications will be established. Plan quantities will be developed utilizing criteria set
worth in the DEP’s BMP Manual and/or any appropriate Design Directive. Sediment basins will
be designed and shown on the plans as they may require additional right-of-way.
The designer is directed to review additional design and applicability information contained
in the BMP Manual.
PERMIT REQUIREMENTS:
In accordance with the current National Pollutant Discharge Elimination System (NPDES)
General Permit all land disturbing activities of 1 acre and greater are required to be registered
with the West Virginia Department of Environmental Protection. Registration under the permit
is divided into two types. Those projects involving disturbed areas of 1 to 3 require the
submission of a “Minor Construction Application” (MCA) form. A “Large Construction
Application” (LCA) form shall be submitted for those projects involving 3 acres or more of
disturbance. One WVDOH method of calculating disturbed area is to utilize the Clearing and
Grubbing (C&G) quantity.
General guidelines as to which form to complete and submit are:
1. Any project with less than 1 acre of C&G activities and an undefined waste site, borrow site,
or undefined construction access area will require a Letter of Non-registration (LONR).
2. Any project with 1 to less than 3 acres of C&G activities will require a completed MCA
form.
3. Any project with C&G of 3 acres or more requires a completed LCA form.
4. Most waste sites and many borrow sites are located outside of state R/W. Any project with
waste or borrow sites outside of state R/W will be the contractor’s responsibility and will not
be included in any NPDES Construction Storm Water Permit Registration that includes the
DOH as a permittee or co-permittee.
The designer shall complete and submit the appropriate NPDES registration form to the
Review Section of the Engineering Division during the final phases of design. The Engineering
Division will review the documents for completeness and provide comments to the designer, if
needed, and once complete, will submit the permit registration documents to the WVDEP in the
name of the WV Division of Highways.
The WVDOH will obtain conditional approval all design-bid-build projects with any land
disturbing activities of 1 acre or greater. For projects built by WVDOH forces the WVDOH will
perform the entire permitting process. For Alternative Delivery/Design Build projects NPDES
registration, modifications, and fees shall be the Contractor’s responsibility. The WVDOH shall
not be a NPDES co-applicant/co-permittee for Alternative Delivery/Design Build projects.
Projects such as resurfacing, bridge deck overlays, traffic signal installation, guardrail placement,
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ditch pulling, etc. may not require an NPDES registration; however, the use of BMPs is required
to comply with water quality regulations.
All designers are cautioned to pay particular attention to all the necessary requirements and
criteria for the sizing of sediment basins. The tentative locations of sediment basins are to be
indicated on the Preliminary Field Review plan submission. All sediment basins shall be
completely designed and shown on the Final Field Review plan submission. If the DEP makes
comments or requests corrections on the permit registration submission, then corrections shall be
made promptly and resubmitted for approval.
If the required size of a sediment basin cannot be accomplished, written justification

explaining in detail the reasons for not meeting the necessary criteria shall be provided in the
NPDES Permit Registration package. Right-of-way constraints are not justification for
downsizing a basin unless the taking of an occupied dwelling, encroaching on a cultural/natural
resource or the disturbance to construct the basin is greater than the area being protected. The
designer shall establish right-of-way limits that allow for the full development of a properly
designed sediment basin(s).
“Enhanced BMPs" means activity schedules or sediment and erosion controls that are more
protective of the environment than those routinely employed to quality for coverage under this
permit. Enhanced BMPs are required by the NPDES Construction Storm Water Permit.
Stormwater shall go through an Enhanced BMP prior to discharging from the construction site.
The designer is to provide all the necessary bid items and quantities that will allow the
Contractor to develop an Erosion and Sediment Control plan for submittal to the DEP.
For a designer, enhanced BMPs include but are not limited to:
a. 100-foot (or greater) vegetative buffer zone

b. Sediment Basin/Pond: forebay, baffles, skimmers*
c. Super Silt Fence
d. 42” High-Tensile/High-Modulus Woven Geotextile Sediment Fence (High Strength Silt
Fence)*
e. 18” or larger Compost Filled Filter Socks*
f. Use of WVDEP approved flocculants*
g. Use of erosion control blanket for slopes steeper than 3:1
h. Series of Step pools with stabilized diversion and/or contour ditches.
i. Soil tackifier (asphalt emulsion is not acceptable)
j. Other items that provide additional or enhanced control concerning the potential erosion
and sediment discharge
* The Project Manager should go to Approved Project Specific Provisions (PDF) on

ProjectWise for the latest special provisions or contact the Specifications Engineer for copies of
the latest approved special provisions for skimmers, high strength silt fence, filter socks, and
flocculants.
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The WVDOH will provide for information purposes only and for possible use in the contractor’s
Storm Water Pollution Prevention Plan (SWPPP):
a. Estimated start and completion dates for the project.
b. List and name all receiving stream(s).
c. Topo map with the Limit of Disturbance (LOD) and receiving streams identified.
d. Sequence of Construction Activities.
e. Drainage Report, including the following:
i. Drainage area maps for construction site discharges points. Note: Discharge points are
all locations where the project stormwater leaves the site or enters a stream.
ii. Pre-Construction Drainage Maps include 1 year 24-hour discharge calculations for
each discharge point.
iii. Post Construction Drainage Maps include 1 year 24-hour discharge calculations for
each discharge point.
iv. Ditchline and pipe sizing calculations.
v. Discharge points and drainage analysis for completed project.
vi. Permanent Stormwater Management design details.
vii. For Large Construction Projects (3 Acres or more of earth disturbing activities) with
post-construction peak discharge 10% (or more) greater than the pre-construction
peak discharges of 5 cubic feet per second or more for the 1-year, 24-hour storm:
Post-construction stormwater management BMPs must be implemented to reduce
potential location erosion at the discharge point. (Include calculations with permit
application) Calculations and justification must be submitted if post-construction
stormwater management features are deemed unnecessary.
f. Tier 2 or Tier 3 Stream Protection Designation (as designated by the WVDEP), Stream
with an approved sediment-related Total Maximum Daily Load (TMDL)
g. Preliminary Site Plan (Maps) showing Limits of Disturbance in a closed polygon and
projected in NAD83 WV State Plane Coordinate System in ArcGIS Shapefile (.shp) or
Google Earth (.kmz or .kml).
h. Municipal Separate Storm Sewer Systems requirements (Design Directive 506) if
applicable.
i. Soil maps https://websoilsurvey.sc.egov.usda.gov/App/HomePage.htm
Note: As per WVDEP requirements the site maps shall contain a North arrow with sites
oriented to the North, with a minimum level of detail of five-foot topographical contour intervals.
Additional guidance and details are located in ProjectWise – WVDOT FILE TRANSFER,
ENGINEERING-File Transfer, Consultant Resources, Permitting
QUANTITY ESTIMATION:
The quantities may be estimated using the following guidelines. However, conditions on
individual projects may indicate the need to adjust these methods or substitute other methods.
The designer is to use good engineering judgement.
Item 642001, Temporary Berms, per linear foot– For estimating purposes, use length of the
embankment in profile times 2.5.
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Item 642002, Slope Drain, per linear foot – Use the longitudinal embankment length divided by
250 +1, multiplied by the average length of slope from shoulder to toe of the embankment.
[(Embankment Length/250) + 1] x (Average length of the finished slope of the embankment)
This calculation is for one side of the embankment.
Item 642004, Seed Mix, “Type”, per pound– See current Specifications Tables 642.5.3.1 and
642.5.3.2 for rate of seed per acre and Subsection 642.5.2, Schedule of Seeding Operations. For
estimating purposes, designer may assume the entire project will be seeded twice per
construction season.
Item 642005, Mulch, “Type”, per ton– See current specifications for rate of mulch per acre of
area to be seeded and mulched. For estimating purposes, designer may assume the entire project
will be mulched twice per construction season. Wood cellulose mulch shall not be used when
enhanced BMPs are required.
Item 642006, Fertilizer, per ton– Fertilizer shall be applied at the rate of 800 lb. per acre of area
to be seeded and mulched. For estimating purposes, designer may assume the entire project will
be fertilized twice per construction season.
Item 642007, Fiber Matting, per square yard – Use when contour ditch velocities exceed that
allowable as set forth in the Drainage Manual.
Item 642008, Temporary Pipe, per linear foot – Use to prevent equipment from coming in direct
contact with water when crossing an active stream, intermittent stream or ephemeral stream
created during heavy rainfall. Appropriately size for the estimated flows.
Item 642009, Contour Ditch, per linear foot – For estimating purposes, use three times the
project length rounded to the nearest 100 feet.
Item 642010, Agricultural Limestone, per ton– Use 1.5 ton per acre to be seeded and mulched
unless the pH tests indicate otherwise.
Item 642012, Silt Fence, per linear foot– Use 2 times the project length.
Item 642015, Super Silt Fence, per linear foot– Use 2 times the project length.
Item 642031, Rock Check Dams, per each – (Ditch Checks ) See Section 3.05 of the WVDEP’s
BMP Manual.
Item 642033, Sediment Trap, per cubic yard - For estimating purposes, use 100 cubic yards of
excavation per 1000 feet of project length.
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Item 642034, Sediment Basin, per cubic yard– Sediment basins are to be site-specific designed as
outlined in Chapter 5 of the DEP’s Erosion and Sediment Control Best Management Practices
Manual and shown on the constructions plans.
Item 642035-001, Riser, per each – A riser is to be used for all sediment ponds with a
contributing drainage area of 5 acres or greater and all sediment basins when Enhanced BMPS
are not required. The outlet pipe is to be bid as a regular pipe item.
Item 642035-002, Skimmer, per each – A skimmer is to be used for all sediment ponds with a
contributing drainage area of 5 acres or greater and all sediment basins when an Enhanced BMP
is required. The outlet pipe is to be bid as a regular pipe item.
Item 642036, Sediment Removal, per cubic yard– For estimating purposes, use 100 cubic yards
per 1000 feet of project length or 50% of the total sediment basin (ponds and dams) volume,
whichever is greater, per construction season.
Item 642037, Sediment Pond, per cubic yard – Sediment ponds are to be site-specific designed
as outlined in Chapter 3.30 and Chapter 5 of the WVDEP Erosion and Sediment Control BMP
Manual 2006 and shown on the constructions plans.
Item 642040, Inlet Protection, per each – One for each existing and proposed inlet.
Any sediment basins and ponds left in place for permanent storm water control shall be fenced
in accordance with Section 608 of the specifications.
The methods of calculating the quantities for pay items shown above is only a guide.
Conditions of individual projects may dictate the need to adjust these methods or substitute
other methods.
NPDES PERMIT REQUIREMENTS:
The General “National Pollutant Discharge Elimination System” (NPDES) Permit requires
registration of most construction projects. An approved NPDES registration or a memorandum
stating that NPDES registration is not required shall be included in all PS&E submissions.
Completed example forms are attached to this DD.
On state funded resurfacing projects the following note shall be added to the plans:
“If the contractor chooses to waste the millings and the waste area is between 1 acre and 3 acres,
the contractor is responsible for obtaining the NPDES MCA Registration through the DEP which
includes a $300.00 registration fee prior to beginning construction. The contractor shall provide
the West Virginia Division of Highways a copy of the DEP’s acceptance and confirmation of the
registration, prior to the start of construction. The DEP will require additional fees based on the
length of time required for construction as outlined in the general NPDES permit.”
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DESIGN DIRECTIVE
DD-252
ENVIRONMENTAL MITIGATION ITEMS
July 1, 2006
All preparers of environmental documents shall prepare a listing of mitigation items to be

incorporated into the project plans. Examples include:
1. A note will be added to the project general notes if the contractor's work hours are
to be limited.
2. Locations on the project where no construction activity is to occur shall be so noted

on the plans.
3. Weirs, boulders, or other items as required for certain channel changes will be
shown on the plans with bid items.
The Environmental Mitigation Items listing will be submitted to the Director of the
Engineering Division with the environmental document.
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DESIGN DIRECTIVE
DD-253
NOISE ANALYSIS AND ABATEMENT GUIDELINES
August 19, 2011

Noise Analysis and Abatement Guidelines. It shall be used on all applicable projects.
Attachment
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WEST VIRGINIA DEPARTMENT OF HIGHWAYS
HIGHWAY TRAFFIC NOISE POLICY
EFFECTIVE JULY 13, 2011
I. PURPOSE
The purpose of this document is to provide policies and procedures for the consideration of
highway traffic noise and highway traffic noise abatement in the planning, design and
construction of highways.
II. INTRODUCTION
The West Virginia Division of Highways (WVDOH) recognizes the adverse effects that highway
traffic noise may have on the citizens of West Virginia and will do what is practical to lessen
these effects. Noise considerations are a part of the planning, design and construction of
highways. During the planning phase, alternate alignments are considered to minimize noise
impacts; during design, site specific measures may be proposed to lessen noise impacts; and
during construction WVDOH is committed to minimizing disruption from construction noise.
After all of the above efforts, some locations may still experience noise impact.
Federal requirements for handling noise impacts and abatement are contained in revised title 23
Code of Federal Regulations Part 772 (23 CFR 772), “Procedures for Abatement of Highway
Traffic Noise and Construction Noise”. WVDOH considers the policies and procedures that
follow to be consistent with both 23 CFR 772 and the Highway Traffic Noise Analysis and
Abatement Guidance issued July 13, 2010, and revised January 2011 by the Federal Highway
Administration (FHWA), Office of Natural Environment. Revised 23 CFR 772 and the guidance
are effective July 13, 2011.
Three project types are specified in 23 CFR 772: Type I projects, Type II projects and Type III
projects. The three types of projects are defined in 23 CFR 772 as follows:
Type I Project.
(1) The construction of a highway on new location; or,
(2) The physical alteration of an existing highway where there is either:
(i) Substantial Horizontal Alteration. A project that haves the distance between
the traffic noise source and the closest receptor between the existing condition to
the future build condition; or,
(ii) Substantial Vertical Alteration. A project that removes shielding therefore
exposing the line-of-sight between the receptor and the traffic noise source. This
is done by either altering the vertical alignment of the highway or by altering the
topography between the highway noise source and the receptor; or,
(3) The addition of a through-traffic lane(s). This includes the addition of a through-
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traffic lane that functions as a HOV lane, High-Occupancy Toll (HOT) lane, bus lane, or
truck climbing lane; or,
(4) The addition of an auxiliary lane, except for when the auxiliary lane is a turn lane; or,
(5) The addition or relocation of interchange lanes or ramps added to a quadrant to
complete an existing partial interchange; or,
(6) Restriping existing pavement for purpose of adding a through-traffic lane or an
auxiliary lane; or,
(7) The addition of a new or substantial alteration of a weigh station, rest stop, or ride-
share lot or toll plaza.
(8) If a project is determined to be a Type I project under this definition then the entire
project area as defined in the environmental document is a Type I project.
Type II Project. A Federal or Federal-aid highway project for noise abatement on an existing
highway. For a Type II project to be eligible for Federal-aid funding, the highway agency must
develop and implement a Type II program in accordance with section 772.7(e). The WVDOT
does not develop or implement Type II projects.
Type III Project. A federal or Federal –aid highway project that does not meet the classifications
of a Type I or a Type II project. Type III projects do not require a noise analysis.
A Highway Traffic Noise Impact Study must be conducted for all Type I projects.
In 23 CFR 772, the FHWA offers several examples of possible abatement measures which may
be considered if noise impact is expected to occur. These include traffic management measures;
alteration of horizontal and vertical alignments; acquisition of property rights for construction of
noise barriers; construction of noise barriers; acquisition of property or interest therein to serve as
a buffer zone to preempt development which would be adversely impacted by traffic noise;
(Noise Abatement Criteria) and noise insulation of noise sensitive receptors listed in Activity
Category D of Table 1 of 23 CFR 772. See table 1 attached. States are required to consider noise
barriers for all Type I projects with impacts by 23 CFR 772; however, the other measures listed
are to be considered when applicable and are eligible for federal participation. Noise Abatement
Criteria defines noise impacts for different land use.
WVDOH endeavors to integrate noise considerations into the selection of alternates and into the
horizontal and vertical design of highways. Both vertical and horizontal alignments may be
altered to minimize noise impacts where practical. WVDOH believes that this is one of the most
cost-effective means of reducing the overall noise impacts of a project.
The insulation and/or air conditioning of buildings to meet interior noise standards will only be
considered for noise sensitive receptors listed in Activity Category D of Table 1 of 23 CFR 772.
The insulation and/or air conditioning of other buildings is not provided for in 23 CFR 772.
The option presently given the most frequent consideration by WVDOH and FHWA for abating
noise impacts is the construction of noise barriers on highway rights-of-way in the area between
the shoulder and the right-of-way limits. According to 23 CFR 772.13(h), the FHWA will not
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approve project plans and specifications unless feasible and reasonable noise abatement measures
are incorporated into plans and specifications to reduce the noise impact on existing activities,
developed lands, or undeveloped lands for which development is permitted. The WVDOH
considers the detailed policies and procedures contained in SECTION VI of this document to be
consistent with FHWA guidance and with 23 CFR 772.
While recognizing that proper planning, design and construction of highways can help reduce the
impact of highway traffic noise; WVDOH feels that much of the burden for reducing highway
traffic noise impact should involve control of vehicular noise at the source and proper land use
planning and development to minimize noise sensitive development near highways. Since
WVDOH does not have any authority over vehicular noise or land use planning and
development, WVDOH can only encourage local, state and Federal agencies having authority
over vehicular noise, land use planning and development to help reduce highway noise impact.
III. DEFINITIONS
(From 23 CFR 772)
Benefited Receptor. The recipient of an abatement measure that receives a noise reduction at or
above the minimum threshold of 5 dBA.
Common Noise Environment. A group of receptors within the same Activity Category in Table 1
to Part 772,Noice Abatement Criteria, that are exposed to similar noise sources and levels; traffic
volumes, traffic mix, and speed; and topographic features. Generally, common noise
environments occur between two secondary noise sources, such as interchanges, intersections,
cross-roads.
Date of Public Knowledge. The date of approval of Categorical Exclusion (CE), the finding of
No Significant Impact (FONSI), or the Record of Decision (ROD), as defined in 23 CFR 771.
Design Year. The future year used to estimate the probable traffic volume for which a highway
is designed.
Existing Noise Levels. The worst noise hour resulting from the combination of natural and
mechanical sources and human activity usually present in a particular area.
Feasibility. The combination of acoustical and engineering factors considered in evaluation of a

noise abatement measure.
Impacted Receptor. The recipient that has a traffic noise impact.

th
L10. The sound level that is exceed 10 percent of the time(the 90 percentile) of the period under
consideration, with L10(h) being the hourly value of L10.
Leq. The equivalent steady-state sound level which in a stated period of time contains the same
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acoustic energy as the time-varying sound level during the same time period, with Leq(h) being
the hourly value of Leq.
Multifamily Dwelling. A residential structure containing more than one residence. Each residence
in a multifamily dwelling shall be counted as one receptor when determining impacted and
benefited receptors.
Noise Barrier. A physical obstruction that is constructed between the highway noise source and
the noise sensitive receptor(s) that lowers the noise level, including stand alone noise walls, noise
berms (earth and other material), and combination berm/wall systems.
Noise Reduction Design Goal. The optimum dBA noise reduction determined from calculating
the difference between future build noise levels with abatement, to future build noise levels
without abatement. The noise reduction goal shall reduce the noise level for 10 percent or more
of the benefited receptors but not more than 10 dBA.
Permitted. A definite commitment to develop land with an approved specific design of land use
activities as evidenced by issuance of a building permit.
Property Owner. An individual or group of individuals that holds a title, deed, or other legal
documentation of ownership of a property or a residence.
Reasonableness. The combination of social, economic, and environmental factors considered in

the evaluation of a noise abatement measure.
Receptor. A discrete or representative location of a noise sensitive area(s), for any of the land
uses listed in Table 1.
Residence. A dwelling unit. Either a single family residence or each dwelling unit in a
multifamily dwelling.
Statement of Likelihood. A statement provided in the environmental clearance document based

on the feasibility and reasonableness analysis completed at the time the environmental document
is being approved.
Substantial Construction. The granting of a building permit, prior to right-of-way acquisition or

construction approval for the highway.
Substantial noise increase. One of two types of highway traffic noise impacts. For a type I
project, an increase in noise levels of 15 dBA in the design year over the existing noise level.
Traffic Noise Impacts. Design year build condition noise levers that approach or exceed the NAC
listed in Table 1 to Part 772, Noise Abatement criteria, for the future build condition; or design
year build condition that create a substantial increase over existing noise levels.
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IV. HIGHWAY TRAFFIC NOISE IMPACT STUDY
The WVDOH will conduct a Highway Traffic Noise Impact Study for each alternative of Type I
projects under detailed study. This study will be re-evaluated and updated during each
subsequent phase of project development. The study will include the following:
1. Identification of existing and planned noise sensitive land uses. An inventory

will be made of all existing activities, developed lands, and undeveloped lands for
which development is planned, designed and programmed, which may be affected by
noise from the proposed highway. Proposed development will be considered planned,
designed and programmed on the date of issuance of building permits. All noise
sensitive receptors listed in Activity Categories A, B, C, D, and E of Table 1 of 23
CFR 772 will be included in the inventory. Land uses in Activity Category F of Table
1 of 23 CFR 772 may be included in the inventory if it will contribute to the
completeness of the study; however, land uses in Category F are not required to be
included in the inventory. Since West Virginia is a rural state with an average of less
than 50 noise sensitive receptors along a typical 10 mile long project, the inventory
will normally list each, house, place of worship, school, apartment building, or other
noise sensitive receptor. However, several mobile homes in a trailer park or other
closely spaced noise sensitive receptors having the same noise environment may be
grouped.
2. Determination of existing noise levels. The determination of existing noise

levels at the existing and planned noise sensitive receptors will be made by measuring
and/or predicting Leq noise levels for the traffic characteristics which yield the worst
hourly traffic noise impact on a regular basis at each noise sensitive receptor. The
noise level should normally be determined at the closest point of the noise sensitive
receptor to the proposed highway; however, if there is no noise sensitive activity at
this location the noise level should be determined at the nearest noise sensitive
activity to the highway. Normally at least one measurement will be made during peak
hours for every 20 noise sensitive receptors identified. Each house, place of worship,
school, apartment building, etc. will normally be considered to be a separate noise
sensitive receptor; however; several mobile homes in a trailer park or other closely
spaced noise sensitive receptors having the same noise environment may be grouped.
Each noise measurement will be made for a period of at least fifteen minutes with an
ANSI Type I or Type II integrating sound level meter or analyzer. Predictions will be
made using a prediction model approved by the FHWA. The model is validated if
measured existing highway traffic noise levels during peak traffic hours and predicted
highway traffic noise levels for the existing condition are within +/-3 dBA. If the
model is not validated, noise measurements should be repeated while taking traffic
counts. The traffic counts should then be used to model existing conditions to
validate the model. Noise measurements shall conform to the procedures outlined in
Measurement of Highway Related Noise FHWA-80-96-046.
3. Prediction of design year noise levels. The Leq noise levels will be predicted at
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existing and planned noise sensitive receptors for each alternative under detailed
consideration including the no build alternative. The predictions will be made using a
prediction method approved by the FHWA. The predictions will be made for the
traffic characteristics which yield the worst hourly traffic noise impact on a regular
basis. Average pavement type will be used in predicting noise levels unless a different
pavement type is approved by the FHWA. Noise contour lines may be used for
project alternative screening or for land use planning, but shall not be used for
determination of highway traffic noise impacts.
4. Determination of traffic noise impacts. Primary consideration will be given to

exterior areas where frequent human use occurs. Exterior traffic noise impact will be
determined at each existing and planned noise sensitive receptor by comparing the
predicted design year noise level with the Noise Abatement Criteria (NAC) of 23
CFR 772 and with the existing noise level. If the predicted design year noise level
approaches (comes within 1 dBA) or exceeds the NAC noise impact will occur.
Noise impact will also occur if the predicted design year noise level substantially
exceeds the existing noise level (15 dBA or greater).
5. Determination of interior noise impacts. An indoor analysis shall only be done

after exhausting all outdoor analysis options. In situations where no exterior activities
will be affected by traffic noise, the interior noise levels shall be used to determine
noise impact for noise sensitive receptors in Activity Category D of Table 1 of 23
CFR 772.
6. Examination and evaluation of alternative noise abatement measures for

reducing or eliminating noise impacts. Noise abatement measures such as traffic
management measures, changes in horizontal and vertical alignments, acquisition of
property for buffer zones, insulation and/or air conditioning of buildings to meet interior
noise standards for sensitive receptors listed in Activity Category D of Table 1 of 23 CFR
772, and construction of noise barriers will be considered. The feasibility and
reasonableness of noise barriers is covered in detail in Section VI.
7. Preparation of noise study report. A detailed noise study report will be

prepared if noise impact is expected to occur at any location along the route of the
proposed project. If noise impact is not expected to occur in the vicinity of the proposed
project, a detailed noise study report or a short summary type noise study report will be
prepared. TNM files and other support files should be submitted on electronic media.
The following will normally be included in a detailed noise study report:
• INTRODUCTION
• SUMMARY OF RESULTS
• FUNDAMENTALS OF SOUND AND NOISE
• NOISE IMPACT CRITERIA
• NOISE LEVEL MEASUREMENTS
• NOISE LEVEL ESTIMATES
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• TRAFFIC
• EXISTING NOISE ENVIRONMENT
• DESIGN YEAR NO-BUILD NOISE ENVIRONMENT
• DESIGN YEAR BUILD ALTERNATIVE NOISE ENVIRONMENT
• TRAFFIC NOISE ABATEMENT
• CONSTRUCTION NOISE ABATEMENT
• FHWA POLICY REGARDING LAND USE DEVELOPMENT AND FUTURE
NOISE ABATEMENT
• TABLE NO. 1 EXTERIOR NOISE LEVELS
• TABLE NO. 2 TRAFFIC DATA AND Leq CONTOURS
• MAP PROPOSED PROJECT
V. COORDINATION WITH LOCAL OFFICIALS
The lack of consideration of highway traffic noise in land use planning and development at the
local level has added to the highway traffic noise problem. Many developments now
experiencing high noise levels were constructed adjacent to major highways long after these
highways were proposed and constructed. This lack of concern for predictable high noise levels
by local planning and zoning agencies and by developers has affected citizens and resulted in
many noise complaints. Since WVDOH does not have any authority over land use planning and
development, WVDOH can only encourage local officials and developers to consider highway
traffic noise in the planning, zoning and development of property near existing and proposed
highways. WVDOH will send a letter to local officials at least ever two years encouraging them
to consider highway traffic noise in land use planning and development. The letter will also
encourage local officials to visit the FHWA Highway Traffic Noise website (www.fhwa.dot.gov/
environment/noise/) to learn more about Noise Compatible Planning.
In order to help local officials and developers consider highway traffic noise in the vicinity of
proposed Type I projects, WVDOH will include a copy of the noise study report in the
Categorical Exclusion (CE), Environmental Assessment (EA), Finding of No Significant Impact
(FONSI) or Environmental Impact Statement (EIS) for the proposed project. The noise study
report will contain the distances to the 66 dBA and the 71 dBA contours along each segment of
the proposed project. The noise study report will also encourage local officials and developers to
visit the FHWA Highway Traffic Noise website (www.fhwa.dot.gov/environment/noise/) to learn
more about Noise Compatible Planning.
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VI. FEASIBILITY AND REASONABLENESS OF NOISE BARRIERS

FOR TYPE I HIGHWAY CONSTRUCTION PROJECTS
FEASIBILITY
Feasibility deals with engineering considerations -that is, can a substantial noise reduction be
achieved given the conditions of a specific location. Is the ability to achieve noise reduction
limited by: (1) topography; (2) animal migratory paths; (3) cultural resources such as historic
places; (4) access requirements for driveways, ramps, etc.; (5) maintenance issues and utility
encumberments; (6) the presence of local cross streets; or (7) other noise sources in the area, such
as aircraft, trains, or industry? All these considerations affect the ability of noise barriers to
achieve an actual noise reduction.
It is state policy that construction of a noise barrier is NOT FEASIBLE if a noise reduction of at
least 5 dBA cannot be achieved for an impacted receptor.
REASONABLENESS
Reasonableness is a more subjective criterion than feasibility. It implies that common sense and
good judgment have been applied in arriving at a decision. Reasonableness should be based on a
number of factors, with regard for all of the individual, specific circumstances of a particular
project.
It is state policy that the final determination of reasonableness will be made only after a careful
and thorough consideration of a wide range of criteria. However, noise barriers will definitely
not be built if a majority of benefited receptors do not want them. During the environmental
phase (NEPA) of a project it will be assumed that the benefited receptors will want a noise
barrier. During the design phase of the project after the exact location and design of the project
have been determined a public meeting will be held to provide detailed information on the design
of the project and possible noise barriers. After the public meeting a survey will be conducted of
the benefited receptors to determine if they want a noise barrier.
23 CFR 772.13(d)(2)(iv) requires that reasonableness factors 1, 2, and 3 listed below must
collectively be achieved in order for a noise abatement measure to be deemed reasonable. Failure
to achieve any of the three required reasonableness factors will result in the noise abatement
measures being deemed not reasonable. In addition to the required reasonableness factors
optional reasonableness factors 4 through 8 listed below may be considered. However, no single
optional reasonableness factor can be used to determine reasonableness.
1. The construction of a noise barrier is not reasonable unless a majority of residents

and property owners of the benefited receptors (receptors that receive a noise
reduction of 5 dBA or more from the noise barrier) want a noise barrier even if all
other criteria indicate that a noise barrier is reasonable. During the environmental
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phase (NEPA process) of a project it will be assumed that the benefited receptors
want a noise barrier. During the design phase of the project a public meeting will be
held for residents and owners of benefited receptors. Local officials will also be
invited and encouraged to attend this public meeting. After the public meeting a
survey will be conducted to determine if the residents and owners of the benefited
receptors want a noise barrier. Local officials will be encouraged to consider highway
traffic noise in the land use planning process.
2. The construction of a noise barrier is not reasonable if the cost is more than
$30,000 per benefited receptor. The barrier cost will include the cost of construction
(material and labor), the cost of additional right-of-way, the additional cost of
relocating utilities and any other costs associated with the barrier. The estimated cost
of construction (material and labor) will be $25 per square foot. The allowable cost
per benefited receptor and the cost for construction shall be re-analyzed every 5 years.
All receptors with noise reductions of 5 dBA or more will be counted. Each house or
apartment unit will be counted as one receptor. Every 100 linear feet of frontage will
be counted as one receptor when considering parks, active sports areas, campgrounds,
cemeteries, and other similar outdoor noise sensitive land uses. For non-residential
uses such as schools, places of worship, community centers and auditoriums the
following equation will be used to determine the equivalent number of receptors:
Equivalent No. of Receptors = (no. of occupants/3) X (usage) usage = (no. of hours

used per day/ 24) X (no. of days used per year /365)
3. Each barrier must reduce the noise level by at least 7 dBA at ten percent or more
of the benefited receptors pursuant to 772 .13(d) (2) (iii).
4. The construction of a noise barrier is not reasonable if the impacted receptors

were not constructed or the building permits were not issued before the date of public
knowledge of the project. The date of public knowledge is the date the public is
officially notified of the adoption of the location of a proposed highway project. This
date is considered to be the date of approval of CEs, FONSIs, or RODs when
considering highway traffic noise and highway traffic noise abatement.
5. The date of development of impacted receptors should be an important part of the

determination of reasonableness. More consideration will be given to impacted
receptors that predated initial highway construction.
6. More consideration will be given to impacted receptors with larger increases over
existing noise levels. If the future build noise levels are at least 5 dBA greater than the
existing noise levels more consideration will be given.
7. More consideration will be given to areas where larger changes in traffic noise
levels are expected to occur if the project is constructed than if it is not. If the future
build noise levels are at least 3 dBA greater than the future no-build noise levels
additional consideration will be given.
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8. More consideration will be given to benefited receptors with future build noise
levels at or above the 23 CFR 772 Noise Abatement Criteria.
VII. STATEMENT OF LIKELIHOOD
A statement of the likelihood of noise abatement measures shall be included in the CE, EA
FONSI or the EIS for the proposed project. 23 CFR 772.13(g)(3) says, “The environmental
document shall identify locations where noise impacts are predicted to occur, where noise
abatement is feasible and reasonable, and locations with impacts that have no feasible or
reasonable noise abatement alternative. For environmental clearance, this analysis shall be
completed to the extent that design information on the alternative(s) under study in the
environmental document is available at the time the environmental clearance document is
completed. A statement of likelihood shall be included in the environmental document since
feasibility and reasonableness determinations may change due to changes in project design after
approval of the environmental document. The statement of likelihood shall also indicate that
final recommendations on the construction of an abatement measure(s) is determined during the
completion of the project’s final design and the public involvement process.”
VIII. INVENTORY OF CONSTRUCTED NOISE BARRIERS
The WVDOH shall maintain an inventory of all constructed noise abatement measures. The
inventory shall include the following parameters: type of abatement; cost (overall cost, unit cost
per/sq. ft.); average height; length; area; location; year of construction; average insertion
loss/noise reduction as reported by the model in the noise analysis; NAC category(s) protected;
material(s) used; features (absorptive, reflective, surface texture); foundation (ground mounted,
on structure); project type(Type I, .Type II, and optional project types such as State funded,
county funded, tollway/turnpike funded other, unknown).
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DESIGN DIRECTIVE
DD-270
MUSSEL SURVEYS AND RELOCATIONS
June 21, 2011
Attached is the West Virginia Department of Transportation, Division of Highways policy

on mussel surveys and relocations.
This directive contains guidance on when a mussel survey is required, how it is to be

performed and the necessary contract requirements.
Attachment
1
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MUSSEL SURVEYS AND RELOCATIONS
10 – GENERAL:
When a project is near a stream or may affect a stream a mussel survey and/or special project
restrictions may be required. The three distinct mussel stream types are the following:
a) Federally listed streams (United States Fish and Wildlife (FWS) listed)
b) State listed stream (West Virginia Division of Natural Resources (DNR) listed)
c) All other streams
1. Any stream with a watershed greater than 10 square miles or
2. Any stream that flows into a listed stream or
3. Any project in which the DNR requests a survey.
4. Streams that have been determined by the DNR to not contain mussels do not
need to be surveyed. A listing of these streams can be obtained from the DNR.
Each of these stream types require a different standard of care and has different project
requirements. Generally mussel surveys can only be conducted between April 15 and September
15 and the water temperature must be above 60 degrees Fahrenheit. These surveys must be
performed in accordance with the approved permit from the appropriate agency and the current
guidance from the DNR and/or FWS. Streams in which the DNR has indicated that no live
native mussels exist do not need to be surveyed. If surveys need to be conducted outside of the
above mentioned time or temperature guide lines then special approval and survey procedures
must be given by the DNR and/or FWS prior to performing any work.
The person in “responsible charge” is the person that is in possession of the permit, plans,
required protocol, identification skills, proper training and in charge of completing the mussel
survey in a safe and efficient manner. Simply being in possession of a “collection permit” or
having the most tenure does not qualify a person to be the person in “responsible charge.” The
Natural Resource unit leader of the Environmental Section of the Engineering Division shall
identify the person in “responsible charge” prior to the personnel leaving the office to conduct
the survey.
The safety to the personnel performing the work is paramount. If in the opinion of the person in
“responsible charge” of the work determines it is unsafe to perform the survey, they shall contact
the DNR and/or FWS for their concurrence. The person in “responsible charge” shall provide to
the DNR and/or FWS the project constraints, the reasons why the situation is unsafe and why the
situation will not improve with probably future stream conditions. If the agencies involved are in
concurrence that the situation is unsafe then no survey shall be required. If the agencies disagree
that it is unsafe to perform the survey then the survey may need to be contracted to a consultant
that has more training to perform the work.
20 – PERSONNEL QUALIFICATIONS
All mussel stream surveys must be performed by qualified personnel and must be trained in all
aspects of surveying techniques, identification and relocation of mussels. The person in
“responsible charge” of performing the survey must be in possession of all the proper permits
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and in possession of all necessary plans prior to beginning the survey and must be in control of
all aspects of the work as the survey is being performed. The person in “responsible charge”
shall have the right to end the work or stop any individual from continuing any activity if in their
opinion it risks the safety of anyone. If any individual on the survey team has the opinion that
their health and/or safety is at risk while performing the work they can elect not to continue until
the issue of concern has been addressed. However the individual must inform the person in
“responsible charge” of the issue of concern.
A scientific collection permit must be obtained from DNR prior to performing any in stream
survey work. Coordination with the DNR and FWS may be required on Federally listed streams
prior to DNR issuing the permit. Some projects may require each phase of work to be permitted
separately so that the impact on the mussel population is known prior to proceeding to the next
phase of work.
30 – PLAN SUBMISSIONS
30.1- Design Location Studies: If the project is on a Federally listed stream or a State
listed stream the designer must submit the design location alternatives to the
Environmental Section prior to selecting the preferred alternate. A Phase 1 & 2 Mussel
Survey will be performed to assure that a significant mussel population is not affected. If
a significant mussel population is found the designer shall coordinate with the
Environmental Section to minimize and mitigate the effects of the project. Any project
located on a Federally listed stream requires coordination with the FWS and may take
several years before relocations can begin. Final design plans will be required prior to
approval for relocation by the FWS can be obtained.
30.2 – Construction Plan Development: All projects that are near a stream or may
affect a stream shall be submitted to the Environmental Section when all the temporary
and permanent impacts are known, along with a copy of the permit package. Impacts
include but are not limited to the following:
a) Any work below ordinary high water;
b) Bridge painting or repair projects that are over any Federally listed stream; and
c) Any ground disturbing project including paving that is within 200 feet of a
Federally listed stream.
40 – MUSSEL SURVEY PHASES:
For Federal and State listed stream the Phase 1 and Phase 2 surveys are required in the early
stages of the project to ensure that a significant mussel population or an endangered species is
not being affected by the project. If it is determined that a significant population or endangered
species exist, then the designers will be informed of the situation and further coordination may
be required with the DNR and/or FWS. The Phase 3 survey should be performed in the same
year as the construction is scheduled to begin.
For projects that are on any other stream the Phase 1 and 3 are required and should be performed
in the same year as the construction is scheduled to begin.
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40.1 – Habitat Survey (Phase 1): This survey is only to assess whether or not habitat
exists at the site to support mussel population. The time of year and water temperature
guidelines do not apply to this type of survey.
40.2 – Absence, Presence and Density Survey (Phase 2): This survey is performed only
if the Phase 1 survey is positive.
40.3 – Relocation Survey (Phase 3): This survey is performed only if the Phase 2 survey
is positive and is the most intensive survey performed.
50 – MUSSEL SURVEY TYPE AND TECHNIQUE REQUIREMENTS:
50.1 Habitat Survey (Phase 1): This survey requires approximately a one hour site
investigation of the stream bed and characteristics to determine is habitat exist at the site
to support mussel population.
50.2 – Absence, Presence and Density Survey (Phase 2): This survey requires
approximately 1 person hour per 1,000 square feet of suitable habitat to be surveyed. This
survey will be performed in accordance with the approved permit and the current
guidance from the DNR.
50.3 – Relocation Survey (Phase 3):
50.3.1 – Mussel Collection: This process requires a minimum of 1 person hour

per 1,000 square feet of streambed to be collected. During the survey type all
native mussels shall be collected and documented for relocation to a relocation
area. If the stream is wider than 20 feet the stream shall be divided into smaller
manageable areas to search. This will ensure that the entire streambed is searched.
Relocation of the collected mussels should begin when 50 or fewer mussels have
been collected. The collected mussels shall be kept in the water as much as
practical and should be in a bag that allows for water to freely flow through it.
When it is evident that relocations will occur, the relocation site must be
identified for use. The person in “responsible charge” must determine the manner
of transportation of mussels to the relocation area and obtain the proper
equipment to transport and ensure that the damage to the mussels is minimized.
The person in “responsible charge” needs to consider all of the following to

ensure the relocations occur in a timely and safe manner:
a) Number of mussels to be relocated;
b) Time required for transportation to the relocation area;
c) Type of transportation required to relocate mussels (i.e. walking or
moving by vehicle);
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d) Equipment required for safely and efficiently transporting the mussels

to the relocation area;
e) Weather Conditions;
f) Fatigue of the staff;
g) Site conditions (Terrain, Obstacles in stream, Access to work site, etc);
h) Time of Day;
i) Number of staff performing work; and
j) Any other issue that may affect the safety of staff or the mussels.
There are two distinct types of survey techniques. The first is a thorough search of
the area with streambed disturbance in the form of sweeping the substrate by hand
to remove silt and fine sediments to expose smaller and mostly buried mussels. If
mussels are to be relocated then a minimum of two passes must be performed
over the direct impact area. This type is the most commonly used and requires the
least amount of work. This survey technique is used when all of the following are
true:
a) A density of 5 or less mussels per 100 square feet of suitable habitat
area with 2 species present;
b) A density of 10 or less mussels per 100 square feet of suitable habitat
with 1 species present;
c) 3 or more different species are found or if any State Rare mussel species
is found;
d) If the person in “responsible charge” believes that a more extensive
survey is warranted due to their experience they may perform the
Second Survey Technique.
When any of the preceding are false the Second Survey Technique must be used.
The Second technique requires the following:
a) Dividing the survey area into small delineated areas;
b) Searching each small area thoroughly with streambed disturbance in the
form of sweeping the substrate with hands to remove silt and fine
sediments;
c) Raking the area thoroughly in the areas where mussels were previously
found in an attempt to expose any buried mussels and searching each
small area thoroughly again;
d) After the entire area has been searched using this method, it shall be
searched again until the rate of recovery for the entire search area
produces less than 10% of the mussels collected on the pervious pass
and does not include a State Rare species to a maximum effort of less
than 1 mussel per person hour in the last 2 hours of searching the entire
survey area; and
e) After the above process is complete the areas of direct impact (from
piers and/or causeways) shall be delineated and searched again using
the above procedure.
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50.3.2 – Mussel Documentation: The following information must be collected

during Phase 2 & 3 surveys:
a) DNR form completed;
b) Mussel Identifications;
c) Mussels sorted according to species;
d) Mussels counted; and
e) Mussels photographed.
1) Generally no more than 15 mussels appear in each photograph
2) Generally no more than 2 species per photograph
50.3.3 – Mussel Relocations: A suitable relocation area is to be located prior to

collecting any mussels for relocations. The relocation site should have all the
following characteristics:
a) Should be upstream if possible; if the upstream locations is not practical
then a downstream site can be utilized;
b) The site must have suitable habitat;
c) The site must have a stable streambed; and
d) The site should contain existing live mussels.
60 – MUSSEL SURVEY REPORTS:
Reports will be submitted to the DNR if mussels were found in a Phase 2 or Phase 3 survey or if
the DNR specifically requested the survey. Reports for a Phase 1 survey will be required only for
Federally listed streams. The DNR has three data sheets and the current forms must be included
in all reports. The DNR data sheets are: Site Record, Current Stream and Weather Conditions
and Mussel Survey Data Sheet.
All reports will contain:

• DNR data sheets;
• Photographs of mussels found, if any, and titled with species;
• Location Maps;
• Sketch of Survey and Relocation areas; and
• Project Description
If a Phase 3 survey is required then a more detailed report containing:

• DNR data sheet;
• Photographs of mussels found, if any, titled with species;
• Location Maps;
• Detailed Maps of Survey area, Mussel Bed and Relocation site;
• Detailed Project background and description; and
• Table of species found and individual numbers for each species.
No official reports will be submitted for surveys with negative results unless the DNR
specifically requested the survey. However the Division will submit to the DNR annually, point
data in ArcGIS format for all surveys and their respective results.
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DD-271

DESIGN DIRECTIVE
DD-271
E NV I R ONM E NT A L PR OJ E C T C L E A R A NC E SUB M I SSI ONS
November 18, 2011

on environmental project clearance.
This directive contains guidance on what information needs to be submitted to the

environmental section in order to begin the environmental clearance process.
Attachment
1
DD-271
ENVIRONMENTAL PROJECT SUBMISSIONS
10 – GENERAL:
All highway projects require environmental clearance. The amount of information and effort
required to clear a project is dependent on what work is being proposed and what resource(s) that
may be impacted by the work.
Highway projects can be categorized in three general categories:
a) Routine maintenance (ditching, culvert replacements and extensions, slide repair,

resurfacing, ect) (these projects generally require no new right-of-way)
b) Small projects (small bridge replacements and rehabilitations, intersection
improvements, roadway widening projects, ect)
c) Large projects (bridge projects that require a US coast Guard permit, large bridge
projects, 4-Lane highway projects, ect)
Routine maintenance projects generally require the least amount of time to clear the
environmental process. These projects require sending the project information and scope of work
to the District Environmental Coordinator (DEC). Generally the DEC can clear these projects
relatively quickly. If the Environmental Coordinator determines that the project cannot be
cleared at their level then the project will be forwarded to the Environmental Section of the
Engineering Division (ESED) for clearance. This type of project normally requires a
“Categorical Exclusion” (CE) or “Programmatic Categorical Exclusion” (PCE) depending on the
scope of the project.
Small projects generally require several months to clear the environmental process. At a
minimum this process requires coordination with the resource agencies and field work in order to
clear environmental process. Very few of these types of projects require public involvement.
Public involvement is generally required if the project adversely effects a historic resource
and/or is in a populated area and it adds several additional months to the process. These types of
projects must be sent to the ESED for clearance. This type of project normally requires a
“Categorical Exclusion” (CE) or “Programmatic Categorical Exclusion” (PCE) depending on the
scope of the project.
Large projects generally require the largest effort to clear the environmental process. This
process generally requires public involvement, coordination with the resource agencies, and field
work in order to clear environmental process. This type of project normally requires an
“Environmental Assessment” (EA) or “Environmental Impact Statement” (EIS) depending on
the resource(s) being affected by the project. These projects must be sent to the Environmental
Section of the Engineering Division for clearance.
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20 – E NV I R ONM E NT A L PR OC E SS
On routine and small projects the individual proposing the work will submit all of the
project information to the DEC. The DEC will use the environmental Geographic
Information System (GIS) tool and fill out the “Level 2 Checklist” to determine if it
qualifies to be cleared at their level or it needs to be sent to the ESED for clearance. If a
project can be cleared by the DEC they shall inform the individual that submitted the
project and provide them with the proper clearance document. If a project cannot be
cleared the DEC it will be sent to the ESED for clearance.
On Large projects and projects that cannot be cleared by the DEC they shall be submitted
to the ESED for clearance. When the project has been cleared by the ESED they shall
inform the individual that submitted the project and provide them with the proper
clearance document.
30 – PROJECT SUBMISSIONS
30.1- Submissions to the District Environmental Coordinator: The individual

proposing the work will submit the following project information to the DEC:
• Level 1 Checklist;
• Description of work;
• Plans (if available);
• Typical Sheet for type of project;
• Photographs of the structure and surrounding area including pictures of the stream
substrate; and
• Any other information that helps explain the project purpose.
30.2 – Submissions to the Environmental Section of the Engineering Division: These

project submissions shall include the following:
• All information required in section 30.1; and
• Level 2 Checklist and GIS screening tool information.
These checklists can be found in Appendix A. The ESED will use the information
provided on the Checklists to clear the projects. If a project is submitted without the
checklists or the checklists are incomplete the project will be returned to the individual
that submitted the project.
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WVDOH MAINTENANCE AND CONSTRUCTION ACTIVITIES CHECKLIST AND PROJECT
INFORMATION SUBMITTAL FORM
Level 1 to be completed by Project Originator
District ______ County ______________ Route __________ Milepost ______

Stream _________________ Latitude _______________ Longitude _______________ (D.Dº WGS 84)
Type of work is: bank stabilization culvert replacement or extension structure replacement or repair
rock gutter associated with ditch cross-pipe roadway Improvement or widening
other describe: ________________________________________________________________
Project Description: _____________________________________________________________________________
______________________________________________________________________________________________
______________________________________________________________________________________________
Total linear feet of stream impact expected? ___________ Stream Width: ________ Drainage Area: _________
Yes No N/A
1. Are you planning to change the type or size of structure at this site?
2. Does this project involve multiple bank stabilizations on the same stream?
3. Do you expect to need temporary fill (i.e. cofferdams, detours, etc.)?
4. Do you expect to use a detour?
If using a detour the detour is upstream the detour is downstream
the road is closed and existing roads are used as detour. (check one)
5. Will you be working in or adjacent to a state or national park or forest?
6. Will a waste or borrow site be needed?
7. Will there be in stream work April to June or September to February?
8. Will you be working in or near a marked “No Mowing or Spray” area?
9. Does there appear to be a potential wetland on or adjacent to the site?
10. Do you anticipate the removal of any trees to complete this project?
If “yes” Diameter at chest height Quantity Type “Species”
___________ _______ _____________
___________ _______ _____________
___________ _______ _____________
11. Will additional right of way or easements be required?
If “yes” Describe any previous ground disturbance like (grading, fill,
parking lots and photograph areas)
__________________________________________________________
__________________________________________________________
12. Will in stream work be required beyond 50 feet of the structure?
13. Will this project require fill to be placed within the 100 year floodplain?
14. Is the structure older than 40 years?
If “yes” or unknown include photographs and complete the following:
Date of Construction _____________ Builder _____________
Bridge Plate Text ____________________________________________
Alterations _________________________________________________
Other Notes ________________________________________________
15. Is there any standing structures (houses, barns, sheds, walls, etc.) that can be
seen from the project site?
If “yes” include photographs of each structure and complete the
following for each structure: Date of Construction if known _________
Property use _____________ Material used ____________________
Alterations _______________________ Other Notes _______________
16. Is the structure a concrete arch, metal truss, stone structure or have stone abutments?
17. Is the project within a town or populated area?
For culvert replacements/extensions, bank stabilizations, and outfalls complete the necessary typical drawing. For
minor structure repairs provide plan and profile views showing the proposed repair work and any cofferdams needed
to complete the repair work. Include the length of impact, acres of impact, and cubic yards of fill for material placed
below OHW on the plan view.
For all projects include the following items:
A) Plans and profiles including all temporary work (detours, causeways, staging areas, etc.)
B) Project location map
C) Photographs of the following:
a. General area views from project
b. Upstream, downstream and stream bottom
c. Bridge or structure (various views)
d. Bridge plates
e. Structures in vicinity
f. Old bridge or structure plans (if available)
Attach the drawing(s) along with a location map and pictures to this checklist and submit the information to the
District Environmental Coordinator. Retain a copy of this information for your file. Work cannot begin until the
appropriate authorization has been obtained. Upon completion of the work, submit post-construction pictures to the
District Environmental Coordinator.
Comments (attach additional sheet if necessay): _______________________________________________________
______________________________________________________________________________________________
Contact: _____________________________ Date: _______________

WVDOH MAINTENANCE ACTIVITIES CHECKLIST
Level 2 to be completed by Environmental Coordinator or Assistant Environmental Coordinator
Use the Environmentally Sensitive GIS Layers to Answer Question 1 – 7a
Yes No N/A
1. Located within Zone 1, 8, 10, 12, 13, 14 or 18 GIS layers?
2. Located within Zone 2 AND requires tree removal (>5” DBH) from 4/1 to 11/15?
3. Located within Zone 3 AND requires tree removal (> ½ acre) from 4/1 to 11/15?
4. Located within Zone 4 AND requires tree removal (>5” DBH) any time of year?
5. Located within Zone 5 AND requires additional right of way or easements?
6. Located within Zone 6 or 7 AND requires additional right of way or disturbance of
previously undisturbed ROW?
7. Located within Zone 9 AND requires work below OHW?
8. Located within Zone 11 AND requires work below OHW of the stream itself?
9. Located within Zone 11 but requires work on a tributary or on a road that drains
into the stream?
10. Located within Zone 15 AND requires work below OHW during April to June?
11. Located within Zone 16 AND requires work below OHW during Sept to February?
12. Located within Zone 17 AND requires work below OHW?
13. Located within Zone 19?
14. Is there a wetland impact associated with this project?
(Field verify sites located within National Wetland Inventory layer)
(a) Are the wetland impacts greater than or equal to 0.10 acre?
15. Is the stream listed in WV State 401 Certification, Standard Condition 15?
16. For bank stabilization, will the quantity of fill below OHW exceed one cubic
yard per running foot?
17. For bank stabilization, will the length below OHW exceed 500 linear feet?*
*200 linear feet for Standard Condition 15 streams
18. For rock gutters associated with ditch cross-pipes, will the CY of fill below
OHW exceed 10 CY?
19. Will additional right of way or easements be required?
20. Do you expect this work to alter the hydraulic conditions of the stream?
(i.e., increasing/decreasing flow area, altering inlet/outlet conditions, etc.)
21. Is a bridge or bottomless culvert being replaced with a pipe or box culvert?
22. If the work is near a no mowing or spraying area indicate the reason for designation.
23. If fill is being placed within the 100 year floodplain has the local FEMA coordinator
been notified?
A YES answer to Level 2 Questions 1-9, 14a require submittal to Engineering Division’s E Section (DDT). A YES
answer for Level 2 Questions 10-13 please refer to the Environmental Guidelines Sheet for additional steps. A YES
answer to question 14 but a no to 14a please refer to the Environmental Guidelines Sheet for additional steps. If Level
2, Question 20 is answered YES, a hydraulic analysis shall be performed in accordance with the latest version of the
WVDOH Drainage Manual. A survey of the delineated wetland shall be performed before Question 14 can be
answered.
Comments (attach additional sheet if necessary):______________________________________________________
______________________________________________________________________________________________
____________________________________________________________________________________________
_____________________________________________________________________________________________
Have all answers of Yes on Level 1 Questions 1-5, 10-11 and 13-15 been resolved? Yes or No
If no, submit to DDE for environmental clearance and to DDT for 404/401 authorization. A Yes answer on any other
Level 1 Question requires adherence to the Environmental Guidelines Table.
Reviewed by: __________________________________ Date: ________________


RIGHT OF WAY PLAN DEVELOPMENT
January 28, 2021
Supersedes April 1, 2004
POLICY FOR
RIGHT OF WAY PLAN

DEVELOPMENT
April 1, 2004
Revised January 28, 2021
TABLE OF CONTENTS
SECTION Page
10 General.....................................................................................................................1
10.1 Introduction .................................................................................................1
10.2 Purpose.........................................................................................................1
10.3 Process ........................................................................................................1
20 Plan Development ...................................................................................................3

20.1 Considerations ............................................................................................3
20.2 General Specifications ................................................................................6

20.3 Plan Content ................................................................................................6
20.4 Plan Limits ..................................................................................................6
20.5 Project Numbers ..........................................................................................6
20.6 Text .............................................................................................................6
20.7 Submission/Revision Date ...........................................................................7
30 Right of Way Plan Content ......................................................................................7

30.1 Title Sheet ...................................................................................................7
30.2 Ownership & Utilities Index .......................................................................8
30.3 Property Maps ...........................................................................................11
30.4 Right of Way Plan Sheets .........................................................................14
30.5 Profile Sheets ............................................................................................22
30.6 Typical Sections ........................................................................................22
30.7 Reference Point Sheets ..............................................................................22
30.8 Geometric Layout Sheets...........................................................................22
30.9 Cross Sections ...........................................................................................22
40 SUBMISSION OF PLANS ..................................................................................23

40.1 Submission Distribution ............................................................................23
40.2 RW-1 Plans ...............................................................................................23
40.3 RW-2 Plans ...............................................................................................24
40.4 RW-1 & RW-2 Combined Plan Submission ............................................24
40.5 RW-2 Revisions .........................................................................................25
40.6 Advanced Acquisition Plats ......................................................................25
40.7 Whole Take Plans .....................................................................................25
40.8 RW-3 Plans ...............................................................................................25
40.9 RW-3 Revisions ........................................................................................25
40.10 RW-4 Plans ...............................................................................................26
RIGHT OF WAY PLANS DD-301
10. GENERAL:
10.1 Introduction: Right of way plan(s) are used by engineers, attorneys,

appraisers, negotiators, and are presented to property owners who are almost
always lay individuals. Right of way plan(s) are not construction plan(s) and
serve a different purpose.
10.2 Purpose: Right of Way plan(s) are used to:
a. Determine the right of way necessary to construct and maintain the

highway;
b. Show property boundaries and current ownership;
c. Show existing and proposed ingress and egress;
d. Determine the value of the acquisition;
e. Write the necessary descriptions, and;
f. Negotiate and acquire the necessary right of way.
10.3 Process:
10.3.1 Determine Boundaries and Ownership: The location is set for the
proposed project and the project area is mapped. Preliminary right of way
limits are established to determine areas for acquisition. The ownership
and boundaries of these areas are determined from courthouse records,
field evidence and interviews.
10.3.2 Right of Way Questionnaires: Each affected property owner is

interviewed and a completed right of way questionnaire is obtained for
each property to be acquired. This information is used to verify ownership,
property lines, identify public and private utilities and improvements.
10.3.3 Develop Right of Way Plan(s): The submission and approval process that
is to be followed on projects shall be one of the two processes described
below and shall be determined by the Project Manager and included in the
Scope of Work minutes. Development of right of way plan(s) will
typically utilize one of the following submission and approval processes.
The submissions will follow the approved project CPM schedule.
10.3.3.1 Typical Process: This process involves the separate submission,

review, and approval of RW-1, RW-2, RW-3 and RW-4 plan(s)
as described below and in Section 40 of this design directive.
The “Typical Process” shall be utilized on all projects unless
approval is given by the Project Manager to utilize the “Alternate
Process.” The “Typical Process” shall be utilized on all projects
where there are anticipated involvement of more than five (5)
real estate parcels or it can reasonably be expected that design
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revisions may occur during early phases of the plan development

regardless of the number of anticipated real estate parcels.
10.3.3.2 Alternate Process: This process involves the combining of the

RW-1 and RW-2 submission per Section 40.4 of this design
directive. The “Alternate Process” should not be utilized on
projects involving more than five (5) real estate parcels. It should
only be used on small bridge replacement or roadway
improvement projects where the final alignment can be
approximately predicted during the early phases of design. Multi-
lane highway projects on new alignment, large bridge
replacement projects, or highway projects involving new
roadway would normally not utilize this process.
10.3.4 RW-1 Plan(s): The first submission of right of way plan(s) is used to
review the documents of ownership, the plotting of the property lines
and existing right of way. They may also be used to estimate
preliminary right of way, for abstracting, and utility relocation cost and
scheduling purposes. This RW-1 submission consists of the Title Sheet,
Ownership and Utilities Index Sheet(s), Property Map Sheet(s), and
RW-1 Plan Sheet(s). Copies of the R/W Questionnaires and supporting
documents are to be included (See Section 40.2).
10.3.5 RW-2 Plan(s): This submission is used to estimate right of way and
utility relocations and to review the proposed right of way and
easement limits, determine the effect of the project on landowners, and
to initiate abstracting. These plans consist of the contents listed above
for RW-1 plan(s) plus completely developed Right of Way Plan
Sheet(s), Profile Sheet(s), and Typical Section sheet(s) (See Section
40.3) and shall reflect resolution of RW-1, PFR and Slope Review.
10.3.6 RW-3 Plan(s): This submission is for appraisals, negotiations, writing

descriptions and acquisition, and shall reflect resolution of all RW-2
and Final Field Review comments (See Section 40.7).
10.3.7 RW-4 Plan(s): This submission is a master set of right of way plan(s)
submitted after acquisition is complete and shall reflect the acquired
right of way (See Section 40.8).
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20 PLAN DEVELOPMENT:
20.1 Considerations: The development of right of way plan(s) must be coordinated

with and in conjunction with development of the construction plan(s). When
establishing right of way limits on each project, consideration must be given to
the following:
20.1.1 Right of Way Limits: Right of way lines must be set beyond the
construction limits and to allow for future maintenance of the highway.
In rural areas, on major roadway projects, construction activities and

equipment will require approximately 30 feet beyond the construction limits
for the construction and maintenance of the slopes, ditches, culverts, fencing,
etc. This distance may be reduced or increased after careful review, taking
into account the nature of the terrain, the magnitude and stability of the cut or
fill, drainage, and/or land value.
In an urbanized area, right of way limits shall be set so as to minimize the area
to be acquired and to minimize damage to adjacent properties. Measures, to
reduce right of way limits, such as the use of a temporary construction
easement, realignment of fencing, etc., can often be taken to reduce right of
way damages and facilitate the acquisition process.
Right of Way Division may request adjustment in the final location of right of
way lines during negotiations.
20.1.2 Property Ownership and Property Lines: Existing property ownership,

property lines and areas must be established from courthouse records, deeds or
wills of record, aerial maps, subdivision maps, surveys and plats, and
information obtained from field evidence and the Right of Way Questionnaire.
20.1.2.1 Tax Maps: Tax maps may be used only in design and
reconnaissance reports and as an aid in the development of the right of
way plan(s).
20.1.2.2 Titleholders, Deed and Will Information: It is absolutely

necessary that the name(s) of the titleholder(s), and deed book and page
number of the full interest owner(s) be correctly determined for each
parcel. Deed and/or will research must be performed for all properties
affected by the project. The deed for each parcel is obtained and plotted to
establish property lines. The project parcel number is to be shown in a
circle in the upper right corner of each deed. It is necessary to research
previous deeds until a plotable description is obtained. If a plotable
description is not available the designer shall prepare a “Property Line
Discrepancy Report” per Section 40.2(c) of this directive.
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If property has been distributed by virtue of a will, it is also necessary to

obtain a copy of the last recorded source deed with a full interest in the
property. During the development of the plan(s), land transfers are to be
current (within 6 months) at the time of the initial submission of RW-3
plan(s). Later revisions, due to land transfers, may be requested by Right
of Way Division.
20.1.2.3 Right of Way Questionnaire (Form 5.01): A separate Right of

Way Questionnaire for each parcel is to be completed in full, based on
courthouse records and an actual interview with the property owner(s),
tenants, or other knowledgeable sources. For example, parcels 2-1 and 2-2
would require separate questionnaires with supporting data attached. This
form is to be signed and dated by both the person being interviewed and
by the interviewer. If the owner refuses to sign or provide information,
state such on the form. This form is available from the Right of Way
Division.
Information requested on the right of way questionnaire may be obtained

from non-resident owners by telephone contact and so noted on the
questionnaire. If the owner cannot be contacted, get an address (i.e.: from
the tax ticket) and provide a note with the questionnaire describing all of
the methods used in trying to contact the owner.
If information requested on the questionnaire is not applicable, place

“N/A” on that line to indicate that it has not been overlooked. Do not use
“N/A” to indicate that the information is unknown.
While obtaining these questionnaires, the interviewer shall look for and
ask about property line discrepancies, storage tanks, sewage tanks, drain
fields, water or gas/oil wells and lines, old graves and cemeteries on the
subject or adjacent property, life estate or land contract interests, etc.
If a property is in heirship, this information must also be indicated on the

questionnaire, along with a list of the heirs and addresses of each. Minor
heirs, if any, shall be identified. If a property has been distributed by
virtue of a will, the will book and page number must be provided, along
with a reference to the last recorded deed (full interest) in the chain of
title. See Section 40.2.e for additional information.
20.1.2.4 Field Evidence: A reasonable search is to be conducted in the

field for any evidence of property lines or corners particularly in the area
of proposed take. Such evidence, if found, is to be located by survey and
identified on the plan(s).
20.1.3 Existing Improvements: An improvement is any addition to land

intended to make the property more valuable and/or usable. All above and
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below ground improvements, within or in close proximity to, the proposed

right of way limits are to be shown and clearly labeled as to type. Each
improvement (dwelling, garage, barn, storage shed, storage tank, well, sewage
system, etc.) must be evaluated with particular emphasis on those
improvements lying in the fringe areas of construction. The Designer shall
adjust the construction and right of way limits to avoid such improvements, if
feasible, without jeopardizing sound design standards.
All properties that are improved with buildings that are, or could be, utilized
as inhabited dwellings or commercial establishments are assumed to have all
utility services and facilities until otherwise verified. These facilities could
include a sanitary sewer line connection to a public sewer, a private sewage
system such as a tank and drainage field, an “outhouse,” or “shotgun sewer”
lines. When the project construction is in close proximity to such a property,
each system must be completely shown.
All underground storage tanks and all known or possible hazardous waste
sites must be shown and identified on the plan(s). Avoidance of these sites
shall be given full consideration in the final approval of project location.
Strict adherence with “Guidelines For Identifying And Dealing With
Hazardous Waste On Highway Projects” is required (See “Hazardous Waste”,
DD 302).
20.1.4 Potential Slide Areas: When a geotechnical report indicates an area as a

“Potential Slide Area”, the limits shall be shown and labeled as such. When
new construction will not remove the entire critical area, consideration shall
be given to the acquisition of additional area beyond the normal right of way
limits, particularly if the road construction might increase the probability of
slide development. If the potential slide area will not be worsened by the road
construction, it should not be acquired.
20.1.5 Access Control: For projects having grade separation interchanges and/or
at-grade intersections, the controlled access line is placed to include the entire
interchange area, and shall be continuous throughout the entire controlled
access project. The controlled access line is to be set at a minimum of 100
feet beyond the ramp radius return in urban areas and a minimum of 300 feet
in rural areas.
The radius return is defined as that point on the ramp or intersection return
where the radius or flare joins the tangent line of the edge of pavement of the
intersecting roadway. In the case of a future widening of the intersecting
roadway, the point shall be determined on the basis of the ultimate design
width, even though its construction may be some years hence.
If access is to be provided under bridges or other structures, it shall be noted

on the applicable plan sheet(s).
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The controlled access line may be located so as to facilitate maintenance of

the roadway. It is not necessary for the controlled access line to follow the
right of way line or to be located so as to include all construction features.
20.1.6 Legibility: Features must be prominently displayed and easily located,

including centerline, stations and offsets, property lines, parcel and tract
numbers, construction limits, and existing and proposed right of way and
easement lines. Plan presentation shall have weights and symbology as shown
on the title sheet conventional signs.
20.2 General Specifications: A standard sheet size (22”x 34”, including border
area) shall be utilized on all right of way plan(s). The plan sheet(s) shall be in
accordance with the WVDOH Engineering Division C.A.D.D Standards,
shown in the border cell library (www.wvdot.com), as cell “PLAN”. A 1½”
border on the left and a ½” border on all other sides is to be used.
20.3 Plan Content: Right of Way Plan(s) shall consist of, and be in the following
order:
a. Title Sheet (See Section 30.1)

b. Ownership and Utilities Index (See Section 30.2)
c. Property Maps (See Section 30.3)
d. Right of Way Plan Sheets (See Section 30.4)
e. Cemetery Detail Sheet(s), if applicable (See Section 30.4.20)
f. Reference Point Sheet (See Section 30.7) (If available) Including Survey
Marker Table
g. Geometric Layout Sheet (If available) (See Section 30.8)
h. Typical Sections (See Section 30.6)
i. Profile sheets, including detours, side roads, driveways, etc. (See Section
30.5)
20.4 Plan Limits: On all projects, additional features outside the project limits,
consistent with the contract plan development, are to be shown on both ends of
the project. Topography, such as houses, garages, existing right of way lines,
roadways, utility facilities, and other improvements, along with any projected
right of way lines for adjoining projects, if they are designed or currently in
design but not yet constructed, shall be shown.
20.5 Project Numbers: Notes shall be placed on appropriate plan sheet(s)s

indicating the construction project number and limits of work for the
corresponding construction project. Right of Way Project termini and right of
way project numbers for current adjacent right of way projects shall be
indicated on the title sheet, property map sheet(s) and plan sheet(s).
20.6 Text: All text should be of a minimum height and weight so as to be legible
when half-size copies of plan(s) are used in condemnation proceedings and
6 of 26
when requested by Project Managers. Text should not be upside down or on

top of other text or topography.
20.7 Submission/Revision Date: All sheets shall have the submission/revision date
indicated near the lower left border.
30 RIGHT OF WAY PLAN CONTENT:
30.1 Title Sheet: The title sheet shall be in accordance with the CADD cell
“RTITLE”.
30.1.1. Contents: The Title Sheet shall contain the following:
1. Standard Title Block

2. Project Identification Block
3. State District Map with respective county hatched, not shaded
4. State & Federal Project Numbers (inside lower left border of sheet(s) and
center top, and Project Identification Block).
5. Executive Secretary Certification Block with State and Federal Project
Numbers and Department Signature Block (See current DD-702)
6. Route Numbers and Type
7. Tax District or Corporation and County Name
8. Project Limits, R/W Project Limits and Construction Contract Section
Limits
9. Type of Right of Way Plan Submission (under State District Map)
10. Vicinity Map from the WVDOH County Maps (Project Location and
Extents)
11. List of public utilities and railroads encountered (See current DD-303)
12. Layout Map with North Arrow, graphic scale, plan sheet(s) outline, and
Right of Way Project Termini
13. Controlled Access Note, if applicable
14. Index to Sheets
15. Revision Block
16. Consultants Seal Block sealed by a PE registered in West Virginia, if
applicable
17. Horizontal and Vertical Scale and Conventional Signs Legend
18. Submission date (Outside lower left corner)
19. Design Designation Block
30.1.2 Public Utilities: Indicate the type of service provided, in parenthesis,

after the name. Example: Ridge Public Service District (Water).
7 of 26
30.1.3 Layout Map: The layout map shall show existing and proposed road
alignments with the superimposed project centerline showing the relative
sheet coverage by sheet number. All roads are to be labeled with names and
route numbers, with directional arrows to the nearest community or
intersecting routes. Include streams, corporation, county, state lines, right of
way and construction project numbers and work limits, railways, and large
industrial or commercial structures and plazas and Right of Way Project
Termini.
30.1.4 Controlled Access Note: All projects with controlled access or partially
controlled access shall define the locations of access on the title sheet of the
Right of Way and Construction Plan(s). A “Fully Controlled Access Project”
shall include a note on the title sheet stating the following: “This project is a
fully controlled access facility with only vehicular access allowed as shown in
these plans.” “A Partially Controlled Access Project” shall have a note on the
title sheet stating the following: “This project is a partially controlled access
facility with access allowed only at the following locations: Sta____ Lt, Sta
____ Rt, etc.”
30.2 Ownership & Utilities Index: The Ownership and Utilities Index must be in
accordance with the CADD cell “OWNER”.
30.2.1 Names of Titleholders: Correct spelling of each property owner’s names

is imperative. Use the name and spelling of the name as shown in the deed
when different spellings appear on other documents. Revisions will then be
made if corrections are later found. Holders of Land Contracts or Life Estates
are to be included in the Ownership Index.
30.2.2 Parcel Numbers: An individual parcel number shall be assigned to each

property to be acquired and to each private utility. Parcel numbers may not be
changed or reassigned once they have been assigned, or reused if deleted. The
parcels shall be numbered consecutively, starting with Number 1, and shall be
placed in the index in numerical order. No Parcel Numbers are to be reserved
for future use.
Property under the same ownership must meet all three of the following
conditions before a single parcel number is assigned to the entire property:
(1) Same Ownership, (2) Same Use, and (3) Contiguity. Noncontiguous
parcels having the same ownership shall be identified with the same parcel
number utilizing a numerical suffix. Examples of this are: 1-1, 1-2, 1-3, 2-1,
2-2, etc. NOTE: Existing highway or railroad right of way will separate a
property into noncontiguous parcels.
Deleted parcels are to remain on the Ownership Index, Property Map and Plan
Sheet(s) for information only. A horizontal line is to be drawn through the
parcel number, name, areas of take removed, and “No Take” entered in the
8 of 26
“Remarks” column. A line is also to be drawn though the parcel number on

the Property Map(s) and Plan Sheet(s).
30.2.3 Tract Numbers: Tract number shall be assigned numerically for each
parcel from which more than one tract of land is to be acquired. The tract
numbers must begin a new for each individual parcel and are assigned
consecutively in accordance with the type of acquisition, by priority; i.e.,
controlled access, noncontrolled access, permanent easements, and temporary
easements. All tract numbers shall be complete for each classification before
moving to the next classification (Example: Controlled Access – Tracts 1, 2,
and 3; Noncontrolled Access – Tracts 4 and 5; Permanent Drainage Easement
– Tracts 6 and 7; Permanent Ponding Easement – Tracts 8 and 9; Temporary
Construction Easement – Tracts 10 and 11, etc).
30.2.4 Recording Data: Deed and/or Will Book Numbers and Page Numbers
must be shown in the “Recorded” column, with the appropriate references all
the way back to the deed which conveys a full interest in the title. If a will has
a codicil, show its Book Number and Page Number.
Only the current ownership deeds and/or wills, etc. are to be shown on the
ownership index. Deeds involved as part of the chain of ownership are to be
attached to the back of the deed and questionnaire.
30.2.5 Type of Take: Columns for indicating the area and type of take are
provided for “Controlled Access” right of way, and “Noncontrolled Access”
right of way. The “Easement” column has subheadings for “Type” and
“Area”.
30.2.6 Easements: All easements shall be identified in the Ownership Index as to

type. Various types of easements and their use are discussed more fully in
Section 30.4.4 below.
30.2.7 Areas: The areas of the various tracts to be acquired shall be shown on the
Ownership Index in the appropriate column. Areas must be completed for all
right of way takes and easements. “Remaining Left”, “Remaining Right”,
“Total Remaining”, “Total Taken”, and “Parcel Total” are to be shown on the
top line of the parcel listing.
Areas less than one (1) acre shall be shown in square feet, rounded to the
nearest square foot. Areas one (1) acre or more, shall be shown in acres, to the
nearest one-hundredth acre. All parcels in urban areas and defined lots in
subdivided areas shall show calculated areas in square feet. If a parcel consists
of tracts with take areas of both more and less than one acre, dual units (acres
and square feet) are to be shown for each area of less than one (1) acre.
9 of 26
All permanent easement areas excluding Permanent Aerial Easements will be

included in the “Total Taken” column. Temporary easement areas are not to
be included in the “Total Taken” column. If any portion or all of a residual
area will be landlocked after construction, a note “Landlocked” shall be added
in the Remarks Column.
The “Parcel Total” should, if possible, show the deed area. If the calculated
total area is significantly different than the recorded deed area, use the
calculated area and show the deed area in the “Remarks” Column, along with
an explanation. For a parcel with an area greater than one acre do not show
the parcel total in square feet unless shown in the deed.
All areas of acquisition from any agency of the Federal Government shall be
the result of a computer calculation or by actual closed survey (See Section
30.4.21).
For noncontiguous parcels, the area shall be calculated and the deed area shall
be shown in the remarks column.
30.2.8 Uneconomic Remnants: Small remnants with little apparent value are to
be included in the right of way to be acquired. When the value of a remnant is
in doubt, a determination as to declaring it “uneconomic” will be made by
Right of Way Division.
30.2.9 Utility Index - Public Utilities: All “public” utilities encountered by the
project shall be listed on the Utilities Index by correct company legal name,
type and size and location of facility, with station/offset and sheet(s) number.
The disposition of the utility when clearly known is to be listed and updated as
needed, i.e.: “To be relocated by owner”, “To be abandoned in place”, “To
remain in service”, “To be relocated by DOH”, etc.
To determine whether or not a particular company is a public utility, refer to

www.wvdot.com, or call the Railroad and Utilities Section of Right of Way
Division for determination.
30.2.10 Private Utilities: All other utilities are considered to be private and
include private transmission lines, service lines, TV cable lines, oil and gas
wells, etc. Private utilities are not to be listed in the Utilities Index. A private
utility shall be assigned a parcel number and be listed in the Ownership Index,
and no areas of take will be shown. A note in the Remarks column shall
identify the type of improvement involved. Private utilities under the same
ownership as the involved parcel of real estate, will use the same parcel
number, differentiating it by the use of a letter suffix, i.e., Parcels 14-A, 14-B,
21-A, 21-B, etc.
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30.2.11 Private Water and/or Sewer Lines: Partial acquisitions shall be

carefully reviewed to ascertain whether private water and/or sewage systems
will be taken. Water wells and sewage systems will not be allowed to remain
inside areas of proposed right of way.
30.2.12 Billboards: Each affected billboard is to be identified by owner and

permit number. This information should be on the tag attached to the
billboard. A note shall be provided on the Right of Way questionnaire if no
information tag is found. Billboards are to be assigned a parcel number,
which is the underlying owner’s parcel number plus an alpha suffix, i.e.,
Parcel 13-A, Parcel 24-A.
30.2.13 Railroads: Right of way or easements to be acquired from railroads are

to be identified with a parcel number and listed in the Ownership Index.
30.2.14 Public Land Corporation: When the centerline of a project crosses

over a stream, the Public Land Corporation (PLC) is to be shown as the
titleholder on the Ownership Index. Types and areas of take are to be shown,
however, no deed reference is given. The name of the affected stream is
placed in the “Remarks” column. See Section 30.4.18.
30.3 Property Maps:
30.3.1 Property Map Sheet(s)s: These sheets must show a north arrow,
proposed centerlines, route numbers and names of all existing streets and
roads and other topographic features, existing and proposed right of way lines,
easements of record, entire property boundaries, project parcel and tract
numbers(not tax parcel number), major structures, proposed major drainage,
existing utility transmission lines (above and below ground), cemeteries, and
other topographic features. Each right of way line must be labeled frequently
enough to clearly delineate the type of line. The project manager may require
the major contours to be shown.
All underground storage tanks and potential hazardous waste sites located
within or in close proximity to the existing and/or proposed right of way lines
shall be shown. Matching property map sheet(s) numbers and stations are to
be shown outside the matchlines. The property maps must be complete and
include all corrections and comments presented at field and office reviews.
Property Maps may be combined with the Ownership Index on small projects.
All existing right of way shall provide a reference of their source, i.e., “Project
Number”, statutory right of way, etc. as determined by existing plan(s) and
records.
30.3.2 Parcels: The entirety of all parcels affected by the project are to be shown
on the property maps, with the appropriate parcel and tract numbers affixed.
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Deed tract numbers are to be shown in parenthesis. Names or deed references

are not to be shown on the property maps, unless the property involves the
U.S. Government.
For those parcels that are too large to show the entirety on a property map, an
inset or supplemental sheet(s), at an appropriate indicated scale, must be
utilized showing the parcel in its entirety. When using an inset, include
properly labeled match or inset lines. If the scale does not facilitate labeling
each property line, use a table format to list the property line information.
Supplemental inset sheets are to be placed at the end of the Property Maps.
30.3.3 Property Lines: Property lines shall be labeled on the inside of the
applicable property line, with deed bearings and distances shown in
parentheses for each line. Use a land hook (land tie) symbol to identify
interior deed tract lines. If records do not indicate metes and bounds, the
distance along the property line shall be scaled, labeled, and indicated as such
by adding the letter “(s)”, (in parenthesis), after the scaled distance. A
calculated or project bearing shall not be shown. If deed distance is
significantly different than scaled distance, show both the deed and scaled
distances.
30.3.4 Existing Features: Existing features include the following:
1) North arrow.
2) Private and public roads, streets, and alleys with identifying names and
route numbers.
3) Existing right of way and easement lines for all roadways, utilities and
private right of ways.
4) Access to all parcels.
5) Directional arrows, with distance to the nearest city, town or major route
at each end of the project and/or existing road.
6) Bridges and major drainage.
7) Railroads with names, valuation centerlines, stationing, and right of way
lines.
8) Corporation and tax district lines and names.
9) Streams with names and flow arrows.
10) Subdivisions with name, bearing and distances (in parenthesis), block
numbers, street and road names, lot lines, lot numbers and lot
dimensions.
11) Public utility and major private utility transmission lines with company
name and type of facility.
12) Deep mines, surface mines and mine roads, including mine entrances
and air shafts.
13) Entire property boundary lines of each parcel with property line
symbols, deed tract numbers (in parenthesis), and deed bearings and
distances (in parenthesis).
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14) Land ties on interior deed tract lines.

15) Gas, oil and salt wells and lines along with owner’s names and
American Petroleum Institute (API) well tag number.
16) Outlines of structures (residential, commercial, schools, churches and
public buildings).
17) Cemeteries.
30.3.5 Proposed Construction Features: Include the following:
1) Project centerline or baseline of all access roads, frontage roads, connector

roads and temporary detours, with names.
2) Stationing labeled at 500 feet intervals, with 100 feet tic marks.
3) Right of Way project limits with stations.
4) Project Limits, R/W Project Limits and Construction Contract Section
Limits
5) Parcel and tract numbers for all property to be acquired, with landlocked
residues labeled.
6) Stream relocations or channel changes.
7) Structures such as bridges, major drainage structures, culverts, retaining
walls, etc.
8) Proposed controlled access, noncontrolled access, permanent drainage
easement, temporary construction easement, temporary structure removal
easement lines, etc., with labels.
9) Label any road to be terminated or abandoned as such.
10) Show all proposed access points.
30.3.6 Landlocked Areas: On controlled access projects, all residual areas for
which no vehicular or pedestrian access is provided shall be identified as
“landlocked”. This shall only be done if the residual area was landlocked as a
result of activity of the road project.
On non-controlled access projects where restoring vehicular access is

impractical, a note shall be added to the ownership index, property map(s) and
plan(s), “No vehicular access provided”.
Resident areas accessible by public roads other than the proposed project,
should not be identified as “Landlocked”.
30.3.7 Subdivisions: All recorded subdivisions will be shown, complete with the
name of the subdivision, street names, alleys, block numbers and lot numbers.
If the involved streets are privately owned, a parcel number must be assigned
and a titleholder identified. Lot numbers shall be shown in parenthesis to
differentiate them from parcel numbers. Three (3) copies of each subdivision
map are to be included with the RW-1 submission.
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30.4 Right of Way Plan Sheet(s): The right of way plan sheet(s) may be a
duplicate of the construction plan sheet(s) with the addition of the required parcel,
tract and property line information. However, it may be necessary to turn off
certain layers of construction specific information in order to make the right of
way plan(s) legible. Contours are to be screened. Matchline stations and sheet(s)
numbers are to be shown on each sheet.
30.4.1 Centerline: The centerline or baseline layout shall be identical to that

shown on the construction plan(s). All tangent portions of the centerline shall
be identified with a bearing and all curve geometry shall be readily visible on
each plan sheet(s). Stations should progress from West to East and/or from
South to North, and match exactly those shown on the construction plan(s).
All station equations and the P.I., P.C., P.T., T.S., S.C., C.S., and S.T., etc. of
each curve shall be shown. Curves are to be labeled on each sheet in which it
appears on the inside of the curve. The centerline of new construction is to be
designated as project centerline.
Beginning and Ending stations shall be shown for the Right of Way,
Construction and/or Work. These stations should be at the furthest reaches of
right of way along the centerline for stand-alone projects. For abutting
projects, the right of way project limits will be at the centerline, preferably on a
property line crossing, to avoid overlaps and gaps.
30.4.2 Construction Limits: The cut and fill slopes, as designated on the
construction plan(s) with standard symbols, are to be reproduced identically on
the right of way plan sheet(s).
30.4.3 Right of Way Lines: Existing right of way lines are to be screened. All
screened features must be legible. Plans with illegible features may be rejected.
The proposed right of way lines shall be placed outside the construction limits,
as indicated in Section 20.1.1. All existing and proposed right of way labels
shall be shown on the inside of the line.
Proposed right of way lines (controlled or noncontrolled) shall consist of a

series of tangent lines having directional changes when necessary to avoid
excess acquisition. In establishing the breakpoints of the tangent right of way
lines, consideration shall be given to the value of the property versus other
factors which may be involved (See Section 20.1.1).
Each breakpoint or change in direction of the right of way lines (controlled

and non-controlled access) or easement lines shall be identified by station and
offset distance, and both set to the nearest foot. Since this information is
subject to change, it is not required on RW-1 submissions. Right of Way
markers may also not be shown on RW-1 submissions.
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When an interest in railroad property is to be acquired, each highway station

and offset must be equated to the railroad valuation station and offset distance.
The actual railroad valuation centerline, with stationing, must be shown
throughout the immediate area of involvement.
30.4.4 Easements: The future needs of the Division of Highways shall be

considered: first, by covering all permanent construction areas with right of
way, and then, by utilizing easements, permanent and/or temporary, where
additional areas are necessary for a specific use.
All easements shall be identified on the plan sheet(s) as to tract number and
type. The reason for the necessity of the easement must be clearly shown on
the plan(s).
A permanent easement is defined as an area that is necessary for future

maintenance of the highway and, in most cases, a permanent change will be
made to the topographic features.
A temporary easement is an area that will be used for a limited period of

time during construction, and no future maintenance in, or access to, that area
will be required. The topographical features of a temporary easement are to
be returned, as nearly as possible, to their original condition.
Examples and descriptions of typical easements acquired are as follows:
Permanent Drainage Easement (PDE): An area, outside normal

right of way, where entry upon the land may be required from time to
time to maintain or clean the pipe, ditch, channel, etc. The surface
owner cannot construct any structure within this area that may affect
the free flow of the water or ponding water.
Permanent Ponding Easement (PPE): An area, outside normal right

of way, on the upstream end of a drainage structure, where ponding of
water may occur during storms. Limits will be determined by the high
water contour, as applicable. There are no provisions for entry on the
land, just ponding of water.
Permanent Aerial Easement (PAE): Provides for the construction

and maintenance of a structure above the owner’s land, while allowing
the owner to utilize the land under the structure in any manner that
does not interfere with the functioning of the structure. A PAE
provides no surface rights. This easement is frequently used at grade
separations with a railroad. PAE’s are NOT included in the Total
Taken column.
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Permanent Crossing Easement (PCE): Normally used only with

railroads, this easement provides permission for a highway to cross a
railroad right of way with an at-grade intersection.
Permanent Roadway Easement (PRE): Provides for construction

and maintenance of a roadway and supporting structure on owner’s
land, while not obtaining full right of way. This type of easement is
common when a roadway or embankment is located on railway
property and the railway desires to grant permission for the roadway
without disposing of the land.
Temporary Construction Easement (TCE): Provides work area for

the temporary use of land outside normal right of way that is necessary
for construction of the project. The use of this land will be for a
specific time period and the purpose of the TCE must be clearly shown
on the plan(s). Permanent grading changes are not normally performed
on areas acquired as TCE.
Temporary Structure Removal Easement (TSRE): This easement

provides a temporary work area for the necessary removal of a
structure that is partially outside the right of way limits. No other
work is to be proposed within this easement.
30.4.5 Parcels and Tract Numbers: All parcels affected by the project are to be
shown on the right of way plan sheet(s), with parcel numbers and tract
numbers. Names or deed references are not to be shown on the property,
unless the acquisition involves an agency of the U.S. Government.
30.4.6 Property Lines: Each property line shall be labeled, with deed bearings
and distances shown in parenthesis, inside the applicable property line. If
records do not include metes and bounds descriptions, the distances along the
property lines shall be scaled, labeled, and indicated as such by adding the
letter “(s)”, in parenthesis, after the scaled distance. All found field evidence
for property lines and corners shall be shown and labeled.
If a property line described in a deed follows the center of a road, or crosses or

enters existing right of way, the property line should be terminated at the
existing right of way.
Property line intersections with existing or proposed right of way lines or

easement lines are to be identified and labeled by station and offset, set to the
nearest foot. Only those points necessary to describe the property to be
acquired need to be labeled.
Station and offset labeling of all points and lines should be clearly placed in
an area where other text or symbols do not interfere with the legibility of the
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data. Station and offset labels should be located on the same side of the road
as the point and labeled horizontally in the order of occurrence.
30.4.7 Subdivisions: All recorded subdivisions must be shown. Information to

be shown includes name of the subdivision, street names, alleys, block
numbers, lot numbers, etc. Lot lines, not designated as property lines, must be
shown with a “land tie” designation in lieu of property line symbology. The
deed bearing and distance of each lot line is to be shown in parenthesis, inside
each property line. Lot numbers shall be shown in parentheses to differentiate
them from parcel numbers. Special diligence is required for the determination
of ownership of the streets, which may be owned by a homeowners
association. If such is the case, a parcel number shall be assigned to the street.
30.4.8 Existing Features: All existing above and below ground topography that
may affect the value of a property shall be shown on the right of way plan
sheet(s). These features include all those existing features listed under Property
Maps (Section 30.3.4), plus the following:
1) Dwellings, barns, sheds, outbuildings, commercial buildings, industrial

buildings and conveyors, walls, wells, etc. along with a label indicating
type of structure and use.
2) Edge of roads, driveways, trails and parking lots labeled with type of
surface.
3) Property corner monuments (iron pins, concrete, etc.) and deed tract
and/or lot numbers (in parenthesis).
4) Screened contour lines.
5) Forested areas.
6) Major trees and shrubs with size and name.
7) Sewage systems and sanitary sewer service mains and size.
8) Septic tank and drain or leach field.
9) Utility transmission and distribution lines, with company ID numbers (See
section 30.4.10).
10) Satellite dish antenna.
11) Parcel number for each private utility.
12) Bridges, culverts, and retaining walls.
13) Playgrounds and equipment.
14) Potential hazardous material or sites and type.
15) Fences and retaining walls.
16) Advertising signs. Show owner(s) name and permit ID number.
17) Private improvements within existing right of way are to be labeled
“Encroachment” and “To Remain” or “To Be Removed”.
30.4.9 Underground Storage Tanks and Hazardous Waste Facilities: Special

attention is called to underground storage facilities since it is imperative that
these improvements be shown on the plan(s) to allow consideration of their
value during preparation of appraisals. All underground storage tanks must be
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shown and identified as to the size, type and material stored therein, to allow
timely testing of the immediate area for leakage and the identification of
hazardous wastes. For specific guidelines see “Hazardous Waste”, DD 302.
30.4.10 Utilities: The type, size, location, and company name and identification
numbers of all private and public utilities, including service lines, which may
be affected by project construction, are to be shown on the plan(s). Include
those utilities providing service that lie in close proximity to the project right
of way limits, but from which no acquisition is necessary. In the case of total
takings in built-up areas, where it is obvious that all properties have full utility
service, a note stating this fact may be used in lieu of placing the individual
lines on the plan(s). Utilities located within easements or rights of way shall
be shown along with the defined easement or right of way limits.
Properties not served by a public water supply may have water wells or
springs as their sole source of water. These wells or springs, including any
pumps and associated service lines, must be located and shown on the plan(s).
The disposition of utility transmission and distribution lines shall be

specifically shown for each location. Use notes indicating disposition of the
facility (Not required for RW-1 submissions), such as the following:
1) To be relocated by owner
2) To remain in service
3) To be abandoned in place
4) To be relocated by DOH
30.4.11 Proposed Construction Features: Proposed construction features will

include all those listed under Property Maps (Section 30.3.5), plus the
following:
1) Construction limits labeled cut (- C -) or fill (- F -).

2) Geometric curve data, centerline bearings and equations.
3) Label all P.I., P.C., P.T., T.S., S.C., C.S., S.T., Etc.
4) Label centerlines and baselines to match construction plan(s).
5) Station and offset, to the nearest foot, for each corner or break in the right
of way and easement lines.
6) Right of Way markers and fencing.
7) Demolition item numbers on all structures taken.
8) Pavement, curbs, sidewalks, drop curbs.
9) Sedimentation control ponds.
10) Drainage with type, size, length, flow direction and invert elevations.
11) Drop inlets, manholes, etc.
12) Ditches and channel changes with flow arrows.
13) Vehicle turnarounds.
14) High water contour, as applicable.
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15) Major temporary features that are to be removed (such as sediment basins,
temporary construction features, etc.) label “To Be Removed”.
30.4.12 Proposed Structures: All proposed structures, such as bridges, culverts,

pipes, guardrail, lighting, etc., are to be indicated on the plan(s) to provide the
appraiser with relevant information for determination of value. Appropriate
high water elevation contours are to be shown for major drainage backwater.
30.4.13 Demolition Numbers: See DD 709 "Numbering of Buildings, Septic

Tanks, Wells or other structures” for assigning an identification number to
buildings, wells, septic tanks and other structures.
30.4.14 Sidewalks: In an urban area where a sidewalk is to be constructed as a

part of the highway facility, careful consideration shall be given to the
placement of the right of way line. If minimal change in the ground line
topography is made, the right of way line may be placed two feet back of the
sidewalk with adequate temporary construction easement shown beyond that
line to allow sufficient room to construct the project. If significant changes
are to be made on a permanent basis, then a normal placement of the right of
way line outside the construction limits shall be made. The placement of all
easements and/or right of way lines in urban areas shall be the result of a
prudent study, giving consideration to an elevated land value as well as
damages that may occur to the smaller urban properties.
30.4.15 Fencing: Where fencing is included in the construction plan(s), it must

also be shown in the right of way plan(s). Generally, the fence will run
parallel with, and one foot inside, the controlled access line. Refer to the
current “Fencing Controlled Access Highways”, DD 309, for specific criteria.
30.4.16 Right of Way Markers: Right of way markers are required whether or
not fencing is used and shall be shown on the right of way plan sheet(s) at the
outermost corners of the proposed right of way lines. For example, if a right
of way line is outside a controlled access line, only the right of way (or
outermost) line will be monumented. Marker locations shall be indicated by
the right of way marker symbol, as shown in the DOH symbol library as
“RWM”. Markers shall not be placed where physically impractical, such as
on steep bluffs, in streambeds, etc. Markers are not required at the corners of
permanent or temporary easements.
30.4.17 Railroad Property Acquisition: Railroad valuation centerline, with

stationing, must be shown throughout the area of involvement. Each
highway station and offset must be equated to the railroad valuation
station and offset for points on the railroad parcel. If the area includes an
existing railroad crossing or bridge, show the DOT Number. All surface
drainage shall be shown as “Permanent Drainage Easement”, and the area
included in the “Total Taken” column. When establishing proposed right
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of way lines, within existing railroad right of way, the designer shall
coordinate with the Railroad and Utilities Section of Right of Way
Division concerning location and type of acquisition.
If a crossing exists, indicate the DOT number. The DOT number is on the
signals or cross bucks for at grade crossings and for grade separation
structures it can be found on the Bridge Inspection Report or by contacting
the Railroad and Utilities Section of Right of Way Division.
30.4.17.1 Railroad Grade Separations: The area of the Permanent Aerial

Easement shall not be included in the “Total Taken” columns of the
Ownership Index. Surface drainage shall be shown beneath the aerial
easement as “Permanent Drainage Easement”, and the area included in the
“Total Taken” column. All other permanent areas of right of way and/or
easement shall be included in the “Total Taken” column. Piers and
abutments shall be located on a permanent take.
On all controlled access projects involving railroad grade separations, the

controlled access line will be carried across the railroad right of way and
will be designated and marked as follows: “Controlled access line – aerial
easement subject to railroad right of way.”
30.4.17.2 Railroad Grade Crossings: The area of the “Permanent Crossing

Easement” is to be included in the “Total Taken” column. Only the area
of proposed PCE should be included in the “Total Taken” column.
Existing PCE should not be included.
30.4.18 Public Land Corporation: When right of way is obtained from an

owner, on whose property is located a navigable, floatable, or named stream,
an additional acquisition is required from the Public Land Corporation (PLC).
The surface owner holds the interest in the surface, while the PLC hold the
interest in the streambed. The streambed is normally defined by the normal
pool elevation. The common area is to be included in both the PLC take and
the surface owner’s take, and will have two (2) parcel numbers assigned: one
(1) for the surface owner and one (1) for the PLC.
The PLC acts as the titleholder of the beds and all the material beneath them
for all navigable or floatable waters within West Virginia. PLC is the agency
which provides right of entry or a right of way agreement for all construction
activity in a stream.
When any roadway centerline of a project crosses over a stream, the PLC is to
be shown as the titleholder on the Ownership Index. The existing stream area,
located within the proposed right of way, is generally included.
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The area over the stream is shown as “Permanent Easement” and any
temporary take is shown as “Temporary Easement”. Each type of take is to be
shown on the appropriate plan sheet(s) by a different hatch pattern, and
indicated on the sheet(s) by a legend identifying the Parcel Number, Public
Land Corporation, and the type of take.
PLC easements are not required for areas within existing right of way.
30.4.19 Special Design Features: All items, not heretofore mentioned, which
may affect negotiations with the property owner(s) or which may have a direct
effect on the market value of the property to be acquired, shall be indicated on
the plan(s). Such items may be walls, steps, etc., that are to be replaced or
reconstructed as a part of the project.
30.4.20 Cemeteries: Every reasonable effort should be made to avoid

cemeteries. All cemeteries, whether public or private, shall be shown, with
the name of the cemetery, on the right of way plan sheet(s) and the property
maps. A Cemetery Detail Sheet(s) (CADD Standards cell “CEMTRY”) See
Section 20.2 shall be added to the plan(s), following the Right of Way Plan
sheet(s). The cemetery location as shown on the property maps and plan
sheet(s) will be identified by the cemetery name and be tied by survey to the
project centerline. A note will be added referencing the plan reader to a
specific sheet(s) in the set of plan(s) for a detail of the cemetery itself. This
detail or individual plan of the cemetery will show the actual cemetery
boundary and its relationship to the project centerline, construction limits and
right of way lines. Temporary exhumation easements shall be shown if the
right of way line divides cemetery plots and leaves parts of graves outside the
take area, but still necessary for relocation.
A number shall be assigned to all existing graves that shall be located by

survey and identified on the plan, complete with headstone and/or footstone.
If no stones are in evidence, the gravesite itself shall be shown without
identifying markers. In established cemeteries with burial lot layouts, all
grave lots will be numbered according to the recorded maps regardless of
whether it is occupied or not. The improvements around the cemeteries, such
as fencing, walls, flag poles, etc., shall also be shown. Roadways, walkways,
etc., will be included in the layout. The cemetery perimeter will be accurately
located and shown on the plan(s). If the cemetery is suspect of having
unmarked graves, a complete matrix probe, using a five-foot matrix interval or
grid, of the cemetery and immediate surrounding area is to be performed.
For cemeteries with undefined perimeters, a cemetery limit line shall be set
around the entire cemetery to allow proper documents to be prepared through
eminent domain procedures to grant right of entry to the cemetery for matrix
probe as well as exhumation purposes.
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All known and unknown gravesites are to be numbered consecutively and

shown on the detail cemetery layout. These numbers will also appear on an
Interment Index (See CADD standards cell “CEMTRY”) See Section 20.2,
complete with an identification of each decedent. The complete name of the
decedent is necessary. If unknown, it shall be so noted. Intensive research
shall be made to identify all unknown decedents. In addition, the Interment
Index shall provide necessary columns for reinterment data for each grave,
including columns for the name of the reinterment cemetery, location of the
cemetery, date of reinterment, lot, block, section numbers, etc., also shown by
sketch, or stated to be of record and where found. Samples of these indices
are available in the Right of Way Division. Right of Way Division must be
provided with all documentation of the research and findings for each
cemetery, including copies of work diaries verifying efforts to identify
unknown decedents. The survey books locating all graves shall also be
submitted with the RW-3 tracings.
30.4.21 Federal Lands: Projects requiring the acquisition of right of way from
an agency of the U.S. Government shall portray that proposed acquisition by
procedures as outlined in the Federal-aid Policy Guide. These procedures
include, but are not limited to, the requirement of providing bearings and
distances for the entire area to be acquired, whether right of way or easement.
State Plane Coordinates may be required for all corners. Examples of U.S.
agencies are U.S. Forest Service, U.S. Corps of Engineers, U.S. Department
of Interior, etc.
30.5 Profile Sheet(s)s: Profile sheet(s) shall be provided for all proposed mainline,
detours, connector roads, frontage roads, access roads, relocated roads, driveways,
bridges, etc. Profiles for bridges will show the abutments and piers and include
the clearance information.
30.6 Typical Sections: Typical section sheet(s) shall be provided for the proposed
mainline, detours, connector roads, frontage roads, access roads, relocated roads,
driveways, etc.
30.7 Reference Point Sheet(s): Reference Point Sheet(s) shall be provided to allow
layout of the centerline, and Right of Way Limits.
30.8 Geometric Layout Sheet(s): Geometric Layout Sheet(s), from the construction
plan(s), shall be provided to aid in the layout of the Right of Way.
30.9 Cross Sections: Cross sections are not a formal part of right of way plan(s) but
prints are required with the RW-3 submission. See DD-202 for distribution.
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40 SUBMISSION OF PLAN(S):
40.1 Submission Distribution: Submissions shall be in accordance with the “Plan

Distribution Schedule” of the current design directive “Field And Office Reviews
For Initial Engineering And Final Design”, DD 202,
40.2 RW-1 Plan(s): This submission is to be made as shown on the approved project
CPM and as soon as the information below is assembled by the Designer. It
normally occurs prior to the Preliminary Field Review. The submission may be
requested in a roll format. All supporting documents shall be labeled with the
state project number.
The following information shall be provided as a minimum:
a. Title Sheet(s): Showing project numbers, project name, layout map, latest
signature block, and list of public utilities and railroads involved.
b. Ownership and Utilities Index: Include all parcel numbers, names of

owners, deed or will references, and only “Parcel Total” areas are required.
c. Property Maps: Refer to Section 30.3, for required content. The proposed
right of way lines shall be shown based upon the best information available at
the time of submission. A Property Line Discrepancy Report is to be prepared
when there are significant gaps and overlaps in property lines. The report
should show how these discrepancies were resolved. Problems are to be
identified, and the method of resolution presented. Information submitted
should include weight given to conflicting evidence, and work plots of each
parcel plotted per deed with NO adjustments are to be a part of the report.
d. RW-1 Plan Sheet(s): The proposed Right of Way plan sheet(s) shall be
provided with the following information.
 Existing Property Lines

 Existing Right of Way Lines
 Existing Topographic and Physical Features
 Preliminary Roadway Centerline with stations shown
 Major Contours
e. Right of Way Questionnaire and Supporting Documents: Three (3)

separate sets of the Right of Way questionnaire and deeds/wills (current
within 6 months), properly collated, are to be provided. Include copies of all
plats or maps referenced in deeds. If a plat does not exist, make note “Not
Found” on deed, adjacent to plat reference, and sign and date. All
questionnaires, deeds, wills, etc., are to be submitted single side only. No
double-sided documents are to be submitted.
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All supporting documents sorted and attached, are to be stapled to each

corresponding questionnaire. Each severed parcel, i.e., Parcel 4-1 and parcel
4-2, requires an individual questionnaire with all supporting data attached.
Three (3) copies of pertinent subdivision maps, one (1) copy of the railroad
valuation maps, and one (1) full size copy of the appropriate tax map are also
to be included. Include existing right of way plan(s) or documentation of the
statutory right of way width, determined by existing plan(s) and records.
After review, one set of redlined (marked or highlighted) plan(s), indicating

corrections and additional information needed shall be returned to the
designer. No additional writing, by the designer, is to be added to these
redlines plan(s). This redlined set of plan(s) is to accompany the RW-2
submission.
40.3 RW-2 Plan(s): The primary purpose of this submission is to enable the review
of the right of way and easement limits the effect of the project right of way on
the properties and landowners, and to initiate abstracting of the affected parcels. It
is necessary to label the stations and offsets of the right of way line breaks and
show right of way markers on this submission. The RW-2 submission shall be
made after the slope review and in conjunction with the submission of final field
review plan(s).
This submission shall be in accordance with the “Plan Distribution Schedule” of

the current “Field And Office Reviews For Initial Engineering And Final Design”,
DD 202, and shall include the returned redlined RW-1 plan(s). These plan(s) are
to be virtually complete in every detail, with the contents as listed in Section 20.3,
including type and area of take, and area remaining.
The most important items on these plan(s) are the centerline(s) and baseline(s),
property lines, existing and proposed right of way lines, easement lines and
construction limits, proposed major drainage structures, parcel and tract numbers,
and property lines. The construction limits shall be accurately depicted, and all
topographic features shall be current and verified as of the specified date of
submission.
After review, the comments shall be provided by the Division of Highways

reviewer on one (1) set of redlined (marked) RW-2 plan(s), indicating revisions
and additional information needed. No additional writing, highlighting, or
marking is to be added to these redlined plan(s) by the designer. These redlined
plan(s) are to be returned with the RW-3 submission
40.4 RW-1 & RW-2 Combined Plan Submission: The Project Manager may
choose to combine RW-1 and RW-2 submissions into one submission. When this
combined submission is requested, all of the requirements for Sections 40.2 and
40.3 must be met. Generally a combined RW-1 & RW-2 submission should not
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be used on large projects or projects where revisions are likely in the early phases
of design. See section 10.3.3 of this design directive for further guidance on
utilizing a combined RW-1 and RW-2 submission. This submission is generally
made at the Preliminary Field Review however, it shall be in accordance with the
approved CPM Schedule for the project.
40.5 RW-2 Revisions: After the RW-2 submission, but before the RW-3 is
requested, changes that affect the number of parcels involved are to be forwarded
with four (4) prints of each affected sheet(s), consisting of a new reproducible;
one print highlighted in color, showing all changes since the last revision; and two
clean prints. Revised sheet(s) are to be trimmed to be identical size and borders
of previous submissions, and holes punched. These revisions shall be forwarded
with a transmittal letter listing and explaining the parcel changes or corrections,
along with three (3) sets of questionnaires and deeds for any added parcels. After
RW-2 plan(s) have been submitted, no changes in parcel numbers will be
allowed.
40.6 Advanced Acquisition Plats: These plats may be requested by Right of Way
Division to acquire “hardship case” parcels. Examples of these plats and other
required supporting documents are available from the Project Manager.
40.7 Whole Take Plan(s): Prior to the submission of RW-3 tracings, when it
becomes obvious or apparent that a substantial number of parcels will be taken in
total, a set of RW-3 reproducibles for “Whole Takes Only” for specific parcels
may be requested to initiate the acquisition process. Such plan(s) shall meet all
criteria and requirements as listed below for an RW-3 submission.
40.8 RW-3 Plan(s): The purpose of this submission is to enable the preparation of
property descriptions, perform appraisals and begin acquisition of the right of way
necessary for the project, and shall reflect the resolution of all RW-2 and final
field review comments. RW-3 mylars shall be hole punched. This submission is
normally made prior to the Final Office Review however, it shall be in accordance
with the approved CPM Schedule for the project.
Where construction limits or right of way lines for a particular parcel are
uncertain or unknown, omit the areas of take and remaining on the Ownership
Index and show only the total area of the property. Place a “Hold Acquisition”
note in the “Remarks Column” with the reason.
40.9 R/W-3 Revisions: RW-3 Plan revisions should be held to a minimum since the
appraisal and acquisition processes will have begun. Verify with the Project
Manager whether a particular parcel has been appraised or acquired before
submitting revisions. Revisions to the RW-3 plan(s) shall contain one (1) full
size mylar and ten (10) prints of each revised sheet(s); one (1) of which shall be
highlighted in color, showing the changes or revisions.
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All revisions shall be forwarded with a transmittal letter listing and explaining, in
parcel order, the changes or corrections. Examples describing the area changes
are available from the Project Manager. Revised sheet(s) are to be trimmed to be
identical size and borders of previous submissions, and holes punched to match
previous submissions. Inconsistent holes and sheet(s) sizes may be a cause for
rejecting the submission.
When additional tract(s) are added as a revision to the RW-3 plan(s), the added
tract(s) shall be placed in the proper order. The original tract numbering shall not
be changed after an offer has been made to the property owner. The status of
acquisition can be obtained from the Project Manager.
40.10 RW-4 Plan(s): This submission is a full size master set of mylar right of way
plan(s) and shall be submitted only after acquisition is essentially complete and
will reflect the acquired right of way. These plan(s) shall be identical with the
working RW-3 plan(s) and the transmittal letter shall certify that these right of
way plan(s) agree with the construction plan(s) in every aspect, with the exception
of minor construction details. All dates previously placed along the lower left
border shall be replaced with the RW-4 submission date on all sheet(s).
This submission becomes the record set of “As Acquired” right of way, and is to
be a reverse image on double matte quality mylar, acceptable for archiving.
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DESIGN DIRECTIVE
DD-302
HAZARDOUS WASTE
October 1, 2003
Attached is the Division of Highways policy on "Hazardous Waste". These procedures

shall be used on all applicable projects.
Attachment
1 of 3
DD-302
HAZARDOUS WASTE
The West Virginia Department of Transportation, Division of Highways has adopted

"Guidelines for Identifying and Dealing with Hazardous Waste on Highway Projects." A copy of
this document may be obtained from the Engineering Division.
Reference is made to the letter included as a part of the above mentioned Guidelines, dated
December 4, 1989, by Mr. Fred VanKirk, Acting Commissioner - State Highway Engineer, which
states the following:
"These Guidelines are the policy for implementing specific procedures for identifying
and dealing with Hazardous Waste on Highway Projects. Directives, procedures,
specifications and other documents will have to be developed for the various subjects
encountered in this field."
It will be the Designer's responsibility to become familiar with these guidelines and all
directives, procedures, specifications and documents resulting therefrom on all phases of a highway
project.
Certain highway projects should be submitted to the Environmental Section of the

Engineering Division for a review of the following lists for potential impacts:
1. Solid waste (landfills);
2. Leaking underground storage tanks;
3. Hazardous waste generators;
4. CERCLIS (super fund sites); and
5. Registered storage tanks.
The following types of projects will normally require a Hazardous Waste list review:
1. A new controlled access freeway;
2. A highway project of four or more lanes on a new location;
3. Any highway or bridge improvement project on a new location; and
4. Any highway or bridge improvement project requiring additional right of way or

easement (permanent or temporary).
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DD-302
The following types of projects that do not require new right of way or easements
(permanent or temporary) will not normally require a hazardous waste review:
1. Pavement resurfacing, repair or joint repair, widening, and slide restoration;
2. Bridge replacement, bridge deck repair or replacement;
3. Highway safety or traffic improvement projects;
a. Improving curbing,
b. Removing trees, rock outcrops or boulders,
c. Flattening or grading slopes or gore areas,
d. Improving crossovers,
e. Minor drainage improvements,
f. Maintenance activities,
g. Lighting, signing, and pavement striping,
h. Traffic signalization, and
i. Railroad devices and improved crossing surfaces.
4. Landscaping;
5. Utility installations;
6. Construction of bicycle and pedestrian facilities;
7. Preliminary engineering;
8. Planning activities;
9. Highway training and research;
10. Emergency relief projects (normally from flooding); and
11. Disposal and joint or limited use of excess right of way.
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DESIGN DIRECTIVE
DD-303
RAILROAD AND UTILITY INVOLVEMENT
October 1, 2003
In the development of highway plans, it is necessary that coordination with utility and
railroad companies be made at the earliest possible date. The attached guidelines are considered a
minimum for proper coordination.
Attachments
1 of 4
DD-303
RAILROAD AND UTILITY INVOLVEMENT
RAILROADS
A. General
1. Submission of plans to the railroad is to be in accordance with the current

issue of DD-202.
2. This submission is to include title sheets, typical sections, plan sheets, pipe
profiles and cross-sections of the areas of involvement.
3. Affected railroads are to be shown under "Utilities Encountered" on the title

sheet.
B. Special Requirements
1. Any details such as common right of ways, pipes, inlets, pipe outlets,
overhead structures, etc., are to show both highway stations and offsets and
railroad valuation stations and offsets.
2. The top of rail elevations and cover over drainage structures, are to be
shown on pipe profiles.
3. Where the railroad parallels the highway, all rails and drainage are to be
shown on the cross-sections through areas of involvement.
4. On skewed crossings, a separate site plan showing proposed construction

features may be required for the railroad to analyze plans for the placement
of proposed flashing light signal masts, relay cases, battery box wells, and
surface lengths.
5. Special attention should be given when redecking or repairing existing

bridges along or above the railroad facilities to insure coordination of this
activity with the railroad. A field review may be necessary.
UTILITIES
A. General
1. Plans are to be provided to all potentially affected utilities for verification of

facilities as soon as they have been located on the preliminary plans.
2. Copies of all correspondence regarding utilities shall be furnished to both

the Project Manager and the Utilities Section.
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DD-303
3. A list of the utility companies operating in West Virginia along with the
names of liaison personnel is available from the Engineering Division,
Utilities Section. All utilities shown on the plan sheets will be shown under
"Utilities Encountered" on the title sheet.
B. Special Requirements
1. When developing highway or bridge plans, the following procedures shall

be used for utilities:
a. Designer will locate by field surveys, available maps or other means

all existing utilities both public and private affected by the proposed
facility.
b. Designer will submit plans to each utility, showing their facilities

and request their verification of ownership and approximate location.
If verification is not promptly received from the utility, the Designer
will renew the request.
c. Upon receiving verification of ownership and location from a utility,

the Designer will submit a request to the Utilities Section of the
responsible Division, to notify the utility that preliminary
engineering has been authorized. The letter from the Utilities
Section of the responsible Division to the utility, will state that the
Designer will submit plans to the utility to assist in the performance
of preliminary engineering. A copy, sent to the Designer, will be
notification that the utility has been authorized.
d. Notify each utility promptly of any changes in construction plans

which involve its facilities.
e. Promptly review submission of the relocation plans of each utility as

to the location of replaced facilities and conflict with proposed
locations of other utilities or construction details.
f. Be able to discuss all utility relocations at the final field review.

Designer on any major or complicated utility relocation may request
a special session the day before or the day after the final field review.
A representative from the utility will be invited.
g. Place the profile and cross-section of all utility relocations in the

final plans.
h. The Designer will furnish all interested parties with minutes of all
meetings and copies of all correspondence between Designer and
utility as each event occurs.
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DD-303
2. All existing utilities will be shown on both construction and right of way
plans and profiles, and on bridge situation plans.
3. Special emphasis shall be given to the location of existing utilities in the

vicinity of pier or wall footings in order that all conflicts will be obvious.
4. The disposition of all utilities shall be shown by note on the construction and
right of way plans. Notes such as the following will suffice:
a. To be relocated by the telephone company;
b. Gas line to be abandoned; and
c. Power lines on Spring Street will be relocated by the power

company.
5. The disposition of service line information will enable the appraiser to

determine the status of each property with regard to future utility service.
Therefore, all service lines will be shown on the construction and right of
way plans as follows:
a. In the case of total takings in developed areas where it is obvious

that all properties have full utility service, a note stating this fact may
be used in lieu of placing the service lines on the plans.
b. In the case of partial takings, all service lines are to be shown on the
plans.
6. The existing right of way width for all utility lines is to be shown when a
specific width exists.
7. When deemed necessary, the Utilities Section of the responsible Division

will arrange a utility coordination meeting with all affected utilities. The
latest set of construction plans will be submitted to the utility companies
prior to this meeting.
8. Upon resolution of all matters pertaining to utility relocations and receipt of

relocation plans from the utility, this information is to be added to the
construction plans. The date it was made a part of the plans shall be shown
on the title sheet.
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DESIGN DIRECTIVE
DD-304
RAILROAD-HIGHWAY GRADE CROSSINGS
October 17, 2006
The following guidelines are to be used when a railroad-highway grade crossing is contained
within a project.
1. Part 8 of the Manual on Uniform Traffic Control Devices for Streets and Highways
(MUTCD) will be used for proper traffic control devices. As a minimum, two
reflectorized crossbucks will be placed.
2. The DOT Inventory Number of each crossing must be shown on the plans.
3. The signal house for the crossing should be designed and located outside the clear zone.
4. Guardrail should not be used for shielding new signals or signal house. If guardrail is
required for other reasons, the signals and house will be installed behind the guardrail.
5. If the railroad-highway grade crossing is near an intersection controlled by highway

traffic signals, provisions shall be made to preempt the highway traffic signals for the
crossing signals.
6. Intersections should be no closer than 75 feet to a railroad-highway grade crossing.

Adequate storage distance must be provided for the longest vehicle expected to use the
crossing.
7. Roadway shoulders shall be carried across the railroad track without interruption. If no
shoulder exists, the crossing shall extend 3 feet beyond the traveled way on each side of
the road, measured perpendicular to the road.
8. Roadway drainage should not be directed onto the crossing surface or tracks. Ditches or
drainage systems near the crossing must be designed to permit the crossing underdrain
to outlet.
9. Roadway profile grades at the crossing should be as flat as possible, but must match the
cross slope of the tracks.
10. Additional roadway drainage shall not be put in the railroad's drainage system without
considering the effect on the railroad's drainage system.
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DESIGN DIRECTIVE
DD-305
WATERLINE AND SANITARY SEWER RELOCATIONS
October 1, 2003
Attached for your use is the Division's policy on Waterline and Sanitary Sewer
Relocations. These procedures shall be used on all applicable projects.
Attachment
1 of 4
DD-305
WATERLINE AND SANITARY SEWER RELOCATIONS
A. STUDY PHASE
1. The Designer shall study and establish a suitable system for "Equivalent
Replacement in Kind," in conjunction with the affected utility to assure that their
desires and objectives of the relocation will be met.
2. In cases where the affected utility desires "Betterment" or improvement to the

system beyond the "Equivalent Replacement in Kind", (i.e, Pipe Size Increase,
Special Material) the "Betterments" shall be requested in writing by the affected
utility through the Engineering Division, and be subject to the review and approval
of the Division of Highways (DOH) prior to incorporation into contract plans.
3. Upon DOH approval of the "Betterment" design, the Designer shall determine
quantities of all items involved and prepare an estimate of cost for the "Equivalent
Replacement in Kind" and the "Betterment," with costs separated to reflect
individual construction contracts. Actual final design of the system selected shall
not begin until written approvals of the affected utility and the DOH are received.
B. DESIGN PHASE
1. Current DOH Specifications (Sections 670 and 675) and bid items are to be used for
waterline and sanitary sewer relocations.
2. Designer shall prepare Special Provisions for those situations or conditions not
covered under standard DOH Specifications, subject to utility and DOH review and
approval. Specifications of individual utilities may be considered as a supplement
or revision to the DOH Specifications on a project-by-project basis.
When it is considered necessary to specify a utility item by trade name, three or

more suppliers of acceptable quality materials, followed by the statement "or equal,"
shall be specified to assure opportunity for competition among equivalent materials.
Should it be necessary to specify a proprietary brand, full justification for its use
must be submitted to the DOH and approval obtained prior to specifying or noting
such product on the plans.
3. Utility pipe lines under state highways will be designed in accordance with the
current issue of the DOH Manual "Accommodation of Utilities on Highway Right
of Way" with the exception that pipe trenches will be repaved in accordance with
the current issue of the DOH Manual "Typical Sections and Related Details."
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DD-305
4. Waterline and/or sanitary sewer relocations shall be shown on separate stable base
reproducibles for clarity and detail with the location also shown on the
cross-sections. The simplified location of existing and relocated waterlines and/or
sanitary sewers shall be shown on the roadway plans for coordination, with
cross-reference to the detailed utility plans.
5. The existing system(s) shall be shown on the reverse side of the reproducibles as
completely and clearly as feasible. Elevations shall be determined as accurately as
possible by field location of valve boxes or other visible appurtenances, pipe
detectors or test excavations when necessary. Verification by the utility shall be
obtained, if possible, as to pipe size, class, lining and/or coating, maximum and
minimum operating pressures and other unusual features necessary to design the
"Equivalent Replacement in Kind." Service boxes, meters and meter boxes, type of
service pipe (copper, galvanized steel, plastics) shall also be verified where possible.
6. Relocation plans not parallel to or adjacent to the roadway centerline may be

stationed and tied thereto by paper location.
7. Standard bends (90, 45, 22½, and 11¼) shall be used for changes in direction in
waterline and/or forced main sanitary sewer relocations.
8. Plans shall show profile of relocated waterlines and/or sanitary sewers with location
of vertical bends/manholes identified by station.
9. Plans shall show vertical and horizontal clearances from structures or other controls
which may be significant.
10. The proposed location and fitting required shall be shown at connections and
changes in horizontal and vertical alignment.
11. Thrust blocks or other anchorage may be required at valves, fire hydrants, horizontal
and vertical bends and connections to existing or relocated mains. Details of the
required anchorage should be shown and calculations submitted. A typical
anchorage detail sheet will be furnished by the DOH.
12. Thrust blocks shall be calculated using test pressure requirement as described in
Item 13 below, with joints not backfilled. Earth resistance will be based upon the
project boring information.
13. The minimum hydrostatic test pressure at which the relocated mains are to be tested
shall be the normal operating pressure in the main plus fifty psi or plus fifty percent
of the normal operating pressure, whichever is greater. This information will be
shown on the plans.
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DD-305
14. A detail of connections should be shown if the connection is out of the ordinary.
Care should be taken that adequate detail is provided when connecting to existing
mains as outside dimensions, different types of pipe material and/or special fittings
may be required.
14. When casing pipe is required, it shall be of sufficient size for placement of the
specified carrier pipe. Minimum wall thicknesses for steel casing pipe are: 0.1875
inches for 8-inch to 20-inch diameter casing; 0.2500 inches for 24-inch to 30-inch
casing; and 0.3125 inches for 36-inch to 52-inch diameter casing.
15. An estimate of quantities and a bill of material for non-bid items will be shown on
the plans.
16. The DOH shall obtain approval of the Bureau for Public Health for all waterline and
sanitary sewer relocations.
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DESIGN DIRECTIVE
DD-306
APPROVAL PROCEDURE FOR SEWER AND/OR
WATER SUPPLY INSTALLATIONS OR RELOCATIONS
March 1, 2006
The following procedures have been established to expedite the review and approval of
sewage collection and treatment systems and/or public water system distribution and treatment
installations or relocations by the Bureau for Public Health. The Bureau for Public Health is the
primary state review agency for sewage collection and public water system (distribution and
treatment) installations and relocations. The Bureau for Public Health and the Department of
Environmental Protection are responsible for the review and approval of sewage treatment facility
installations or relocations.
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DD-306
PROCEDURE FOR THE APPROVAL OF SEWER AND/OR

WATER SUPPLY INSTALLATIONS OR RELOCATIONS
SEWERS
SEWAGE COLLECTION AND TREATMENT PROCEDURES
The following guidelines are for determining when sewer collection and/or treatment
permits are required:
1. A permit will be required when one of the following conditions are met:
a) More than 1,000 LF of sewer gravity lines are to be installed or modified, with
either the replacement (relocated) sewer line being increased or decreased in
size compared to the existing sewer line.
b) The replacement (relocated) gravity sewer line slopes are changed as much as
0.20% as compared to the existing sewer line.
c) The depth of replacement (relocated) gravity sewers changes as much as three
(3) feet as compared to the existing sewer line.
2. A permit will be required when a sewage force main, sewage pump station or
sewage treatment facility is involved.
3. A permit may be required when two (2) or more residences or businesses have their
sewage collection or treatment facilities (such as on-site soil absorption systems or
surface water discharge sewage treatment facilities) disturbed or replaced. The
design engineer should contact the Bureau for Public Health central office
Environmental Engineering Division permit review staff to determine if a permit
will be required.
Note that all plans must be signed and sealed by a West Virginia Registered Professional
Engineer.
Sewage collection and treatment systems modifications or relocations must be designed in

accordance with the Bureau for Public Health “Sewage Treatment and Collection Systems Design
Standards.” If the sewage facilities cannot be designed to meet the design standards, the design
engineer should contact the Bureau for Public Health central office Environmental Engineering
Division permit review staff to determine the best design, prior to submission of an application
package.
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DD-306
If an existing sewage treatment facility is modified or relocated and the sewage treatment
plant size or treatment process is changed a Department of Environmental Protection
“Municipal/Private Sewage Treatment Wasteload Allocation” will have to be filled out and be
submitted to the Division of Water & Wastewater Management, Department of Environmental
Protection. New sewage treatment facilities will also require a “...wasteload allocation.” After the
Division of Water & Wastewater Management has determined the “...wasteload allocation...” the
allocation is to be submitted the application package to the Bureau for Public Health. The design
engineer should contact the Bureau for Public Health central office Environmental Engineering
Division permit review staff to determine the minimum sewage treatment facility design
requirements, prior to development of an application package and plans.
Sewage Collection Installation or Relocation Application Forms*
Form ES-77A: Sewer Line and/or Water Line Extensions, Forms and Required
Information
Form ES-69: Application for Permit to Construct Or Modify A Wastewater Collection
And/Or Treatment System
Form EG-4: Sewage System Information and Design Data Sheet
*Require four (4) sets for application forms, specifications and plans and a $300 application
fee (check or inter-governmental transfer) to be submitted to the Bureau for Public Health.
The Bureau for Public Health may require two (2) sets of an engineering report with
hydraulic and sizing calculations if a sewage pump station and/or sewage force main is in
the project.
Sewage Treatment Installation Or Relocation Application Forms With or Without Sewage

Collection**
Form ES-77D: Sewage Collection and Treatment Systems & Water Treatment and
Distribution Systems, Forms and Required Information
Form SJ: Application for Permit
Form Municipal/Private Sewage Treatment Wasteload Allocation Form
** Require eight (8) sets of application forms, specifications and plans and $300 application
The Department of Environmental Protection may also require an application fee. The
Bureau for Public Health and the Department of Environmental Protection may require
eight (8) sets for an engineering report with hydraulic and sizing calculations if a sewage
treatment facility is in the project.
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DD-306
WATER SYSTEMS
WATER DISTRIBUTION AND/OR TREATEMENT SYSTEM PROCEDURES
The following guidelines are for determining when water distribution and treatment permits
are required:
1. A permit will be required when one of the following conditions apply:
a) More than a 1,000 LF of water line is installed or relocated.

b) When six (6) inch or larger diameter water line is installed or relocated.
c) When crossing a stream that is wider than 15 feet.
d) When a road bore of longer than 60 feet is required.
2. A permit will be required if there are any installations or relocations of water

booster stations, water storage facilities, main line pressure reducing stations,
master water meter stations and water treatment facilities.
3. A permit will be required if new or relocated raw water intake sources are proposed
Note that all plans must be signed and sealed by a West Virginia Registered Professional
Engineer.
Water distribution and/or treatment system modifications or relocations must be designed in

accordance with the Bureau for Public Health “Public Water System Design Standards.” If the
water facilities cannot be designed to meet the design standards, the design engineer should contact
the Bureau for Public Health central office Environmental Engineering Division permit review staff
to determine the best design, prior to submission of an application package.
Water Distribution and/or Treatment System Installation or Relocation Application Forms*
Form ES77A: Sewer Line and/or Water Line Extensions, Forms and Required Information
Form EW-100: Public Water Supply Application for a Permit to Construct, Alter, or
Renovate
Form EG-%: Water System Design Information and Data Sheet
* Require four (4) sets of application forms, specifications and plans and a $300 application
The Bureau for Public Health may require two (2) sets of an engineering report with
hydraulic and sizing calculations if a water booster station, water storage facility, main line
pressure reducing station, master water meter station or water treatment facility is in the
project.
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DESIGN DIRECTIVE
DD-307
ACCESS DETERMINATION/RESOLUTION
November 1, 1994
Access problems shall be reviewed at field reviews and statements shall be included in the
official notes as to the resolution of each problem.
If it is obvious to the review team that access cannot be provided, the note should read
similar to:
(37) Access to Parcel 51 left of Stations 36 to 41 will not be provided as the

property is not developed, damages will not exceed $50 per acre for 12 acres
or $600 and any access road would have to be constructed for 1,000 feet
through cuts up to 30 feet, the cost exceeding many times the right of way
cost.
If the review team has doubts to the solution, the note should read similar to:
(38) A complete Access Analysis will be prepared for Parcels 67 and 68 right of
Station 32+50.
If it is obvious that access should be provided, the note should be similar to:
(39) Access will be provided to Parcel 72, which contains three acres of bottom
land and a two story brick house valued in excess of $15,000. The access road
will be approximately 320' long costing less than $5,000 and will provide
access to Route 93. The road will have a maximum 4% grade with a 16'
roadbed of 6" crushed stone.
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DESIGN DIRECTIVE
DD-308
DRIVEWAYS ON DIVISION OF
HIGHWAYS’ RIGHTS-OF-WAY
August 1, 2003
The current edition of the manual entitled "Rules and Regulations for Constructing
Driveways on State Highway Rights-of-Way," is to be used to design driveway entrances.
Copies may be obtained from the Traffic Engineering Division.
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DESIGN DIRECTIVE
309
FENCING CONTROLLED ACCESS HIGHWAYS
April 3, 1995
Fencing of controlled access highways is warranted in order to provide safety of traffic

movement. Fencing will be specified on controlled/partially controlled highways in order to:
1. Keep bicyclists, pedestrians, and children off the highway.
2. Keep livestock and other animals off the highway.
3. Prevent objects from being thrown off an overhead structure onto the roadway
below (see DD-806).
Fencing should be provided where there is a potential for an encroachment. Fencing need
not be specified in areas where natural barriers or precipitous slopes exist.
Standard Detail Book, Volume I, contains details for both chain link and farm-field fencing.
Chain link should be specified for developed areas or areas anticipated to develop in a reasonable
time frame. Farm-field should be used elsewhere. A project may contain both types of fencing.
Changes in type at short intervals are undesirable.
The fence shall generally be located 1' inside the right of way line. For continuity sake,
irregular right of way corners may not be fenced and the fence may be installed on a continuous
line.
Gates are also detailed in the Standard Details. Gates are not desirable and their use should
be kept to a minimum.
On renovation and restoration projects which contain right of way fence, the condition of
the fence shall be evaluated and considered for repair and/or replacement. A serviceable fence shall
be a priority in all urban areas, areas adjacent to rural grazing and crop lands, and for at least
one-half mile on both sides of other inhabited areas. Maintenance, repair and/or replacement of
fence in rural uninhabited areas of mostly forest lands shall be a lower priority.
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WEST VIRGINIA DEPARMTENT OF TRANSPORTATION
DESIGN DIRECTIVE
310
UTILITY STATUS NOTES
NON-NHS PROJECTS
October 1, 2003
On Non-NHS projects ONLY (regardless of funding) where the majority of work is to

be within existing right of way and no utility relocations or adjustments are anticipated, one of
the following two notes, as applicable to existing utilities, may be placed on the project plans:
1. The contractor is advised that existing utilities are not located on the plans. The
contractor is responsible for notifying any utility within the limits of the project of
all work to be performed. Utility companies will normally locate and mark their
existing facilities on the ground within three (3) working days. The engineer will
make every effort to adjust the proposed guardrail or other installations to avoid
conflicts with or relocations by the utility. If utility relocations are required, they
will be given at least ten (10) days to start and/or finish their work.
OR
2. The contractor is advised that all known existing utilities are located on the plans.
The contractor is responsible for notifying any utility within the limits of the
project of all work to be performed. Utility companies will normally locate and
mark their existing facilities on the ground within three (3) working days. The
engineer will make every effort to adjust the proposed guardrail or other
installations to avoid conflicts with or relocations by the utility. If utility
relocations are required, they will be given at least ten (10) days to start and/or
finish their work.
All other Non-NHS projects will require a Utility Status Report as prepared by the
responsible Division.
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DESIGN DIRECTIVE
311
UTILITY STATUS REPORT
NHS PROJECTS
October 1, 2003
All NHS projects (regardless of funding) will require a Utility Status Report.
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DESIGN DIRECTIVE
312
DEED DESCRIPTION PREPARATION FOR
DIVISION OF HIGHWAYS PROPERTY ACQUISITION
October 1, 2006
Attached is the West Virginia Department of Transportation, Division of Highways

policy on "Deed Description Preparation for Division of Highways property Acquisition," dated
October 1, 2006.
The following procedures have been established for the preparation of deed descriptions
to be used in the acquisition of property on highway projects. It is the responsibility of the
designer to prepare and submit deed descriptions per these procedures.
Attachment
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DEED DESCRIPTION SUBMITTAL AND PREPARATION REQUIREMENTS
1.0 Submittal Requirements:
1.1 The designer shall submit deed descriptions corresponding to proposed takes
shown in the RW-3 "Ownership Index." This submittal, and all subsequent
revisions shall be in electronic format as described below on media acceptable to
the Division. The deed description files shall be formatted per the following:
1) Microsoft Word version as required by the Director of Right of Way

Division at the time of submission.
2) Disk shall be set up as a continuous document of all tracts within any given
parcel.
3) Descriptions shall make use of the "header" feature of Microsoft Word.
4) "Times New Roman" or "Arial" text font.
5) Font shall be 12 point letter size.
1.2 All deed descriptions shall be submitted within fourteen (14) calendar days
following acceptance of the RW-3 plans. Partial submissions of deed descriptions
may be accepted upon approval by the Division.
1.3 The designer shall submit all tracts within any given parcel together. Submittals
containing part of the tracts for any parcel will not be accepted.
1.4 Following review of the submittal, the designer shall make all required revisions
to the deed descriptions and resubmit for purposes of property acquisition.
1.5 The designer shall submit revised deed descriptions with all subsequent revised
right of way plan submissions.
1.6 The designer shall submit deed descriptions for all parcels shown in the RW-3
"Ownership Index." This includes any parcels identified as owned by the "Public
Land Corporation".
1.7 The Division will print the hard copy of all descriptions for submittal to the Right
of Way Division. Deed descriptions shall be prepared on 8 ½" X 14" redline
paper. The top and bottom margins shall be 1½ " and the body of the description
shall be double spaced.
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2.0 Description Preparation Requirements: The deed preparation requirements shown

below are intended to provide guidance for the writer. Several sample descriptions are
provided in the "Appendix" to aid the writer. Specific language for any particular deed
must be tailored to the project situation. Therefore, customizing or altering of phrases
shown herein may be necessary to fully meet the requirement of any particular deed. The
designer shall follow these guidelines, however, deed phrases must be customized to fit
project specific requirements.
2.1 The designer shall use only RW-3 plans for the purpose of writing deed
descriptions. The stations and offsets used in the deed description shall match
exactly those shown on the RW-3 plans. Projects which require the deeds to be
prepared in metric units shall follow the guidelines specified herein. On metric
projects, the unit of meter(s) shall be substituted for feet in all phrases. The
distance in feet shall be shown in parentheses immediately following the metric
distance (see example).
2.2 The plan centerline/baseline shall be used as the basis for all deed descriptions.
2.3 When possible, all descriptions should begin at the lowest station (usually in the
lower left corner) of the parcel in regard to the centerline/baseline stationing.
2.4 Descriptions shall be written in a clockwise direction, and shall include all corners
of the subject parcel and all right of way break points.
2.5 Instead of using bearing and distance descriptions, generally the Direction of a
line shall be determined by the following descriptive terms:
Line Azimuth Descriptive Term

00° 00'  22° 30' Northerly
22° 30'  67° 30' Northeasterly
67° 30'  112° 30' Easterly
112° 30'  157° 30' Southeasterly
157° 30'  202° 30' Southerly
202° 30'  247° 30' Southwesterly
247° 30'  292° 30' Westerly
292° 30'  337° 30' Northwesterly
337° 30'  360° 00' Northerly
The direction of a line which is described as being "parallel to centerline/baseline"

shall be the corresponding centerline/baseline bearing.
2.6 The first paragraph of the deed description shall always contain a description of
the reference centerline/baseline. The reference shall be as follows:
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…(proposed/existing) (Frontage Road/Approach Road/County Route

number/WV Route number/ US Route number/ etc.)
This description shall also be included anywhere there is a change in
centerline/baseline reference, and where there is more than one centerline/baseline
in close proximity to the parcel on the plans.
2.7 The following shall be used in establishing distances and areas:
1) Distances shall be stated per the following:
English Projects: Distances shall be rounded to the nearest foot.
Metric Projects: Distances shall be rounded to one (1) decimal place, with
feet in parentheses rounded to the nearest foot.
2) Areas shall always be stated per the following:
English Projects:
Areas one acre or more use acres rounded to two (2) decimal places.
Areas less than one acre use square feet rounded to the nearest square foot.
Metric Projects:
Areas greater than 10,000 square meters use hectares rounded to three (3)
decimal places with acres in parentheses rounded to two (2) decimal
places.
Areas less than 10,000 square meters use square meters rounded to an
even square meter with square feet in parentheses rounded to the nearest
square foot for conversion purposes only.
Note: The areas shall be checked to insure that they agree with those in the
Ownership Index.
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2.8 All deed descriptions shall be per the following outline:
I. Heading
II. Opening Statement (Not required for partial takes.)
III. Deed Descriptive Body for Each Tract (Not required for total takes of
sub-division or city lots.)
A. First paragraph.
B. Subsequent Paragraphs (One for each tract line.)
C. Last Paragraph.
IV. Source Quote (Placed only at the end of the final tract description for
Each parcel, see example; not required for "Public Land Corporation"
parcels.)
2.9 Heading:
2.9.1 First Page of Individual Tracts:
2.9.1.1 Parcel with One Tract:
Upper Right:
Project (State Project Number), (Federal Project Number)
Parcel (Parcel Number)
(Title Holder) 1, 2
Upper left above first paragraph:

(TYPE OF TAKE) (This line to be all caps and underlined)
2.9.1.2 Parcel with Two or More Tracts:
Upper Right:*
(Title Holder)1, 2
*Note: For each tract, start the page numbers over. On the
first page of all tracts, the page number and tract
number shall not be shown in the upper right.
Upper left above first paragraph:

TRACT (TRACT NUMBER) - (TYPE OF TAKE) (This line
to be all caps and underlined)
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2.9.2 Second and Subsequent Pages of Individual Tracts:
2.9.2.1 Parcel with One Tract:
Upper Right:
(Title Holder)1, 2
Page (Page Number)
2.9.2.2 Parcel with Two or More Tracts:
Upper Right:
(Title Holder)1, 2
Tract (Tract Number), Page (Page Number)
1
Writer may use "et.al." where multiple property owners exist.
The first name shown as Title Holder must be the first name
shown on recorded document.
2
Title Holder must include names of holders of all land
contracts and life estates.
2.10 Opening Statement:
2.10.1 Total Takes - Subdivision or City Lots:
BEING all of lot(s) (lot numbers) of (Subdivision/Plat), situate in

(Magisterial or Taxing District Name) District, (County Name) County,
West Virginia, said lot(s) lying to the (right/left/right and left) of
(proposed/existing) (road name) (centerline/baseline) between Station
(000+00) and Station (000+00), and containing (area) (square
feet/acres), more or less, as shown on Project (State Project Number),
(Federal Project Number).
2.10.2 Total Takes using Deed Descriptions or Metes and Bounds utilizing
Station offsets:
BEING all of (that/those) tract(s) or parcels of land, situate in [(City

Name) or (Magisterial or Taxing District Name) District, (County
Name) County], West Virginia, said parcel lying to the (right/left/right
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and left) of (proposed/existing) (Road Name) (centerline/baseline)

between Station (000+00) and Station (000+00), as shown on Project
(State Project Number ), (Federal Project Number), and being more
particularly described as follows:
2.11 Deed Descriptive Body:
A deed descriptive body shall be required for all tracts. The tracts for each parcel
shall be numbered and described in the following order if applicable:
1) Controlled Access
2) Noncontrolled Access
3) Permanent (Type) Easement
4) Temporary (Type) Easement
2.11.1 Station Offset Description
2.11.1.1 First Paragraph:
BEGINNING at a (point/corner) (common to and)1 in the

[division line between (abutting land owner)2 and (property
owner)]3, said point being in the
[(northern/southern/eastern/western)4 (proposed/existing)
(controlled access/noncontrolled access) (right of way
line/easement line) of (road name)]3 and (distance) feet
[(right/left) of and at right angle to/radially (right/left) of)]
(description of reference centerline/baseline per Section 2.6)
(centerline/baseline) at Station (000+00), Project (State
Project Number), (Federal Project Number), (County Name)
County, West Virginia;
1
To be used only where three or more property lines
intersect.
2
List all abutting landowners in a clockwise order.
3
The two phrases labeled with superscript "3" are to be
included only when applicable. The order they appear in
the first paragraph is dependent upon which line is
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described in the second paragraph. The second paragraph

line shall be the last line in the first paragraph. (See
Example "Parcel 115, Tract 1").
4
The writer shall use the general direction of the whole road
when distinguishing between (north, south, east or west)
location of right of way or easement line.
2.11.1.2 Subsequent Paragraphs shall be per the following:
1) Start a new paragraph for each tract line being described.
2) Begin all paragraphs with:
thence, (direction),
3) Do not use abbreviations in describing points except

P.C., P.T., T.S., S.T., etc. or when referring to a specific
map or plat and quoting or referring to abbreviations
therein.
4) Offset points on tangent and at P.C., P.T., T.S., S.T., etc.

shall be described as:
(distance) feet (right/left) of and at right angle to

(centerline/baseline) (P.C./P.T./T.S./S.T., etc.)1 at
Station (000+00);
1
Only when applicable.
5) Offset points within a curve shall be described as:
(distance) feet radially (right/left) of

(centerline/baseline) at Station (000+00);
6) Distances between points should always be labeled as:
…
(distance) feet, more or less, to a point…
7) Lines between property owners shall be described as:
division lines.
8) Lines, which are right of way or easement lines, shall be

described as:
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(northern/southern/eastern/western)(proposed/existing)
(controlled access/noncontrolled access) (right of
way/temporary construction easement/permanent
drainage easement/temporary structure removal
easement) lines…
9) Uncertain existing property/division/right of way lines

shall be measured by scale and described as:
meandering with said (line description), (distance)

…
feet, more or less, to a point…
10) Proposed lines following with a curve shall be described

as:
with a curve to the (left/right) running concentric to

(centerline/baseline) and having a radius of (distance)
feet, with (line description) (arc distance) feet, more or
less, to a point …
11) When the line being described is an easement or right of

way and is parallel to the reference centerline/baseline,
the following shall be used:
thence, (reference centerline/baseline bearing) with

said (line description per Note 8 above) parallel
to(centerline/baseline) (distance) feet, more or less…
12) When an interest in railroad property is to be acquired,

the railroad valuation stations and offset distance must
also be included in the description as follows:
…said point being (distance) feet (left/right) of and at

right angle to (description of reference
centerline/baseline per section 2.6) (centerline/baseline)
at Station (000+00) equals (distance) feet (left/right) of
Railroad Valuation (centerline/baseline) at Station
(000+00).
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2.11.1.3 Last Paragraph:
The final tract line in the description shall be ended with the
following:
….(distance) feet, more or less, to the place of beginning

and containing (area) (square feet/acres), more or less.
2.11.2 Metes and Bounds Description (Used only with Total Takes where the
Parcel and Property Description are identical.)
1) Use the parcel owner’s deed description per recorded deed.
2) Set off deed description by further indentation of left and right

margins and single spacing. (See Example "Parcel 12".)
2.12 Source Quote:
2.12.1 Present Owner Acquired Title by Deed:
The (tract[s]/parcel[s]) of land hereinabove described (is/are) (all/a

portion) of that same real estate conveyed unto (Grantee's Name),
(Grantee Identifiers from deed, i.e. his wife, as joint tenants with right of
survivorship, corporation, etc.), from (Grantor's Name), (Grantor
Identifiers from deed, i.e. his wife, as joint tenants with right of
survivorship, corporation, etc.), by deed dated (deed date), of record in
the Office of the Clerk of the County Commission of (County Name)
County, West Virginia, in Deed Book (Number), at Page (Number).
[The said (Grantor's Name) died (date of death) and in accordance
with the survivorship clause contained in said deed said real estate
became vested in (Grantee's Name), (relationship).]1 [The said
(Grantee's Name) is currently married to (Spouse's Name)]2
1
This statement required if Grantee acquired property by a deed
survivorship clause.
2
This statement required if Grantee's spouse is not listed as a property
owner.
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2.12.2 Present Owner Acquired Title by Will:
The (tract[s]/parcel[s]) of land hereinabove described (is/are) (all/a

portion) of that same real estate conveyed unto (Deceased Name), from
(Grantee to Deceased), by deed dated (Deed Date), of record in the
Office of the Clerk of the County Commission of (County Name)
County, West Virginia, in Deed Book (Number), at Page (Number).
The said (Deceased Name) died (testate)1 (Date of Death), [and in

accordance with the survivorship clause contained in said deed or and
devised unto (Heir Description) interest in the] said real estate
[became vested in (Survivor)(relationship). or by will dated (Will Date),
of record in the Office of the Clerk of the County Commission of
(County Name) County, West Virginia, in Will Book (Number), at
Page (Number).] [The said (Grantee's Name) is currently married to
(Spouse's Name)]2
Note: Repeat second paragraph until heir or survivor corresponds to

current Title Holder.
1
Only when applicable.
2
This statement required if Grantee's spouse is not listed as a property
owner.
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APPENDIX
DD-312
SAMPLE
DESCRIPTIONS
NOTE: Sample Descriptions are 8 1/2 " X 11" reduced versions of actual 8 1/2" X 14"
documents for illustrative purposes only.
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Appendix DD-312
Project S306-17-4.98
Parcel 1
Barbara E. Edwards
NONCONTROLLED ACCESS RIGHT OF WAY
BEGINNING at a point in the northern existing right of way line of US Route 60, said
point being in the western proposed noncontrolled access right of way line of relocated Cabell
County Route 17 and 117 feet radially left of relocated US Route 60 baseline at Station 97+50,
Project S306-17-4.98, Cabell County, West Virginia;
thence, northeasterly, with said proposed noncontrolled access right of way line 148
feet, more or less, to a point 180 feet left of and at right angle to relocated Cabell County Route
17 centerline at Station 11+20;
thence, northeasterly, continuing with said proposed noncontrolled access right of way
line 189 feet, more or less, to a point 90 feet left of and at right angle to centerline at Station
12+86;
thence, southeasterly, continuing with said proposed noncontrolled access right of way
line 74 feet, more or less, to a point 30 feet left of and at right angle to centerline at Station
13+30;
thence, N 40° 26' E, continuing with said proposed noncontrolled access right of way
line, parallel to centerline 10 feet, more or less, to a point in the division line between Public
Land Corporation, and Barbara E. Edwards, and in the southern low water mark of Mud River,
said point being 30 feet left of and at right angle to centerline at Station 13+40
thence, southeasterly, meandering upstream, with said division line and said low water
mark 60 feet, more or less, to a point in the eastern proposed noncontrolled access right of way
line, said point being 30 feet right of and at right angle to centerline at Station 13+42;
thence, S 40° 26' W, with said proposed noncontrolled access right of way line, parallel
to centerline 12 feet, more or less, to a point 30 feet right of and at right angle to centerline at
Station 13+30;
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Appendix DD-312
Project S306-17-4.98
Parcel 1
Barbara E. Edwards
Page 2
line 119 feet, more or less, to a point 140 feet right of and at right angle to centerline at Station
12+85;
thence, S 40° 26' W, continuing with said proposed noncontrolled access right of way
line, parallel to centerline 139 feet, more or less, to a point in the northern existing right of way
line of US Route 60, said point being 140 feet right of and at right angle to centerline at Station
11+46;
thence, westerly, meandering with said existing right of way line 450 feet, more or less,
to the place of beginning and containing 1.32 acres, more or less.
The tract of land hereinabove described is a portion of that same real estate conveyed
unto Norma W. Ellis and Barbara E. Edwards, her daughter, as joint tenants with right of
survivorship, from Norma W. Ellis, by deed dated April 22, 1988, of record in the Office of the
Clerk of the County Commission of Cabell County, West Virginia, in Deed Book 896 at Page
395. The said Norma W. Ellis died January 3, 1990, and in accordance with the survivorship
clause contained in said deed, interest in said real estate became vested in Barbara E. Edwards,
her daughter. The said Barbara E. Edwards is currently married to Hiram S. Edwards, Jr.
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Appendix DD-312
Project U306-60-19.72, NH-0060(245)

Parcel 3
Harold H. Hunter
PERMANENT DRAINAGE EASEMENT
BEGINNING at a point in the southern proposed permanent drainage easement line of
relocated US Route 60, said point being in the southern existing right of way line of US Route
60 and 44 feet right of and at right angle to relocated US Route 60 centerline at Station 190+10,
Project U306-60-19.72, NH-0060(245), Cabell County, West Virginia;
thence, N 40° 05' 31" E, with said existing right of way line, parallel to centerline 59
feet, more or less, to a point in the southern proposed permanent drainage easement line, said
point being 44 feet right of and at right angle to centerline at Station 190+69;
thence, southeasterly, with said proposed permanent drainage easement line 6 feet,
more or less, to a point 50 feet right of and at right angle to centerline at Station 190+69;
thence, southeasterly, continuing with said proposed permanent drainage easement line
41 feet, more or less, to a point 90 feet right of and at right angle to centerline at Station 190+60;
thence, S 40° 05' 31" W, continuing with said proposed permanent drainage easement
line, parallel to centerline 50 feet, more or less, to a point 90 feet right of and at right angle to
centerline at Station 190+10;
thence, northwesterly, continuing with said proposed permanent drainage easement line
46 feet, more or less, to the place of beginning and containing 2,535 square feet, more or less.
The tract of land hereinabove described is a portion of that same real estate conveyed
unto Harold H. Hunter, from Mock Brothers, Inc., by deed dated March 3, 1995, of record in the
Office of the Clerk of the County Commission of Cabell County, West Virginia, in Deed Book
986 at Page 271.
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Appendix DD-312
Project U301-250-16.58
Parcel 12
Emma Jane Mayle and
Barbara Ellen Newman
TOTAL TAKE – NONCONTROLLED ACCESS RIGHT OF WAY
BEING all of that parcel of land, situate in Philippi District, Barbour County, West
Virginia, said parcel lying to the right and left of proposed Philippi Bypass centerline between
Station 76+01 and Station 77+10, as shown on Project U301-250-16.58, and being more
particularly described as follows:
BEGINNING at a stake on the west side of Chestnut Street and

running with the Street N. 13° 30 E. 60 feet to Carlin’s (now Wilson’s)
corner; thence leaving the street and with Carlin’s (now Wilson’s) line
N. 79° 15 W. 120 feet to a stake; thence S 13° 30 W. 60 feet to a stake
near an Ash stump on the west side of Anglin’s Run; thence S. 79° 15 E.
120 feet to the beginning and containing 26.4 poles (7,200 square feet).
The parcel of land hereinabove described is all of that same real estate conveyed unto
John Newman, from Ralph Gum, by deed dated November 2, 1974, of record in the Office of
the Clerk of the County Commission of Barbour County, West Virginia, in Deed Book 252 at
Page 615.
The said John Newman died intestate on February 4, 1981, and his interest in the
said real estate became vested in his nine (9) children. The said real estate was then
conveyed unto Emma Jane Mayle and Barbara Ellen Newman, from Rosabell Croston,
widow; Stephen Newman and Lotita Newman, his wife; Eloise Dalton and Bernard Dalton,
her husband; Leona Mayle and Vincent Mayle, her husband; Josephine Summerfield and
Jack Summerfield, her husband; Wanda Lott, widow; and Ernestine Newman; by deed
dated February 17, 1982, of record in the aforesaid Clerk’s Office, in Deed Book 298 at
Page 150.
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Appendix DD-312
Project U301-250-16.58
Parcel 17
Georgia A. Hatfield, et. al.
TOTAL TAKE – NONCONTROLLED ACCESS RIGHT OF WAY
BEGINNING at a point in the division line between Sylvia E. Boyles and Georgia A.
Hatfield, said point being in the western existing right of way line of Chestnut Street (Berkeley
County Route 30) and 24 feet right of and at right angle to proposed Philippi Bypass centerline
at Station 78+73, Project U301-250-16.58, Barbour County, West Virginia;
thence, southwesterly, with said existing right of way line 10 feet, more or less, to a
point 29 feet right of and at right angle to centerline at Station 78+82;
thence, southwesterly, continuing with said existing right of way line 224 feet, more or
less, to a point in the division line between the City of Philippi/Philippi Municipal Building
Commission and Georgia A. Hatfield, said point being 10 feet radially left of relocated Chestnut
Street centerline at Station 13+26;
thence, northwesterly, with said division line 27 feet, more or less, to a point in the
western proposed noncontrolled access right of way line of relocated Chestnut Street, said point
being in the western proposed noncontrolled access right of way line of proposed Philippi
Bypass and 256 feet right of and at right angle to proposed Philippi Bypass centerline at Station
79+09;
thence, northwesterly, with said proposed noncontrolled access right of way line of
proposed Philippi Bypass 26 feet, more or less, to a point in the division line between the City of
Philippi/Philippi Municipal Building Commission and Georgia A. Hatfield, said point being 272
feet right of and at right angle to centerline at Station 78+91;
thence, easterly, with said division line 96 feet, more or less, to a point 179 feet right of
and at right angle to centerline at Station 78+67;
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Appendix DD-312
Project U301-250-16.58
Parcel 17
Georgia A. Hatfield, et. al.
Page 2
thence, northerly, continuing with said division line 70 feet, more or less, to a point 196 feet
right of and at right angle to centerline at Station 78+00;
thence, northeasterly, continuing with said division line 104 feet, more or less, to a
point 95 feet right of and at right angle to centerline at Station 77+75;
thence, southeasterly, continuing with said division line 14 feet, more or less, to a point
common to the City of Philippi/Philippi Municipal Building Commission, Sylvia E. Boyles, and
Georgia A. Hatfield, said point being 87 feet right of and at right angle to centerline at Station
77+86;
thence, southeasterly, with the division line between Sylvia E. Boyles and Georgia A.
Hatfield 110 feet, more or less, to the place of beginning and containing 18,895 square feet,
more or less.
The tract of land hereinabove described is all of that same real estate conveyed
unto Franklin A. Hatfield, from Sharon M. Golden and Georgia A. Hatfield, Executrices of
the Estate of Hazel B. Sturm, deceased, by deed dated May 23, 1996, of record in the Office
of the Clerk of the County Commission of Barbour County, West Virginia, in Deed Book
360 at Page 558.
The said Franklin A. Hatfield died intestate, April 30, 1997, leaving the following
heirs at law: Georgia A. Hatfield, daughter; Louise A. Hatfield-Anderson, daughter; Susan
A. Hatfield, daughter; and Franklin A. Hatfield, Jr., son.
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Appendix DD-312
Project X354-D-7.00, APD-0282(101)

Parcel 26
Clark D. and Molly B. Powell
TOTAL TAKE - CONTROLLED ACCESS RIGHT OF WAY
Being all of Lot No. 17 of Little Farms Addition No. 1, situate in the City of
Parkersburg, of record in the Office of the County Clerk of Wood County, West Virginia, in
Plat Book 2 at Page 70, said lot lying to the right of proposed US Route 50 centerline between
Station 2422+41 and Station 2423+24, and containing 8,000 square feet, more or less, as
shown on Project X354-D-7.00, APD-0282(101);
The parcel of land hereinabove described is all of that same real estate conveyed unto
Clark D. Powell and Molly B. Powell, husband and wife, from Clay H. Powell and Edna J.
Powell, husband and wife, by deed dated February 3, 1964, of record in the aforesaid Clerk’s
Office in Deed Book 485 at Page 473.
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Appendix DD-312
Project U306-64-19.72, NH-0641(245)

Parcel 37
Huntington Mall Company
TRACT 12 - TEMPORARY CONSTRUCTION EASEMENT
BEGINNING at a point in the southern proposed temporary construction easement line
of proposed Ring Road, said point being in the southern proposed noncontrolled access right of
way line of proposed Ring Road and 22 feet radially right of proposed Ring Road centerline at
Station 80+75, Project U306-64-19.72, NH-0641(245), Cabell County, West Virginia;
thence, northeasterly, with said proposed noncontrolled access right of way line 26 feet,
more or less, to a point 22 feet right of and at right angle to centerline at Station 81+00;
81+80;
line 25 feet, more or less, to a point in the southern proposed temporary construction easement
line, said point being 42 feet right of and at right angle to centerline at Station 82+00;
thence, southwesterly, with said proposed temporary construction easement line 127
feet, more or less, to a point 32 feet radially right of centerline at Station 80+75;
thence, northwesterly, continuing with said proposed temporary construction easement
line 10 feet, more or less, to the place of beginning and containing 1,392 square feet, more or
less.
The tracts of land hereinabove described are a portion of that same real estate conveyed
unto Huntington Mall Company, from Neighborgall Corporation Company, by deed dated
February 1, 1978, of record in the Office of the Clerk of the County Commission of Cabell
County, West Virginia, in Deed Book 784 at Page 721.
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Appendix DD-312
Project U340-34-11.06, F-0034(043)

Parcel 40
Clarice E. Bayliss
TRACT 1 - NONCONTROLLED ACCESS RIGHT OF WAY

BEGINNING at a point in the northern existing right of way line of WV Route 34, said
point being in the division line between Columbia Gas of West Virginia (Mountaineer Gas) and
Clarice E. Bayliss and 7.0 meters (23 feet) radially left of relocated WV Route 34 centerline at
Station 1+111.4, Project U340-34-11.06, F-0034(043), Putnam County, West Virginia;
thence, northwesterly, with said division line 9.2 meters (30 feet), more or less, to a
point 15.7 meters (52 feet) radially left of centerline at Station 1+108.5;
thence, southwesterly, continuing with said division line 4.6 meters (15 feet), more or
less, to a point common to Columbia Gas of West Virginia (Mountaineer Gas), Patrick W.
Miller, et ux, and Clarice E. Bayliss, said point being 15.6 meters (51 feet) radially left of
centerline at Station 1+103.9;
thence, northwesterly, with the division line between Patrick W. Miller, et ux, and
Clarice E. Bayliss 2.4 meters (8 feet), more or less, to a point in the northern proposed
noncontrolled access right of way line, said point being 17.9 meters (59 feet) radially left of
centerline at Station 1+103.2;
thence, northeasterly, with said proposed noncontrolled access right of way line 27.0
meters (89 feet), more or less, to a point 17.0 meters (56 feet) radially left of centerline at
Station 1+130.0;
line 16.8 meters (55 feet), more or less, to a point in the western existing right of way line of
Putnam County Route 34/29 (Sunny Brook Road), said point being 26.0 meters (85 feet)
radially left of centerline at Station 1+144.0;
thence, southerly, with said existing right of way line 19.6 meters (64 feet), more or
less, to a point in the northern existing right of way line, said point being 7.5 meters (25 feet)
radially left of centerline at Station 1+138.0;
thence, southwesterly, with said existing right of way line 26.6 meters (87 feet), more
or less, to the place of beginning and containing 358 square meters (3,854 square feet), more or
less.
10 of 19
Appendix DD-312
Project U340-34-11.06, F-0034(043)

Parcel 40
Clarice E. Bayliss
TRACT 2 - PERMANENT DRAINAGE EASEMENT

BEGINNING at a point in the northern proposed noncontrolled access right of way line
of relocated WV Route 34, said point being in the division line between Patrick W. Miller, et
ux, and Clarice E. Bayliss and 17.9 meters (59 feet) radially left of relocated WV Route 34
centerline at Station 1+103.2, Project U340-34-11.06, F-0034(043), Putnam County, West
Virginia;
thence, northwesterly, with said division line 11.8 meters (39 feet), more or less, to a
point in the northern proposed permanent drainage easement line, said point being 29.0 meters
(95 feet) radially left of centerline at Station 1+099.4;
thence, northeasterly, with said proposed permanent drainage easement line 7.0 meters
(23 feet), more or less, to a point 35.0 meters (115 feet) radially left of centerline at Station
1+103.0;
thence, southeasterly, continuing with said proposed permanent drainage easement line
18.6 meters (61 feet), more or less, to a point in the northern proposed noncontrolled access
right of way line, said point being 17.7 meters (58 feet) radially left of centerline at Station
1+110.0;
thence, southwesterly, with said proposed noncontrolled access right of way line 6.8
meters (22 feet), more or less, to the place of beginning and containing 90 square meters (969
square feet), more or less.
unto J. M. Bayliss, from Stuart W. Thomas and Catharine Y. Thomas, his wife, by deed dated
January 17, 1955, of record in the Office of the Clerk of the County Commission of Putnam
County, West Virginia, in Deed Book 120 at Page 126.
The said J. M. Bayliss died testate on January 30, 1971, and by the terms of his Last
Will and Testament, dated March 15, 1967, of record in the aforesaid Clerk’s Office, in Will
Book 276 at Page 452, interest in said real estate was devised unto Clarice E. Bayliss.
11 of 19
Appendix DD-312
Project X354-D-4.73, APD-0282(115)

Parcel 73
CSX Transportation, Inc.
CONTROLLED ACCESS RIGHT OF WAY
BEGINNING at a point in the northern existing controlled access right of way line of
WV Route 68, said point being in the southern existing CSX railroad right of way line and 53
feet radially left of proposed US Route 50 centerline at Station 2337+00 equals 53 feet right of
Railroad Valuation centerline at Station 6796+00, as shown on Project X354-D-4.73, APD-
0282(115), Wood County, West Virginia;
thence, northerly, with said existing CSX railroad right of way line 15 feet, more or
less, to a point in the northern proposed controlled access right of way line of proposed US
Route 50, said point being 68 feet radially left of proposed US Route 50 centerline at Station
2337+00 equals 38 feet right of Railroad Valuation centerline at Station 6795+98;
thence, easterly, with said proposed controlled access right of way line104 feet, more
or less, to a point 68 feet radially left of proposed US Route 50 centerline at Station 2338+00
equals 31 feet right of Railroad Valuation centerline at Station 6797+04;
thence, easterly, continuing with said proposed controlled access right of way line 105
feet, more or less, to a point 67 feet radially left of proposed US Route 50 centerline at Station
2339+00 equals 31 feet right of Railroad Valuation centerline at Station 6798+11;
thence, easterly, continuing with said proposed controlled access right of way line 19
feet, more or less, to a point in the northern existing right of way line of WV Route 68 and in the
southern existing CSX railroad right of way line, said point being 67 feet radially left of
proposed US Route 50 centerline at Station 2339+18 equals 32 feet right of Railroad Valuation
12 of 19
Appendix DD-312
Project X354-D-4.73, APD-0282(115)

Parcel 73
CSX Transportation, Inc.
Tract 1, Page 2
thence, southerly, with said existing right of way line of WV Route 68 and said existing
CSX railroad right of way line, more or less, to a point 26 feet radially left of proposed US
Route 50 centerline at Station 2339+14 equals 72 feet right of Railroad Valuation centerline at
Station 6798+26;
thence, westerly, continuing with said existing WV Route 68 right of way line and said
existing CSX railroad right of way line 77 feet, more or less, to a point in the northern existing
controlled access right of way line of WV Route 68, said point being 17 feet radially left of
proposed US Route 50 centerline at Station 2338+38 equals 81 feet right of Railroad Valuation
thence, westerly, meandering with said existing controlled access right of way line and
said existing CSX railroad right of way line 118 feet, more or less, to a point 50 feet radially left
of proposed US Route 50 centerline at Station 2337+28 equals 53 feet right of Railroad
Valuation centerline at Station 6796+30;
thence, westerly, continuing with said existing controlled access right of way line and
said existing CSX railroad right of way line 29 feet, more or less, to the place of beginning and
containing 8,119 square feet, more or less.
The tract of land hereinabove described is a portion of that same real estate
conveyed unto CSX Transportation, Inc., from The Chesapeake and Ohio Railway
Company, by a deed dated September 2, 1987, of record in the Office of the Clerk of the
County Commission of Wood County, West Virginia, in Deed Book 879 at Page 832.
13 of 19
Appendix DD-312
Project X354-D-4.73, APD-0282(115)

Parcel 78
Freda R. Smithton
TRACT 2 - UNECONOMIC REMNANT
BEGINNING at a point in the division line between Baker Neal Jr. and Freda R.
Smithton, said point being in the southern proposed controlled access right of way line of
proposed US Route 50 and 130 feet radially right of proposed US Route 50 centerline at Station
2364+65, Project X354-D-4.73, APD-0282(115), Wood County, West Virginia;
thence, easterly, with said proposed controlled access right of way line 42 feet, more or
less, to a point in the division line between Jackie L. and May E. Rake and Freda R. Smithton,
said point being 123 feet radially right of centerline at Station 2365+04;
thence, southwesterly, with said division line 127 feet, more or less, to a point 247 feet
radially right of centerline at Station 2364+83;
thence, northwesterly, continuing with said division line 40 feet, more or less, to a
corner common to Jackie L. and Mary E. Rake, George Baker Neal Jr., and Freda R. Smithton,
said point being 241 feet radially right of centerline at Station 2364+48;
thence, northeasterly, with the division line between George Baker Neal, Jr. and Freda
R. Smithton 112 feet, more or less, to the place of beginning and containing 4,772 square feet,
more or less.
The tract of land hereinabove described is all of that remaining residue lying to the
right of proposed US Route 50 centerline and conveyed unto Freda R. Smithton, from Rupert G.
Harvey, by deed dated June 15, 1937, of record in the Office of the Clerk of the County
Commission of Wood County, West Virginia, in Deed Book 217 at Page 204.
14 of 19
Appendix DD-312
Project S355-97-0.01, F-0097(001)

Parcel 115
John Smith
BEGINNING at a point in the northern existing right of way line of WV Route 97, said
point being in the division line between Georgia Pacific Corporation and John Smith and 16 feet
radially left of relocated WV Route 97 centerline at Station 632+11, Project S355-97-0.01, F-
0097(001), Wyoming County, West Virginia;
northern proposed noncontrolled access right of way line, said point being 148 feet radially left
of centerline at Station 632+45;
feet, more or less, to a point in the northern existing right of way line of WV Route 97, said
point being 130 feet left of and at right angle to centerline at Station 635+90;
thence, southwesterly, meandering with said existing right of way line 400 feet, more
or less, to the place of beginning and containing 26,896 square feet, more or less.
15 of 19
Appendix DD-312
Project S355-97-0.01, F-0097(001)

Parcel 115
John Smith
BEGINNING at a point in the northern existing right of way line of the Norfolk and
Western Railway Company, said point being in the division line between Georgia Pacific
Corporation and John Smith and 28 feet radially right of relocated WV Route 97 centerline at
Station 632+01, Project S355-97-0.01, F-0097(001), Wyoming County, West Virginia;
southern existing right of way line of WV Route 97, said point being 23 feet radially right of
thence, northeasterly, meandering with said existing right of way line 2,950 feet, more
or less, to a point 29 feet right of and at right angle to centerline at Station 658+69;
thence, southeasterly, continuing with said existing right of way line 31 feet, more or
less, to a point in the southern proposed noncontrolled access right of way line, said point being
60 feet right of and at right angle to centerline at Station 658+69;
thence, S 41° 22' 49" W, with said proposed noncontrolled access right of way line,
parallel to centerline 190 feet, more or less, to a point 60 feet right of and at right angle to
centerline at P.T. Station 656+78.90;
thence, southwesterly, continuing with said proposed noncontrolled access right of way
line 360 feet, more or less, to a point 35 feet right of and at right angle to centerline at P.C.
Station. 653+26.74;
16 of 19
Appendix DD-312
Project S355-97-0.01, F-0097(001)

Parcel 115
John Smith
Tract 2, Page 2
line 522 feet, more or less, to a point 40 feet right of and at right angle to centerline at P.T.
Station. 648+05.16;
645+00;
thence, S 45° 58' 56" W, continuing with said proposed noncontrolled access right of
way line, parallel to centerline 250 feet, more or less, to a point 80 feet right of and at right
angle to centerline at Station 642+50;
line 40 feet, more or less, to a point in the northern existing right of way line of the Norfolk and
Western Railroad Company, said point being 117 feet right of and at right angle to centerline at
Station 642+38;
thence, southwesterly, meandering with said existing railroad right of way line 1,047
feet, more or less, to the place of beginning and containing 4.75 acres, more or less.
17 of 19
Appendix DD-312
Project S355-97-0.01, F-0097(001)

Parcel 115
John Smith
BEGINNING at a point in the northern existing right of way line of WV Route 97,
said point being in the northern proposed noncontrolled access right of way line of relocated
WV Route 97 and 185 feet left of and at right angle to relocated WV Route 97 centerline at
Station 640+37, Project S355-97-0.01, F-0097(001), Wyoming County, West Virginia;
feet, more or less, to a point 140 feet left of and at right angle to centerline at P.T. Station
648+05.16;
thence, N 49° 18' 14" E, continuing with said proposed noncontrolled access right
of way line, parallel to centerline 522 feet, more or less, to a point 140 feet left of and at right
angle to centerline at P.C. Station 653+26.74;
thence, northeasterly, continuing with said proposed noncontrolled access right of
way line 658 feet, more or less, to a point in the northern existing right of way line, said
point being 98 feet left of and at right angle to centerline at Station 660+00;
thence, southwesterly, with said existing right of way line 128 feet, more or less, to
a point 97 feet left of and at right angle to centerline at Station 658+72;
thence, southeasterly, continuing with said existing right of way line 84 feet, more
or less, to a point 13 feet left of and at right angle to centerline at Station 658+72;
thence, southwesterly, meandering with said existing right of way line 1,940 feet,
more or less, to the place of beginning and containing 5.37 acres, more or less.
18 of 19
Appendix DD-312
Project S355-97-0.01, F-0097(001)

Parcel 115
John Smith
TRACT 4 - PERMANENT DRAINAGE EASEMENT
BEGINNING at a point in the southern proposed permanent drainage easement line of
relocated WV Route 97, said point being in the southern proposed noncontrolled access right of
way line of relocated WV Route 97 and 53 feet radially right of relocated WV Route 97
centerline at Station 656+25, Project S355-97-0.01, F-0097(001), Wyoming County, West
Virginia;
thence, northeasterly, with said proposed noncontrolled access right of way line 56 feet,
more or less, to a point in the southern proposed permanent drainage easement line, said point
being 60 feet right of and at right angle to centerline at P.T. Station 656+78.90 ;
thence, southeasterly, with said proposed permanent drainage easement line 62 feet,
more or less, to a point in the northern existing right of way line of the Norfolk and Western
Railroad Company, said point being 122 feet right of and at right angle to centerline at P.T.
Station 656+78.90;
thence, southwesterly, with said existing railroad right of way line 57 feet, more or less,
to a point in the southern proposed permanent drainage easement line, said point being 120 feet
radially right of centerline at Station 656+25;
thence, northwesterly, with said proposed permanent drainage easement line 67 feet,
more or less, to the place of beginning and containing 3,613 square feet, more or less.
unto John Smith, from Georgia Pacific Corporation, by deed dated February 9, 1976, of record in
the Office of the Clerk of the County Commission of Wyoming County, West Virginia, in Deed
Book 300 at Page 128.
19 of 19

ASBESTOS INSPECTION REPORTS
November 14, 2019
Supersedes October 1, 2006
This Design Directive provides guidance on when an asbestos inspection report is

necessary, procedures for obtaining someone to do an inspection and prepare a Complete
Inspection Report, a standard format for the report, procedures for preparing a Contract Bidding
Report to be included in the proposal, and a quality control compliance plan to confirm accuracy
and thoroughness of the reports.
10. Determining when an Asbestos Inspection Report is required:
An Asbestos Inspection is required on any structure, as defined, and listed below, when
that structure is to be renovated or demolished. A structure is defined by state law as “A
building or other man-made structure means a building or a part of a building or a group of
buildings on the same premises, or any other type of man-made construction, such as a pipeline,
barn, shed, trailer, or appurtenance to a building or man-made structure.”
Buildings (residential, commercial, industrial, or storage)

Houses
Sheds
Barns
Garages
Trailers or Mobile Homes
Bridges
Pipelines (utility)
Lighted sign structures
Light structures
Any other structure that may contain asbestos
20. Obtaining an Inspection:
20.1 The Project Manager shall contact the Consultant Services Group of the Engineering
Division via email at doh.consultantservices@wv.gov to request an asbestos inspector be
selected. The email should be prominently marked ATTN: Asbestos Coordinator. The
Engineering Division currently has two resources for obtaining an asbestos inspection report;
Division of Highways Inspectors (already employed in each of the Districts) and from a list of
Prequalified Asbestos Inspection Firms. The Division of Highways Inspectors are to only
inspect bridge structures.
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DD-313
20.2 To submit a request the Project Manager shall provide the Consultant Services Group
with a memo on or before the RW-3 submission. Provide the following information for each
structure that is to be purchased and inspected (see Page 12 of 12):
Project Manager (name and contact information)

State Project Number
Federal R/W Number (if applicable)
Building Demolition Number (assigned per DD-709). If the structure does not have a building
demolition number, the Project Manager must assign a number to the structure before the
inspection can be requested.
Street address of the structure
Short description of the project purpose (demolition, renovation)
Half-scale plan sheet indicating the affected structure(s)
Labeled photos of the front of each Structure
20.3 The Consultant Services Group Asbestos Coordinator will select and assign one firm for
the entire project. This firm will be responsible for the inspection of all applicable structures
purchased within the right of way. The District Right of Way Agent working with the project
will be given the contact information of the Inspection Firm and will notify the firm as the
structure(s) becomes available for inspection. The Right of Way Agent shall maximize the
number of structures in the notifications so that the Inspection Firm can minimize the number of
trips to the field to obtain the samples. The Inspection Firm will coordinate with the District
Right of Way Agent for the keys to obtain access into the structures.
The following flow chart shows the required distribution of the asbestos inspection
request and project information.
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DD-313
Asbestos Inspection Request Flow Chart:
Project Manager (Via

Electronic Format)
Asbestos Inspection Request form with cover letter
Four or five Copies of the request letter and two copies of the
One copy to Project File in
completed request form to the Consultant Services Group of the
ProjectWise
Consultant Services Group assigns an Asbestos Inspection Firm and

makes the following distribution
One copy of One copy of selection

Relocation Section of
Inspection Firm District Right of letter and one copy of
the Right of Way
selection letter to Way Agent notified the complete request
Division notified of
Project File in of selection to the selected
selection
ProjectWise Inspection Firm
District Right of Way Agent to notify

Selected Inspection Firm to inspect the
Inspection Firm when each structure
structures after being notified they are ready
becomes available for inspection
30. Asbestos Inspector and Inspection Requirements:
An Asbestos Inspector and the Inspection must comply with Title 64 of the West Virginia
Code of State Rules Series 63.
40. Inspection Report Format:
The Project Manager is responsible for reviewing the inspection reports after they are
submitted. This section gives a format and suggestions to aid in this review. Asbestos
Inspection reports shall be submitted as two separate documents; a Contract Bidding Report and
a Complete Inspection Report.
40.1 Contract Bidding Report: The contract bidding report shall be included in the contract
proposal when the project is advertised for bid. This report shall consist of the following:
a. Title page - This shall be on the Inspection Firm’s company letterhead

bearing the project name, state project number, federal right of way
number, building demolition numbers, and date. The narrative shall
contain description, sampling protocol, and any other pertinent
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DD-313
information. The report shall be signed by the report’s author and the
firm’s internal reviewer. The narrative shall state that 'This report is for
the solicitation of bids; a complete inspection report will be provided at
the pre-construction meeting'.
b. Summary Table - Only structures that contain positive samples are

included in this report. The table shall contain the project name, state
project number, building demolition numbers, address, structure
description, material description, sample number, location, approximate
quantity in linear feet or square feet or cubic feet, and percent asbestos.
This table does not show samples taken that did not contain asbestos (see
Page 8 of 12).
c. Floor Plan - One floor plan for each level of the structure that had samples
containing asbestos showing the sample locations and numbers with the
building demolition numbers and the room name or number. Asbestos
containing material (ACM) shall be shown as a colored circle. The floor
plans shall be arranged in the order the structures are shown in the
Summary Table (see Page 9 of 12).
d. Plan Sheet - Shall be an 8.5 x 11 photocopy (not reduced) of the plan sheet
showing the structure(s). The plan sheet shall show only the structure(s)
with positive samples as crosshatched and labeled with the building
demolition number.
e. Color photos of the positive sample locations and the front of the structure
shall be included.
f. Photocopy of inspector’s license and current certification and a photocopy

of the testing laboratory’s license and current certification.
40.2 Complete Inspection Report: The complete asbestos inspection report shall comply
with the following requirements, in addition to any state and/or federal regulations.
Section I:
a. Title page shall be on company letterhead bearing the project name, state
project number, federal right of way number, building demolition
numbers, and date. A narrative containing description, sampling protocol,
and any pertinent information and signatures of the report’s author and the
firm’s internal reviewer.
b. Table of Contents.
c. Master Summary Table shall be complete with all structures inspected and
shall contain the project name, state project number, building demolition
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DD-313
numbers, address, structure description, material description, sample

numbers, location, approximate quantity represented in linear feet or
square feet or cubic feet of all materials assumed to contain asbestos that
were sampled, and percent asbestos found (see Page 10 of 12).
Section II: Each structure shall have its own section arranged in the order of the
structures in the Master Summary Table.
a. Vicinity Map.
a. Plan sheet shall be an 8.5 x 11 photocopy (not reduced) of the plan sheet
showing the structure(s) that were sampled as cross hatched and labeled
with the building demolition number.
b. Homogeneous area tables shall detail the location and approximate
quantity represented in linear feet or square feet or cubic feet of all
materials assumed to contain asbestos that were sampled.
c. Sample table shall show all samples taken with a unique identifying
sample number and homogeneous area (see Page 10 of 12).
d. Floor plan(s) for each level of structure, with sample locations labeled and
shown as positive (colored circle) or negative (empty circle) (see Page
11of 12).
e. Color photos of the front of the structure and each of the sample locations
and numbers.
Section III: All lab testing and chain of custody numbers shall match sample
numbers (Indexed).
a. Laboratory sample results and chain of custody record.
b. Photocopy of inspector’s license and current certification.
c. Photocopy of laboratory’s license and current certification.
d. Copy of Inspectors’ Field Sample Sheets.
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DD-313
50. Report Distribution:
50.1 Contract Bidding Report:
Inspection Firm
Inspector
An electronic copy to the Engineering Division

Consultant Services Group
Sent to the Project Manager for review

and acceptance
One copy to Project File in One copy sent to the Contract Administration Division
ProjectWise (to be sent as part of the PS&E package)
50.2 Complete Asbestos Report:
Division of
Inspection Firm Highways
Inspector
An electronic copy to the

District District
Project Manager Contract
Construction A copy sent to Right of
notified of report Administration
Engineer the Project Way Agent
being filed and Division notified
notified of File in notified of
ready for review report is in
report being ProjectWise report
and acceptance ProjectWise File
filed being filed
One copy to
Contractor at Pre-
Construction Meeting
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DD-313
60. Inspection Standards Compliance:
As part of the Engineering Division's quality control program, random asbestos reports
will be audited. The audit will include, but not be limited to, a clerical review, a structure
review, and a sampling and testing results review.
The clerical review will verify that the report has been prepared using the standard format
and is clear and concise. The building demolition number, sample and room numbers must be
consistent and should cross-reference from the structure section with photo, sample table, floor
plan, chain-of-custody, and laboratory testing results.
The structure review will be performed shortly after the report is submitted and before the
bidding advertisement. This review will be to verify each sample from the report is clearly
marked on the structure, each sample location was photographed, and is consistent with the floor
plan. Samples will be taken nearby the marked samples for a laboratory audit. The location map
and structure address will be checked for accuracy. The Engineering Division auditor will
inspect the structure for possible presumed ACM that has not been sampled and obtain samples
to be lab tested if needed.
The sampling and testing results review will be a check of the certified sampling
laboratory with comparative sample testing.
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DD-313
Project Name:
State Project:
Federal Project:
EXAMPLE OF A SUMMARY TABLE FOR THE CONTRACT BIDDING REPORT

BLDG SAMPLE MATERIAL
STRUCTURE QUANTITY %
DEMO ADDRESS NUMBER DESCRIPTION/
DESCRIPTION REPRESENTED ASBESTOS
NUMBER LOCATION
1/1-001
Yellow Linoleum
BLDG 1/1 174 King St. 1 Story Brick THRU 250 FT. 2 38
Room #7
1/1-003
1/1-004
THRU 1005 FT. 2 Plaster/Rooms #1, 2, 3 5
1/1-011
1/1-012 Brown Linoleum Layer
THRU 250 FT. 2 2nd layer of 3 38
1/1-014 Room #4
5/1-001
HVAC Insulation
BLDG 5/1 122 King St. 1 Story Brick THRU 1005 FT. 2 10
Throughout System
5/1-015
8 of 12
DD-313
Project Name:
State Project:
Federal Project:
BLDG 1/1 Sample Floor Plan
For Contract Bidding Report
Key ● = Asbestos
1 / 1-005 1 / 1-004
1 / 1-007
Room # 1
Bedroom
1 / 1-006
Room # 2
Bedroom
Room # 4
Main
Entry Way
Room # 3
1 / 1-010
Bathroom
1 / 1-014
1 / 1-003
Room # 6
Room # 5
Kitchen
Living Room
1 / 1-012
1 / 1-001
Room # 7
Washroom Room # 8 Room # 9
Stairway Office
9 of 12
DD-313
Project Name:
State Project:
Federal Project:
EXAMPLE OF A MASTER SUMMARY TABLE FOR THE COMPLETE INSPECTION REPORT

BLDG SAMPLE MATERIAL
STRUCTURE QUANTITY %
DEMO ADDRESS NUMBER DESCRIPTION/
DESCRIPTION REPRESENTED ASBESTOS
NUMBER LOCATION
1/1-001
Yellow Linoleum
BLDG 1/1 174 King St. 1 Story Brick House THRU 250 FT. 2 38
Room #7
1/1-003
1/1-004
THRU 1005 FT. 2 Plaster/Rooms #1, 2, 3 5
1/1-011
1/1-012 Brown Linoleum Layer
THRU 250 FT. 2 2nd layer of 3 38
1/1-014 Room #4
1/1-015
Thru 1500 FT. 2 Attic Insulation 0
1/1-017
1/1-018
Ceiling Plaster, Rooms #2,
Thru 625 FT.2 0
9
1/1-021
1/1-022
Thru 900 FT.2 0
5, 6
1/1-024
Wood Frame Storage NONE NO SUSPECT ACM
BLDG 1/2
174 King St. TAKEN
--
FOUND
0
Building
5/1-022
HVAC Insulation
BLDG 5/1
122 King St. 1 Story Brick House Thru 1005 FT 2 10
Throughout System
1/1-024
Wood Frame Storage NONE NO SUSPECT ACM
BLDG 5/2
122 King St. TAKEN
--
FOUND
0
Building
7/1-001
Brown Floor Tile, Rooms
BLDG 7/1 180 King St. 1 Story Frame House THRU 925 FT 2 0
#1 thru 4
7/1-014
7/1-015
THRU 765 FT 0
5, 6
7/1-021
7/1-022
Wall Plaster, Rooms #1, 3,
THRU 1100 FT 2 0
5, 6 and 8
7/1-034
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DD-313
Project Name:
State Project:
Federal Project:
BLDG 1/1
Sample Floor Plan
For Complete Inspection Report
Key ○ = No Asbestos ● = Asbestos
1 / 1-005
1 / 1-004
1 / 1-007
Room # 1
1 / 1-006 Bedroom 1 /1-018
Room # 2
Bedroom
Room # 4
1 / 1-019
Main
Room # 3 Entry Way 1 / 1-010
1 / 1-014 Bathroom
1 / 1-024
1 / 1-003
Room # 6
Room # 5
1 / 1-020 Kitchen
Living Room
1 / 1-022 1 / 1-021
1 / 1-023
1 / 1-012
1 / 1-001
Room # 7
Washroom Room # 8 Room # 9
Stairway Office
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DD-313
ASBESTOS INSPECTION REQUEST FORM

Date Requested:
Project Name State Project # Federal R/W #
Date Requested By:
Contact Information
Project Manager: Phone:

Org. # Fax:
email:
Project Information
R/W Plan
Building Demo Number Structure Description Street Address Sheet #(s)
Send this completed form and 2 copies of the Right of Way Plan Sheets to the Consultant Services Group of
the Engineering Division, Attention Asbestos Inspection Coordinator.
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DESIGN DIRECTIVE
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PROCEDURE FOR CORE BORING CONTRACTS
July 1, 2006
The following procedure has been established to facilitate the development and review of
core boring programs and related documents. While the procedure spells out steps to be taken by
Consultants, generally the procedures apply equally well to plans developed by Division of
Highways personnel.
Attachments
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PROCEDURE FOR CORE BORING CONTRACTS
1. Prepare core boring layout and contract documents. The boring layout may be done
on available mapping or on plans. Contract documents and specifications are
available from the Division. The exact specifications as furnished by the Division
shall be used and supplemented by special provisions as needed on individual
projects.
2. The Consultant shall submit to the Director of Engineering Division, for review and
approval two copies of the layouts, contract documents, specifications and special
provisions. All forms are to be completed except for the Free Competitive Bidding
Affidavit and any form requiring dates.
3. In addition to the items mentioned above, the Consultant shall submit two copies of
the following:
a. Detailed cost estimate;
b. List of prospective bidders (if negotiating); and
c. Time table of proposed work.
4. Upon approval by the Division, the Consultant will be given verbal authorization
(followed by written confirmation) to advertise and receive bids for the proposed
work. The advertisement shall include the following statement:
"The West Virginia Department of Transportation, Division of

Highways hereby notifies all bidders that it will affirmatively insure
that in any contract entered into, pursuant to this advertisement,
disadvantaged business enterprises will be afforded full opportunity
to submit bids in response to this invitation and will not be
discriminated against on the grounds of race, color, or national
origin in consideration for an award."
5. The legal requirements of the Division can be satisfied by advertising once a week
for three consecutive weeks in two newspapers that are circulated in the area where
the work is to be performed. In addition, the Division encourages other forms of
advertising, such as trade publications, construction advertising services, etc.
6. With the approval of the Division, the Consultant may solicit quotes from core
boring contractors on certain projects. A minimum of three quotes are required.
7. In addition to fulfilling the criteria outlined in Items 2 and 3 above, the Consultant is
to provide the Division with copies of all letters of invitation to bid.
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8. In both the advertisement and solicitation cases, the Consultant is to inform the
Division of the date, time and place where bids are to be received and opened.
9. Upon determination of the low bidder the Consultant shall inform the Division of
such, with a recommendation that the bid be accepted. The Consultant shall submit
three copies of all bid tabulations and a statement that all contract documents have
been properly and fully completed.
10. The Consultant shall advise all bidders of the outcome and enclose a copy of the bid
tabulation. Except for the three lowest bidders, all bid bonds or certified checks are
to be returned. The bonds or checks of the three lowest bidders will be returned as
soon as the contract bond has been furnished and the contract has been executed.
11. The Consultant shall advise the low bidder that the contract has been awarded once
approval has been received from the Division.
12. Once the low bidder has furnished the Consultant with the performance bond,
certificate or insurance and certificate of West Virginia Workmen's Compensation;
the Consultant shall submit two copies of all documents, specifications and plans to
the Division with a request to issue a "Notice to Proceed."
13. Upon receipt of approval by the Division, the Consultant shall issue a formal
"Notice to Proceed." The Contractor is to advise you in advance of starting work so
that arrangements for inspection can be completed.
14. Contractor may submit partial invoices at thirty day intervals. The Consultant shall
verify all work by the Contractor prior to paying any invoice. Bid items of the
boring contract may be invoiced to the Division using the complete invoice and
BF-2 Form, on the basis of thirty day intervals or a $1,000,000 minimum, in the
event no Consultant items under the design contract are to be invoiced. A paid
invoice from the Contractor must accompany the Consultant's invoice.
15. The Consultant shall submit the final invoice from the Contractor upon completion
and acceptance of all work. The Contractor's invoice must show amounts
previously withheld. The Consultant shall return the contract bond with final
payment.
16. The Consultant or his Contractor will be required to notify the appropriate Corps of
Engineers District their intent to do core drilling operations on a navigable
waterway in order that a "Notice to Navigators" can be issued. See Appendix A for
a listing of navigable waters and addresses of the Corps of Engineers Districts.
17. Core drilling operations are covered by a nationwide permit on all streams and
rivers. However, a State 401 Water Quality Certification is required on certain
streams and rivers. The Division will be responsible for acquiring this certification
prior to commencement of any drilling operations.
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18. A listing of Core Boring Subcontractors will no longer be published as a Design

Directive. However, a current listing will be maintained in the Engineering
Division office and is available upon request. As in the past, this listing will not
preclude other firms from bidding.
19. The Consultant, nor a core boring firm that is providing geotechnical services to a
Consultant, will not be permitted to bid or be solicited to bid any core drilling
contract on that project.
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APPENDIX A
Core drilling operations on a navigable waterway are covered by a Nationwide Permit.

However, the driller must send a letter to the Corps of Engineers of their intent to work in the
waterway at least two weeks prior to commencing operations. This letter is to include location,
starting and ending dates as well as a contact person. The Corps of Engineers will issue a "Notice
to Navigators" of the proposed work. This notice has to be issued a minimum of two weeks before
work may proceed.
River Length From Mouth

Ohio River Entire Length
Kanawha River Entire Length
Big Sandy River 10.0 Miles
Elk River 4.5 Miles
Guyandotte River 1.0 Mile
Little Kanawha River 14.0 Miles
Letters notifying the Corps of Engineers of proposed core drilling within the limits of the
above rivers are to be addressed as follows:
Ms. Ginger Mullens, Chief

Regulatory Branch
Huntington District, Corps of Engineers
502 Eighth Street
Huntington, West Virginia 25701-2070
The Pittsburgh Corps of Engineers District is to be notified of core drilling on the following
navigable rivers:
River Length From Mouth
Ohio River Entire Length

Monongahela River Entire Length
Tygart Valley River 3.0 Miles
West Fork River 2.0 Miles
Letters are to be sent to:
Mr. Michael Cummings, Chief Regulatory Branch

US Army Corps of Engineers, Pittsburgh District
William S. Moorhead Federal Building
100 Liberty Avenue
Pittsburgh, Pennsylvania 15222-4186
The dividing line between the Huntington and Pittsburgh Districts on the Ohio River is the
most southern corporation line of New Martinsville.
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DESIGN DIRECTIVE
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SOIL AND GEOLOGIC DATA
December 23, 2005
The "Soil and Geologic Data" shall be prepared in accordance to the following guidelines:
1. The West Virginia standardized symbols shall be presented on a preface sheet, an example
of which is attached, and are to be used to depict the soil, rock and other information on the
plan view and the graphical presentation of the borings.
2. A plan view of the borings shall be prepared on contour mapping, where such mapping is
available. The preferable mapping is 1"=50' scale with 2' contours, reduced to 1"=100'
scale. The second choice is 1"=200' scale mapping with 5' contours. If no mapping is
available, reproducibles of the plan sheets shall be used. The plan view shall be
incorporated into the plans and noted "For Informational Purposes." A reproducible of the
roadway profile is to be included showing all borings plotted at the appropriate elevation
and scale.
3. Boring logs and tests shall be bound separately and referenced as an attachment to the soils
report. Ten sets shall be submitted.
4. The designer shall submit along with any plans containing a recommended slope design for
review, cross sections with the borings plotted thereon and utilizing the appropriate
symbols indicated on the preface sheet.
The graphical presentation of borings shall be no less than 0.2" nor more than 0.4" in width.
The designer shall also submit all work profiles and summaries of the borings and test data
developed during his studies. It is desirable that the summaries include the interpretations
of the soils engineer and/or geologist of all borings in both soil and rock. Also all
calculations and analyses utilized in the development of designs for soil slope and
foundation stability shall be submitted.
The borings shall be shown on the final cross-sections included in the contract plans with
appropriate statements on the plans that they are for informational purposes.
5. Three draft copies of the narrative report shall be presented with the final field review plans
and five copies of the final narrative report shall be presented with the final plan
submission. Additionally, a set of five compact discs containing the final narrative report in
Portable Document Format (PDF) shall be presented with the final plan submission. The
narrative shall summarize all the studies and include the recommendation used for design
along with supporting data used.
6. The designer shall prepare cut bench profiles and submit for review at final field and final
office review stages. The cut bench profiles shall be included in final contract plans.
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DESIGN DIRECTIVE
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GUIDE FOR DESIGN IN CUT
SECTIONS THROUGH BEDROCK
July 1, 2006
Transmitted herewith for your information and use is the Guide for Design In Cut Sections
Through Bedrock, dated July 1, 2006.
Attachment
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GUIDE FOR DESIGN IN CUT
SECTIONS THROUGH BEDROCK

July 1, 2006
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CONTENTS
Page
1 Introduction
3 Reference Material
Geologic Design Influences
4 Red Shale
4 Sandstone
4 Limestone
4 Permian Period Bedrock
5 Lake Sediments
Design of Cuts in Bedrock
6 Bedrock Type
7 Dip
7 Fractures
7-8 Benching and Backslopes
8 Bench Elevation
8 Bench Width
8-9 Backslope Height
Overburden Zone
9 General
10 Slope
10 Design Type
Figures
12 Table of Design for Cut Sections through Bedrock and Overburden

15 Soil and Geologic Data
16 General Map of Bedrock Dip
17 Specific Design Typicals
20 General Design Typicals
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INTRODUCTION
This cut slope design guide for bedrock is general in nature and is intended to provide some
of the philosophy for designing bedrock cuts. These guidelines are not inflexible. Design guidance
for all situations is not to be expected.
This guide has been developed over many years and to provide some insight into past
concepts that still hold true, excerpts from R. F. Baker's presentation at the "3rd Annual
Symposium of Geology as Applied to Highway Engineering" held in February of 1952 are as
follows:
"One of the most troublesome problems in the design of highways in West

Virginia is the proper slope to be used in rock excavations. The problem is confused by
several factors. One of these is the wide variety of sedimentary rocks that are present.
The formations range in strength from the indurated clays of the Creston Red Shales of
the Dunkard Series to the hard limestones of the Greenbrier formation and the equally
hard Berea Sandstone of the Portage Series.
West Virginia like all other states must satisfy the tug-of-war between the
construction and maintenance costs. If construction costs were no problem it would be
simple to design a road that was maintenance free insofar as the rock cuts are
concerned. The ideal solution, however, is to cut construction costs until there is no
more excavation than necessary to achieve a condition requiring no maintenance."
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PRINCIPLES OF SLOPE DESIGN IN ROCK CUTS
Initially, it would be well to summarize some of the basic principles that are involved in
arriving at the proper design of slopes in rock excavation. These principles are essential to a
highway problem but may not be applicable to other types of problems.
1. The primary purpose of a good design is to eliminate or minimize maintenance

costs due to the weathering of exposed bedrock. One should remember that if this
purpose is not fundamental, there is no problem to designing slopes. The debris
from the exposed face tends to (1) clog ditches that result in pavement failures, (2)
block shoulders that lead to a more dangerous and less useable highway, and (3)
produce rock-falls onto the pavement proper, leading to dangerous conditions for
drivers and vehicles.
2. The constructed slope must be as steep as possible in order to keep construction

costs at a minimum. This second requirement combined with the first forms the
bracket for the design problem. One factor that influences the design is the relative
costs of removing material by contract versus that of maintenance. In West
Virginia the cost per cubic yard of excavation by contract ranges from 1/3 to 1/4
that required for maintenance forces to remove the debris. The figure will vary
from state to state, but contract work will be less expensive due to the larger
quantities involved with contract work, and the more localized nature of the earth
moving.
3. The proper design of slopes is directly related to the physical characteristics of the
bedrock. While there can be little argument with this statement, there is
considerable question as to what measurable characteristic of the bedrock is most
suitable for correlation with the slope design problem. In addition, the effects of
climate, type of blasting, and erosion are related to the proper slope design. It is the
opinion of the writer that there is no reliable technique for determining the ultimate
slope of an exposed bedrock, unless there is an exposure of the same material in the
same area and the exposure has been open for a period practically equivalent to the
design life of the proposed grade.
Through experience, field reconnaissance, and the use of proper references, an adequate
design can be completed. The need to observe and study existing cuts and natural slopes cannot be
over emphasized.
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REFERENCE MATERIAL
The West Virginia Geological and Economic Survey has numerous maps and books that
detail the bedrock characteristics of the State. Many counties have been surveyed by the Natural
Resources Conservation Service, and reports have been compiled that describe the engineering
characteristics of the soils.
The Federal Highway Administration sponsors research into rock and soil design. This
research has been used to prepare manuals that recommend design procedures. One such manual,
detailing rock slope design, is Rock Slopes: Design, Excavation, Stabilization,
No. FHWA-TS-89-045. A useful reference to help in the designing of soil cuts is Landslides,
Analysis and Control, Special Report 176, sponsored by the Transportation Research Board,
National Academy of Sciences.
Rock and soil mechanics text books are excellent sources of design information.
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GEOLOGIC DESIGN INFLUENCES
Red Shales
Cuts to be designed in the red shale beds of the State must be carefully considered, or there
will be future maintenance problems. These shales can weather rapidly and contain weaknesses
that are zones of possible failure. It is not unusual to find slickened surfaces from past movement.
Slopes in this material generally must be 1:1 or flatter to ensure adequate performance. It is
mandatory that areas of proposed cuts be field checked and existing slope areas be studied.
A large percentage of the red shale beds are found in the Division of Highways Districts 1,
3, 4, 6 and 7.
Sandstone
Massive sandstone beds can generally be designed with steep slopes -½:1 and steeper.
Seldom does the lithology and composition of the rock require slopes to be flatter. However, many
times the structure of the rock will dictate flatter slopes.
Many massive sandstone beds are located in the counties south of the Kanawha and New
Rivers.
Limestone
Another major concern for the road designer is the limestone bedrock of the State. The
eastern counties of the State - Monroe, Greenbrier, Pocahontas, Randolph, Pendleton, Berkeley and
Jefferson Counties - contain major outcroppings of limestone. Cuts must be designed considering
the solution channels and residual clay soils. These conditions must be evaluated in design to
prevent post-construction failures that result from sink holes, slope collapse, and erosion.
Permian Period Bedrocks

In the northwest area of the State, Jackson County north to Ohio County and eastward as far
as Doddridge County, there is a collection of bedrock that is possibly of the Permian Period. The
strata requires detailed study to ensure stable designs. Many of the shales are weak and the soils
that form from them are prone to instability. Slopes must generally be flattened and benches used
to catch debris. Designs generated for this area should be verified by field observations of existing
slopes.
Lake Sediments
Two areas of the State have major remnants of ancient lake deposits. These sediments are
unstable, and many landslides have formed.
One area is located along the Monongahela, Cheat, West Fork, and Tygart Valley rivers. In
addition, some lake soils may be found along smaller tributaries. These soils were deposited in an
ice age lake, Lake Monongahela. The lake covered major portions of Monongalia, Marion, and
Preston Counties. Isolated areas of sediments are found in adjacent counties.
The other major lake deposits are found along a valley that runs through portions of
Kanawha, Putnam, Cabell, and Wayne Counties. These deposits resulted when Teays Lake
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existed.
Proposed cuts for the areas where these lakes existed must be designed taking into
consideration the highly unstable soils that occur there. A designer must ensure that evaluations
have taken into consideration high clay percentages, low shear strengths, high liquid limits, and
high moisture contents before a design is finalized. Slopes of 5:1 have failed in these deposits.
DESIGN OF CUTS IN BEDROCK
Bedrock Type
Four bedrock types are considered in the cut slope design. The types are not classified
along distinct geologic standards; rather, they are typed according to slope angles considered
appropriate. Thus Type 1 encompasses rock that will stand on a 1/6:1 slope. Type 2 is rock that
can be cut at ½:1. Type 3 is rock that will stand on ¾:1. Type 4 is rock that will stand on 1:1.
Type 1 - Hard and Medium-Hard Limestone and Sandstone and Hard Shale Compressive
Strength: 8000 and above psi.
This bedrock occurs in massive and laminated formations varying in the degree of dip. In
some instances, soft seams of other types of material, such as coal or shale, may occur.
Some types of shale are harder and more resistant to weathering than medium-hard
sandstone. These shales are basically located in the eastern portion of the State and are in
Ordovician, Silurian and Devonian time periods. The Slake Durability Index of these shales should
be above 95 percent.
Type 2 - Soft Limestones and Sandstones, Medium-Hard Shale and Siltstone or

Interbedded Combinations. Compressive Strength: 4000-8000 psi.
This classification encompasses a large percentage of the material encountered in West

Virginia. In many areas of the State, coal and soft shale seams are prevalent in these formations.
The Slake Durability Index of the shale in this type would be between 51 and 94 percent.
Type 3 - Soft Shale Interbedded with Siltstone, Sandstone or Limestone. Compressive

Strength: 1000-4000 psi.
The shale beds in this bedrock are not massive and the interbedded, harder bedrock may
vary significantly in thickness. Without the interbedded seams of siltstone, sandstone or limestone,
this would be a Type 4 bedrock.
Type 4 - Soft and Very Soft Shale. Compressive Strength: 1000 psi.
These shales, especially the very soft ones, are considered indurated clays by some when
fissility is lacking. When soaked in water, they usually disintegrate into particles quite rapidly.
The Slake Durability Index for these shales would be between 0 and 50 percent.
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The beds of this rock are usually massive and do not contain interbedded seams of siltstone
or sandstone. However, there may be seams or harder shales.
Dip
A major portion of the State's bedrock design will be in areas where the dip is flat, usually
5° or less.
There are localized areas within the southern, central and northern parts of the State where
the bedrock dip may exceed 5°. In the Eastern Panhandle and along the eastern border there are
extensive areas where the dip is in excess of 5°.
When the bedrock is flat, the design slope ratios and benches will generally follow the
design guide chart.
On projects that contain bedrock with dips that are in excess of 5°, it will be necessary to
determine the relationship between the dip and the roadway centerline. The orientation of these
features will influence the design.
Bedrock dipping into the roadway may require the use of a slope ratio that equals the dip
angle, otherwise rock slides may occur. In a cut slope that contains bedrock dipping away from the
roadway, it may be possible to more nearly follow the design guide chart. It should be kept in mind
that the cuts made in dipping bedrock may have rough slopes and irregularly shaped benches.
The angle between the dipping bedrock and the roadway can occur at a multitude of values,
therefore, it may be necessary for the designer to devise several alternatives.
Fractures
When faults and joints are encountered, they must be considered in the design. In many
cases the design may be treated as in dipping bedrock. Also, reference should be made to rock
mechanics manuals. Several have been sponsored by the FHWA and are in print.
Benching and Backslopes

Slopes designed on a ratio of 2:1 or flatter normally will not require benches. The main
purpose to include benches would be to catch boulders that might roll down the slope.
Slopes designed on a ratio of 1½:1 generally should have a bench near the roadway grade.
However, if it is felt that eroded material from the slopes will be minimal and rolling boulders will
not be a problem, the low bench could be deleted. Intermediate benches may be necessary if strata
are present from which boulders could be formed. These benches should be located along the base
of the boulder generating zones.
Generally, slopes designed with ratios of 1:1 and steeper should have a bench 5 feet above
the ditch grade and at intermediate intervals. There may be exceptions to this, especially if cuts are
being designed in hard to median hard rock. In these cases the bench 5 feet above the ditch may
not be required. This bench may be set at 5 feet above the ditch grade regardless of the material
involved at the discretion of the Engineering Division.
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Bench levels paralleling the road may be essentially horizontal and controlled by backslope
height to bench width ratios or may be variable in elevation when controlled by lithology, feature
attitudes, or roadway grade changes. The benches should be sloped toward the roadway on a slope
of 15:1. There may be exceptions, however, these would be infrequent and would be handled as
individual cases.
Bench Elevation
The height of the first bench above the ditch grade will generally be 5 feet. However, there
are times when this height will be controlled by the contact surface between different strata. These
contact surfaces may be the result of hardness, lithology, feature attitudes, etc. Also, there are
times when the condition may be the result of a changing roadway grade. Geometrical constraints
may require a bench 5 feet above the ditch even though a contact surface dictates otherwise, for
example a bench to ensure sight distance. See the design guide chart for general conditions.
Bench Width
Benches are needed to provide impact areas to reduce rock rolling and to retain material
weathering or sloughing from the slopes.
The first bench above the ditch and intermediate ones should not be less than 15 feet wide
when used on arterial routes. On local service and collector routes the minimum width can be 10
feet.
The width of a bench used at the base of the overburden layer, along the top of the cut, may
be a minimum of 10 feet for all route types.
Backslope Height
The height of slopes between benches, above the first bench, is generally held to a
maximum of 50 feet. However, under certain conditions this interval may be extended to 60 feet or
even 70 feet. This should only occur for limited intervals, along the roadway, when massive,
competent bedrock is encountered or when slope ratios are 1½:1 or flatter.
The backslope vertical height in relation to bench width should be calculated using the
following ratios:
Backslope
Rock Type Bench Width Vertical Height
1 1 2½
2 1 2½
3 1 2¼
4 1 2
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The backslope height obtained by use of this calculation should be rounded up to the next
even value, if odd or fractional values are obtained.
Since changes in rock type and height of cut make it difficult to adhere to any exact ratio,
the guides are suggested as an aid in determining a stable slope with minimum maintenance.
Overburden Zone
General
Materials in this zone are soils and bedrock - weathered or unweathered - that possess the
stability characteristics of soil.
Preferably slopes in the overburden should be on a ratio of 2:1; however, 1½:1 ratios may
be adequate in dry overburden and open terrain. The use of slopes flatter than 2:1 are not
uncommon and are required in the soil portion of the overburden with weak strength parameters.
The deciding factors in choosing a slope ratio will be the condition of the overburden and its
properties, at the time of design, as well as that estimated for the future.
The strength parameters or the location of an overburden deposit may mandate that a
detailed investigation and analysis be completed before a design is recommended. Colluvium,
especially in those areas where subsurface seepage exists, requires detailed analysis. Certain
regions that contain Permian red shales, lacustrine deposits, coal refuse, waste sites, reclaimed land,
poorly drained soils, soft or fissured clays, impermeable soils, and landslides - active or dormant -
will require detailed study before slope ratios are decided upon.
A safety factor of 1.25 is generally the minimum value acceptable for long term stability
and is used for collector and local service class roads and areas where failure would not damage
existing facilities of substantial cost or significance. On roads of higher class - arterial - or in areas
where failure might cause damage to substantial facilities, a safety factor of 1.50 should be used.
Slope
When possible, the slope in the overburden should be on a 2:1 ratio. Flatter slopes should
be considered if there is any possibility of instability. When the length of the backslope would
become excessive and some sloughing could be tolerated, a ratio of 1½:1 would be acceptable. A
rule of thumb definition for excessive backslope would be "a slope above the bench or the break
point of a ratio break/bedrock to soil that is about 100 feet in length."
In some designs, it may be necessary to use a slope ratio steeper than 1½:1. This condition
would occur where the existing ground surface is steeper than or almost equal to 1½:1. Steeper
slopes would be considered when excess sloughing would not create hazardous conditions or
extensive maintenance. If the steeper slopes were not used, hillside scalping would occur. These
cases would be considered as economic risk areas. Sloughing of overburden would be expected,
but the benches would accommodate the material with some maintenance expected.
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Design Type
In most overburden design situations, one of three methods will generally be recommended
for use: (1) benching; (2) ratio break/bedrock to soil (broken backslope); or (3) rounding.
Rounding is the least desirable treatment for overburden areas. Whenever possible, the
ratio break/bedrock to soil should be used in lieu of the rounding. Rounding could be used when
overburden is less than 5 feet deep.
If the overburden at the top of the rock cut is 5 feet to 10 feet deep, consideration should be
given to using a ratio break/bedrock to soil design.
When the overburden at the top of the rock cut is over 10 feet thick, the design should
generally consist of a 10-foot wide bench with a backslope on a 2:1 ratio, whenever possible.
When the overburden at the top of the rock cut is more than 10 feet thick, it may be
necessary to analyze the stability of the overburden before a design is recommended. Generally,
benches are necessary along with flat backslopes. In these situations, the overburden bench may
have to be more than 10 feet wide.
Table of Design for Cut Sections

Through Bedrock and Overburden
This table is an outline that should be followed when designing bedrock cuts. All situations
are not covered, but with its use, observations of existing cuts, and the application of the state of the
art soil and rock mechanics principles, an adequate design will be possible.
Upper case letters with lower case letter subscripts are used to identify slope height (H),
backslopes ratios (S), and bench width (W). Subscript lettering for the design characteristics will
be between a and r. The subscripts between s and w are reserved for benches and slopes in the
overburden.
The base of the cut design may start from a V-ditch; however, hydraulic or geotechnical
requirements may dictate alternate widths. The table outlines the use of a 4-foot wide ditch.
Ditches wider than 4 feet are an exception for geotechnical reasons, and are designed on a case by
case basis.
Bench widths are designed considering both backslope heights and type or roadway.
Higher standard roads with high traffic volumes will require wider benches.
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TABLE FOR DESIGN OF CUT SECTIONS

THROUGH BEDROCK AND OVERBURDEN
HEIGHT
HEIGHT BETWEEN WIDTH OF BACKSLOPE
TYPE OF OF CUT BENCHES BENCHES RATIO
BEDROCK IN FEET IN FEET IN FEET HORZ./VERT.
Hb Hc Ws Wb Wc Sb Sc
Ha1 etc. (min.) etc2 Sa etc.4
1. Medium hard over 50 5-50 50± 10 10-20 1/6:1 1/6:1
to hard
sandstone and
limestone, and under 50 ----- ----- 10 ----- 1/6:1 -----
hard shale
2. Soft sandstone, over 50 5-25 50± 10 10-20 3/4:1 ½:1
medium hard
shale, soft
limestone, 25-50 5-25 20-45 10 10-20 3/4:1 ½:1
siltstone or an
interbedded
combination under 25 ----- ----- 10 ----- 1:1 ¾:1
3. Soft shale over 50 5 45±3 10 10-20 1:1 ¾:1
interbedded
with siltstone, 25-50 5 20-45 10 10-20 1:1 ¾:1
sandstone, or
limestone under 25 ----- ----- 10 ----- 1 ½:1 -----
4. Soft shale5 over 45 5 40±3 10 ----- 1 ½:1 1:1
25-45 5 20-40 10 10-20 1 ½:1 1:1
under 25 ----- ----- 10 ----- 2:1 -----

NOTE: SEE NARRATIVE AND FIGURES FOR DETAILS.
1. For Types 3 and 4, five feet may be added to Ha when a 4-foot wide roadway ditch
is used. Use a minimum 4-foot roadway ditch for Type 1 when Ha is over 25 feet.
2. Roads classified as arterial should have benches designed as follows: When the
backslope above the bench is 25 feet or less, use a minimum 15-foot wide bench.
When the backslope above the bench is greater than 25 feet, use a minimum 20-foot
wide bench. Lower standards may be used on individually determined cases.
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3. In individually determined cases, the slope may be daylighted on a 1½:1 or flatter

ratio for heights in excess of noted maximums.
4. The slope ratio in the overburden (Ss) should be 2:1, whenever possible.
5. Alternate designs acceptable (See narrative and figures).
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DESIGN DIRECTIVE
DD-404
TYPICAL FILL BENCH AND BERM DESIGN
November 1, 1994
The attached drawings and accompanying notes are for your guidance in fill bench and berm
design.
Attachment
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DD-404
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DD-404
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DESIGN DIRECTIVE
405
GRADING TRANSITION DETAIL
February 26, 1998
The detail for transitioning from cut to fill section is attached for your use. It should not be
used indiscriminately. Its need is a function of the height of fill as well as the material and
foundation conditions encountered. As such, no precise criteria for its use can be set. Engineering
judgment of the Designer will be used for this determination.
Attachment
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DD-405
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DESIGN DIRECTIVE
406
EARTHWORK FACTORS
February 26, 1998
The following values are to be used as a guide in computing earthwork volumes for a
project:
Soil 15% shrinkage

Shale 5% swell
Limestone or Sandstone 15% swell
The Designer shall use his judgment on intermediate values other than those listed above.
For example, where hard shale is found, possibly 10% swell could be used.
When it is necessary to compute a more accurate earthwork volume and the cost can be
justified, the earthwork factors could be determined for soil and bedrock as follows:
1. Soil - Density tests of the soils could be taken in the field and these results compared
to AASHTO T99 test results obtained from laboratory testing.
2. Bedrock - Refractory seismic wave velocities of the bedrock could be obtained and
these values used to estimate an earthwork factor from the attached graph.
3. Individual factors for each cut shall be used in lieu of an average value for the entire
project if data is available indicating such.
Volumes of the materials with different earthwork factors will be calculated and then
adjusted earthwork volumes computed. These adjusted volumes will then be summed to obtain a
total earthwork volume for the project.
Attachment
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DD-406
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DESIGN DIRECTIVE
DD-407
GUIDELINES FOR UNSUITABLE MATERIAL
December 23, 2005
All topsoil shall be considered unsuitable material. The volume of topsoil that is to be
removed prior to the roadway or drainage structure construction shall be determined from the soil
profile.
Areas where the overburden soils have excessive moisture, which would require extensive
manipulation by the contractor in order to dry the material to a suitable condition to compact in
embankments, shall be identified based on laboratory test data as well as field notes and considered
to be unsuitable material. Soils to be excavated from natural drains for channel changes or drainage
structure excavation shall be considered unsuitable.
The volume of material excavated for the construction of the first lettered (i.e., lowest) fill
bench of embankment shall be considered unsuitable material. This quantity shall include both the
soil and rock portions, as well as, the volume of material required to daylight the fill bench. For the
purpose of quantity calculations, the backslope of the first lettered bench shall be extended to the
existing ground line.
All coal and material having 7.5% or more by weight of organic material shall be designated
as unsuitable material.
All areas where existing pavement removal is specified in the plans, and pavement undercut
is necessary to construct the new pavement structure, the excavated quantity of the pavement
undercut shall be designated as unsuitable material. For small projects where information is
available, the quantity of pavement removal shall be based on actual field conditions. For larger
projects where information regarding the existing pavement is not available, the pavement undercut
quantity shall be based on an average thickness. The average thickness shall be determined by the
project review team at preliminary and final field reviews. A total pavement area of 10% may be
reliable in most cases for quantity calculation purposes. The payment to remove the pavement
undercut shall be included in Item 207001, Unclassified Excavation. The quantity shall be shown on
grading summary as a separate line. If rock is not available in the contract, a rock borrow item (select
embankment), shall be designated for backfill.
All areas and limits of the unsuitable material, other than topsoil, shall be delineated on the
plans or cross sections.
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DESIGN DIRECTIVE
DD-408
CASCADES IN ROCK CUTS
March 4, 1998
Designers are encouraged to investigate and consider cascades in rock cuts in lieu of
slope pipes or flumes, in order to reduce maintenance costs.
Cascades in rock cuts shall be used only in areas where the bedrock is medium hard, hard
sandstone, limestone, or hard shale. The geological information shall be included in typical
details for cascades.
Attachment A is a typical cascade detail, this detail is provided as a guide and should be
modified if necessary on a project-by-project basis.
Attachment
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DESIGN DIRECTIVE
DD-409
GEOTECHNICAL INSPECTOR
November 28, 2006
This Design Directive will give guidance and instruction on the duties of the
Geotechnical Inspector who is assigned to oversee the work of the Core Boring Contractor. For
the purposes of this Design Directive, the Geotechnical Inspector will be considered an
employee of or a subcontractor to a Consultant Designer, who has awarded and is administering
the Core Boring Contract for any design project. However, these provisions apply equally well to
core boring projects performed by the Division of Highways’ drilling crews. In addition, these
provisions apply to firms providing Geotechnical Analyses and Reports under the Statewide
Drilling Contract to either the Division’s In-House designers or any District designer.
Attachment
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DD-409
10. General
The Geotechnical Inspector should be an employee of the firm that a Consultant

Designer has contracted with to do the Geotechnical Analyses and Report for a particular
design project; or an employee of a firm that the Division of Highways has requested to
develop a Geotechnical Report for either its In-House or District designers. In the case where
bids for drilling services are solicited, the firm producing the Geotechnical Analyses and
Report cannot be the same firm that has been awarded and is performing the actual Core
Boring Contract, as has been stipulated in Design Directive (DD) 401 “Procedure for Core
Boring Contracts”. This will not be the case where drilling services are provided under the
Statewide Drilling Contract. Furthermore, there are situations where the Consultant Designer
produces the Geotechnical Analyses and Report itself for a project, so this DD will apply to
that person employed by the Consultant Designer who has been assigned as the Geotechnical
Inspector.
In Section 101 “Definition of Terms” of the Core Boring Contract Documents, the
“Engineer” is defined as “…the Consulting Engineer awarding the Contract or his duly
authorized representative; or the West Virginia Division of Highways (WVDOH) when the
Division awards the Contract.” The Geotechnical Inspector is usually the Engineer’s field
representative. Hereinafter in this document, the term “Engineer” will refer to the entity
administering the Core Boring Contract, whether it is a Consultant Designer or the
WVDOH.
20. Qualifications of the Geotechnical Inspector
For Consultant-designed projects, the name(s), qualifications, and resume(s) of the

Engineer’s proposed Geotechnical Inspector(s) are to be provided in the Consultant’s
proposal to the WVDOH for approval before Notice to Proceed for the design work is given.
Approval will be given by the Division’s Geotechnical Project Manager assigned to the
project.
The Geotechnical Inspector must demonstrate experience in soils and rock

description, Rock Hardness and Compressive Strength Index (HCSI), Rock Quality
Designation (RQD), and methods for obtaining and testing field samples. These
qualifications shall be described in the proposed Geotechnical Inspector’s resume to be
submitted with the Consultant’s proposal as given in the above paragraph.
30. Duties of the Geotechnical Inspector
In Section 101 “Definition of Terms”, of the Core Boring Contract Documents, the
“Engineer” is defined as “the Consulting Engineer awarding the Contract or his duly
authorized representative; or the WVDOH when the Division awards the Contract.” The
Geotechnical Inspector is the Engineer’s field representative, and therefore has authority to
enforce all of the Core Boring Contract Document’s provisions concerning the work being
performed.
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DD-409
The Geotechnical Inspector shall communicate with the Geotechnical Engineer, the
WVDOH roadway and/or structural Project Managers, and the WVDOH geotechnical
Project Managers as the conditions encountered require.
In addition to enforcing the provisions of the Core Boring Contract, with particular
attention being paid to but not limited to Section 105.1 “Authority of the Engineer”, and
Section 200 “Operational Details”, the Geotechnical Inspector has other duties, hereinafter
described:
A. Photograph all structure borings. Color photographs of the structure borings

will be required in the Geotechnical Reports designated by the Division’s
Project Manager. The remaining Reports may have black-and-white
photographs. Photographs of roadway borings are not required unless
otherwise stipulated.
B. Geotechnical Inspectors are responsible for obtaining representative samples
in adequate numbers to comply with LRFD and roadway design
specifications, or as stipulated in the Core Boring Contract Documents. As a
guide a minimum of three (3) unconfined compressive strength samples
should be obtained within the influence of the foundation for each
substructure unit.
C. For all bridges over waterways, a scour analysis will be required. The D50
and D84 sizes of the stream bed material are to be determined. For streams
with gravel or a finer bed material a bag sample as specified in the Core
Boring Contract Documents of the stream bed material shall be obtained for a
sieve analysis. For boulder and cobble bed streams, the D50 and D84 sizes
may be determined by performing a “riffle pebble count”. See the
“Definitions” in Section 40 below.
40. Definitions
A. D50 size – the diameter at which 50% of the particles are at that size or smaller. This
value is used as an indicator for livebed or clearwater scour, and channel
classification.
B. D84 size – The diameter at which 84% of the particles are at that size or smaller. This
value is for determining roughness coefficients and calculating sediment
competence.
C. Riffle pebble count – a method of characterizing the stream bed material at the
project location. Measure the intermediate axis of 100 particles at evenly spaced
intervals across the wetted width of the stream cross section. For small streams,
particles may be taken along more than one cross section as long as the values
represent the area of interest for the project. Percent finer is determined by number
of particles rather than by weight. The intermediate axis of a particle is defined as the
middle dimension of the three measured axes of a particle. The intermediate axis is
measured because it represents the maximum sieve size that a particle would pass.
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DESIGN DIRECTIVE
DD-501
DRAINAGE MANUAL
December 15, 2008
The December 2007 issue of the West Virginia Department of Highways Drainage Manual
rd
(3 Edition) with approved Addendums is to be used for design of facilities for the Division of
Highways. Any exceptions are to be approved by the Deputy State Highway Engineer -
Development.
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MAXIMUM AND MINIMUM FILL HEIGHT TABLES
FOR DRAINAGE PIPE
August 4, 2020
Supersedes October 1, 2003
The purpose of this Design Directive is to provide the designer with a quick reference to
maximum fill heights and minimum cover depths for various types of pipe. Both cover depths are
provided for reinforced concrete, which is considered rigid pipe; and for polypropylene, high density
polyethylene, and corrugated metal, which are considered flexible pipe.
REINFORCED CONCRETE PIPES
Maximum and minimum cover heights are listed for Class III through Class V concrete pipe
for backfilling with CLSM, crushed aggregate, and granular material, as listed in the WVDOH
Specifications. Each of the three tables are titled by the backfill material and the corresponding
backfill designation Type (1, 2, or 3) in accordance with the American Concrete Pipe Association.
For fill heights that exceed those given for Class V pipe, contact a supplier for a special design.
Values listed are from American Concrete Pipe Association Fill Height Tables, which are based on
Section 12.10.4.3 of the AASHTO LRFD Bridge Design Specifications, 8th Edition, 2017. See
WVDOH Specifications and Standard Details for further information on installation.
For Railroad installation, hydraulic and structural requirements for culverts are governed by
the “Public Projects Manual” for each railroad, which can be found online.
http://www.nscorp.com/nscorphtml/pdf/Customers/public_projects_manual.pdf
https://www.csx.com/index.cfm/library/files/about-us/property/public-project-manual/
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DD-502
MAXIMUM FILL HEIGHT
TYPE 1 – CLSM INSTALLATION
CIRCULAR RCP
Diameter Maximum Fill Heights (Feet)
(Inches)
Class III Class IV Class V
18 23 35 52
24 23 35 53
36 23 34 52
Circular pipes are also
48 23 34 52
available in diameters
of 21, 27, 30, 33, 42, 60 22 34 51
54, 66, 78, 90 and 102.
72 22 33 51
84 21 33 50
96 21 32 50
108 21 32 49
120 20 31 49
132 20 31 48
144 19 30 47
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DD-502
TYPE 2 - CRUSHED AGGREGATE INSTALLATION
MAXIMUM COVER FOR EMBANKMENT OR TRENCH INSTALLATION:
CIRCULAR RCP
(Inches)
18 17 26 40
24 17 26 40
36 17 26 40
48 17 26 40
available in diameters
of 21, 27, 30, 33,42, 60 17 26 40
54, 66, 78, 90 and 102.
72 17 25 39
84 16 25 39
96 16 25 39
108 16 25 39
120 16 25 39
132 16 25 39
144 15 25 39
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DD-502
TYPE 3 – GRANULAR MATERIAL
MAXIMUM COVER FOR EMBANKMENT OR TRENCH INSTALLATION:
CIRCULAR RCP
(Inches)
18 14 21 31
24 14 21 32
36 13 20 31
48 13 20 31
available in diameters of
21, 27, 30, 33,42, 54, 60 13 20 31
66, 78, 90 and 102.
72 13 20 30
84 12 19 30
96 12 19 30
108 12 19 30
120 12 19 30
132 11 19 30
144 11 19 30
MINIMUM FILL HEIGHTS (FEET) – FOR ALL TYPES OF INSTALLATIONS

Measured from the top of flexible pavement and from the bottom of rigid pavement.
DIAMETER (INCHES) CLASS III CLASS IV CLASS V
18 2 1 1
24 1 1 1
30 2 1 1
36 1 1 1
48 1 1 1
54 < 1 1 1
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DD-502
HORIZONTAL ELLIPTICAL CONCRETE PIPE
These shapes are most applicable for low cover situations where maximum fill heights are
not an issue. Therefore, maximum fill height tables are not included. When the fill height exceeds
5 feet see the American Concrete Pipe Association (ACPA) LFRD Fill Height Tables for
Horizontal Elliptical and Arch Concrete Pipe for further information. Minimum cover heights are
measured from the top of rigid pavement and from the bottom of flexible pavement.
MINIMUM FILL HEIGHTS (FEET) – TYPE 2:

CRUSHED AGGREGGATE INSTALLATION
SIZE (INCHES) HE- II HE-III HE-IV
14 x 23 2.5 0.5 0.5
19 x 30 2.5 1.5 0.5
22 x 34 2.5 0.5 0.5
24 x 38 2.5 0.5 0.5
27 x 42 2.5 0.5 0.5
29 x 45 2 0.5 0.5
32 x 49 & LARGER 0.5 0.5 0.5
MINIMUM FILL HEIGHTS (FEET) – TYPE 3:

GRANULAR MATERIAL INSTALLATION
SIZE (INCHES) HE- II HE-III HE-IV
14 x 23 3 0.5 0.5
19 x 30 2.5 2 0.5
22 x 34 2.5 2 0.5
24 x 38 2.5 0.5 0.5
27 x 42 2.5 0.5 0.5
29 x 45 2.5 0.5 0.5
32 x 49 & LARGER 0.5 0.5 0.5
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DD-502
PLASTIC PIPES
Maximum and minimum cover heights are listed for high density polyethylene and
polypropylene pipe for backfilling with CLSM, and crushed aggregate, as listed in the WVDOH
Specifications. Values listed are calculated by WVDOH in accordance with Section 12.12 of the
AASHTO LRFD Bridge Design Specifications, 8th Edition, 2017, and were compared to values
provided by the Plastic Pipe Institute (Drainage Handbook, Chapter 7, tables 7.17 and 7.18) and
other industry sources. See WVDOH Specifications and Standard Details for further information
on installation. “Crushed aggregate” is Class 1 or Class 3 in accordance with Table 704.6.2A,
compacted in accordance with 604.8.1 of the Specifications.
Minimum fill height is 24 inches for pipes up to 48-inch diameter, and 30 inches for 54-
inch and 60-inch pipes, measured from the top of rigid pavement and from the bottom of flexible
pavement.
MAXIMUM FILL HEIGHT

Polypropylene
Maximum Fill Heights for Different Backfill Materials (Feet)
Diameter (Inches) CLSM Crushed Aggregate
18 30 25
24 31 26
30 31 26
36 25 20
42 26 20
48 26 20
54 -- --
60 25 20
High Density Polyethylene
Maximum Fill Heights for Different Backfill Materials (Feet)
Diameter (Inches) CLSM Crushed Aggregate
18 29 24
24 25 19
30 25 19
36 23 18
42 21 16
48 22 17
54 20 15
60 22 17
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DD-502
METAL PIPE
The use of metal pipe under highways or within fills that support highways is limited
to low volume roads (ADT < 400) with less than 5 feet of cover. Round pipes up to 24-inch
diameter and pipe-arches up to 128 inches by 83 inches are allowed. Aluminum Structural
Plate Box Culverts may also be used. Minimum cover is 12 inches, measured to the top of
rigid pavement or to the bottom of flexible pavement.
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DESIGN DIRECTIVE
503
SELECTION OF PIPE MATERIALS
April 4, 2018
Supersedes March 10, 2003
Attached is the West Virginia Department of Transportation, Division of Highways, Design

Directive for the “Selection of Pipe Materials” to be used on all projects.
DD-503
SELECTION OF PIPE MATERIALS
This design directive is to provide guidance on the selection of appropriate pipe materials in terms of service
life, hydraulic efficiency, and structural capacity. The design process includes consideration of the factors shown in
Section 1 through Section 5 below. Life cycle cost and safety shall take priority over initial cost. Small Corrugated
metal pipe and pipe-arches may only be used for low volume roads with shallow cover heights. Galvanized structural
plate pipe or pipe-arches installed with concrete paved inverts may only be used with the approval of the Director of
the Engineering Division and the State Highway Engineer.
SECTION 1: ROADWAY CLASSIFICATION
The following table summarizes acceptable conduit materials based on the design classification, fill height,
and service life requirement of the roadway that the pipe is to be placed under. Design classification is site specific
rather than project specific and refers to the roadway that is directly over or supported by fill over the culvert.
WVDOH items numbers are listed in parenthesis.
Table 503-1
Allowable Pipe Materials
DESIGN CRITERIA ALLOWABLE CONDUIT MATERIALS

Highways with an  Cast in Place or Precast Reinforced Concrete Box (604070)
ADT  3000 or  Cast in Place (620003) or Precast Reinforced Concrete Arch (620001)
Height of cover  10 ft.  Reinforced Concrete Pipe (604037) and Elliptical Reinforced Concrete
75 year design life Pipe (604041)
 High Density Polyethylene Pipe (solid wall (604056), profile wall
(604050), or steel-reinforced (604051), installed in Type F trench
 Polyvinyl Chloride Pipe (profile wall), installed in type F trench (604052)
 Polypropylene Pipe (604045), installed in type F trench
Highways with an All of the above
ADT < 3000 and  High Density Polyethylene Pipe (solid wall (604056), profile wall
Height of Cover < 10 ft. (604050), or steel-reinforced (604051)
40 year design life  Polyvinyl Chloride Pipe (profile wall) (604052)
 Polypropylene Pipe (profile wall) (604045)
Highways with an All of the above
ADT <400 and  Aluminized Steel, Type 2 Corrugated Metal Pipe, up to 24” (604076)
Height of Cover < 5 ft.  Aluminized Steel, Type 2 Corrugated Metal Pipe-Arch up to 128” x 83”
20 year design life (604077)
 Aluminum Structural Plate Box Culvert (604074)
Unless otherwise specified, all pipes shall be installed in accordance with Standard Specification 604.
SECTION 2: HYDRAULICS
Hydraulic design of culverts is addressed in the WVDOH Drainage Manual.
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DD-503
SECTION 3: STRUCTURE
Refer to DD-502 for maximum cover and minimum cover for all pipes. The maximum values in DD-502
are conservative. The designer may exceed the limits set in DD-502 if the pipe is designed in accordance with
AASHTO LRFD Section 12, BURIED STRUCTURES AND TUNNEL LINERS.
SECTION 4: CORROSION
Plastic pipe materials are acceptable in most environmental conditions without soil and water testing.
Concrete pipe will require soil and water testing for resistivity and sulfate concentration. A resistivity of less
than 1,000 ohm-cm is an indication of the presence of chlorides. Sulfate content data are required for the use of
concrete pipe.
Sulfate concentration is also a durability concern for concrete. Type II cement is designed to resist sulfate
attack. Therefore, Type II cement shall be used for precast concrete pipe. Reducing the water/cement ratio reduces
permeability and is the single most important factor in increasing concrete resistance to sulfate attack. Increasing
the cement content also improves sulfate resistance. Precast concrete pipe and box culverts are typically produced
using 658 pounds (7 bags) of cement per cubic yard of concrete with a water cement ratio of 0.44 or less. Only a
minor adjustment in the water cement ratio is required to meet the severe Sulfate condition. For very severe
conditions the water cement ratio shall be reduced to 0.35. The following table illustrates the actions required for a
given sulfate concentration. Cement content and water/cement ratio shall be included in the plans when severe and
very severe sulfate conditions are encountered.
Table 503-2
Sulfate Concentration For
Reinforced Concrete Pipe
Conditions Requirements
Relative Degree % Water-Soluble PPM Sulfate in Cement Content Maximum Water/
of Sulfate Attack Sulfate in Soil Samples Water Samples (bags/cy) (lbs/cy) Cement Ratio
Negligible 0.00 - <0.10 0 – <150 5 470 0.53
Positive 0.10 - <0.20 150 - <1,500 5 470 0.53
Severe 0.20 - 2.00 1,500 - 10,000 5.5 517 0.4
Very Severe >2.00 >10,000 7 658 0.35
Metal pipes and structures are allowed as stated in Table 503-1. The pH of the water and soil must be between 5 and
9.
SECTION 5: ABRASION
The designer shall assess the abrasion potential for proposed culvert installations. Consider the slope of the
stream and the size of the stream bed material. Determine the size of the streambed material in accordance with DD-
409. Calculate the velocity of the flow in the channel upstream of the proposed culvert and in the proposed culvert
to determine if the abrasive material in the streambed could be transported at a sufficient velocity to cause damage to
the invert of the conduit. A 2-year storm (Q2) shall be used to determine the velocity for abrasion potential. When
flow velocities are greater than 25 feet per second, 6000 psi concrete and abrasion resistant aggregate are required.
There is a potential for higher than normal abrasion during construction due to runoff from disturbed areas
that have not yet been vegetated or paved. For new construction projects, sediment traps shall be placed upstream of
culverts to prevent large sediment from entering the culvert.
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DD-503
ABRASION Continued
Three sided structures do not require invert protection, however, the potential for scour at the footings shall
be addressed and documented. It may be less expensive to provide a concrete slab below the streambed between the
footings instead of extending the footings to rock.
The following chart is to be used to select the appropriate invert protection for culverts. Use the velocity of
the 2-year storm flow in the pipe or in the channel upstream of the pipe, whichever is greater.
Table 503-3
Invert Protection Chart
For Abrasive Flows
CULVERT 2-Year ( Q2 ) Storm Design Velocity

MATERIAL 0 to 5 5 to 10 10 to 25 Greater than 25
ft/sec ft/sec ft/sec ft/sec
Concrete Paved Concrete Paved
Aluminized Steel Type 2 None None invert invert
Aluminum Alloy None None Add one gage Add two gages
Plastic (PVC or HDPE or PP) None None None None
Aggregate with LA 6000 psi concrete

Reinforced Concrete Pipe None None Abrasion loss of less Aggregate with
than 30% LA Abrasion loss
of less than 30%
SECTION 6: ALTERNATE MATERIALS
When using this directive, more than one material may be found to satisfy the project requirements. The designer
should include economical designs that meet the requirements stated above. Allowable alternates should be listed in
the pipe quantity table included in the plans.
Page 4 of 4

DESIGN DISCHARGE DETERMINATION
July 10, 2020
Supersedes May 12, 2010
The calculation of design discharges shall be in accordance with the West Virginia Division of
Highways Drainage Manual, latest edition, and any addenda.
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DITCH LININGS
July 10, 2020
Supersedes June 13, 1996
Designer shall use the sheer stress analysis method to design ditch linings. The sheer stress
analysis method is found in the West Virginia Division of Highways Drainage Manual (Latest
Edition) with approved Addendums. This method shall be used for selection of ditch linings for
new and rebuilt ditches designed for the West Virginia Division of Highways. Any exceptions
shall be approved by the Deputy State Highway Engineer - Development.
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Design Directive 506

POST-CONSTRUCTION STORM WATER MANAGEMENT
March 10, 2020
Supersedes February 19, 2016
10. INTRODUCTION
This Directive is for Post-construction Storm Water Management (PCSWM) on new

highways and improvement or renovation of existing highway systems and shall be used
on all applicable projects. The West Virginia Department of Environmental Protection
(DEP) has regulations and issues National Pollutant Discharge Elimination System
(NPDES or Clean Water Act Section 402) Permits to address this issue. Much of the
language contained herein comes directly from those regulations
This directive applies to all increases in impervious area greater than 5,000 square feet
within the West Virginia Division of Highways (DOH) Municipal Separate Storm Sewer
System (MS4) areas. MS4 areas are defined as urbanized areas by the US Census and the
USEPA or the current MS4 area mandated by the USEPA. The following link shows the
MS4 boundaries https://gis.transportation.wv.gov/ms4/.
The DOH does not have the legal authority to regulate PCSWM beyond State Right-of-
Way. A sub-government or political subdivision cannot regulate a higher level/division
of government. Therefore, as a state agency, the DOH is not subject to city or county
storm water regulations. The DOH or its agent will coordinate new project development
and substantial improvement projects with local authorities; and may provide an
opportunity for public comment, when appropriate, through a mechanism such as the
National Environmental Policy Act (NEPA). The DOH will make a good faith effort to
address or incorporate comments submitted by an adjacent MS4.
State regulations prohibit encroachment onto DOH right-of-way without authorization

from the DOH. Since the regulatory agencies have made it clear that the owner of the
discharge outlet will be held responsible for any and all pollutants discharged at that
point, the DOH will prohibit all connections to the DOH storm water systems within
Urbanized Areas as defined in Section 20, unless the discharger can ensure that only non-
polluted storm water will enter the system. Any such connection to any Division of
Highways’ drainage system shall be by permit only.
20. GUIDANCE
The drainage system for the project shall be designed in accordance with the current
DOH Drainage Manual. In addition, pollution prevention and discharge reduction
methods are mandatory within MS4 boundaries.
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DD-506
MS4 boundaries can be found at this link https://gis.transportation.wv.gov/ms4/. The

boundaries to be used are the “Urbanized Area” boundaries. Note: there are boundaries
shown on other WVDOT Urban maps as “Urbanized Cluster”; these areas SHALL NOT
be used for MS4 determination. The designer is to exercise caution when identifying
“Urbanized Area” boundaries.
Site design standards for all new development and redevelopment will require, in
combination or alone, management measures that retain and manage on-site the first one
inch of rainfall from a 24-hour storm preceded by 48 hours of no measurable
precipitation for the increased impervious surface area. For design purposes, the West
Virginia Division of Highways has determined that it is nearly impossible to manage the
first inch of rainfall from all storm events; therefore, the first inch of rainfall management
shall be designed for the 90th percentile rainfall event.
Note: Redevelopment is defined as construction requiring land disturbance that alters the
footprint of an existing developed site, such as lane/roadway widening, two-way turn
lanes, left turn lanes, intersection improvements that add turning lanes, sidewalks, etc.
Runoff volume reduction can be achieved by canopy interception, soil amendments,

evaporation, rainfall harvesting, engineered infiltration, extended filtration and/or
evapotranspiration and any combination of these practices.
This first one inch of rainfall from the 90th percentile rainfall event must be 100%
managed with no discharge to surface waters. n Various alternative approaches are
described below:
1. Storm Water Treatment
1. Storm water is treated before release to surface waters via extended or

engineered infiltration. Extended filtration practices that are designed to
capture and manage up to one inch of rainfall may discharge through an
underdrain system.
2. The permittee develops and implements a program to collect payment in-
lieu of on-site retention, provided such funds are used for Storm water
projects only.
3. The permittee develops and implements an off-site mitigation program.
4. The permittee develops and obtains approval of an alternative method of
managing the first 1" of rainfall. The method must be equally protective of
water quality as the methods detailed in the permit.
2. Run-off volume reduction can be achieved by:
1. Canopy interception,
2. Soil amendments,
3. Evaporation,
4. Evapotranspiration,
5. Rainfall harvesting such as rain tanks and cisterns,
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DD-506
6. Grass channels and swales,

7. Reforestation,
8. Rooftop disconnections, such as gutter drains,
9. Permeable pavers/pavement,
10. Porous concrete,
11. Engineered infiltration including extended infiltration via bioretention
cells,
12. Release to groundwater may require an Underground Injection Control
(UIC) Permit and permittees are required to list projects using this practice
in the annual report, or
13. Any combination of these methods.
3. Storm Water Management
In instances where alternatives to complete on-site retention of the first inch of rainfall
are necessary, technical justification as to the infeasibility of on-site retention is required.
Such technical justification must be documented, transmitted to the District
Environmental Coordinator, and archived with the project files.
Pollution prevention and discharge reduction shall apply to increases in impervious

surfaces and redevelopment. Conversion of previously impervious areas to pervious
areas shall reduce the increased impervious areas total. When there are projects in
urbanized areas that are not required to provide additional pollution prevention and
rainfall reduction beyond normal DOH practices, it is advisable to implement additional
pollution prevention and discharge reduction methods on projects in order to offset
impacts for other projects where it may not be possible to achieve the minimum pollution
prevention and rainfall reduction requirements.
Exclusions to the discharge reduction requirement for the first one-inch of rainfall from
the 90th percentile rainfall event preceded by 48-hours of no measurable precipitation are:
1. Milling,
2. Resurfacing of existing roadways
3. Increases in impervious surfaces area less than 5000 square feet
4. Structures bridging waterways, roadways, railways, or impervious surfaces if,
the finished structure includes measures that prevent erosion from any and all
storm water discharges from the structure.
Water quality impacts shall be considered from the beginning stages of a project. New
development and redevelopment provide more opportunities for water quality protection.
Post-construction discharge shall not exceed predevelopment discharge. The design of
the project shall minimize water quality impacts. A few very basic example calculations
for simple situations are given at the end of this Directive.
Project development shall give great consideration to protecting sensitive areas such as
wetlands and riparian areas, maintaining or increasing open space, providing buffers
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along sensitive water bodies, minimizing impervious surfaces, and minimizing

disturbance of soils and vegetation.
Post-construction storm water Best Management Practices (BMP) structures include:

storage practices such as ponds, sumps, underdrains, and extended-detention structures;
filtration/infiltration practices such as grassed swales, stream restoration, and bio-
retention structures.
Storm water technologies are constantly being improved, and the evaluation and
implementation of new technologies shall be considered. It is mandatory that all
permanent BMPs are accessible and maintainable by DOH Maintenance Forces. This
may require building access roads to remote features, installing fences with locked gates
around such items, or the use of moveable vehicle barriers, etc. Access to these storm
water management features must be considered early in the design process, so additional
right-of-way, if needed, is acquired as part of the project.
Utilization of practices for pollution prevention and discharge reduction may include dry
swales, bio-retention, rain tanks and cisterns (outside of the travelled surfaces), soil
amendments, rooftop disconnections, permeable pavement (parking lots and sidewalks
only), porous concrete (parking lots and sidewalks only), permeable pavers (parking lots
and sidewalks only), reforestation, grass channels, and other practices that alone or
combined will capture the first one inch of rainfall runoff volume. Extended filtration
practices that are designed to capture and retain up to one inch of rainfall may discharge
volume in excess of the first inch through an underdrain system. An UIC permit may be
required under certain criteria. UIC requirements may be found on the DEP web site:
https://dep.wv.gov/WWE/Programs/gw/Pages/gwhome.aspx .
The designer shall insert the Special Provision 107.21.4 Increasing Impervious Areas and
MS4 Requirements into the project’s PS&E package. This special provision can be
obtained from Contract Administration Division.
4. Mitigation
4.1 Off-site Mitigation
Reduction of post-construction storm water runoff within the same watershed (prior to or
at the same time that the construction impacts occur) shall receive 100% credit towards
the management of the first one inch of rainfall from the 90th percentile rainfall event
preceded by 48 hours of no measurable precipitation. A ratio of 1 on-site for 1.5 off-site
shall apply to mitigation outside the project’s 8-digit Hydrologic Unit Code (HUC 8)
watershed area.
For example, if the designer can achieve all but 1,000 c.f. of mitigation on-site then 1,500
c.f. of off-site mitigation would be required as compensation.
4.2 Payment In-lieu of Physical Mitigation
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The DOH project may also fund a storm water improvement project for the local MS4
agency. The in-lieu fee method is another method of mitigation wherein the DOH pays
another MS4 agency to perform the actual physical mitigation. In order to utilize the in-
lieu fee method to offset unmanaged pollution prevention and discharge reduction, the
local MS4 agency must be willing to accept the funds and apply the funds to pollution
prevention and discharge reduction within the agency’s MS4 area.
An in-lieu fee matrix shall be developed for each project in an MS4 area. The fee matrix
is based on the percentage of rainfall not managed, the proportional cost of all items of
constructed rainfall management, and/or the volume of discharge. For example, if the
designer has managed 0.75 inches of rainfall discharge at an estimated cost of $75,000.
The designer may assume that if the full one-inch of rainfall discharge management
would cost $100,000. This would equate to $25,000 in unmanaged discharge. The
accepted mitigation multiplier of 2 is applied to offset the temporal loss of the storm
water management. The in-lieu fee would be $25,000 multiplied by 2 or $50,000.
Note: The DEP regulations also apply to design-build contracts; therefore, design-build
contractors shall be responsible for meeting the MS4 requirements in this Design
Directive. The Design-build Contractor shall be responsible for the cost of mitigation for
failure to manage on-site the first one inch of rainfall from a 24-hour storm preceded by
48 hours of no measurable precipitation for the increased impervious surface area.
30. Best Management Practices
For more information concerning storm water pollution prevention Best Management
Practices the National Menu of Storm water BMPs: Post-Construction Storm water
Management in New Development and Redevelopment is available through the EPA at:
http://water.epa.gov/polwaste/npdes/swbmp/PostConstruction-Stormwater-Management-
in-New-Development-and-Redevelopment.cfm
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Topics on this website include:
Structural BMPs Nonstructural BMPs
Ponds Experimental practices

Dry extended detention ponds Alum injection
Wet ponds
On-lot Treatment
Infiltration practices
Infiltration basin Better site design
Infiltration trench Buffer zones
Open space design
Urban forestry
Filtration practices
Conservation easements
Bioretention
Sand and organic filters Infrastructure planning
Narrower residential streets
Vegetative practices Eliminating curbs and gutters
Storm water wetland Green parking
Grassed swales Alternative turnarounds
Grassed filter strip Alternative pavers
BMP inspection and maintenance
Runoff pretreatment practices
Catch basins/Catch basin insert
In-line storage
Manufactured products for storm water inlets
Note: It is normal that multiple methods of mitigation may be needed on a single project.
40. References
Underground Injection Control (UIC)

https://dep.wv.gov/WWE/Programs/gw/Pages/gwhome.aspx
Municipal Separate Storm Sewer System (MS4)

https://dep.wv.gov/WWE/Programs/stormwater/MS4/permits/Pages/default.aspx
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Construction Storm Water (National Pollutant Discharge Elimination System or NPDES)

https://dep.wv.gov/WWE/Programs/stormwater/csw/Pages/home.aspx
Best Management Practices

http://water.epa.gov/polwaste/npdes/swbmp/PostConstruction-Stormwater-Management-in-New-
Development-and-Redevelopment.cfm
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Sample Calculations
Example
1 mile of 24' wide roadway with 4-foot stone shoulders
Width 1" Precip. %

Length (ft) (ft) (ft) impervious ft 3
roadway 5280 24 0.083333333 100% = 10560
shoulder 5280 8 0.083333333 90% = 3168
Total new
13728 impervious volume
to be managed
4" underdrain along one side of the road
Diam.
Cross-
sectional
Area of
Length (ft) Pipe (ft2) ft 3
5280 0.087 = 461 volume managed
Note: The DOH may be able to claim more management

credit depending on the material
used in the trench fill. This example uses the nominal
diameter to calculate the cross-sectional area. However,
it is also acceptable to use industry standard tables to
look-up the actual cross-sectional area or the actual
diameter to calculate the actual area.
2 ponds that are 40' long x 40' wide x 4' deep

Width
Length (ft) (ft) Depth (ft) ft 3
40 40 4 = 6400
40 40 4 = 6400
discharge
12800 managed
Grass Swale 1000 feet long x 4 feet wide x 6" deep

(less than 4% slope)
Width %
Length (ft) (ft) Depth (ft) infiltration ft 3
discharge
1000 4 0.5 70% = 1400 managed
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In-lieu Fee Calculation Matrix

A B C D E F
Increased % of 1st Estimated Estimated Fee for Temporal In-
Impervious inch of cost for the cost for remainder Loss Lieu
Area (Ft2) rainfall management 100% not Penalty Fee
managed achieved in Management managed
Column B
A B C C/(B/100) (100- 2 E*2
B)/100*D
*If there is not a reasonable means to determine a cost estimate to manage the first inch of rainfall,
the alternative in-lieu fee will be $20,000 for the projects first mile or portion of a mile, plus an
additional $20,000 for every mile or portion of a mile thereafter. Example: the in-lieu fee for a
2.4mile long project would be $60,000.
** Column A is for record keeping

purposes only
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GEOMETRIC DESIGN CRITERIA FOR RURAL HIGHWAYS
June 17, 2020
FUNCTIONAL CLASSIFICATION OF HIGHWAYS
The AASHTO functional classification system is to be used as the highway type for
design purposes. This system consists of arterials, collectors, and local roads. Upon determining
the functional classification of the highway, the criteria as established in this directive which has
been derived from the 2018 AASHTO publication “A Policy on Geometric Design of Highways
and Streets” and the 2016 AASHTO publication “A Policy on Design Standards – Interstate
System” as applicable is to be used in all design unless otherwise directed. As required, the
AASHTO publication, “Guidelines for Geometric Design of Very Low–Volume Local Roads
(ADT< 400) 2001”, shall be referenced. The Designer should refer to the above referenced
AASHTO publications for other geometric design criteria not established in this directive.
DEFINITIONS
Tables
Unless otherwise noted, all referenced tables are from the 2018 AASHTO Publication, “A
Policy on Geometric Design of Highways and Streets” using the U.S. Customary portion thereof
with all applicable footnotes.
Traveled Way
The portion of the roadway for the movement of vehicles, exclusive of shoulders and
auxiliary lanes.
Roadway
The portion of a highway, including shoulders, for vehicular use. A divided highway has
two or more roadways.
Graded Shoulder
The width of shoulder from the edge of the traveled way to the intersection of the shoulder
slope and foreslope.
Usable Shoulder
The width of shoulder that can be used when a driver parks or makes an emergency stop. If
the sideslope is 4:1 or flatter, the usable shoulder width is the same as the graded shoulder width.
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If the sideslope is steeper than 4:1 and a roadside barrier is not present, the limit of the usable
shoulder is the beginning of the rounding of the shoulder and foreslope. If a roadside barrier is
present, the usable shoulder is limited to two feet from the face of the barrier.
National Highway System (NHS)

The National Highway System (NHS) includes the Interstate Highway System as well as
other roads important to the nation’s economy, defense, and mobility. The NHS was developed
by the Department of Transportation (DOT) in cooperation with the states, local officials, and
metropolitan planning organizations (MPOs). For verification of a N.H.S. roadway designation,
contact Intermodal and Special Project Section of the Program Planning and Administration
Division.
Very Low-Volume Local Road

A road that is functionally classified as a local road and has a design average daily traffic
volume of 400 vehicles per day or less. Collectors with volumes of 400 vehicles per day or less
and that serve primarily local or repeat drivers may also use very low-volume design criteria.
Access Roads
A road that is designed to restore service to ten (10) or fewer parcels where access was
affected by the design of a project. The roadway section will be replaced in-kind or in
accordance with the typical section for Access Roads shown in Figure 1 of this DD, whichever is
greater.
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3.8’
3’ 2’ 12’
0.02 Paved 2’
or
Guardrail
0.04 Stone
as Required
or
3:1
tter
Fla
SERVICE 1 TO 3 PARCELS
3.8’
4.5’ 2’ 8’ 8’
0.02 Paved 0.02 Paved 2’

or or
0.04 Stone 0.04 Stone Guardrail
as Required
or
3:1
tter
Fla
SERVICE 4 TO 10 PARCELS
ACCESS ROADS
Fig. 1
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RURAL ARTERIALS
The highest classification of highways is the arterial. Arterials are expected to provide a
high degree of mobility for the longer trip length. They should have a high operating speed and
level of service. Since access to abutting property is not their function, access control to enhance
mobility is desired. Arterials may be two-lane or multilane, divided or undivided.
A special class of arterial is the freeway. Freeways require full access control. The
Interstate System is an example of a freeway. The Appalachian Development Highway (APD)
System is not a freeway as it allows at-grade intersections.
Criteria is therefore established for three different sections for arterials: (1) Freeway; (2)
Other Divided Arterials; and (3) Two-Lane Arterials.
1. FREEWAY CRITERIA
DESIGN SPEED (MPH)

CRITERIA 50 55 60 65 70 75 80
Min. Radius (feet) 758 960 1200 1483 1815 2206 2670
Min. Stopping Sight Distance (ft)
for Arterials & Two Lane Highways 425 495 570 645 730 820 910
Maximum Grade (Percent)Type Terrain*
Level 4 4 3 3 3 3 3
Rolling 5 5 4 4 4 4 4
Mountainous 6 6 6 5 5 - -
*Grades 1 percent steeper than the value shown may be used for extreme cases in urban areas
where development precludes the use of flatter grades and for one-way downgrades except in
mountainous terrain.
See Tables 3-7, 7-1, and 8-1
Number of Lanes
The number of lanes should be sufficient to accommodate the selected DHV of an

acceptable level of service, determined on the basis of service volumes for applicable conditions.
Four will be the minimum number. The most recent approved and adopted edition of the
“Highway Capacity Manual” and level of service will help determine the number of lanes. See
Tables 2-2 and 2-3 of the 2018 AASHTO A Policy on Geometric Design of Highways and
Streets for levels of service.
Lane Width
Lane width shall be 12 feet.

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RURAL ARTERIALS (Continued)
1. FREEWAY CRITERIA (Continued)
Paved Shoulder Width
Useable shoulders to the right of traffic will be 10 feet minimum. Twelve feet should be
considered if truck traffic exceeds 250 DDHV. The minimum may be reduced to 8 feet in
mountainous terrain.
Useable shoulders to the left of traffic and along auxiliary lanes will be 4 feet minimum.
For six or more lanes, 10 feet should be provided and if truck traffic exceeds 250 DDHV, 12 feet
should be considered.
Paving of the useable shoulder with concrete or asphalt is required.
Clear Width of Bridge
The clear width on a bridge will be the same as the clear roadway width of approach. This
may be reduced for bridges longer than 200 feet in length which will be analyzed individually.
The offset from the edge of pavement to the barrier face both left and right of traffic will be 4
feet minimum.
Existing bridges may remain in place as long as the bridge cross section consists of 12-foot
lanes, a 10-foot shoulder on the right and a 3.5-foot shoulder on the left. For bridges longer than
200 feet, the offset to the face of parapet or bridge railing shall be a minimum of 3.5 feet from
the edge of the nearest traveled lane. Bridge railing shall meet or be upgraded to current
standards.
Horizontal Clearance to Obstructions
The width of the clear recovery area will be as per the most recent approved and adopted
edition of the AASHTO Roadside Design Guide.
Bridge Design Loading

Bridge Design Loading will be HL 93 using LRFD Bridge Design Specifications.
Minimum Vertical Clearance

Clear height of structures shall not be less than 16 feet over the entire roadway and usable
shoulder width. There shall be an additional 6 inch allowance for future resurfacing on new
structures. The vertical clearance to pedestrian overpasses and sign trusses shall be minimum 17
feet. The vertical clearance from the bridge deck to cross bracing on through trusses shall also be
minimum 17 feet.
Typical Section
A sample typical section is shown in Figure 2 of this DD.
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Variable 14.3’W./G.R.
Var. Depressed Median
Var.15’Min 12’ 6’ 6’ 12’W.O/G.R.
24’* 36’ Min. 24’*
10’ Paved 10’ Paved
4’ 12’ 12’ 12’ 12’ Shoulder 4’ **
Shoulder 4’ 4’
Rndg Rndg
4’ Paved Rndg Rndg 4’ Paved Guardrail
Shoulder Shoulder
0.02 0.04 0.04 0.02 0.04 as Required
0.04
6:1
6:1 4.5’
or Flatter Rndg
NORMAL SECTION
10’ Paved
Var. Shoulder Depressed Median 12’W.O/G.R.
Var.15’Min 12’ 6’ 6’
24’* 36’ Min. 24’*
10’ Paved
4’ 5’ 12’ 12’ Shoulder 4’
12’ 4’ 4’ 12’ **
Rndg 3’ Rndg
Rndg 4’ Paved Rndg Rndg 4’ Paved
0.08 Max. Shoulder Shoulder Guardrail
6:1 0.04 0.03 Breakover 0.08 Max. as Required
Maximum Slope to Conform 0.06 Breakover
to Pavement 6:1 Maximum Slope to Conform
0.04 Min. to Pavement 4.5’
or Flatter
1% Min. Slope 0.04 Min. Rndg
1% Min. Slope
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SUPERELEVATED SECTION
14.3’W./G.R.
Variable
10’ Paved
Var. Depressed Median Shoulder
Var.15’Min 12’ 6’ 6’ 12’W.O/G.R.
24’* 36’ Min. 24’* **
10’ Paved
4’ 5’ 4’
Shoulder 12’ 12’ 4’ 4’ 12’ 12’ Guardrail
Rndg 3’ Rndg
4’ Paved Rndg Rndg 4’ Paved Rndg as Required
Shoulder Shoulder 0.08 Max.
0.08 Max. 0.03 Breakover 0.04
0.06 Breakover Slope to Conform Maximum 4.5’
Slope to Conform Maximum 6:1 to Pavement Rndg
6:1
to Pavement or Flatter 0.04 Min. 1% Min. Slope
0.04 Min. 1% Min. Slope
* This is the min. width for freeway. Additional lanes (12’) may be specified if warranted.
** Guardrail to be located such that the back of the guardrail post is 1 foot from the shoulder P. I.
FREEWAY
Fig. 2
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DD-601
2. DIVIDED ARTERIAL CRITERIA
DESIGN SPEED (MPH)

CRITERIA
Max. Grade (Percent) 30 35 40 45 50 55 60
Type Terrain
Level 8 7 7 6 6 5 5
Rolling 9 8 8 7 7 6 6
Mountainous 11 10 10 9 9 8 8
Table 7-4 Maximum Grades for Urban Arterials
DESIGN SPEED (MPH)

CRITERIA
Max. Grade (Percent) 40 45 50 55 60 65 70 75 80
Type Terrain
Level 5 5 4 4 3 3 3 3 3
Rolling 6 6 5 5 4 4 4 4 4
Mountainous 8 7 7 6 6 5 5 5 5
Table 7-2 Maximum Grades for Rural Arterials
Access Control
At-grade intersections with public roads are permitted. Direct access to abutting property
will be permitted when: (1) Total intersections do not generally exceed two per side of the road
per mile; and (2) sufficient additional corner right of way at each intersection at-grade is acquired
to ensure that access connections on the crossroad or driveway are sufficiently removed to
minimize interference with the arterial.
Number of Lanes
The number of lanes should be sufficient to accommodate the selected DHV of an

acceptable level of service, determined on the basis of service volumes for applicable conditions.
Four will be the minimum number. See Tables 2-2 and 2-3 of the 2018 AASHTO Design of
Highway and Streets for levels of service.
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2. DIVIDED ARTERIAL CRITERIA (Continued)
Lane Width
Lane width shall be 12 feet.
Usable Shoulder Width
Usable shoulders to the right of traffic will be 8 feet minimum. Usable shoulders to the left
of traffic will be 4 feet minimum. For six or more lanes, full width shoulders of 8 feet should be
provided. Paving of the usable shoulder is preferred.
may be reduced for bridges longer than 200 feet in length, which will be analyzed individually.
feet minimum.
The horizontal clearance to obstructions will be as per the most recent approved and
adopted edition of the AASHTO Roadside Design Guide.
Bridge Design Loading will be HL 93 using AASHTO LRFD Bridge Design

Specifications.
minimum 17 feet.
Typical Section
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**
Var. Depressed Median **
Var.15’Min 10’ Min. 3’ min. 3’ min. 10’W.O/G.R.
24’* 36’ Min. 24’*
8’ 8’
4’ 12’ 12’ 12’ 12’ 4’ ***
2’ 2’
Rndg Rndg
Rndg Rndg Guardrail
0.02 0.04 0.04 0.02 0.04 as Required
0.04
6:1
6:1 4.5’
or Flatter Rndg
NORMAL SECTION
**
**
Var. Depressed Median 10’W.O/G.R.
Var.15’Min 10’ Min. 3’ 3’
24’* 36’ Min. 24’*
8’ 8’
4’ 5’ 12’ 12’ 4’
12’ 2’ 2’ 12’ ***
Rndg 3’ Rndg
Rndg Rndg Rndg
0.08 Max. Guardrail
6:1 0.04 0.03 Breakover 0.08 Max. as Required
Maximum Slope to Conform 0.06 Breakover
to Pavement 6:1 Maximum Slope to Conform
0.04 Min. to Pavement 4.5’
1% Min. Slope or Flatter
0.04 Min. Rndg
1% Min. Slope
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**
12.3’W./G.R.
Variable **
Depressed Median 10’W.O/G.R.
Var.
Var.15’Min 10’ Min. 3’ 3’
24’* 36’ Min. 24’* 8’ ***
4’ 8’ 4’
12’ 12’ 2’ 2’ 12’ 12’ Guardrail
Rndg 3’ Rndg
Rndg Rndg Rndg as Required
0.08 Max.
0.08 Max. 0.03 Breakover 0.04
0.06 Breakover Slope to Conform Maximum 4.5’
Slope to Conform Maximum 6:1 to Pavement Rndg
6:1
to Pavement or Flatter 0.04 Min. 1% Min. Slope
0.04 Min. 1% Min. Slope
* This is the min. width for divided arterial. Additionial lanes (12’) may be specified if warranted.
** Dimensions are for usable shoulder width of 8’. If shoulder is wider than 8’,adjust accordingly.
*** Guardrail to be located such that the back of the guardrail post is 1’ from the shoulder P.I.
Fig. 3
DIVIDED ARTERIAL
DD-601
DD-601
3. TWO-LANE ARTERIAL CRITERIA
DESIGN SPEED (MPH)
CRITERIA 40 50 60 70
Min. Radius (feet) See Table 3-7 *

Min. Stopping Sight Distance (ft) See Table 7-1 *
Min. Passing Sight Distance (ft) See Table 7-1 *
Max. Grade (Percent) Type Terrain See Table 7-2 *

* 2018 AASHTO “A Policy on Geometric Design of Highways and Streets”
Minimum width of traveled way(ft)a

for specified design volume (veh/day)
Design Speed
Under 400 400-1500 1500-2000 Over 2000
(mph)
40 22 22 22 24
45 22 22 22 24
50 22 22 24 24
55 22 22 24 24
60 24 24 24 24
65 24 24 24 24
70 24 24 24 24
75 24 24 24 24
All speeds Width of usable shoulder (ft) b
4 6 6 8
a On roadways to be reconstructed, an existing 22-ft traveled way may be retained where
alignment is satisfactory and there is no crash pattern suggesting the need for widening.
b Preferably, usable shoulders on arterials should be paved; however, where volumes are
low or a narrow section is needed to reduce construction impacts, the paved shoulder
may be a minimum of 2 ft. provided that bicycle use is not intended to be
accommodated on the shoulder.
Table 7-3 Minimum Width Traveled Way and Usable Shoulder for Rural Arterials
may be reduced for bridges longer than 200 feet in length which will be analyzed individually.
feet minimum.
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3. TWO-LANE ARTERIAL CRITERIA (Continued)
The horizontal clearance to obstructions will be as per the most current and adopted edition
of the AASHTO Roadside Design Guide.
Bridge Design Loading will be HL 93 using AASHTO LRFD Bridge Design

Specifications.
minimum 17 feet.
Typical Section
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B+4.3'
6' Min B
A B+2
A 3.5’
3.5'
Rndg
Rndg
**
0.02 0.02 Guardrail
as Required
or 3.5'
4:1 er 0.06 Min.*
l a tt Rndg
F
NORMAL SECTION
6' Min B+4.3'

B
B+2
3.5’ A A 3.5’
Rndg Rndg
**
0.08 Max. Guardrail
as Required
or
4:1 er 0.04 Breakover
t t 0.06 Min.*
Fla Maximum 3.5'
1% Min. Slope Rndg
B+4.3'
6' Min. B
A B+2
A 3.5’
3.5’ Rndg **
Rndg Guardrail
as Required
0.08 Max.
0.04 Breakover 3.5'

or Maximum
4:1 er 0.06 Min. * Rndg
t t
Fla 1% Min. Slope
Notes
A= traveled way width
B = graded shoulder width
} See page 7 of text
* This is for stone shoulder. If paved, use 0.04.

** Guardrail to be located such that the back of the
guardrail post is 1' from the shoulder P.I.
TWO-LANE ARTERIAL
Fig. 4
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RURAL COLLECTORS
Collectors serve dual purposes as they feed the arterials as well as service abutting property.
Collector roads that serve primarily local or repeat drivers, with very low-volume (ADT ≤ 400)
may use the AASHTO publication, “Guidelines for Geometric Design of Very Low–Volume
Local Roads (ADT ≤ 400) 2001” (VLVLR) in lieu of Guidelines in the latest edition of the Green
Book. See below section titled VERY LOW-VOLUME LOCAL OR COLLECTOR ROADS (≤
400 ADT) for more information.
Minimum Design Speed

Minimum design speeds (MPH) as a function of traffic demand and terrain type are as
follows:
Design Speed (mph) for specified design volume (veh/day)
Type Terrain
0-400 400-2000 Over 2000
Level 40 50 60
Rolling 30 40 50
Mountainous 20 30 40
Table 6-1 Minimum Design Speeds for Rural Collectors
Minimum Radius
Minimum Radius is a function of design speed and maximum superelevation (e max=0.08).
See: AASHTO 2018 A Policy on Geometric Design of Highways and Streets Tables 3-8
through 3-10.
Sight Distance
Minimum sight distances (stopping and passing) and K values as a function of design speed
are as follows:
Stopping Passing (See Note)
Design Speed a a a
(MPH) K for K for K for
Feet Feet
Crest Sag Crest
15 80 3 10
20 115 7 17 400 57
25 155 12 26 450 72
30 200 19 37 500 89
35 250 29 49 550 108
40 305 44 64 600 129
45 360 61 79 700 175
50 425 84 96 800 229
55 495 114 115 900 289
60 570 151 136 1000 357
65 645 193 157 1100 432
a Rate of vertical curvature, K, is the length of curve per percent algebraic difference in the
intersecting grades; i.e., K=L/A.
Table 6-3 Design Controls for Stopping Sight Distance and for Crest and Sag Vertical Curves
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Table 6-4 Design Controls for Crest Vertical Curves Based on Passing Sight Distance
RURAL COLLECTORS (Continued)

Maximum Grades
Maximum grade (%) for specifications

Type Terrain Design Speed (MPH)
20 25 30 35 40 45 50 55 60
Level 7 7 7 7 7 7 6 6 5
Rolling 10 10 9 9 8 8 7 7 6
Mountainous 12 11 10 10 10 10 9 9 8
Note: Short lengths of grade in rural areas, such as grades less than 500 ft in length, one-way
downgrades, and grades on low-volume rural collectors may be up to 2 percent steeper
than the grades shown above.
Table 6-2 Maximum Grades for Rural Collectors
Number of Lanes
Two lanes are appropriate.
Width of Traveled Way and Graded Shoulder

The minimum widths (feet) of traveled way and graded shoulder as a function of design
speed and traffic demand are as follows:
Minimum width of traveled way (ft) for specific design volume (veh/day)a
Design speed (MPH) Under 400 400-1500 1500-2000 Over 2000
20 20 b 20 22 24
25 20 b 20 22 24
30 20b 20 22 24
35 20 b 22 22 24
40 20 b 22 22 24
45 20 22 22 24
50 20 22 22 24
55 22 22 24 24
60 22 22 24 24
65 22 22 24 24
All speeds Width of shoulder on each side of road (ft)
2.0 5.0c 6.0 8.0
a On roadways to be reconstructed, a 22 ft traveled way may be retained where the alignment is
satisfactory and there is no crash pattern suggesting the need for widening.
b An 18 ft minimum width may be used for roadways with design volumes under 250 veh/day.
c Shoulder width may be reduced for design speeds greater than 30 mph provided that a minimum
roadway width of 30 ft is maintained.
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DD-601
Table 6-5 Minimum Width of Traveled Way and Shoulders
RURAL COLLECTORS (Continued)
Design volume (veh/day) Minimum clear roadway Design loading structural

width for bridges a capacity
400 and under Traveled way + 2 ft HL-93
(each side)
400-1500 Traveled way + 3 ft HL-93
(each side)
(each side) b
Over 2000 Approach roadway HL-93
(width) b
a Where the approach roadway width (traveled way plus shoulders) is surfaced, that surface width
should be carried across the structures.

b For bridges in excess of 100 ft in length, the minimum width of traveled way plus 3 ft on each side
is acceptable.
Table 6-6 Minimum Roadway Widths and Design Loadings for New and Reconstructed Bridges
Horizontal Clearances to Obstructions
Design Speed ≤ 45 mph Clearance: 10 feet from edge of traveled way
Design Speed ≥ 50 mph Clearance: Refer to the most current adopted edition of
the AASHTO Roadside Design Guide
The minimum design loading for bridges on collector roads should be HL 93 LRFD. The
minimum roadway widths for new and reconstructed bridges should be as shown in Table 6-6.
Minimum vertical clearance should be 14’–6” over the entire roadway width. There shall
be an additional 6 inch allowance for future resurfacing on new structures.
Typical Section
15 of 24
DD-601
B+2.3'
6' Min B **
A A B 3.5’
3.5'
** Rndg
Rndg
***
0.02 0.02 Guardrail
as Required
or 3.5'
4:1 er 0.06 Min.*
l a tt Rndg
F
NORMAL SECTION
6' Min B+2.3'

B
**
3.5’ A A B 3.5’
Rndg ** Rndg
***
0.08 Max. Guardrail
as Required
or
t t 0.06 Min.*
Fla Maximum 3.5'
1% Min. Slope Rndg
B+2.3'
6' Min. B **
A A B 3.5’
3.5’ ** Rndg ***
Rndg Guardrail
as Required
0.08 Max.
0.04 Breakover 3.5'

or Maximum
4:1 er 0.06 Min. * Rndg
t t
Fla 1% Min. Slope
Notes
B = graded shoulder width } See page 10 of text

** It is desirable but not mandatory to add 2' to these dimensions when guardrail
is present. This dimension to be 4' min. when guardail is present.
*** Guardrail to be located such that the back of the

guardrail post is 1' from the shoulder P.I.
COLLECTOR ROADS
Fig. 5
16 OF 24
DD-601
LOCAL ROADS ( > 400 ADT)
Local roads have relative short trip lengths and their main function is property access. This
section pertains to local roads with an ADT > 400.
Design speed (mph) for specified design volume (veh/day)

Type of
Terrain 400-1500 1500-2000 2000 and over
Level 50 50 50
Rolling 40 40 40
Minimum Design Speeds for Local Rural Roads (> 400 ADT) – Adapted from Table 5-1
Minimum Radius
Minimum Radius is a function of design speed and maximum superelevation (emax=0.08)

(See AASHTO 2018 A Policy on Geometric Design of Highways and Streets Tables 3-8
through 3-10.)
Design stopping Rate of vertical curvature, Ka (ft/%)

Initial speed (mph) sight distance (ft) Crest Sag
15 80 3 10
20 115 7 17
25 155 12 26
30 200 19 37
35 250 29 49
40 305 44 64
45 360 61 79
50 425 84 96
55 495 114 115
60 570 151 136
65 645 493 157
intersecting grades (i.e., K=L/A).
Table 5-3 Design Controls for Stopping Sight Distance and for Crest and Sag Vertical Curves
17 of 24
DD-601
LOCAL ROADS (>400 ADT) (Continued)

Design passing sight Rate of vertical curvature,
Design speed (mph) distance (ft) (See Note) Ka (ft/%) (See Note)
20 400 57
25 450 72
30 500 89
35 550 108
40 600 129
45 700 175
50 800 229
55 900 289
60 1000 357
intersecting grades (i.e., K=L/A).
Table 5-4 Design Controls for Crest Vertical Curves Based on Passing Sight Distance
Note – See NCHRP Report 605 for rationale behind new Passing Sight Distance Criteria
Maximum Grade – is a function of design speed and terrain
Maximum grade (%) for specified design speed (mph)
Type of terrain 15 20 25 30 40 45 50 55 60
Level 9 8 7 7 7 7 6 6 5
Rolling 12 11 11 10 10 9 8 7 6
Mountainous 17 16 15 14 13 12 10 10 -
Table 5-2 Maximum Grades for Local Rural Roads
Minimum width of traveled way (ft) for specific design volume (veh/day)
Design speed (mph) 400-1500 1500-2000 Over 2000
15 20 a 20 22
20 20 a 22 24b
25 20a 22 24b
30 20 a 22 24b
40 20a 22 24b
45 22 22 24b
50 22 22 24b
55 22 24b 24b
60 22 24b 24b
65 22 24b 24b
All speeds Width of shoulder on each side of road (ft)
5 a, c 6 8
a For roads in mountainous terrain with design volume of 400 to 600 veh/day, use 18ft traveled way
width and 2ft shoulder width.
b Where the width of the traveled way is shown as 24ft, the width may remain at 22ft on
reconstructed highways where there is no crash pattern suggesting the need for widening.
c May be adjusted to achieve a minimum roadway width of 30ft for design speeds greater than 40
mph.
Adapted from Table 5-5 Minimum Width of Traveled Way and Shoulders
18 of 24
DD-601
LOCAL ROADS (>400 ADT) (Continued)

Minimum clear roadway Design loading structural
Design volume (veh/day) width for bridges a capacity
(each side)
Over 2000 Approach roadway HL-93
(width) b
a Where the approach roadway width (traveled way plus shoulders) is surfaced, that surface width
should be carried across the structures.

b For bridges in excess of 100 ft in length, the minimum width of traveled way plus 3 ft on each side
is acceptable.
Adapted from Table 5-6 Minimum Clear Roadway Widths and Design Loadings for New and
Reconstructed Bridges
Clearance shall be 7 feet to 10 feet minimum.
Minimum vertical clearance should be 14 feet over the entire roadway. There shall be an
additional 6 inch allowance for future resurfacing on new structures.
Typical Section
A sample typical section for local roads is shown in Figure 6 of this DD.
19 of 24
DD-601
VERY LOW-VOLUME LOCAL OR COLLECTOR ROADS ( ≤ 400 ADT)
Very low-volume local or collector roads have relatively short trip lengths and their main
function is property access. This section pertains to very low-volume local or collector roads.
Very low-volume roads shall be defined as a road classified as a local road or collector road with
an ADT ≤ 400.
Design guidelines for very low-volume local or collector roads are the incorporation of
substantial design flexibility based on the exercise of judgment by qualified engineering
professionals who are familiar with site conditions and local experiences.
The design criteria and guidance in the AASHTO publication, “Guidelines for Geometric
Design of Very Low–Volume Local Roads (ADT ≤ 400) 2001” (VLVLR) will be used as
minimum criteria for very low-volume local or collector roads. The guidelines in this DD are
intended for application in the design of suitable very low-volume roads including applications in
both improvements and new construction of existing roads; and new construction of new roads,
including both rural and urban areas.
Minimum vertical clearance should be 14 feet over the entire roadway width. There shall
be an additional 6 inch allowance for future resurfacing on new structures.
Existing Very Low-Volume Roads
Rehabilitation and Reconstruction
These projects may include reconstruction, resurfacing, rehabilitation, restoration,

relocation, bridge replacement and other improvements. The criteria for “improvements of
existing roads” and “existing bridges” from the VLVLR shall be used on these projects
The design speed to be used for improvement and new construction of existing very low-
volume roads will be the existing posted speed limit.
Safety
For replacement of an existing bridge only on a very low-volume road the

previous accident history of that segment of roadway shall be examined. An
analysis of several years of accident data is to be made by the designer. If no
accident data is available, the segment of roadway is to be visually inspected for
signs of crashes, such as scarred trees; damage to guardrail, bridge parapet ends,
or other roadside features; recent skid marks; etc. Also, the District Maintenance
Engineer should be consulted to determine if there have been any past repair
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DD-601
VERY LOW-VOLUME LOCAL OR COLLECTOR ROADS (≤ 400 ADT) (Continued)
issues with roadside features due to crashes in that segment. Severity of crashes
will be considered in this analysis also. If any of these analyses reveal the segment
has ongoing safety problems, or for any bridge of less than 12’ clear width, then
approval from the Deputy State Highway Engineer/Development is required for a
bridge width less than that given in the Desirable Minimum Clear Width of
Bridge table below.
These issues must be a part of the Location and Design (L & D) Approval request (See Design
Directive 206, Guidance for Location and Design Approvals for more guidance concerning L &
D Approval).
New Construction of New Roads
These projects include new construction where no road existed before, or when the
character of the traffic has changed. The criteria for “new construction” from the VLVLR shall
be used on these projects. Bridge width shall be less than 16’ or greater than 18’.
Typical Section (New Construction of New Roads)
A sample typical section for new construction of new roads is shown in Figure 6 of this
DD. A 2 foot preferred minimum shoulder (Dimension “B” in Figure 6) should be utilized for
new construction of new roads that are very low-volume roads.
Design Speeds (mph)
Type Specified Design Volume (veh/day)

of
Terrain Under 50 50-250 250-400
Level 30 30 40
Rolling 20 30 30
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DD-601
VERY LOW-VOLUME LOCAL OR COLLECTOR ROADS (≤ 400 ADT) (Continued)
Clear Width of Bridges for New Construction of New Low-Volume Local or Collector
Roads
Desirable Minimum Clear Width (ft) of Bridge a, b
Design Specified Design Volume (veh/day)

Speed
(mph) Under 25 26-100 100-250 250-400
20 12 15 22 24
30 12 15 22 24
40 22 22 24 24
a Bridge width shall not be less than the total roadway width.
(roadway width = travel way width + shoulder widths)
b Bridge width shall be less than 16’ or greater than 18’.
Conditions for one lane 15’ clear bridge widths on new construction of new roads :
a. ADT < 100. See VLVLR Page 21.

b. Speed ≤ 30 mph.
c. Recommended that bridge length is less than 100’.
d. Intervisible pull-offs should be provided at each end of bridge. See VLVLR Page
21.
e. There should be low potential for commercial or residential development.
Property owners and other users of the existing bridge should be consulted with
before the bridge width is set to ascertain whether any major development is
proposed. Also, for a bridge on a VLVLR leading to only one parcel, as in the
case of a US Forest Service road for example, that property owner should be
consulted with to determine the type of facility desired. The character of traffic
expected to use the facility must be considered. For example, if the bridge is on a
VLVLR which serves a commercial enterprise, large trucks may be the majority
of the traffic using the bridge, and could impact the choice of the bridge width.
f. Total sight distance should be double the distance shown in Exhibit 12, on Page
39 of VLVLR.
g. Roadway shall meet the requirements for a two-way single-lane road as shown on
Page 52 of VLVLR.
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DD-601
Conditions for one lane 12’ clear bridge widths on new construction of new roads:
Although structures with a minimum clear width of 15’ wide are strongly encouraged, 12’
clear width one lane bridges may be used in locations with exceptionally low traffic volumes.
One lane bridges with 12’ clear widths may be used when:
a. ADT ≤ 25
b. Speed ≤ 30 mph.
c. The bridge is not on the National Highway System and is not a concrete-slab or
deck-girder type, a TL1 approved barrier according to the Manual for Assessing
Safety Hardware (MASH) (latest edition) may be used, with consideration being
given to the entire section of roadway, not just the bridge location. (Note – All
bridge railings shall conform to the latest edition of MASH.)
d. All other conditions for a 15’ wide structure are met.
23 of 24
DD-601
B+1.8'
6' Min B
A A B 3.5’
3.5'
*** Rndg
Rndg
****
0.02 ** 0.02 ** Guardrail
as Required
or 3.5'
4:1 er 0.06 Min.*
l a tt Rndg
F
NORMAL SECTION
6' Min B+1.8'

B
3.5’ A A B 3.5’
Rndg *** Rndg
****
0.08 Max. Guardrail
or as Required
t t 0.06 Min.*
Fla 3.5'
Rndg
6' Min. B B+1.8'
A A B 3.5’
3.5’ *** Rndg ****
Rndg Guardrail
as Required
0.08 Max.
0.04 Breakover 3.5'

or Maximum
4:1 er 0.06 Min. * Rndg
t t
Fla 1% Min. Slope
Notes
B = graded shoulder width

v
** This is for paved roadway. If stone ( permissible only for ADT 50) use 0.04.
*** It is desirable but not mandatory to add 2' to this dimension when guardrail
is present.
**** Guardrail to be located such that the back of the guardrail post is 1' from
the shoulder P.I.
LOCAL ROADS
Fig. 6
24 OF 24
DESIGN DIRECTIVE
DD-602
INTERCHANGE RAMP WIDTHS
August 1, 2003
The pavement width for ramps is to be 16 feet for tangents and where radii is 200 feet or
greater. In cases where the ramp is “two lane operations one way”, the minimum width of
pavement shall be 30 feet allowing for two fifteen feet lanes and the minimum radii shall be 200
feet. Any radius less than 200 feet is undesirable and must be approved as a special case. In all
cases, provisions are to be provided to allow for passing of stalled vehicle/trucks.
The right shoulder will be 8 feet to the face of guardrail or to the intersection of the slopes
without guardrail. A 5 feet paved shoulder will be provided on the right in either case.
The left shoulder will be 4 feet to the face of guardrail or to the intersection of slopes without
guardrail. A 3 feet paved shoulder will be provided on the left.
The full shoulders shall be carried onto ramp structures. The width of ramp structures will,
therefore, be 28 feet measured between the intersections of the parapet wall and the deck. In cases
of the ramp being “two lane operation – one way” the width of the ramp structure will be 42 feet
between the intersection of the parapet wall and the deck. Ramp bridges with long spans (200 feet
or greater) shall be considered special cases and the width for such structures is to be analyzed
individually.
1 of 1
DESIGN DIRECTIVE
DD-603
SPIRAL CURVES AND SUPERELEVATION
October 3, 2012
Attached for your use is the Division of Highways policy on special curves and
superelevation.
The policy is based on the AASHTO publication “A Policy on Geometric Design of

Highways and Streets, 2011.”
Attachments
1 of 8
SPIRAL CURVES AND SUPERELEVATION
DEFINITIONS
Relative Gradient
- the grade difference between the edge of a two-lane road and its centerline, expressed as a
percent (%) and/or ratio.
Maximum Relative Gradient

- maximum acceptable difference between the longitudinal grade of the axis of rotation and
the edge of pavement. See Table 3-15 of the AASHTO Publication “A Policy on Geometric
Design of Highways and Streets, 2011” (hereinafter referred to as the 2011 AASHTO Green
Book.
1. Use of Spiral Curves
Spiral curves are to be used on all multi-lane highways classified as an arterial. They shall
also be used on multi-lane higher type collector and local roads which have relatively good
horizontal and vertical alignment. Spiral curves are not required on two lane roads, however, spiral
curves are preferred on high-speed two-lane roads (design speeds over 45 mph). Under the 2011
AASHTO Green Book, the radius (R), superelevation (e max), and design speeds are the controlling
factors, not the degree of curvature.
The use of spiral curves on spot improvement projects shall be determined based on the
individual characteristics of the proposed construction.
The minimum length of spiral for four-lane highways, divided or undivided, shall be the
length of runoff as shown under the “2-Lanes Rotated” columns for the chosen superelevation rate
in Table 3-17b from the 2011 AASHTO Green Book.
2. Superelevation Attainment
Four methods are used to transition the pavement to a superelevation cross section: (1)
revolving a traveled way with normal cross slopes about the centerline profile, (2) revolving a
traveled way with normal cross slopes about the inside-edge profile, (3) revolving a traveled way
with normal cross slopes about the outside-edge profile, and (4) revolving a straight cross slope
traveled way about the outside-edge profile. Minimum tangent runout lengths will vary as per Table
3-23, and Table 3-16 will give the increase in runoff transition according to which method is used.
Four lane undivided highway runoffs are 1.5 times the two lane distance and are 2.0 times the two
lane distance for six lanes. A transition detail showing the rate of superelevation along with tables
giving the profile grade and lane edge elevations at 25 foot intervals and at other selected points as
may be necessary is to be made a part of the plans. The elevation tables should be included with the
other tables required in the plans. It may be desirable to show the lane edge elevations in the plan
view rather than in the table. Either method is acceptable.
2 of 8
DD-603
Only preliminary data such as proposed radii and superelevation should be shown until the
line and grade is approved. When transitioning into existing roads, relative gradients should be used.
The 8% superelevation table shall be used, except as described below. On Urban streets the
maximum superelevation rate can be 4%; however, on tie-ins to an existing road the 6% table may be
used, but caution must be exercised.
3. Tangent Runout
The tangent minimum runout length should be attained at the same rate as the superelevation
is attained and a minimum length shown in Adapted Table 3-23 below.
Tangent runout length (ft)

Design Superelevation rate
speed
(mph) 2 4 6 8
15 44 - - -
20 59 30 - -
25 74 37 25 -
30 88 44 29 -
35 103 52 34 26
40 117 59 39 29
45 132 66 44 33
50 147 74 49 37
55 161 81 54 40
60 176 88 59 44
65 191 96 64 48
70 205 103 68 51
75 220 110 73 55
80 235 118 78 59
Notes: 1. Based on 2.0% normal cross slope.

2. Superelevation rates above 8% and cells with “-“ coincide with a pavement edge grade that exceeds
the maximum relative gradient in Table 3-15 by 50% or more. These limits apply to roads where
one lane is rotated; lower limits apply when more lanes are rotated (see Table 3-16).
Adapted from Table 3-23 Tangent Runout Length for Spiral Curve Transition Design
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DD-603
4. Unspiraled Curves
On unspiraled circular curves the transition from normal crown to the fully superelevated
section shall be accomplished in the runoff distance "L" shown in Table 3-17b from the above
referenced 2011 AASHTO Green Book, plus the tangent runout distance as required for spiral
curves. The runoff distance should be so applied that two-thirds of the length is on the tangent and
one-third is on the curve.
MAXIMUM EQUIVALENT
DESIGN SPEED
RELATIVE MAXIMUM
(MPH)
GRADIENT (%) RELATIVE SLOPE
15 0.78 1:128
20 0.74 1:135
25 0.70 1:143
30 0.66 1:152
35 0.62 1:161
40 0.58 1:172
45 0.54 1:185
50 0.50 1:200
55 0.47 1:213
60 0.45 1:222
65 0.43 1:233
70 0.40 1:250
75 0.38 1:263
80 0.35 1:286
Table 3-15 Maximum Relative Gradients
Number of Adjustment Length Increase Relative

Lanes Rotated, Factor, to One-lane Rotated
a
nl bw (=nlbw)
1 1.00 1.0
1.5 0.83 1.25
2 0.75 1.5
2.5 0.70 1.75
3 0.67 2.0
3.5 0.64 2.25
Table 3-16 Adjustment Factor for Number of Lanes Rotated
nl = number of lanes rotated
bwa = adjustment factor for number of lanes (The equation for the
adjustment factor bw is: bw = [1+0.5(ni-1)]/ni
4 of 8
DD-603
Minimum Radii for Design Superelevation Rates, Design Speeds, and e max = 4%
(Reference: Adapted from 2011 Green Book, Table 3-8, Page 3-44.)
U.S. Customary Units

V d =15 V d =20 V d =25 V d =30 V d =35 V d =40 V d =45 V d =50 V d =55 V d =60
e (%) mph mph mph mph mph mph mph mph mph mph
R (ft) R (ft) R (ft) R (ft) R (ft) R (ft) R (ft) R (ft) R (ft) R (ft)
NC 796 1410 2050 2830 3730 4770 5930 7320 8650 10300
RC 506 902 1340 1880 2490 3220 4040 4940 5950 7080
2.2 399 723 1110 1580 2120 2760 3480 4280 5180 6190
2.4 271 513 838 1270 1760 2340 2980 3690 4500 5410
2.6 201 388 650 1000 1420 1930 2490 3130 3870 4700
2.8 157 308 524 817 1170 1620 2100 2660 3310 4060
3.0 127 251 433 681 982 1370 1800 2290 2860 3530
3.2 105 209 363 576 835 1180 1550 1980 2490 3090
3.4 88 175 307 490 714 1010 1340 1720 2170 2700
3.6 73 147 259 416 610 865 1150 1480 1880 2350
3.8 61 122 215 348 512 730 970 1260 1600 2010
4.0 42 86 154 250 371 533 711 926 1190 1500
Note: use of e max = 4% should be limited to urban conditions.
5 of 8
(Reference: Adapted from 2011 Green Book, Table 3-9, Page 3-45.)

V d =15 V d =20 V d =25 V d =30 V d =35 V d =40 V d =45 V d =50 V d =55 V d =60 V d =65 V d =70 V d =75 V d =80
e (%) mph mph mph mph mph mph mph mph mph mph mph mph mph mph
R (ft) R (ft) R (ft) R (ft) R (ft) R (ft) R (ft) R (ft) R (ft) R (ft) R (ft) R (ft) R (ft) R (ft)
NC 868 1580 2290 3130 4100 5230 6480 7870 9410 11100 12600 14100 15700 17400
RC 614 1120 1630 2240 2950 3770 4680 5700 6820 8060 9130 10300 11500 12900
2.2 543 991 1450 2000 2630 3370 4190 5100 6110 7230 8200 9240 10400 11600
2.4 482 884 1300 1790 2360 3030 3770 4600 5520 6540 7430 8380 9420 10600
2.6 430 791 1170 1610 2130 2740 3420 4170 5020 5950 6770 7660 8620 9670
2.8 384 709 1050 1460 1930 2490 3110 3800 4580 5440 6200 7030 7930 8910
3.0 341 635 944 1320 1760 2270 2840 3480 4200 4990 5710 6490 7330 8260
3.2 300 566 850 1200 1600 2080 2600 3200 3860 4600 5280 6010 6810 7680
3.4 256 498 761 1080 1460 1900 2390 2940 3560 4250 4890 5580 6340 7180
6 of 8
3.6 209 422 673 972 1320 1740 2190 2710 3290 3940 4540 5210 5930 6720
3.8 176 358 583 864 1190 1590 2010 2490 3040 3650 4230 4860 5560 6320
4.0 151 309 511 766 1070 1440 1840 2300 2810 3390 3950 4550 5220 5950
4.2 131 270 452 684 960 1310 1680 2110 2590 3140 3680 4270 4910 5620
4.4 116 238 402 615 868 1190 1540 1940 2400 2920 3440 4010 4630 5320
4.6 102 212 360 555 788 1090 1410 1780 2210 2710 3220 3770 4380 5040
4.8 91 189 324 502 718 995 1300 1640 2050 2510 3000 3550 4140 4790
5.0 82 169 292 456 654 911 1190 1510 1890 2330 2800 3330 3910 4550
5.2 73 152 264 413 595 833 1090 1390 1750 2160 2610 3120 3690 4320
5.4 65 136 237 373 540 759 995 1280 1610 1990 2420 2910 3460 4090
DD-603
5.6 58 121 212 335 487 687 903 1160 1470 1830 2230 2700 3230 3840
5.8 51 106 186 296 431 611 806 1040 1320 1650 2020 2460 2970 3560
6.0 39 81 144 231 340 485 643 833 1060 1330 1660 2040 2500 3050
(Reference: Adapted from 2011 Green Book, Table 3-10b, Page 3-47.)

NC 932 1640 2370 3240 4260 5410 6710 8150 9720 11500 12900 14500 16100 17800
RC 676 1190 1720 2370 3120 3970 4930 5990 7150 8440 9510 10700 12000 13300
2.2 605 1070 1550 2130 2800 3570 4440 5400 6450 7620 8600 9660 10800 12000
2.4 546 959 1400 1930 2540 3240 4030 4910 5870 6930 7830 8810 9850 11000
2.6 496 872 1280 1760 2320 2960 3690 4490 5370 6350 7180 8090 9050 10100
2.8 453 796 1170 1610 2130 2720 3390 4130 4950 5850 6630 7470 8370 9340
3.0 415 730 1070 1480 1960 2510 3130 3820 4580 5420 6140 6930 7780 8700
3.2 382 672 985 1370 1820 2330 2900 3550 4250 5040 5720 6460 7260 8130
3.4 352 620 911 1270 1690 2170 2700 3300 3970 4700 5350 6050 6800 7620
7 of 8
3.6 324 572 845 1180 1570 2020 2520 3090 3710 4400 5010 5680 6400 7180
3.8 300 530 784 1100 1470 1890 2360 2890 3480 4140 4710 5350 6030 6780
4.0 277 490 729 1030 1370 1770 2220 2720 3270 3890 4450 5050 5710 6420
4.2 255 453 678 955 1280 1660 2080 2560 3080 3670 4200 4780 5410 6090
4.4 235 418 630 893 1200 1560 1960 2410 2910 3470 3980 4540 5140 5800
4.6 215 384 585 834 1130 1470 1850 2280 2750 3290 3770 4310 4890 5530
4.8 193 349 542 779 1060 1390 1750 2160 2610 3120 3590 4100 4670 5280
5.0 172 314 499 727 991 1310 1650 2040 2470 2960 3410 3910 4460 5050
5.2 154 284 457 676 929 1230 1560 1930 2350 2820 3250 3740 4260 4840
5.4 139 258 420 627 870 1160 1480 1830 2230 2680 3110 3570 4090 4640
5.6 126 236 387 582 813 1090 1390 1740 2120 2550 2970 3420 3920 4460
DD-603
5.8 115 216 358 542 761 1030 1320 1650 2010 2430 2840 3280 3760 4290
6.0 105 199 332 506 713 965 1250 1560 1920 2320 2710 3150 3620 4140
Minimum Radii for Design Superelevation Rates, Design Speeds, and e max = 8% (continued from previous page)
(Reference: Adapted from 2011 Green Book, Table 3-10b, Page 3-47.)

6.2 97 184 308 472 669 909 1180 1480 1820 2210 2600 3020 3480 3990
6.4 89 170 287 442 628 857 1110 1400 1730 2110 2490 2910 3360 3850
6.6 82 157 267 413 590 808 1050 1330 1650 2010 2380 2790 3240 3720
6.8 76 146 248 386 553 761 990 1260 1560 1910 2280 2690 3120 3600
7.0 70 135 231 360 518 716 933 1190 1480 1820 2180 2580 3010 3480
7.2 64 125 214 336 485 672 878 1120 1400 1720 2070 2470 2900 3370
7.4 59 115 198 312 451 628 822 1060 1320 1630 1970 2350 2780 3250
7.6 54 105 182 287 417 583 765 980 1230 1530 1850 2230 2650 3120
8 of 8
7.8 48 94 164 261 380 533 701 901 1140 1410 1720 2080 2500 2970
8.0 38 76 134 214 314 444 587 758 960 1200 1480 1810 2210 2670
DD-603
DESIGN DIRECTIVE
DD-604
NON-FREEWAY NHS RRR POLICY
October 26, 2012
Attached for your use is the Division of Highways Non-Freeway NHS RRR Policy dated
October 26, 2012 which was approved by the Federal Highway Administration on March 18, 2013.
It shall be used on all applicable projects.
Attachment
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DD-604
NON-FREEWAY NHS RRR POLICY
INTRODUCTION
These criteria have been developed to assure that maximum benefits can be derived from
available funds for restoration, rehabilitation, and resurfacing (RRR) of non-freeway highways on
the National Highway System (NHS) in a manner which will preserve and extend the service life
and enhance safety. Because the priority and scope of such projects are based primarily on needs
and economic considerations, emphasis is placed on implementation of cost-effective
improvements, where practical, while considering and including appropriate safety improvements.
Non-Freeway NHS Route RRR projects, are basically an attempt to extend the service life
of an existing highway and enhance safety by use of pavement resurfacing, shoulder restoration,
traffic control devices, safety improvements, and drainage improvements as required. Projects may
also include minor adjustments to superelevation, improvements to lane widths, radii, or other
modifications to eliminate spot safety hazards. Reference is hereby made to National Cooperative
Highway Research Program Report 500, Guidance for Implementation of the AASHTO Strategic
Highway Safety Plan, for further use by the designer in considering safety improvements. This
Report can be found at the following web address: http://safety.transportation.org/guides.aspx.
RRR projects are defined as restoration or rehabilitation of existing pavement,

substructure, superstructure or other significant parts of the existing system. Specifically,
pavement overlay projects shall be designed using the criteria contained herein, when the project
scope consists of an overlay greater in thickness than a one and one-half inch wearing course and
either a patching and leveling course or a scratch course as defined in DD-644. Additionally,
bridge deck overlays and projects repairing structural members shall require the application of
this criteria. Generally the level of service is not increased.
Special circumstances such as extraordinary costs, significant environmental impacts, route

continuity, etc., may require consideration of exceptions to these criteria. Any exceptions to these
criteria will be documented as required by DD-605 "Design Exception Policy". FHWA approval
must be obtained on non-exempt Federal-aid projects. On any project designated for concurrence
review by FHWA, any required design exceptions shall also be concurrently reviewed by FHWA.
When costs due to upgrading geometric features or the structural section for RRR projects
exceed the original proposed expenditure by a substantial amount, the designer will evaluate the
benefits received from a RRR project versus a reconstruction project.
APPLICABILITY
These criteria shall apply to all RRR non-freeway projects on the National Highway System
regardless of funding source. All design elements not meeting the criteria set forth in this directive
will require the preparation and approval of a design exception.
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FUNCTIONAL CLASSIFICATION
The highway system in West Virginia has been functionally classified into the following
areas: Arterial, Collector and Local Roads and Streets.
Arterial highways generally provide direct service between cities and larger towns and are
high speed, high volume facilities. Arterial routes may be freeways, other divided highways or two-
lane highways. All NHS routes are by definition Principal Arterials.
PHYSICAL CHARACTERISTICS, POTENTIAL IMPACTS, AND PROJECT

SELECTION
The physical characteristics of a highway and its general location often determine what
improvements are necessary, desirable, possible, practical, or cost-effective. Topography, climate,
adjacent development, existing alignment (horizontal and vertical), cross section (traveled way
width, shoulder width, cross slope, side slopes, etc.), and similar characteristics will be considered
in determining the scope of geometric or safety improvements to be made.
Quite often, the scope of geometric improvements made by RRR projects is influenced by
potential impacts on the surrounding land development. Typically, social, environmental and
economic impacts severely limit the scope of RRR projects, particularly where the existing right of
way is narrow and there is considerable adjacent development. The need for additional right of way
frequently determines the upper limit of practical geometric improvements.
Projects are identified and selected based on a variety of factors with the pavement or bridge
condition being of utmost importance. The pavement condition itself will not affect the extent of
geometric improvements included in the project. Geometric improvements will be initiated to fulfill
traffic service/safety needs.
TRAFFIC VOLUMES
Traffic data is needed in the design of all highway improvements. For RRR Projects the
need for a formal forecast of future traffic is greatest when the current traffic is approaching the
capacity of the highway, and decisions must be made regarding the timing of major improvements
such as additional lanes. Studies to determine future traffic are not normally necessary on low
volume roads where even high percentage increases in traffic do not significantly affect design
decisions. The current average daily traffic will be used for design purposes except in specific cases
of capacity-related problems.
DESIGN SPEED
The minimum design speed shall be the existing posted speed limit.
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HORIZONTAL CURVATURE/SUPERELEVATION
Within the limits of the RRR Project the existing horizontal curvature and superelevation
will not be determined for each curve. All curves will be investigated during field reviews and
available crash data for the locations reviewed. Reconstruction of the curve, modification of the
superelevation, and/or special signing/delineation will be considered as appropriate; however,
reconstruction would only be considered cost-effective at higher ADT levels. Advisory curve signs
with speed plates will be erected for all curves with safe driving speed less than the posted speed
limit or regulatory speed limit, or if possible, the superelevation will be adjusted. The designer is
also encouraged to consider the following strategies on curves identified to have a high crash rate:
widening of the roadway or shoulder throughout the curve, installation of shoulder rumble strips
(this would require the shoulder to be paved to a minimum width of 3 feet), enhancement of
delineation along the curve by use of post-mounted delineators outside the roadway, and the
mitigation of pavement-edge drop-offs by use of the “Safety Edge” in accordance to DD-650, to
which reference is hereby made. “Safety Edge” will also be used on all tangent sections of roadway.
The above information is taken from Volume 7 of the National Cooperative Highway
Research Program Report 500, Guidance for Implementation of the AASHTO Strategic Highway
Safety Plan, to which reference in hereby made to the designer for more information concerning
other strategies for increasing the safety of horizontal curves.
VERTICAL ALIGNMENT
Design speeds of existing crest vertical curves will not be determined within the RRR
project limits. During the design process all vertical curves will be reviewed for possible
reconstruction if the curve significantly reduces stopping sight distances, or the curve hides major
potential hazards such as intersections, sharp horizontal curves or narrow bridges. If reconstruction
of the curve, to include flattening of the vertical curve (if a crest curve) or widening of the
shoulders, or relocation of the intersection(s) is determined not to be cost-effective, warning signs
or advisory signing modification for the potential hazard will be considered. Also, enhancement of
visibility by use of delineators will be considered, as well as removal of roadside fixed-object
hazards.
PAVEMENT THICKNESS FOR OVERLAY
A pavement design will be executed in accordance with DD-646 "Pavement Design

Selection Guide." Pavement designs are to be approved by the Deputy State Highway Engineer/
Operations. Exceptions to Pavement Thickness Design will be documented and approval requested
from the Deputy State Highway Engineer/Development. A brief history of the existing pavement
shall be included with the request for exception to the design thickness, along with a report of the
existing pavement conditions obtained from field inspections. The straight-line diagrams
maintained by the Program Planning and Administration Division can be utilized as a source of
information regarding the history of the existing pavement.
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Special Skid Resistant Pavement (bid Item 402001-*) is to be used for the final wearing
course on all routes where the ADT is 3,000 or more. Pavement per Section 401 may be utilized as
the final course when the ADT is less than 3,000 and there is no evidence of a high wet-pavement
crash rate at that particular location. Special Skid Resistant Pavement will be specified on routes
that have a reported high wet-pavement crash rate.
LANE AND SHOULDER WIDTHS
A. DIVIDED ARTERIAL CRITERIA
Lane Width: Lane width shall be 12 feet minimum.
Usable Shoulder Width:
1. Usable shoulders to the right of traffic will be 8 feet minimum.
2. Usable shoulders to the left of traffic will be 3 feet minimum. For six or
more lanes, 8 feet should be provided.
Paving of the usable shoulder is preferred. Rumble strips will be required on

all paved shoulders 3 feet or greater in width.
B. UNDIVIDED ARTERIAL CRITERIA
Lane and Shoulder Widths in feet

Current Design Design Shoulder
Volume Speed Width Lane Width in feet
ADT mph Feet <10% Trucks ≥10% Trucks
< 2000 < 50 4 10 11
≥ 50 4 11 12*
≥ 2000 All 6 11 12*

*11 feet lanes may remain where alignment and safety records are satisfactory.
NOTE: Shoulder widths noted are minimums from a design criteria standpoint. Actual
constructed widths should be in accordance with the existing, available shoulder
width up to a maximum of 10 feet. The designer shall maintain, as much as
possible, a consistent paved shoulder width through the project. This width
should match that width which can be obtained predominantly along the roadway
in question. For urban roadway segments with a curb/curb and gutter section, lane
and shoulder widths are to match the existing section unless traffic service/safety
needs dictate the need for widening, assuming existing lane widths meet or exceed
the minimums listed in this table.
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PAVEMENT CROSS SLOPE AND SUPERELEVATION
Pavement resurfacing under the RRR program will be accomplished such that the finished
pavement is center crowned on tangent sections and the cross slope is a minimum of 1.6%. When
warranted by the crash history, the existing superelevation shall be evaluated per the AASHTO
criteria. On four-lane, high speed, divided highways the designer shall require the Contractor to
submit the existing superelevation data for review. If the existing superelevation does not meet
AASHTO standards, the designer shall either require the Contractor to upgrade the superelevation
or shall prepare a design exception for approval.
VERTICAL CLEARANCE
Vertical clearance shall be at least 14’-6” over the entire roadway, including usable shoulder.
If a design exception is approved, signing, in conformance with the Manual on Uniform Traffic
Control Devices, is to be used to delineate the low clearance.
SAFETY
Because safety enhancement is an essential consideration, RRR projects will be developed

and accomplished in a manner which considers and includes appropriate roadside safety
improvements. Once RRR project route segments are selected, an analysis of several years of
accident data will be made for each. Evaluation of crash records often reveals problems requiring
special attention. Relative crash rates can be an additional important factor in establishing both the
priority and scope of RRR Projects. The crash history for the project area will be compiled and
compared to the statewide average accident rate for the same type of road. This data review is an
integral part of the RRR Project development process to determine feasible safety modifications for
incorporation into the project as necessary. Route segment crash rates, critical crash rate segments,
spot locations having potential for safety improvements, and hazardous segments identified through
the highway safety improvement program will be identified, documented, and made available for
each RRR Project developed. Also, the Designer will coordinate with the District Traffic Engineer
for the District in which the project is located for a determination if the project includes locations
with known safety issues, based on the Division of Highway’s tracking system prioritized safety
improvements list. These safety issues will be evaluated and addressed in the project, if feasible.
The design will incorporate spot improvements as well as general safety feature upgrading as
appropriate. These determinations will be made considering the accident rate for each RRR
segment, ADT, design speed, geometry, and other pertinent factors.
The designer is hereby directed to the National Cooperative Highway Research Program
Report 500, Guidance for Implementation of the AASHTO Strategic Highway Safety Plan for
guidance concerning strategies for safety enhancements related to the various types of dangers faced
by drivers described in the report’s Volumes, which can be found at the following web address:
http://safety.transportation.org/guides.aspx.
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The Volumes are referenced as follows:
1. Volume 1: A Guide for Addressing Aggressive-Driving Collisions

2. Volume 2: A Guide for Addressing Collisions Involving Unlicensed Drivers and
Drivers with Suspended or Revoked Licenses
3. Volume 3: A Guide for Addressing Collisions with Trees in Hazardous Locations
4. Volume 4: A Guide for Addressing Head-On Collisions
5. Volume 5: A Guide for Addressing Unsignalized Intersection Collisions
6. Volume 6: A Guide for Addressing Run-Off-Road Collisions
7. Volume 7: A Guide for Reducing Collisions on Horizontal Curves
8. Volume 8: A Guide for Reducing Collisions Involving Utility Poles
9. Volume 9: A Guide for Reducing Collisions Involving Older Drivers
10. Volume 10: A Guide for Reducing Collisions Involving Pedestrians
11. Volume 11: A Guide for Increasing Seat Belt Use
12. Volume 12: A Guide for Reducing Collisions at Signalized Intersections
13. Volume 13: A Guide for Reducing Collisions Involving Heavy Trucks
Interactive Highway Safety Design Model
The Interactive Highway Safety Design Model (IHDSM) is road safety evaluation
software that evaluates the safety impact of specific geometric designs for roadways. This
software, available free on this web site: www.ihsdm.org/ihsdm_public/index.html,
estimates current or future safety performance based on crash predictions. This software can
be used to analyze the predicted safety performance of a roadway segment before a RRR
project, and then be used to predict the safety performance of the proposed improvement in
the project. Comparisons can then be made, using the predicted reduction in crashes, of the
cost-effectiveness of an improvement.
It is recommended that this analysis be used for 2-lane RRR projects only.
Road Safety Audits
A Road Safety Audit (RSA) is the formal safety performance examination of an

existing or future road or intersection by an independent audit team. Its main objective is to
address the safe operation of intersections and roadways to ensure a high level of safety for
all road users. More information concerning RSA’s can be found at the following web sites:
safety.fhwa.dot.gov/state_program/rsa/ and www.roadwaysafetyaudits.org.
An RSA team assesses the crash potential and safety performance of a roadway or
intersection and prepares a report that identifies potential safety issues. Project officials or
managers can then evaluate and determine appropriate changes. An RSA can be used in any
phase of project development from planning to construction. An RSA done during the
planning and design stages can identify potential safety issues before they are built into the
project.
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It is recommended that Road Safety Audits be conducted on multilane RRR projects. This
determination will be made by the Traffic Engineering Division in conjunction with the District
Traffic Engineer for the District in which the project is located. If it is decided a Road Safety Audit
is not necessary, then at minimum the crash data must be obtained and analyzed to identify any
existing safety problems.
Clear Zone
The term "clear zone", for this design policy, shall be used to designate the unobstructed,
relatively flat area provided beyond the edge of the traveled way for the recovery of errant vehicles.
The disposition of existing obstacles within the clear zone shall be treated in the following order of
preference:
1. Remove or relocate obstacle.
2. Redesign obstacle to reduce hazard (e.g. frangible mountings, etc.)
3. Shield obstacle with approved traffic barrier.
4. Leave obstacle in place with or without treatment (e.g. delineation). This will require
the designer to prepare documentation to the project file of the reasons for leaving the
obstacle in place and the choice of delineation, if any.
Cut slopes within the "clear zone" require special attention by the designer. Smooth cut
faces, free of jagged projections, may be left in place. Cut faces that are rough can be graded to a
smooth face in the contract or shielded by an approved traffic barrier. If no corrective action is
taken on rough cut faces inside the "clear zone", a design exception must be written.
The minimum clear zone for non-freeway NHS routes shall be as follows:
A. MULTILANE HIGHWAYS (RURAL AND URBAN)
The minimum clear zone shall be determined in accordance with the latest edition of
the AASHTO Roadside Design Guide.
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B. TWO LANE HIGHWAYS
Rural Highways:
Minimum Clear Zone in feet

Current Design Design Speed
Volume ≤ 40 mph > 40 mph
(ADT)
≤ 750 6 8
751 to 2000 8 10
2001 to 4500 10 12
> 4500 12 14
Urban Highways (Without curb and gutter):
Minimum Clear Zone in feet

Current Design Design Speed
Volume ≤ 30 mph > 30 mph
(ADT)
≤ 2000 4 6
> 2000 6 8
Urban Highways (With curb and gutter):
The minimum clear zone shall be one and one-half feet behind the curb.
EXISTING GUARDRAIL
See DD-662 Guardrail for more information on the treatment of existing guardrail and end
treatments on 3R Projects.
SIGNING, SIGNALS AND PAVEMENT MARKINGS
All traffic signs, pavement markings and traffic signals will be in conformance with the
"Manual on Uniform Traffic Control Devices." Traffic control during construction shall be
maintained in accordance with a traffic control plan included in the plans. The traffic control plan
shall be reviewed by the Traffic Engineering Division in accordance with DD-202 and conform to
the latest edition of the Division’s “Manual on Temporary Traffic Control for Streets and
Highways”.
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BRIDGE LOADING
All bridges encountered within or immediately adjacent to RRR Project limits will be
investigated to determine their load carrying capacity. The designer shall request and examine the
Bridge Inspection Report for each bridge within or adjacent to the project limits for any deficiencies
previously identified by inspections. For each bridge, the rating will be determined from the state
highway bridge inventory. If the rating equals or exceeds an HS-20 loading, the bridge will be
considered to meet the RRR program design criteria for bridge loading. For bridges with a rating
below an HS-20 loading, a design exception shall be required for the bridge to remain in its existing
condition.
BRIDGE RAILING
Bridge railings will be evaluated according to criteria established in the most current edition
of the Division’s “Bridge Design Manual”, Section 3.2.2 – Barriers, on all bridges within or
immediately adjacent to RRR Project limits. The evaluation will determine if the existing railing is
acceptable or must be modified. All bridge railings shall be continuous and have a surface with no
protrusions that could snag vehicles. Also, considering the ADT and speeds served, the railings
shall have uniform and adequate overall strength.
A. If the railing is determined not to be structurally adequate, a structurally adequate

bridge railing is to be provided as part of the project. If a determination of adequacy
cannot be made by the project designer, Engineering Division should be consulted
to make this determination.
B. If the railing is determined not to be crash worthy, a crash worthy railing is to be

provided as a part of the project.
BRIDGE APPROACH GUARDRAIL
Approach guardrail, in accordance with current Division of Highways' Standards, will be

installed at all bridge locations. This will include an appropriate attachment to the bridge railing, a
transition section and an end treatment. Only approved crash tested approach guardrail installations
will be used. See DD-662 for more information.
BRIDGE WIDTH
A. DIVIDED ARTERIALS
Bridges < 200 feet should have the full width of roadway.
Bridges ≥ 200 feet, traveled way plus 4 feet offset (inside and outside) to the face of
parapet. APD bridges that were originally constructed with a travel way plus three
foot offsets (inside and outside) may also remain in place.
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B. UNDIVIDED ARTERIALS
Current
Design Volume
ADT Usable Bridge Widths
≤ 2000 Width of Approach Travel Way + 2 feet
2001 to 4000 Width of Approach Travel Way + 4 feet
> 4000 Width of Approach Travel Way + 6 feet*
*Bridges ≥ 200 feet, traveled way plus 4 feet offset (inside and outside) to the face
of parapet. APD bridges where the original constructed bridge width was equal to
the travel way plus three foot offsets (inside and outside) may also remain in place.
Appropriate warning signs and delineation will be provided for all bridges with
widths less than the finished approach roadway (lanes + shoulders) width.
NON-FREEWAY NHS RRR DESIGN CHECKLIST
The attached design checklist shall be submitted with all Non-Freeway NHS RRR Project
PS&E submittals to Program Administration Division. The Design Exception report per DD-605 is
only required on those projects where exceptions are included in the design.
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Sheet _____ of _____

State Project Number ________________________
Federal Project Number ______________________
County ____________________________________
Project Name _______________________________
Date ______________________________________
Current ADT: _______________ vpd
Design Speed: _______________ mph (km/h)
Pavement Thickness for Overlay (if applicable): _______________ inches (mm)
Lane Width: Criteria ________________ feet (meters)
Actual _________________ feet (meters)
Shoulder Width: Criteria ________________ feet (meters)
Vertical Clearance: _______________________ feet (meters)
Clear Zone: Criteria ________________ feet (meters)
Bridge Width: Criteria ________________ feet (meters)
Bridge Railing (if applicable):
Structurally Adequate Yes No
Crash Worthy Yes No
Bridge Rating: HS - ___________________
Safety Improvements Considered (add additional sheets as necessary):
Safety Improvements Incorporated: Yes No

Design Exceptions Required & Attached: Yes No
Completed by: _______________________________________
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DESIGN DIRECTIVE
DD-605
DESIGN EXCEPTION POLICY
February 9, 2017
Supersedes January 25, 2013
Attached for your use is the Division of Highways (DOH) Design Exception Policy. It shall
be used on all applicable projects.
Attachment
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DD-605
DESIGN EXCEPTION POLICY
INTRODUCTION
All new construction or reconstruction projects on the National Highway System (NHS)
shall be designed in accordance with the AASHTO criteria, such as criteria found in the most
current approved editions of the AASHTO Green Book and the Roadside Design Guide. All RRR
projects shall be designed in accordance with the current FHWA approved State RRR criteria.
Those criteria related to design speed, lane and shoulder widths, design loading structural capacity,
horizontal curve radius, maximum grade, stopping sight distance, cross slope, superelevation rate,
and vertical clearance are the controlling criteria that require formal design exceptions when not
met. Stopping sight distance (SSD) applies to horizontal alignments and vertical alignments except
for sag vertical curves.
Of the 10 controlling criteria, only design loading structural capacity and design speed
apply to all NHS facility types. The remaining eight criteria are applicable only to "high-speed"
NHS roadways, defined as Interstate highways, other freeways, and roadways with a design speed
greater than or equal to 50 mph (80 km/h). However, any of the remaining eight criteria that are not
met on projects that do not require a formal design exception for these criteria shall be documented
to the project file, with any mitigation strategies indicated in the report. The following chart is
included for clarity.
Application of Controlling Criteria
Interstate highways, other freeways, and roadways

All NHS Roadways:
with design speed ≥ 50 mph:
Design Speed Design Speed

Design Loading Structural Capacity Design Loading Structural Capacity
Lane Width
Shoulder Width
Horizontal Curve Radius
Superelevation Rate
Maximum Grade
Stopping Sight Distance
Cross Slope
Vertical Clearance
According to the Stewardship & Oversight Agreement, the WVDOH is responsible for
preparation and approval of all design exceptions, including those on the NHS. For Full Oversight
and PoDI (Projects of Division Interest) Projects, a copy of the design exception should be
forwarded to the FHWA.
The criteria are included in the attached flowcharts and “Design Exception Justification
Report”. These criteria will be referred to throughout this document as the “10 Controlling
Criteria”. A formal design exception is not required and should not be submitted unless the
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existing/proposed value for any of the “10 Controlling Criteria” fails when compared to the design
values for any of these criteria. The designer should follow “Step 1” of the attached flowchart when
determining which design directive to use in establishing design values.
All efforts should be made to adhere to the specified criteria. However, under unusual
conditions, it may be necessary to use values that are less than the minimum values that have been
established. If lesser values are proposed for use, a Design Exception Justification Report shall be
developed and approved. The approved Design Exception Report shall be submitted to Planning
Division at PS&E for filing and inclusion on the straight-line diagrams. A copy of the approved
design exception shall be included in the project file.
As stated previously, design exceptions shall only be submitted when one or more of the
“10 Controlling Criteria” design values is violated by the existing/proposed values. Design
exceptions are not required and shall not be submitted on projects defined as “Maintenance
Projects” as shown in the attached flowcharts. The designer should refer to DD-817 “Resurfacing
Project Categories” for guidance in determining which project types are classified as maintenance
projects in this regard.
Design criteria that are not satisfied and are not one of the “10 Controlling Criteria” shall
not be documented and submitted as a formal design exception. These criteria exceptions shall be
documented in the project files only.
DESIGN EXCEPTION JUSTIFICATION REPORT
The following information, which affects the design values selected, must be considered
and documented as a part of the design exception request: (1) the existing roadway characteristics,
the minimum design criteria values, specific design criteria that will not be met, the proposed
design values, and the criteria source (controlling design directive or AASHTO section) must be
identified; and (2) a narrative documenting that the acceptance of the design exceptions is prudent,
cost-effective and will not compromise the safety of the traveling public. This narrative will
discuss the following items:
1. The effect of the variance from the design criteria on the safety and operation of the
facility and other impacts such as right-of-way, community, environmental, cost,
and usability by all modes of transportation; and safety mitigating measures
considered and provided;
2. The compatibility of the design and operation with adjacent sections of roadway;
3. Amount and character of traffic using the facility;
4. Accident history (type, location, severity, etc.);
5. Alternatives considered;
6. Comparative cost of full design criteria versus lower design criteria being proposed,
or other practical alternatives;
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7. The long term effect of the reduced design criteria versus full design criteria (effect
of capacity reduction);
8. Difficulty in obtaining full design criteria (cost, right of way involvement, delay,
environmental impacts, etc.);
9. Level of Service for full design criteria versus reduced design criteria; and,
10. Any other design criteria that is not being met, i.e., cumulative effect of more than
one standard that is being reduced.
This documentation is essential for each design exception requested.
The level of analysis should be commensurate with the complexity of the project.
Design Speed and Design Loading Structural Capacity are fundamental criteria in the
design
of a project. Exceptions to these criteria should be extremely rare and the documentation will
provide the following additional information;
1. Design Speed exceptions:

a. Length of section with reduced design speed compared to overall length of
project
b. Measures used in transitions to adjacent sections with higher or lower
design or operating speeds.
2. Design Loading Structural Capacity exceptions:

a. Verification of safe load-carrying capacity (load rating) for all State
unrestricted legal loads or routine permit loads, and in the case of bridges
and tunnels on the Interstate, all Federal legal loads.
Design values chosen or being considered, which are exceptions to the appropriate
minimum design criteria values, shall be approved as early as possible in the design process prior
to considerable detailed design work being accomplished. The Deputy State Highway Engineer -
Operations will approve those exceptions necessary on projects that are District "Design
Responsibility". The Deputy State Highway Engineer - Development will approve those
exceptions necessary on projects that are a Central Office Division "Design Responsibility". The
DOH is responsible for the preparation and approval of all design exceptions.
During the design process, a continuing review of exceptions shall be made and any
additions or modifications documented and placed in the project files.
Design exceptions on all other projects must be approved prior to submission of the PS&E
package to Contract Administration Division.
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STEP 1: DETERMINE PROJECT “DESIGN VALUES”
Maintenance Determine Project Type New Construction or Reconstruction

Based on the Scope of
Proposed Work
“RRR (Restoration, Rehabilitation, Resurfacing)

Construction
Project No Use DD-606 for

Located on
“10 Controlling Criteria”
NHS
Yes
Project
No
Located on Use DD-604 for
Freeway or “10 Controlling Criteria”
Interstate
Yes
Use DD-609 for Use DD-601 or DD-610

“10 Controlling Criteria” And Other Directives for
Design Exception Determine “Design Values”

Not Required for
Do Not Submit “10 Controlling Criteria”
Proceed to
STEP 2
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STEP 2: DETERMINE IF DESIGN EXCEPTION IS REQUIRED
Determine “Existing and/or Proposed Values” for

Compare “Existing and/or Proposed Values” to

“Design Values” from Step 1 for
No Existing
And/or Proposed Values
Failing for any of
Yes
Evaluate Existing and/or Proposed

Operating and Safety Conditions
Request Accident Data from

Traffic Engineering Division
Review Accident Data and Determine if Improvement

of Failing Criteria Warranted
Yes Can Failing

Criteria Be
Corrected To
Req’ments?
No
Design Exception
Not Required Design Exception Required
Do Not Submit Proceed to Step 3
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STEP 3: PREPARE AND SUBMIT DESIGN EXCEPTION FOR APPROVAL
Project Manager Prepares
and Submits Design
Exception Justification
Report
Revise Design
Exception Request
Yes District No
Development
Responsibility
Submit Design
Submit Design Submit Design
Exception to “Regional
Exception to “District Exception to “Division
Engineer Operations”
Engineer” for Approval Director” for Approval
for Approval
Submit Design Exception Yes

to “Regional Main-
tenance Engineer” for Project
Approval Is a “RRR”
Project
No
Submit Design Exception Submit Design Exception

to “Deputy State Highway to “Deputy State Highway
Engineer Engineer Development”
Operations” for Approval for Approval
Project
Is a
"Full Oversight" or
“PoDI” Project
No
Yes
Submit Design
Exception to “FHWA”
for Approval
No
Design
Exception
Approved
Submit Design Exception to Yes Implement Design

“Planning Division”
Exception. Show Design
for Filing and Incorporation in
Exception on Title Sheet
Straight Line Diagrams
and Place a Copy in
Project File
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SHEET 1 OF _____
DESIGN EXCEPTION JUSTIFICATION REPORT
PROJECT DATA
State Project No. Date:
Federal Project No: County:
Project Name:
Project Description:
WVDOH Representative:
FHWA Representative:
HIGHWAY ROUTE DATA

1. □ Urban □ Rural
AASHTO Functional
Classification 2. □ Arterial □ Collector □ Local Road
3. □ Freeway □ Divided/Arterial □ Two-Lane Arterial
4. □ Interstate
TERRAIN TYPE □ Level □ Rolling □ Mountainous
TRAFFIC DATA Current Year: Design Year:
ADT: ADT:
DHV: DHV:
SPEED LIMIT: □ POSTED/ □ REGULATORY
ACCIDENT DATA
Accident Rate:
Base Accident Rate (Statewide Average):
Nature of Area:
DD-605
SHEET 2 OF _____
DISTRICT DESIGN PROJECTS
DESIGN CRITERIA DATA (Document Only Exceptions)
Minimum
Existing Design Proposed Criteria
10 Controlling Criteria Condition Criteria Value Source
1. Design Speed
2. Lane Width
3. Shoulder Width
4. Stopping Sight Distance
5. Horizontal Curve Radius
6. Maximum Grade
7. Cross-Slope
8. Superelevation
9. Vertical Clearance
10. Design Loading Structural

Capacity
APPROVAL SIGNATURES
RECOMMENDED: APPROVED:
1.
Responsible Charge Engineer Deputy State Highway Engineer – Operations
2.
District Engineer or Maintenance Engineer Federal Highway Administration
(Full Oversight and PoDI Projects Only)
DD-605
SHEET 2 OF _____
CENTRAL OFFICE DESIGN PROJECTS
DESIGN CRITERIA DATA (Document Only Exceptions)
Minimum
10 Controlling Criteria Condition Criteria Value Source
1. Design Speed
2. Lane Width
3. Shoulder Width
4. Stopping Sight Distance
5. Horizontal Curve Radius
6. Maximum Grade
7. Cross-Slope
8. Superelevation
9. Vertical Clearance
10. Design Loading Structural

Capacity
APPROVAL SIGNATURES
1.
Responsible Charge Engineer Deputy State Highway Engineer – Development
2.
Division Director Federal Highway Administration
(Full Oversight and PoDi Projects Only)
DD-605
SHEET ____ OF _____
NARRATIVE DISCUSSION OF DESIGN EXCEPTION(S):

DESIGN DIRECTIVE
DD-606
NON-NHS RRR POLICY
October 26, 2012
Attached for your use is the Division of Highways' Non-NHS RRR Policy dated October
26, 2012 which was approved by the Division of Highways on March 18, 2013. It shall be used on
all applicable projects.
Attachment
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RRR POLICY
ROUTES NOT ON THE
NATIONAL HIGHWAY SYSTEM
2012
INTRODUCTION
These criteria have been developed to assure that maximum benefits can be derived from
available funds for restoration, rehabilitation, and resurfacing (RRR) of highways other than
freeways in a manner which will preserve and extend the service life and enhance safety. Because
the priority and scope of such projects are based primarily on economic considerations, emphasis is
placed on implementation of cost-effective improvements where practical while considering and
including appropriate safety improvements.
Non-freeway resurfacing, restoration, and rehabilitation projects, referred to as “RRR

Projects," are basically an attempt to reestablish the original project by improving the riding
characteristics and include pavement resurfacing, shoulder restoration, traffic control devices, safety
improvements, and drainage improvements as required. Projects may also include minor
adjustments to superelevation, improvements to lane widths, radii, and other significant efforts to
eliminate spot safety hazards. Projects are most commonly bituminous concrete resurfacing with
shoulder restoration and spot safety improvements. Generally the level of service is not increased.
Reference is hereby made to National Cooperative Highway Research Program Report 500,
Guidance for Implementation of the AASHTO Strategic Highway Safety Plan, for further use by
the designer in considering safety improvements. This Report can be found at the following web
address: http://safety.transportation.org/guides.aspx.
Special circumstances such as extraordinary costs, significant environmental impacts, route

continuity, etc., may require consideration of exceptions to these criteria. Any exceptions to these
criteria will be documented as required by DD-605 "Design Exception Policy".
When costs due to upgrading geometric features or the structural section for RRR projects
exceed the original proposed expenditure by a substantial amount, the designer will evaluate the
benefits received from an RRR project versus a reconstruction project. When a reconstruction
project is selected instead of a RRR project, the Division of Highways' latest Design Standards and
Design Directives will be utilized in redesign.
APPLICABILITY
These criteria shall apply to all RRR non-freeway projects not on the National Highway
System regardless of funding source. All design elements not meeting the criteria set forth in this
directive will require the preparation and approval of a design exception.
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FUNCTIONAL CLASSIFICATION
The highway system in West Virginia has been functionally classified by legislation into the
following areas: Expressway, Trunkline, Feeder and Local Service. The American Association of
State Highway and Transportation Officials (AASHTO) utilizes, as presented in the publication;
"The AASHTO Green Book," a similar functional classification system. The designations used are;
Freeway, Arterial, Collector and Local Roads and Streets. Therefore, state highways have been
assigned these classifications also.
Arterial highways generally provide direct service between cities and larger towns and are
high speed, high volume facilities. Collector highways serve small towns directly, connecting them
and local roads to the arterial system. Local Roads and Streets primarily provide access to farms,
businesses, residences, and other abutting properties from either Arterial or Collector highways.
PHYSICAL CHARACTERISTICS, POTENTIAL IMPACTS, AND PROJECT

SELECTION
The physical characteristics of a highway and its general location often determine what
improvements are necessary, desirable, possible, practical, or cost-effective. Topography, climate,
adjacent development, existing alignment (horizontal and vertical), cross section (pavement width,
shoulder width, cross slope, side slopes, etc.), and similar characteristics will be considered in
determining the scope of geometric or safety improvements to be made.
Quite often, the scope of geometric improvements made by RRR projects is influenced by
potential impacts on the surrounding land development. Typically, social, environmental and
economic impacts severely limit the scope of RRR projects, particularly where the existing right of
way is narrow and there is considerable adjacent development. The need for additional right of way
frequently determines the upper limit of practical geometric improvements.
Projects are identified and selected based on a variety of factors with the pavement
condition being of utmost importance. The pavement condition itself will not affect the extent of
geometric improvements included in the project. Geometric improvements will be initiated to fulfill
traffic service/safety needs.
TRAFFIC VOLUMES
Traffic data is needed in the design of all highway improvements. For RRR Projects the
need for a formal forecast of future traffic is greatest when the current traffic is approaching the
capacity of the highway, and decisions must be made regarding the timing of major improvements
such as additional lanes. Studies to determine future traffic are not normally necessary on low
volume roads where even high percentage increases in traffic do not significantly affect design
decisions. The current average daily traffic will be used for design purposes except in specific cases
of capacity-related problems.
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DESIGN SPEED
A reasonable and logical average running speed on each arterial, collector, and local
road/street RRR Project will be established for use as the design speed. This speed shall be
determined by review of posted speeds and curve advisory speed signs, and assessing the roadside
development, curvature, and other roadway features such as pavement width, shoulder width, and
horizontal and vertical alignments. A speed study may be required, due to the fact that the posted
speed limit may not represent the actual running speed of that segment of roadway. Projects may
contain segments with different design speeds.
HORIZONTAL CURVATURE/SUPERELEVATION
Within the limits of the RRR Project the existing horizontal curvature and superelevation
will not be determined for each curve. All curves will be investigated during field reviews and
available crash data for the locations reviewed. Reconstruction of the curve, modification of the
superelevation, and/or special signing/delineation will be considered as appropriate; however,
reconstruction would only be considered cost-effective at higher ADT levels. Advisory curve signs
with speed plates will be erected for all curves with safe driving speed less than the posted speed
limit or regulatory speed limit, or if possible, the superelevation will be adjusted. The designer is
also encouraged to consider the following strategies on curves identified to have a high crash rate:
widening of the roadway or shoulder throughout the curve, installation of shoulder rumble strips
(this would require the shoulder to be paved to a minimum width of 3 feet), enhancement of
delineation along the curve by use of post-mounted delineators outside the roadway, and the
mitigation of pavement-edge drop-offs by use of the “Safety Edge” in accordance to DD-650, to
which reference is hereby made. “Safety Edge” will also be used on all tangent sections of roadway.
The above information is taken from Volume 7 of the National Cooperative Highway
Research Program Report 500, Guidance for Implementation of the AASHTO Strategic Highway
Safety Plan, to which reference in hereby made to the designer for more information concerning
other strategies for increasing the safety of horizontal curves. The web link for this report is:
VERTICAL ALIGNMENT/STOPPING SIGHT DISTANCE
Design speeds based on stopping sight distances of existing crest vertical curves will not be
determined within the RRR project limits. During the design process all vertical curves will be
reviewed for possible reconstruction if (1) the ADT is greater than 2000, (2) the curve significantly
reduces stopping sight distances, or (3) the curve hides major potential hazards such as
intersections, sharp horizontal curves or narrow bridges. If reconstruction of the curve, to include
flattening of the vertical curve (if a crest curve), widening of the shoulders, or relocation of the
intersection(s) is determined not to be cost-effective, warning signs or advisory signing
modification for the potential hazard will be considered. Also, enhancement of visibility by use of
delineators will be considered, as well as removal of roadside fixed-object hazards.
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PAVEMENT THICKNESS FOR OVERLAY
A pavement design will be executed for a performance period as described in Section 140,
DD-646, Pavement Design Selection Guide on all Non-NHS Routes. The designer shall use sound
engineering judgment when choosing the performance period. Pavement thickness designs are to be
approved by the Director of the Engineering Division. Exceptions to Pavement Thickness Design
will be documented and approval requested from the Divisions' Deputy State Highway
Engineer/Development. A brief history of the existing pavement shall be included with the request
for exception to the design thickness, along with a report of the existing pavement conditions
obtained from field inspections. The straight-line diagrams maintained by the Program Planning
and Administration Division can be utilized as a source of information regarding the history of the
existing pavement.
Special Skid Resistant Pavement (bid Item 402001-*) is to be used for the final wearing
course on all routes where the ADT is 3,000 or more. Pavement per Section 401 may be utilized as
the final course when the ADT is less than 3,000 and there is no evidence of a high wet-pavement
accident rate at that particular location. Special Skid Resistant Pavement will also be specified on
routes that have a reported high wet-pavement accident rate.
LANE AND SHOULDER WIDTHS
Lane and shoulder width studies have been completed for the Transportation Research
Board. The report entitled "Roadway Widths for Low-Traffic-Volume Roads" has been prepared as
the National Cooperative Highway Report 362.
The research studies show that for roads with less than 2000 ADT, there is no apparent
accident reduction above a total roadway width, including travel lane and usable shoulder width, of
30 feet. Widening a lane from 8 feet or 9 feet to 10 feet produces no apparent benefit of accident
reduction.
The research studies show that the accident rate is not improved by widening a lane from 9
feet to 10 feet unless a shoulder width of 5 feet is provided. Widening a lane from 10 feet with
little or no shoulder width to 11 feet plus greater than 3 foot shoulders appears effective in terms of
expected reduction of accident rates. The study shows that accident rates are lower on 11 and 12
foot lanes than on 10 foot or 9 feet lanes; however, the accident rate appears to be essentially the
same for 12 foot lanes as on 11 foot lanes.
Shoulder widths were not studied in regards to reduction of accident rates independently as
indicated above. Each project shall be evaluated on pavement and shoulder widening for cost
effectiveness. Widening should only be conceded if the accident rate can be significantly reduced.
The remainder of the route, of which a project may be only a short segment, should be reviewed for
continuity of lane and shoulder widths.
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The following Pavement/Shoulder Width Table is to be used to determine the minimum values for
cross section elements of the facilities on Non-Freeway Non-NHS RRR Projects:
PAVEMENT/SHOULDER TABLE
ARTERIAL
PAVEMENT(MINIMUM) SHOULDER
ADT > (40 MPH)* ≤ (40 MPH) MINIMUM**
>2000 (22') (20') (4')
≤2000 (20') (18') (2')
COLLECTOR
PAVEMENT(MINIMUM) SHOULDER
ADT > (40 MPH)* ≤ (40 MPH) MINIMUM**
>2000 (20') (18') (2')
≤2000 (18') (18') (1')
* MPH Designations Are Design Speeds

** Widths noted are minimums from a State approved design criteria standpoint. Actual
constructed widths should be in accordance with the existing, available shoulder width up to a
maximum of 8 feet.
Exceptions to the Division's minimum widths in the Pavement/Shoulder Width Table for
pavement and shoulders must be documented and approved by the Division of Highways Deputy
State Highway Engineer/Development or other designated official.
For urban roadway segments with a curb/curb and gutter section, pavement and shoulder
widths are to match the existing section unless traffic service/safety needs dictate the need for
widening.
PAVEMENT CROSS SLOPE AND SUPERELEVATION
Pavement resurfacing under the RRR program will be accomplished such that the finished
pavement is center crowned on tangent sections and the cross slope is a minimum of 1.6%. When
warranted by the crash history, the existing superelevation shall be evaluated per the AASHTO
criteria. In the situation that this evaluation results in an crash rate that is determined to be
excessive, the designer shall require the Contractor to submit the existing elevation data for review.
If the existing superelevation does not meet AASHTO standards, the designer shall either require
the Contractor to upgrade the superelevation or shall prepare a design exception for approval.
VERTICAL CLEARANCE
Vertical clearance on all state highways shall be at least 14’-6” over the entire roadway
width. If this clearance cannot be provided, a design exception shall be prepared according to DD-
605 and submitted for approval, and appropriate signing will be erected.
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SAFETY
Because safety enhancement is an essential consideration, RRR projects will be developed

and accomplished in a manner which considers and includes appropriate roadside safety
improvements. Once RRR Project route segments are selected, an analysis of several years’
accident data will be made for each. Evaluation of crash records often reveals problems requiring
special attention. Relative crash rates can be an additional important factor in establishing both the
priority and scope of RRR Projects. The crash history for the project area will be compiled and
compared to the statewide average crash rate for the same type of road. This data review is an
integral part of the RRR Project development process to determine feasible safety modifications for
incorporation into the project as necessary. Route segment crash rates, critical crash rate segments,
spot locations having potential for safety improvements, and hazardous segments identified though
the highway safety improvement program will be identified, documented, and made available for
each RRR Project developed. Also, the Designer will coordinate with the District Traffic Engineer
for the District in which the project is located for a determination if the project includes locations
with known safety issues, based on the Division of Highway’s tracking system prioritized safety
improvements list. These safety issues will be evaluated and addressed in the project, if feasible.
The design will incorporate spot improvements as well as general safety feature upgrading as
appropriate. These determinations will be made considering the accident rate for each RRR
segment, ADT, design speed, geometry, and other pertinent factors.
The designer is hereby directed to the National Cooperative Highway Research Program
Report 500, Guidance for Implementation of the AASHTO Strategic Highway Safety Plan for
guidance concerning strategies for safety enhancements related to the various types of dangers faced
by drivers described in the report’s Volumes, which can be found at the following web link:
The Volumes are referenced as follows:
1. Volume 1: A Guide for Addressing Aggressive-Driving Collisions

2. Volume 2: A Guide for Addressing Collisions Involving Unlicensed Drivers and
Drivers with Suspended or Revoked Licenses
3. Volume 3: A Guide for Addressing Collisions with Trees in Hazardous Locations
4. Volume 4: A Guide for Addressing Head-On Collisions
5. Volume 5: A Guide for Addressing Unsignalized Intersection Collisions
6. Volume 6: A Guide for Addressing Run-Off-Road Collisions
7. Volume 7: A Guide for Reducing Collisions on Horizontal Curves
8. Volume 8: A Guide for Reducing Collisions Involving Utility Poles
9. Volume 9: A Guide for Reducing Collisions Involving Older Drivers
10. Volume 10: A Guide for Reducing Collisions Involving Pedestrians
11. Volume 11: A Guide for Increasing Seat Belt Use
12. Volume 12: A Guide for Reducing Collisions at Signalized Intersections
13. Volume 13: A Guide for Reducing Collisions Involving Heavy Trucks
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Clear Zone
The roadside recovery area is commonly referred to as the clear zone and is defined as that
area available for use by errant vehicles, starting at the edge of the traveled way and terminating at
the closest obstruction. The primary purpose of a clear zone is the safety of the traveling public. The
maximum width of any clear zone which the Division of Highways can control is limited by its
right of way; however, moving all existing obstacles from the right of way may not be necessitated
by the clear zone policy.
While it may be ideal to remove all obstacles, in many cases such removals may be
impractical and ineffective. For example, it is less effective to move those obstacles near the outer
limits of the clear zone than those near the traveled way. Moving a pole one foot so that it lies on
the right of way line or off the right of way is not always prudent nor cost-effective and adds little to
the safety intent of the zone. Once a decision is made to move an obstruction from the clear zone, it
should be moved as far from the traveled way as practical.
Although the basic concept seems simple, there are a number of factors which make for the
development and implementation of an effective clear zone difficult. One of the biggest factors
influencing the establishment of a clear zone in West Virginia is terrain. Many of our roadways are
constructed along hillsides with steep slopes, which may have natural obstacles (such as rock cliffs,
streams, hillsides, etc.) within the desirable clear zone width. Development of a policy which
requires a statewide uniform clear zone distance within such areas would be neither practical nor
effective.
It will be the responsibility of the Engineering, Traffic (along with the District traffic
Engineer), and Right of Way Divisions to work together, to establish a consistent clear zone for
each project. The width of this zone should be based on the type of highway, operating speed and
accident history of the highway section with consideration given to existing features within the
highway right of way. Obstacles within the established zone shall either be removed, given
adequate protection, or identified by proper warning devices. All obstacles outside the consistent
clear zone should be evaluated on an individual basis to determine whether greater distances could
be attainted for short distances.
The design speed is one of the primary controls for establishing a consistent clear zone,
since it generally correlates with the severity of the accident and the distance an errant vehicle is
likely to stray from the traveled way.
Design speeds can be divided into two classes:
40 MPH or Less: This design speed is typical for rural local service routes, collector routes,
and urban roads and streets. Collisions with fixed objects at these speeds are less
likely to be severe. In most cases within this class, it will be of little benefit to move
obstructions unless there is a documented accident history.
Greater than 40 MPH: This design speed is found on many rural arterial and collector
highways and is common on urban arterials. These highways are generally
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characterized by the absence of parking or other impediments to smooth traffic

flows. High speed operations characterize most rural arterials and a few urban
arterials. In these situations, a collision with a fixed object will almost certainly
result in major property damage and/or medical trauma. Given these operating
speeds, the keys to establishing a consistent clear zone are the features of the
roadside and the potential for accidents. When the Division of Highways determines
that existing objects are likely to be involved in accidents and/or cause injuries to
the highway user, corrective measures will be initiated to provide a safer
environment via an appropriate clear zone. Decisions on each project should be
made based on documented accident history and existing obstacles along the road or
street.
While this policy has not set a defined clear zone width, it has established some very
fundamental guidelines. These guidelines are to be used by those individuals responsible for
determining how much clear zone can be reasonably obtained in any given highway section. This
clear zone should never be less than the designated shoulder width. The ultimate goal is to provide
the maximum usable clear zone available in any given section of highway.
EXISTING GUARDRAIL
See DD-662 Guardrail for more information on the treatment of existing guardrail and end
treatments on 3R Projects.
ENCROACHMENTS AND UTILITIES (GUARDRAIL ONLY PROJECTS)
Projects for replacement guardrail to be placed at designated locations and which are not
continuous shall have the non-work areas identified on the plans by the words "Project Omission."
Encroachments existing within the non-work areas will not be shown on the Encroachment Report.
All other Encroachments will be shown by Station and Offset on the straight line plan and listed in
the Encroachment Report.
The designer will list utilities that are in conflict and/or may be involved in the limits of
work. This determination shall be made by contacting the affected utilities. A "Plan Note" will be
included in the plans stating that the Contractor will be responsible for contacting the utility
companies before entering the area of potential conflict. The note shall include the names of
utilities and the location by station or mile post as determined. The note shall also include the name
and telephone number for the contact person for each utility company involved.
SIGNING, SIGNALS AND PAVEMENT MARKINGS
All traffic control signs, pavement markings and traffic signals will be in conformance with
the "Manual on Uniform Traffic Control Devices." Traffic control during construction shall be
maintained in accordance with a traffic control plan included in the plans. The traffic control plan
shall be as specified in the latest edition of the Division’s “Manual on Temporary Traffic Control
for Streets and Highways”.
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BRIDGE LOADING
All bridges encountered within or immediately adjacent to RRR Project limits will be
investigated to determine their load carrying capacity. For each bridge the operating rating will be
determined from the state highway bridge inventory. If the operating rating equals or exceeds an
HS-15 loading, the bridge will be considered to meet the RRR program design criteria for bridge
loading. For bridges with an operating rating below an HS-15 loading, a design exception shall be
required for the bridge to remain in its existing condition.
BRIDGE RAILING
Bridge railings will be evaluated according to criteria established in the Division’s “Bridge
Design Manual”, dated March 1, 2004, Section 3.2.2 – Barriers, on all bridges within or
immediately adjacent to RRR Project limits. The evaluation will determine if the existing railing is
acceptable or must be modified. All bridge railings shall be continuous and have a surface with no
protrusions that could snag vehicles. Also, considering the ADT and speeds served, the railings
shall have uniform and adequate overall strength.
A. If the railing is determined not to be structurally adequate, a structurally adequate

bridge railing is to be provided as part of the project. If a determination of adequacy
cannot be made by the project designer, Engineering Division should be consulted
to make this determination.
B. If the railing is determined not to be crash worthy, a crash worthy railing is to be

provided as a part of the project.
BRIDGE APPROACH GUARDRAIL
Approach guardrail, in accordance with current Division of Highways' Standard, will be

installed at all bridge locations. This will include an appropriate attachment to the bridge railing, a
transition section and an end treatment. When existing roadway physical features prohibits
placement to full standards, the design will provide the best treatment possible. See DD-662 for
more information.
BRIDGE WIDTHS
Bridge widths for bridges to remain in place should be in accordance with the following:
CONDITION BRIDGE WIDTH

ADT >2000 or Design Speed greater than (40 MPH) *Approach Pavement + (4')
ADT ≤2000 or Design Speed (40 MPH) less *Approach Pavement + (2')
*Appropriate warning signs and delineation will be provided for all bridges with width less
than the finished approach roadway (pavement + shoulders) width.
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The attached design checklist shall be submitted with all Non-NHS RRR Project PS&E
submittals to Contract Administration Division. The Design Exception report per DD-605 is only
required on those projects where exceptions are included in the design.
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Sheet _____ of _____

NON-NHS RRR DESIGN CHECKLIST
State Project Number ________________________
Federal Project Number ______________________
County ____________________________________
Project Name _______________________________
Date _______________________________________
Current ADT: _______________ vpd
Design Speed: _______________ mph (km/h)
Pavement Thickness for Overlay (if applicable): _______________ inches (mm)
Lane Width: Criteria ________________ feet (meters)
Shoulder Width: Criteria ________________ feet (meters)
Vertical Clearance: _______________________ feet (meters)
Clear Zone: Criteria ________________ feet (meters)
Bridge Width: Criteria ________________ feet (meters)
Bridge Railing (if applicable):
Structurally Adequate Yes No
Crash Worthy Yes No
Bridge Rating: HS - ___________________
Safety Improvements Considered (add additional sheets as necessary):
Safety Improvements Incorporated: Yes No

Design Exceptions Required & Attached: Yes No
Completed by: _______________________________________
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DESIGN DIRECTIVE
608
MEDIAN AND OUTSIDE SLOPES, OVERLAY PROJECTS
April 1, 2004
Final cross slope to a median or outside ditch on overlay projects will be 4:1 or flatter.
This will be shown on the typical sections of the project plans.
During field review the Designer is to check existing slopes, inlet elevations, etc. Proper
bid items and quantities will be included in the project plans to bring the completed project into the
4:1 or flatter slope requirements.
If it is determined that the scope of grading required to achieve the 4:1 minimum slope is
such that the median or outside ditch must be completely rebuilt, the Designer shall determine the
existing roadway departure accident rate at the location in question. The existing roadway
departure accident rate for the location in question will then be compared to the statewide average
roadway departure accident rate for other similar roadways.
On projects where both the scope of grading to achieve 4:1 slopes requires reconstruction of
the median or outside ditch and there exists a high roadway departure accident rate the Designer
shall grade the cross slope to a preferred 6:1 slope with 5:1 as the minimum slope. If the above
two conditions exist and the improved cross slopes cannot be obtained the Designer shall provide
justification to and obtain approval from the Deputy State Highway Engineer Development for
utilizing 4:1 cross slopes.
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DESIGN DIRECTIVE
609
INTERSTATE RRR STANDARDS AND GUIDANCE
October 19, 2006

Interstate RRR Standards and Guidance. It shall be used on all applicable projects.
Attachment
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DD-609
INTERSTATE RRR STANDARDS AND GUIDANCE
INTRODUCTION
As per the 2005 AASHTO publication "A Policy on Design Standards-Interstate

System," "the standards used for horizontal alignment, vertical alignment, and widths of median,
traveled way, and shoulders for resurfacing, restoration, and rehabilitation (RRR) projects may
be the AASHTO interstate standards that were in effect at the time of the original construction or
inclusion into the interstate system." Based on this, these issues will not be evaluated on
Interstate RRR projects.
Issues to be evaluated are roadside safety, vertical clearance, pavement and shoulder
cross slope, and bridges to remain in place. The Designer will coordinate with the District
Traffic Engineer for the District in which the project is located for a determination if the project
includes locations with known safety issues, based on the Division of Highway’s tracking system
prioritized safety improvements list. These safety issues will be evaluated and addressed in the
project, if feasible.
SAFETY
Safety enhancement is an essential consideration of any RRR project, including Interstate

projects. In light of this, the following safety measures are to be considered.
Road Safety Audits
A Road Safety Audit (RSA) is the formal safety performance examination of the
existing road or interchange by an independent audit team. Its main objective is to address
the safe operation of interchanges and roadways to ensure a high level of safety for all road
users. More information concerning RSA’s can be found at the following web sites:
safety.fhwa.dot.gov/state_program/rsa/ and www.roadwaysafetyaudits.org.
RSA teams assess the crash potential and safety performance of roadways and
interchanges and prepare a report that identifies potential safety issues. Project officials or
managers can then evaluate and determine appropriate changes. An RSA can be used in any
phase of project development from planning to construction. An RSA done during the
planning stage and very early in the design stage can identify potential safety issues before
they are built into the project.
It is recommended that Road Safety Audits be conducted on freeway RRR projects.

This determination will be made by the Traffic Engineering Division in conjunction with
the District Traffic Engineer for the District in which the project is located. If it is decided a
Road Safety Audit is not necessary, then at minimum the crash data must be obtained and
analyzed to identify any existing safety problems.
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Clear Zone
The clear zone for Interstate RRR projects shall be determined in accordance with
the most current and approved version of the AASHTO Roadside Design Guide, and be
consistent with the highway’s posted speed limit, projected traffic volumes, and proposed
side slopes.
Horizontal Clearance To Obstructions
Design options for the treatment of non-traversable/fixed obstacles within the

clear zone as determined above shall be in accordance with the most current and
approved version of the AASHTO Roadside Design Guide.
Sideslopes
Reference is made to DD-608 for more information concerning sideslope

requirements for Interstate RRR projects. This Design Directive requires the
determination of existing roadway departure accident rates in accordance with DD-608.
Also see DD-661 through DD-664 for information concerning roadside safety,
guardrail, use of curb, and median barrier.
Rumble Strips
Reference is made to DD-645 concerning placement of Rumble Strips.
VERTICAL CLEARANCE
shoulder width. The vertical clearance to pedestrian overpasses and the bottom of the lowest
portion of a sign installation shall be 17 feet minimum. In urban areas, the 16 feet clearance shall
apply to a single routing. All other urban routes shall be 14 feet minimum.
PAVEMENT AND SHOULDER CROSS SLOPE
Reference is made to DD-601 for typical sections for both tangent and superelevated
sections.
Tangent Sections
Thru-lane: 1.6% minimum
Shoulder: 2% to 6%
Shoulder cross slope will not be less than the cross slope of the adjacent thru-lane.
Shoulder cross slope may be steepened on overlay projects in order to minimize impacts
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to the project as long as the above referenced criteria is met.
Superelevated Sections
Superelevation will be correlated with design speed in accordance with DD-603.

Superelevation will be limited to 8% maximum.
Shoulders on the low side of superelevation will have the same superelevation as
the thru-lane, although a minimum of 4% will be required. Shoulders on the high side of
superelevation will have a 6% breakover for the inside shoulder (6 feet typical) and a 3%
breakover for the outside shoulder (12 feet typical).
BRIDGES TO REMAIN IN PLACE
A bridge may remain in place if the operating rating capacity can safely service the
system for an additional 20-year service life.
The bridge cross section shall meet the following criteria:
Thru-lane width: 12 feet

Shoulder right of traffic: 10 feet
Shoulder left of traffic: 3.5 feet
For long bridges (length > 200 feet), 3.5 feet shoulders to the right of traffic are
acceptable.
Bridge Railing is to meet or be upgraded to current standards.
4 of 4
DESIGN DIRECTIVE
DD-610
GEOMETRIC DESIGN CRITERIA FOR URBAN HIGHWAYS
June 18, 2014
FUNCTIONAL CLASSIFICATION OF HIGHWAYS
The AASHTO functional classification system is to be used to classify highways for design
purposes. This system consists of arterials, collectors, and local roads. Upon determining the
functional classification of the highway (see the Roadway Inventory File maintained by the
Planning Division), the criteria as established in this directive which has been derived from the
2011 AASHTO publication "A Policy on Geometric Design of Highways and Streets", the 2005
AASHTO publication “A Policy on Design Standards – Interstate System”, and the 2001
AASHTO publication “Guideline For Geometric Design of Very Low-Volume Local Roads
(ADT ≤ 400) as applicable is to be used in all designs unless otherwise directed.
The Designer should refer to the above referenced AASHTO publications for other
geometric design criteria not established in this directive. In cases of discrepancy between the
AASHTO publication and this directive, the AASHTO publication will govern on National
Highway System (NHS) projects. This document will govern on non-NHS projects.
Attachment
1 of 8
DD-610
GEOMETRIC DESIGN CRITERIA FOR URBAN HIGHWAYS
DESIGN SPEED
Freeway – See following Table and Exhibits
CRITERIA DESIGN SPEED (MPH)

Min. Radii (feet)* See Table 3-10b
Min. Stopping Sight Distance (ft.) See Table 3-1
Max. Grade (Percent) See Table 8-1
*e max used in lieu of minimum degree of curvature
Brake Braking
Stopping site distance
Design speed reaction distance
(mph) distance on level Calculated Design*
(ft) (ft) (ft) (ft)
15 55.1 21.6 76.7 80
20 73.5 38.4 111.9 115
25 91.9 60.0 151.9 155
30 110.3 86.4 196.7 200
35 128.6 117.6 246.2 250
40 147.0 153.6 300.6 305
45 165.4 194.4 359.8 360
50 183.8 240.0 423.8 425
55 202.1 290.3 492.4 495
60 220.5 345.5 566.0 570
65 238.9 405.5 644.4 645
70 257.3 470.3 727.6 730
75 275.6 539.9 815.5 820
80 294.0 614.3 908.3 910
Note: Brake reaction distance predicated on a time of 2.5 s; deceleration rate of [11.2ft/s2 ] used
to determine calculated site distance.
* Use Design vs. Calculated.
Table 3-1 Stopping Sight Distance
2 of 8
DD-610
OTHER ARTERIALS – SEE FOLLOWING TABLE & EXHIBITS
DESIGN ELEMENT CRITERIA
Minimum Curvature (ft) SEE TABLES 3-8 thru 3-10b
Minimum Stopping Sight Distance (ft) SEE TABLE 3-1
Minimum Passing Sight Distance (ft) SEE TABLE 3-4

Maximum Distance Between Passing
Opportunities (miles)
1.0
Maximum Grade (percent) SEE TABLE 7-4
e max = 4% for urban areas SEE TABLE 3-8

e max = up to 8% for other areas
e max used in lieu of minimum degree of curvature
Design Assumed speeds (mph) (See
Passing sight distance (ft) (See Note)
speed Note)
(mph) Passed vehicle Passing vehicle Rounded for design
20 8 20 400
25 13 25 450
30 18 30 500
35 23 35 550
40 28 40 600
45 33 45 700
50 38 50 800
55 43 55 900
60 48 60 1000
65 53 65 1100
70 58 70 1200
75 63 75 1300
80 68 80 1400
Table 3-4 Passing Sight Distance for Design of Two-Lane Highways
Note – See NCHRP Report 605 for rationale behind new Passing Sight Distance Criteria
Type of terrain
30 35 40 45 50 55 60
Level 8 7 7 6 6 5 5
Rolling 9 8 8 7 7 6 6
Mountainous 11 10 10 9 9 8 8
Table 7-4 Maximum Grades for Urban Arterials
3 of 8
DD-610
Collectors - 30 mph minimum.
Local Streets - 20 to 30 mph minimum depending upon area controls (i.e. right of way,
adjacent development).
SIGHT DISTANCE (Function of Design Speed)
Freeways - See Table 3-1 (above)
Other Arterials - See Tables 3-1 and 3-4 (above)
Collectors - Stopping, See Exhibits below.

Passing - Not applicable.
Design speed Stopping sight Rate of vertical curvature, Ka

(mph) distance (ft)
Calculated Design
15 80 9.4 10
20 115 16.5 17
25 155 25.5 26
30 200 36.4 37
35 250 49.0 49
40 305 63.4 64
45 360 78.1 79
50 425 95.7 96
55 495 114.9 115
60 570 135.7 136
65 645 156.5 157
70 730 180.3 181
75 820 205.6 206
80 910 231.0 231
a
Rate of vertical curvature, K, is the length of curve per percent algebraic difference intersecting
grades (A). K=L/A
Table 3-36 Design Controls for Sag Vertical Curves
4 of 8
DD-610
Design speed Stopping sight Rate of vertical curvature, Ka

(mph) distance (ft)
Calculated Design
15 80 3.0 3
20 115 6.1 7
25 155 11.1 12
30 200 18.5 19
35 250 29.0 29
40 305 43.1 44
45 360 60.1 61
50 425 83.7 84
55 495 113.5 114
60 570 150.6 151
65 645 192.8 193
70 730 246.9 247
75 820 311.6 312
80 910 383.7 384
a
Rate of vertical curvature, K, is the length of curve per percent algebraic difference intersecting
grades (A). K=L/A
Table 3-34 Design Controls for Stopping Sight Distance and for Crest Vertical Curves
Local Streets - Stopping, DESIGN SPEED, 20 mph, 115'

DESIGN SPEED, 30 mph, 200'
Passing - Not applicable.
GRADE (Function of Design Speed)
Freeway - See above Exhibits.

Other Arterials - See above Exhibits.
Collectors - As level as consistent with surrounding terrain.
Minimum 0.5%, Maximum 14%. To be consistent with design speed.
See Table 6-8 below
Type of terrain
20 25 30 35 40 45 50 55 60
Level 9 9 9 9 9 8 7 7 6
Rolling 12 12 11 10 10 9 8 8 7
Mountainous 14 13 12 12 12 11 10 10 9
Note: Short lengths of grade in urban areas, such as grades less than 500 ft in length, one-
way downgrades, and grades on low-volume urban collectors may be up to 2 percent
steeper than the grades shown above.
Table 6-8 Maximum Grades for Urban Collectors
5 of 8
DD-610
Local Streets - As level as consistent with surrounding terrain. Minimum 0.5%. Maximum
15%. To be consistent with design speed.
ALIGNMENT
Arterials - See DD-601 (minimum radii - emax).
Collectors - Fit existing topography to minimize cuts and fills as well as not to sacrifice
safety. To be consistent with design speed.
Local Streets - Fit existing topography to minimize cuts and fills as well as not to sacrifice
safety. To be consistent with design speed.
PAVEMENT CROSS SLOPE (Tangent Sections)
Freeway (Interstate) - Same as rural, see DD-601.
Other Arterials - 2% to 3%. Lower values should be used in center lanes with
increases of 0.5 to 1.0% per lane drained to a maximum of 3%.
Collectors - Same as "Other Arterials."
Local Streets - 2% (paved).

2% to 6% (unpaved).
SUPERELEVATION
Other Arterials - On major controlled access arterials and any arterial with design speed of
50 mph and above, see DD-601. For other arterials, generally not used,
but if used, 4% maximum. See also Pages 3-52 to 3-57 of the 2011
publication "A Policy on Geometric Design of Highways and Streets."
Collectors - Usually impractical or undesirable due to adjacent development, etc.

4% maximum when used.
Local Streets - Usually impractical or undesirable due to adjacent development, etc.

4% maximum when used, 6% may be used where a curve is long enough to
provide an adequate superelevation transition length.
NUMBER OF LANES
Other Arterials - Varies, dependent upon capacity analysis and available right of way.
Collectors - Should be based on highway capacity analysis. Usually there are 2 lanes.
6 of 8
DD-610
Local Streets - Service to 3 or fewer parcels - 1.

Service to more than 3 parcels - 2; which may consist of 2 individual one-
way lanes (one-way pair).
LANE WIDTH
Freeway (Interstate) – 12 ft.
Other Arterials - 10 ft to 12 ft. If heavy truck traffic anticipated, desirable to add 1ft, up to
a maximum width of 12 ft. If truck traffic restricted, may narrow by 1ft
to a minimum width of 10 ft.
Collectors - Same as "Other Arterials."
Local Streets - Service to 3 or fewer parcels (one lane) – 12 ft total.

One-way pairs – 12 ft total.
Service to 10 or fewer parcels (two lanes) – 8 ft each.
Industrial areas – 12 ft minimum.
All others – 10 ft minimum.
If right of way width controls, the width for industrial areas and all others
may be reduced to 11 ft.
PARKING LANES
Freeway (Interstate) - Not applicable.
Other Arterials - Should only be considered when provision is required due to existing
conditions. When a parking lane is provided, the width should meet lane
width criteria if future traffic volumes warrant additional capacity. This
lane can be used as an additional traffic lane during peak traffic hours by
prohibiting parking at these times in addition to possibly being used as a
storage lane. If there is no future demand for an additional traffic lane, 8
ft width may be used. Gutter pan width may be included in this width.
Collectors - 8 ft to 11ft wide on one or both sides if sufficient width is available. When a
parking lane is provided, the width should meet lane width criteria if future
traffic volumes warrant additional capacity. Gutter pan width may be included
in this width.
Local Streets - 7 ft in residential areas and 8 ft in commercial and industrial areas. When a
parking lane is provided, the width should meet lane width criteria if future
traffic volumes warrant additional capacity. If there is no future demand
for an additional traffic lane, 6 ft width may be used. Gutter pan width may
be included in this width.
CURBS
See DD-663.
CURB RAMPS AND SIDEWALKS
See DD-811.
7 of 8
DD-610
DRIVEWAYS
See DD-308.
ROADWAY WIDTHS FOR BRIDGES
Arterials - Principal - Same as rural, see DD-601.

Minor – 30 ft minimum.
Collectors - Roadway width 18 ft to 22 ft, match roadway width, minimum 18 ft.

Roadway width greater than 22 ft, ADT less than 1000, minimum 22 ft.
Roadway width greater than 30 ft, ADT greater than 1000, minimum 30 ft.
Local Streets - One-lane streets – 18 ft minimum, 16 ft may be used if mobile home

movement is not anticipated or another route exists for mobile home
movement.
Two-lane streets – 20 ft minimum.
**NOTE** The minimum clear width for new bridges on arterial streets should be the same as
the curb to curb width of the street.
HORIZONTAL CLEARANCE TO OBSTRUCTIONS
Other Arterials - Clear roadside recommended. If curbed, 1.5ft minimum between face of
curb and object. 3 ft desirable particularly near turning radii at driveways
and intersections.
Collectors - If curbed, 1.5 ft minimum between face of curb and object. If a continuous
parking lane exists, no clearance required, but 1.5 ft setback to obstructions is
desirable.
Local Streets - 1.5 ft minimum between face of curb and object.
VERTICAL CLEARANCE
Other Arterials - New or reconstructed, 16 ft clearance over entire roadway. In highly
urbanized areas, 14 ft clearance may be provided if there is one route with
16 ft clearance. Additional clearance (0.5 ft) should be allowed for future
overlays of the underpass.
Collectors - 14 ft over the entire roadway plus an allowance (0.5ft) for future overlays of
the underpass.
Local Streets - Same as "Collectors."
BICYCLE / PEDESTRIAN ACOMMODATION
See DD-813
8 of 8

ADDITIONAL OR REVISED
ACCESS POINTS TO THE INTERSTATE SYSTEM
January 28, 2021
Supersedes September 21, 2011
Title 23 United States Code, Section 111 prohibits new or revised access points,
including removal of ramps or the addition of locked gate access, to the Interstate System
without approval of the Federal Highway Administration.
All revisions to Interstate access shall be in accordance with the attached FHWA
memorandum and Policy on Access to the Interstate System or latest revisions thereto.
Attachment
DESIGN DIRECTIVE
621
INTERSECTIONS (SIGHT DISTANCE)
May 16, 2012
In order to assure that proper sight distances are provided at all ramp terminals and major
intersections, a minimum sight distance and/or sight triangles shall be determined according to the
different type of traffic control; found on page 9-32 of the 2011 AASHTO publication, “A Policy on
Geometric Design of Highways and Streets”, as follows:
Case A – Intersections with no control

Case B – Intersections with stop control on the minor road
Case B1 – Left turn from the minor road
Case B2 – Right turn from the minor road
Case B3 – Crossing maneuver from the minor road
Case C – Intersections with yield control on the minor road
Case C1 – Crossing Maneuver from the minor road
Case C2 – Left or right turn from the minor road
Case D – Intersections with traffic signal control
Case E – Intersections with all-way stop control
Case F – Left turns from the major road
The character of the traffic service on the intersecting road shall be considered, and a higher
type design vehicle shall be used if deemed appropriate.
If it is necessary to provide a lesser sight distance, an explanation shall be furnished by the

designer.
CROSSROAD
MAINLINE
ARTERIAL COLLECTOR LOCAL ROAD
Arterial WB-50 SU SU
Collector SU SU
Local Road P
1 of 1
DESIGN DIRECTIVE
622
INTERSECTIONS ON RURAL DIVIDED HIGHWAYS
October 3, 2012
Attached is the West Virginia Department of Transportation, Division of Highways’

Intersections on Rural Divided Highways guide. It shall be used on all applicable projects.
Attachment
1 of 4
DD-622
INTERSECTIONS ON RURAL DIVIDED HIGHWAYS
Turn lanes are to be provided for intersections on rural divided highways in accordance with
the attached drawing and the requirements as listed below. All references to pages, tables and
exhibits herein are contained in the 2011 AASHTO publication "A Policy on Geometric Design of
Highways and Streets”.
LEFT TURNS
Left-turn lanes are to be provided on all rural divided highways. Where the design hourly
volume (DHV) for the turn from the through roadway is equal to or greater than 30, a taper, a
deceleration lane, and a storage bay (minimum 100 feet long) shall be provided.
RIGHT TURNS
Where the DHV is less than 30, an appropriate turning radius will be provided.
Where the DHV from the through roadway is equal to or greater than 30 and less than 100 a
right-turn taper shall be provided. An appropriate turning radius will be provided at the end of the
taper.
When the DHV turning right is 100 or greater and/or the DHV on through lanes in one
direction is 500 or greater, a deceleration lane and taper will be provided.
In certain situations where right-turn traffic movement delays cause problems with through
traffic, a storage length (min. 100 feet) must be considered.
MEDIAN CROSSOVERS
A four lane rural facility should have adequate median width to provide for protected left
turns.
Where a median crossover is provided along a superelevated multi-lane highway with a

median less than 18 feet wide and without provisions for a storage lane, the profile grade shall be
carried in the center of the median.
Where a median crossover is provided along a superelevated multi-lane highway with a

median of 18 feet or more and/or where a storage lane is provided, separate profile grades shall be
carried for each set of lanes. A differential in grade lines (bifurcation) shall be used where required
to provide a smooth median crossover grade, with the desirable grade being 2 percent toward the
low side. Excessive bifurcation is not desirable due to the possibilities of future widening of the
roadway and possible future intersections being constructed on the roadway.
See Figure 9-59 “Above Minimum Design of Median Openings”, page 9-155 of the 2011
AASHTO publication "A Policy on Geometric Design of Highways and Streets”.
2 of 4
DD-622
WVDOH uses a control radius of 75 feet for the design of median openings.
INTERSECTION DETAILS
Special details are required for all intersections. The pavement and shoulders shall be
contoured to assure that superelevation, drainage, aesthetics, safety features and other aspects of the
design have been properly considered. Pavement elevations will be indicated at 10 feet intervals
around the returns and on the centerline of the side roads.
3 of 4
Note 1:
R To Be Determined From
INTERSECTIONS ON DIVIDED HIGHWAYS
Table 9-15 Pages 9-57 to 9-59,
And Table 9-16 Pages 9-60 to 9-63,
Use As Applicable.
Note 2: Note 1: R 81
:Tape rMPH
rFo 30
Minimum Taper Length 1

5:1Tape
rFo
rMPH 30 50
Right Turn Deceleration
300' Min. For Curved Roadways C
L
With Design Speeds > 50 MPH. 20:
1Tape
rFo
rMPH 50
See Figure 9-49 For L And
R Values. Not
e2
Not
e3:1
0'To1
2' Not
e3:Mi
n.1
0'To1
2'
Note 3:
Auxiliary Lanes Should Have
Same Width As Through Lanes.
Note 4:
When a Non Curbed Typical
PR
R2
Is Used A Straight Taper
C
W Median
May Be Utilized. C
L
R1
Note 4
Note 5:
R Is To Be Determined From
Figure 9-59. WVDOT Uses Min. Note 5:R Note 5: R
Radius Of 75 Feet.
Note 6:
For Turning DHV > 30 to 100,
One Half (1/2) Of The Transision M So

trageLn
egh
t Lf
etTur c
n Deee
lrai
ton Transi
ti
on(
L)
Length May Be Considered See Table Below (See Note 4)
Part Of The Deceleration Length.
Unsignallized Storage Length =

RIGHT-TURN LANE Deceleration Length For Turning DHV > 30
25' x Turning DHV/30, Min. 125'.
As per Table 10-5 (see note 6)
For Turning DHV > 30, But < 100,
For Turning DHV < 30, There Shall Be
Use Taper Only.
No Deceleration Area, Only
For Turning DHV
The Taper And Storage Area.
> 100 And / Or Thru Lanes One Direction
> 500, Deceleration Length (As Per
Table 10-5) Plus Taper.
Transition (L)
Turn 30 MPH or Less > 30 MPH to 50 MPH > 50 MPH

DD-
Lane 8:1 Taper 15:1 Taper 20:1 Taper

Width
L R1 R2 L R1 R2 L R1 R2
Note - Median opening (M) (W)
Is Dependent On R.
96 180 240 803
6
12 262 131 906 453 1,606

2
11 88 240 120 165 828 414 220 1,470 735

See Table 9-27 Min. Design
2
10 80 218 109 150 752 376 200 1,338 669

Of Median Openings. (75' Control Radius)
DESIGN DIRECTIVE
623
INTERCHANGE CONTOURED SITE GRADING PLANS
November 1, 1994
Site grading plans will be provided for all interchanges and major intersections. The site
grading plans shall show finished contours at 2-foot intervals in solid lines blended to existing
contours shown as dashed. Special emphasis shall be given to providing smooth lines by the use of
drainage swales and drop inlets in lieu of ditches and wingwalls.
Major intersections shall be the intersection of or with heavily traveled routes where site
grading will assist the designer in clearly presenting proper sight distance and aesthetics.
1 of 1
DESIGN DIRECTIVE
DD-624
RAMP TERMINALS
July 11, 2012
The attached drawings are for your use in the design of ramp terminals.
Additional information concerning the subject may be found in Chapter 10 of the 2011
AASHTO publication “A Policy on Geometric Design of Highways and Streets.”
Generally, the attached tapered designs will be used but conditions may warrant parallel
design, especially entrance ramps.
Attachments
1 of 4
SINGLE LANE ENTRANCE RAMP TERMINAL
400' MIN
*
Paved Paved
Thru Lane 4'
Shoulder 12' Shoulder
Va
16'
Paved
Shoulder RAMP
B
L V' Lg
MP a
RA
ts
ustm en
Adj
Grade
lus
La P
1 Taper Mi
50: n.
Paved Speed l
Faciity.
1
To 70: High
A
Shoulder
Legend:
1. La Is The Required Acceleration Length As Shown In
Table 10-3 Or As Adjusted By Table 10-4.
2. Point A Controls Safe Speed On The Ramp. La Should Not Start
Back On The Curvature Of The Ramp Unless The Radius Equals

1000' Or More.
3. Lg is Required Gap Acceptance Length. Lg Should Be A Minimum

Of 400' Depending On The Taper Rate.
*
4. The Value Of La Or Lg, Whichever Produces The Greater Distance
Downstream From The Nose, Shall Be Used In The Design Of
The Ramp Entrance.
5. Va Is The Speed Reached By A Vehicle Entering The Thru Lane.
6. V'a Is The Initial Speed Of An Entering Vehicle.
RAMP ACCELERATION LENGTHS
US CUSTOMARY
Acceleration Length, L (ft.) For Entrance Curve Design Speed (mph)
Highway Stop
Condition 15 20 25 30 35 40 45 50
Speed
Design Reached, And Initial Speed, V' a (mph)
Speed, V Va
(mph) (mph) 0 14 18 22 26 30 36 40 44
30 23 180 140 - - - - - - -
35 27 280 220 160 - - - - - -
40 31 360 300 270 210 120 - - - -
45 35 560 490 440 380 280 160 - - -
50 39 720 660 610 550 450 350 130 - -
55 43 960 900 810 780 670 550 320 150 -
60 47 1200 1140 1100 1020 910 800 550 420 180
65 50 1410 1350 1310 1220 1120 1000 770 600 370
70 53 1620 1560 1520 1420 1350 1230 1000 820 580
75 55 1790 1730 1630 1580 1510 1420 1160 1040 780
NOTE: Uniform 50:1 and 70:1 Tapers Are Recommended Where Lengths Of Acceleration
Lanes Exceed 1300 Feet.
Table 10-3 Minimum Acceleration Length For Entrance
Terminals With Flat Grades Of 2 Percent Or Less.

DD-624
SINGLE LANE EXIT RAMP TERMINAL
Z'
2° - 5° DIVERGENCE THRU
V See Detail D
(2° PREFERRED) LANES
12' W2 Wl
4' *
M
L PAVED
3' W2
RAMP SHOULDER
V'
Wl Z
DECEL
ERATI
ON LE
NGTH
PLUS
GRADE
ADJUS
TMENT
4'
Wl = Main Line Lane Width A
W2 = Ramp Pavement Width
Z = ( See Table) PAVED SHOULDER

3'
Design Speed of Length Of Nose Taper

Detail D
Approach Highway (Z) Per Unit Width Of
(mph) Nose Offset
RAMP DECELERATION LENGTHS
30 15.0
Deceleration Length, L (ft.) For Design Speed Of Exit Curve, V' (MPH)
35 17.5
Highway Stop
40 20.0
Condition 15 20 25 30 35 40 45 50
Speed 45 22.5
Design Reached, For Average Running Speed On Exit Curve, V'a (mph)
50 25.0
Speed, V Va
55 27.5
(mph) (mph) 0 14 18 22 26 30 36 40 44
30
60 30.0
28 235 200 170 140 - - - - -
35 32 280 250 210 185 150 - - - - 65 32.5
40 36 320 295 265 235 185 155 - - -
70 35.0
45 40 385 350 325 295 250 220 - - -
50 44 435 405 385 355 315 285 225 175 - 75 37.5
55 48 480 455 440 410 380 350 285 235 -
60 52 530 500 480 460 430 405 350 300 240 Table 10-2 Minimum Length Of Taper Beyond An Offset Nose
65 55 570 540 520 500 470 440 390 340 280
70 58 615 590 570 550 520 490 440 390 340
75 61 660 635 620 600 575 535 490 440 390
Legend :
V = Design Speed Of Highway (mph)
Va= Average Running Speed Of Exit Curve (mph)
A Point Controlling Safe
V' = Design Speed Of Exit Curve (mph)
(Normally P.C. Of Exit Ramp Curve)
V'
a = Average Rinning Speed On Exit Curve (mph)
V = Design Speed of Highway
Table 10-5. Minimum Deceleration Lengths For Exit Terminals With Flat
V' = Design Speed Of Exit Curve
Grades Of 2 Percent Or Less.
Z' Is Tapered Distance Along Thru Lane
GRADE ADJUSTMENTS "See Table 10-4 On Previous Page" Z Is Tapered Distance Along The Ramp
Z & Z' Have Same Taper Rate Per Foot DD-624

GRADE ADJUSTMENTS
US CUSTOMARY
Design Deceleration Lanes

Speed Of
Highway Ratio Of Length On Grade To Length Of
a
(mhp) Level For Design Speed Of Turning curve (mph)
All Speeds 3 To 4% Upgrade 3 To 4% Downgrade

0.9 1.2
All Speeds 5 To 6% Upgrade 5 To 6% Downgrade
0.8 1.35
Design Acceleration Lanes

Speed Of
Highway Ratio Of Length On Grade To Length Of
(mhp) Level For Design Speed Of Turning curve (mph)a
20 30 40 50 All Speeds
3 To 4%
3 To 4% Upgrade
Downgrade
40 1.3 1.3 - - 0.7
45 1.3 1.35 - - 0.675
50 1.3 1.4 1.4 - 0.65
55 1.35 1.45 1.45 - 0.625
60 1.4 1.5 1.5 1.6 0.6
65 1.45 1.55 1.6 1.7 0.6
70 1.5 1.6 1.7 1.8 0.6
5 To 6%
5 To 6% Upgrade
Downgrade
40 1.5 1.5 - - 0.6
45 1.5 1.6 - - 0.575
50 1.5 1.7 1.9 - 0.55
55 1.6 1.8 2.05 - 0.525
60 1.7 1.9 2.2 2.5 0.5
65 1.85 2.05 2.4 2.75 0.5
70 2.0 2.2 2.6 3.0 0.5
Ratio From This Table Multiplied By The Length In Exhibit 10-70 Or
Exhibit 10-73 Gives Length Of Speed Change Lane On Grade.
Table 10-4. Speed Change Lane Adjustment Factors As A

Function Of Grade
DD-624
DESIGN DIRECTIVE
DD-625
INTERCHANGE WARRANTS
June 18, 2014
This purpose of this Design Directive is to provide guidance for determining whether to
construct at-grade intersections or interchanges on roadways classified as expressways for the West
Virginia Division of Highways. Information is given to aid the designer in choosing between an at-
grade intersection or an interchange based on design-year traffic combined with sound engineering
judgment. A procedure and a table for the warrant determination are given.
Attachment
1 of 4
DD-625
10. Introduction and Background
Traffic signals are not safety devices; rather they function by alternately assigning the
right of way to conflicting traffic streams. Signals are thus the most restrictive form of traffic
control device.
When one of these traffic streams is traveling at a high speed (55 mph or greater)
there may be safety issues involved with interrupting it. The presence of the signal can cause
intersection capacity problems by itself. The steps that must be taken to assure good traffic
operations can further degrade the intersection’s capacity.
The goal of the West Virginia Division of Highways (WVDOH) is to place as few
signals as possible on expressway-type facilities. Agreement was reached with the Federal
Highway Administration in 1982 to use what are called the “Bleyl Numbers” for the design
year traffic at an intersection. The “Bleyl Numbers” were defined by Robert Bleyl, who was
the State Traffic Engineer in Utah at the time of the definition of the numbers. He utilized the
Minimum Vehicular Volume (Warrant 1) and the Interruption of Continuous Traffic
(Warrant 2) in the 1961 Manual of Uniform Traffic Control Devices (MUTCD) to define the
numbers. In the 2000 or later issues of the MUTCD these two warrants were combined into
Warrant 1, Eight-Hour Vehicular Volume with Conditions A and B. The attached table is
based on Table 4C-1 of the 2003 MUTCD.
It is this warrant that the WVDOH will utilize to predict the future need for a traffic
signal at any intersection on an expressway facility. The “Bleyl Numbers” table is attached
to and made a part of this Design Directive.
If the warrant analysis shows that there is greater than a 95% probability that a signal
will be required in the design year, then an interchange rather than an at-grade intersection,
should be considered for construction at the time the facility is built. Other factors
conforming to sound engineering judgment must be considered also. See Section 30 of this
DD.
A traffic signal is NOT an interim measure for the future construction of an

interchange. The signal which is warranted in the design year may or may not be warranted at
the time of construction and opening to traffic of the facility, or for many years to come.
Unwarranted signals have the potential to cause significant safety and delay problems at any
intersection on any roadway, but especially at intersections on expressways.
20. Procedure
The designer is to follow the following steps to determine whether an interchange

may be warranted instead of an at-grade intersection.
A. Acquire the design Average Annual Daily Traffic (AADT) volumes (20 or 25 years
into the future from the predicted year of the facility opening to traffic) for each
intersection on the new or reconstructed expressway facility. This information is
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DD-625
obtained from the Traffic Modeling and Analysis Unit of the Planning Division, and
is the same future year ADT data that is shown in the Design Designation block on
the project’s Title Sheet. See DD-802.
B. Compare these projected AADT’s to the volumes shown in the attached table, by
utilizing the number of lanes on the approach roadways, Major and Minor, as
determined by the Designer. The expressway is normally the major road, but the
designer may determine otherwise as long as the decision is documented to the
project file. Satisfaction of the appropriate volumes indicates there is a 95%
probability that a traffic signal will be warranted in the design year, in which case an
interchange should be considered instead of an at-grade intersection.
C. Verify the conclusion reached in Step “B” above by dividing the AADT values used
in that step by two, and comparing the result to eight times the required hourly
warrant values.
D. Furnish the results of the analysis to the Traffic Engineering Division for verification,
and for possible consideration of other factors that may affect the analysis, such as
trucks, speed, pedestrians and/or bicyclists, which may affect the installation or
operation of a signal.
E. Upon verification of the analysis by the Traffic Engineering Division, copies of all
analyses and documentation are to be placed in the project file, as well as the Master
File.
30. Other Considerations
There are other items that the Designer must consider after the determination is made
that an interchange is or is not to be considered at any particular intersection. These include
costs of right-of-way, utility relocation, future cost of construction versus the cost to
construct the interchange at the present time, etc.; maintenance of traffic; environmental
impacts; adjacent development; the impact the interchange will have upon the existing
roadway and traffic network; etc. More conditions that the designer must examine are
contained on Pages 10-3 through 10-5 in the 2011 issue of the AASHTO publication “A
Policy on Geometric Design of Highways and Streets”.
After careful consideration of these and all other possible factors by the Designer, the
conclusion that an interchange may not be possible to construct where one is warranted by
this DD may be reached, or an intersection may be constructed where an interchange is
warranted.
All factors, to include the warrant, are to be considered when the decision is made to
build an at-grade intersection or an interchange at any intersection along expressway-type
facilities. There is a possibility that a grade-separated mainline roadway with a two-way
connector road (crossover to one side required on the mainline) could be constructed instead
of a full interchange or full crossover to both sides. It is crucial that documentation of the
reasons for the decision be placed in the project file and the Master File.
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TABLE OF BLEYL NUMBER VALUES
NUMBER OF LANES FOR DESIGN YEAR AADT EIGHT TIMES HOURLY MUTCD
MOVING TRAFFIC ON EACH PROJECTIONS WARRANT VOLUME
APPROACH
Warrant 1, Condition A - Minimum Vehicular Volumes
MAJOR MINOR MAJOR MINOR MAJOR MINOR
1 1 9,600 6,700 5,750 4,000 4,000 2,800 1,200 840
2 OR MORE 1 11,550 8,100 5,750 4,000 4,800 3,360 1,200 840
2 OR MORE 2 OR MORE 11,550 8,100 7,700 5,400 4,800 3,360 1,600 1,120
1 2 OR MORE 9,600 6,700 7,700 5,400 4,000 2,800 1,600 1,120
Warrant 1, Condition B - Minimum Vehicular Volumes
MAJOR MINOR MAJOR MINOR MAJOR MINOR
1 1 14,400 10,100 2,900 2,050 6,000 4,200 600 424
2 OR MORE 1 17,300 12,100 2,900 2,050 7,200 5,040 600 424
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2 OR MORE 2 OR MORE 17,300 12,100 3,850 2,700 7,200 5,040 800 560
1 2 OR MORE 14,400 10,100 3,850 2,700 6,000 4,000 800 560
NOTES: 1. See Section 4C of the 2003 MANUAL ON UNIFORM TRAFFIC CONTROL DEVICES (MUTCD).
2. The higher of the two minor approach volumes is to be used in the analyses.
3. The italicized values represent a reduction to 70% of the volumes corresponding to the MUTCD warrant.
This reduction is taken where the major street speed is greater than 40 mph or the intersection lies in an
isolated community with a population of less than 10,000.
DD-631

DESIGN DIRECTIVE
DD-631
BRIDGE APPROACHES
May 12, 2010
This Design Directive provides the designer with the West Virginia Department of
Transportation, Division of Highways policy for approach slabs and transition pavement for
bridges. Certain other Division manuals are referenced herein, and are hereby incorporated into and
made a part of this Design Directive.
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DD-631
10. General
The purpose of an approach slab at the ends of most bridges is to provide a safe and
comfortable transition from the roadway to the bridge, and to provide a structurally sound
transition from the roadway to the bridge. The approach slab helps reduce the “bump”
that sometimes is created when the embankment under the bridge approach undergoes
settlement.
The area between the roadway embankment and the bridge abutment frequently
receives inadequate compaction or a different degree of compaction than the roadway fill.
Another cause of differential settlement between roadway pavement and the bridge
structure is subsidence of compressible original soil layers under the approach roadway
fill's weight, while the bridge is normally founded on more unyielding foundation of solid
rock or piling. In order to prevent pavement failure, an unacceptable differential elevation
between the pavement and the bridge pavement, and excessive loading on the abutment,
an approach slab is constructed to span from the abutment over the roadway
embankment.
20. Design and Plan Presentation Requirements
Approach slabs are to be designed for the conditions found at the bridge site. Joints
required with the approach slab and bridge transition pavements are also to be designed for
conditions found at the bridge site, and with consideration of the type of bridge designed.
Requirements and types of joints will be discussed later in this Design Directive. See the
latest issue of the West Virginia Department of Transportation, Division of Highways’
Bridge Design Manual for more information concerning certain bridge types which do not
require an approach slab. All bridges except those described therein shall have approach
slabs.
Approach slabs (when required) for bridges are considered an integral part of the
bridge and are to be included in the roadway plans and quantities. The length of a bridge
will be computed from paving notch to paving notch.
When approach embankments are to be constructed over soft or unstable soils, at

least one core boring should be taken at each embankment to assess the foundation soils for
possible settlement or stability problems. The core borings will be taken in accordance with
the latest issue of the Division’s Bridge Design Manual.
A bridge that is let separately shall include the approach slabs and the length of
project or contract thereof shall include the approach slabs. The title sheet shall indicate, by
length and stations, the breakdown between bridge and roadway. This breakdown is to be
carried through to the estimate used in the PS&E assembly.
On projects for grade, drain, pave and structure, the quantities on the proposal are to
be separated into roadway and structures with the approach slab included in the roadway
items.
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DD-631
30. Materials
The material for base course for an approach slab shall be Item 307001-*, "Class 1
Aggregate Base Course," per cubic yard, six inches in thickness for the area of the approach
slab or Item 311006-*, "Open Graded Free Draining Base Course," per cubic yard,
thickness as per approach roadway for the area of the approach slab, with a statement that
the same material as used for base on the adjacent pavement may be used under the
approach slab at the unit price bid for the roadway item.
40. Joints
Bridges with integral abutments have differing joint requirements than bridges with
expansion joints at the abutments. Joints between the bridge deck and the approach slab, the
approach slab and bridge transition pavement, as well as differing bridge transition
pavement joint requirements must be evaluated and carefully selected. Selection of joints is
based on anticipated thermal movement of the bridge. See the latest issue of the Bridge
Design Manual for more information concerning the proper selection of these joints.
The location and type of all required joints as per the Bridge Design Manual for all
bridges will be shown on the plans.
When a Type J bridge approach joint is required, it shall be designed as per the
attached detail. If the length of the bridge transition pavement is zero (i.e. Hf and Ho are
zero, pavement section is constructed into rock), the Type J Joint will not be applicable.
Attachment
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BRIDGE APPROACH TRANSITION PAVEMENT
Transition Pavement
20’ Bridge
Length (ft) = 360 x ((0.01xH f
)
+(0.04xH o))
285’ Max. Approach
A 15’ Min. Slab
Bridge
Base Course
Type J
Bridge Approach
Expansion Joint
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Hf
Original Ground Line
Ho
Rock Line
Notes:
DD-631
1. H And H o To Be Measured At The Back Of Abutment

f
2. Point A Is Located At The Center Of The 4’ Wide Type J Bridge Approach
Expansion Joint. The Location Of This Point Shall Be Shown On The Plans.
DESIGN DIRECTIVE
DD-632
PAINTING OR DISMANTLING STRUCTURES, CONTAINMENT OF
DEBRIS CLEANED FROM STRUCTURE AND PAINTING OVERSPRAY
October 1, 2003
All structures that are to be painted in the field or dismantled must have containment levels
specified on the plans. The containment levels are selected at a joint field inspection attended by
the West Virginia Department of Transportation, Division of Highways, and the Department of
Environmental Protection personnel. The joint field inspection is to take place early in the plan
development process.
The project manager shall contact the Materials Control, Soil and Testing Division by
memorandum. The following information shall be provided.
1. Project Number
2. Bridge Number
3. County
4. Route Number
5. Bridge Name
6. A county map with location noted
7. A short description of project, such as
A. New bridge
B. Complete repainting
C. Spot repainting
8. Estimated PS&E date
An example memorandum is attached.
Attachments
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DD-632

Division Of Highways
Bob Wise Charleston, West Virginia 25305-0440 • 304/558-3505 Fred VanKirk, P. E.
Governor Secretary/Commissioner
Jerry Bird
Assistant Commissioner
February 12, 1998
MEMORANDUM
TO: DM
FROM: DD
SUBJECT: State Project S304-43-2.60, Cabell County

Davis Creek Truss Bridge #3838, County Route 43
Field Inspection for Selection of Containment Levels
The subject structure is to be completely cleaned and repainted. The proposed PS&E
date for this project is May 1998. We would appreciate your comments as to containment
levels by April 1, 1998.
Attachment
cc: DD(AR[DA], MF)
JES:dk
E.E.O./AFFIRMATIVE ACTION EMPLOYER
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DD-632
Project
S304-43-2.60
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DESIGN DIRECTIVE
DD-641
PAVEMENT TYPE SELECTION GUIDE
June 18, 2014

on pavement type selection. A pavement type selection will be performed on all projects
requiring pavement in accordance with this document.
Attachment
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DD-641
PAVEMENT TYPE SELECTION GUIDE

10. INTRODUCTION
Pavement type selection is a combination of engineering and economic analysis, which

provides data to assist the engineer or manager in choosing a cost-effective pavement. The
engineering analysis consists of a pavement structural design procedure with consideration of
other factors that may influence the selection of a pavement. Pavement type selection has not
evolved to an exact science, and there is no absolute or indisputable mathematical solution for all
selections. The 1993 AASHTO Guide for the Design of Pavement Structures and 1998
Supplemental allows for "other factors," both principal and secondary, which need to be
considered along with the engineering and economic data to select the pavement type that best
fits the needs and conditions of the project. The principal factors, as defined in “DD-646,
Pavement Design Guide”, have a major influence on the pavement type selection process. The
secondary factors described in Section 40 of this design directive will be used when a clear
choice is not indicated by the principal factors.
This Guide outlines the process for pavement type selection for new and reconstructed
pavement structures as well as rehabilitation projects. It provides guidance in the design
approach for the cost comparison, life cycle cost, and the use of design parameters. It also
discusses principal and secondary factors to be utilized in making a pavement type selection.
This Guide is provided in compliance with Title 23 Code of Federal Regulations. The latest
edition of the West Virginia DOT, Division of Highways, Pavement Design Manual is to be used
to obtain technical data needed in the analysis.
20. DETERMINATION OF A PAVEMENT SEGMENT
This selection process shall define what pavement type should be built on each pavement
segment. A pavement segment shall not be limited by project length but should consider the
entire highway system and how that system is to be maintained. A pavement segment may be
comprised of multiple paving projects (Figure 1).
Asphalt per Pavement Segment Determination Usable Section
Contract #1 (Concrete) Contract #2 (Concrete) Cont. #5 Contract #3 (Asphalt) Contract #4 (Asphalt)

Bride
Existing
Pavement Segment #1 (Generally 2-5 Miles) Pavement Segment #2 (Generally 2-5 Miles)
Figure 1. Illustration of contracts within pavement segments
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DD-641
The following criteria should be considered when determining a pavement segment:
A. Pavement segment length should generally equal a reasonable rehabilitation or

resurfacing project length, normally two to five miles, but could vary depending on
the termini chosen.
B. Distinction should be made between rural and urban pavement segments due to
increased future user costs during rehabilitation projects in urban segments.
C. Pavement segments should have logical termini such as bridges, interchanges,
intersections, or locations where traffic lanes are added or dropped. Bridges should be
given the most consideration as logical termini.
D. Determination of pavement segments should be limited to the segments in the area of
the project being bid. Pavement segments should not be chosen for an entire highway
corridor prior to final design of the construction contracts.
E. Consider all future maintenance activities required on the segment.
F. The design parameters, such as traffic and geology, should remain relatively constant.
The straight-line diagrams maintained by the Planning Division should be

consulted. These diagrams contain a wealth of West Virginia roadway information
such as construction year, surface type, and intersection/interchange/bridge locations,
which can be used by the designer to determine the termini of pavement segments.
Also, the Pavement Management Section of the Division of Highway’s Maintenance
Division is to be consulted for all data concerning the pertinent pavement segments.
The designer may discover that a pavement segment was previously determined for
the project area which can be evaluated and recommended as a proposed project
pavement segment.
The designer shall submit a pavement segment to the Deputy State Highway
Engineer-Development by memorandum for approval. This memo shall be retained in the
project file.
30. PAVEMENT TYPE SELECTION METHOD
Selection of pavement type shall be performed using method A or B below. If

no pavement exists in the pavement segment at the time of construction, then follow
method A.
A. Design the pavement alternates according to “DD-646, Pavement Design Guide”.
1. If there are other engineering considerations such as slow-moving, heavy

loads, grades, or stop conditions which would dictate a specific pavement type
then the pavement type may be selected independently of the Alternate Design
Alternate Bidding (ADAB) process. Other factors to consider in this situation
are proper asphalt pavement types and binder grades as called for in “DD-644,
Asphalt Pavement”, or cement content and reinforcement for concrete
pavement.
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DD-641
2. Perform the Life Cycle Cost Analyses (LCCA) per “DD-647, Life-Cycle Cost
Analysis for Pavement Design.”
a. If the difference in the Net Present Value (NPV) of the LCCA is

generally over 20% between the lowest two pavement alternates then
the pavement alternate with the lowest NPV can be selected. The 20%
difference shall be calculated by multiplying the lowest pavement
alternate’s NPV by 0.2.
b. The ADAB method of bidding as described by “DD-648, Alternate
Design Alternate Bidding of Pavements” will generally be considered;
however, if the NPV of the LCCA is less than 20%, then the ADAB
method shall be recommended to the Deputy State Highway Engineer-
Development for use on the project.
If the ADAB process is used, then all of the pavement type alternates
may be used in the bidding process.
B. When a pavement type has been selected within a pavement segment, a review of
the previous selections for that pavement segment will be conducted. Issues to
consider are:
1. Length of pavement segment

2. Length of previously constructed pavement as well as the remaining length to
be constructed and the respective construction schedules
3. Length of current project
4. Changes in design parameters such as traffic data, availability of constructed
sub-grade values, etc.
5. Review of performance based on the Pavement Management System (PMS)
which may be obtained from Maintenance Division
6. Length of time traffic has used previously constructed contract
The Deputy State Highway Engineer-Development shall have the right to approve
and/or change the above criteria to better match market conditions on a project by project
basis.
The designer shall submit to the Deputy State Highway Engineer-Development the
following information:
1. The previously approved pavement segment determination

2. The pavement cost percentage of the contract being bid
3. The LCCA
4. The bidding process
5. The pavement type recommended if the ADAB process is not being
considered
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DD-641
6. Plus the engineering justification for the pavement type recommended
The Deputy State Highway Engineer-Development will then approve the bidding
process or the pavement type and pavement section to be used for the contract being bid.
40. Secondary Factors. These factors generally have a lesser influence on pavement type
selection and will only be considered when there are no overriding characteristics or one
alternate is not clearly superior.
1. Performance of Similar Pavements
Recommendations of experienced Division of Highways personnel concerning

pavement performance in the field under similar traffic and geological conditions
should be obtained. The Pavement Management Systems section of the
Maintenance Division should be consulted also.
2. Adjacent Existing Pavements
It is beneficial to use similar pavement types for long pavement sections because
maintenance operations could be assembled for only one pavement type.
3. Conservation of Materials
Material shortages usually increase material costs.
4. Availability of Local Materials and Contractors
An effort should be made to use local materials and contractors.
5. Traffic Safety
Traffic Safety is to be a consideration on all projects.
6. Incorporation of Technology
A work plan will be developed and the project evaluated over a performance
period if the Division desires to field test a new material, concept, or technology.
50. PROJECTS SUBSEQUENT TO ADAB PROJECTS
On projects that are subsequent to an ADAB project and in the same pavement segment,
the pavement type shall match the pavement type in the previously awarded ADAB project and a
new pavement design is not warranted. However, if an extended period of time (beyond five
years) has passed since the ADAB project was built and/or the design parameters have changed,
the project manager should re-evaluate the design to ensure the adequacy of the original
pavement design.
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Pavement Type Selection Flowchart
Determine pavement segment
(Section 20 of this DD)
Recommend pavement segment for approval by the

Deputy State Highway Engineer-Development
Are subsequent projects planned that complete the

pavement segment within five years?
Yes No
Yes
Is this project subsequent to and within five years of Is project a major portion of the
the original paving project in the pavement segment? pavement segment?
Yes No
No
Is this project the only paving in the

Design pavement alternates (DD-646) and conduct Yes
segment?
LCCA of all possible pavement types (DD-647)
No
Yes
No Is there any existing paving in this

pavement segment?
Is the NPV generally No Recommend
within 20% and is the pavement Yes
pavement a major portion type by lowest
of the project being bid? NPV
Recommend subsequent pavement
type to match existing constructed
pavement within the pavement
Yes
segment
Recommend alternate
design alternate bidding
(ADAB) process (DD-
648)
Submit required information in Section 30 of this DD to the Deputy State Highway Engineer-Development for approval
of the pavement type or bidding process
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DESIGN DIRECTIVE
DD-642
USE OF SUBGRADE
October 1, 2003
Subgrade, Item 207002-*, will be specified for both cut and fill sections of roadway. Subgrade
will be 6" thick for all installations and will be placed directly below the base course. Subgrade will
extend from daylight point to daylight point when Class 1 Aggregate (Item 307001-*) or any other
dense graded base course is specified. When free draining base is specified, subgrade will extend
from the roadway edge of the free draining base trench (low side of the typical) to 6" outside the
high side shoulder.
On divided highways with depressed medians, subgrade will not be continued through the
median. In narrow medians, which may be flush or raised, subgrade should be extended through the
median for ease of construction.
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DESIGN DIRECTIVE
DD-643
USE OF AGGREGATES AND FILTER FABRIC
October 1, 2003
I. OPEN GRADED BASE COURSE

Item 311006-*, "Open Graded Free Draining Base Course," will be used under rigid and
flexible pavements for the following:
A. Projects on new alignments.

B. Widening projects with full-lane and shoulder construction.
C. Projects requiring full pavement replacement, if and only if detours are designed or
are available for maintenance of traffic.
If traffic must be maintained upon the aggregate base course, "Open Graded Free Draining
Base Course" should not be specified.
Item 207034-*, "Fabric for Separation" is to be used under "Open Graded Free Draining Base
Course."
II. DENSE GRADED BASE COURSE

Item 307001-*, "Class 1 Aggregate Base Course" shall be used under all rigid and flexible
pavements not included in I above.
Item 207034-*, "Fabric for Separation" shall be used under "Class 1 Aggregate Base
Course."
III. SHOULDERS
Item 307001-*, "Class 1 Aggregate Base Course" shall be used under all paved shoulders.
Item 307001-*, "Class 10 Aggregate" shall be used on unpaved shoulders.
IV. UNPAVED ROADS

Item 307001-*, "Class 3 Aggregate" shall be used for unpaved roads.
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DD-644

DESIGN DIRECTIVE
DD – 644
ASPHALT PAVEMENT
February 23, 2017
Supersedes July 31, 2014

policy on "Asphalt Pavement".
This Design Directive (DD) provides guidance on selecting asphalt pavement mix
design methods and types of asphalt pavement. It also provides descriptions of situations that
require polymer-modified asphalts, and methods for calculating quantities and types of
materials that are to be used.
Attachment
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DD-644
ASPHALT PAVEMENT
TYPES OF ASPHALT PAVEMENT
Superpave Asphalt Pavement: “Superpave” stands for Superior Performing Asphalt

Pavements. It represents an improved system for specifying the components of asphalt concrete,
asphalt mixture design and analysis, and asphalt pavement performance prediction. The Strategic
Highway Research Program (SHRP) developed the Superpave asphalt pavement mix design
method in the early 1990’s.
Marshall Asphalt Pavement: Bruce Marshall developed the “Marshall” method of

asphalt mix design in the late 1930’s for the Mississippi Highway Department. This method has
been used by the WVDOT for at least the past 40 years and was the standard specification.
ASPHALT PAVEMENT MIX DESIGN TYPE SELECTION
Superpave asphalt pavement is to be used for the following type projects:
1. New construction of multilane divided highways where the mainline pavement is

asphalt pavement.
2. Overlay or 3R type projects on existing multilane divided highways where the

asphalt pavement overlay is 3 inches or more.
3. Overlay type projects on existing National Highway System (NHS) highways

where the asphalt pavement overlay is 3 inches or more.
4. Projects on other highways where approved by the Deputy State Highway

Engineer for Development or Operations.
Marshall asphalt pavement will be used on all other projects.
For resurfacing projects, polymer-modified asphalt (PMA) may be used in the Asphalt
Pavement at the discretion of the District Engineer/Manager or the Director of the Engineering
Division on projects where conventional asphalt pavement has exhibited severe rutting or
shoving problems due to heavy traffic conditions, such as:
(1) Intersections with very heavy truck traffic,

(2) Truck climbing lanes and ramps,
(3) For the surface lift of asphalt pavements in resurfacing projects where the
design ESALS exceed 30,000,000,
Otherwise, PMA is required to be used in the following cases:
(1) For the surface lift (at minimum) of asphalt pavement in new construction
projects where the design ESALs exceed 30,000,000 (Refer to DD 646 –
Pavement Design Guide) and the pavement system is being designed as a
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“perpetual” or “long life” system. Preferably PMA should be used in the

top 4” of the pavement structure for a “perpetual” or “long life” pavement
system,
(2) For the surface lift on roadways facilitating access to industrial parks,
warehouses, production facilities, etc.
(3) High Performance Thin Overlay (HPTO) asphalt pavement in accordance
with Special Provision 496.
The specified binder grade shall be a PG 76-22 with polymer-modification. PMA can be
used as a long-term solution to severe rutting problems. Due to the significant additional cost of
PMA, do not use it on any project without first repairing base failures and removing excessively
rutted pavement. PMA should generally be used only in the skid surface mix (preferably a 12.5
mm mix), but may also be used in the underlying base course depending on the severity of the
traffic conditions. Always use the preferred thickness from the Superpave asphalt pavement
recommended lift thickness tables as a minimum thickness when using PMA. Any mix design to
be used as a scratch course shall not be specified to use PMA.
Either Superpave or Marshall asphalt pavement should normally be used exclusively on a

project. There will be no projects where both specifications are used, unless approved by the
appropriate Deputy State Highway Engineer, or as hereinafter provided.
The Designer may consider using both Superpave and Marshall asphalt pavement when a
large quantity of each type (>5000 tons of each type on a contract) could be specified in the same
contract. This situation can occur when there is enough length of side roads to be paved in the
contract to allow more than 5000 tons of Marshall mix to be used. Proper bid items and
alternates for both types of asphalt pavement mix will then be included in the contract.
Roadways that will be constructed of Marshall asphalt pavement will be indicated as such in the
Asphalt Summary Table and on the typical sections for each roadway. If the designer does not
desire Marshall asphalt pavement to be used, then no items and alternates for this mix will be
indicated in the contract.
On overlay or 3R projects which require pavement and/or base failure repairs to be made
before the overlay is placed, the designer shall indicate which mix type (Superpave or Marshall)
is to be used for these repairs, and include proper bid items and quantities in the contract. If mix
type substitutions are allowed by the designer, then alternate bid items and quantities will be
included in the contract as shown in the example below. The pavement method design type,
“HMA”, aggregate alternate, and mix type is indicated in the example below for illustrative
purposes only.
Example: AA1 401001-020 MARSHALL HMA BASE CRSE, SG, TY 2, TN

(Pavement Repair)
AA2 401001-021 MARSHALL HMA BASE CRSE, S, TY 2, TN
(Pavement Repair)
BB1 401001-042 SUPERPAVE HMA BASE CRSE, SG, TY 25, TN
(Pavement Repair)
BB2 401001-043 SUPERPAVE HMA BASE CRSE, S, TY 25, TN
(Pavement Repair)
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DD-644
ASPHALT SPECIFICATION TYPE SELECTION
Section 410 of the Standard Specifications, Asphalt Base and Wearing Courses, Percent Within
Limits (PWL) and the appropriate pay items will be used on the following type projects:
1. New Construction of multilane divided highways where the mainline pavement is asphalt
pavement.
2. Overlay projects on existing multilane divided highways.
3. Asphalt paving on National Highway System (NHS) routes. *
4. Projects on other highways where approved by the Deputy State Highway Engineer for
Development or Operations.
*Any two-lane highway on the NHS system requires special consideration and review by
the Pavement Engineer at the Materials Control, Soils and Testing Division.
Section 401 and/or 402 and the appropriate pay items will be used on all other projects.
DETERMINATION OF “EQUIVALENT SINGLE AXLE LOAD” (ESAL) COUNT
The “ESAL Calculator” program shall be used to calculate the 20-year projected design
ESALs for all projects unless one of the following applies.
1. The “ESAL Calculator” program produces a value exceeding 10,000,000.
2. When a traffic study has been performed. (i.e. When traffic movements or traffic
counts are provided by the Traffic Modeling and Analysis Unit of the Planning
Division.)
3. On roadway realignment projects that exceed 1000 feet of relocated roadway.
4. When there is an expected development in the area that may change or alter the
nature or character of the expected traffic. (i.e. Shopping centers, schools, etc.)
5. The project is on the CRTS (Coal and Resource Transportation System).
The “ESAL Calculator” program can be obtained from the Technical Section of the
Engineering Division or on the West Virginia Department of Transportation's web site at
http://www.transportation.wv.gov/highways/engineering/Pages/Manuals.aspx, then under the
“Paving” heading choose “ESAL Calculator”.
A. When the “ESAL Calculator” program cannot be used to calculate the ESALs
then the ESALs or the percentage of traffic in each of the 13 classes shall be
obtained from the Traffic Modeling and Analysis Unit of the Planning Division.
The designer is cautioned that the development of appropriate data to establish
accurate ESAL counts may require significant lead time. The Traffic Modeling
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and Analysis Unit of the Planning Division should therefore be notified as early
as possible so they may supply the information.
PLAN REQUIREMENTS
Projects using either Superpave or Marshall asphalt pavement will show the 20-
year projected design ESALs on both the general notes sheet and the typical section
sheet(s) showing the pavement details. This includes new construction, reconstruction,
AND resurfacing projects (including ALL bridge replacement projects regardless of the
length of pavement placed). The design ESALs shall be shown for the mainline and all
other affected roadways where more than 500 feet of pavement is being placed.
A. Superpave Asphalt Pavement
The PG Binder grade will normally be one of the standard grades specified in
Section 401.2 of the standard specifications. However, if a project requires the use of a
nonstandard grade, the binder grade(s) shall be provided on both the general notes sheet
and the typical section sheet(s) showing the pavement details.
B. Marshall Asphalt Pavement
Projects using Marshall asphalt pavement, including District-designed projects,

will designate the use of “Medium Mix Design” or “Heavy Mix Design” as well as the
design ESALs on both the general notes sheet and the typical section sheet(s) showing
the pavement details. The designer should note that the terms “Medium” and “Heavy”
refer to Equivalent Single Axle Loads (ESALs), and not to the quality of the asphalt
pavement. After determining the ESALs by either using the ESAL Calculator or
obtaining the value from the Planning Division, the mix design type shall be determined
from the following criteria.
Medium Mix Design - This design is intended for use on local service roads or
rural resurfacing projects with a 20-year projected design ESALs of less than 3,000,000.
Heavy Mix Design - This design is intended for use on new construction projects
and on projects with a 20-year projected design ESALs of equal to or greater than
3,000,000.
ESTIMATING QUANTITIES
A. Asphalt Pavement
The quantity for asphalt pavement shall be estimated at 1.980 ton/cy for stone and
gravel mixes, 1.890 ton/cy for slag mixes and 2.10 ton/cy for steel slag mixes.
B. Patching and Leveling
The quantity for Patching and Leveling Course shall be estimated by multiplying
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the nominal depth of the irregularity to be repaired plus ¾ inch by the irregularity’s
surface area. Then the conversion rates of 1.980 ton/cy for stone and gravel mixes,
1.890 ton/cy for slag mixes and 2.10 ton/cy for steel slag mixes will be utilized.
C. Scratch Course
The quantity for Scratch Course shall be estimated at a thickness of one-half inch
(0.028 ton/sy) for the entire area to be covered with Scratch Course.
D. Asphalt Material (Tack Coat)
The quantity for Asphalt Material (Tack Coat) shall be estimated as indicated in
Table 408.11 in the latest issue of the Standard Specifications. No application rate will be
shown on the typical sections.
E. Cover Aggregate
Cover aggregate will be used by the contractor when necessary as directed by the
Project’s Construction Engineer. The designer shall estimate this item at 10 to 15 lb/sy
and include the cost in the unit bid price estimate for Item 408, Asphalt Material. No
quantity is to be shown in the plans.
TYPE SELECTION
A. Patching and Leveling
General: Patching and Leveling is to be placed at various locations throughout

the project to remove irregularities in the existing pavement, such as dips, or to raise the
outside edge of the existing pavement to provide a uniform template prior to placing a
base or wearing course. Patching and Leveling shall not be specified as a continuous
layer or course to be placed over the full width and length of the project.
Project Selection: Patching and Leveling should be used only in resurfacing or

rehabilitation projects, not in the construction of new pavements. It shall be specified
when the deviations in the existing pavement are 1 inch or greater in depth.
Typical Sections: Patching and Leveling shall be shown on the plan typical
sections as a layer with thickness specified as "variable - 2" maximum lift thickness. No
application rate shall be shown. Patching and Leveling thickness is not included in the
structural design of the pavement.
B. Scratch Course
General: Scratch Course shall be specified when the deviations in the existing
pavement are less than 1 inch in depth. Scratch Course can be placed over the entire
project or to the limits established by the designer. If the Scratch Course is not to be
placed over the full width of the project, it should be specified at least at a full lane width.
Although Scratch Course can be placed over the complete project, it is not a constant
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thickness layer. The term "Scratch Course" comes from the method of placement of this
item. The paving equipment is set to drag on or “scratch” the high areas of the existing
pavement, only depositing material in the low areas; thereby creating a smooth surface on
which to place the next layer of asphalt pavement. If milling is performed on the project,
Scratch Course shall not be used.
The Designer should specify Scratch Course in the contract if the overlay is the
first overlay over an existing Portland Cement Concrete Pavement (PCCP), or if previous
asphalt pavement overlays will be milled deep enough to expose the original PCCP. This
will not include newly constructed PCCP or approach slabs.
Project Selection: Scratch Course is normally used in rehabilitation or

resurfacing projects. Scratch Course may be specified to be placed on top of Type 1 or
Type 37.5 Base Courses prior to placing the final wearing or skid course in new
construction projects, if a Type 2 or a Type 19 Base Course is not used as the top lift of
the base courses.
Typical Sections: Scratch Course shall be shown on the plan typical sections as a
line without a thickness or application rate. Scratch Course is not included in the
structural design of the pavement.
C. Base Courses
General: It is recommended that in multi lift pavements when Type 1 or Type

37.5 Base Course is used, the top lift of base course be a Type 2 or 19 to improve the
smoothness of the finished pavement. This would eliminate the use of a Scratch Course
prior to placing the final wearing or skid course.
1. Marshall Asphalt Pavement

a. Type 1 Base Course shall be specified when the total base course
thickness for new construction is greater than 3.25 inches. On
resurfacing projects, Type 1 Base Course shall not be specified
where temporary traffic control requirements prohibit an edge drop
off of 3 inches.
b. Type 2 Base Course shall be specified when the total base course
thickness is less than or equal to 3.25 inches.
Recommended Lift Thickness for Marshall Asphalt Pavement

Mix Aggregate Nominal Minimum Lift Maximum Lift Preferred
Type Maximum Size Thickness Thickness Thickness
0.75 inch 2.0 inches 3.0 inches 2.0 inches
2
(19 mm) (50 mm) (75 mm) (50 mm)
1.5 inches 3.25 inches 5.0 inches 4.0 inches
1
(37.5 mm) (82 mm) (125 mm) (100 mm)
2. Superpave Asphalt Pavement

a. Type 37.5 Base Course shall be specified when the total base
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course thickness for new construction is greater than or equal to

4.5 inches. On resurfacing projects, Type 37.5 Base Course shall
not be specified where temporary traffic control requirements
prohibit an edge drop off of 3 inches.
b. Type 19 or 25 Base Course shall be specified when the total base
course thickness is less than 4.5 inches.
Recommended Lift Thickness for Superpave Asphalt Pavement

Marshall Aggregate Minimum Maximum Preferred
Equivalent Nominal Lift Lift Thickness
Mix Type Designations Maximum Size Thickness Thickness **
19 Base-2
(19 mm) (56 mm) (88 mm) (63 mm)
Heavy Duty 1 inch 3.0 inches 4.0 inches 3.5 inches
25
Base-2 (25 mm) (75 mm) (100 mm) (88 mm)
1.5 inches 4.5 inches 6.0 inches 5.0 inches
37.5 Base-1
(37.5 mm) (113 mm) (150 mm) (125 mm)
** Min. Thickness with Polymer Modified Binders
D. Wearing Courses
General: The wearing course is a single lift constant thickness course to be

placed over the entire pavement surface. The wearing course is the riding surface on
which traffic travels. Type 4 or Type 19 Wearing Course is intended for use in heavy
truck traffic situations. On projects with a current ADT of 3000 or more vehicles per
day, the wearing course shall be a skid resistant mix in accordance with Section 402 of
the Standard Specifications. Only Type 1, Type 4, Type 9.5, Type 12.5 or Type 19 shall
be specified as a skid resistant mix.
1. Marshall Asphalt Pavement
Recommended Lift Thickness for Marshall Asphalt Pavement
Wearing
or Skid Aggregate Nominal Minimum Lift Maximum Lift Preferred
Mix Type Maximum Size Thickness Thickness Thickness
No. 4 0.5 inch 0.75 inch 5/8 inch
3
(4.75 mm) (12.5 mm) (19 mm) (16 mm)
3/8 inch 1.0 inch * 1.5 inches * 1.0 inch *
1
(9.5 mm) (25 mm) (37.5 mm) (25 mm)
4
(19 mm) (50 mm) (50 mm) (50 mm)
* 1½ inch (37.5 mm) thickness on resurfacing projects where the Wearing Course is the
only asphalt pavement material being placed exclusive of Patching & Leveling and
Scratch Courses.
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2. Superpave Asphalt Pavement
Recommended Lift Thickness For Superpave Asphalt Pavement

Wearing Marshall Aggregate Minimum Maximum Preferred
or Skid Equivalent Nominal Lift Lift Thickness
Mix Type Designations Maximum Size Thickness Thickness **
No. 4 5/8 inches 1.0 inches 5/8 inches
4.75 Wearing-3
(4.75 mm) (14.25 mm) (24 mm) (16 mm)
2.0 inches
3/8 inch 1.5 inches * 1.5 inches *
9.5 Wearing-1 *
(9.5 mm) (37.5 mm) (37.5 mm)
(50 mm)
Heavy Duty ½ inch 1.5 inches 2.5 inches 2.0 inches
12.5
Wearing-1 (12.5 mm) (37.5 mm) (63 mm) (50 mm)
¾ inch 2.25 inches 3.5 inches 2.5 inches
19 Wearing-4
(19 mm) (56 mm) (88 mm) (63 mm)
* 1½ inch (37.5 mm) thickness on resurfacing projects where the Wearing Course is the
only asphalt pavement material being placed exclusive of Patching & Leveling and
Scratch Courses.
** Minimum Thickness with Polymer Modified Binders
E. Prime Coat and Asphalt Material (Tack Coat)
Prime Coat (Item 409) is discontinued.
Asphalt Material (Tack Coat) (Item 408) shall be specified for placement on all
existing pavement prior to placing asphalt pavement. This item shall also be specified for
placement on new asphalt pavement when traffic must be maintained on each layer of
asphalt pavement during construction for periods of time in excess of 2 weeks.
F. Milling existing pavement surfaces
Milling is used to remove surface distresses, create a better bond for an overlay,
restore cross slope, and maintain vertical geometric properties, such as bridge clearance,
guardrail height, and grade with gutter area. Milling of Asphalt Pavement Surfaces,
Section 415 of the Standard Specifications, contains three types of milling: Standard
Milling, Fine Milling, and Micromilling. These are differentiated primarily by the
carbide tooth spacing, typically 15, 8, and 5 mm respectively, resulting in finer textured
surfaces. These milling types specify the final surface texture prior to any overlay.
1. Standard Milling is used as the default milling of asphalt pavement. It is intended to

be used when the Division plans to remove existing asphalt pavement without a high
level of profile and slope control.
2. Fine Milling is used when the Division intends to overlay the milled surface with a
thin lift asphalt course. It shall also be used when the contract contains pay items
from Section 410 of the Standard Specifications, Asphalt Base and Wearing Courses,
Percent Within Limits (PWL). It is intended be used when control of the profile and
slope of the milled surface is important.
3. Micromilling is used for smoothness correction, skid correction, bump and/or grade
corrections on existing or newly paved surfaces. This milling is typically less than an
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inch. It is not intended to be used when standard overlays are to be used.
When milling is specified by the contract, the thickness of milling specified by the
Designer should be at least ¼” into the layer just below the layer(s) being removed. The
intent is to mill off entire layers, and not leave any partial layers. If partial layers are to
remain in place, the thickness to remain should be at least one and one-half times the
nominal diameter of the aggregate of the existing asphalt pavement course being
removed.
SPECIAL SITUATIONS
General: The Specifications have been written to account for the majority of the
situations that would occur during construction. However, there are always special
situations that require the designers’ attention.
Specification requirements should only be altered after careful consideration and

when, in the opinion of the designer, there is no practical way for the work to be
performed in accordance with the specifications. Additional notes that modify existing
specifications shall not be used without the approval of the Engineering Division or the
District Engineer.
Compaction. The specification density requirement in the latest issue of the

Standard Specifications shall not be modified when asphalt pavement is placed at normal
paving widths. It is possible that asphalt pavement will be placed in certain areas of the
project where densities of this magnitude cannot be obtained. These areas usually have an
irregular shape, which will not allow the proper use of compaction equipment. Listed
below is a situation where the density specification may be modified by plan note and the
plan note to be used.
Situation Plan Note

Compaction testing shall be in accordance with the Lot-by-Lot
Concrete method and the rollerpass method shall not be used for acceptance
pavement testing for compaction. The engineer may reduce the target density
repair * requirement if the contractor has made every reasonable effort at
obtaining the required density.
* If the proper density is not obtained during placement, traffic will continue to compact the
asphalt pavement in the pavement repair area, causing additional settlement. This will be very
noticeable because the surrounding overlay will be placed on the existing concrete pavement,
which is rigid and will not settle.
The designer is encouraged to use concrete to repair an existing concrete

pavement.
Surface Tolerance: To comply with the specifications, projects receiving 3

inches or more of asphalt pavement must meet a smoothness requirement. It is possible
that asphalt pavement will be placed on certain projects or in certain areas of a project
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where this specification cannot be met. Listed below is a situation where the surface
tolerance specification may be modified by plan note and the plan note to be used.
Situation Plan Note

Urban projects with numerous side
The first three paragraphs of Section 401.7.2
streets where traffic must cross
shall not apply to this project.
through the paving operation.
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DESIGN DIRECTIVE
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RUMBLE STRIPS
March 29, 2012
The purpose of longitudinal rumble strips is to enhance safety by preventing crossover or run off
road collisions from occurring. Rumble strips are intended to alert drivers by creating an audible
(noise) and tactile (vibratory) warning sensation that the vehicle is leaving the traveled way and that
a steering correction is required. Accident studies have indicated that both crossover and run off
road type crashes may be reduced significantly by the use of rumble strips.
The intent of the rumble strip is to gain the attention of a driver. The byproduct of this measure is
noise. When installed in a suburban or urban area, the noise from rumble strips may be quite
disruptive to nearby residents. The noise issues should be considered in the decision to place rumble
strips in such areas.
Rumble Strips shall be included in contracts by the use of the appropriate item number(s). The
Standard Details Book Volume 1 contains the details of how to construct rumble strips. While
previous details allowed various methods of construction, milled or sawn rumbles are the only
current options.
Rumble Strips are to be placed in new pavement only.
Thermoplastic striping is recommended when striping over centerline rumble strips.
Edgeline Rumble Strips
Edgeline rumble strips are primarily intended for rural high speed roadways. This does not
exclusively exclude urban applications if they are otherwise warranted. When recommending
continuous edgeline rumble strips the conditions of the overall corridor or system shall be considered
instead of individual projects or locations. An exception would be locations with high run off the
road crash history. Due to the difficulty in determining where a driver will become distracted or
drowsy, it is recommended that rumble strips be installed system-wide or in corridors, prioritized by
the frequency of the specific crash types targeted by the treatment. Within a corridor application,
however, there may be spots where discontinuing the rumble strip installation may be prudent.
Edgeline rumble strips will be placed in shoulders of rural roadways meeting all of the following
conditions:
o On roadway systems with design speeds 45 mph or greater.

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o Where travel lanes are 11’ or greater.
o Typical shoulder width is 4' or more.
Exceptions to 4’ shoulder width:
o Mainline shoulders on divided highways, if typical shoulder width is 3' or greater.
o Shoulders adjacent to one-way ramps which connect to arterial highways, if typical

shoulder width is 3' or greater.
o Shoulders adjacent to climbing lanes on arterial highways, if typical shoulder width is

3' or greater.
o In locations with high run off the road crash history, regardless of design speed and
shoulder width.
Centerline Rumble Strips
The use of centerline rumble strips shall be based on the following criteria:
o Based on the crash history of crossover rates
o On roadway systems with design speeds of 45 mph or greater.
o Where travel lanes are 11’ or greater.
Noise Mitigation
Rumble strip installations may produce noise complaints where there are nearby residences.
The following modifications may be made to rumble strips individually or in combination to
reduce noise.
o Reduce depth of rumble strips to 3/8”. This should be modified using a general
note.
o Increasing the offset distance from edge of pavement to the rumble strip up to a
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total dimension of 2’. This decreases the number of inadvertent hits to the strip.
This should be done by general note.
o Non use of the rumble strips in spot locations, so as not to prevent their use along a
corridor.
Bicycle Mitigation
Where bicycle traffic exists or is anticipated the following mitigation techniques should be used
individually or in combination.
o Provide a longitudinal gap of 12’ for every 48’ of rumble strip placed.
o Reduce depth of rumble strips to 3/8”. This should be modified using a general
note.
o Where rumble strips are placed within 6” of the edge of pavement, a minimum
clear shoulder width of 4’ should be provided from the outside edge of the
rumble strip to the edge of the paved shoulder, or 5’ from the front face of a
barrier or guardrail. If this clear area cannot be provided then increasing the
offset or deletion of the rumble strip should be considered.
o Increasing the offset distance from edge of pavement to the rumble strip up to a
total dimension of 2’. This should be done by general note.
o Non use of the rumble strip.
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DESIGN DIRECTIVE
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PAVEMENT DESIGN GUIDE
April 23, 2015
A pavement design will be completed for all projects requiring pavement (excepting
certain Resurfacing, Restoration, and Rehabilitation projects), in accordance with the
Division of Highways’ Design Directive 641, Pavement Type Selection Guide.
This Design Directive (DD) provides a means to standardize the process to design
and evaluate pavement designs throughout all development units of the West Virginia
Division of Highways (WVDOH).
Attachment
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PAVEMENT DESIGN GUIDE

10. INTRODUCTION
Pavement design is a combination of engineering and economic analyses, which provides

data to assist in choosing a cost-effective pavement structure and thickness. The engineering
analysis consists of a pavement structural design procedure with consideration of “other factors”
which may influence the thickness of the pavement section. The 1993 AASHTO Guide for the
Design of Pavement Structures and 1998 Supplemental allows for these "other factors", both
principal and secondary, which will be considered along with the engineering and economic data
to select the pavement section for the project. The principal factors have a major influence on
the thickness of the pavement section. The secondary factors will be used to evaluate the
designed thickness.
This Guide outlines the process for pavement design for new or reconstructed pavement
structures and rehabilitation projects. It provides guidance in the design approach for the cost
comparison, the use of design parameters and discusses principal factors to be utilized in making
a selection of a pavement type for design. This guide is provided in compliance with Title 23,
Code of Federal Regulations Part 626. The following list provides other sources of information
related to this DD:
• West Virginia Division of Highways Pavement Design Manual, 1997

• AASHTO Mechanistic-Empirical Pavement Design Guide, 2000 (and associated
software)
• Westergaard Equations (for design of concrete slabs)
• Asphalt Pavement Alliance PerRoad software
The designer may also use engineering judgment based on past performance of other
pavements in the project area, provided the pavements are of the same type, the geotechnical
data, traffic characteristics, etc. are similar. Coordination with the Pavement Management
System Section in the Maintenance Division is essential to gather information on past
performances of differing types of pavement and rehabilitations in the different geological
regions of the State.
If the criteria listed below are true then consider an analysis period of 50 years or more
along with the design of a “perpetual pavement” or a “long-life pavement”. Additionally, the
Mechanistic-Empirical Pavement Design Guide (M-E PDG) software should be used to verify
the results of the DARWin analysis when the following situations are true:
• ESAL values are greater than 30,000,000.00

• DARWin software indicates that an asphalt pavement is greater than 13 inches
• When Plain Jointed Portland Cement Concrete Pavement (PCC) is 10 inches or
thicker.
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NOTE: The M-E PDG is not yet approved by AASHTO; however, it may be used
if the designer is both familiar with it and can obtain the required material property
values.
The PerRoad software from the Asphalt Pavement Alliance gives the thickness of an
asphalt pavement known as a “Perpetual Pavement”, which is a pavement with a structural
performance period greater than 50 years. Ride-ability overlays still must be considered with a
perpetual pavement. These overlays are “mill and fill” overlays where the thickness milled out is
replaced with an identical thickness of asphalt. PCC pavements with a structural performance
period more than 50 years are known as “long-life pavements” and thicknesses are given by the
Westergaard Equations. While the thicknesses are given by these equations, PCC pavements
designed by this method must have full-depth, tied PCC shoulders for lateral support, as the
equations assume that the edge of the PCC pavement has adequate lateral support so the slabs do
not spread apart. These PCC pavements also require ride-ability rehabilitation techniques to be
performed throughout the 50-year lifespan of the pavement.
In general, a minimum 40-year analysis period shall be used unless the conditions for a
“perpetual pavement” or “long-life pavement” are met. In this case, an analysis period of at least
50 years will be considered. The conditions for the use of a 50-year analysis period are listed in
paragraph four of “Section 10” of this DD.
20. PAVEMENT DESIGNS
Pavement designs shall be required for all pavement types with LCCA when more than
one type of pavement is to be considered in the pavement type selection procedure. See DD-641,
Pavement Type Selection Guide, for the criteria to be used for this determination.
An LCCA is not required on projects where pavement replacement or reconstruction is

less than 1,000 feet on a single roadway segment or less than 500 feet of each bridge approach
roadway. In these cases, the pavement design process can be based on engineering judgment;
however, pavement designs shall be required on all other project types, with the exception of
rehabilitation projects. The project manager shall give due consideration to selected pavement
segments, considering in-kind replacement, adjacent pavement type and condition, past
pavement performances as described in “Section 10” above, and future improvements when
exercising judgment during the design process.
The asphalt overlay thickness for rehabilitation projects is to be based on historic

practices utilized by the West Virginia Division of Highways, engineering judgment supported
by a field review of the existing pavement and the past performance of asphalt overlays on
similar projects, or if necessary a pavement design in accordance with this DD.
1. PRINCIPAL FACTORS
“Principal factors” are those which can have a major influence on the
design. Some of these factors are included in the basic design procedures as they
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influence the structural requirements of the pavement design or sub-grade or the

embankment treatments. In such cases, they are assigned an economic value for
comparative purposes. The following discussion documents Division policies and
practices for principal factors not considered in basic design procedures.
a. Traffic
Shifts occur in the economic activity of manufacturing and service

industries throughout the state. These activities should be considered as
factors affecting the proposed alternative and required method for
construction of the selection. In urban areas or on roadways with heavy
traffic, the need to minimize disruptions may be a major consideration.
b. Soils Characteristics
The design is to give full consideration to any unusual soils characteristics.

Subsurface exploration is an essential part of the design process which
includes investigation, sampling and testing, identification of materials
types and the distribution of soils materials throughout the project. Based
on past experience, the characteristics of the roadbed soils have been
found to have a major influence on pavement performance.
c. Recycling
It is the Division's policy to promote recycling of existing roadway

materials. The current edition of the West Virginia Division of Highways
Standard Specifications, Roads and Bridges allows recycled materials to
be incorporated in the pavement section.
30. RESPONSIBILITIES AND SELECTION PROCEDURES
The project manager will perform the design analysis utilizing appropriate software for
all pavement alternates, when applicable. The analysis period shall be the same for each type of
pavement with pavement rehabilitation strategies developed to give an equivalent performance.
The project manager will document the “principal factors” as they relate or apply to the
project. Weighing the factors and any related costs along with the costs of alternates from the
LCCA, a pavement design and bidding method will be submitted to the Deputy State Highway
Engineer-Development for approval. Refer to DD-647, Life-Cycle Cost Analysis for Pavement
Design, for more information concerning LCCA.
40. SAFETY
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All projects, whether new construction, reconstruction or rehabilitation, will have skid
resistant properties suitable for the needs of traffic. Refer to DD-644, Asphalt Pavement, for
related criteria.
50. GENERAL TYPES
Consider the following types of pavement alternates:
A. Rigid
The pavement will be jointed Portland Cement Concrete (PCC) as required by the
design parameters, current design policy, or as selected by use of DD-641,
Pavement Type Selection Guide. Joint spacing shall be in accordance with details
set forth in the current edition of the WVDOT/DOH Standard Details, Volume 1.
B. Flexible
Flexible pavement will be asphalt. Applications and asphalt mix types shall be in
accordance with DD-644, Asphalt Pavement.
C. Base Courses
Base course(s) will be specified as per DD-643, Use of Aggregates and Filter
Fabric.
D. Shoulders
Joint spacing on PCC shoulders shall match the spacing of the mainline
pavement. For both PCC and asphalt pavements, the paved shoulder thickness
shall match the mainline pavement section for:
• Urban arterials
• Projects with an ADT of 6,000 and truck traffic of 15% or greater
• Projects with an ADT greater than 15,000
60. PERFORMANCE PERIOD - NEW PAVEMENTS
Performance periods for new pavements will be selected based on past design practices,
experiences, and a review of pavement data.
The WVDOH’s current historical data regarding the initial performance period of
original asphalt pavements indicates an average of 18 years to the first rehabilitation. This may
be extended by as much as 4 years if one of the following is true:
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• The initially constructed asphalt pavement utilized a polymer binder in at least the top 4
inches of the asphalt mix.
• A rut-resistant base (such as a Superpave 19 mm, 25 mm, 37.5 mm mix, or a
combination of these) was used to the elevation of the bottom of the surface course and
the surface course utilized has a polymer binder.
The WVDOH’s current historical data indicates an average initial performance period of
22 years for original PCC pavements.
70. PERFORMANCE PERIOD - REHABILITATION
Rehabilitation projects are to be based on performance periods as described below.

These performance periods vary by rehabilitation techniques (asphalt overlays vs. Concrete
Pavement Restoration (CPR)) as well as original pavement types (asphalt vs. PCC).
Performance periods of subsequent asphalt overlays over asphalt pavements vary from 8
to 12 years (based on WVDOH historic data), which may be extended by up to 4 years when a
polymer binder is used in at least the top 4 inches of the final pavement thickness.
Performance periods of subsequent rehabilitations over PCC pavements range between

10 and 14 years for Concrete Pavement Restoration techniques (based on national experience),
and 6-10 years for asphalt overlays (based on WVDOH historic data), which may be extended by
up to 4 years when a polymer binder is used for the entire thickness of the asphalt overlay mix.
An additional four years should not be anticipated with minimal thickness polymer wearing
course overlays.
The designer is cautioned to investigate all available historical data regarding past
pavement performance, including overlays, when determining pavement rehabilitation schemes
for the LCCA of newly constructed pavements. This is also true when considering rehabilitation
schemes for existing pavements. The Pavement Management Systems Section of Maintenance
Division is to be consulted for guidance in this matter.
80. TRAFFIC DATA
Traffic factors for growth rates, equivalent single axle loads (ESAL), and directional
distribution percentage are to be obtained from the Traffic Modeling and Analysis Unit of the
Planning Division.
90. ROADBED SWELLING AND FROST HEAVE
Recommended values from Table 1 of this DD are to be used unless project-specific

information is available and approved by the Deputy State Highway Engineer-Development.
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100. SERVICEABILITY

110. MATERIALS PROPERTIES
A. Effective roadbed soil resilient modulus data are to be obtained from Materials
Control, Soil and Testing Division. Soil samples are normally obtained during the
design phase; however, if a paving project is to be bid after the grading has been
completed and enough time is available to perform in-place testing of the sub-
grade, the Designer should request the Materials Control, Soils, and Testing
Division to re-test the sub-grade prior to designing the final pavement section.
Recommended values from Table 1 of this DD are to be used unless project-

specific information is available and approved by the Deputy State Highway
Engineer-Development.
120. PAVEMENT STRUCTURAL CHARACTERISTICS

130. PAVEMENT THICKNESS
The final pavement thickness will be based on the structural analysis. The minimum
layer thickness will be consistent with standard construction methods and/or material
requirements. For all pavement types, the total design thickness shall be rounded up to the
nearest half-inch. Refer to DD-644, Asphalt Pavement, for information on pavement layer
thickness criteria for asphalt pavements.
140. REHABILITATION PROJECTS
The Division recognizes that there are a variety of rehabilitation methods and strategies
available to restore pavements. As all factors that influence pavement performance and life
expectancy have not been quantified, the latest information and recommendations from the
Pavement Management System Section of Maintenance Division should be considered in the
selection type and process outlined herein.
The asphalt overlay thickness for overlay types of rehabilitation projects is to be based on
historic practices utilized by the West Virginia Division of Highways, engineering judgment
supported by a field review of the existing pavement and the past performance of asphalt
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overlays on similar projects, or if necessary a pavement design in accordance with this DD.
In situations where the use of an asphalt overlay as the rehabilitation method is

questionable, the following process can be used to select the rehabilitation method best
suited to the project:
A. Project Evaluation
The type of pavement rehabilitation to be considered begins with an evaluation of

pavement distress, smoothness or ride-ability and consideration of general
conditions within the proposed project area. For asphalt pavement, distress
evaluations are based on the amount of rutting, longitudinal cracks, transverse
cracks, alligator cracks, and smoothness. For concrete pavements, the distress
will be measured on the basis of the amount of faulting, longitudinal cracking,
transverse cracking, pumping, joint deterioration and smoothness. This
information will normally be available from pavement management inventories
collected by the Pavement Management Section of Maintenance Division. Project
conditions will be gathered based on a field review by the project manager.
B. Project Analysis
Upon completion of evaluations, alternative solutions will be considered for the

project. The following alternates considered by the designer may vary with the
type of pavement being overlaid, the amount of distress and smoothness values.
The alternates will be analyzed as to their constructability, performance period,
initial agency costs, and life cycle costs. The performance periods may be chosen
by the designer from the ranges given below, considering input from other
Division and District personnel, and the Pavement Management Section of
Maintenance Division will consider the vertical clearances, traffic control, and
construction conflicts.
NOTE: Full and partial depth patching are normally considered maintenance
and occur prior to rehabilitation. Maintenance performed at a separate time and
under a separate contract is not included in rehabilitation; however, full and
partial patching performed in conjunction with an overlay is included in the
LCCA and the rehabilitation project.
1. Original PCC Pavements
a) All Phases of Rehabilitation
1) Concrete Pavement Restoration Techniques
A performance period of up to 14 years may be considered

when Concrete Pavement Rehabilitation (CPR) techniques are
selected. These techniques may be as follows:
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(a) Joint and crack repair (full and partial depth) for
spalling or faulting joints
(b) Diamond grinding for IRI improvement
More information for the designer concerning joint repair and

diamond grinding can be obtained at the Federal Highway
Administration’s website at the following address:
http://www.fhwa.dot.gov/pavement/guid.cfm. This page
conveys links to technical guidance papers for all types of
pavements, rehabilitation techniques and materials, among
other pertinent information.
If reconstruction is determined to be the preferred design after

a thorough field evaluation of the existing pavement and
consultation with the Pavement Management System Section,
then the required initial performance period shall be as
described in “Section 70” of this DD for the type of pavement
selected.
2) Superpave and Marshall Mix Designs
If reconstruction is determined to be the preferred design after

a thorough field evaluation of the existing pavement and
consultation with the Pavement Management System Section,
then the required initial performance period shall be as
described in “Section 70” of this DD for the type of pavement
selected.
3) Concrete Overlays
The service life of a concrete overlay is up to the designer and

can range from 10-40 years and is designed to provide the
selected extended performance. The overlay can be either
bonded or unbounded depending on the pavement condition
and desired service life. More information for the designer
can be obtained from the following web address:
http://www.fhwa.dot.gov/pavement/concrete
4) Asphalt pavement on rubblized PCC pavement
Asphalt pavement on rubblized PCC pavements should be

designed as new, full-depth pavements. It is critical to
properly assess the conditions under the concrete slabs and the
uniformity of the rubblized layer to ensure the desired
performance of the asphalt pavement.
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2. Original Asphalt Pavements
a) All Phases of Rehabilitation
1) Superpave and Marshall Mix Designs
The asphalt overlay thickness for these types of

rehabilitation projects is to be based on historic practices
utilized by the West Virginia Division of Highways
engineering judgment supported by a field review of the
existing pavement and the past performance of asphalt
overlays on similar projects, or if necessary a pavement
design in accordance with this DD.
An 8 to 12 year performance period is appropriate and may

be extended up to 4 years if the top 4 inches of the final
pavement thickness (after the overlay is applied) has a
polymer binder in the asphalt mix(s), or a large stone rut-
resistant base (such as a Superpave 19 mm, 25 mm, 37.5
mm mix, or a combination of these) was used to the
elevation where the surface course was applied.
If reconstruction is determined to be the preferred design

after a thorough field evaluation of the existing pavement
and consultation with the Pavement Management System
Section, then the required initial performance period shall
be as described in “Section 70” of this DD for the type of
pavement selected.
2) Whitetopping (Overlaying With Concrete Pavement)
No “ultrathin” whitetopping will be permitted. Only

unbonded whitetopping overlays with a 5-inch
minimum thickness will be permitted.
Whitetopping overlays may be designed for a 10 to 20-year

service life.
The following FHWA publication provides guidance and

references for use of whitetopping on asphalt pavements:
http://www.fhwa.dot.gov/pavement/concrete.
C. Project Design
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The design strategy will be to bring the Present Serviceability

Index up to near the initial value of 4.2. The design of overlays
will be in accordance with methods previously outlined.
D. Project Implementation
Rehabilitation projects will be initiated on an annual program in

accordance with pavement management data and the budget.
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Table 1 - Pavement Design Inputs

Input Range of Input Recommended for West Virginia
Design Variables
Analysis Period (Years) (See Note 1)
Flexible Pavement: 18 (if polymer
Initial Performance Period (Years) 0.1 to Analysis Period binder used add 4 years)
Rigid Pavement: 22
Traffic Variables
Data from the Traffic Modeling and
Growth Rate/Year -9.99 to 99.99% Analysis Unit of the Planning
Division
Type of Growth Rate Simple or Compound Compound
Data from the Traffic Modeling and
Initial Yearly 18-kip ESAL's (Both
Analysis Unit of the Planning
Directions)
Division
Directional Distribution Factor 1% - 100% 100% (See Note 2)
One Way Two Way
1 Lane -
Lane Distribution Factor 1% - 100% 100% 2 Lane -
2 Lane - 50% to 80%
85%
Flexible Pavement: 0.45
Overall Standard Deviation 0.001 - 0.999
Rigid Pavement: 0.35
<3000 ADT & Low Truck Traffic:
85%
Reliability 50% - 99.99%
3000 - 6000 ADT: 90%
>6000 ADT: 95%
In-Situ Variables
Roadbed Swelling:
Vertical Rise 0.00 - 99.99" 0
Probability 0 - 100% 0
Rate Constant 0 - 0.30 0
Frost Heave:
Serviceability Loss 0-5 0.5
Probability 0 - 100% 100% (See Note 3)
Rate per Day 0 - 50 mm 2.5 mm (See Note 3)
Performance Criteria - Present Serviceability Index
Initial 0 - 5.0 4.2
>3000 ADT: 2.5
Terminal 0.01 - 3.99
<3000 ADT: 2.3
Note 1: A minimum 40-year analysis period shall be used unless the conditions for a 50-year analysis period
are met. These conditions are described in paragraph 4 of "Section 10" of this DD.
Note 2: The Traffic Modeling and Analysis Unit of the Planning Division has applied the Directional
Distribution Factor when the traffic data is submitted.
Note 3: Use for frost-susceptible conditions. Other values are appropriate when conditions warrant.
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Table 1 (Continued)
Input Range of Input Recommended for West Virginia
Material Properties
Effective Roadbed Soil Resilient Data from Materials Control, Soils,
Modulus and Testing Division
Effective Modulus of Subgrade
Calculated in DARWin software
Reaction
HMA Elastic Modulus = 450,000 psi
PCC = 4,200,000 psi
Pavement Layer Characteristics Crushed Agg. Base Course =
36,000 psi
Free-Draining Base = 200,000 psi
PCC Modulus of Rupture 660 psi
Superpave mixes 9.5, 12.5, and 19;
Marshall Wearing mix 1 and 4, base
mix 1: if PMA (PG 76-22) is to be
Wearing Courses: used: use 0.54. (See Note 5 below).
All other mixes without PMA: use
0.44. (See Note 5 below).
Flexible Pavement Layer Superpave mixes 25 and 37.5,
Coefficients Base Courses: Marshall mix Base 1: use 0.40. (See
Note 5 below).
Crushed Agg. Base Course: 0.14
Free-Draining Base: 0.30
(See Note 4)
Broken/Seated Concrete Pavement:
Good Condition: 0.35
Poor Condition: 0.14
Pavement Structural Characteristics
HMA Pavement:
Drainage 0.40 - 1.40 1.00
Free-Draining Base 0.40 - 1.40 1.20
Rigid Pavement:
Drainage 0.70 - 1.25 1.00
Free-Draining Base 0.70 - 1.25 1.20
Load Transfer with tied
2.30 - 2.90 2.60
shoulders
Load Transfer without
2.9 - 3.2 3.20
Tied Shoulder
Loss of Support 0.00 - 3.00 0.00
Base Course Thickness
Crushed Agg. Base Course 6.0"
Free-Draining Base Course 4.0"
Note 4: 2% Asphalt content or Type I cement with a minimum of 150 pounds per cubic yard.
Note 5: The designer may choose to evaluate the pavement condition and utilize layer coefficients found in the
1993 AASHTO Pavement Design Guide.
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DD-647

DESIGN DIRECTIVE
DD-647
LIFE-CYCLE COSTS ANALYSIS FOR PAVEMENT DESIGN
May 30, 2014
DD-208
This Design Directive (DD) gives guidance for the Division of Highways’ (DOH)
policy on Life-Cycle Cost Analysis (LCCA) for pavements.
This DD provides a means to standardize the process required to analyze and

report the pavement design Life-Cycle Costs throughout all development units of the
DOH. The general procedure for performing the LCCA is detailed herein. References for
more in-depth LCCA analyses are also given.
Attachments
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DD-647
10. General
The purpose of an LCCA for a particular pavement design within a

defined pavement segment is to evaluate the overall long-term economic
efficiencies of competing design alternates. Initial (construction) and discounted
future (future rehabilitations, user, etc.) costs over the projected life of the
pavement are added together to obtain a Net Present Value (NPV) for each
pavement type selected. This process improves decisions concerning the
utilization of limited funding for pavement in a construction project within a
pavement segment.
20. Life-Cycle Cost Analysis (LCCA)
The WVDOH generally follows the LCCA methodology recommended in

the FHWA Pavement Division’s interim technical bulletin Life-Cycle Cost
Analysis in Pavement Design – in Search of Better Investment Decisions, 1998.
The publication number for this document is FHWA-SA-98-079 and is available
electronically at http://isddc.dot.gov/OLPFiles/FHWA/013017.pdf . It contains
standard procedures for estimating and comparing the long-term costs of asphalt
and Plain Jointed Portland Cement Concrete (PCC) pavements over an analysis
period under specified traffic and environmental conditions. The WVDOH uses
an analysis period of at least 40 years for both the asphalt and PCC pavements.
See DD-641, Pavement Type Selection Guide, for more information regarding
pavement type selection parameters, and DD-646, Pavement Design Guide, for
information concerning the design of the pavement structure itself.
The WVDOH generally follows the FHWA’s recommendations for LCCA

input data unless local data is available. Local input data includes, but is not
limited to, traffic characterization, duration of construction, and construction
costs. It is important to note that only differential costs are considered between
alternates in the LCCA.
The Life Cycle Cost Analysis, if required per DD-641, will be performed
on each pavement segment upon receipt of necessary soils data, existing pavement
cores, and traffic data.
The base bid quantities for grading will be for the thicker pavement
section. The designer may allow a lower profile grade but hold the cross-section
to avoid additional earthwork. The profile grade can be lowered by using a
straight horizontal taper rate of 0.25%. This will occur at, but not be limited to,
the ends of structures and at tie-ins to existing pavements. If the designer does not
allow a lower profile grade, bid items for adjusting the grade must be added to the
contract and included in the LCCA for that particular alternate; however, the
contractor will not be permitted to raise the profile grade above that shown for the
thickest pavement alternate. Costs common to each pavement alternate such as
mobilization, signing/pavement marking, grading, drainage, rights-of-way, utility
relocation, etc. are not included.
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DD-647
User delay costs are another important element in LCCA. Estimation of

user delay costs follows the procedures in Life-Cycle Cost Analysis in Pavement
Design – In Search of Better Investment Decisions, 1998. The user delay costs
considered are the differential costs between competing alternates such as work
zone costs including duration, setting traffic control, resetting traffic control for
construction phasing, etc. User delay costs can differ by pavement type. The
designer must carefully examine all facets of the planned work to accurately
estimate user delay costs. Routine maintenance is not included in this analysis.
User costs are further divided into the working day and non-working day
daily user costs. In most cases, the travel capacity of a construction zone on a
working day is less than the capacity on a non-working day. For the purposes of
this Directive, a non-working day is any day throughout the course of construction
that traffic is not impeded in any way by lane/shoulder closures. User costs
associated with non-working days are excluded from the analysis.
If the LCCA is performed on an entire pavement segment and the segment

is not being fully constructed in one contract, then the result of the analysis will be
pro-rated using the contract length divided by the entire pavement segment length.
See DD-648, Alternate Design Alternate Bidding of Pavements, for more
information on this matter.
30. Alternate Design Alternate Bid (ADAB)
The ADAB bid process is described in greater detail in DD-648.
40. Steps in LCCA
A standard procedure has been developed to perform the LCCA analysis.

The project manager is responsible for the LCCA, using software that is
specifically designed for use with Life-Cycle Cost Analysis in Pavement Design –
In Search of Better Investment Decisions, 1998. The following steps are to be
followed:
40.1 Project Selection
Criteria to be used for evaluating projects for inclusion in the

LCCA process are described in DD-641.
40.2 Alternative Pavement Design Strategies
See DD-646 for selection of alternate design strategies and for

information on the pavement design and rehabilitation process itself. The
analysis period shall be at least 40 years.
The designer will develop reasonable design strategies for each

alternative based on past pavement performance; that is, an initial
pavement structure followed by a series of rehabilitations to cover the
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analysis period. The analysis period will be the same for each
alternative considered.
40.3 Estimate Agency Costs
Initial agency costs of the pavement section are the construction

costs incurred by the WVDOH. These are official estimates prepared by
the Division’s designer or project manager. See the latest issue of DD-
707, Development of Engineer’s Estimate, for more information regarding
the development of the official cost estimate.
Future agency costs are the costs incurred by the WVDOH to

overlay, rehabilitate, or reconstruct the roadway in the 40 year (or longer)
analysis period specified. All of these future costs must be considered in
the LCCA for each pavement type considered for use.
40.4 Estimate User Costs
User costs are estimated according to the recommendations made

in Life-Cycle Cost Analysis in Pavement Design – In Search of Better
Investment Decisions, 1998. As stated above, only work zone user costs
are estimated in the LCCA process. Estimation of user costs requires three
steps: calculate the appropriate daily user costs, determine the duration of
the construction activities and apply the daily user costs to the expected
duration of the construction.
Data used for computation of LCCA user delay costs will be

obtained from the Traffic Engineering Division and the Planning Division.
The designer will be responsible for compiling all the required
information from these sources and running the aforementioned program.
40.5 Compute Net Present Value (NPV)
In the broadest sense, LCCA is a form of economic analysis used

to evaluate the long-term economic efficiency between investment
options; therefore, the NPV of cash flow is calculated.
Economic analysis focuses on the relationships between costs,

timings of costs, and discount rates employed. Once all costs and their
timings have been developed, future costs must be discounted to the year
of initial construction (the “base year”) and added to the initial cost (the
construction estimate cost) to determine the NPV for each LCCA
alternate. Again, more information on the calculation and use of NPV is
available in Life-Cycle Cost Analysis in Pavement Design, 1998. The
designer is encouraged to consult this publication. Software designed from
this publication will be used to determine the NPV of all cash flows.
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Once completed, all LCCA’s should be subjected to a sensitivity

analysis. Sensitivity analysis is a technique used to determine the
influence of major LCCA inputs, assumptions, projections, and estimates
on the various LCCA results. In a sensitivity analysis, major input values
are varied over a reasonable range of values, while all of the other
variables remain constant. The input variables may then be ranked
according to their effect on the results. This allows the designer to
subjectively get a feel for the impact of the variability of individual inputs
on overall LCCA results.
Sensitivity analyses, at a minimum, evaluate the influence of the

discount rate on LCCA results. The discount rate accounts for the time
value of money. It takes into account fluctuations in the inflation and
interest rates to show the actual rate of increase in the value of money over
time. Using the discount rate allows the designer to use today’s dollars in
the LCCA. The higher the discount rate, the lower the present value of
future cash flows. The discount rate to be utilized in all LCCA’s will be
the latest effective 30-year value of real treasury interest rates on treasury
notes and bonds of specified maturities as given in the United States’
Office of Management and Budget’s Circular A-94, Appendix C. A table
summarizing the past history of and giving the latest years’ rate is
available at http://www.whitehouse.gov/omb/circulars_a094/A94_appx-c.
If the designer finds that any LCCA is sensitive to a particular

input, then the designer is to perform LCCA’s utilizing a reasonable range
of that input, and submit these results to the Deputy State Highway
Engineer-Development in the package required by DD-641.
Comments
As projects utilizing LCCA are let to construction, their associated unit bid prices will be
monitored to determine any trends in costs. Also, salvage values will not be considered in the
LCCA’s.
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DD-648

DESIGN DIRECTIVE
DD-648
ALTERNATE DESIGN AND ALTERNATE BIDDING OF PAVEMENTS
June 15, 2010
DD-208
This design directive (DD) gives guidance on the West Virginia Division of
Highways’ (WVDOH) policy on alternate design and alternate bidding (ADAB) of
pavements.
Use of this DD provides a means to standardize the process required to utilize

ADAB for pavements throughout all development units of the DOH; however, this DD
does not detail the procedure for designing pavements and performing life-cycle cost
analyses (LCCA), but references to publications written in detail concerning these
subjects are given for the designer’s use.
Attachments
Page 1 of 5
DD-648
10. General
The objective of the ADAB process is to promote more cost-effective

usage of highway construction funds. This is achieved by allowing contractors to
select the pavement type constructed through the bidding process; consequently,
increasing competition as well as making that competition more equitable. The
Federal Highway Administration’s (FHWA) Memorandum: Clarification of
FHWA Policy for Bidding Alternate Pavement Type on the National Highway
System, November 13, 2008, can be accessed at:
http://www.fhwa.dot.gov/pavement/081113.cfm.
The ADAB process requires the WVDOH to consider future roadway

rehabilitation, traffic control associated with that rehabilitation, and user delay
costs. The process utilizes traditional life-cycle cost analysis (LCCA) concepts to
model the cost of pavement section alternatives over a selected performance
period. The selection process is then accomplished through an ADAB procedure,
which essentially allows the bidder with the lowest life-cycle costs (LCC) to
determine which pavement type will be constructed. See DD-647, Life-Cycle Cost
Analysis of Pavements, for more information concerning LCCA.
To accomplish the ADAB process, the “A + B + C” bidding method is

utilized for all bids submitted. Factor “A” is the contractor’s bid, factor “B” is the
time in days to construct the initial pavement, and factor “C” is the net present
value (NPV) of all future rehabilitation costs, plus the NPV of present and future
user costs for the pavement’s analysis period. The lowest bidder is identified by
adding “A + C”.
The time factor “B” is not normally added to the contractor’s bid. This
factor may be used on projects that consist of total pavement reconstruction in
order to capture the user costs associated with the initial construction. This time
factor is usually zero (0) because most projects are on new alignments, and traffic
is not impeded during the initial construction of a project.
If a particular project is not approved by the Deputy State Highway

Engineer-Development or the FHWA’s Special Experimental Projects No. 14 –
Alternative Contracting (SEP-14) for the ADAB process, then the designer is to
consider the following to recommend a pavement type only for approval:
• The LCCA
• Secondary factors as described in DD-641, Pavement Type
Selection Guide, Section 40
• Sound engineering judgment
If the ADAB process is approved on any particular project, the designer

may be required to submit a request to the FHWA headquarters, through the local
office, to approve the use of ADAB on a project-by-project basis under the
FHWA’s SEP-14.
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The following FHWA website contains additional information

concerning SEP-14 submittals:
www.fhwa.dot.gov/programadmin/contracts/sep_a.cfm
20. Criteria for Selection of Projects for the ADAB Procedure
Section 30 of DD-641 describes the criteria to be followed for selection of

projects that will use the ADAB procedure for bidding of alternate pavement
types.
30. Alternate Design and Alternate Bid (ADAB)
The ADAB bid model is accomplished by adding a factor “C” to each

contractor’s base bid factor “A”. Factor “C” represents future rehabilitation and
user delay costs for a particular pavement alternate. The implementation of
ADAB, in general, may result in comparing multiple competing pavement
structures with differing total thicknesses between the top of the sub-grade and the
final pavement surface. A threshold of 20 percent in the difference of the NPV of
the LCCA is a reasonable zone within which pavement types can compete.
In a contract in which the pavement is bid by the ADAB procedure,

both the asphalt and the jointed plain concrete pavements shall be bid as a
pavement system in square yards (sy). The pavement system is the entire
pavement section, including fine grading, sub-grade, base and pavements.
This approach allows an equal bidding process.
Note: The contract documents will include price adjustment factors for fuel,
asphalt, and cement.
40. Steps in ADAB
A standard procedure has been developed to perform the ADAB analysis.

This procedure has the following steps.
40.1 Project Selection
Criteria to be used for evaluating projects for inclusion in the

ADAB process are described in DD-641, as mentioned in “Section 20”
above.
40.2 Alternative Pavement Design Strategies
Refer to DD-641 for selection of alternate design strategies for the

chosen analysis period, and DD-646, Pavement Design Guide for
information regarding the pavement design process.
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DD-648
40.3 Estimate Agency Costs
Initial agency costs are the construction costs incurred by the

WVDOH. These are official estimates prepared by the Division’s designer
or project manager. See the latest issue of DD-707, Development of
Engineer’s Estimate, for more information regarding the development of
the official cost estimate.
Future agency costs are the costs incurred by the WVDOH to

overlay, rehabilitate, or reconstruct the roadway in the 40 year (or longer)
analysis period specified. All of these future costs must be considered in
the LCCA for each pavement type considered for use.
40.4 Estimate User Delay Costs
See DD-647 for more information concerning computation of user

delay costs.
40.5 Compute Net Present Value (NPV)
Refer to DD-647 for more information concerning computation of

the NPV for each pavement alternate considered.
40.6 Analyze Results And Calculate Life-Cycle Cost Adjustment Factor

“C”
After the total NPV for each alternate is computed, the results are
then compared. If the difference in the total NPV between the lowest two
alternates is greater than 20 percent, the alternate with the lower total NPV
only is selected for bidding. The designer shall eliminate any pavement
alternate that is considered, in the designer’s judgment, to be
impracticable for the project. Otherwise, alternate pavement designs will
be included in the bidding documents and a life-cycle cost adjustment
factor “C” will be included in the schedule of prices for each alternate.
The life-cycle cost adjustment factor, “C”, is calculated as C = total

NPV of the LCCA – construction cost. As part of the ADAB process, this
“C” factor will be added to the contractors’ bid. The lowest bidder
identified by adding the “C” factor to the contractors’ base bid “A” factor;
thus, the lowest total is then selected.
If the LCCA is performed on an entire pavement segment and the

segment is not being fully constructed in one contract, then the “C” factor
will be pro-rated using the project length divided by the entire pavement
segment length.
If the “C” factors are essentially equal (1% or less of the lowest
cost initial pavement section) for all of the paving alternates considered,
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DD-648
then “C” factors do not need to be added to the contractor’s bids in order
to determine the low bid.
Refer to “Section 30” of this DD for information on the handling

of multiple pavement types in both the LCCA and bidding processes.
50. Comments
As Projects utilizing LCCA are let to construction, their associated unit

bid prices are monitored to determine any trends in costs. Also, salvage values are
not be considered in the LCCA’s.
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DD-650

DESIGN DIRECTIVE
DD-650
PAVEMENT SAFETY EDGE
January 10, 2012
This Design Directive provides all designers with the West Virginia Department of
Transportation (WVDOT), Division of Highways’ (DOH) policy for providing a “safety
edge” on all pavements meeting the required criteria.
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10. General
Roadway Departure, in which a vehicle unintentionally departs its lane and

either runs off the roadway, crosses the centerline or median, goes airborne, or hits
a fixed object is the leading cause of fatalities on West Virginia roadways.
Approximately 70% of all roadway fatalities are attributed to roadway departure in
West Virginia.
Pavement edge drop-offs are a recurring problem between the pavement and
the graded material that makes up the shoulder or roadside. Paved shoulders
increase the chance of recovery but do not reduce the occurrence of drop offs from
the shoulder to the roadside. Research has shown that even small drop-offs can
create problems for drivers attempting to recover.
The Safety Edge is a simple, low cost technique that can make an edge
drop-off significantly safer. The safety edge provides the driver with greater ease in
returning the vehicle to the roadway, and reduction of the risk of over-steering and
possible loss of control of the vehicle. With the safety edge in place, any
interference in driving across any drop-off between the pavement edge and shoulder
is mitigated by the slope of the safety edge, preventing tire “scrubbing” and thus
providing errant drivers more opportunity to regain control of their vehicle and
either avoid or lessen the severity of a crash.
20. Criteria for Use
The safety edge will be required on all NHS highway routes, and all routes
designated “arterial” and “collector” in accordance with DD-601. It is to be used on
both asphalt and concrete pavements unless the roadway or shoulder is curbed or is
bounded by a barrier such as a single-slope barrier (usually in the median of 6-lane
(or more) expressways and Interstate highways, but can be at the edge of the
shoulder in certain applications). The Safety Edge is recommended for all other
designated roadways in accordance with DD-601.
On overlay projects, Safety Edge is recommended if the total overlay

thickness (scratch excluded) is 1.5” or greater. Safety Edge will not be placed if
total overlay thickness is less than 1.5”. In addition, if overlay project involves
milling and replacing in kind on mainline only (commonly referred to as “mill and
fill” projects), then Safety Edge will not be utilized.
30. Design and Plan Requirements
The angle of the bevel from the slope of the pavement is critical for the
safety edge to function properly. Measured from the cross slope of the pavement,
the required angle ranges from 30 to 35 degrees.
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For pavements with safety edge, shoulder aggregate shall be placed and
maintained to the top of the pavement elevation.
In areas where the shoulder is soft and cannot be compacted, or for other
reasons it cannot provide support for the safety edge, widening of the pavement
shall be provided to support the edge. Field investigations should be made to check
for any condition that will not support the safety edge. However if this condition
exists at locations where the shoulder is non-existent and the edge of pavement is at
the top of a roadside ditchline, the outside point of the safety edge (the toe) should
be placed at the original edge of pavement, with the edge stripe at the safety edge’s
breakpoint. The designer must use sound engineering judgment when resurfacing
existing roadways regarding the location of the new edge of pavement, placement
of the safety edge, and any pavement widening.
When safety edge is required, it will be detailed on the typical sections. If

there are any areas where the edge is not required or cannot be placed, limiting
stations will also be given.
The following sketches are not to scale and represent a schematic detail for
the purpose of showing configurations and dimensions only. Also, the free-draining
base course trench may not be located as shown in these sketches.
A. Asphalt Pavement and Overlays
For projects bid in Tons (Megagrams) the asphalt quantity will be

the actual quantity computed, including the safety edge. Note that the safety
edge can be constructed on each lift of asphalt.
Pay Limit for Asphalt Angle measured from pavement cross slope
Pavement (Square Yard)
Pavement Width Variable Width for Safety Edge
30° -
Lifts as req’d by DD-644 35° Shoulder Aggregate
Asphalt Pavement Safety Edge: entire pavement
thickness if < 6”
Aggregate Base Course or Free-Draining Base Course
Subgrade
(FDB Trench)
Safety Edge Dimensions for Asphalt Pavement (New Construction < 6” thickness)
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Pavement Width Variable Width for Safety Edge
30° -
Asphalt Pavement Safety Edge: 6” minimum if entire
pavement thickness if ≥ 6”
Pavement thickness > 6”
45° stepping per lift (If necessary -
i.e. more than one lift of asphalt
pavement)
Aggregate Base Course or Free-Draining Base Course
Subgrade
(FDB Trench)
Safety Edge Dimensions for Asphalt Pavement (New Construction >/= 6” thickness)
Existing Pavement Width Variable Width for Safety Edge
30° -
Asphalt Pavement Safety Edge: 6” minimum or
entire pavement thickness if < 6”
Edge Existing Pavement to be Overlaid Edge Existing Shoulder Material (Compacted if

necessary)
Pavement widening if necessary
(Thickness of existing pavement)
Safety Edge Dimensions for Asphalt Pavement (Overlay – for Roadways with
Established Design Criteria, i.e. Interstate, APD, NHS and US Routes)
B. Concrete Pavement and Overlays
The sloped portion of the safety edge is to be 6” minimum in

vertical height. To allow proper finishing by a slip-form paver, a
minimum 2” vertical face is required at the bottom outside of the
safety edge.
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DD-650
Pay Limit for

Concrete Pavement Angle measured from pavement cross slope
Pavement Width
30° -
35° 6” min. Shoulder
PCC Pavement Aggregate
Aggregate Base Course or Free-Draining Base Course 2” Min.
Subgrade
(FDB Trench)
Safety Edge Dimensions for Concrete Pavement (New Construction)
Pay Limit for

Concrete Pavement Angle measured from pavement cross slope
Existing Pavement Width
30° -
35° 6” Min. Shoulder
PCC Pavement Aggregate
2” Min.
Edge Existing Pavement to be Overlaid Edge Existing Shoulder Material (Compacted if

necessary)
Pavement widening if necessary
(Thickness of existing pavement)
Safety Edge Dimensions for Concrete Pavement Overlay – for Roadways with
Established Design Criteria, i.e. Interstate, APD, NHS and US Routes) .
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DESIGN DIRECTIVE
DD-661
SAFETY
August 1, 2003
Reference is directed to the most current and officially adopted version of the “Roadside
Design Guide” as developed by the AASHTO Task Force for Roadside Safety, published by the
American Association of State Highway Transportation.
The recommendations in this publication are to be considered and incorporated where

feasible in all plans. All current designs are to be critically reviewed and any features that are in
conflict with this safety publication and on which compliance cannot be obtained without extensive
plan revisions or a substantial increase in construction costs, are to be brought to the attention of the
Director of the Engineering Division in writing with recommendations.
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DESIGN DIRECTIVE
DD-662
GUARDRAIL
June 1, 2017
Attached is the West Virginia Department of Transportation, Division of Highways' policy

for the type, location, and termination of guardrail on highway projects. Designers shall
incorporate these requirements in all contract plans.
Attachment
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DD-662
GUARDRAIL DESIGN POLICY
TYPE AND CLASS OF GUARDRAIL:
Type 1 Guardrail (Galvanized Steel Deep Beam) shall be specified on all new projects
except Type 5 (Double-Faced Type 1) will be specified when double-faced guardrail is required.
The "Classes" of guardrail are as follows:
Class I: 6' 3" post spacing with blocks

Class II: 12' 6" post spacing with blocks
Class III: 12' 6" post spacing without blocks
Class IV: 3’ 1-1/2” post spacing without blocks
Class V: 3’ 1-1/2” post spacing with blocks
On National Highway System (NHS) projects, all guardrail specified shall be Class I.
For projects not on the NHS, the class shall be in accordance with the following table,
unless otherwise directed.
Low
DESIGN YEAR ADT Volume 400 or Greater or Multi-Lane
Road
399 or less
DESIGN/OPERATING 25 MPH Less than 40 MPH 40 MPH or

SPEED* Greater
CLASS III, IV** II, V** I, V**

*Design speed shall be used when specifying guardrail for a new highway. The higher of Operating speed or Speed
Limit shall be used when specifying guardrail for an existing highway. The operating speed shall be obtained from
the Traffic Engineering Division.
** 3’ 1-1/2” post spacing provides lower guardrail deflection for locations with obstacles 4’ or less behind the
guardrail. A minimum 25’ length of Class V should be used for obstacles. Other means of reducing deflection
should also be considered.
APPROACH END TERMINALS:
Under ideal circumstances, all guardrail should be terminated outside the clear zone. In
most cases, this cannot be accomplished requiring the installation of an approach end terminal.
The design of approach end terminals must be done on a case-by-case basis. When
specifying an approach end terminal, the designer must insure that the location at which the
approach end terminal is specified provides the proper width, run out area, and cross slopes to
allow proper installation of the approach end terminal.
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When Class I Guardrail must be terminated within the clear zone, a Manual for Assessing
Safety Hardware, latest edition, (MASH) approved approach end terminal as discussed below
shall be specified. All end terminals on NHS projects to be let to construction after June 30,
2018, shall conform to the latest edition of MASH. When Class II or Class III Guardrail must be
terminated in the clear zone, an approved approach end terminal need not be specified; however,
the guardrail shall be flared away from traffic. The minimum width of flare should be 4'-0". This
information will be shown on the plan sheet.
The clear zone can be defined as the area available for use by errant vehicles starting at the
edge of the traveled way and terminating at the closest obstruction. The width of the clear zone
must be established for each project based on the type of highway, operating speed, traffic
volume and roadside geometry. Refer to DD-606, Non-NHS 3R Policy and Chapter 3 of the
AASHTO "Roadside Design Guide", current approved edition, (RDG), for more information on
determination of the clear zone.
NHS PROJECTS:
The standard approach end terminal is the Cut Slope Terminal (CST) as detailed on
Standard Sheets GR4 through GR4B. If the use of a CST is not possible then the designer should
use, in order of preference, a Flared End Terminal (FET) or Tangent End Terminal (TET) as
detailed on Standard Sheets GR5 or GR6 respectively.
Both the CST and the FET require flared installation, as well as modifications to the normal
shoulder slope in the area of the flare. The FET also requires grading behind the guardrail. In
order to accommodate these installations, consideration must be given to drainage. When the
treatments, especially the CST, are placed on the downstream end of a cut, an inlet and carrier
pipe may be necessary to drain the cut ditch.
The TET, which does not require a flare, is currently available. Its use should be limited to
cases where high traffic volumes and high speeds exist, and the above treatments are impractical
or not feasible.
The TET shall have a 4'-0" minimum offset from the inside edge of the extruder terminal to
the outside edge of the traveled way. For narrow existing shoulders that have an offset of 5'-0" or
less from the face of rail to the edge of the traveled way, the rail and terminal may be flared from
the normal face of rail. The flared offset distance shall be 1'-0" at a taper rate of 25:1 or 50:1,
which yields flare lengths of 25'-0" or 50'-0" respectively.
NON-NHS PROJECTS:
The NHS criteria will be used when Class I Guardrail is specified. As previously stated
when Class II or Class III Guardrail is used, an approved approach end terminal need not be
specified; however, the guardrail shall be flared away from traffic. The minimum width of flare
should be 4'-0". This information will be shown on the plan sheet.
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3R PROJECTS:
Guardrail design for resurfacing, restoration and rehabilitation projects shall conform to the
criteria previously established for NHS projects or Non-NHS projects, whichever is applicable.
The following information is intended to supplement these criteria.
Guardrail design for 3R projects presents unique challenges to the designer such as limited
shoulder width and limited run out area at approach end terminals. The designer should not
accept the location of the existing guardrail and end terminals as being correct and simply replace
them with new material. The designer’s goal should be improved safety.
The approach end terminals, as described above, shall be specified on 3R projects, if

applicable, based on the class of guardrail being installed. On all NHS 3R projects, the approach
end terminals in the project area shall be upgraded to a CST, FET, or TET as previously
described. On all Non-NHS 3R projects requiring Class I Guardrail, NHS criteria will be used.
This may require that additional work be specified such as site grading, which may require a
quantity of borrow excavation, or raising the elevation of the adjacent ditch line. It may be
necessary to extend the guardrail beyond the point of theoretical need in order to place the
approach end terminal in a location where it can be installed in accordance with the appropriate
Standard or Special Detail. The designer is encouraged to eliminate short gaps between runs of
guardrail especially when the approach end terminal cannot be installed in accordance with the
appropriate Standard or Special Detail. This decision would be influenced by the cost of the end
terminals versus the cost of the guardrail.
On Non-NHS 3R projects where the FET or the TET is the desired end terminal, but cannot
be installed in accordance with Standard Detail Sheet due to lack of run out area behind the end
terminal, the following guidance shall apply:
The area immediately behind and beyond the approach end terminal should be reasonably
traversable and free from fixed-object hazards to the extent practicable. If a clear run out path is
not attainable, this area should at least be similar in character to upstream unshielded roadside
areas.
Ownership and storage location of any guardrail removed and stored (Item 607010) will be
indicated in the plans by a General Note.
SPECIAL TRAILING END TERMINALS:
The Special Trailing End Terminal (STET) shall be specified when Class I Guardrail is
specified; and, the guardrail is outside the clear zone of the opposing traffic. Generally, this will
be on divided highways.
When the guardrail is not located outside the clear zone of the opposing traffic, it shall be
designed as an approach end. The guidelines as mentioned in the Approach End Terminals
Section are to be followed.
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BRIDGE TRANSITIONS:
When the bridge shoulder width is less than the roadway shoulder width, a transition in the
guardrail on the approach end and trailing end of the bridge is required. These transitions should
occur on 15:1 straight tapers. There shall be a minimum of 12'-6" of standard guardrail between
the bridge transition guardrail and the tapered guardrail.
BRIDGE TRANSITIONS – CONNECTIONS:
The Thrie-Beam Guardrail Bridge Transition-Connection Detail, as shown on Standard

Sheet GR11, is to be used on all new projects when transitioning approach end guardrail to a
concrete shape. New bridges will have a vertical concrete face as detailed in the plans.
Existing bridges that do not have the proper vertical concrete endpost, as shown on
Standard Detail Sheet GR11, will require the installation of the Modified Concrete Endpost.
Special Detail Sheets for the Modified Concrete Endpost can be obtained from the Engineering
Division.
Guardrail that must tie to new or existing bridges that have steel guardrail parapets rather
than concrete parapets shall tie directly to the steel guardrail parapet.
The post spacing of the approach guardrail shall be equal to or less than the post spacing of
the guardrail on the bridge. If the post spacing of the approach guardrail is greater than the post
spacing of the bridge guardrail, the post spacing of the approach guardrail shall be decreased by
one-half every twenty-five feet until the post spacing of the approach guardrail and the bridge
guardrail are equal.
THEORETICAL POINT OF NEED, WARRANTS, AND LENGTH OF NEED:
The best available guide for guardrail theoretical point of need determination and warrants
is the RDG. It shall be used on all projects.
An assumed encroachment angle for a vehicle leaving the highway will be used for length
of need determination in lieu of the run-out lengths as shown in the RDG. When a vehicle is
approaching the obstacle, this angle will be 8 degrees for NHS projects and 15 degrees for Non-
NHS projects. When the trailing end is being considered, this angle will be 15 degrees for all
projects. The use of these angles should be limited to tangent or near tangent sections of
roadway. Scaling as demonstrated in Section 5.6.4 and Figure 5-48 of the RDG should be used in
other cases. Results shall be documented in the project files.
The designer is cautioned to fully investigate each guardrail/end treatment installation to

assure that the runout area is free of obstacles, including cut or fill slopes, and is traversable. The
guardrail/end treatment installation may have to be lengthened to protect secondary obstacles
behind the installation. See Section 8.3.3.3 of the RDG for more information.
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GUARDRAIL LOCATION IN RELATION TO THE SHOULDER SLOPE (P.I.):
On new designs where Class I or Class II Guardrail is specified, the P.I. shall be offset 1'-0"
from the back of the guardrail post. The post will be between the P.I. and the edge of pavement.
On new designs where the typical has not been set and Class III Guardrail is specified, the
P.I. shall be offset 2'-0" from the face of the guardrail. The guardrail will be between the P.I. and
the edge of pavement.
GUARDRAIL LOCATION - 3R PROJECTS:
On Interstate and APD 3R projects, the guardrail offset from edge of pavement shall be as
originally constructed.
On all other 3R projects, the back of the guardrail post shall preferably be set at 1'-0" from
the P.I. If this results in restricting the usable shoulder width, 8'-0" long posts shall be specified
and the guardrail shall be placed at its prior location.
GUARDRAIL HEIGHT:
In accordance with the revised standard details regarding guardrail height, all new guardrail
shall be 2’-1” to center of the W-beam section (31” to top of rail), per the following guidelines:
 Existing guardrail and end treatments with no other deficiencies are acceptable at
current height.
 New installations and replacement sections, that do not tie to existing guardrail shall
be 31” height.
 New installations, replacement sections, or remove and reset sections that tie to
existing guardrail will generally be “in kind” with regard to height. Guardrail
height will taper as necessary to existing elements per standard details.
 The Roadside Design Guide, currently adopted edition, shall be used to determine
disposition of existing guardrail with regard to height for remove and reset sections
on overlay and 3R projects. For these projects, guardrail having a top-of-rail height
of 26 ½” or higher (AFTER the overlay is placed) may remain as is.
 The above guidelines generally apply to end treatments, with the following notes:
Special Trailing End Terminal is acceptable at both 28-1/2” and 31” height.
Approach Terminals – Use Approved Product List for each height. Separate lists
will be maintained for both 28-1/2” and 31” height.
CST Terminal – Transition guardrail down to 28-1/2” height before terminal.
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DESIGN DIRECTIVE
DD-663
CURB
September 21, 2012
Type and location of curbs affect driver behavior which affects the safety and utility of a
highway. Curbs are used to control drainage, delineate pavement edge, reduce right-of-way
requirements, improve aesthetics, reduce maintenance operations, and/or assist in orderly roadside
development.
The Standard Details Book, Volume 1, details four types of curbing. When curbing is
necessary, the following guidelines will be used for type selection.
1. Type I curbing (6” face) should be used in urban

conditions for design speeds up to and including 25
MPH.
2. Type II curbing (2” face, 6” back) should be specified

for design speeds
• less than 45 MPH in rural conditions

• above 25 MPH and less than 45 MPH in
urban conditions.
3. Type III curbing (2” face, 4” back) will be specified

for design speeds 45 MPH and greater.
4. Type IV curbing (2” face) will be specified when

driveways and approaches intersect Types I, II, or III
curbing.
DD-663
Caution should be exercised in the use of curbs on rural highways. Curbs should be omitted
on rural highways when the same objective can be attained by other acceptable means. In general,
curb is not desirable on high speed roadways, If curbing must be used, only Type III will be
specified for design speeds 45 MPH and greater.
When obstructions exist behind curbs, a minimum lateral offset of 3 ft should be provided
beyond the face of the curb to the obstruction at intersections and driveway openings. A minimum
lateral offset of 1.5 ft should be used elsewhere. This lateral offset should not be construed as a
clear zone distance. New construction should provide the suggested clear zone distances. Values
above are more applicable to existing facilities.
The general use of any curb/guardrail combination should be discouraged at locations where
high-speed, high-angle impact are likely. Where no feasible alternative to this combination exists,
use a Type III curb with a modification to stiffen the guardrail thereby reducing deflection.
Methods to improve performance may include bolting a W-beam to the back of the posts, reducing
post spacing, nesting the rail, or adding a rubrail. The following table shall be used for
curb/guardrail combination placement.
Curb Type I Type II Type III Type III
0-<45 > 50
Design Speed 45-50 mph
mph mph
Not Flush or
Guardrail Location with Flush or ≥
Recommended ≥8' Flush
Respect to Curb 13' Behind
with Guardrail Behind
Guardrail Placement with Curb
Distances are from Face of Curb to Face of Guardrail
Curb should be placed no closer than the outer edge of shoulder when used on freeways or
other high speed arterials. For low speed street conditions, curb may be placed at the edge of a
through lane, although a 1' or 2' offset is preferred.
For 3R and retrofit type projects not currently meeting the above requirements, efforts will
be made to comply with the above requirements. For example, if there is an existing 8" curb and a
4" pavement overlay is to be provided, no additional work will be required since the end result is a
4" curb.
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DESIGN DIRECTIVE
DD-664
MEDIAN BARRIER WARRANTS
June 25, 2015
Reference is directed to the most current and officially adopted version of the
“Roadside Design Guide” (RDG) as developed by the AASHTO Task Force for Roadside
Safety, published by the American Association of State Highway Transportation Officials,
chapter on Median Barrier Warrants.
The Median Barrier Warrants for Freeways and Expressways, as shown in the RDG,
consider only median widths and average daily traffic as warrants for median barriers. Other
factors should be considered when making the decision on specifying a median barrier, such
as but not limited to the following:
a) Accident data, including crossover crash rates

b) Cost
c) Median Width
d) Median Slopes
e) Traffic Volumes
f) Vehicle Types
g) Horizontal and Vertical Geometry
The Median Barrier Warrants for Freeways and Expressways, as shown in the RDG,
were developed for full access control highways. Use of median barriers on partially
controlled access roadways is more complex and requires additional engineering
analysis and judgment with respect to the following factors.
a) Sight Distance at intersections

b) Number of intersections and driveways
c) Right of way constraints
d) Barrier terminals
Use of median barriers for conditions outside those specified in the RDG shall be
approved by Deputy State Highway Engineer Development.
The following median barrier selection form should be used to aid in selection and
documentation of final decision. The selection form is to be included in the PS&E package
and included with request for approval.
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DD-664
Median Barrier Selection Criteria

Project:
Date:
By:
Description Value or Narrative
Full and Partial Access Control
ADT, % Trucks
Accident Data
Crossover Rate
Median Width(s)
Median Slopes
Vehicle Classification
Horizontal Geometry
Vertical Geometry / Grades
Median U-Turns
Other Factors
Partial Access Control
Intersection Sight Distance
Number of Intersections
Number of Driveways
Right of Way Contraints
Barrier Terminals
Other Factors
Proposed Barrier /
Justification
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DESIGN DIRECTIVE - 665

CABLE BARRIER DESIGN
November 15, 2018
SUPERSEDES January 25, 2013
DESIGN CRITERIA:
Cable barrier design shall be in accordance with NCHRP Report 711, “Guidance for the
Selection, Use, and Maintenance of Cable Barrier Systems”, and in accordance with the
currently adopted AASHTO Roadside Design Guide and A Policy on Geometric Design of
Highways and Streets.
LOCATION:
The WVDOH uses cable barrier to help reduce or lessen the severity of roadway departures
to the median on divided highways. The Traffic Engineering Division shall make the final
determination on locations to install cable barrier based on the following criteria:
1. On roadways with higher than normal crossover accident rates.

2. On divided highways with 40’ or greater median widths (measured from edge of
travel way to edge of travel way).
3. Cost estimates with applicable alternates considered.
4. Engineering judgment based on criteria in NCHRP Report 711.
DESIGN:
The Division’s requirements for cable barrier are listed below:
1. The system shall be a high-tension cable barrier meeting the NCHRP 350 or
MASH criteria at Test Level 3 (TL 3).
2. The system shall be a tested 4-cable system meeting TL 3 on a slope of 6:1 or
steeper.
3. Have a maximum 10.5’ post spacing.
4. Have socketed posts set in concrete footings.
5. Have concrete mow strips.
6. Have line post and end terminal foundations designed per individual soil
conditions.
7. Soil condition information is to be provided by the WVDOH in the contract
plans.
8. Specifications shall require swage connections. Open wedge connections will
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not be allowed.
9. The designer is required to coordinate with the Engineering Division and the
Traffic Engineering Division in the placement of cable barrier or other
barrier(s) to shield obstructions in the median.
SLOPES:
Per NCHRP Report 711 cable barrier on slopes as steep as 4:1 is allowable, but not
preferable. Better performance is achieved on slopes of 6:1 or flatter. Therefore, the WVDOH
strongly prefers cable barrier be placed on slopes no steeper than 6:1. At a minimum, existing
slopes should be spot checked in the field to verify compliance.
When embankment is added to existing slopes to flatten to 6:1, the design and
specifications need to consider proper drainage and fill compaction. Saturated or poorly
compacted material negatively affects the installation and performance of cable barrier post
foundations.
COST ESTIMATES:
On existing roadways with slopes steeper than 6:1, a cost comparison of alternate designs
shall be investigated with other factors, such as safety, being fully considered. As a minimum,
the following alternates should be evaluated:
1. Cable barrier placed on existing slopes. Note that separate runs of cable barrier on
each side of the median may be required or considered.
2. Flattening slopes to 6:1 typically requires raising inlets, addressing free draining
base outlet slope walls and other drainage costs including erosion and
sedimentation control.
3. Class I or Class V, W-beam guardrail.
4. Concrete median barrier.
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DESIGN DIRECTIVE
DD-681
WORK ZONE SAFETY AND MOBILITY
June 13, 2014
The West Virginia Division of Highways (WVDOH) is committed to providing a safe and
efficient work zone environment. It is the Division’s goal to minimize traffic delays to the
traveling public, reduce work zone crashes and fatalities, and to promote a safe work place by
improving mobility of the motorist and providing the utmost protection of the construction work
force.
Compliance with this policy will benefit the traveling public, construction industry, and the
business community by reducing work zone accidents, construction, and travel time.
The attached policy outlines procedures to be followed during all phases of development and
construction or maintenance. It also assigns responsibilities for implementation to fulfill its
requirements.
The requirements of this policy apply to all highway projects, regardless of the funding source.
Attachment
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Background
The Federal Highway Administration (FHWA) published the Final Rule on Work Zone Safety
and Mobility, 23 CFR 630 Subpart J in September 2004. This rule, referred to as Work Zone
Safety and Mobility, applies to State and local governments that receive Federal-aid highway
funding. All transportation agencies are required to comply with the provisions of the Rule by
October 12, 2007. This rule updates and broadens the former regulation, “Traffic in Highway
and Street Work Zones,” to address present and future work zone issues.
The final rule requires agencies to:
• Implement a policy that facilitates systematic consideration of work zone safety and
mobility on all Federal-aid highway projects. Implementing the policy for non-
Federal-aid highway projects is also encouraged.
• Develop procedures to assess and manage work zone impacts throughout the various
stages of the project’s development and construction. The agency must consider work
zone impacts during project development, manage work zone impacts during
construction, and assess work zone performance after implementation.
• Use work zone data to manage work zone impacts for specific projects and to
improve the State processes and procedures.
• Ensure personnel are trained appropriately to the work zone job decisions for which
they are responsible.
• Perform process reviews at intervals no greater than two years.
The final rule also requires each agency to identify significant projects as early as possible and
provide Traffic Management Plans (TMP) with strategies in accordance with the complexity of
the project. The Plans, Specifications and Estimate are required to include pay items for the
TMP.
Additional information on the Final Rule on Work Zone Safety and Mobility is available at:
http://www.ops.fhwa.dot.gov/wz/resources/final_rule.htm.
Classification of Projects
Significant Project
A significant project is one that, alone or in combination with other concurrent projects nearby is
anticipated to cause sustained work zone impacts that are greater than what is considered
tolerable based on this policy and/or engineering judgment. Work zone impacts refer to work
zone-induced deviations from the normal range of transportation system safety and mobility.
The extent of the work zone impacts may vary based on factors such as, functional classification,
area type (urban, rural), traffic and travel characteristics, type of work being performed, time of
day/night, and complexity of the project. These impacts may extend beyond the physical
Page 2 of 27
location of the work zone itself, and may occur on the roadway on which the work is being
performed, as well as on other highway corridors and other modes of transportation.
The WVDOH shall identify upcoming projects that are expected to be significant. A significant
project shall be identified at the Project Programming stage and re-evaluated periodically
throughout to the project development and delivery process. For full oversight projects, the
determination of significance should be made in cooperation with the FHWA. The State’s work
zone policy provisions, the project’s characteristics, and the magnitude and extent of the
anticipated work zone impacts should be considered when determining whether a project is
significant or not.
All Interstate or Expressway projects that have an ADT greater than or equal to 25,000 or
projects on other state highway routes that have an ADT greater than or equal to 15,000 and that
occupy a location for more than three days with either intermittent or continuous lane closures
will be considered significant. Exceptions for NHS significant projects may be granted from the
FHWA. Exceptions on non-NHS significant projects may be granted from the State Highway
Engineer. Exceptions to these criteria will be granted based on ability to show that the specific
project does not have sustained work zone impacts.
Project Levels
Depending on the complexity of the project, it will be assigned a classification of transportation

management plan Level I, II or III, which determines the TMP requirements for the project. Any
project identified as a significant project is a Level III project. Level II projects are those with a
moderate level of construction activity with the primary traffic impact limited to the roadway
containing the work zone. Level I projects are those with low complexity and may include
simple construction projects, maintenance or utility work. Further information on these levels
and the TMP requirements and recommendations associated with each is provided under “Plan
Requirements” section of this policy.
Transportation Management Plans and Work Zone Management Strategies
The Transportation Management Plan (TMP) provides strategies to manage the work zone
impacts of a project. At a minimum, the TMP includes a Temporary Traffic Control Plan (TTC).
A Public Information (PI) component and a Transportation Operations (TO) component may also
be included depending on the anticipated impacts. The overall success of a TMP must first be
initiated early in the design process and developed throughout the design and delivery of the
project.
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The Temporary Traffic Control plan (TTC) describes Temporary Traffic Control measures to be
used for facilitating the road user’s passage through a work zone or an incident area. The TTC
plan should be consistent with WVDOH policies, guidelines, and standards as described in this
policy and in the “Manual on Temporary Traffic Control for Streets and Highways”, 2006
Edition. TTC Strategies include:
• Control Strategies
• Traffic Control Devices
• Project Coordination, contracting and innovative construction strategies
The Public Information (PI) component of the TMP should include communication strategies
that seek to inform all affected stakeholders about the project, the expected work zone impacts,
and the changing conditions of the project. The scope of the PI component should be determined
by the level of the project as set forth in this document. PI Strategies include:
• Public Awareness Strategies
• Motorist Information Strategies
The Transportation Operations (TO) component of the TMP should include the identification of
strategies that will be used to mitigate impacts of the work zone on the operation and
management of the transportation system within the impact area. TO Strategies include:
• Demand Management Strategies
• Corridor/Network Management Strategies
• Work Zone Management Strategies
• Traffic/Incident Management Strategies
Various work zone management strategies may be employed to minimize traffic delays, increase
traveler and worker safety, and complete the work in a timely manner while maintaining access
for businesses and residents. The strategies listed above are not meant to be all-inclusive, but to
present a number of suggestions for consideration while developing TMPs. For a more extensive
listing and general information on work zone management strategies refer to Appendix A of this
directive.
The plans, specifications, and estimates shall include the TMP and appropriate individual pay
items. Additional guidelines for development and implementation of TMPs can be found in the
“TMP Guidelines” section of this policy.
Training
All WVDOH personnel will be trained in temporary traffic control design, deployment,
operation, and maintenance consistent with the level of their responsibility. Individuals may gain
this training through either division provided courses or outside sources. The Development,
Construction, and Operations Divisions shall each work with the Training Section of Personnel
to develop training programs for Central Office and District Staff in their organization.
Guidelines for who should be trained and suggested courses are included in Appendix B of this
directive.
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Stakeholders and Public Information
Highway improvements and the work zones to implement them are intended for the benefit of
the traveling public. WV DOH personnel will work with appropriate stakeholders at every stage
of projects to develop work zone strategies and keep them informed. Detailed information on
stakeholders is included in Appendix C of this directive.
In addition to the work zone specific Public Information activities, the WVDOH provides
general work zone information to the public through various outlets. These include, among other
things, publication of a statewide work zone map and work zone driving safety tips, posting of
current work zone locations and conditions to the internet, promotion of Work Zone Safety
Awareness Week, and advertisement of work zone related messages via radio, television, and
billboards. Through these efforts, WVDOH positively promotes work zone safety and mobility,
as motorists gain access to information they need to plan their trips and become more work zone
conscious.
Transportation Management Plan Guidelines
This section provides guidelines for developing and implementing project TMPs. These
guidelines shall also be in compliance with the most recent version of The West Virginia
Division of Highways Design Directives (DD). These plans will enhance our accountability and
ensure that all options have been considered during the project development process as described
in DD-200. These guidelines are to be used by Project Managers, Roadway and Bridge
Designers, Traffic Engineers, Planning and Research Engineers, Maintenance Engineers, and all
Districts within the Division of Highways responsible for acquiring the information to develop
Transportation Management Plans. The FHWA Area Engineer shall be involved in each step of
the project’s review process on full federal oversight projects. These guidelines require the
evaluation of work zone traffic control and communication strategies during the project
development process and during all phases of construction. All Temporary Traffic Control Plans
shall be in compliance with the information published in the “Manual on Temporary Traffic
Control for Streets and Highways, Latest Edition.” Any deviations from the Manual shall be
approved by the Traffic Engineering Division and noted in the plans and project file.
Initial Engineering – Identify potential work zone impacts using field observations, review of
available crash data, and other relevant operational information. Determine preliminary work
zone management strategies in conjunction with alternative project options and design schemes.
Identify other coordination issues such as utilities, enforcement, and community impacts.
Relevant operational information should include but is not limited to, project definition (scope,
project level of complexity, roadway and traffic characteristics, and TMP category), construction
phasing/staging of equipment and materials, as well as temporary traffic control, public
communications and transportation operations strategies. Acquire traffic and crash data, develop
a preliminary public information plan, and explore possible alternate/detour routes. A
preliminary cost estimate for the projects transportation management plan shall be developed
during this phase of the Project Development in accordance with DD-200 and DD-202.
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Preliminary Engineering – Assess impacts of various work zone management alternatives.
Consider design, construction, contracting and transportation management options. Select
appropriate strategies. Develop TMP, including appropriate items in plans, specifications, and
estimates for the project.
Public Information Meeting – Review the Preliminary TMP as incorporated by the Roadway
Designer (includes Temporary Traffic Control Plan, Public Information Plan, and Transportation
Operations Plan, as required) in accordance with DD-201.
Pre-Bid Conference – Complete the significant projects final TMP for review in accordance
with DD-104 and include in pre-bid conference discussion.
Construction – Inspect the work zone during the first week of each phase of construction
(Project Engineer, District Traffic Engineer, and Contractor) to ensure the compliance with the
TMP and monitor safety and operation. Consult appropriate stakeholders to evaluate strategy
performance and keep them informed. Review the TMP as needed to improve the work zone
performance.
Any required changes to the TMP to enhance the work zone’s safety and mobility shall be
approved by the Traffic Engineering Division. All such changes shall be documented and, if the
project is a full federal oversight project, should be reviewed with an FHWA Area Engineer. An
on-site review of the project’s work zone traffic control by the Project Engineer, District Traffic
Engineer, Contractor, and a representative from the Traffic Engineering Division’s Safety,
Planning, and Analysis Section shall be conducted within 48 hours of any fatal incident/crash
within the work zone.
Report all fatal crashes that occur within the limits or that may be work zone related to the
Traffic Safety, Planning & Analysis Section of the Traffic Engineering Division.
Transportation Management Plan Evaluation – For significant projects, a review of the

effectiveness of the project’s TMP shall be completed during a Post Construction meeting and
included with the Post Construction Report. A copy of the specific information on the
effectiveness of the TMP will be forwarded to the Central Office Traffic Engineering Division’s
Design and Operations Sections for review.
Roles and Responsibilities
The following guidance is provided to ensure that each member of the project development
process understands their role and responsibilities in the development of the project’s TMP.
Individuals noted below shall have direct responsibilities for the proper development of the TMP
during the Plan Development Process.
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Shall ensure the proper design and presentation of all aspects of the TMP by providing the
following detailed information in the plan development:
• Profile, alignment, superelevation and lane widths for all traffic lanes, turning lanes,
lane shifts and detour routes not identified on existing roadways
• Earthwork/grading that must be completed prior to the next construction phase
• Utility work that can be completed within the project’s guidelines for the TMP
• Identify all temporary pavement locations and temporary drainage items
• Illustrate the placement of all temporary signs, messages boards, electric arrows,
devices, barriers, attenuators, temporary pavement markings and markers in the
temporary traffic control plans for all construction phases (excluding temporary lane
and shoulder closings) for Traffic Engineering Division’s information and review.
• Identify and note all signal timing within the work zone and all detour routes
• Complete TMP cross sections
• Complete special design details and insert sheets
• Movement and staging of equipment and materials
• Need and placement of temporary bridge parapet and traffic barriers
• Need for the setting of beams over traffic
• Use of temporary bridges
• Need for demolition over traffic
• All temporary/permanent easements needed for construction are included in the plans
• Ensure that all utilities will not conflict with temporary traffic control and other safety
devices for all phases of construction.
Traffic Engineering Division
Shall ensure the safety of the construction workers and the safe movement of traffic through the
project’s work zone by providing the Project Manager with the following recommendations, and
verifying that the applicable information is included in the project’s TMP:
• Lane width(s)
• Number of recommended traffic lane and turning lanes
• Provide existing pavement markings
• On-site and off-site detour routes
• Identify and provide all signal phasing within the work zone and all detour routes
• Requirements on the use of barriers, devices, and attenuators, etc
• Type and placement of all signs, message boards, electric arrows, etc
• Type and location of pavement markings and markers for each phase
• Time of day, weekend, and holiday restrictions
• Access to all businesses and private dwellings
• Transportation operations recommendations
• Perform assessment of the Work Zone Traffic Impact
• Perform annual work zone review.
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Programming Division
• Program project funding from Federal and State balances

• Coordinate schedules between adjacent or nearby projects to mitigate conflicts
Planning Division
• Collect and maintain traffic volume data as necessary for the project area
• Using information provided by the project manager, identify and report significant
project
• Review appropriate PS&E items for level of anticipated TMP in projects.
Maintenance Division
• Monitor maintenance operations with ongoing projects and be compliant with the
WVDOH Permitted Lane Closure Map to ensure statewide uniformity
• Coordinate district level maintenance projects with ongoing projects
• Provide assistance to field maintenance organizations during emergencies.
• Ensure that appropriate staff are trained at the project level who has the primary
responsibility, with sufficient authority, for implementing the TMP and other safety
and mobility aspects of the project.
Office of Communications
Ensure that the transportation management plan is communicated to appropriate key stakeholders
(motorists, police, businesses, schools, emergency service providers, residents, elected officials
and media). Strategies will include:
• Developing a project-specific communications plan to keep key stakeholders

informed about construction-related impacts before and during construction
• Communicating and promoting ways that users can avoid construction-related delays
• Developing an emergency communications plan which outlines steps to be taken
during a major incident and includes emergency contact information
• Determine the need and types of community meetings needed to inform the public on
the various aspects of the construction project
• Continuously update the WVDOH “projects under construction” webpage to alert
motorists of such projects and available alternate routes.
District Engineers/Managers
Ensure the appropriate district staff shall implement the transportation management plan as set
forth in this document. The key responsibilities include:
• Designate appropriate staff to review work zone traffic control during first week of
each new phase of construction for all significant projects and identify areas of need
for improvement
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• Designate appropriate staff to monitor locations of projects and recommend change in
TMP if needed due to proximity of projects
• Coordinate with other districts when lane closures or projects are affected by other
lane closures or projects across district boundaries
• Ensure lane closures for all projects are in compliance with the Permitted Lane
Closure Map
• Coordinate short-term maintenance activities with existing projects of a longer
duration
• Designate appropriate staff to participate in work zone fatal crash accident reviews
and gather any needed information from the accident in a timely fashion
• Ensure that appropriate staff are trained at the project level, and who has the primary
and mobility aspects of the project.
Contractor – Responsibilities of the contractor include:

• Designating a certified trained person at the project level who has the primary
and mobility aspects of the project
• Ensure that all contractor personnel are trained in traffic control to a level consistent
with each of their responsibilities
• Advising the Project Engineer, as required, at least two working days before any
work requiring a lane closure begins
• Working with the Project Engineer to ensure all lane closures are minimized
• Ensuring work zones are neat, orderly and effective for the safety of highway workers
and motorists
• Minimizing delay and disruption experienced during construction
• Performing quality control of work zones to promote consistency and ensure
compliance with contract documents, policies, and guidelines
• Recommend traffic control improvements to the Project Engineer to address field
conditions pertaining to traffic flow, visibility, and worker and motorist safety.
Work Zone Fatal Crash Review -- A Fatal Crash Review Team may investigate all fatal traffic
crashes that are work zone related. The team will be comprised of the following personnel:
District Construction (or Maintenance) Engineer (or representative), Project (or Maintenance)
Supervisor, Claims Investigator, District Safety Officer, District Traffic Engineer/Technician,
Traffic Engineering Division Representative, and FHWA representative. The team’s
responsibilities include to conduct a review of work zone, field documentation, any
modifications made to the Traffic Control Plan, the crash report (if available), and develop any
recommendations as appropriate.
Work Zone Review Team – The Work Zone Review Team will consist of representatives from
Central Office, District, FHWA, and may consist of stakeholders. Responsibilities of the review
team:
• Conduct annual reviews of work zone planning, design, implementation,
management, and operation in multiple districts to ensure compliance with this policy
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• Identify and document strengths and weaknesses observed during the review
• Communicate findings and recommendations to WVDOH management and personnel
Plan Requirements
This section provides guidance to Central Office and District Personnel for establishing a
project’s TMP requirements based on the project’s level of complexity. These guidelines
categorize a project into three types of transportation management. The project’s level identifies
the minimum TMP requirements and recommendations to be used by personnel responsible for
the development and implementation for of a project. In general, the TMP shall consist of a
temporary traffic control plan and as required, public information and a transportation operations
plan. The specific project level requirements for plan content are listed below:
Level I
• Typical Projects: Minimum plan, Single Phase Construction, Maintenance projects,

Utility and Work done under Permit
• Project Type: Simple Project – widening of pavement, adding turn lanes or
entrances. Sequence consists of temporary lane closures and flagging operations with
no shifting of traffic onto temporary pavement and with two-way traffic operation
maintained at all times or at new construction locations with no existing traffic.
• Impact on Traffic: All lane closures and time restrictions will comply with the
WVDOH Permitted Lane Closure Map
• Major Components:
• Temporary Traffic Control Plan – Major components will consist of General Notes,
Typical Sections, and if needed, special details. (This information may be presented
as in a narrative format with illustrations/sketches as necessary):
• General Notes:
• Identify the work zone location
• Identify the length and width of the work zone
• Identify the lanes affected by the project work
• Note the hours the work zone will be active
• Identify potential location(s), with the R/W, for construction
equipment and material storage
• Define the proposed traffic control by referencing the specific case(s)
in the Manual on Temporary Traffic Control for Streets and Highways,
Latest Edition
• Note any entrances, intersections or pedestrian access points that will
be affected by the work zone or by the traffic control devices
• Typical Sections:
• Illustrate lane configuration(s) in the work zone
• Special Details:
• Show schematically the placement of all traffic control devices
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• Place all traffic control devices and follow symbol conventions for
identifying traffic control devices in accordance with the standards in
the Manual on Temporary Traffic Control for Streets and Highways,
Latest Edition, in the plans
• Show all details, dimensions and explanatory notes required to execute
the traffic control plan
• Public Information Plan – A public information plan is recommended for a roadway

when the traffic volumes exceed the allowable ADT and the time of closure is
established by the permitted lane closure maps. The public information plan shall
provide the following information (this information may be presented in the project
plans as part of the Temporary Traffic Control plan in a narrative format):
• A process to notify the media, District Engineer and staff of scheduled work
plans and traffic delays.
• Transportation Operations Plan – A Transportation Operations Plan is recommended

when the work zone is greater than ½ mile in length and/or travel lane(s) are reduced.
The transportation operations plan shall provide the following information (this
information below is minimum requirements and should be presented in the project
plans as part of the Temporary Traffic Control Plans in a narrative format):
• A contact list of local emergency response agencies

• A process to notify the District Engineer and staff, Traffic Engineering
Division, and stakeholders of any incidents and expected traffic delays
• Procedures to clear the incident and restore normal project traffic operations
• Details of the process to review incidents for the purpose of modifying the
Temporary Traffic Control Plan to reduce the frequency and severity of such
incidents.
• Submit a detour contingency plan, if approved by project
manager/designer.
Level II
• Typical Projects: Moderate level of construction activity with the primary traffic
impact limited to the roadway containing the work zone.
• Project Type: Moderately Complex Project – widening of pavement and bridges,
additional thru lanes and pavement rehabilitation. Sequence consists of lane closures
in one or both directions with shifting of traffic that may include temporary pavement
or detours for the duration of the work.
• Impact on Traffic:
• All lane closures and time restrictions will comply with the WVDOH
Permitted Lane Closure Map.
• Temporary Traffic Control Plan – Major components shall consist of General
Notes, Typical Sections, Detail Plans, and if needed, special details. Each
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component shall provide the following information per construction phase.
This information shall be placed on a coordinated plan sheet. (This
information may be presented as in a narrative format with
illustrations/sketches as necessary):
• Detail Plans which include all information listed under Level One
Projects plus (this information shall be regarded as a minimum) :
• Narrative describing the Sequence of Construction
• Type and location of all temporary signs for the work zone and
all detour routes
• Type and location of all temporary pavement markings
• Type and location of all temporary pavement
• Type and location of all temporary barrier
• Type and location of all impact attenuator/end treatments
• A list of calendar dates for Holidays and any special event(s)
within project time frame
• Identify potential location(s), with the R/W, for construction
equipment and material storage
• Define the proposed temporary traffic control plan by
referencing the specific case(s) in the Manual on Temporary
Traffic Control for Streets and Highways, Latest Edition.
• Note any entrances, intersections or pedestrian access points
that will be affected by the work zone or by the traffic control
devices
• Typical Sections shall contain all the information listed for Level One
Projects
• Special Details/Cross Sections/ Profiles shall contain all the

information listed for Category One Projects.
• Public Information Plan – A public information plan is recommended for a

roadway when the traffic volumes exceed the allowable ADT and the time of
closure is established by the permitted lane closure maps. The public
information plan shall provide the following information (this information
may be presented in the project plans as part of the Temporary Traffic Control
plan in a narrative format):
• All information listed under Level One Projects.
• Transportation Operations Plan – A Transportation Operations Plan is

recommended when the work zone is greater than ½ mile in length and/or
reduced travel lane(s). The transportation operations plan shall provide the
following information (this information below is minimum requirements and
should be presented in the project plans as part of the Temporary Traffic
Control Plans in a narrative format):
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Level III (Significant Projects)
These projects are anticipated to cause sustained work zone impacts greater than what is
considered tolerable based on policy or engineering judgment. They should be identified early in
the project development process in accordance to DD-200 and in cooperation with the FHWA.
• Typical Projects: Long duration construction or maintenance projects on Interstate

and Expressway routes that have an ADT equal to or greater than 25,000 or on other
state highway route that has an ADT equal to or greater than 15,000 that occupies a
location for more than three days with either intermittent or continuous lane closures.
Also, this includes Interstates, Expressways, or other state highway route that may
have multi-phase construction, high accident rates, full closures, or multiple work
zones (two or more) within two miles of each other.
• Project Type: Complex Project – Multi-phase construction that as a minimum may
add additional through lanes, bridge rehabilitation, interchange construction or
reconstruction, pavement rehabilitation, reconstruction, and widening on high
volumes of traffic as described above. Sequence consists of lane closures in one or
both directions with traffic shifting several times and that may include temporary
pavement or detours for the duration of the work. Impact of work zone on
stakeholders extends beyond the work zone and affects alternate and/or detour routes.
• Impact on Traffic:
• An assessment of the work zone impact will be completed using Quewz 98,
Quickzone 1.0, or and operational-level traffic analysis software simulation
program such as CORSIM.
• Lane closure analysis will be performed and/or approved by the Traffic
Engineering Design/Operations Section(s) at the request of the Project
Manager/ Project Designer.
• All lane closures and time restrictions will comply with the WVDOH
Permitted Lane Closure Map
• Temporary Traffic Control Plan – Major components shall consist of General Notes,
Typical Sections, Detail Plans, and if needed, special details. Each component shall
provide the following information per construction phase. This information shall be
placed on a coordinated plan sheet. (This information shall be presented as in a
narrative format with illustrations/sketches):
• Detail Plans which include all information listed under Level Two Projects
plus (this information shall be regarded as a minimum) :
• A list identifying the location of reduced lane width(s)
• Typical Sections shall contain all the information listed under Level Two
Projects
• Special Details/Cross Sections/ Profiles shall contain all the information listed
under Level Two Projects.
• Public Information Plan – A public information plan is required for a roadway when
the traffic volumes exceed the allowable ADT and the time of closure is established
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by the permitted lane closure maps. The public information plan shall provide the
following information (this information may be presented in the project plans as part
of the Temporary Traffic Control plan in a narrative format):
• Transportation Operations Plan – A Transportation Operations Plan is required when

the work zone is greater than ½ mile in length and/or results in reduced travel lane(s).
The transportation operations plan shall provide the following information (this
information below is minimum requirements and should be presented in the project
plans as part of the Temporary Traffic Control Plans in a narrative format):
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Operational Analysis
QUEWZ – 98 Program
The Division of Highways uses the computer program QUEWZ to determine the queues and user
costs that are associated with work zone lane c1osures. Based on the type of lane closures,
traffic volumes, time schedules, etc., the program will provide the user with the expected queue
length and estimated user costs. The designer may use this program to ensure the proposed
traffic control plan is still cost effective. The program user should review the user’s manual to
determine how to use the program. This analysis will be performed by the Traffic Engineering
Division’s Design Section.
Inputs
The user must provide the following inputs into the program:
1. lane closure configurations,

2. the schedule of work activities (e.g., work activity hours, lane constriction hours), and
3. the traffic volumes approaching the freeway segment.
The program provides default values for:
1. cost update factor,

2. percentage of trucks,
3 speeds and volumes at various points on a speed-volume curve,
4. capacity of a lane in the work zone,
5. maximum acceptable delay to motorist, and
6. critical length of queue.
To obtain meaningful results, the designer should consider revising the default values to meet the
site location. For example, it should be noted that the program assumes that for queues longer
than 20 minutes that some drivers will divert. To account for actual queues and the
corresponding user costs, the designer may need to adjust the 20-minute time frame to meet the
project situation. The designer should review the user’s manual to determine if the default
values are applicable to the location under consideration.
Outputs
QUEWZ has two output options - road user cost and lane closure schedule. The road user cost
output option analyzes a specified lane closure configuration and schedule of work activities and
provides estimates of traffic volumes, capacities, speeds, queue lengths, diverted traffic and
additional road user costs for each hour affected by the lane closure. The lane closure schedule
option summarizes the hours of the day when a given number of lanes can be closed without
causing excessive queuing.
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In addition to the values obtained from the program, supplemental user cost calculations may be
required where changes are expected based on existing traffic patterns and volumes.
Supplemental calculations for detours are typically required where an exit or entrance ramp
within the construction zone (including those using crossovers) will be closed and where the
designer judges that the QUEWZ program is not properly estimating the full amount of diverting
mainline traffic.
Experience has shown that additional detour user cost calculations should be conducted for the
following:
1. Where exit ramps are closed. Experience has shown that most or all of this traffic will divert
from the mainline before the construction zone. Therefore, the exit ramp volumes should be
deleted from the input mainline volumes before using QUEWZ and appropriate detour
calculations performed.
2. Closed entrance ramps may or may not lead to changes in the input values for QUEWZ.
Additional detour calculations will be required for any expected diversions.
Temporary Traffic Control Devices Final Rule

Background
The Federal Highway Administration (FHWA) published the Final Rule on Temporary
Traffic Control Devices, 23 CFR 630 Subpart K in December 5, 2007. This rule applies to State
and local governments that receive Federal-aid highway funding. All transportation agencies are
required to comply with the provisions of the Rule by December 4, 2008. This rule supplements
the Work Zone Safety and Mobility Final Rule – Subpart J and applies to all Federal Aid
highway projects to include highway construction, maintenance, and utility projects.
Requirements
• Use of positive protection devices to prevent intrusions.

• Exposure control measures to avoid or minimize exposure of workers and road users.
• A Uniformed Law Enforcement policy.
• Guidance for the safe entry and exit of work vehicles and equipment.
• Guidance for payment for traffic control features and operations
• Guidance to help maintain the quality and adequacy of the temporary traffic control
devices for the duration of a project.
For additional information on the Final Rule on Temporary Traffic Control Devices – Subpart K,
follow this link: http://ops.fhwa.dot.gov/wz/resources/policy.htm
The WVDOT is extending this requirement to all highway projects, regardless of the
funding source.
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These guidelines should be applied to all new projects and all existing projects that have a
due date after December 4, 2008. For existing projects with a due date before December 4, 2008,
these guidelines may be applied on a case-by-case basis. These guidelines apply to all projects
not requiring plans (e.g., maintenance projects, utility projects, etc.) as of December 4, 2008.
These guidelines do not apply to work related to emergency repairs.
Positive Separation Devices
As part of the development of a Traffic Control Plan (TCP), the need for and usefulness of
temporary traffic barrier protection should be evaluated throughout the project development
process. In general, temporary traffic control barriers should only be installed if it is determined
that the barrier offers the least hazard potential.
Installations and determination of Temporary Traffic Barriers are described per sections F.81 and
F.82 and Figures 10 (Detail C) and 11 (Detail D) from the West Virginia Division of Highways
Temporary Traffic Control Manual – latest edition and as described in Design Directive 685.
These items can be found by the following links:
http://www.transportation.wv.gov/highways/engineering/Manuals/Traffic/TCM_06L.pdf
http://www.transportation.wv.gov/highways/engineering/DD/2006%20DD%20Manual%20MAS
TER%2006112013.pdf
In addition to the above, the following should be performed during design of the TCP:
Preliminary Plan: Frequently during preliminary design, the TCP has not been developed to the
point where an adequate assessment of the use of temporary traffic barrier can be made;
however, available data should be used to make an initial determination regarding whether
temporary traffic barrier is warranted and whether exposure control measures should be
considered.
Final Plan: During detailed design, as the TCP is developed further, an evaluation shall be
performed to determine whether temporary traffic barrier is required and the most appropriate
application of barrier (e.g., standard concrete traffic barrier, moveable concrete barrier, etc.).
Factors to be considered in the evaluation include, but are not limited to, the following:
• Project scope and duration

• Anticipated travel speeds through work zone
• Traffic volumes
• Time of day (e.g., night work)
• Vehicle mix
• Pedestrian/bicycle exposure
• Type of work (as related to worker exposure and crash risks)
• Impacts on project cost and duration
• Distance between traffic and workers and the extent of worker exposure
• Escape paths available for workers to avoid a vehicle intrusion into the work space
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• Work area restrictions (including impact on worker exposure)
• Consequences from/to road users resulting from roadway departure (e.g., severity of
hazard, obstacle, or drop-off/slope)
• Potential hazard to workers and road users presented by device itself and during device
placement and removal (e.g., clear zone, barrier end protection, barrier deflection
distance)
• Geometrics that may increase crash risks (e.g., poor sight distance, sharp curves)
• Access to/from work space
Exposure Control Measures
The appropriate measures should be taken to limit the exposure of a worker to motorized
traffic and exposure of motorists to work zone activities, while also providing adequate
consideration to the potential impacts on mobility. A wide range of Temporary Traffic Control
Strategies that may be appropriate for a individual project basis to limit these exposures can be
found listed in the Appendices of this Design Directive.
Law Enforcement Implementation
The West Virginia Division of Highways has implemented a directive for the use of a
Traffic Director as part of a highway project based the following criteria as described in the a
Traffic Engineering Directive 604 dated July 30, 2004. This policy reads as follows:
A traffic director shall be a uniformed off-duty law enforcement official with a properly
identified police vehicle that displays blue flashing lights. The intent of a traffic director is to
enforce the posted speed limit and to increase safety for motorists and workers.
A traffic director shall be included within a traffic control plan when one or more of the
conditions noted below exist in a work zone:
1. Nighttime paving operations, nighttime resurfacing operations, or nighttime pavement

repair:
a. On any Interstate or Expressway facility with an ADT greater than 25,000, or
b. On any non-Expressway facility with an ADT greater than 15,000.
2. Pouring and curing of concrete, day or night, during the overlay

of a bridge deck:
a. On any Interstate or Expressway facility, or
b. On any non-Expressway facility while maintaining two-way traffic with an ADT
greater than 3,000, or
c. On any one-way non-Expressway facility.
3. Removing or setting of bridge beams:

a. Over any Interstate or Expressway facility, or
b. Over any non-Expressway facility with an ADT greater than 10,000.
4. Installation or removal of full span or half span sign structures:
a. On any Interstate or Expressway facility, or
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b. On any multilane Non-Expressway facility.
c. A Traffic Director may be used under other circumstances, as approved by
the Traffic Engineering Division.
http://www.transportation.wv.gov/highways/traffic/Pages/TrafficEngineeringDirectives.aspx
Guidance for the safe entry and exit of work vehicles and equipment
The TTC plan should consider the need for a work area access plan. This is a
constructability issue in which the designer addresses the question of how the contractor is to get
materials and equipment into the work area safely. This is a particularly critical issue on high
speed facilities (such as the Interstate) where barrier wall is used to protect median work areas.
Some consideration may be given to the design and construction of temporary acceleration and
deceleration lanes for the construction equipment. The following should be considered in the
design, planning and operation of work zones.
1. Anticipate types of work zones likely to create ingress/egress problems. Examples are
median work spaces requiring work vehicles to merge into/out of high-speed traffic and
work activities that will generate frequent delivery of materials such as paving projects
and the delivery of fill material.
2. Access into/out of the work space should be included in TCP. When operations require
access and it is not addressed in the plan the project engineer must address the issue
within the limits of their authority.
3. Adequate acceleration/deceleration space for work vehicles should be provided.
4. The location of access openings should provide good sight distance for oncoming traffic.
5. In extreme conditions lane closures may need to be considered.
6. Openings in barrier walls should be planned to ensure that ends are properly protected
and that the walls do not create sight problems.
7. Ingress/egress condition may justify lowering the speed limit.
8. Warning signs (W21-10) are available for ingress/egress conditions and should be used
when appropriate. Special warning signs may be necessary.
9. The use of Changeable Message Signs and/or Traffic Directors should be considered.
10. Vehicles entering/leaving a work space should use flashing amber lights for improved
visibility by oncoming traffic.
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11. Drivers and operators should be trained on safe operation and must be supervised and
corrections made when unsafe actions occur.
Guidance for payment for traffic control features, operations, and guidelines for
maintaining the quality of temporary traffic control devices
The guidance for the payment of operations and maintenance of the traffic control
devices implemented for the use on a West Virginia highway construction project is listed under
Section 636 of the latest adopted edition of The West Virginia Division of Highways Standard
Specifications for Roads and Bridges,, as amended by the latest adopted issue of the West
Virginia Division of Highways Supplemental Specifications.
The guidelines set forth to maintain the quality and adequacy of temporary traffic control
devices for the duration of a project will follow the latest adopted edition of The West Virginia
Division of Highways Standard Specifications for Roads and Bridges as amended by the latest
adopted issue of the West Virginia Division of Highways Supplemental Specifications, and
supplemented with the latest edition of the Quality Guidelines for Temporary Traffic Control
Devices issued by the American Traffic Safety Services Association (ATTSA). The application
of the Standard Specifications and Quality Guidelines will help field personnel to evaluate the
condition of devices and assure continued effectiveness.
Page 20 of 27
References
1. The West Virginia Department of Transportation, Division of Highways, Standard

Specifications, Roads and Bridges, Adopted 2000, as amended by the supplemental
specifications, dated January 1, 2003.
2. The West Virginia Department of Transportation, Division of Highways, Engineering

Division, Design Directives – October 1, 2006.
3. The West Virginia Department of Transportation, Division of Highways, Traffic

Engineering Division, Manual on Temporary Traffic Control for Streets and Highways,
2006 Edition.
4. The West Virginia Department of Transportation, Division of Highways, Traffic

Engineering Division, Traffic Engineering Directives, February 22, 2005.
5. FHWA Final Rule Website

http://www.ops.fhwa.dot.gov/wz/resources/final_rule.htm
6. 23 CFR Section 630 (Final Rule Language)

http://www.ops.fhwa.dot.gov/wz/docs/wz_final_rule.pdf
7. FHWA Work Zone Mobility and Safety Web Site

http://www.fhwa.dot.gov/workzones
8. FHWA Safety Web Site

http://www.safety.fhwa.dot.gov
9. WVDOH Permitted Lane Closure Map

http://www.transportation.wv.gov/highways/traffic/Documents/permitted-lane-closure.pdf
Page 21 of 27
Appendix A
** - The strategies listed below are a minimum requirement for a TMP
Work Zone Management Strategies

Temporary Traffic Control (TTC)
Control Strategies Traffic Control Project Coordination,
Devices Contracting, and Innovative
Construction Strategies
• Construction • Temporary signs • Project coordination
phasing/staging
Warning Coordination with other
• Full roadway closures projects
Regulatory
• Lane shifts or closures Utilities coordination
Guide/
Reduced lane widths information Right-of-way
to maintain number coordination
of lanes • Changeable
message signs Coordination with other
Lane closures to (CMS) transportation
provide worker infrastructure
safety • Arrow panels
• Contracting strategies
Reduced shoulder • Channelizing
width to maintain devices Design-build
number of lanes
• Temporary A+B bidding
Shoulder closures to pavement
provide worker markings Incentive/disincentive
safety clauses
• Flaggers and
Lane shift to uniformed traffic Lane rental
shoulder/median to control officers
maintain number of • Innovative construction
lanes • Temporary traffic techniques (precast
signals members, rapid cure
• One-lane, two-way materials)
operation • Temporary
Lighting
• Two-way traffic on one
side of divided facility • Warning Lights
Page 22 of 27
• Reversible lanes
• Ramp
closures/relocation
• Night work
• Weekend work
• Work hour restrictions

for peak travel
• Pedestrian/bicycle
access improvements
• Business access
improvements
• Off-site detours/use of
alternate routes
Work Zone Management Strategies

Public Information (PI)
Public Awareness Strategies Motorist Information
Strategies
Press releases/media alerts Changeable message signs
(CMS)
Planned lane closure web site
Temporary motorist
Project web site information signs
Public meetings/hearings Dynamic speed message sign
Community task forces Freight travel information
Coordination with media/schools/businesses/ Transportation Management

emergency services Center (TMC)
Work zone safety highway signs
Page 23 of 27
Work Zone Management Strategies - Transportation Operations (TO)
Demand Corridor/Network Work Zone Safety Traffic/Incident
Management Management Management Management and
Strategies Strategies Strategies Enforcement Strategies
Shuttle services Signal Speed limit ITS for traffic
timing/coordination reduction/variable monitoring/management
Ridesharing/carpooling improvements speed limits
Transportation
Park-and-ride Temporary traffic Temporary traffic Management Center
promotion signals signals (TMC)
Variable work hours Street/intersection Temporary traffic Surveillance (Closed-

improvements barrier Circuit Television (CCTV)
Turn restrictions Movable traffic barrier Mile-post markers

systems
Parking restrictions Tow/freeway service patrol
Crash-cushions
Truck/heavy vehicle Total station units
restrictions Temporary rumble
strips Photogrammetry
Reversible lanes
Warning lights Coordination with media
Ramp closures
Automated Flagger Local detour routes
Railroad crossings Assistance Devices
controls (AFADs) Incident/emergency
response plan
Coordination with Project task
adjacent construction force/committee Dedicated (paid) police
site(s) enforcement
Construction safety
supervisors/inspectors Cooperative police
enforcement
Road safety audits
Increased penalties for
TMP work zone violations
monitor/inspection
team
Safety awards/
incentives
Windshield surveys
Page 24 of 27
Appendix B
Stakeholders
Stakeholders are individuals, groups and organizations who have a “stake” in a particular
highway improvement project. They may be immediately affected by the project because they
must travel through the construction work zone. They may be more indirectly involved because
of their position in the community or their job responsibilities are affected.
The traveling public is of course the important stakeholder. Motorists are most affected by
highway improvement. They enjoy the new highway or the resurfaced highway once the project
is completed and they are the ones inconvenienced when caught in the construction zone. They
are by far, the largest and most important group a highway improvement project communication
plan needs to target.
Major businesses in and around a project work zone are traffic generators. Employees going to
and from work may travel through the zone daily. Deliveries to the businesses can create slower
moving truck traffic and the timely arrival of some deliveries can be critical to some operations.
Informing the businesses before construction starts not only builds good will, but enables them to
inform employees and adjust delivery and transport schedules.
Other businesses located in the immediate area of a construction project may not be major
employers, but may be traffic generators. The proprietors may be concerned about the
construction project interfering or limiting customer access and the resulting loss of business.
Being in the communication loop will reassure them and allow them to let their customers and
employees know what to expect.
There are other stakeholders or stakeholder groups who may not be directly affected by highway
improvement, but who should be considered when doing the construction project’s
communication plan. The stakeholders may not be located near the work zone. They may not be
traffic generators. As individuals, they may not even travel through the work zone or in anyway
be inconvenienced. However, because of their position, they need to be informed. It may be as
simple as sending them copies of news releases or composing a letter.
Local government officials, such as mayors, city managers, city council members, and county
commissioners need to be informed in order to deflect complaints and feel part of the project.
Emergency services and law enforcement agencies have a ‘need to know” about highway
improvement in their service areas. Often it is a matter of sending news releases to law
enforcement headquarters and emergency 911 operations centers.
Legislators at both the state and federal level often have an interest in highway projects in
their respective districts. In some cases they have been involved with project funding or they
have helped promote the need for projects. State legislators, using the legislative process,
Page 25 of 27
develop the state’s transportation budget. At the national level, members of congress help decide
funding and national transportation policy. An informed legislator is much more likely to
answer a constituent’s complaint about highway improvement in a positive tone.
Utility companies are another stakeholder that is often contacted during the design process if
necessary. But keeping appropriate utility company personnel up to date on the highway
improvement project will help promote the image for all parties.
Keep in mind that construction may create some special needs to contact specific individuals or
organizations. The postmaster may need to reroute mail delivery due to a road closure or
inability to access rural mail boxes. Convention and visitor’s bureaus should have
construction information to pass on to meeting planners. Promoters and managers of special
events (local festivals, street fairs, county fairs, etc.), entertainment venues and amusement
parks need to understand that construction could affect customer access. Look for opportunities
to share construction information with travel clubs, such as the American Automobile
Association.
Developing an all-inclusive list of stakeholders who have a need to know about any given
highway improvement project is dependent on the type of construction, the extent of
construction, the length of the construction zone and how long the construction is expected to
take. When planning communication for a construction project, consider the construction zone’s
geography, business and residential environment in order to begin the development of a specific
list of stakeholders who need information on the construction project. Remember, an informed
group of stakeholders not only builds good will and lessens the complaints, but the stakeholders
in turn become communicators to their constituents. Well planned and targeted communication
will ensure a positive message is forwarded.
Page 26 of 27
Appendix C
Proposed Work Zone Training Requirements

Staff Number of Individuals Course Time Required
Every 5
Design 150 NHI 3 days years
1 -1.5 Every 5
Construction 200 ATSSA days years
Every 5
Maintenance 100 LTAP/T2 1 day years
Programming Every 5
Planning 15 Peer to Peer 1 day years
Design staff shall be from Traffic Engineering Division, Engineering Division, District
Design, District Traffic.
Construction staff shall be from Central Office and District level Construction Engineers,
Construction Supervisors, Construction Inspectors, and Utilities Supervisors and Inspectors.
Maintenance staff shall be from Central Office and District level Maintenance Engineers,
Maintenance Assistants from the County and Expressway Headquarters.
Programming Division and Planning Division staff shall be from the Central Office.
Page 27 of 27
DESIGN DIRECTIVE
DD-682
PAVEMENT MARKINGS
August 1, 2003
All projects using Pavement Marking Design shall be in accordance with the current edition of
Traffic Engineering Directive 301, “Centerline, Edgeline, and Laneline Markings”. The Director of
the Engineering Division must approve all exceptions. Copies of the Traffic Engineering Directives
are available from the Traffic Engineering Division.
1 of 1
DESIGN DIRECTIVE
DD-683
SIGNING
August 1, 2003
All projects that have permanent signing as part of the contract plans shall be in accordance with
the current edition of Traffic Engineering Directive 103, “Preparation of Contract Sign Plans”. The
Director of the Engineering Division must approve all exceptions. Copies of the Traffic Engineering
Directives are available from the Traffic Engineering Division.
1 of 1
DESIGN DIRECTIVE
DD-684
ROADWAY LIGHTING DESIGN
August 1, 2003
All Roadway Lighting Design shall be in accordance with the current edition of Traffic
Engineering Directive 102, “Roadway Lighting Design”. The Director of the Engineering Division
must approve all exceptions. Copies of the Traffic Engineering Directives are available from the
Traffic Engineering Division.
1 of 1
DIVISION OF HIGHWAY
DESIGN DIRECTIVE
685
DROP-OFF GUIDANCE
March 17, 1997
This document provides guidance in selecting which treatments should be implemented for
various pavement edge drop-off conditions. This guidance is applicable on all construction projects
or any maintenance project where the principal activity is one of the following: paving or skip
paving with hot-mix asphalt, a localized excavation for concrete repair, or a localized excavation for
culvert replacement or repair. The guidance is applicable only during the actual performance of
work. These guidelines are intended to increase traffic safety using traffic control devices and safety
related appurtenances. The best way to increase traffic safety is to make every attempt to minimize
exposure to uneven lanes, milled edges, and edge drop-offs; however, it is appreciated that this is
often not possible or feasible. These guidelines are intended to compliment Traffic Control for
Street and Highway Construction and Maintenance Operations.
Typical Channelizing Device Spacing for Drop-offs
Speed (mph) Spacing (feet)
25-45 mph = device spacing

50-70 50
Typical Spacing for Drop-off Signing
Speed (mph) Spacing (feet)
20 1000
30 1300
40 1800
50 2200
60 2600
70 3000
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DD-685
A. CASE I
1. Multi-lane divided highways with posted speed limits 45 mph or greater (Conditions
1-3 apply to paving operations).
a. Condition 1 - Continuous longitudinal drop-off between open lanes of

traffic - If drop-off between travel lanes is less than or equal to 2",
channelizing devices are not required. UNEVEN LANES signs are required.
If drop-off between travel lanes is greater than 2", close the lane using
channelizing devices.
b. Condition 2 - Continuous longitudinal drop-off between edge of travel

lane and paved shoulder - If drop-off is less than or equal to 2",
channelizing devices are not required. LOW SHOULDER signs are required
until drop-off is brought even with pavement.
If drop-off is greater than 2", channelizing devices are required.

SHOULDER DROP OFF signs are required until drop-off is brought even
with pavement.
c. Condition 3 - Continuous longitudinal drop-off at edge of pavement (if

the edge of pavement is the edge of travel lane, then condition 2 will
apply). If drop-off is less than or equal to 3", no channelizing devices are
required.
Drop-offs greater than 3" require channelizing devices and SHOULDER

DROP OFF signs until drop-off is brought even with pavement.
d. Condition 4 - Excavations greater than 3" deep - On closed travel lane or

on paved shoulder, channelizing devices are required and the excavated area
shall be filled or covered as appropriate within 48 hours. Where excavations
cannot be filled or covered within 48 hours, use temporary barrier.
Beyond paved shoulder within 30' of travel lane, channelizing devices are
required. Applicable unless the drop-off condition lies behind guardrail or
concrete barrier.
Median Curb Excavations greater than 3" deep - channelizing devices are
required at intervals no greater than 50'. Excavation may be left open
(without filling or covering) for no more than 48 hours.
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DD-685
B. CASE II
1. All Other Highways (Undivided) with Posted Speed Limits of 45 mph or Greater.
(Conditions 1-3 Apply to Paving Operations)
a. Condition 1 - Continuous longitudinal drop-off between open lanes of

traffic - If drop-off between lanes is less than or equal to 2", no channelizing
devices are required. UNEVEN LANES signs are required.
If drop-off between travel lanes is greater than 2", separate traffic using
channelizing devices or close the lane with flaggers as necessary.
b. Condition 2 - Continuous longitudinal drop-off between travel lane and

paved shoulder (if existing) - If drop off is less than or equal to 2",
channelizing devices are not required. LOW SHOULDER signs are required
until drop-off is brought even with pavement.

with pavement.
c. Condition 3 - Continuous longitudinal drop-off at edge of pavement (if

the edge of pavement is the edge of travel lane; then condition 2 will
apply) - If drop-off less than or equal to 3", no channelizing devices are
required. SHOULDER DROP-OFF signs are required until drop-off is
brought even with pavement.
If drop-off greater than 3", channelizing devices are required. SHOULDER

DROP OFF signs are required until drop-off is brought even with pavement.
d. Condition 4 - Excavations greater than 3" deep - On closed travel lane or

on shoulder, Channelizing devices are required and the excavated area shall
be filled or covered as appropriate within 48 hours. Where an excavations
cannot be filled or covered within 48 hours, use temporary barrier.
Beyond shoulder within 20' of travel lane, channelizing devices are required.
Applicable unless the drop-off condition lies behind guardrail or concrete
barrier.
C. CASE III
1. Highways with Posted Speed Limits of 40 mph or Less (Conditions 1 and 2 apply to
paving operations).
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DD-685
a. Condition 1 -Continuous longitudinal drop-off between open lanes of

traffic, If drop-off between lanes is less than or equal to 2", no channelizing
devices are required. UNEVEN LANES signs are required.
If drop-off between travel lanes is greater than 2", separate traffic using
channelizing devices or close the lane with flaggers as necessary.
b. Condition 2 - Continuous longitudinal drop-off at edge of travel lane or

edge of pavement, If drop-off is less than or equal to 3", channelizing
devices are not required.

with pavement.
c. Condition 3 - Excavations greater than 3" deep, On closed travel lane,

shoulder, or with 10' of travel lane, channelizing devices are required.
Applicable unless the drop-off condition lies behind guardrail or concrete
barrier.
Median Curb Excavations greater than 3" deep, channelizing devices are
required at intervals no greater than 40'. Excavation may be left open
(without filling or covering) for no more than 48 hours.
4 of 4
DESIGN DIRECTIVE
DD-686
TEMPORARY MEDIAN CROSSOVERS
August 1, 2003
Temporary Median Crossovers for maintenance of traffic purposes will be designed in

accordance with the guidelines specified in this design directive.
Attachment
1 of 6
DD-686
TEMPORARY MEDIAN CROSSOVER GUIDELINES:
A. INTRODUCTION
This document provides guidance in the location and design of Temporary Median
Crossovers used for Maintenance of Traffic purposes on multi-lane, divided highways.
Temporary Median Crossovers are utilized on these highways to cross traffic from one of the
two-or three-lane, one-way roadways over the median to the opposing two-or three-lane, one-way
roadway, for purposes such as bridge renovation or replacement. The opposing roadway thus
becomes a two- or three-lane roadway.
B. PLAN PRESENTATION AND DESIGN REQUIREMENTS:
When Temporary Median Crossovers are used, details showing geometric data, typical
sections, plans, and profiles shall be included in the project plans. It is also recommended that
edge of pavement data for the Crossover pavement be given if it is to be placed in a
superelevated section of roadway. A guideline drawing showing the typical geometric layout of
Temporary Median Crossovers is attached to and made a part of the Design Directive.
Crossover design shall be based on a taper rate between 30:1 to 15:1. The preferred taper
rate is 30:1. Crossovers shall be designed for the operating speed of the highway unless
otherwise indicated. Lanes are to be striped a minimum of 15 feet in width for the Crossover.
The suggested minimum pavement thickness for Temporary Median Crossovers is 8 inches of
Hot-Mix Asphalt, on top of 12 inches of Class 1 Aggregate. The surface course of Hot-Mix
Asphalt is to be a skid-resistant mix.
Notes are to be placed in the Maintenance of Traffic Plans indicating that any inlets and
slope walls existing in the median and affected by the Temporary Median Crossover shall be
covered with a steel plate of sufficient thickness to withstand the loading of the embankment and
traffic to be placed upon it. After the Crossover is removed, these items are to be restored to
their original condition. Payment methods for this work shall be indicated in these notes.
Details, items, and quantities are to be placed into the project plans for restoration of any
existing roadway shoulders removed by construction of the Crossover. The existing roadway
shoulder will generally have to be removed and replaced by the Crossover pavement typical
section. However, some of the later-constructed interstates and APD highways have full-depth
shoulders. The designer should consult the Information Section of the Engineering Division for
as-built or record construction plans of the area in question for this determination. District
Maintenance or Design personnel may have information on the shoulders’ construction, also.
Glare Barrier shall be placed on all Temporary Concrete Barrier utilized for separation of
opposing traffic throughout the full length of the Crossovers. The Traffic Engineering Division
has special details for this Glare Barrier. These Special Details are required in the project plans.
2 of 6
DD-686
Quantities for all items, such as embankment (to include removal of the embankment at the
end of the work), aggregate, pavement, seeding and mulching, and shoulder restoration required
to construct and remove the Crossover shall be computed and placed in the Summary of
Estimated Quantities and Quantity Tables. These quantities should be tabulated separately in a
row (or rows) labeled Temporary Median Crossover in the respective Quantity Table.
C. LOCATION OF MEDIAN CROSSOVER:
Crossovers should be located in as near to level sections of roadway where adequate

stopping sight distance for the roadway’s posted speed limit exists. A Crossover should not be
located at the crest of a vertical curve, nor at the end of a horizontal curve, for sight distance
reasons. Also, as stated hereinafter, for drainage reasons a Crossover should not be located at the
bottom of a sag vertical curve. It is preferred that Crossovers be located in a tangent (both
horizontal and vertical) section of roadway. The Crossover should be completed with a buffer
zone 500 feet in length before the beginning of the work area. Location of Temporary Median
Crossovers should be coordinated with the Traffic Engineering Division of the West Virginia
Department of Transportation, Division of Highways.
Temporary Median Crossovers in a curved, superelevated section of roadway shall have

superelevation applied based on the operating speed of the roadway, and should match the
existing superelevation of the horizontal curve. Superelevation runoff and runout, if required,
shall be based on the latest officially adopted edition of “A Policy on Geometric Design of
Highways and Streets”. Two separate Crossovers may need to be constructed, one for each phase
of construction.
If the profile of the roadway and location of available drainage structures is such that the
flow in the median ditch upstream of the Crossover will not be picked up by an existing inlet just
before it reaches the Crossover, a pipe is to be placed under the full length of the Crossover. This
will prevent ponding of stormwater at the upstream end of the Crossover. The pipe is to be
minimum 12 inches in diameter and have sufficient strength to support the embankment and
traffic loadings placed upon it. Crossovers should not be located at the bottom of a sag vertical
curve section of roadway due to drainage considerations.
D. TEMPORARY LIGHTING:
Temporary lighting should be used on any Crossover placed on an Interstate or APD

highway. The design shall be either 240V – 250W HPS Cobra Head (preferred) with 40 foot or
35 foot mounting height or 240V – 400W HPS Vector-Turnpike luminaire with 40 foot or 35
foot mounting height. The designer is responsible for arranging power services. Special details
for temporary lighting shall be included in the project plans.
E. TRAFFIC CONTROL:
Traffic control, including temporary signing and pavement markings, for Temporary
Median crossovers shall be as set forth in the latest issue of the manual “Traffic Control for
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DD-686
Street and Highway Construction and Maintenance Operations” using Case E9. Quantities for all
traffic control devices and temporary pavement markings shall be included in the project plans.
4 of 6
A B BUFFER ZONE =500’
L PER DD 686
SEE DETAIL "A"
TRAFFIC LANES
PAVED SHOULDER LIMITS OF CROSSOVER PAVEMENT
4’ 1
MEDIAN M
15’(TYP.) T
TRAFFIC LANES
Y W Y
BUFFER ZONE =500’ Z X Z
PER DD 686
A B
TEMPORARY TANGENT DOUBLE CROSSOVER LAYOUT DETAILS
NOT TO SCALE
FULL DEPTH SAWCUT PRIOR TO CROSSOVER REMOVAL (TYP.) SEE DETAIL "B"
M M
MEET EXISTING EDGE MEET EXISTING EDGE MEET EXISTING EDGE
MEET EXISTING EDGE S S OF PAVEMENT S VARIES 3’-0" 3’-0" VARIES S OF PAVEMENT
OF PAVEMENT
OF PAVEMENT 1’ MIN.
TRAFFIC LANE TRAFFIC LANE TRAFFIC LANE TRAFFIC LANE
SLOPE VARIES SLOPE VARIES SLOPE VARIES

SLOPE VARIES
6:1
MA 6:1 .
X. MAX
5 of 6
4 5 4 EXISTING SLOPE 1
5 1"
AS REQUIRED 3 12" AS REQUIRED 6 UNCLASSIFIED EMBANKMENT
1 1" 2 7" 1 1" TO MAINTAIN
TO MAINTAIN
MEDIAN DRAINAGE 6 UNCLASSIFIED EMBANKMENT MEDIAN DRAINAGE
EXISTING SLOPE 2 7"
45
3 12"
EXISTING PVD. SHLD. TO BE
SECTION A-A REMOVED. SAW CUT AT EDGE OF
SECTION B-B
NOT TO SCALE PAVEMENT IF SHOULDER AND NOT TO SCALE 2 4"
2 3"
PAVEMENT ARE CONTINUOUS. (TYP.)
LEGEND
1 ITEM 402001-001 MARSHALL HOT-MIX ASPHALT SKID RESISTANT PAVEMENT, STONE OR GRAVAL, TYPE 1, TON DETAIL "B"
NOTES ITEM 402001-002 MARSHALL HOT-MIX ASPHALT SKID RESISTANT PAVEMENT, SLAG, TYPE 1, TON
THE CONTRACTOR SHALL REMOVE THE CROSSOVER UPON
COMPLETION OF THE WORK AND THE MEDIAN SHALL BE 2 ITEM 401001-001 MARSHALL HOT-MIX ASPHALT BASE COURSE, STONE OR GRAVEL, CLASS 1, TON
RESTORED TO ITS ORIGINAL CONDITION AND SEEDED ITEM 401001-001 MARSHALL HOT-MIX ASPHALT BASE COURSE, SLAG, CLASS 1, TON
AND MULCHED. THIS WORK TO RESTORE MEDIAN SHALL
BE PAID FOR UNDER ITEM 207001* UNCLASSIFIED 3 ITEM 307001-000 CLASS I AGGREGATE BASE COURSE, C.Y. M = MEDIAN WIDTH
EXCAVATION. THE CONTRACTOR SHALL SAWCUT FULL
4 ITEM 636024-001 TEMPORARY PIPE FOR MAINTAINING TRAFFIC, LF T = TAPER RATE (PER DD-686)
DEPTH OF THE CROSSOVER PAVEMENT AS SHOWN ON
S = PAVED SHOULDER WIDTH
SECTIONS A-A AND B-B.
5 ITEM 207034-000 FABRIC FOR SEPARATION, SY Z = TM
2
INLETS AND UNDERDRAIN SLOPE WALLS UNDERNEATH
6 ITEM 207001-001 UNCLASSIFIED EXCAVATION, CY X= (15T)2 +225 15T USE
THE CROSSOVER EMBANKMENT SHALL BE COVERED. THE
COST SHALL BE INCLUDED IN THE UNIT BID PRICE LIMITS OF Y = ST
CROSSOVER
OF ITEM 207001-* UNCLASSIFIED EXCAVATION. L = T(M+15)
PAVEMENT
W = 2T
THIS DETAIL IS LIMITED TO TANGENT SECTIONS OF
ROADWAY WHERE THE INSIDE EDGES OF PAVEMENT ARE S
RELATIVELY THE SAME. MINOR FIELD ADJUSTMENTS
MAY BE REQUIRED IN TANGENT SECTIONS WHERE THIS Y WEST VIRGINIA DEPARTMENT OF TRANSPORTATION
CRITERIA DOES NOT EXIST. EXISTING DIVISION OF HIGHWAYS
EDGE OF
TRAFFIC LANE
DD-686
DOUBLE CROSSOVER
FOR TANGENT
DETAIL "A" MEDIAN ONLY
PREFFERED DIMENSIONAL DATA FOR 20 TO 1 TAPER RATE
DIMENSIONAL DATA FOR 30 TO 1 TAPER RATE M T S W X Y Z L
18’ 20 3’ 40’ 300’ 60’ 180’ 660’

M T S W X Y Z L
40’ 20 3’ 40’ 300’ 60’ 400’ 1100’
18’ 30 3’ 60’ 450’ 90’ 270’ 990’
46’ 20 3’ 40’ 300’ 60’ 460’ 1200’
40’ 30 3’ 60’ 450’ 90’ 600’ 1650’
60’ 20 3’ 40’ 300’ 60’ 600’ 1500’
46’ 30 3’ 60’ 450’ 90’ 690’ 1830’
60’ 30 3’ 60’ 450’ 90’ 900’ 2250’
6 of 6
DIMENSIONAL DATA FOR 25 TO 1 TAPER RATE DIMENSIONAL DATA FOR 15 TO 1 TAPER RATE
M T S W X Y Z L M T S W X Y Z L
18’ 25 3’ 50’ 375’ 75’ 225’ 825’ 18’ 15 3’ 30’ 225’ 45’ 135’ 495’
40’ 25 3’ 50’ 375’ 75’ 500’ 1375’ 40’ 15 3’ 30’ 225’ 45’ 300’ 825’
46’ 25 3’ 50’ 375’ 75’ 575’ 1525’ 46’ 15 3’ 30’ 225’ 45’ 345’ 915’
60’ 25 3’ 50’ 375’ 75’ 750’ 1875’ 60’ 15 3’ 30’ 225’ 45’ 450’ 1125’

DD-686
DOUBLE CROSSOVER
FOR TANGENT
MEDIAN ONLY
DESIGN DIRECTIVE
DD-687
EXISTING ROADS USED AS DETOURS OR HAUL ROADS
December 23, 2005
Attached is the West Virginia Department of Transportation, Division of Highways policy on

designating existing roads as haul roads or detours in the contract plans.
This directive contains guidance on when to designate an existing road as a haul road or detour
and the contract requirements associated with this designation.
Attachment
1 of 4
DD-687
EXISTING ROADS USED AS DETOURS OR HAUL ROADS
10 - GENERAL:
When developing the contract plans on a project the designer must consider methods to
maintain existing traffic and methods the Contractor may use to access or construct the project.
These considerations may cause the designer to designate an existing road as a detour route for
traffic and/or as a haul road for the Contractor. If an existing road is designated as a detour and/or
haul road, the designer must determine the impact of any additional traffic on the road and make
provisions in the plans to mitigate these impacts. Because of the variations in conditions affecting
different construction projects, each individual project must be evaluated on a case by case basis.
Designers will use the following guidelines in determining the impact and mitigation of designated
detours and/or haul roads on existing roads.
Since this work is normally performed prior to construction beginning or after the major
construction has been completed the quantities required for the haul road should be a separate
category in the bidding documents.
20 – DESIGNATED DETOURS OR HAUL ROADS:
20.1 – Detours: The designer must provide an acceptable means to maintain traffic in all
construction project documents. Many times the most advantageous method to maintain
traffic will necessitate detouring traffic onto existing roads. If the designer designates an
existing road as a detour route in the contract documents, an evaluation of the existing
condition of the road must be performed per Section 30 of this directive.
20.2 – Haul Roads: The designer must investigate the access methods and locations by
which the Contractor is most likely to utilize in constructing the project. Some project
situations may dictate the designation of an existing road as a construction haul road in the
contract documents. When the designer determines that an existing road must be designated
as a haul road, an evaluation of the existing condition of the road must be performed per
Section 30 of this directive.
Some project situations may provide multiple ways to access the construction site. The
designer may, therefore, choose to not designate a particular existing road as the haul road.
However, it may be necessary to provide pavement quantities in the contract documents to
be used at the direction of the Engineer to repair existing roads. The Engineer will be
required to evaluate the existing road condition and then document the repairs as incidental
to the haul road construction activity.
When projects require the use of a haul road the following note should be used:
“A haul road has been included in this project and route ________ from ________ to
_________ has been used to as a basis to calculate the quantities and to provide the
typical that is shown in the plans. If the contractor elects to use an alternate route he
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shall provide to the engineer for his review and approval the haul road that is to be
used and the method and quantities required for the roads restoration.”
Projects which require the Contractor to haul across an existing road with off road vehicles
require special consideration by the designer. The contract provisions should require the
submittal of a proposed crossing by the Contractor. If the crossing is only required for a
short duration, heavy steel plates may be adequate. Longer duration crossings, however,
should require the Contractor to install a permanent concrete crossing. The designer should
indicate the type of crossing required in the contract plans. The following plan note shall be
used on projects requiring a crossing for off road vehicles:
“The Contractor is responsible for all damage to existing roads as a result of using
off road/non-legal vehicles for hauling on/or across any existing road. Repairs shall
be made to the satisfaction of the Engineer. No additional payment will be made
for these repairs.”
30 – EXISTING ROAD EVALUATION:
30.1 – Introduction: If an existing road is designated as a detour and/or haul road in the
contract documents as described above, an evaluation of the existing condition of the road
must be performed by the designer. This evaluation will consider the existing condition
including pavement section, bridge capacity, roadway width based on expected traffic during
construction, etc. The evaluating will include any required improvements in order to utilize
the existing road as a designated detour and/or haul road.
30.2 – Pavement Section: The designer shall evaluate the existing pavement structure on the
designated route and determine if paving is required due to the loading that is anticipated to
be incidental to construction. This loading may include detoured traffic or construction
related traffic. Quantities shall be included in the contract documents to mitigate any
anticipated damage due to increased loading incidental to construction. Quantities and
procedures shall also be included in the contract documents for maintenance of the
designated route during construction due to the increased loading. The designer shall
evaluate, based on the existing pavement condition and the anticipated loading incidental to
construction, whether the existing road will need paved after construction in order to return it
to its original condition. Since this evaluation widely varies from project to project by the
nature or scope of the projected traffic requirements it is recommended that the designer
coordinate with the district resurfacing coordinator, regional engineer, district construction
engineer, district maintenance engineer or others involved in the resurfacing program to
assist in developing the required repair typical and to determine the access requirements. If
paving is required, quantities shall be provided in the contract documents.
No quantities are to be provided in the contract documents for routine maintenance of the
existing road that is not determined to be incidental to construction by the designer during
the pavement section evaluation.
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30.3 – Bridges: The designer shall evaluate all bridges on designated routes for adequacy to
handle detoured traffic and/or legal construction loads. Any required improvements shall be
included in the contract plans. These improvements must be shown to be a direct result of
anticipated traffic incidental to construction.
Existing bridges on multi-lane roads where crossovers are utilized shall be evaluated to
determine if paving or repairing the existing bridge carrying traffic is warranted. This
evaluation will include the existing deck condition, increased traffic volume, and available
detours if a deck failure occurs. The contract plans shall include quantities if the evaluation
determines that paving the bridge is advisable. The paving shall be performed prior to
detouring traffic onto the bridge.
30.4 – Existing Road Evaluation Documentation: The designer shall document in the
project file the evaluation and determination of needed repair or improvements of a
designated existing road. The quantities, procedures, and details necessary to repair or
improve the designated existing road shall be included in the contract documents.
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DESIGN DIRECTIVE
DD-688
TEMPORARY BARRIER
July 28, 2011
This Design Directive provides all designers, In-House, District, and consultant,
with the West Virginia Department of Transportation (WVDOT), Division of Highways’
(DOH) policy and guidance for use of Temporary Longitudinal Barrier when required on
construction projects.
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10. General
Work zones on construction projects will be designed to provide maximum

protection for workers and equipment necessary to do the work prescribed by the Contract
Documents. The WVDOH “Manual on Temporary Traffic Control for Streets and
Highways” establishes principles to be observed in the design, installation, and
maintenance of traffic control devices and prescribes standards where appropriate. These
principles and standards are aimed at promoting the safe and efficient movement of traffic
through the work zone and the safety of the workers in the work zone. Work zones should
also be developed to provide maximum protection to pedestrians and bicyclists by
providing safe pathways through the work zone whereby adjacent excavations or any other
unsafe areas are shielded.
The July 1987 AASHTO Summary Report on Work Zone Accidents contains
several conclusions related to crashes in work zones: 1) Crashes in work zones are
generally more severe producing more injuries and fatalities than the national average for
all crashes; 2) Crashes involving fixed objects occur more frequently and result in more
injuries and fatalities than vehicle to vehicle crashes; and 3) About half of all work zone,
fixed object crashes occur at night. Also, tractor-trailer injury and fatality crashes in work
zones are higher than the national average for other types of crashes involving these
vehicles.
The work area “recovery zone” is the unobstructed relatively flat area impacted by
construction that extends outward laterally from the edge of the traveled way. Due to the
reduced horizontal clearance available and the heightened awareness of motorists through
the work area, the “recovery zone” lateral requirements are less than those required if the
work zone was not in place. The amount of available lateral “recovery zone” affects the
decision to delineate or shield exposed hazards. These hazards include, but are not limited
to, approach ends of any temporary barrier placed, fixed objects, steep slopes, or pavement-
edge drop-offs.
Good engineering judgment must be used when applying the lateral “recovery
zone” concept to work zones. The lateral “recovery zone” distance is also known as the
“buffer zone”. The term “buffer zone” will be used hereinafter in this Design Directive.
The width of these buffer zones will help determine the deflection range of temporary
traffic barrier required. Test Levels may be found in NCHRP Report 350 in Table 3.1,
“Test Matrix for Longitudinal Barriers”, an excerpt of which is shown below. This table
shows the combinations for different vehicles, speeds and impact angles for each test for a
better understanding of their applicability.
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Test Matrix for Longitudinal Barriers
Test
Test Level Impact Conditions
Designation
Nominal
Nominal
Vehicle Speed
Angle
mph
1-10 820C 31 20
1 S1-10 700C 31 20
1-11 2000P 31 25
2-10 820C 43.5 20
2 S2-10 700C 43.5 20
2-11 2000P 43.5 25
3-10 820C 62 20
3 S3-10 700C 62 20
3-11 2000P 62 25
4-10 820C 62 20
S4-10 700C 62 20
4
4-11 2000P 62 25
4-12 8000S 50 15
5-10 820C 62 20
S5-10 700C 62 20
5
5-11 2000P 62 25
5-12 36000V 50 15
6-10 820C 62 20
S6-10 700C 62 20
6
6-11 2000P 62 25
6-12 36000V 50 15
Excerpted from NCHRP 350 Table 3.1

820C is a passenger car weighing 820 kg
700C is a small passenger car weighing 700 kg
2000P is a pickup truck weighing 2000 kg
8000S is a standard unit truck weighing 8000 kg
36000V is a tractor trailer weighing 36000 kg
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Traffic barriers are designed as either permanent or temporary barriers. Temporary

barriers can be easily relocated if and when required by the project’s construction sequence.
Temporary barriers have the following functions, at minimum:
o Protect traffic from entering the work area;
o Provide positive protection for workers within the work area;
o Separate two-way traffic;
o Protect construction such as falsework and other exposed objects; and 5) Separate
pedestrians from vehicular traffic.
20. Factors to Consider and References
Use of temporary longitudinal barriers will be based on an engineering analysis of

each work zone situation. The need for and location of temporary longitudinal barriers
should be based on engineering judgment and consider the posted speed limit through the
work zone and the proximity of vehicles to workers/pedestrians, construction equipment
and any material stockpiles, etc. Other factors to consider are the type and duration of the
proposed work, and the volume and characteristics of the traffic stream impacted by the
proposed work. A false sense of security can be imparted to both the motorists and the
workers if temporary longitudinal barrier is improperly located.
The designer is hereby directed to Design Directive (DD) 681, “Work Zone Safety
and Mobility”; DD-685, “Drop-Off Guidance”; Traffic Engineering Directive (TED) 601-
4, “Preparation of Maintenance of Traffic Plans”; the latest edition of the “Manual on
Temporary Traffic Control for Streets and Highways”; and the latest edition of the
“Roadside Design Guide” for further and more detailed information regarding the need for
and placement of temporary longitudinal barriers. All of these publications are available on
the Division’s website.
30. Design and Plan Requirements
As described in DD-681, “Work Zone Safety and Mobility”, the designer (In-house,
District, or Consultant) is required to determine the need for and location of any temporary
barrier, which would include temporary longitudinal barrier. The designer must also
determine the available buffer zone behind the barrier in each construction phase. The
available buffer distance and deflection characteristics may be different for each phase of
construction. The designer need not specify the material to be used for the temporary
barrier. The Traffic Engineering Division or District Traffic Engineer (for District-designed
projects) will review and recommend the locations, Test Levels, and deflection
characteristics of temporary longitudinal barriers provided by the designers. Temporary
traffic control barriers, which include temporary longitudinal barriers, should only be used
when the barrier itself offers the least hazard potential.
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The following guidelines should be used to determine if anchoring of temporary

barrier is appropriate:
• If the barrier is placed within 2 ft of a trench or drop off with a depth of

4 ft or greater.
• On bridge decks, unless another barrier is present between the drop off.
• Anytime barrier is used as a bridge parapet.
• When equipment, materials, or other hazards exist or are stored in the
unanchored barrier buffer area.
• When workers are in the unanchored barrier buffer area for a significant
amount of time.
From the Roadside Design Guide, ends of runs of temporary barrier will be flared
away from traffic at rates ranging from 4:1 (lower speed roadways) to 8:1 (high-speed
roadways such as the interstate system). Consult the Roadside Design Guide for more
information.
40. Criteria For Use and Item Number
Test Levels are based on NCHRP Report 350 Table 3.1, “Test Matrix for
Longitudinal Barriers”. Test Level determination shall not be site or project-specific, but be
based on and consistent with the overall roadway system. Temporary Barrier should meet
or exceed the following criteria:
1. TL-3, when any of the following conditions apply:
a. Roadway or bridge is on the National Highway System

b. Design Speed is greater than 45 MPH
c. Design ADT is greater than 3500 vehicles per day
(Note: TL-3 is the standard test level for the majority of roadways and
bridges in the State of West Virginia.)
2. TL-2, for all other roadways and bridges (The higher of design speed and
posted speed must be less than 45 MPH to use a TL-2 barrier)
Deflection characteristics for the Item Supplemental Description shall be

determined from the table below and are based on the width of the available buffer zone
with consideration being given to factors listed in Section 20. The designer is hereby
cautioned that deflections shown in the table are approximate and for comparison only to
aid the designer in choosing appropriate temporary barrier for individual situations.
Because of a multitude of variables including vehicle type, speed, impact angle, point of
measurement, anchorages, etc., deflections can and do vary from values listed below.
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Deflection Criteria (Buffer Zone

Supplemental Description
available)
I < 6”
II < 24”
III < 60”
IV < 96”
The pay item is to be based on the Test Level and deflection characteristics
required, i.e. 636017 Temporary Barrier, TL-3, IV. (Note: TL – 3 is considered the
minimum Test Level for use on expressways and interstate highways).
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Temporary Barrier
Product Guideline
Test Standard Test Minimum Deflection Range I Low Deflection Range II

Concrete Barriers Concrete Barriers Steel Barriers Steel Barriers Concrete Barriers Concrete Barriers Steel Barriers Steel Barriers
Anchored Unanchored Anchored Unanchored Anchored Unanchored Anchored Unanchored
NCHRP 350 or
TL-2 636017-***, TL-2, I Not Available 636017-***, TL-2, I Not Available 636017-***, TL-2, II Not Available 636017-***, TL-2, II Not Available
Mash
TL-3
NCHRP 350 or
Basic 636017-***, TL-3, I Not Available 636017-***, TL-3, I Not Available 636017-***, TL-3, II Not Available 636017-***, TL-3, II Not Available
Mash
Level
Test Standard Test Medium Deflection Range III High Deflection Range IV
Concrete Barriers Concrete Barriers Steel Barriers Steel Barriers Concrete Barriers Concrete Barriers Steel Barriers Steel Barriers
Anchored Unanchored Anchored Unanchored Anchored Unanchored Anchored Unanchored
NCHRP 350 or
TL-2 636017-***, TL-2, III 636017-***, TL-2, IV
Mash
TL-3
NCHRP 350 or
Basic 636017-***, TL-3, III Not Available 636017-***, TL-3, IV
Mash
Level
Products available
Item number 636017-***, Test Level, Deflection Range
S:\Standards Unit\Publications\Standard Detail Volumes\V1 Standard Details\Working\Temporary Barrier\Proposed temp barrier tables.xlsx
DD-701


CONTRACT PLAN PRESENTATION
October 1, 2020
This Design Directive describes the make-up and presentation of a complete set of contract
plans to standardize the production of such plans throughout the Division of Highways. All
directions contained herein will apply to contract plans developed by all Central Office
Divisions, including plans developed by consultants, and all Districts. It should be noted that
other Design Directives, the Drainage Manual, the Bridge Design Manual, and Traffic
Engineering Directives are referenced in this document that pertain to similar subject matter and
are more precise than these guidelines. Those manuals provide clearer understanding of what
should be included in each set of contract plans.
This Design Directive prescribes the order that the different types of sheets required
within the contract plans are to be placed, and generally prescribes the content of each type of
sheet.
Not all sheets discussed herein are required for all projects. This determination will be
made by the Division’s Designer or Project Manager, and is dependent on the type, size, and
complexity of the project.
All of the referenced publications are available on the Division’s web site, at this URL:
www.transportation.wv.gov/highways/engineering/Pages/publications.aspx. Other links are
given for CADD Standards and plan presentation information described in this document.
I. GENERAL
The submission of digital plans meeting the below criteria is strongly encouraged and in
many cases is required by the consultant agreement.
Contract plans are sheets or drawings which show the locations, character, and
dimensions of the prescribed work, including layouts, profiles, cross sections, and other details.
Contract plan sheet originals shall be 22" x 34" including borders of 1" on the left and ½"
for the other three. Preliminary submissions of Design Reports shall be assembled and bound
into sets not to exceed 36" x 48". Roll plans or profiles will not be accepted.
When only a few sheets for a special purpose are submitted, they shall be folded to 8½" x
11" or 8½" x 14". Small paving projects may be submitted on 8½”x 11”
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All plans including review plans shall be prepared in such a manner that they can be
reduced to quarter size (¼ area and ½ scale – commonly referred to as “half-sizes”) by the
Division. Quarter-size prints may be submitted for review. When quarter-size prints are
submitted, they are to be accompanied by at least one full-size set, unless waived by the Division
of Highways.
The use of contract plan sheets with existing contours and topography 60% screened is
required unless waived by the Division of Highways. This also applies to Right of Way Plans.
CADD standards developed by the Engineering Division shall be used in the

development of all contract plans. These standards are available on the Division’s website at:
www.transportation.wv.gov/highways/engineering/cadd/Pages/default.aspx.
II. ORDER OF SHEETS WITHIN THE CONTRACT PLANS
The order of the sheets within the contract plans will be as follows. A general description
of information that is required on each type of sheet follows in Section IV of this Design
Directive. Note that not all types of sheets shown and described below are required in each set of
contract plans, dependent on the type, size, and complexity of each project. Also, some of the
different types of sheets may be combined; for instance the Survey Reference Points sheet may
be combined with the Geometric Layout sheet on smaller projects.
1. Title Sheet
2. Typical Sections and Details
3. Summary of Estimated Quantities
4. Quantity Tables
5. General Notes
6. Special Details and Approved Special Details
7. Mass Haul Diagram
8. Survey Reference Points
9. Geometric Layout
10. Superelevation Tables and Diagrams
11. Interchange Grading Plans
12. Intersection Details
13. Temporary Traffic Control Plans
14. Plan and Profile Sheets
15. Drainage Detail Sheets
16. Utility Relocation Plans
17. Erosion And Sediment Control Plans
18. Environmental Mitigation Plans
19. Traffic Sketch Maps
20. Pavement Marking Plans
21. Signing Plans
22. Lighting Plans
23. Traffic Signal Plans
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24. Ownership Index

25. Property Maps
26. Soil and Geologic Information Plans
27. Structure Plans per Order Of Station
28. Cross Sections
III. DEFINITIONS
A. Contract Plans. Defined in Section IV. below.
B. Standard Details. Drawings approved for repetitive use showing details to be

used where appropriate. Included are Revised Standard Details that are to be
referenced by revision date as appropriate.
C. Special Details. Modifications to a Standard Detail drawing, or any detail

drawing required to describe an item of work not covered by a Standard Detail
drawing.
D. Approved Special Details, Drawings approved by the Publications Committee

and any other committee with authority, e.g. the Roadway Departure Task Force,
and concurred with by the FHWA. Approved Special Details must be
individually inserted into the plans. Approved Special Details may be found here:
https://transportation.wv.gov/highways/engineering/Pages/Approved-Special-
Details.aspx.
E. Standard Specifications. A book of Specifications approved for general

application and repetitive use. The base document upon which all contracts rely.
F Supplemental Specifications. Approved additions and revisions to the Standard

Specifications.
G Special Provisions. Specifications for specific items or details applicable to the

individual project and which are not covered in the Standard or Supplemental
Specifications. All special provisions must be approved by the Specifications
Committee of Contract Administration Division.
H. Temporary Traffic Control Plan. A plan for handling traffic through a specific
highway or street work zone or project.
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IV. CONTRACT PLANS
A. General. Contract plans (hereinafter referred to as “plans” or “contract plans”)

are instructions using drawings containing engineering data and details pertaining
to geometrics, drainage, structures, soils and pavements, and other appurtenances.
1. Plans should not encompass material that is properly a part of the Standard
or Supplemental Specifications, Special Provisions, or Standard Details.
2. The original drawings should be on standard sheets conforming to modern,

accepted drafting practices, current DOH CADD Standards, aerial
photograph base maps, or other DOH accepted practices. See the
description under the “GENERAL” heading above for more information.
3. Straight-line plans may be used provided they give sufficient information

to properly complete the project.
a. Straight-line plans are particularly adaptable to special types of

projects such as those for minor emergency relief, safety
improvements, resurfacing, restoration, and rehabilitation and
pavement marking.
b. A typical set of straight-line plans consists of only that information

necessary to describe the type of work and its limits, such as:
1) General plan, sketch, or line drawing;
2) Cross section, if appropriate;
3) Estimate of quantities;
4) Tabulation of construction items, providing station and

offset, and elevation (if needed);
5) General notes; and/or
6) Special details.
B. Standard Details. Standard details are used to reduce the number of drawings
required to be supplied for each project and provide uniformity of design and
construction where the details are the same from project to project. When
modifications to standard details are made and intended for use on most projects,
Revised Standard Details will be issued by Engineering Division. When
modifications to standard details are necessary for a specific project, special
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details should be prepared, properly describing the work, and included in the
project plans.
C. Contract Plans. Contract plans show the details, dimensions, and other
information that are necessary to construct a specific project and should be
tailored to provide all information necessary to accomplish the work in an orderly
manner.
1. Title Sheet. The Title Sheet should show in a convenient arrangement:
a. Project Name and Construction Project Number(s);
b. A location sketch with sufficient identifying information so that the

project may be easily located on a county or state map;
c. Project Length, split into roadway and bridge(s) lengths, and then
totaled. Note that projects which do not contain any paving, such
as Grading and Drainage projects, will have a zero Project Length,
however mainline Begin and End Work stationing shall be
tabulated;
d. A project layout, showing the proposed centerlines, Begin and End

Project and Work stationing, all Station Equations, and numerical
designations of all roadways to be constructed in the project. The
Project Length will be that of the mainline only, sideroads and
ramps are not to be included in the Project Length;
e. A detail or group index of the sheets in the set of plans;
f. The conventional symbols employed;
g. Design designation (average daily traffic for the year that the
project is to be constructed and the design year (usually 20 years
after the construction year); design hour volume, directional
distribution, and percent trucks in the design year; and design
speed);
h. Federal-aid project designation, if applicable;
i. A provision for the dates and signatures of the appropriate

approving officials (See DD-702 for examples);
j. All approved design exceptions shall be noted on the title sheet.
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2. Typical Sections and Details. Typical Sections are to be placed on the

sheet(s) immediately following the Title Sheet, except that on combined
roadway and bridge projects the cross section for the bridges may be
shown with other bridge plan information.
a. Typical Sections should be included in plans for all projects.

Typical Sections shall be provided for all roadways to be
constructed in the project, including the mainline roadway, all
sideroads, ramps, and driveways.
b. All functional elements should be shown to a convenient scale

including:
1) All different slopes of cut and fill with references to the

cross sections for slopes not shown;
2) The width of the roadway traveled way, shoulders, and

median;
3) The shape of the finished surface and shoulders (cross

slopes including breakovers, and ditch foreslopes and
backslopes, according to DD-601);
4) Curb and gutter, if part of the design;
5) All integral parts of the surfacing and shoulders including,

as appropriate, subbase, base course, and surface course.;
6) Limiting locations where each Typical Section is to be

used;
7) Ultimate Typical Section for stage construction project;
8) Thickness of each lift for each element of the surfacing

system;
a) Where variations in surfacing or base thickness are

proposed because of differing soil conditions or
other reasons, such variations should be in tabular
form, including station limits for each thickness,
b) In instances in Subparagraph a) above, the typical

section need show only that varying thicknesses are
to be employed,
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c) See DD-644 for appropriate asphalt layer

thicknesses.
9) Relation between either proposed or ultimate status and a

control survey line and profile grade line;
10) Lateral location of profile grade line (grade point);
11) Typical Details required to properly describe any work that

cannot be clearly depicted on the Typical Sections, such as
HMA edge stepping details, median barrier details,
shoulder breakover and pavement layer thinning details,
etc.
3. Summary of Estimated Quantities
a. The Summary of Estimated Quantities for the entire project is to

appear on separate sheets following the Typical Sections.
b. If more than one category of funds is required for a project, the

quantity of each item required for each category should be
identified separately and then combined for bidding purposes.
1) See DD-805 for guidance on quantities for projects which

cross boundaries between municipal and non-municipal
areas.
2) A state-by-state breakdown is to be provided where a

project crosses state lines using a manner similar to
municipal boundaries as described in DD-805.
3) Non-Federal-aid work included as part of a Federal-aid

contract should be identified separately.
4. Quantity Tables
a. These sheets will tabulate all construction items such as drainage,

signing, guardrail, earthwork, pavement, underdrain, and all other
items in a table format showing station and offset for the location
of the item. This is desirable on projects to assist in identifying
locations where the specific item is to be installed. The
municipal/non-municipal, county-by-county, and state-by-state
station locations
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are to be indicated in these Tabulation of Quantities tables, and

quantities computed using these station as breakpoints. See DD-
805. Earthwork will be computed by the cross sectioning method.
5. General Notes
a. A table referencing Revised Standard Details will be included

when necessary.
b. See DD-704 for information concerning General Notes to be

included in the contract plans.
6. Special Details
a. Details not incorporated into the current approved Standard Details

or Revised Standard Details are to be added to the contract plan
assembly as Special Details.
b. Special Details should be prepared and included, as necessary, to

properly describe any items of the work not covered by an
applicable Standard Detail or Revised Standard Detail.
7. Mass Haul Diagram
See DD-705 for information concerning the preparation of the Mass Haul
Diagram.
8. Survey Reference Points
a. Aerial Photography Control: This sheet will show all Survey

Reference Points which were set and utilized by the Designer to
survey and set up the aerial photography control for the project.
See DD-810 and the description in 8.b. below for more information
concerning Survey Reference Points for aerial photography control.
b. Conventional Surveys: This sheet will show all Survey Reference

Points utilized for conventional surveys and aerial photography
surveys. These Reference Points shall be shown individually, with
a description of the point shown (hub and tack, ¾” rebar with cap,
etc.). Each Survey Reference Point is to be referenced from at least
three other points for future recovery or resetting of the point.
Distances to the references are to be obtained and shown, and the
references described (RR spike in power pole, “X” cut on
sidewalk, etc.). Also, coordinates in the North (N), East (E), and
Elevation (Z) format are to be indicated for each Survey Reference
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Point. The West Virginia State Plane Coordinates System is to be

utilized, when this information is available.
9. Geometric Layout
a. A separate Geometric Layout sheet(s) shall be provided depicting

the following:
1) Construction centerline of the mainline roadway,

intersecting roads, side roads, and interchanges.
2) Description blocks coinciding with the project description.
3) Equalities with symbols similar to plan sheet symbols.
4) Horizontal curve data for all curves, to include PI station,

delta angle, radius (note that degree of curvature is not
necessary), length of curve, length of tangent, and
superelevation on circular curves; and on spiraled curves,
spiral angle and spiral length, tangent offset and tangent
distance, spiral offset from tangent and spiral distance on
tangent, long spiral tangent and short spiral tangent, and
spiral length of chord.
5) Stationing and bearings. Typically, centerlines and bearings

are to be shown running south to north and west to east.
However there are some existing roads in the State that run
opposite from that convention as shown on the Straight
Line Diagrams. In this case, the direction of the centerline
stationing and bearings shall match that shown on these
Diagrams.
6) Coordinates for all horizontal control points, such as Begin

and End Project/Work stations; horizontal curve TS, SC,
CS, ST, PC, PT, etc. points; intersecting centerlines and/or
baselines points; or other pertinent points required to
properly lay out the project by survey, shall be given, with
North (N), East (E), and Elevation (Z) format. The West
Virginia State Plane Coordinates System is to be utilized,
when this information is available. This information can be
shown in table format, if necessary.
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10. Superelevation Tables and Diagrams
See DD-603 for information concerning superelevation tables and

diagrams.
11. Interchange Grading Plans
See DD-623 for information concerning interchange grading plans.
12. Intersection Details
See DD-622 for information concerning the requirements for intersection

details.
13. Temporary Traffic Control Plans
See DD-681 for guidance concerning the preparation of Temporary Traffic

Control Plans.
14. Plan and Profile Sheets
a. General. Plan and profile sheets should be prepared at a scale

adequate to show the necessary details as governed by the
topography and the complexity of the work.
1) Plans should be drawn to one of the following horizontal

scales: small - 1"=100', medium - 1"=50', large - 1"=20' or
1"=10', depending on the density of information to be
shown on the plan sheets. The small scale of 1”=100’ is
only to be used for design studies, and not for contract
plans.
2) Profiles should be drawn to the same horizontal scale as the

plan, but the vertical scale may be 10% or 20% of the
horizontal scale.
b. Plans
1) The general highway plan should include:
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DD-701
a) The base line of the survey which, if practicable,

should also be the centerline of the proposed
roadway;
i) When the centerline and the base line are not

coincident, their relationship should be
indicated,
ii) Divided highways, where independent base

lines are used, may be treated as separate
roadways indicating only the general
relationship between the two,
iii) Special areas such as interchanges and safety

rest areas should be shown with separate
survey control lines, as necessary. Control
lines on ramps are to run in the same
direction as the centerline of the proposed
roadway regardless of the direction of traffic
flow,
iv) Bearings on all tangents based on the West

Virginia Coordinates System, when this
information is available.
b) Stationing reading from left to right including

equations of stationing;
c) Design data of curves, to include PI station, delta

angle, radius (note that degree of curvature is not
necessary), length of curve, length of tangent, and
superelevation on circular curves; and on spiraled
curves, spiral angle and spiral length, tangent offset
and tangent distance, spiral offset from tangent and
spiral distance on tangent, long spiral tangent and
short spiral tangent, and spiral length of chord;
d) Proposed and existing rights of way and access

control lines, easements, and special-use areas;
e) North arrow and bar scale;
f) Proposed and existing edges of pavement and

shoulders;
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g) Proposed and existing drainage features such as

pipes, culverts, headwalls, manholes, inlets, etc.,
with the elevations of the top and all inverts shown;
h) Topography, existing streams with direction of flow

indicated, railroads with the valuation baseline and
stations shown, and other features such as existing
roads, streets, and airports on or near the right of
way when these items influence the proposed
construction. Adjacent roadway shall be shown for
1000' - 1500' on major projects and for 500' - 1000'
on minor projects at both the beginning and end of
the project. Existing roadways and streets shall have
a centerline with stationing established and shown
on the plans, and the relationship of this centerline
to any proposed centerlines is to be shown;
i) Incidental construction items such as erosion

control provisions, guardrail, and retaining walls;
j) Amount and volume of materials available at known

sources;
k) Existence of and disposition of all public utilities,

buildings and appurtenant items, and any other
obstruction or encroachment within the right of way
or adjacent thereto if affecting the proposed
construction. See DD-709 for information
concerning buildings and appurtenant items
disposition, DD-303 and DD-310 for information
concerning railroad involvement and utility
relocations, and DD-305 concerning water and
sanitary sewer relocations;
i) If not part of the project, their

disposition should be included in the
project records,
ii) If part of the project, the plan should

show the present and, if applicable,
the proposed location including both
horizontal and vertical positions and
such additional details as may be
needed to indicate the scope of work
to be performed.
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DD-701
l) It is to be noted that on complex projects, a

reference sheet showing the layout of the plan
sheets and/or cross section sheets is desirable to
facilitate the use of the plans.
c. Profiles
1) Profile grade represents the trace of the vertical plane

intersecting the top surface of the wearing course, base
course, or other surface along the designated profile grade
line.
2) The existing ground line should represent the trace of a

vertical plane intersecting the present traveled way or
ground line along the designated centerline.
3) Profiles should show:
a) Proposed grade and existing ground lines;
i) When standard plan and profile sheets are

used, surface elevations may be omitted and
grade elevations shown at changes or
gradient only,
ii) When plan sheets are used, grade and

existing ground elevations should be shown,
b) Datum line;
c) Station ordinate lines;
d) Percentage of gradient;
e) Vertical and horizontal clearances and the cross

section of the roadbed for railroads, highways, and
stream beds under proposed and existing structures;
f) Identification of type and clearance under and over

utility lines within the right of way;
g) Culverts, storm sewers, and underdrains.
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DD-701
h) Vertical curve data, to include the vertical PI station

and elevation, vertical curve length, k value, and
stopping sight distance available on crest vertical
curves.
i) Cut/fill grading transition details. See DD-405,

“Grading Transition Detail”.
15. Drainage Detail Sheets
a. Minor Drainage Facilities - Minor drainage facilities shall be

defined as straight culverts less than 36" in diameter, erosion
control structures, headwalls, inlets, and manholes. Detail plans
for minor drainage facilities shall include the following (refer to
the most current edition of the WVDOH Drainage Manual for
more guidance concerning information to be shown on the contract
plans):
1) Sufficient stationing and offsets to show the location and

orientation to centerline.
2) All necessary elevations.
3) The intersection of straight culverts less than 36" in

diameter with the centerline and each station shall be
shown on the profile sheets and each affected roadway
cross section.
4) Separate cross sections for structures such as sediment

dams or sediment ponds.
b. Major Drainage Facilities - Major drainage facilities shall be

defined as any culvert which has bends, culverts 36" in diameter or
greater, and channel changes. Detail plans for major drainage
facilities shall include the following (refer to the most current
approved edition of the WVDOH Drainage Manual for more
guidance concerning information to be shown on the contract
plans):
1) Sufficient stationing and offsets to show the location and

orientation to centerline.
2) All necessary elevations.
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3) A profile along the centerline of the culvert or drainage

structure showing the relationship between the existing
ground line, proposed template, and the culvert or drainage
structure, total length of the culvert or drainage structure,
all necessary elevations, and utility locations.
4) The intersection of culverts or drainage structures with the

centerline and each station shall be shown on the profile
sheets and each affected roadway cross section.
5) Separate cross sections for culverts or drainage structures

when the cost of excavation is not included in the cost of
the culvert or drainage structure.
If all of the information listed above is shown elsewhere in the

plans (plan sheets, profile sheets, standard details, etc.), separate
detail plan sheets will not be required.
c. Storm Sewers – storm sewers are defined as a composite system of

one or more sections of pipe or box culvert, or a combination
thereof, generally connecting a series of inlets or manholes. Storm
sewers are different from culverts in that they are usually longer
and pick up additional water from inlets and intersecting storm
sewers along its length. Refer to the most current edition of the
WVDOH Drainage Manual for more information.
1) A profile of each storm sewer is required to be shown. This

profile can be shown on its own profile sheet, or can be
combined with the roadway profile sheets when the sewer
runs along the centerline of the roadway (usually multilane
divided roadways).
2) The hydraulic grade line developed in the drainage

calculations should be shown on each storm sewer’s
profile.
16. Utility Relocation Plans
See DD-303, DD-305, and DD-310 for information concerning Utility

Relocation Plans.
17. Erosion And Sediment Control Plans
See DD-250, “Dust Palliative” and DD-251, “Temporary Erosion

Control”.
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18. Environmental Mitigation Plans
Commitments for environmental mitigation features which are contained

in the environmental documentation should be detailed as necessary and
included in the project plans as special details and/or shown at the
appropriate location in the plans. These plans will also include any
necessary stream relocation plans, special planting plans, and any other
plans deemed necessary to adhere to the environmental commitments
made for the project. Also see DD-252, “Environmental Mitigation Items”.
19. Traffic Sketch Maps
See DD-802, “Traffic Sketch Maps” for information.
20. Pavement Marking Plans
See the 300 series Traffic Engineering Directives for guidance concerning
the preparation of Pavement Marking Plans.
21. Signing Plans
See Traffic Engineering Directive 103-3, “Preparation of Contract Sign

Plans”.
22. Lighting Plans
See Traffic Engineering Directives 101, “Guidelines for Highway

Lighting” and 102-3, “Roadway Lighting Design”.
23. Traffic Signal Plans.
See the 400 series Traffic Engineering Directives for guidance concerning
the preparation of Traffic Signal Plans.
24. Ownership Index
See DD-301 for information concerning the preparation of the Ownership

Index.
25. Property Maps
See DD-301 for information concerning the preparation of Property Maps.
26. Soil And Geologic Information Plans
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a. Location of borings, test pits, or other sites where subsurface

investigations have been made are to be shown on the Soil and
Geologic Information Plans; and
b. Location and depth of subsurface borings or test pits shall be

shown (actual log or test results need not be shown, but a reference
should be included indicating where this material may be viewed).
Also see DD-402 for more information concerning the preparation of Soil
and Geologic Plans, and their inclusion into the contract plans.
27. Structure Plans per Order Of Station
Reference is made to Section 4, General Plan Presentation, of the latest

approved edition of the West Virginia Division of Highways Bridge
Design Manual and all addendums thereto, for guidance concerning
information required on each sheet of each set of structure plans.
The structure detail plans are to be placed in the contract plans in the order
of stationing, with the structure at the lowest station first, and so on.
Structure plans shall be placed in the following order: bridge(s) first,
followed by retaining wall(s), with box culvert(s) last.
28. Cross Sections
a. Cross sections shall be at a natural scale, i.e. the vertical scale will
equal the horizontal scale.
b. Cross sections should be taken every 50' for rural projects, every 20'
for urban projects, and at major changes in the existing ground line
to determine accurately the character and extent of the proposed
work.
c. Intersecting road cross sections, side road cross sections, and ramp
cross sections shall be shown on mainline cross section sheets
where possible. Where cross sections are provided on separate
sheets, designers must check with mainline cross sections for
accuracy. A quantity match line is to be placed on such cross
sections to ensure quantity estimates are not duplicated or omitted.
d. Cross sections shall be placed in the following order: mainline

cross sections first, followed by ramp cross sections (if applicable),
with side road cross sections last.
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e. See DD-705 for general information to be shown on the cross

sections. Earthwork shall be computed by the average end area
method. Additional information to be shown on the cross sections
is as follows, but is not an all-inclusive listing: top and bottom of
proposed surface (paved or otherwise) to include shoulders, free-
draining base layer (if applicable), aggregate base layer (if
applicable), bottom of subgrade layer (if applicable), drainage
items such as culverts, wingwalls, ditches/linings, free-draining
base trench if applicable, utility crossings and clearances, existing
and proposed right-of-way limits, water bodies with edges of water
shown, existing roadways with edges of pavement shown, existing
structures within the proposed right-of-way, etc.
D. Contiguous Projects
A general plan or layout of contiguous construction projects that are to be

constructed with either a different class of funds or by another agency should be
included to show the location and effect of the work. (Such details and
information necessary to establish their relationship to the project should be
shown.) Also, smaller projects “broken out” of a larger design project should
show enough information from the adjoining projects or any future project which
will incorporate the work of the smaller project to establish their relationship with
the work of the smaller project.
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DD-702


SIGNING AND SEALING OF PROFESSIONAL WORK,
TITLE SHEET SIGNATURE BLOCK
October 1, 2020
Supersedes September 24, 2010
The intent of this directive to establish the Division of Highways (Division) procedures
regarding signing and sealing engineering documents. Any person signing and sealing
engineering work shall be a registered professional engineer in the State of West Virginia
and fully knowledgeable of the publications noted below.
The designer and the responsible charge engineer are both referred to the West Virginia
State Board of Registration for Professional Engineers publications “WV Engineering Law
Booklet – April 2020;” “WV Engineering Law (State Code – Chapter 30, article 13) – As
of March 2015;” WV Engineering Law (State Rules – title 17, Series 1 – Examination,
Licensure and Practice) – As of April 2020;” and “WV Engineering Law (State Rules –
Title 7, Series 2 – Administrative Hearing Procedures) – As of July 2004.” These
publications are available at https://wvpebd.org/West-Virginia-Engineering-Law/West-
Virginia-Engineering-Law .
Engineering work for and by the Division will adhere to these laws and legislative rules
regarding the practice of engineering and the signing and sealing of documents.
Responsible Charge
In State Code §30-13-3(g) responsible charge is defined as:
“Responsible charge” means direct control and personal supervision of

engineering work.
Division Directors or District Engineer/Managers, when those individuals are a West

Virginia Registered Professional Engineer, shall be the responsible charge engineer for
work performed in their division/district. In the event a Division Director or District
Engineer/Manager is not a West Virginia Registered Professional Engineer, then the duty
shall fall to the next lower ranking person who is a West Virginia Registered Professional
Engineer in the Section/Unit/Group where the engineering work is occurring. Consultants
shall sign and seal professional engineering work submitted to the Division.
As standard practice, the person(s) who will have responsible charge of the engineering
work shall be identified in the early stages of the project. In the event the person(s) having
responsible charge cannot sign and seal their work, such work may be sealed by another
professional, but only after a thorough review of the work to verify that the work has been
accomplished to the same extent that would have been exercised if the work had been done
under the direct control and personal supervision of the professional affixing the seal.
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DD-702
Documents
Generally, the final original document shall be signed and sealed. Contract plans shall be
signed and sealed at the PS&E submission.
State Code §30-13-16 states the following about the types of documents that require
signature and signing:
Whenever presented to a client or any public or governmental agency, the seal,

signature and date shall be placed on all specifications, reports, drawings, plans,
design information and calculations in accordance with rules promulgated by the
board. The seal and signature shall be used by registrants only when the work being
stamped was under the registrant’s complete direction and control.
Engineering work that has been produced over long periods by the Division, with no clear
person(s) having responsible charge will not require signing and sealing. Examples
include, but are not limited to, The Standard Specifications Roads and Bridges and
supplements thereto and the Standard Details Volumes I thru III. Revisions to these
documents will require signing and sealing.
Revisions
A revision of engineering work after documents have been signed and sealed is addressed
in §7-1-7.3.c of the Legislative Rule:
Revisions shall be numbered, dated, initialed, and sealed by the registrant

responsible for the revision.
Revisions to engineering work during the construction phase shall be signed and sealed
when the revisions change the design or impact previous engineering work or calculations.
The engineer in responsible charge of the revisions shall sign and seal the changes. That
person shall have direct control and personal supervision of the work and be responsible
for engineering decisions regarding the change(s).
Value Engineering Change Proposals (VECP) and Practical Design Change Proposals
(PDCP) are revisions to the plans. Such engineering revisions performed by the contractor
or the contractor’s agent require signing and sealing by the engineer responsible for the
proposal.
It is highly recommended that the initial engineer in responsible charge be consulted for
any significant change in scope. Not doing so places additional risk on the registrant
signing and sealing revisions.
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DD-702
Right of Way Plans
Right of Way Plans are considered an engineering representation of the existing, proposed,
or acquired right of way, depending on the submission. Right of Way plans prepared by
or for the Division shall be sealed by the engineer in responsible charge of the RW-3 or
RW-4 submission, as appropriate.
Title Sheet Signature Block
The attached title sheet signature blocks shall be used for all right of way plans and
construction plans regardless if the construction is performed under contract or Division of
Highways’ Forces. The professional engineer signature and seal block on the consultant
title sheets will be applied by the consultant.
All signatures, as per the attachments, will be by Division of Highways’ personnel.
Occasionally there may be exceptions which will be handled on a project-by-project basis

when approved by the appropriate Deputy State Highway Engineer.
Attachments
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DD-702
CENTRAL OFFICE and DISTRICT PROJECTS (INTERNAL DESIGN)

FULL-SIZE CONSTRUCTION and R/W TITLE SHEET
SIGNED: _________________________________________
RESPONSIBLE CHARGE ENGINEER
DATE: _________________________________________
RECOMMENDED: __________________________________________________________
PROJECT ENGINEER
RECOMMENDED FOR APPROVAL: __________________________________________

STATE HIGHWAY ENGINEER
APPROVED: ________________________________________________________________
COMMISSIONER OF HIGHWAYS
I HEREBY CERTIFY THAT THIS IS A CORRECT COPY OF THE PLANS

OF PROJECT____________________________
EXECUTIVE SECRETARY
DAY OF ___, 20______
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DD-702
CENTRAL OFFICE and DISTRICT PROJECTS (CONSULTANT DESIGN)

FULL-SIZE CONSTRUCTION and R/W TITLE SHEETS
I HEREBY CERTIFY THAT THIS IS A CORRECT COPY OF THE PLANS OF

PROJECT____________________________.
EXECUTIVE SECRETARY
DAY OF ___, 20______
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DD-702
CENTRAL OFFICE and DISTRICT PROJECTS (INTERNAL DESIGN)

8 1/2" X 11" TITLE SHEETS
WV DEPARTMENT OF TRANSPORTATION
PLAN OF PROPOSED IMPROVEMENTS OF
STATE HIGHWAY
PROJECT NAME: ____________________________ STATE PROJECT NO.: ____________________
FEDERAL PROJECT NO.: ____________________ COUNTY: _______________________________
LENGTH (mi): __________ COORDINATES: x = _____DEG.____MIN. y =____DEG.____MIN.
BEGIN TERMINI: _____________________ END TERMINI: __________________________________
TYPE OF IMPROVEMENT: __________________________________ EXISTING ADT: __________
“TRAFFIC CONTROL FOR STREETS AND HIGHWAY CONSTRUCTION AND MAINTENANCE

OPERATIONS DATED ________________________________ SHALL APPLY TO THIS PROJECT.”
I
HEREBY CERTIFY THAT THIS IS A CORRECT COPY OF THE PLANS OF
PROJECT____________________________.
EXECUTIVE SECRETARY
DAY OF ________, 20______
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DESIGN DIRECTIVE
703
PLAN REVISION BLOCKS
November 1, 1994
Plan revision blocks are to be shown on all sheets in the contract plans other than the cross
sections. The block shall show the following information and conform to the dimensions of the
example shown on the attached sheet.
1. Revision number.
2. Sheet number (all sheet numbers affected).
3. Revision (description).
4. Date.
5. By (person authorizing revision).
The block shall be located in the lower right corner of the sheet or as close as possible
thereto.
The purpose of the "block" is to indicate revisions made to the plans after they have been
approved for advertising. Any changes to the plans prior to that time will be considered as part of
plan development and not noted as revisions.
All roadway plan revisions shall be listed in numerical sequence in the revision block
beginning at the bottom for the complete set of roadway plans rather than for each sheet separately.
The revision number and information shall be shown only on those sheets which are directly
affected. The column identified as "sheet number" will show all sheets of the plans which are
revised as a result of the change.
For ready reference and an aid to maintaining sequential numbering of the revisions, a
summary sheet shall be kept for each set of roadway or bridge plans. This summary sheet could
consist of an 8½" x 11" sheet on which all revisions are to be listed. A copy of the summary sheet
will be utilized when submitting revised plan sheets to the Federal Highway Administration.
All bridge plan revisions shall be listed in numerical sequence in the revision block
beginning at the bottom of the block for each sheet separately. The revision number and
information shall be shown only on the sheet revised. The column identified as sheet number will
be left blank.
Attachment
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DD-703
PLAN REVISION BLOCK
REVISION SHEET REVISIONS DATE BY

NUMBER NUMBER
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DESIGN DIRECTIVE
704
GENERAL NOTES
November 1, 1994
There have been many problems with the use of "Standard" General Notes. There is only
one Standard General Note, which is as follows:
GENERAL NOTES
GOVERNING SPECIFICATIONS
The West Virginia Department of Transportation, Division of Highways, Standard
Specifications Roads and Bridges, adopted _____, as amended by [the West Virginia Department
of Transportation, Division of Highways, Supplemental Specifications, dated __________________,
______, NOTE: Use this only if applicable the Contract Documents and the Contract Plans are
the governing provisions applicable to this project.
All other notes included in the plans under this heading must be specific to the project.
Notes are clarifications or revisions of Standard Specifications and specific interpretations

for and directions to the contractor necessary for the construction and administration of a specific
project.
Notes approved for prior projects shall not be used indiscriminately, because there may be
conflicts between those notes and specific requirements, special provisions, plan details or notes
shown elsewhere in the plans.
Each General Note must be revised by the project manager for its applicability to a specific
project and carefully analyzed to determine its effect in the required construction and contract
administration.
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DESIGN DIRECTIVE
705
QUANTITIES
July 10, 1995
All items of work shall be summarized into schedules or tables and presented as such in the
plans. Similar items should appear together, i.e. pipe with end sections, wingwalls or inlets;
guardrail with guardrail end treatments; pavement with base and subbase, etc.
The Designer is instructed to follow the format of Attachment Number 1 for presenting
earthwork quantities. This format is to be incorporated into the plans prior to submission of the
plans at the final field review stage.
The format of the table can be readily adapted to all projects that have balanced or excess
earthwork and sufficient material to meet the requirements for select embankment within the limits
of the project.
An analysis of the Grading Summary Table in conjunction with the table showing the
"Probable Source of Select Embankment" will readily reveal whether a borrow condition exists and,
if so, whether the borrow must be "Unclassified Borrow Excavation," "Rock Borrow Excavation,"
or both. In either event, a second tabular computation will be required in the format shown on
Attachment Number 2 and this computation is to be included in the plan.
The Designer is cautioned that the mass diagram for the project is to reflect the information
shown in the Grading Summary only. No attempt shall be made to anticipate when or where the
borrow quantities will be provided since this is the sole responsibility of the Contractor.
Quantities shall be shown on the cross-sections in the following manner:
1. Clearing and Grubbing - The limits of clearing and grubbing shall be shown on each
cross-section. In cut sections where the existing ground slope adjacent to the clearing
and grubbing limit is 2:1 or steeper and a substantial tree growth exists, an additional
10-foot wide strip shall be specified for "clearing only." These widths shall be shown
on the cross-section sheets, along with the computed area between sections. The
quantities shall be summarized on the plans in a table of quantities with a quantity
shown for each 1,000 feet on the mainline and for individual segments of crossroads,
ramps, etc. The area designated as "clearing only" shall be included in the
calculations of clearing and grubbing. The limits of clearing and grubbing or
"clearing only" shall be noted in the table whether to the construction limits or to the
right of way line.
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2. Seeding and Mulching - The width to be seeded shall be shown on each

cross-section with the area shown between sections. The areas shall be
summarized on the plans in the same manner as for Clearing and Grubbing in
Item 1 above.
3. Earthwork - The earthwork areas shall be shown on each cross-section for excavation
and embankment. The excavation and embankment shall show make-up of end area
such as amount of unsuitable material, select embankment, etc. Items such as Special
Rock Fill, Rock Borrow, etc., shall also be shown. The volume between stations
shall be indicated.
Attachments
2 of 5
GRADING SUMMARY
(1) (2) (3) (4) (5) (6) (7) (8) (9)
TOTAL SHRINK
UNCLASSIFIE UNSUITABLE SUITABLE OR ADJUSTED UNCLAS- SELECT TOTAL EXCESS (+)
LOCATION D EXCAVATIO EXCAVATI SWELL EXCAVATI SIFIED EMBANK EMBANK- OR
EXCAVATION N ON FACTO ON EMBANK -MENT MENT BORROW
ITEM 207-1 R MENT (-)
STATION TO
STATION CY CY CY CY CY CY CY CY
255+00-260+00 40,539 2,349 38,190 1.08 41,245 4,341 6,511 10,852 +30,393
260+00-265+00 36,182 871 35,311 1.08 38,136 10,507 7,493 18,000 +20,136
265+00-270+00 4,887 0 4,887 0.85 4,154 20,632 9,924 30,556 -26,402

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270+00-275+00 5,388 0 5,388 0.85 4,580 35,506 2,709 38,215 -33,635
Conn. Rd.
274+10 Rt. 385 0 385 0.85 327 180 0 180 +147
275+00-280+00 1,324 0 1,324 0.85 1,125 34,493 5,698 40,191 -39,066
280+00-285+00 6,640 0 6,640 1.08 7,171 20,244 2,174 22,418 -15,247
285+00-290+00 11,878 0 11,878 1.08 12,828 12,248 1,681 13,929 -1,101
290+00-295+00 2,866 0 2,866 1.08 3,095 4,830 4,637 9,467 -6,372
295+00-300+00 16,830 542 16,288 1.08 17,591 15,552 9,552 25,104 -7,513
TOTAL 126,919 3,762 123,157 130,252 158,533 50,379 208,912 -78,660
See Attached Sheet for Explanation of Columns
DD-705
ATTACHMENT NUMBER 1
DD-705
EXPLANATORY NOTES FOR COLUMNS NUMBERED ( ) ON GRADING SUMMARY
Column (1) This quantity is measured from the cross-sections. Quantity includes, but
is not limited to, excavation of unsuitable material, excavation for fill
benching and the excavation required for the placement of select
embankment for channel linings. This column indicates the ultimate
estimated pay quantity for Item 207-1, "Unclassified Excavation," per
cubic yard.
Column (2) This quantity is delineated on and measured from the cross-sections.
Column (3) Total obtained by subtracting Column (2) from Column (1).
Column (4) This factor is 1 plus or minus the decimal equivalent of the percentage that
is shown in the soils report for the project. Plus will be for swell and
minus for shrink. This value may influence the station limit selection
used in the table.
Column (5) This total is the product of Column (3) multiplied by Column (4).
Column (6) Measured from cross-sections.
Column (7) Measured from cross-sections.
Column (8) This quantity obtained by adding Columns (6) and (7).
Column (9) This quantity is the difference between Columns (5) and (8), giving proper
attention to and indicating the sign.
TOTALS for Columns (1), (2), (3), (5), (6), (7) and (8) are forthright summations; however, the total
for Column (9) is an algebraic summation.
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BORROW COMPUTATIONS
Select Embankment Required (From Grading Summary) = 50,379 CY
Select Embankment Available (From Table "Probable Source of Select Embankment") = 25,000 CY
Select Embankment Needed = 25,379 CY
Rock Borrow Excavation Required To Meet Select Embankment Requirements with *15% Swell Factor:
Item 211-2, Rock Borrow Excavation = Select Embankment Needed = 22,069 CY

1+0.15
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Unclassified Embankment Required (From Grading Summary) = 158,533 CY
Adjusted Excavation (From Grading Summary) = 130,252 CY
Select Embankment Available (From Table "Probable Source of Select Embankment") = 25,000 CY
Embankment Needed = 53,281 CY
Excavation Required to Meet Embankment Requirements with *10% Shrink Factor:
Item 211-1, Unclassified Borrow Excavation = Embankment Needed = 59,201 CY

1-0.1
DD-705
ATTACHMENT NUMBER 2
DESIGN DIRECTIVE
DD-706
GUIDELINES FOR PREPARATION OF PROJECT PLANS,
SPECIFICATIONS, AND ESTIMATES (PS&E) SUBMITTALS
February 19, 2016
The following are guidelines for the preparation and assembling of PS&E (Plans,
Specifications and Estimate) submittals for projects developed or processed by Divisions (including
all Districts projects) under the State Highway Engineer. It should be noted that other Design
Directives are referenced to and hereby considered a part of this DD that pertain to similar subject
matter and are more precise than these guidelines. They are referenced for clearer understanding of
the preparation of items required to be submitted.
A checklist for developing the PS&E submittal package is attached to and made a part of this
Design Directive. This checklist shall be used for all projects.
Attachment
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DD-706
I. DEFINITIONS
A. Engineers Estimate. The predicted project cost at the time of receipt of bids
developed from a knowledge of the costs for materials, labor, and equipment
required to perform the necessary items of work.
B. Contract Plans. The contract drawings which show the locations, character, and
dimension of the prescribed work, including layouts, profiles, cross sections, and
other details.
C. Required Contract Provisions. Those provisions required by law or regulation of

the various jurisdictions involved in funding projects and administering contracts for
construction projects.
D. Special Provisions. Specifications for specific items or details applicable to the

individual project and which are not covered in the Standard or Supplemental
Specifications.
E. Pre-PS&E Submission. A submission made to the FHWA on Full Oversight

projects to allow for their informal review and comment. This submission will
include the completed contract plans and any project-specific Special Provisions and
is intended to make the subsequent official submission to the FHWA as complete as
possible.
F. Specifications. The compilation of provisions and requirements for the performance

of prescribed work.
G. Standard Details. Drawings approved for repetitive use showing details to be used
where appropriate. Included are Revised Standard Details that are to be referenced
by revision date as appropriate.
H Special Details. Modifications to a Standard Detail drawing, or any detail drawing

required to describe an item of work not covered by a Standard Detail drawing.
I. Standard Specifications. A book of Specifications approved for general application

and repetitive use.
J. Supplemental Specifications. Approved additions and revisions to the Standard

Specifications.
K. Working Time Calendar. A bar chart completed by the designer showing the
estimated time required for a contractor to complete a construction contract. See DD-
803.
II. PLANS
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DD-706
A. Contract Plans. Contract Plans are instructions using drawings containing

engineering data or details pertaining to geometrics, drainage, structures, soils and
pavements, and other appurtenances. See DD-701, Contract Plan Presentation, for
further information concerning the preparation of Contract Plans.
1. Plans should not encompass material that is properly a part of the Standard or
Supplemental Specifications, Special Provisions, or Standard Details.
2. The original drawings should be on standard sheets conforming to modern,

accepted drafting practices or aerial photograph base maps. (See DD-701)
3. Straight-line plans may be used provided they give sufficient information to

properly complete the project. (See DD-701)
B. Right of Way Plans
See DD-301 for information on preparation of right of way plans.
III. SPECIFICATIONS
Specifications contain the written instructions for constructing highway projects, outlining in
detail a description of the work, materials, construction methods, method of measurement,
and the basis of payment for each item of work involved in the contract.
A. Standard Specifications
Since every construction project involves subjects or items that occur repeatedly,
standard specifications setting forth provisions and requirements applicable to the
construction of highway projects have been prepared.
B. Supplemental Specifications
1. Supplemental Specifications are specifications developed subsequent to the

publication of the Standard Specifications to cover new or additional
construction items or substantial changes regarding items included in the
Standard Specifications.
2. Supplemental Specifications will be printed and bound from time to time

depending upon when the Standard Specifications are updated.
C. Special Provisions
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DD-706
1. Special Provisions are specifications for governing all matters applicable to

the individual project and, therefore, are not covered in the Standard or
Supplemental Specifications.
2. Special Provisions should be held to a minimum and, as much as possible,

applicable Standard or Supplemental Specifications should be utilized.
3. Commitments for environmental mitigation which are contained in the

environmental documentation should be incorporated into the project as
Special Provisions.
4. Special Provisions should be in printed, copied or other acceptably

reproducible form. Each Special Provision to be utilized in the project is to
be listed in the appropriate place on the PS&E Checklist.
IV. ESTIMATES
A. The Engineer's Estimate shall be prepared and reviewed carefully to reflect as

realistically and accurately as possible the expected costs of the work at the time of
receipt of bids. (Also see DD-707.)
B. Consistent and compatible procedures for the preparation, review, and updating of
estimates shall be followed.
1. The unit prices used for estimates, and corresponding actual unit bid prices
when available, for the preceding 12 months should be reviewed to determine
if changes in estimated unit prices are needed to reflect any trends that have
occurred.
2. The estimate should reflect prices that are realistic for the areas, times, and
characteristics of the work to be done (regional adjustment and seasonal
adjustment are especially important, as is size of the project).
3. Incentive/disincentive or escalation clauses should be considered in

determining the estimated unit costs since such clauses may affect the
estimate considerably. (See DD-708)
4. Other factors that can affect the estimated cost of a project, such as labor
rates, equipment rates, interest rates, time to complete, competition levels,
and material shortages, should be considered and estimated costs adjusted as
necessary.
5. Bid price data bases should be current at the time of estimate preparation and
at the time of advertisement.
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DD-706
C. Estimates should include an item number, description of the item, estimated quantity,
unit, and price for each proposed item of work.
D. For accounting purposes, the Engineer's Estimate should identify separately:
1. Municipal and Non-Municipal quantities are not to be shown, but are to be

broken down by the contractor in accordance with DD-805.
2. State-by-state breakdown;
3. Tabulations of items coded on the basis of the predominant Improvement and

Construction Type Code. For applicable code numbers, see the most recent
code numbers provided in the AASHTO Trnsport software, to be used when
preparing the Engineer’s Estimate.
E. Engineering and Contingencies (E & C) will be shown for each category of work,
and then summed.
V. REQUIRED CONTRACT PROVISIONS
A. Federal, state, and local agencies have certain required contract provisions covering
employment, records of materials and supplies, subletting or assigning the contract,
safety, false statements, termination, nonsegregated facilities, and environmental
requirements among others that are to be included in contracts for construction
projects.
B. Because requirements may change on short notice, required contract provisions

should not be included in bound books of general specifications.
VI. PS&E CONTENT
PS&E assemblies should include:
A. Complete sets of plans;
B. Special Provisions;
C. Engineer's Estimate;
D. Right-of-Way Certificate and Status of Utilities Report from the Engineering

Division;
E. Approved agreements with railroads, utilities, and municipalities, if not previously

submitted;
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F. Applicable permits;
G. For projects which include outside funding, written documentation from the outside
agency confirming the authorization to advertise. (i.e. other states, boards of
education, private developers, etc.);
H. The completed current PS&E Checklist as maintained by the Engineering Division

and attached to and made a part of this DD; and
I. Working time calendar.
VII. PS&E ASSEMBLY AND PROCESSING
The Project Manager or Designer shall assemble and submit the material listed in Section VI
to the Contract Administration Division’s PS&E Section for processing of the PS&E
package.
The processing of the PS&E package will vary based on whether the project is Full FHWA
Oversight or Delegated.
The steps to be followed and the estimated time required in working days for processing the
PS&E package for each type of project are shown in the following tables:
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DD-706
PS&E ASSEMBLY AND PROCESSING
FULL FHWA OVERSIGHT FEDERAL-AID PROJECTS

Estimated
Number of
REQUIRED ACTIVITY Working
Days
Completed contract plans and project specific Special Provisions are 20 days
reviewed by the Project Manager or Designer. A “pre-PS&E” submission
of completed contract plans and project specific Special Provisions will be
made to the Federal Highway Administration (FHWA) at this time for
their informal review and comment. The number of sets of plans and
Special Provisions is to correspond with the number required for the
“Half-Size PS&E Plans” submission in the Plan Distribution Schedule in
*a. DD-202.
The “pre-PS&E” comments from the FHWA are reviewed by the Project
Manager or Designer. Any necessary revisions are made at this stage by
the consultant and resubmitted to the Project Manager, or the revisions to
the contract plans and project specific Special Provisions are made by the
*b. Designer if the project is In-House or District-designed.
The PS&E Package is submitted to the Contract Administration Division’s
PS&E Section for the preparation of the official submission of the
proposal, plans, and estimates to FHWA for approval of authorization to
advertise for receipt of bids. If construction cost is more than $250,000.00,
Equal Employment Opportunity Division reviews the project for possible
*c. DBE goal.
Programming Division prepares and submits to FHWA all required
*d. financial data to complete the Funding Authorization Request.
Contract Administration Division’s PS&E Section assembles the
Contractor’s Bidding Proposal. The appropriate number of copies of
*e. bidding proposals and sets of plans are prepared.
The Contractor’s Bidding Proposal, Contract Plans, Right of Way 1 day
Certificate, Signed Detailed Estimates, and Chart for Estimating Contract
f. Time are formally submitted to the FHWA.
FHWA reviews PS&E and gives written comments to Project Manager or 10 days
g. Designer.
Comments are reviewed by Project Manager or Designer. All responses to 10 days

comments and necessary revisions are returned to FHWA for approval of
h. PS&E.
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FHWA will authorize funding and give approval to Programming Division 2 days
to advertise the project for the next available letting once the PS&E
i. package is complete and ready to advertise.
Programming Division contacts Contract Administration Division to 2 days
j. advertise for receipt of bids for the next available letting.
An amendment for an advertised project: The Project Manager or 14 days
Designer revises the plans, specifications, and detailed estimate of cost as (Not included
required. These revisions are then given to Contract Administration in the Total
Division’s PS&E Section for the assembling of the amendment and the Time below)
preparation the amendment directive that incorporates all proposal and
plan revisions. These revisions must be submitted to Contract
Administration Division’s PS&E Section a minimum of 14 calendar
days prior to the letting to allow for the preparation and submission of
the amendment to FHWA for approval 12 calendar days prior to the
advertised letting date. Amendment revisions must be printed and given
to Contract Administration Division to mail to all contract plan holders a
**k. minimum of 7 calendar days prior to the advertised letting date.
Time between advertisement and letting (28 calendar days has been 20 days
**l. assumed to be 20 working days for the purpose of this table) (Minimum)
*, ** Performed simultaneously TOTAL 65 DAYS
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DD-706
STATE FUNDED AND DELEGATED FEDERAL-AID PROJECTS

Estimated
Number of
REQUIRED ACTIVITY
Working
Days
Completed contract plans and project specific Special Provisions are 15 days
reviewed by the Project Manager or Designer. Any necessary revisions are
*a. made at this stage.
PS&E package is submitted to Contract Administration Division’s PS&E
Section for advertising for receipt of bids. If construction cost is more
than $250,000.00, the project is reviewed by Equal Employment
Opportunity Division for a possible DBE Goal (Federal Aid Projects
*b. Only).
Programming Division reviews the project’s financial data in this
submission to ensure it is complete and in accordance with the Federal Aid
Funding Requirements. For State Funded Projects the submission is
reviewed to ensure it is in accordance with the State Funded Program
*c. Requirements.
When the Right of Way Certificate is available, the PS&E package and the 3 days
d. Contractor's Bidding Proposal are assembled.
Programming Division prepares and submits to FHWA all required 2 days
financial data to complete the Funding Authorization Request, for an
e. exempt Federal-Aid project.
1 day
The advertising memo and signed BF-98 are prepared for Contract
Administration to advertise for receipt of bids for the next available
letting. The signed detailed estimate is given to the Deputy State Highway
f. Engineer/Development for final approval of cost.
Programming Division verifies project cost to be in accordance with the 3 days
funding request. The package is hand carried to the Deputy State Highway
g. Engineer/Development for approval to advertise for receipt of bids.
When funding is approved by FHWA or the State itself, Programming 3 days
Division contacts Contract Administration Division to advertise the project
for receipt of bids in the next available letting once the PS&E package is
h. complete and ready to advertise.
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DD-706
An amendment for an advertised project: The Project Manager or 12 days

Designer revises the plans, specifications, and detailed estimate of cost as (Not included
required. These revisions are then given to Contract Administration in the Total
Division PS&E Section for the assembling of the amendment and the Time below)
preparation the amendment directive that incorporates all proposal and
plan revisions. These revisions must be submitted to Contract
Administration Division’s PS&E Section a minimum of 12 calendar
days prior to the letting to allow for preparation and printing of the
amendment. Amendment revisions must be printed and given to Contract
Administration Division to mail to all contract plan holders a minimum of
**i. 7 calendar days prior to the advertised letting date.
Time between advertisement and letting (21 calendar days has been 15 days
**j. assumed to be 15 working days for the purpose of this table) (Minimum)
*, ** Performed simultaneously TOTAL 42 DAYS
VIII. DATE OF PS&E SUBMISSION
Federal regulations [23 CFR 635.112(b)] require that all Federal-aid contracts be advertised
for a minimum 3-week advertisement period prior to a scheduled letting and the contract
documents are available for distribution at least 3 weeks prior to the letting.
The Division of Highways policy is to advertise Federal-aid projects at least 4 weeks, and
preferably 5 weeks, prior to letting with contract documents available at least 4 weeks prior
to the letting.
State law requires that State projects be advertised for a minimum 2-week advertisement
period prior to a scheduled letting and the contract documents are available for distribution
at least 2 weeks prior to the letting.
The Division of Highways policy is to advertise 100% State funded projects at least 3 weeks,
and preferably 4 weeks, prior to the letting with contract documents available at least 2
weeks, and preferably 3 weeks, prior to the letting.
When pre-bid conferences are necessary, these time limits should be increased by 2 weeks to
allow adequate time for review by interested contractors prior to the pre-bid meeting and to
allow adequate time for issuance of amendments prior to the letting. See DD-104 for more
information concerning pre-bid conferences.
To conform with this policy, the Project Manager or Designer shall submit the material listed
in Section VI to the Contract Administration Division’s PS&E Section to allow adequate
time for assembly and processing of the PS&E package as shown in Section VII and to allow
adequate time for printing (3 working days).
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DD-706
The material listed in Section VI shall be submitted as indicated below:
Full FHWA Oversight Federal-aid Projects - minimum 65 days prior to the letting.
Full FHWA Oversight Federal-aid Projects - minimum 75 days prior to the letting (With
pre-bid conference).
State Funded and Delegated Federal-aid Projects - minimum 42 days prior to the letting.
State Funded and Delegated Federal-aid Projects - minimum 52 days prior to the letting
(With pre-bid conference).
All days are working days unless otherwise indicated.
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1 of 7

PS&E DOCUMENTATION CHECKLIST

February 19, 2016
State Project Number:

Federal Project Number:
Project Name:
County:
Project Manager: PS&E'd By:
Telephone Number: Telephone Number:
DD (DDR or DDI) Section Head Signature:

(Applicable to DD Projects)
Type of Funding with Percentage: FHWA: State:
Engineering Authorization Number:
Is project on the latest approved STIP? Yes No
Geotechnical Report CD Required: Yes No
MATERIAL TO BE FURNISHED TO CONTRACT ADMINISTRATION DIVISION'S PS&E SECTION

(Note: All material is to be submitted in .PDF format
All Projects BY DATE
1. One set of Plans in .PDF format.
2. For All Projects - One copy of the detailed estimate, in .PDF format, to be signed by
the Responsible Charge Engineer or Project Manager, and Estimate Preparer -
for review by FHWA, Contract Administration Division, and DBE.
3. One copy of the Project Specific Special Provisions, in .PDF format.

4. One set of working day calculations, and if applicable, one set of the I/D Special
Contract Provision and backup data, in .PDF format.
5. One copy of the executed project agreement, if applicable, in .PDF format.
6. All applicable Permits, in .PDF format.

7. Completed Americans With Disabilities Act Exceptions Justification Report (if
applicable, in .PDF format).
8. Completed PS&E Checklist in .PDF format.
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PLANS BY DATE
1. Title Sheet signed by all parties.
2. Design Exceptions shown on Title Sheet.
3. Revised Standard Drawings Used are listed on General Notes Sheet.
4. Necessary Special Detail Sheets included in Plans or listed.
5. Summary of Quantities in plans agrees with Proposal Quantities.
6. Summary of Quantities has been carried from Plan Tables, including the
Bridge Quantity table.
7. Design Designation is current and agrees with Program Information.
8. General Notes Sheet is in Plans; the notes have been reviewed and are
applicable to the project.
9. The proper Standard Detail Books are shown in the Standard Details General Note.
10. Bench Marks and Survey Reference Points are shown on the Plans.
11. The length of the project is shown on the Title Sheet,

(separated into bridge and roadway, and total length).
12. Typical Sections are shown for every roadway and situation encountered
in the project.
13. Typical Sections agree with pavement design.
14. Current specifications called for.
15. Grading Quantities as per DD-705.
16. Line, grade, typical section, and waterway opening included for a temporary
bridge.
17. North Arrow shown on Plan Sheets.
18. Bar Scale shown.
MAINTENANCE OF TRAFFIC BY DATE
1. Temporary Traffic Control Plan included.
2. Temporary Traffic Control Plan has been approved by Traffic Engineering.

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RIGHT OF WAY BY DATE

1. Right of way shown on the Construction Plans agrees with the
Right-Of-Way Plans.
2. Right of Way Plans submitted to the Right of Way Division (DR), requesting
Right of Way Certificate, Staus of Utilities Certificate, and Hazardous
Waste Certificate. If Right of Way is not required, a memo to DR stating
no Right of Way is required along with a copy of the Title Sheet.
3. Right of Way Certification received.
4. Status of Utilities Certification received.
5. Hazardous Waste Certification received.
UTILITIES BY DATE
1. Encountered utilities are shown on the Title Sheet.
2. All utility relocations and other dispositions are shown on the Plans.
3. Division of Health and owner(s) have approved water and/or sewer lines to be
relocated by the project.
LIST OF UTILITIES TO BE RELOCATED RELOCATIONS SHOWN ON PLANS

(Yes or No, Date if Yes)
10
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ESTIMATES BY DATE
1. Quantities are the same as in the Summary of Quantities Table in the Plans.
2. On Job Training item and quantity included in accordance with DD-814

for Non 3R projects with a cost estimate over $2,000,000 and contract time
greater than 12 months.
3. Appropriate Type Codes from the AASHTOWare Project Estimation/Preconstruction
software are shown.
4. The length of the project agrees with the length shown on the Title Sheet.
PROPOSAL BY DATE
1. Schedule of Prices agrees with plans and the Engineer's Estimate.
2. Final Working Day calculations in accordance with DD-803.
3. List of Project-Specific Special Provisions is included (See below). See DD-820

for guidance.
PROJECT-SPECIFIC SPECIAL PROVISIONS TO BE INCLUDED IN THE PROPOSAL

SPECIAL
PROVISION
NO. NAME
APPROVAL
DATE
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REQUIRED?
ENVIRONMENTAL Y N BY DATE
1. Categorical Exclusion.
2. Environmental Asessment (FONSI).
3. Final EIS/Record of Decision.
4. Reevaluation (for Final EIS only).
5. Section 4(f).
6. *Section 106 (Cultural Resources) clear.
7. *Endangered Species (plant or animal) clear.
8. Wetlands clear.
9. Hazardous Waste clear.
10. ** Construction noise restrictions (10:00pm to 6:00am).
11. Farmland impacts.
12. Floodplain impacts.
13. Residential or business relocation impacts.
* - These items must be clear in order to obtain the USACOE's 404 Permit.
** - If yes, then indicate on the General Notes sheet.
REQUIRED?
PERMITS APPROVED (If Required) Y N BY DATE
1. Corps of Engineers' 404 Permit
2. Bureau of Public Health
3. Coast Guard
4. *NPDES permit
5. Flood Plain Coordination Letter
* Required if project will have more than 1 (one) acre (0.42 hectares) of land disturbing activities. The project's
Clearing and Grubbing area may be used for this determination.
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REVIEW HISTORY
COMMENTS RECEIVED (DATE) COMMENTS ADDRESSED (DATE)
REVIEW BY DATE
DC DIST. FHWA DC DIST. FHWA
Preliminary Field
Final Field
Final Office
Copies of all written comments and written responses shall be included in the PS&E Package.
District-designed projects shall be submitted to the Engineering Division with a cover memorandum stating that the
project plans have been reviewed by the District Construction and Maintenance Sections and all comments
have been resolved. This memorandum shall be signed by the Assistant District Engineer - Construction,
Assistant District Engineer - Maintenance, and the District Engineer.
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AMOUNT TO BE USED FOR ENGINEERING AND CONTINGENCIES IN COST ESTIMATING

Federal-Aid Projects
Projects greater than $5 million 9% + 4% = 13%
Projects less than $5 million
Bridge Construction 15% + 4% = 19%
Roadway Construction 9% + 4% = 13%
Resurfacing (3R and 4R) 9% + 4% = 13%
Other types of projects 15% + 4% = 19%
ER Projects
FEMA Projects
Signing Projects
Lighting Projects
Guardrail Projects
Traffic Signal Projects
APL Projects
Piling Projects
State-Funded Projects
Bridge and Roadway Construction 9% + 4% = 13%
Resurfacing 6% + 4% = 10%
NOTE: The First % is for Construction Engineering.

The Second % is for Contingencies.
DESIGN DIRECTIVE
DD-707
DEVELOPMENT OF ENGINEER’S ESTIMATE
February 19, 2016
Attached for your use is the Division of Highways Procedure for Development of Engineer’s
Estimates for Highway Construction Projects. It shall be used for all construction projects.
Attachment
1 of 4
DD-707

PROCEDURE FOR
DEVELOPMENT OF ENGINEER’S ESTIMATES

FOR HIGHWAY CONSTRUCTION PROJECTS
Purpose
To establish and document a procedure for the development of an Engineer’s Estimate (EE)
of the anticipated cost of a highway construction project.
Application
This procedure will be used on all projects, including federally funded and non-federally
funded, that are developed and advertised for construction.
Definitions
1. Engineer’s Estimate (EE) – A detailed estimate of cost including engineering and

contingencies prepared by the PS&E Unit using the software described in #4 below,
based on the facility to be constructed, which should reflect the anticipated cost of
the construction project and which can be used to evaluate the acceptability of bids
received.
2. Engineering and Contingency (E&C) – An amount included in each Engineer’s

Estimate to reflect the cost of construction engineering and nominal cost of
unforeseen contingencies that might occur during construction.
3. Bid Items – Contract construction bid items identified and specified in the contract
documents for the contractor to assign bid unit costs in submitting his bid for
construction of the project.
4. AASHTOWare Project Estimation/Preconstruction – The Divisions’ computer

software program for developing Engineer’s Estimates and analyzing bids received
for all highway construction projects.
5. Historical Unit Bid Prices – Historical data of bid prices received. The Division of
Highways’ Contract Administration Division publishes annually a publication
entitled Average Unit Bid Prices which provides historical data for unit bid prices
received for all highway construction items.
Process Steps
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DD-707
1. Upon completion of the construction drawings and specifications, the division or

district responsible for development of the project will prepare the Engineer’s
Estimate. Where more than one division is involved in developing the project, each
division will provide assistance to the responsible division in preparing the
Engineer’s Estimate by providing estimated quantities and unit prices for each Bid
Item used in their portion of the project.
2. The Engineer’s Estimate will be prepared using the AASHTOWare Project

Estimation/Preconstruction software system.
3. The Engineer’s Estimate will be prepared using unit costs based on the historical unit
bid prices from Contract Administration Division’s publication entitled Average Unit
Bid Prices as the basis for estimating costs, modified as appropriate based on the
following:
A. Location – The geographic location within the State can present problems
that can increase the unit bid prices for some items. For example, a project
located a great distance from a concrete supplier might be expected to
command a higher unit bid price for concrete than would a project located
near a supplier. Projects located in remote areas away from available lodging
facilities might command generally higher unit bid prices than projects
located near adequate lodging facilities.
B. Access – The size and type of highways and the availability of rail access to
the site may affect the unit bid price.
C. Complexity – The complexity of a project will affect unit bid prices and must
be considered in assigning unit prices.
D. Time of Year – The time of year that construction must be performed can
have a significant impact on unit bid prices. For example, it would be
expected that unit bid prices for concrete required to be placed in winter
months would be higher than for concrete placed in summer months.
E. Contractor Availability – The availability of contractors in the bidding area to

perform the proposed type of construction work must be considered. There
are a limited number of contractors equipped to do some specialty type
construction such as deck overlays and if there are more projects advanced to
construction than there are available contractors, the unit bid prices can be
expected to be higher than normal.
F. Completion Date – The amount of time allowed in the contract for

completion of the project will have a significant effect on unit bid prices and
must be considered in assigning unit bid prices. When the project contains an
incentive/disincentive clause the unit bid prices will need to be adjusted.
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DD-707
G. New Bid Items – New bid items may be encountered for which there are no
historical unit cost data. In this case the designer will have to seek advice
from other available sources in regard to costs and/or prepare independent
unit bid prices from estimates of labor, equipment, materials and profit costs.
H. Estimate Update – The project manager shall review the Engineer’s Estimate
within the two-week period prior to the scheduled bid opening date and
determine if any of the unit bid prices need to be adjusted. If any changes are
made then a revised EE should be printed and submitted.
The above items should be carefully considered using good judgment in assigning
unit bid prices. The resultant Engineer’s Estimate should be the expected fair market price
for performing the specified work within the time allotted and under the conditions expected
during the life of the construction project. The estimate should provide a satisfactory basis
for comparison with the bid prices received and for making a decision on the suitability for
award of the contract.
4. Upon completion of the Engineer’s Estimate the estimate will be printed, processed
for signatures and confidentially filed in accordance with current procedures for
processing estimates.
5. Upon opening of bids, the bids will be tabulated and compared to the estimate for
Management’s use in making a decision on award of the contract.
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DESIGN DIRECTIVE
DD-708
GUIDELINES FOR DEVELOPMENT OF THE
INCENTIVE/DISINCENTIVE (I/D) CONTRACT PROVISION
October 1, 2003
The above procedure is a guideline to follow for determining I/D payments and is subject to
change during preparation of the I/D Special Provision. The designer preparing the special provision
shall use this guideline to prepare a logical document that includes all assumptions and calculations
that can be reproduced.
This material becomes the backup information to support the I/D Special Provision and
becomes part of the project file maintained in the Engineering Division. For Federal-aid exempt
projects, the Deputy State Highways Engineer-Development will review and approve the time and
amount calculation. On non-exempt Federal-aid projects, the time and amount calculations must be
submitted to FHWA for review and approval.
Attachment
1 of 6
DD-708
GUIDELINES FOR DEVELOPMENT OF THE

INCENTIVE/DISINCENTIVE (I/D) CONTRACT PROVISION
An incentive/disincentive (I/D) contract provision used in a project is a method to

compensate a contractor a fixed amount of money for each day identified critical work is completed
ahead of schedule. Also, it assesses a deduction for each day the contractor overruns the time
allotted for the completion of identified critical work.
An I/D provision is an effective method to motivate the contractor to complete projects or

portions of a project faster than normal. Typically, their use should be limited to those projects
whose construction will severely disrupt highway traffic resulting in significantly increased road user
costs. These increased road user costs can be determined by the prediction of higher travel time and
vehicle operating costs through the work zone or along a detour route. If an I/D provision is used,
the minimum increase in road user costs should be approximately $5,000 per day and ideally should
be more than $10,000 per day. This minimum increase in road user costs will usually occur on
projects with four or more lanes, an average daily traffic (ADT) of 25,000 vehicles or more per day,
and continuous lane closures during the 12 peak volume hours. The minimum increase in road user
costs may also occur on projects that have a minimum ADT of 15,000 vehicles per day and require
all traffic to be detoured due to the closure of the roadway or a bridge.
There may be other projects that warrant inclusion of an I/D provision in the contract which
do not meet the requirements stated above. Examples of these projects would be projects whose
construction would affect access to critical facilities such as schools, hospitals, or major businesses.
This type of project would require special methods to calculate the I/D time and the I/D amount,
which would vary with each project. These calculations will not be addressed in this directive.
Should the designer encounter a project with these special conditions, the inclusion of an I/D
provision will be determined by the Deputy State Highway Engineer-Development and the Traffic
Engineering Division.
During the preliminary field review on a project that involves a four-lane highway that has
an ADT of 25,000 or more, a determination will be made by the Project Manager whether a
continuous lane closure for the 12 peak hours will be required. This determination will be made by
review of the interrelation of physically constructing the project and maintaining traffic. If the
continuous lane closure appears to be unavoidable, the Project Manager shall make a
recommendation for further review by Traffic Engineering Division for a preliminary determination
of road user costs. A recommendation to include an I/D provision in the contract will be made by
Traffic Engineering Division to the Deputy State Highway Engineer-Development and, if applicable,
to the Federal Highway Administration (FHWA) on non-exempt projects. If the recommendation
for inclusion of an I/D provision is approved, then an I/D task force for the project shall be formed.
This I/D task force will have the duty of writing the I/D Special Provision with all associated backup
data. The task force will also review the plan development to assure that the critical work to which
the I/D provision will be applied is clear and can be managed. The task force will be composed of
representatives from Engineering Division (usually Project Manager), Contract Administration
Division (Central Office or District Office), Traffic Engineering Division, and if applicable, FHWA.
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DD-708
The same procedure as above will be followed starting at the preliminary field review for
projects on highways with an ADT of 15,000 or more that involve the closure of a bridge or road
with a resulting one-lane detour or a detour of more than two miles in length, projects that complete
a gap in the highway system, or projects which replace major bridges that are out of service.
The I/D task force will write the I/D Special Provision using the following as a general guide:
1. Definitions of Incentive Payment and Disincentive Assessment
a. When work is completed in fewer calendar days than are scheduled for traffic
restricted operation, the contractor shall earn as an incentive a certain amount
of money for each calendar day the work is completed ahead of the allowed
number of calendar days.
b. When work is not completed within the scheduled number of calendar days
for restricted traffic operation, the contractor shall be assessed as a
disincentive a certain amount of money for each calendar day the work
exceeds the scheduled number of calendar days. The disincentive assessment
is separate from the contract liquidated damage clause; consequently, in
addition to the disincentive assessment, the contractor is still governed by the
Standard Specifications in regard to liquidated damages for completion of the
project.
2. Determination of Incentive/Disincentive Time
a. A time analysis for each construction operation is developed by either

Engineering Division following the guidelines in DD-803, Determination of
Contract Completion Date.
b. Non-critical construction operations that do not have significant impact on

traffic are eliminated and not considered in the I/D time calculation.
Examples of such operations are guardrail installation, cleaning and painting
of structure, removal of median crossovers, seeding and mulching, and
installation and removal of traffic control devices.
The time estimated for the completion of critical operations is increased by

20% to allow for inclement weather. This working time is expressed in
hours.
c. An aggressive pace of work is calculated by dividing the total working time

in hours by a selected aggressive number of working hours, such as 10
working hours per day times five working days per week. The result is then
multiplied by seven days per week.
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d. This is the total number of days the contractor is allowed to restrict traffic.
The purpose of this computation is to convert the normal working time of an
average contractor to the working time required by an above average
contractor. Say this aggressive schedule is A1.
e. An accelerated pace of work is calculated by dividing the total working time

in hours by a selected accelerated number of working hours, such as 12, 14,
or 16 working hours per day times 6 working days per week. The result is
then multiplied by 7 days per week. Say this accelerated schedule is A2.
f. A1 minus A2 is the maximum number of days the contractor can save by

expediting the project. This is called the possible time savings.
3. Determination of Incentive/Disincentive Amount
a. Daily road user costs are determined by using QUEWZ software with the
guidelines in the Interim Report QUEWZ - 85 (1982) or by manual
calculation using such data as traffic volumes, vehicle mix, length of closure,
and additional time and operating costs due to increase in travel time and
distance (if detour is involved). Actual hourly counts should be used as
traffic volumes.
The total maximum incentive amount payable to the contractor will be 5% of

the total contract amount. Under special circumstances, the total incentive
amount may exceed the 5% cap as determined and approved during the I/D
Special Provision development.
b. There will be no maximum disincentive amount.
c. The daily I/D amount is determined by dividing 5% of the total contract

amount by the number of days the contractor can possibly save as calculated
in the determination of I/D time discussed above.
The daily cost to the contractor to expedite completion of the project is the
addition of (a) overtime payments and (b) rent for extra equipment.
1) Overtime payments by the contractor need to be estimated. An

example is as follows:
Number of overtime hours per week per worker = total working

hours per week under accelerated schedule minus total working
hours per week under aggressive schedule = (12 hours per day
times 6 days per week) - (10 hours per day times 5 days per
week) = 22 hours per week
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Assuming a crew of 8 workers, total number of overtime hours

per week = 22 hours per week per worker times eight workers
= 176 hours per week
Average hourly wage per worker (including fringe benefits) =

$30 per hour
Average hourly overtime wage per worker (including fringe
benefits) = 1.5 times regular wage = $45 per hour
Total cost of overtime to contractor per 6 working days per

week = 176 hours per week times $45 per hour = $7,920 per 6
working days per week
Daily cost of overtime to contractor = $7,920 per week, 6

working days per week = $1,320 per day
2) Rent for Extra Equipment
Daily cost for renting equipment is estimated based on type and

number of equipment needed. This daily rental rate is obtainable
from local equipment rental companies.
4. Justification of the Daily Incentive Payment to the Contractor
a. In order that the contract may be worthy of I/D provision, the daily road user
costs should be greater than the daily cost to the contractor.
b. In order for the contractor to be motivated to bid on the I/D contract and
actively work to expedite completion of this project, the daily amount paid
the contractor should be greater than the extra costs that are incurred to
expedite.
c. To justify the use of I/D provision, the daily road user costs should be greater
than the daily incentive payment to the contractor.
d. For the daily I/D amount to be justified:
Extra costs to contractor < Daily I/D payment < Daily road user costs
5. Additional I/D Checklist Items for Consideration in Preparing the Contract Special
Provision
a. Clearly define the beginning and ending dates for the critical work elements
that are to be accomplished. The use of calendar days or specific completion
date in the contract has proven most effective in controlling contract times.
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b. State the time the contractor is permitted to work, such as multiple shifts,
weekends, holidays, etc., or conversely, when work should not be permitted.
Describe what working operations the contractor may or may not perform
during nighttime hours.
c. Include the pay schedule for I/D.
1) The pay schedule should relate money and time.
2) Incentive payments should have a specified maximum time.
3) Disincentive payments should be charged continuously until the

critical elements have been completed.
d. Address underruns and overruns. This may be accomplished by requiring a

limited or extensive CPM as part of the contract. Whatever method is used,
consideration should still be given to:
1) Contractor time adjustments should be limited to only major work

items.
2) The percent underrun or overrun should be substantial enough to

warrant contract time changes.
3) Values and formulas can be specified that advise the contractor of the
relationship between underruns and time extensions or time deletions.
e. Identify what work is considered preparation, fabrication, and cleanup that

may be outside the critical time path for fully opening a project to traffic.
a. Contracts involving bridge construction should take into account the time
factor associated with shop drawing and erection procedure reviews and
approvals. These two items can be an important factor in measuring and
assessing contract time.
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DESIGN DIRECTIVE
DD – 709
NUMBERING BUILDINGS, SEPTIC TANKS, WELLS OR OTHER STRUCTURES
February 19, 2016

on "Numbering Buildings, Wells, Septic Tanks or Other Structures".
This Design Directive provides guidance on how to assign an identification number to

buildings, wells, septic tanks and other structures and has an example of the information that is
required on the plans.
Attachment
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NUMBERING BUILDINGS, SEPTIC TANKS, WELLS OR OTHER STRUCTURES
The designer shall assign an “Identification Number” to all Buildings, Septic Tanks, Wells and other
Structures on each parcel that is within the proposed right-of-way limits. Identification Numbers shall also be
assigned to all structures that are within the existing right-of-way that are within the proposed construction
area. Identification Numbers shall also be assigned to any structure or item that requires an asbestos
inspection as defined in DD-313.
The identification number shall be shown on the plan sheet(s). Once an identification number has
been assigned, it shall not be reused or reassigned. If the right-of-way limits change and require less affected
items, then the identification numbers do not need to be deleted from the plan sheet(s). The Pay Item
Number(s) for their abandonment, asbestos abatement or demolition, however, must be deleted from the
summary of quantity sheet(s).
The identification number is an abbreviation prefix followed by the parcel number over an assigned
number such as the following:
(Abbreviation) (Parcel number)/(Assigned number)
The Abbreviation is a description of the structure. The following is a list of abbreviations to be used
for identification of the commonly used items:
Bld – Building
Sep – Septic
Well – Water well
Gas – Gas Well
Oil – Oil well
Brg – Bridge
Sign – Billboard or Large Sign Structure
UST – Underground Storage Tank
AST – Aboveground Storage Tank
POL – Swimming Pool
STR – Other Structures
The Parcel Number is the number that is assigned to that parcel of property for the right-of-way
plans. If the item being numbered is within the existing right-of-way and owned by the division then
the letters “DOH” is to be used as the parcel number. If the item being numbered is owned by a utility
company and is not assigned a parcel number then a three letter abbreviation of their name shall be
used and a note will be added to the structure demolition table to indicate the entire company name.
The Assigned Number is a number that is assigned to all Structures on each parcel or within the
existing right-of-way and shall be consecutively numbered such as 1, 2, 3, 4, etc. The numbers shall
be assigned in the order shown in the abbreviation list above.
The Building Demolition, Asbestos Abatement, Septic Tank Abandonment, Water Well
Abandonment, Gas Well Abandonment, Oil Well Abandonment and Dismantling Structure pay item numbers
shall not be shown on the plan sheet(s), but must be shown on the summary of quantities sheet(s). Only the
identification number(s) shall be shown on the plan sheet(s). Asbestos Abatement items are only to be shown
on the Building Demolition Table and the summary of quantities sheet(s) if a positive Asbestos Report has
been received.
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A structure demolition table shall be shown in the quantity tables. The following example table is to
be used:
BUILDING DEMOLITION, ASBESTOS ABATEMENT AND ABANDONMENT

LOCATION BUILDING SEPTIC WATER WELL ASBESTOS
TYPE OF IMPROVEMENT DEMOLISTION ABANDONMENT ABANDONMENT ABATEMENT OTHER OTHER
Station Offset NUMBER NUMBER NUMBER NUMBER
EXAMPLE 1
If parcel 67 has a house, garage, shed, septic tank and two water wells and a gas well (the
property owner and not a separate company own the gas well) involved in the project, then the
numbers are to be shown on the plans as follows:
Bld 67/1 house is building 1 on parcel 67

Bld 67/2 garage is building 2 on parcel 67
Bld 67/3 shed is building 3 on parcel 67
Sep 67/4 septic tank shall be numbered as 4 on parcel 67
Well 67/5 first water well shall be numbered as 5 on parcel 67
Well 67/6 second water well shall be numbered as 6 on parcel 67
Gas 67/7 first gas well shall be numbered as 7 on parcel 67
EXAMPLE 2
The following table and plan shall be used as an example.
BUILDING DEMOLITION, ASBESTOS ABATEMENT AND ABANDONMENT

LOCATION BUILDING SEPTIC WATER WELL GAS WELL ASBESTOS
DEMOLITION DEMOLITION
TYPE OF IMPROVEMENT DEMOLITION ABANDONMENT ABANDONMENT ABANDONMENT ABATEMENT
Station Offset NUMBER NUMBER
NUMBER NUMBER NUMBER NUMBER NUMBER
80+12 28’ RT 1 STORY FRAME HOUSE BLD 160/1 BLD 160/1
80+00 94’ RT BLOCK GARAGE BLD 160/2 BLD 160/2
80+04 73’ RT WATER WELL WELL 160/3
80+70 31’ RT 1 STORY FRAME HOUSE BLD 161/1 NONE
80+72 82’ RT SEPTIC SEP 161/2
81+20 22’ RT 1 STORY FRAME HOUSE BLD 162/1 BLD 162/1
81+80 78’ RT FRAME GARAGE BLD 162/2 BLD 162/2
82+05 20’ RT SEPTIC SEP 162/3
82+20 70’ RT WATER WELL WELL 162/4
80+20 24’ LT 1 STORY FRAME HOUSE BLD 165/1 BLD 165/1
80+25 88’ LT SEPTIC SEP 165/2
80+00 116’ LT BILLBOARD SIGN 165/3 SIGN 165/3
80+75 88’ LT SEPTIC SEP 166/2
80+76 22’ LT WATER WELL WELL 166/3
81+50 105’ LT SHED BLD 168/2 NONE
82+00 150’LT SEPTIC SEP 170/2
81+70 106’ LT WATER WELL WELL 170/3
81+65 172’ LT POOL POL 170/4 NONE
81+80 65’ LT GAS WELL GAS 190/1
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DESIGN DIRECTIVE
DD-710
ROAD USER DELAY REDUCTION METHODS
August 1, 2004
Attached are guidelines to aid the Project Manager in developing contract documents which
minimize road user delays in high traffic volume areas.
These guidelines include methods that may be incorporated into the contract documents
utilizing conventional bidding. There is also guidance on utilizing “Innovative Contracting”
methods to provide Contractor incentives and thus reduce road user delays. Most of these methods
are intended for use in the high traffic volume areas and will require the preparation of special
provisions for the contract.
Attachment
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DD-710
ROAD USER DELAY REDUCTION METHODS
10 - GENERAL:
The West Virginia Division of Highways routinely performs projects on its existing highway
system. These projects involve activities which impact the existing movement of traffic. These
impacts, no matter how small in nature, can cause delays to the road user. Projects on highways
with large daily traffic volumes or highways which provide the only means of access to large
facilities may cause road user delays resulting in significant costs to the public.
The Division of Highways is committed to evaluating the road user delay impacts on projects
during contract plan development, and determining if special measures are warranted due to the
existing traffic volumes or existing access issues. This directive provides guidance to designers on
various methods to reduce road user delays on projects where existing traffic conditions warrant
special considerations.
The methods to be considered are divided into two broad categories. The first category
includes methods which can be incorporated into the contract documents or conducted during
contract document development. The second category involves contracting method other than
conventional bidding and award which may encourage a minimization of disruption to existing
traffic movement.
20 – CONVENTIONAL CONTRACTING:
The road user delay reduction methods described in this section pertain to contracts awarded
to the lowest responsible bidder based on the total of the normal bid items. These methods are
primarily tools used during contract development to plan and coordinate the work and contract
provisions that will enhance traffic movement during construction.
20.1 – Contract Document Development Phase: Described below are methods that have
been successfully utilized on projects to minimize the impacts to the road user. These
methods involve steps the Project Manager may take during contract development that will
facilitate the project execution during construction.
1. Consideration should be given to other Division of Highways projects in the same

corridor. These may be projects that are under development or are already under
construction. They may be central office or district projects.
2. Consideration should be given to combining projects to minimize the number of

times the road users are affected.
3. Consideration of special events in an area which may result in a large temporary

increase in traffic volumes.
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4. Projects conducted by parties outside the Division of Highways which may have an
additional impact on traffic movement. These may include highway projects by
municipalities, construction by commercial or industrial developers, or large utility
contracts.
5. Consideration should be given to corridor management traffic plans on high volume

corridors where two or more projects are in close proximity to each other to allow the
projects to be combined or bid within the same time frame to reduce the impact to
motorists and even reduce the amount of traffic control that is required.
The Project Manager should consider all of the above items when developing both the
schedule and the traffic control methods on projects in high traffic volume areas. Efforts should be
made to coordinate with district and central office personnel concerning any known planned
activities. The district utility supervisor should be consulted to determine if any utility permitting
activities are underway in the area.
20.1.1 – Local Coordination: Many traffic control delays can be minimized through
coordination with local officials. This may involve meeting with local governmental
officials, but may also involve coordinating with school administrators.
Projects where peak traffic volumes are affected by large commercial or industrial
installations may require coordination with private company administrators and
adjusting daily project work schedules to accommodate large peak traffic volumes.
20.1.2 – Public Information Activities: Projects involving high traffic volumes may
require the Project Manager to hold public informational meetings to acclimate the
general public to the potential delays. These advance meetings may also serve to
allow some of the road users to adjust their driving routes thus effectively reducing
the traffic volume during construction. Public informational activities also allow
entities such as delivery companies and emergency entities to plan alternate routes
thus reducing road user impacts.
20.2 – Contract Provision Considerations: Projects in high traffic volume areas may be
facilitated by the inclusion of certain requirements in the contract documents. These contract
provision methods serve in various ways to minimize the overall affect of the project
activities on the road user.
20.2.1 – Night Time Construction: One of the most effective means of reducing
road user delays is to require project activities to be conducted by the Contractor
during low traffic volume hours. These low volume hours will typically be during
the night. Many projects such as HMA paving work are especially suited to this type
of contract provision. Some projects may be aided by requiring night construction
only during certain phases of the work. It is recommended that night time
construction be used whenever possible on four lane highways with traffic volumes
in excess of 25,000 ADT and on two-lane highways when traffic volumes are in
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excess of 15,000 ADT. When this type of construction is used the designer should
consider the need for the use of Incentive/Disincentive contract provisions.
20.2.2 – Motorist Services: On projects involving long lane closures in high traffic
volume area the plans should include areas for motorists to pull-off without
disrupting the remaining open lanes. This will minimize the affect of a disabled
vehicle or accident in the work zone. The designer should consider the need for a
Traffic Director per TED–604 and for a Roadside Assistance Service to be present
during construction to aid in the resumption of traffic flow when an emergency
situation occurs.
20.2.3 – Incentive/Disincentive (I/D) Provisions: Many project schedules may be

accelerated by the insertion of an I/D clause in the contract documents. The use of
an I/D provision tends to motivate the Contractor and provides a means to
compensate for the extra cost involved in accelerating the contract. This provision is
many times used in combination with the other methods described in this design
directive. The designer should refer to DD-708 for specific information on
developing I/D payment amounts and provisions.
20.2.4 – Public Information Activities: This activity differs from public

information during design in that the focus of this contract provision is to provide up
to date status information to the public concerning actual construction activities and
progress. The Contractor may be required to provide advance warning of traffic
pattern changes and to keep all local agencies informed concerning the project’s
schedule.
20.2.5 – Partnering: Some projects that not only involve high traffic volumes but
also involve coordination with a number of stakeholders, may warrant the use of a
formal “Partnering” agreement in the contract provisions. This method provides a
formal avenue for concerns and problems to be addressed by all parties. It may
be particularly useful in urban areas where traffic patterns are being substantially
altered by the project activities. A special provision for this process is available from
the State Specification Engineer for inclusion in the contract documents. The Project
Manager must obtain approval from the Deputy State Highway Engineer
Development for all projects and FHWA for non-exempt or concurrence projects
prior to utilizing “Partnering” in the contract provisions.
20.2.6 – Lane Restrictions: Some projects which involve high volumes of traffic on
holidays, sporting events or other times when a high peak of traffic is likely to occur
lane restrictions may be warranted. The designer may require that the contractor to
open multiple lanes to traffic during these times in order minimize the disruption to
traffic.
20.2.7 – Blasting Restrictions: Projects that have blasting in close proximity to the
traffic may require lane restriction. In order to not interrupt traffic during peak traffic
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time it is recommended that the blasting not be performed during peak traffic
periods. It is also recommended that the designer require that the practical velocity of
the blasting be reduced in the vicinity of the traffic in order not to cover the roadway
with debris.
20.2.8 – Interim Completion Dates: On projects where a high volume of traffic is

involved and only part of the project effects the traffic the use of Interim Completion
Dates may be warranted. When Interim Completion dates are used the amount used
as the Liquidated Damages is the dollar amount calculated as the Road User Delay
Cost. A special provision for this process is available from the State Specification
Engineer for inclusion in the contract documents. The Project Manager must obtain
approval from the Deputy State Highway Engineer-Development for all projects and
FHWA for non-exempt or concurrence projects prior to utilizing “Partnering” in the
contract provisions.
30 – INNOVATIVE CONTRACTING:
30.1 – Introduction: As described in Section 10 above, there are two broad categories of
road user delay reduction methods. Section 20 describes methods incorporated into projects
that utilize conventional bidding techniques. This section describes alternative contracting
methods which may be utilized by the Project Manager to encourage the Contractor to be
innovative and expeditious on projects in high traffic volume areas.
Conventional bidding referred to in this directive is the process used normally by the
WVDOH to award contracts. This process involves all prospective Contractors submitting
unit prices for each item of work. The contract is then awarded to the lowest responsible
bidder for the total of all items of work. The “Innovative Contracting” methods described in
this section involves the Contractors submitting unit prices for the conventional items of
work plus prices for a second component that involves time. The contract is then awarded to
the lowest responsible bidder determined by the sum of the two components. “WV Code §
17-4-19 paragraph (e)” requires that the commissioner award all construction contracts to the
lowest responsible bidder. Therefore, any contract which utilizes an innovative contracting
technique must reduce each component of the bid to a unit bid price and must require the
awarding of the contract to the lowest responsible total bid. Therefore, the time component
of the bid must be set-up in the contract documents in a manner that allows the Contractor to
submit time units. These time units are then multiplied by unit costs of time to establish the
low bidder as the sum of the total time cost plus total conventional bid item cost.
30.2 – Innovative Contracting Techniques: There are a number of innovative contracting

techniques which may be utilized by the WVDOH to award a contract and encourage the
completion of work in an expeditious manner. The currently accepted methods are described
in this section; however the Project Manager must obtain approval per Section 30.3 of this
directive prior to utilizing these techniques. Additional information concerning these
techniques may be acquired from the Federal Highway Administration Contract
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Administration Core Curriculum Manual Section V.A. Non-traditional Contracting Practices

for discussion on A+B biding and Lane Rental.
30.2.1 – A+B Bidding: This method involves the combining of traditional cost (A)
plus time cost (B) to determine the low bidder for purposes of awarding the contract.
Under the A+B method each bid has two components.
• The “A” component is the total bid for all traditional bid items on the
project.
• The “B” component is the total number of calendar days required to
complete the project, as estimated by the bidder, multiplied by the
road user cost per day, as established by the Project Manager in the
contract documents.
The award of the contract is based on the lowest of the following formula:
(A) + (B x Road User Cost/Day)
The Project Manager shall consider the following requirements when utilizing the
A+B method:
• Road User Cost/Day shall be determined by Traffic Engineering

Division and approved by the Deputy State Highway Engineer
Development prior to inclusion in contract documents.
• A maximum allowable number of calendar days required to complete
the project must be established by the Project Manager in the contract
documents. This will set the maximum number of days that the
contractor may bid but does not restrict the contractor from bidding a
lower number of days.
• The formula for awarding the contract is not used to determine
payment to the contractor. Payment is based on unit prices
established in the “A” component of the bid.
• The contract completion date is established based on the number of
calendar days in the “B” component of the bid as supplied by the
successful bidder.
• The scope of work and conditions encountered in the field on the
project must be well defined by the contract documents.
• A disincentive equal to the Road User Cost/Day is used to ensure the
contractor meets the “B” component of the bid.
30.2.2 – Lane Rental: The lane rental method, like A+B bidding, involves the
combining of traditional cost (A) plus time cost (B) to determine the low bidder for
purposes of awarding the contract. The time portion of the bid consists of the total
units of lane closure multiplied by the lane closure cost per unit, called lane rental
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cost. The units for the lane rental may be established based on the project
requirements (i.e. minutes, hours, days, etc.). Different lane rental cost may be
established in the lanes based on varying times of the day. For example, a lane may
have one cost per hour between 6:00 am to 6:00 pm and a lower cost per hour
between 6:00 pm to 6:00 am.
The lane rental cost for each lane and the maximum number of allowable lane rental
units for each lane is established in the special provisions by the Project Manager.
The Contractor then prepares the bid by combining the total unit cost for conventional
bid items and the time component of each lane rental unit. The contract is
awarded on the lowest bid from the following formula:
A + (B x LRC)
A = Total cost for conventional bid items
B = Number of Lane Rental Units
LRC = Lane Rental Cost / Unit
The following shall be considered by the Project Manager when Lane Rental is
utilized on a project:
• Lane Rental Cost/Unit shall be determined by Traffic Engineering

Division and approved by the Deputy State Highway Engineer
Development prior to inclusion in contract documents.
• The number of allowable lane rental units for each lane shall be
established based on the “B” component of the bid as supplied by the
successful bidder.
• The formula for awarding the contract is not used to determine
payment to the Contractor. Payment is based on unit prices
established in the “A” component of the bid.
• Lane rental units utilized by the Contractor greater than those
established in the bid shall be deducted from pay estimates at the lane
rental cost per unit in the contract provisions.
• The Project Manager may choose to include provisions in the
contract document that provide payments at the lane rental cost per
unit rate, for lane rental units not utilized by the Contractor based on
the bid number of units.
• The scope of work and field conditions of the project must be well
defined by the contract documents.
30.2.3 – Warranties: This method of contracting requires the bidder to submit a

conventional bid price which includes the cost of a warranty for the work for a
specific period of time. The required period of the warranty shall be established by
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the Project Manager in the contract documents. The warranty shall be only for items
which the Contractor has full control and not for long-term maintenance.
30.2.4 – Incentive/Disincentive (I/D)’s: I/D’s are a contracting method used to

motivate the Contractor to complete the project ahead of a schedule. DD-708
provides the WVDOH’s guidelines for I/D clauses in contracts. I/D’s are used
frequently in conjunction with the other contracting methods described in this
directive.
30.3 – Approval of Innovative Contracting Techniques: All contracting techniques

described in Section 30 of this directive require approval from the Deputy State Highway
Engineer Development prior to being considered on projects. Non-exempt and concurrence
projects require approval by FHWA.
A special provision must be prepared for any proposed “Innovative Contracting” method
with all bidding parameters defined and reduced to a bid item. The special provision must
include a Contractor’s proposal which provides time unit costs established by the WVDOH.
The Contractor then submits a bid of time for each appropriate bid item. The low bid is then
established as the sum of the total conventional bid item cost plus the total cost of the time
bid items. As stated in Section 30.1 above the proposal must clearly establish the means to
determine the “lowest responsible bidder” as the lowest total cost bid that is complete and
regular. The special provision must be reviewed and approved by Legal Division, Contract
Administration Division, Technical Section of Engineering Division, Deputy State
Highway Engineer Development and Federal Highway Administration.
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DESIGN DIRECTIVE
DD-711
GUIDANCE FOR EVALUATION OF CONTRACTOR’S BIDS
February 19, 2016
This Design Directive will give guidance and instruction, along with examples, on
how to evaluate the contractors’ bids received on all advertised projects. The Project
Manager of each project that is advertised and bids received, will be responsible for
evaluating the bids based on the analysis described herein. Based on the completed
analysis, the Designer will recommend awarding the project, or holding or rejecting the
bids.
If the bids are rejected, readvertisement will only occur after careful review
and/or revision of the PS&E package. The procedure described herein will also apply to
the readvertised project.
Attachment
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DD-711
10. General
10.1 Introduction: All bids received from contractors on each advertised

project must be evaluated prior to award to verify that the bids are
competitive, are within a specified range of the lowest bidder versus the
Engineer’s Estimate (Estimate), and do not show any signs of
unbalancing, bidding errors, plan errors, etc. This will apply to District
designed projects as well as In-House, Consultant designed, and
Alternative Delivery Methods (such as Design-Build) projects.
10.2 References: 23 CFR 635.114 United States Department of Transportation,

Federal Highway Administration entitled “Guidelines on Preparing
Engineer’s Estimate, Bid Reviews and Evaluation”, dated January 20,
2004 (hereinafter referred to as The FHWA Guidelines). This document is
available on the FHWA website at the following address:
http://www.fhwa.dot.gov/programadmin/contracts/ta508046.pdf.
20. Bid Evaluation
20.1 General: All aspects of every bid received on a project should be

evaluated for determination of whether a project should be awarded, or all
bids rejected and the project re-advertised. Concurrence in the award from
the Federal Highway Administration is required on concurrence and full-
oversight projects by the 2015 Stewardship Agreement between the West
Virginia Division of Highways and the Federal Highway Administration.
Items to be considered in evaluating the bids are as follows.
20.1.1 Comparison of the bids in relation to the last Estimate

approved before the bid opening. The Estimate should be
prepared according to the latest edition of DD-707,
“Development Of Engineers Estimate”. The basis used to
prepare the Estimate, such as the Statewide Unit Bid prices,
bids received on similar projects in the area, etc. should be
indicated. Anything that may have been overlooked in
preparing the Estimate should be noted also.
20.1.2 Competition consisting of the total number of bids and price

ranges of the various items in the bids. In Section 30.1 of this
Design Directive a table is given from The FHWA Guidelines
which describes how to establish the number of competitive
bidders on a project, and whether there is adequate competition
when compared to the Estimate. Four examples are also given
in Section 50.
20.1.3 The bids are not irregular or contain identifiable, major errors.
Also, the Estimate should be reviewed to verify that the
Designer has not made any major mathematical errors.
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20.1.4 The advertising period has given contractors time to adequately
familiarize themselves with the work to be performed in the contract
and to get solid quotes from suppliers and subcontractors.
20.1.5 Adequate time has been allowed for completion of the proposed work
described in the Contract Documents.
20.1.6 Combining the work with another project, or breaking out some of the
work into different projects. An example of this would be splitting a
project into a grading and drainage contract, followed by a paving,
lighting, signing, guardrail, and pavement marking contract.
20.1.7 Design or specification changes which could reduce the cost of the
work, or clarification of ambiguities which may be misinterpreted by a
contractor, so all contractors are working with exactly the same
information.
30. Bid Evaluation Process
30.1 Determination of Competition: From The FHWA Guidelines, competition may

be considered excellent when there are more than 6 bidders on a project that fall
within 20% of the lowest bidder, including the low bid. If this case does not exist,
or there are fewer than 6 bids on a project, then any apparently excessive bids
must be evaluated and justified according to the following table.
Number of Competitive Competition May Be Considered

Bids* (*Range = Low Adequate When The Low Bid
Bid + 20%)__________ Does Not Exceed**___________
5 120% of the Engineers Estimate

1 The Engineers Estimate
** Special projects should be noted where competition has historically been poor.
These projects should be reviewed independent of the requirements of this Design
Directive.
Single bids on a project require special investigation to determine the adequacy of

the bid and the Estimate, as described below under Section 30.2, Single Bids on a
Project.
30.2 Single Bids on a Project: When only a single bid is received on a project,
this bid should be the Estimate or less. Single bids can be received as a
result of many factors, which include the time of year the project was
advertised, not enough time allotted for contractors to formulate a bid, a
bid opening that has many projects in it, specialized character, complexity,
and/or location of the work, etc.
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The Division has the right to reject any and all bids without opening them
, and then readvertise for new bids.
A single bid exceeding the Estimate on a project must be carefully

examined by the procedures described in this Design Directive to justify
an award. Bid prices on similar projects in the bid project area may be
examined to see if the single bid unit prices are in accord with these other
projects’ unit bid prices.
Single bids may be concurred with and awarded for the following reasons.
These projects may consist of safety improvement projects which correct
hazardous conditions placing the traveling public in danger, emergency
repairs or replacements, projects which close gaps in completed facilities,
and projects which are critical in phased or staged construction with
multiple contracts to be awarded to complete the entire project.
40. Concurrence In Award
40.1 Justification of the Bid: Once the contractors’ bids have been analyzed
and the number of competitive bids has been established by The FHWA
Guidelines using the table in Section 30.1 of this DD, then the low bid is
compared to the final Estimate. If the low bid is outside of The FHWA
Guidelines for competitiveness and higher than the Estimate, then the
Estimate is to be carefully examined. This examination will consist of
comparison of the Engineer’s unit bid prices to those on similar projects.
Any single items which seem to be out of line with their unit cost on
similar projects, should be investigated and revised to more closely align
with other contracts and the going market unit price for that item. A
number of items may have to be investigated and adjusted. As a side note,
do NOT use any unit bid prices from any of the contractors’ bids during
this investigation.
As the results of these investigations are compiled, the previously given

table from The FHWA Guidelines in Section 30.1 is then utilized to
determine a Revised Engineer’s Estimate.
If the low bid is within The FHWA Guidelines for competitiveness based
on the table in Section 30.1, then if there are no other considerations the
Project Manager will recommend the project be awarded to the low
bidder.
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40.2 Justification Correspondence When Required: On all projects, a memo

is to be prepared noting the items in the Estimate that need a unit price
adjustment, including the justification for any adjustments. This memo is
sent to the Award Committee through the Contract Administration
Division for approval prior to the Award Meeting.
Each memo is to describe the analysis for one project only. There may be
multiple projects outside the FHWA Guideline’s ranges for competition in
any letting; each project will have it’s own justification memo. Multiple
projects on one memo are NOT allowed.
The Subject Line of these memos will give the State and Federal Project
Numbers, Project Name, County the Project is in, and the Call Number
and date of that particular Letting.
An example of the aforementioned memo is included as Exhibit A to this

Design Directive.
Note that no correspondence is sent to the FHWA concerning

competitiveness of the contractors’ bids, rather the FHWA does their own
analysis on the bid tabulations which they receive via electronic means
from the Contract Administration Division. The FHWA is invited to all
award meetings. On Full Oversight projects, Contract Administration
Division will obtain concurrence for all bids, including any revised bids
from the FHWA before the Award Meeting. This concurrence is obtained
by e-mail and the financial services used as of the date of this DD.
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50. Examples
The following examples are given to illustrate the use of the Table given in this
Design Directive from The FHWA Guidelines.
50.1 Example Number 1:
This project has six bidders, of which all are greater than the Engineers Estimate.
The Estimate and bids are as follows:
Engineers Estimate $10,068,079.55

Anderson Construction $14,571,407.59
Beta Builders $15,775,908.53
Council, Incorporated $17,680,165.78
Davis and Daughters, LLC $18,920,945.34
Embryo Construction Company $20,735,985.00
Floyd Rockbreakers $21,356,069.26
Utilizing the heretofore given Table under Section 30.1 of this Design Directive,
first, determine the number of competitive bids. The number of competitive bids
is the number of bids that fall within the range of the low bid plus 20 percent. On
this letting, the low bid was $14,571,407.59. The low bid plus 20 percent is then
$14,571,407.59 x 1.20, equaling $17,485,689.11. Examining the contractors’ bids
above, there are only two bids that are considered competitive. Since only two
bids are competitive, then the low bid must not exceed the Estimate by more than
5 percent. Comparing the low bid to the Estimate, it is seen that the low bid is
44.7 percent over the Estimate. Therefore, to award this contract, the Estimate
must be adjusted by the analyses and procedures heretofore described in this
Directive to justify the low bid no greater than 5 percent higher than the Estimate.
This project has four bidders, all of which are greater than the Engineers Estimate.
The Estimate and bids are as follows:

Animal Constructors $7,856,932.32
Bob’s Builders $7,967,000.00
Charlie Company $8,375,979.18
Dawn’s Construction Concern $8,599,628.23
Utilizing the heretofore given Table under Section 30.1 of this Design Directive,
first, determine the number of competitive bids. Again, the number of competitive
bids is the number of bids that fall within the range of the low bid plus 20 percent.
On this letting, the low bid was $7,856,932.32. The low bid plus 20 percent is
then $7,856,932.32 x 1.20, equaling $9,428,318.78. Examining the contractors’
bids above, all four of the bids are within this range, and are therefore considered
competitive. In this case, the low bid must not exceed the Estimate by more than
15 percent. Comparing the low bid to the Estimate, it is seen that the low bid is
17.8 percent over the estimate. Therefore, to award this contract, the Estimate
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must be adjusted by the analyses and procedures heretofore described in this
Directive to justify the low bid no greater than 15 percent higher than the
Estimate.
This project has four bidders, none of which are greater than the Engineers
Estimate. The Estimate and bids are as follows:

Emily Bridge and Steel $7,326,381.40
Fenton, Incorporated $8,071,329.00
Green Colour Erectors $8,172,563.80
Herd Construction Company $8,599,628.23
Utilizing the heretofore given Table under Section 30.1 of this Design
Directive, first, determine the number of competitive bids. Again, the
number of competitive bids is the number of bids that fall within the range
of the low bid plus 20 percent. On this letting, the low bid was
$7,326,381.40. The low bid plus 20 percent is then $7,326,381.40 x 1.20,
equaling $8,791,657.68. Examining the contractors’ bids above, it is seen
that all four of the bids are within this range, and are therefore considered
competitive. In this case, all bids are below the Estimate. If there are no
obvious problems with the bids, after careful review as described
previously in this Directive, then no justification is required and the
project can be recommended for award.
This project has four bidders, all of which are greater than the Engineers
Estimate. The Estimate and bids are as follows:

Carter and Sons Construction $5,194,129.09
Whitehouse, Inc. $5,328,721.70
Eclipse Building and Construction $5,571,000.00
Piper Company, Incorporated $5,598,276.80
Utilizing the heretofore given Table under Section 30.1 of this Design
Directive, first, determine the number of competitive bids. Again, the
number of competitive bids is the number of bids that fall within the range
of the low bid plus 20 percent. On this letting, the low bid was
$5,194,129.09. The low bid plus 20 percent is then $5,194,129.09 x 1.20,
equaling $6,232,954.91. Examining the contractors’ bids above, it is seen
that all four of the bids are within this range, and are all considered
competitive. It is seen that all four bids are above the Estimate. In this
case, the low bid must not exceed the Estimate by more than 15 percent.
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Comparing the low bid to the Estimate, it is seen that the low bid is 4.1
percent over the estimate, well within the range specified by the Table. If
there are no obvious problems with the bids, after careful review as
described previously in this Directive, then no adjustment of the estimate
is required and the project can be recommended for award.
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Exhibit “A”
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Earl Ray Tomblin Charleston, West Virginia 25305-0430 • (304) 558-3505 Paul A. Mattox, Jr., P. E.
Governor Secretary of Transportation/
Commissioner of Highways
December 16, 2014
MEMORANDUM
TO: Award Committee
THRU: DC
FROM: DD
SUBJECT: State Project

Federal Project
Name of Project
Call #
Name of County
Reference is made to the bids received (Date bids received for the subject project). This
project ______________________________________________(state purpose of project. One
competitive bid was received. The competitive bidder was 9.96% above the Engineer’s Estimate of
$6,126,569.00. A more detailed review of the Engineer’s Estimate was felt to be warranted and the
estimate was adjusted for the following items:
Item Number Description Previous Bid New Bid
204001-000 Mobilization $92,000.00/LS $528,000.00/LS

497000-004 Micromilling $2.50/SY $3.43/SY
These are items that were bid above the Engineer’s Estimate. This project is to be night
time construction and is located where competition has historically been poor for this particular
type of work. The unit price for these items is also affected by rising production and material costs;
therefore we may have underestimated their actual cost. The Engineer’s Estimate was increased by
$611,570.30, resulting in a final estimate of $6,738,139.30. The revised estimate results in the low
bid being under the Engineer’s Estimate and it is now within award guidelines.
Rejecting the bid and re-advertising the project would not generate more competition or
result in any appreciable cost reduction, nor would it be in the best interest of the public. Based on
the above, it is recommended that the project be awarded to West Virginia Paving, Inc., the low
bidder for the December 9, 2014 letting.
RJS:Tjd
REPLY
Approved: ___________________ Not Approved: _____________________ Date:___________________
bcc: DDR/I( ), DDI(AM), DDM( ), DD(MF), DT, DC(LL), DE/M-___, HD, CH, PP, PR
E.E.O./AFFIRMATIVE ACTION EMPLOYER
DESIGN DIRECTIVE
712
URBAN DESIGN CONSIDERATIONS
May 12, 2010
This Design Directive will give guidance and instruction for special urban design
considerations that must be evaluated when a project is in an urban area. The Designer of
each project will be responsible for evaluating such items as extra Temporary Traffic
Control Stone (Aggregate For Maintaining Traffic - Item 636002) required for the
Temporary Traffic Control plan, grading, seeding and mulching, topsoiling, urban
drainage, geometrics, accommodation of pedestrians, bicyclists, and transit (buses),
conformance with the Americans With Disabilities Act, and any other design item that
may be necessary by the nature of the design, such as environmental considerations, local
laws and zoning regulations, roadside safety, or “Context Sensitive Solutions”
requirements. References to other publications for use by the Designer will also be given.
Attachment
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10. Introduction
There are many special design considerations that must be evaluated by

the Designer when a project is in an urban area. The Temporary Traffic Control
Plan itself must be carefully analyzed and designed to allow for uninterrupted
access to residential units and businesses, and to keep through traffic flowing as
smoothly and safely as possible through the project area. Items such as topsoiling,
seeding and mulching (both temporary and permanent), urban drainage
requirements, accommodation of pedestrians, bicyclists, transit (buses – including
school buses), Americans with Disabilities Act requirements, and geometrics
(especially at intersections) also must be carefully evaluated and designed.
Roadside conditions must be identified and action taken to mitigate any potential
hazard to the traveling public. These are just some examples of special urban
design considerations. Any other design item that may be necessary by the nature
of the design, such as environmental considerations, local laws and zoning
regulations, or “Context Sensitive Solutions” requirements must also be
evaluated.
The latest editions of “A Policy on Geometric Design of Highways and

Streets” (Green Book) and “Guidelines for Geometric Design of Very Low-
Volume Local Roads (ADT<=400)” are referenced here to supplement the
information given in this Design Directive and the various other publications
mentioned for the Designer to utilize.
For urban projects (or projects in rural areas that are urban in character),
the Designer may be working closely with a person or persons from a local
municipality, a zoning regulation board, City Council, planning commission, or
any other local entity that may have jurisdiction or interest in the design of the
project. It is imperative that the Designer consider all comments from these
entities, and while all requests may not be feasible for inclusion in the project
design, the Designer should fully document the comments, who made them, and
reasons why or why not they were incorporated into the design.
20. Temporary Traffic Control
The plans for all urban projects shall contain a construction sequence
phasing plan (Temporary Traffic Control Plan) that allows access to all residential
units and businesses at all times. Of course, the contractor may change this plan at
his discretion and cost, but each set of construction plans must have a workable
sequence of construction shown for bidding purposes. All items of construction
such as utility relocations, drainage, grading, curb/gutter/sidewalks, timing or re-
timing of traffic signals, signing, and paving, etc. must be considered when
developing this plan.
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The Designer should note that some businesses, and on rare occasions
some residences, have more than one access, and, after the public involvement
process (see Design Directive (DD) 201) or the right-of-way negotiations are
complete, one or more of these accesses may be closed during the construction
phase(s) in that area. Access to residents and businesses may also be provided via
other properties, as long as the proper procedures for purchase of rights-of-way
are followed. The Designer is hereby directed to the latest edition of the Division
of Highway’s “Manual on Rules and Regulations for Constructing Driveways on
State Highways Rights-of-Way” for more information.
At times during construction, access to certain facilities may be closed for

short durations (such as 2 or so hours) by a special agreement between the
contractor and the business owner, or negotiated during the right-of-way process.
An access may also be closed so work can proceed during times that access to that
facility is not required, such as weekends or nighttime. This of course will vary
from business to business. School bus routes and entities with special vehicle
types, such as builders/deliverers of manufactured homes, etc. should be
considered also. Special agreements can be reached between the contractor and
any facility or entity for closing and using alternate accesses/routes used by that
facility or entity at any time. Any special arrangements concerning closing
accesses/routes made during Right-of-Way negotiations by the Division are to be
shown in the plans on the Property Ownership Index sheet in the “Comments”
section, and passed along to the District Construction personnel at the project’s
Pre-Construction Conference.
Emergency responders such as hospitals, fire stations, police stations, etc.,

must have access available at all times during construction. A General Note
should be placed in the Temporary Traffic Control Plans alerting the contractor of
local emergency information. This will allow the contractor to account for these
accesses in his/her bids. The Designer and the Right-Of-Way agent will be
responsible for working this out throughout the design and right-of-way process.
Alternate access via a mutually agreeable detour may be considered. In addition,
the Designer should consider making arrangements with emergency providers to
have equipment placed on the far side of a railroad crossing, intersection, or any
other roadway facility (when temporary closures of these facilities are considered
as part of the Temporary Traffic Control plan) for the period(s) of time that the
facility is to be out of service.
The Temporary Traffic Control Plan must also consider providing

pedestrians an accessible route through or around the work zone. Information
regarding this facet of the Temporary Traffic Control Plan can be found at the
following web address: safety.fhwa.dot.gov/PED_BIK/docs/designsafety.pdf.
Also, DD-681, Work Zone Safety and Mobility, and the latest edition of the
“Manual on Temporary Traffic Control for Streets and Highways” are hereby
referenced for more detailed guidance for the designer in designing a safe and
efficient Temporary Traffic Control Plan.
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30. Temporary Traffic Control (Aggregate For Maintaining Traffic) Stone
Enough Temporary Traffic Control (TTC) (Aggregate for Maintaining

Traffic) stone - Item 636002, shall be quantified in the plans to cover all phases of
construction. It is entirely possible that accesses and detours may have to
constructed and removed more than once during the duration of the project. A
properly analyzed and prepared Phasing of Construction Plan will indicate this to
the designer. The purpose of this Section of this DD is make sure a good,
workable Phasing of Construction Plan has been developed, and then utilized to
compute the TTC stone quantity. This item should be overestimated in urban
areas to prevent an insufficient bid quantity.
The number of times an access will have to be placed and removed can be
approximated. This number should then be multiplied by the length, width, and
thickness to compute the quantity of TTC stone for each access to be maintained.
Some businesses may have more than one access, or require only one be kept
open during business hours. It is also possible that full night closures, which result
in the complete removal of the stone, and subsequent reconstruction before the
need for the access the next day, will be required. In this situation, the same TTC
stone could be reused, reducing the amount of TTC stone required to be bid.
This same process as used for accesses could be applied to temporary

traffic detours. The number of times any detour would have to be constructed and
removed, and reconstructed in different locations would be used multiplied by the
length, width, and thickness of the detour to arrive at the TTC stone quantity.
Consideration should be given to placing Fabric for Separation under temporary
traffic detours when the detour is to remain in place for a long time period, or for
easier recovery when these detours are to be removed and the TTC stone reused.
40. Topsoiling/Seeding and Mulching
40.1 General
Items for furnishing and placing topsoil (Item 651001), and

Temporary/Permanent Seeding and Mulching (Specification Sections
642/652 respectively) will be placed in the plans for all urban area design
projects.
40.2 Grading
Mowable areas within the Division’s Right-Of-Way or Temporary

Construction Easement (TCE) lines should be blended in with the existing
slope of the ground tied into, to leave an area that the property owner can
mow without undue difficulty. Extra TCE should be taken to ensure that
the graded slope can be blended with the existing slope.
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40.3 Topsoil
Topsoil shall be in accordance with Section 651 of the latest issue

of the Standard Specifications, and/or the latest issue of the Supplemental
Specifications, or as specified in the plans. There may be instances where
special topsoil is required for environmental commitments, or to repair
existing landscapes or yards damaged by construction. Occasionally,
enough topsoil can be obtained from the project area itself and stockpiled;
if so a General Note indicating such will be included in the General Notes.
Areas where topsoil is to be placed will be indicated on the plans. Unless
otherwise specified, thickness of topsoil will be 6 inches on all areas to
receive Permanent Seed. Topsoil should always be placed after any
construction work is completed in that area. If any previously placed
topsoil is disturbed, it must be replaced with the same or very similar
mixture. After all work in an area has been completed and the area
topsoiled, then Permanent Seeding and Mulching is applied.
A special condition exists when there are mowable areas within the
Division’s Right-Of-Way or Temporary Construction Easement lines.
Residential or business lawns or other areas as noted during field reviews
require special consideration. Topsoil used on mowable areas within the
Right-of-Way and any Easement should be free of rocks. The Designer
should indicate this in a General Note, and the areas shown on the Plan
Sheets.
For projects with an amount of topsoil less than 5 tons, a

General Note may be placed in the plans indicating that payment for
the topsoil will be included in the unit bid price for another item, such
as Unclassified Excavation or Borrow Excavation.
40.4 Seeding and Mulching
40.4.1 Temporary Seeding and Mulching
Temporary Seeding and Mulching (Section 642 of the latest

issue of the Standard Specifications, and/or the latest issue of the
Supplemental Specifications) is required by the terms of the
November 5, 2007 State of West Virginia, Department of
Environmental Protection’s (DEP) National Pollution Discharge
Elimination System’s Water Pollution Control Permit, (NPDES
Permit) that will be applied for and approved for the project. This
permit is required for all projects having a disturbed area of greater
than one-half an acre. The Technical Section of the Engineering
Division prepares and handles all NPDES permits for the Division
of Highways.
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This permit states that by the seventh day after construction

activities cease, whether permanently OR temporarily,
stabilization measures must be applied. However, if any
construction activities will resume within 21 days after they cease
in the aforementioned area(s), stabilization measures need not be
initiated. These stabilization measures may include Temporary
Seeding and Mulching, and if so should be reflected in the
approved NPDES permit for the project. The Designer must
maintain coordination with the Permit Analyst during the
preparation of the project plans, so the Analyst may amend the
permit as needed, and not delay the approval times required by the
DEP for the NPDES permit.
Quantities for Temporary Seeding and Mulching will be

computed in conjunction with the construction phasing plan and
shown in a separate Quantity Table, and in the Summary of
Estimated Quantities. Seed mixture “B” as described in Section
642 of the latest issue of the Standard Specifications and/or the
latest issue of the Supplemental Specifications will be used for
Temporary Seeding, with the temporary seed mulched and
fertilized at the rates given therein. Note that rates are not given in
this DD. The purpose of this Section is to make sure that the
Designer has a good, workable Temporary Traffic Control Plan,
and uses it to compute the quantities.
Projects with less than 1 (one) acre of proposed

disturbed area are not required to have these items quantified
separately in a Table. Rather, a General Note may be placed
on the General Notes sheet stating that payment for this work
will be included in the unit bid price for some other item of
work, usually Unclassified Excavation, and the materials used
must conform to the latest issues of the Standard and/or
Supplemental Specifications.
40.4.2 Permanent Seeding and Mulching
Permanent Seeding and Mulching (Section 652 of the latest

issue of the Standard Specifications and/or the latest issue of the
Supplemental Specifications) shall be applied to topsoiled areas
after construction is complete in the subject area.
Quantities for Permanent Seeding and Mulching will be

computed in conjunction with the construction phasing plan and
shown in a separate Quantity Table, and in the Summary of
Estimated Quantities. Seed mixture “Type C-2” as described in
Section 652 of the latest issue of the Standard Specifications,
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and/or the latest issue of the Supplemental Specifications will be

used for Permanent Seeding in urban lawn areas, with the
permanent seed mulched and fertilized at the rates given therein.
“Type C-1” seed can be used in all other areas, as determined by
the designer during field reviews. Note, as in Temporary Seeding
and Mulching above, no rates are given here; the purpose of this
Section of this Design Directive is to make sure that the Designer
has a good, workable Phasing of Construction Plan, and uses it to
compute the quantities, therefore attempting to eliminate an
overrun of the actual quantity applied in the field.
Projects with less than 1 (one) acre of proposed

disturbed area are not required to have these items quantified
separately in a Table. Rather, a General Note may be placed
on the General Notes sheet stating that the work will be paid
incidental to some other item of work, usually Unclassified
Excavation, and the materials used must conform to the latest
issues of the Standard and/or Supplemental Specifications.
50. Geometrics
One of the most important considerations in the design of intersections is

capacity and level-of-service analysis. This is true for urban intersections as well
as rural intersections. Auxiliary lanes, channelization, and traffic control devices
(signs/signals) are used to obtain optimum intersection performance.
Intersections are also points of conflict between all types of traffic:

vehicles (including buses), pedestrians, and bicycles. See Sections 70 and 80
below concerning, respectively, Americans With Disabilities Acts requirements,
and Other Design Considerations. All of these road users must be considered
when designing an urban intersection. To provide the greatest safety to these users
while still maintaining a properly functioning intersection, the horizontal
alignment should be as straight and the vertical alignment should be as flat as
possible. The angle between the centerlines of the intersecting roadways should
be at or as close to 90 degrees (no less than 75 degrees) as possible. These factors
will usually provide the greatest sight distance possible. Intersection sight
distances should at least meet, if not exceed, those given in the latest edition of “A
Policy on Geometric Design of Highways and Streets” (Green Book).
Intersection sight distances are to be based on information given in the

latest issue of “A Policy on Geometric Design of Highways and Streets” (Green
Book), Criteria for Measuring Sight Distance. The driver’s eye height for
passenger vehicles is assumed to be 3.5 feet above the roadway surface, and for
large trucks 7.6 feet. Stopping sight distance is the most critical sight distance at
an intersection, therefore the object height is 2.0 feet. Passing sight distance is not
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applicable at intersections. The intersection area should be kept as free from

obstacles as possible within the existing right-of-way. If a new intersection is
being constructed, enough right-of-way should be taken to assure that sight
distances will be attained.
For intersections being reconstructed, the minimum edge of traveled way

of the design of the radius returns should accommodate a passenger vehicle (P),
but if a single-unit truck (SU) can be accommodated within the existing right-of-
way, this design vehicle should be used. For new intersections, the character of
the predicted traffic will dictate the design vehicle to be used to design the edge of
pavement of the radius returns. Again, this will depend upon the right-of-way
being available. The Designer is directed to the applicable chapter of the latest
issue of “A Policy on Geometric Design of Highways and Streets” (Green Book)
for more discussion, diagrams, and associated tables concerning the turning radii
for the edges of pavement.
60. Drainage
The Designer is hereby directed to the 2007 issue of the West Virginia
Division of Highway’s Drainage Manual, 3rd Edition, dated December 2007 for
information concerning drainage requirements on urban streets and highways. In
particular in this Manual, Chapter 5 deals with Storm Drainage Systems;
however the whole Manual must be carefully reviewed and followed for
drainage design on any project.
70. Americans With Disabilities Act Requirements
Design Directive (DD) 811, “Curb Ramps and Sidewalks” should be

utilized by the designer for compliance with the 1990 Americans With
Disabilities Act (ADA) requirements. The Designer must consider factors such as
crosswalk placement, items projecting into the path of the pedestrian way, proper
colors of signs/striping required, etc. Guidance for design of ADA features can be
found in DD-811 and at the following web address: www.ada.gov. All Divisions
and Districts in the Division of Highways are responsible for ensuring that ADA
requirements are met to the fullest extent possible. Additional information is also
located at the following FHWA links:
www.fhwa.dot.gov/environment/sidewalk2/index.htm and
www.fhwa.dot.gov/civilrights/ada_qa.htm.
It is possible that site conditions will not allow full implementation of the
design requirements of the ADA. In these cases, the Designer should strive to
conform to the requirement as much as the site conditions allow. If full
compliance cannot be obtained, the designer should document non-compliant
areas and why compliance cannot be obtained to the project file.
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80. Other Design Considerations
There are other design considerations that may have to be evaluated by the
Designer due to the nature of the project. Environmental considerations from the
project’s approved environmental document, any local laws and zoning
regulations which must be observed, or “Context Sensitive Solutions”
requirements must be considered in the project design. Landscaping, for an
example, may be part of a “Context Sensitive Solution” for a particular project,
and may need to be evaluated for its affect on elements of the projects design.
Of particular concern, urban streets and highways can serve

pedestrian/bicycle and bus traffic and as a utility corridor. Therefore, the Designer
must consider pedestrian/bicycle and bus use and accommodation of utility
relocations when designing an urban street or highway. Bus pull-off bays may
need to be provided. Reference is made to the following documents for
information regarding accommodation of these roadway users: State of West
Virginia “Statewide Plan for Accommodation of Bicycle Transportation and
Pedestrian Walkways”, dated September 1997; “Accessible Rights-of-Way
Design Guide: Sidewalk - Street Crossings - Other Pedestrian Facilities”, dated
November 1999 and are available on the Division’s website at
www.wvdot.com/engineering/Manuals/Traffic/PROWLguidel.pdf; “Guide for the
Planning, Design, and Operation of Pedestrian Facilities”, dated July 2004,
AASHTO; and “Guide for the Development of Bicycle Facilities”, dated 1999,
AASHTO, at the following address: www.communitymobility.org/pdf/aashto.pdf.
Information concerning the integration of pedestrians into the planning

and design of roadway projects is available on the FHWA’s website at
www.fhwa.dot.gov/environment/bikeped/publications.htm. This publication has
detailed information concerning the design of sidewalks, driveway crossings, the
design and placement of curb ramps (including detectable warnings) and
pedestrian crossings, and also how to provide information to pedestrians using the
facility. Research has shown that fatal pedestrian crashes are almost twice as
likely to occur in the urban environment than in a rural environment, since
pedestrian and bicycle activity is more common in the urban environment (see
NCHRP Report 612, Safe and Aesthetic Design of Urban Roadway Treatments,
as described below).
Also, information concerning proven safety countermeasures for the

protection of pedestrians and bicyclists is available on the FHWA’s website at
safety.fhwa.dot.gov/per_bike/ped/index.htm. These countermeasures consist of
studies, actions, and low-cost improvements that can be made to assure the safety
of pedestrians/bicyclists on projects, and have been proven to be cost-effective by
the FHWA.
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DD-712
The designer must also consider routing pedestrians/bicycles through the

work zone safely just the same as vehicular traffic. Reference is hereby made to
the latest edition of the Division’s “Manual on Traffic Control for Streets and
Highways”, which is also available on the Division’s website at this address:
www.wvdot.com/engineering/Manuals/Traffic/TCM_06L.pdf, Chapter D.
Pedestrian and Worker Safety in this Manual pertains solely to pedestrian and
worker safety in the work zone, and is hereby referenced for use by the Designer
to lay out a pedestrian traffic control plan through the work zone for the duration
of the project. This plan should be integral with the Temporary Traffic Control
Plan for vehicles, and include all phases of construction. Also, DD-681, Work
Zone Safety And Mobility, is to be consulted in the development of the
Temporary Traffic Control plan.
Design criteria for urban projects is dependent on the ultimate plan for
development of the local area, and should be adjusted to meet these needs. See
DD-610 for Geometric Design Criteria for Urban Highways. Any deviation from
the criteria listed in DD-610 will require a Design Exception. See DD-605,
Design Exception Policy, for information concerning what constitutes a Design
Exception (the 13 Controlling Criteria) and how it is to be documented and
approved.
Also, urban roadways are characterized by many potential roadside

hazards. Part of DD-610 concerns Horizontal Clearance to Obstructions, and
gives information concerning the minimum requirements for horizontal clearances
to obstructions for the various classes of roadways within the roadway
classifications system. NCHRP Report 612, Safe and Aesthetic
Design of Urban Roadway Treatments, which is available to the designer

on the web at the following address:
http://onlinepubs.trb.org/onlinepubs/nchrp/nchrp_rpt_612.pdf, describes and
details various strategies that should be considered for use in design of urban
roadways. Many potential roadside hazards, such as curbs, mailboxes, street light
and utility poles, landscaping, etc. must be left in place for various reasons and
the above referenced publication gives the designer more detailed guidance in the
treatment of these roadside hazards, to mitigate or prevent crashes with these
hazards. Other hazards the designer must consider are driveway entrances, lane
merges, and sidewalks. Appendix “C” of the aforementioned NCHRP Report 612
contains a “toolkit” for treatment of these, and other, roadside hazards in an urban
area.
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DESIGN DIRECTIVE
801
UNIFORM TERMINOLOGY FOR ROUTE IDENTIFICATION
May 13, 1996
In order to insure uniformity throughout the Division of Highways with regard to Route
Identification, the following terminology shall be used.
The basic route identification shall consist of the sign system name and number
supplemented, where needed, by the State legal (functional) system name.
1. I - Interstate shield route marker.
2. US - US shield route marker.
3. WV - Rectangular route marker.
4. CR - Round route marker.
Any route segment can and shall be identified by:
1. A prefix indicating the sign system, I, US, WV, or CR
2. The route number.
Examples are:
I-77
US 119
US 52
WV 16
WV 3
Kanawha County Route 5/6 (followed by (CR 5/6), remainder of document may
use CR 5/6); or
Cabell County Route 47 (remainder of document may use Route 47)
Note that County names must be used with County sign system routes since route numbers
repeat among counties.
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DESIGN DIRECTIVE
DD-802
TRAFFIC SKETCH MAP
June 30, 2014
All design reports and construction contract plans shall include a traffic sketch map. The
following procedure is to be used for obtaining the necessary traffic information.
Attachments
1 of 2
DD-802
TRAFFIC SKETCH MAP
Designers are to prepare sketch maps without traffic data as soon as practical. Reproducible
thereof will be submitted to the Traffic Demand/Analysis Unit of the Planning Division for
placement of the necessary traffic information thereon. Consultants will submit their maps through
the Engineering Division.
The Designer shall show on the sketch map the general alignment of the proposed
improvement, roads interchanging therewith or grade separated there from, relocated roads, ramps,
intersections affecting or affected by the design, and arrows indicating the desired traffic data. The
latter shall include the volume of all ramp movements at interchanges and turning movements at
intersections as well as mainline and cross road volumes. Where placing all information on the
sketch map will unduly clutter same or cause confusion, inserts showing blow-ups of individual
interchanges and intersections will be used.
Immediately upon receipt of the traffic information, the Designer shall draft the information
on the original tracing, indicate the date prepared or revised and submit three prints to the Director
of the Engineering Division.
All requests for traffic information shall be accompanied by:
1. A reproducible of the Traffic Sketch Map.
2. Description of the project termini including county and route number.
3. Project number (engineering number when possible).
4. Location on county or city map (many schematics are difficult to locate).
5. Exact years for which traffic information is required.
Sketch Maps prepared in the Design Report phase will not be used in the construction
contract plan phase. Separate maps will be prepared for each phase.
The Design Designation plus Traffic Index for all affected roads which would require a
separate pavement design shall be requested during development of contract plans and shown on
the Traffic Sketch Map.
To assure that traffic data indicated for structure plans is consistent with that presented on
roadway plans, the Roadway Designer is to furnish a Traffic Sketch Map to the Structure Designer
indicating the current and design year ADT on the structure itself and, if a grade separation, the
facility being overpassed. The required traffic data must be included on all bridge plans, including
the final plans.
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DESIGN DIRECTIVE
DD-803
DETERMINATION OF CONTRACT COMPLETION DATE
September 18, 2013
Attached for your use is the Division's written procedure for Determination of
Contract Completion Date.
This procedure is to be used for all projects unless otherwise directed.
Attachment
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DETERMINATION OF CONTRACT COMPLETION DATE
A. General Considerations
The Division shall establish a contract time duration on each construction contract in
order to determine the contract completion date. Several factors must be considered
when establishing contract duration, such as:
 Provide a time for the contractor to complete the project consistent

with historical records of Contractor performance on similar work.
 Emergency conditions.
 Minimize annoyances in residential areas.
 Minimize traffic disruption and delay in high traffic areas.
 Coordination with other activities and other projects to be performed

in the same work area.
 Political sensitivity and public awareness.
 Coordination with adjoining projects to provide usable roadway

sections.
Many of these factors can conflict with others and not all of them will have the same
importance for each project.
The contract duration time as shown on a bar chart for Estimating Contract Time
shall be established when the project is submitted for PS&E. If there are quantity
changes or other revisions during the PS&E review, the contract duration may be
revised. The bar chart as developed by the designer shall be submitted as part of the
pre-PS&E plan review to the Contract Administration Division.
Contract Administration Division’s PS&E unit will establish the contract completion
date using the contract duration time by adding additional time based on
considerations such as what the review process will be, status of utilities,
authorization of funds, length of advertising period, bid review period, award,
scheduling of preconstruction conference, and a conversion of the working day
contract duration to a calendar time period that accounts for holidays, weekends,
unsuitable weather conditions and anticipated winter shutdown time.
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Some projects will be selected by Division's management for special handling by
inclusion of either Incentive/Disincentive and/or other special concepts. When this
occurs, the designer in cooperation with Division's management shall adjust
production rates and other factors to reflect these special conditions. DD-708
contains guidelines for project selection and development of the
Incentive/Disincentive Special Provisions.
Restrictive hours on contractor's operations may be necessary when considering

various factors, such as high traffic volumes in lane closure situations and noise
abatement in residential areas.
Specification limits as they relate to seasonal limitations must be observed when

calculating contract time periods.
As part of this procedure for determining contract completion dates, the Division has
established "Guidelines for Production Rates and Chart for Contract Duration." This
document contains a set of production rates for many of the activities that occur in
highway/bridge construction projects. Production rates for all possible activities are
not included nor are all production rates used in each construction job. The
production rates may have to be supplemented with information from other sources
and should be tempered with good engineering judgement and past experience with
similar work. The "Guidelines for Production Rates and Charts for Contract
Duration" is divided into series of production rates for various categories. It also
includes the Chart for Estimating Contract Time. The Engineering Division will
update the "Guidelines..." as needed, but will at least do a complete update on a
three-year cycle. Additionally, the Contract Administration Division will select
appropriate projects every year on which the approved Project Primavera CPM
Schedule will be utilized to keep detailed records on the various operations and
compare those to the rates used to develop the contract time.
B. Steps for Establishing Contract Duration
In using this procedure, the designers in the respective design units will do Steps 1
through 6. This includes projects being done by Consultants who will submit the
Chart for Estimating Contract Time to the Review Section of the applicable
controlling Development Division. The designer in the controlling Division will
perform Steps 7 and 8, and the applicable PS&E unit will perform Step 9.
Establishing a project's duration will be accomplished with the following steps:
1. Review the project plans and specifications. Analyze and determine special
factors that are controls affecting completion or phasing of the work. If the
project has more than one phase, determine what work can be done in each of
the phases.
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2. List the required activities for each phase. These are listed on the chart for
Estimate of Contract Time. This list does not need to be exhaustive but does
need to include all controlling items of work activities on the critical path.
3. List each quantity of the unit of work that will be used as a basis for
estimating the duration of that activity, e.g. for storm sewers this would be
the number of linear feet of pipe, etc.
Each Division supplying a component of the project shall furnish a separate

chart to the controlling Division for that component. This shall be integrated
onto a chart for the project with only the major phases being shown or just
simply shown as a single line activity with its appropriate duration.
When multiple projects are combined into one contract for bidding purposes,
the working day calculations for each project shall be integrated into a single
chart which shall reflect the total number of working days necessary to
complete both projects.
On a project with more than one phase use only that quantity associated with
that phase. If the list of pay items shows, for instance, 10,000 cubic yards of
excavation for a project, that has two phases, that have approximately the
same amount on each phase, put 5,000 cubic yards as the unit of work for
excavation in Phase 1 and 5,000 cubic yards as the unit of work for
excavation in Phase 1 and 5,000 cubic yards as the unit of work for
excavation in Phase 2. Extreme accuracy is not required. It is only necessary
that the parts of activities sum to the whole, but a percent or two of error on
any phase will not affect the results.
4. Use the production rates to convert the units of work into work days. Do this
for each activity in each phase.
5. Drawing the Bar Chart for Estimating Contract Time.
a. Select a scale to draw the bar chart, i.e. if the project is about 200
days and fits on one form, make each block 10 days. More than one
page may be used for long projects. Succeeding pages may be for
later time periods.
b. Put the first activity bar on the bar chart, beginning at day 1 and
extending the line for the duration of that activity.
c. Determine how many days after the beginning activity has started
until the second can start. Use that contract day as the starting date of
the second activity and extend the bar for the duration of the second
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activity.
For each succeeding activity, the designer must decide if its start is
dependent or partially dependent on a preceding activity. If so, then
the beginning of the activity is placed to reflect this dependence.
d. Repeat until all activities are completed on the chart. Use more than
one form sheet if necessary.
6. On each form used, complete the federal and state project number, county
name, preparation date for the chart, the name and phone number of the
person who established the contract duration, and the contract time in
working days.
7. This chart is now sent along with the pre-PS&E plans to the Contract
Administration Division and/or Assistant District Engineer for Construction
for review. This is generally done at the final office review (See DD-202). If
the project does not have a final office review, the chart along with the pre-
PS&E plans must be submitted to Contract Administration Division and/or
ADEC by the project manager prior to submission to the Contract
Administration Division’s PS&E Unit.
8. The "Chart for Estimating Contract Time" shall be submitted by the designer
to Contract Administration Division’s PS&E unit and also will be maintained
in the project file. The "Chart" maintained in the project file shall have
attached all backup charts that were developed for various phases, such as
individual bridges, and submissions from other design units, such as Traffic
Engineering and Structures.
9. Contract Administration Division’s PS&E unit will use the "Chart" which is
in working days and convert it to a calendar period in order to establish a
contract completion date. Factors to be considered by the PS&E unit include
the following along with other applicable provisions:
a. Conversion from working days to calendar days will be made by use

of the Scheduling Conversion Matrix which is updated every year by
the PS&E unit. There are two matrices which can be used. One is
based on a five-day work week and the other is based on a six-day
work week. These matrices exclude the major holidays of Memorial
Day, Independence Day, Labor Day, and the Thanksgiving
Thursday/Friday holiday. The five-day matrix shall be used for most
projects. The six-day matrix can be used when it is advantageous to
the Division of Highways to accelerate the completion of the project.
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b. Winter shut down due to seasonal limitations will be addressed if the
contract duration requires the work to occur during two or more
construction seasons. The matrix does not include any working days
for the period of December 1st to March 31st.
c. Status of utility report from the Right of Way Division will be

checked to determine if any time adjustments are needed before the
project is advertised or the Contractor will be able to start work. Also
a determination should be made for coordination with utilities for any
concurrent utility relocation work required.
d. A time factor will be added to the date the PS&E package is projected
to start through the Division's management approval process and, if
appropriate, review and approval by the Federal Highway
Administration. This time factor should reflect items such as:
1) Authorization of funds - state and/or federal.
2) Review time.
3) Printing plans.
4) Advertising period.
5) Bid review period.
6) Award time.
7) Scheduling preconstruction conference.
8) Start of work after notice to proceed.
e. Certain projects shall have seasonal completion dates that will

provide the Contractor time flexibility in scheduling the actual work
to reflect that a single Contractor may have several projects to
complete. Projects with seasonal completion dates shall include a
special provision that will limit the on-site time to minimize the
disruption to traffic by specifying the number of allowed calendar
days. If the number of allowed calendar days is exceeded, then
contract liquidated damages or some other specified monetary amount
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shall be assessed. Projects with seasonal completion dates will
generally have a construction cost of less than $500,000 and be of the
following types:
1) Resurfacing.
2) Guardrail.
3) Bridge Deck Overlays.
The seasonal completion date for projects advertised in the early part
of the year will generally be October 31st for resurfacing and
November 15th for other project types, but the seasonal dates may
vary based on particular conditions, such as the District locality or the
current specifications related to weather and temperature limitations.
For projects advertised late in the year where completion of the work
is not critical to that construction season, the seasonal completion
date shall be established as June 30th of the next year. If the
Contractor undertakes the project work during winter shutdown, the
above mentioned special provision shall include restrictions as to the
on-site time that would disrupt traffic.
f. With all of the above time factors considered and totaled, a contract
completion date will be entered in the Contractor's proposal at the
appropriate location.
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GUIDELINES FOR PRODUCTION
RATES AND CHART
FOR
CONTRACT DURATION
MARCH 1996
Sections Page
Major Grade and Drain Projects (Over 1 MCY) 9
Minor Grade and Drain Projects (Under 1 MCY) 10
Major Paving Projects 11
Small Rural Projects 12
Small Urban Projects 13
Resurfacing 14
Structures, Culverts and Overlays 15-19
Traffic Items 20-21
Chart for Estimating Contract Time 22
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MAJOR GRADE AND DRAIN PROJECTS
OVER 1 MILLION CUBIC YARDS
Operation Rate Per Working Day
 Clearing and Grubbing 5-8 acres/day, not to exceed 15 days (overlap with
grading).
 Excavation 8,000 CY/8 hour shift (adjust down proportionally for

percentage of rock or up for rural and terrain as
appropriate).
 Aggregate Base Course 2,500 tons/day on mainlines.

1,200 tons/day on ramps and side alignments.
 Asphalt Pavement 1,500 tons/day on mainlines.

800 tons/day on ramps and side alignments.
 Concrete Pavement 5,000 SY/day on mainlines.

1,500 SY/day for ramps and side alignments - add 2
days for throats, tapers, etc.
 Pipes Less than 60-inch 300-foot/day.

60-inch and greater 100-foot/day.
 Curbs, Curbs and Gutters 1,000 LF/day on mainlines.

500 LF/day on non-mainline.
 Guardrail 3,000 LF/day on new construction.

1,500 LF/day all others.
 Fencing 2,000 LF/day (should overlap with excavation).
 Seeding 3 acres/day (normally occurs with excavation - allow

3 days at end for closeup of project).
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MINOR GRADE AND DRAIN PROJECTS
1 MILLION CUBIC YARDS OR LESS
Operation Rate Per Working Day
 Grading 8 AC/day rural high volume.

1 AC/day urban low volume.
 Excavation 6,000 CY/day rural.

1,000 CY/day urban.
 Aggregate Base 3,000 Tons/day rural.

1,000 Tons/day urban.
 Asphalt Pavement 1,000 Tons/day mainline.

500 Tons/day other.
 Concrete Pavement 5,000 SY/day new mainline.

1,500 SY/day other.
 Pipe Less than 60-inch - 300 LF/day.

60-inch and up - 100 LF/day.
 Curbs, Curbs and Gutters 500 LF/day.
 Guardrail 2,000 LF/day mainline.

500 LF/day urban and old alignments.
 Fencing 1,000 LF/day (overlap with excavation).
 Seeding 3 AC/day (not to exceed 10 days at end for

closure of project - should proceed with
excavation).
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MAJOR PAVING PROJECTS
Roadway Operation Rate Per Working Day
 Fine Grade 2,500 LF per 24-foot lane.
 Aggregate Base Course 3,000 to 3,500 tons/day mainline.

1,000 to 1,500 tons/day on ramps.
 Chemical Stabilized Show overlaps with paving except 12 working days

for placement and curing.
 Soil Type Base Course 2,000 to 3,000 tons/day.
 Bituminous Surface
Treatment 5,000 to 10,000 SY/day.
 Asphalt Pavement 3,000 to 3,500 tons/day on mainline.

1,000 to 1,500 tons on ramps.
 Concrete Pavement 2,500 LF per 24-foot lane.

3,500 LF per 12-foot lane.
1 ramp per day.
 Shoulder Construction 800 to 1,200 CY/day.
 Curbs and Curb and Gutter 1,500 to 2,000 LF/day.
 Guardrail 2,000 to 2,500 LF/day.
 Seeding and Mulching 8 to 10 acres/day not to exceed 16 working days.
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SMALL RURAL PROJECTS
 Clearing and Grubbing 2 acres/day.
 Excavation 400 to 600 CY/day.

(Unclassified, Draining
Ditch, Undercut and Borrow)
 Aggregate Base Course 400 to 600 tons/day.
 Chemical Stabilized Show overlaps with paving except 12 work

Subgrade and Base days for placement and curing.
 Soil Type Base Course 300 to 500 CY/day.
 Bituminous Surface 5,000 to 10,000 SY/day.

Treatment
 Asphalt Pavement 800 to 1,000 tons/day.
 Concrete Pavement N/A.
 Pipe 100 to 200 LF/day.
 Inlets/Manholes 1 Ea/day.
 Curbs and Curb and Gutter 500 to 700 LF/day.
 Fencing 600 to 750 LF/day.
 Seeding and Mulching 5 acres/day not to exceed 10 working days.
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SMALL URBAN PROJECTS
 Clearing and Grubbing 1 acre/day - must consider other incidentals, i.e. pipe
removal, pavement removal, etc.
 Excavation 100 to 500 CY/day.

(Unclassified, Draining
Ditch, Undercut, Borrow)
 Aggregate Base Course 300 to 500 tons/day.
 Chemical Stabilized Show overlaps with paving except 12 working days

Subgrade and Base for placement and curing.
 Soil Type Base Course 200 to 500 CY/day.
 Bituminous Surface 2,000 to 5,000 SY/day.

Treatment
 Asphalt Pavement 300 to 600 tons/day.
 Concrete Pavement N/A.
 Pipe 50 to 200 LF/day.
 Inlets/Manholes 1 Ea/day.
 Curbs and Curb and Gutter 300 to 500 LF/day.
 Fencing 300 to 500 LF/day.
 Seeding and Mulching 3 to 5 acres/day.
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RESURFACING
 Asphalt Base Course 500 to 1,000 tons/day.
 Asphalt Surface Course 0.6 to 1-inch - 500 to 800 tons/day.

1-inch - 500 to 1,000 tons/day.
 Asphalt Patching and 300 to 600 tons/day.

Leveling Course
 Shoulders and Ditches 1 mile/day.
 For other items see Small Rural or Small Urban Projects depending on type of
resurfacing.
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STRUCTURES, CULVERTS AND OVERLAYS
The following working days required for the various operations are based on using one crew.
In many instances, more than one crew can be used to an advantage on a certain structure, or
an entire project. However, reason and judgement must be used in reducing the required
time, when using more than one crew, since some times it cannot be reduced regardless of
the number of crews, e.g. curing time.
Structure Operation Rate Per Working Day
 Temporary Structure 20 days including construction and removal.

(100-foot bridge with 2-lane roadway.) Additional
time shall be given to structures requiring the
contractor to submit design drawings for approval.
 Dismantling Structures
• Superstructure 3 to 5 days for overall span lengths of 20 to 100 feet.
5 to 10 days for overall span lengths of 100 to 400

feet.
10 to 25 days for spans over 400 feet.
• Substructure Time for removal of substructure will vary widely,

depending upon type, size, depth below grade, and the
portion required to be removed.
 Excavation 3 to 4 days for average bent where excavation can be

done in the open.
5 to 8 days where blasting rock is anticipated.
12 to 14 days when cofferdam is required (will be

greater for deep water).
 Driven Piles 10 to 12 piles/day. Add one day/bent for steel piles

with anticipated length over 40 feet.
 Predrilled and 4 to 5 piles/day. Add one day/bent for steel piles

Grouted Piles with anticipated length over 40 feet.
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 Forming and Pouring 1 to 2 days per bent, increase for complicated

Footings layouts (skewed, U-shaped wingwalls, etc.).
 Forming and Pouring 2 to 5 days per mid-span bent.

Columns 1 to 2 days per end bent, add 1 day to
end bent for wingwalls.
 Forming and Pouring 5 days for average cap, will vary with
Caps size, length, and complexity of cap.
Add 1 day to end bent when backwall is part
of substructure.
 Curing Time For Caps 5 days (7 calendar days) unless unfavorable

For Placing Superstructure weather conditions require a longer period.
 Placement of Select Time for placement of select embankment will

Embankment vary widely, depending upon length, height,
difficulties due to proximity, and depth below
water.
Scour mat at piers - 4 days/bent.

Slope protection - 100 CY/day.
 Superstructure Fabrication Additional time should be given if the

fabrication time overruns the allotted time
given to complete the work required prior to
installing the superstructure. A conversion
factor of 1.7 has been used to convert the
calendar days to working days.
• Rolled Steel Beams 53 to 106 working days.
• Plate Girders 71 to 106 working days.
• Prestressed Concrete
Beams 35 to 53 working days.
• Stressed Timber Decks 71 to 88 working days.
• Expansion Device 35 working days.
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 Setting Rolled Steel Beams 6 to 12 beams/day, depending upon length and
accessibility, add one day/span for bolting
diaphragms.
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 Setting Plate Girders 3 to 4 girders/day depending on length and

access with 1 day added for field splicing, and
2 to 3 days/span for bolting diaphragms.
 Setting Prestressed 4 beams/day minimum, depending upon

Concrete Beams length and site conditions (accessibility,
method of erection required by conditions,
etc.).
 Setting Stressed Based on a 40-foot - single lane bridge.

Timber Deck
• Types A and C 1 day for setting modules. Add 2 days for

attaching all hardware and stressing deck.
• Type B 1 day for setting modules. Add 4 days for

attaching all hardware and stressing deck.
Add 1 day for 2-lane bridge.
 Installing Expansion Device 3 days/expansion device including installation

and testing (if two expansion joints are on the
same bridge then count 5 days for that bridge).
 Forming, Pouring, Curing 7 to 10 days/span with additional 5 days

and Stripping Reinforced curing for last span only. (32 to 40-foot
Concrete Deck roadway width and 40-foot length.)
 Grooving Bridge Deck 1 day/span.
 Rails, Metal 3 to 4 spans/day.
 Rails, Concrete Barrier 40 linear feet/day for bridges less than 200
feet in length.
2 days for 200-foot bridge length (assuming

slipform) and additional time for bridge
lengths over 200 feet (includes placing
reinforcing steel and concrete).
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 Approach Slabs 5 days/each approach slab including temporary

drainage. (Additional time required when special
drainage is part of approach slab. Note that contractor
must wait a certain number of days after placing the
approach fill before he can construct the approach
slab. If a portion of this waiting period is not taken up
by overlapping project work, then the net waiting
period time should be included in the determination of
working days).
 Culvert Excavation Single barrel and maximum length of 70 feet.
5 days (wide variation depending upon method of

excavation required, site conditions, amount of
excavation required, need for cutting diversion
channel, presence of rock in bed, etc.).
 Concrete Culvert Single barrel and maximum length of 70 feet with no

transverse construction joints.
19 days total:
6 days forming.
2 days for wingwall footing and bottom slab.
2 days for walls.
2 days top slab assuming forms are constructed
concurrent with excavation.
3 days casting.
1 day wingwall, footing and bottom slab
1 day walls, and
1 day top slab.
10 days curing, stripping forms and backfilling.
 Overlays (LMC) Special consideration should be given to traffic flow.

In most cases traffic flow will dictate the construction
process. Lead time for expansion dam fabrication
should also be taken into consideration.
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 Class 1 Bridge Deck 2,500 SF/day.

Removal (Machine Work)
 Class 2 Bridge Deck 250 SF/day.

Removal (Hand Work)
 LMC Placement 5,000 SF/day.
 Concrete Curing Time 4 days/pour.
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TRAFFIC ITEMS
Work Item Rate Per Working Day
 Signs, Signals, Pavement 10 days added to end of project, if total project time
Marking and/or Highway exceeds 80 working days.
Lighting
If Project Time is less than 80 Working Days, then Traffic Item Time will have to be
calculated.
Traffic Signals Rate Per Working Day
 Ordering Signal Equipment 75 days for projects when ordering supports.
35 days for projects when ordering control equipment

only.
 Installing Signal 15 days for a single installation.

12 days per intersection for multiple installation.
Pavement Markings Rate Per Working Day
 Ordering Pavement 30 days/project.

Marking Material
 Long Lines 50,000 LF/day.
 Specialty Markers
• Stop Lines, etc. 500 LF/day.
• Arrows and Letters 50 units/day.
• RPM's 400 to 800 units/day.
Signing Rate Per Working Day
 Ordering Signing Material 60 days/project.
 Ordering Overhead Sign 80 days/project.

Structures
 Erecting Overhead Signs 10 days/structure.
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TRAFFIC ITEMS
Signing Rate Per Working Day
 Erecting Sign Supports
• WF Supports 100 LF/day.
• U Channels 300 LF/day.

• (Exclude Delineators)
 Erecting Signs 1,000 SF/day.
 Erecting Delineators 100 units/day.
Highway Lighting Rate Per Working Day
 Ordering Lighting Material 75 days/project.
 Erecting Lighting 3 days/support.
Impact Attenuators Rate Per Working Day
 Ordering Material 30 days/project for permanent devices and 15

days for temporary attenuators and sand
barrels.
 Installing Attenuators 1 to 3 days/unit.
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CHART FOR ESTIMATED CONTRACT TIME
DATE__________________ SHEET _____ OF _____
UNIT
ACTIVITY PROD WORK
OF
RATE DAYS
WORK
23 of 23
FEDERAL-AID PROJECT NO. ________________________ STATE PROJECT NO. ______________________ COUNTY_______________________

NAME __________________________ PHONE NO._____________________ WORK DAYS FROM MATRIX = CONTRACT TIME ___________
DD-803
23 of 23

FUNDING SOURCE IDENTIFICATION SIGNS
March 10, 2020
Supersedes November 1, 1994
DELETED
1 of 1
DESIGN DIRECTIVE
805
USE OF CORPORATION LINES
March 16, 2006
All projects shall show the boundary (corporation) lines between municipalities and their
surrounding areas.
The corporation lines, within the project limits, shall be shown graphically in the plans and
on the Title Sheet, with station value(s) assigned to the entrance(s) and/or exit(s) from the
municipality when the proposed alignment crosses its corporation lines. Utilizing this information
which has been shown on the plans, it will be left up to the contractor to correctly calculate the
breakout of quantities between “Municipal” and “Non-Municipal”. This information is then used to
determine the proper assessment that should be applied to contracts in or partially in one or more
municipalities to cover the business and occupation or any other municipal tax which may be
applicable.
In each applicable Table in the Tabulation of Quantities sheets, the stations of the
corporation lines will be shown but not indicated as corporation line stations. Quantities shall be
computed up to the indicated station(s), utilizing these stations as “breakpoints”, and then
continued from this “breakpoint”. No summation of quantities will be made in the Tables at this
“breakpoint”; rather the contractor will be responsible for this computation.
Also, a General Note is to be placed in the plans when this situation occurs on a project. A
sample note is given here:
Notice to Contractors
This project is (in part is) located in the corporate boundaries of the city (cities) of
(city name(s)).
The Corporation Limits depicted in the plans are based on the best available
information provided by the city (cities) of (city name(s)). The corporate boundaries
have not been surveyed or field-verified and should be considered approximate.
Separate quantities for work to be performed within the corporate boundaries of the
(each) city are not provided in the plans.
It shall be the responsibility of the contractor to determine the quantities applicable to

the (each) city for all municipal taxes levied by the (each) city, to include but not be
limited to Business and Occupation Taxes.
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DESIGN DIRECTIVE
806
POLICY FOR INSTALLATION OF
SCREENING ON HIGHWAY OVERPASSES
November 1, 1994

policy for “Installation of Screening on Highway Overpasses”.
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DD-806
POLICY FOR INSTALLATION OF

SCREENING ON HIGHWAY OVERPASSES
Background
Objects thrown or dropped from highway overpasses by pedestrians or the drivers or

passengers of vehicles using the structure usually fall harmlessly to the ground, causing no more
than a litter problem. However, some highway structures are placed over or adjacent to other
transportation facilities such as another roadway, a railroad or a navigable stream, or to sensitive
areas such as playing fields, school yards or high-turnover parking lots. In these cases, measures
may need to be taken to prevent the accidental or deliberate throwing of objects or debris onto
persons or property below.
In all cases where screening or fencing of an overpass is proposed, the benefits and impacts
must be carefully weighed. While the screening may result in an increase to the safety of those
below the highway, there are possible detrimental impacts including increased maintenance and
repair costs, reduced access for bridge inspection crews, increased difficulty in snow removal and
ice control, and where the screening is on a traffic barrier or parapet, the possibility that an errant
vehicle may climb the face of the barrier and strike the screen. All of these factors must be
considered in the decision to install screening and in the design which is chosen.
Additional information can be found in the AASHTO publication, "A Guide for Protective
Screening of Overpass Structures."
Policy
It shall be the policy of the Division of Highways to evaluate the need for screening on
bridges or overpasses when:
1. A new structure is being designed;
2. An existing structure is being renovated; and
3. A pattern of accidents or public complaints indicates that there is a problem with

objects or debris being thrown or dropped from an existing overpass or viaduct.
Factors which will be considered in the decision to install, or not to install, screening shall
be as follows:
1. Presence of a sidewalk;
2. If no sidewalk, proximity to a school, playground or neighborhood which may

generate a significant number of children who may play on or around the structure.
Besides protecting those below, the screening may prevent children from climbing
on the railing and falling off of the structure;
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DD-806
3. The presence of a transportation facility such as a roadway, a railroad or a navigable

waterway below the overpass or bridge. In the case of a railroad or navigable
waterway, the frequency and sensitivity of the traffic passing under the structure
shall be taken into account;
4. Requirements of the entity or agency over which the structure passes such as a
railroad, the Corps of Engineers or the National Park Service;
5. Effect on aesthetics or on maintenance, including inspection, snow removal or ice

control or navigation lights, and the maintenance of the screening itself; and
6. Effects on the safety of vehicles crossing the structure, especially where speeds are
high.
This policy is intended to recognize that isolated incidents of the type which it is intended to
address may occur at any structure. The intent is to assist the designer in identifying those bridges
where the probability of occurrence is high or where problems are known to exist and to assure that
reasonable protective measures are taken at those locations.
The type of screening to be used will be determined by the designer, based on the
dimensions of the structure and the sensitivity of the area to be protected. It will be the
responsibility of the designer to document the project file with the decision not to install screening,
the factors influencing the decision and the reason or reasons for the type of screening chosen.
3 of 3
DESIGN DIRECTIVE
807
APPALACHIAN HIGHWAY PROJECTS
PREFERENTIAL USE OF WOOD POSTS
November 1, 1994
The Appalachian Regional Development Act of 1965 provides that "in the construction of
highways and roads authorized under this section, the States may give special preference to the use
of mineral resource materials indigenous to the Appalachian region."
Where it is compatible with the character of the project and abutting land use, for example, in
rural areas, wood shall be specified for guardrail posts and for fence posts.
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DESIGN DIRECTIVE
808
CLIMBING LANES
November 1, 1994
Truck climbing lanes shall be of the same width as the through lanes on the mainline. A
usable four-foot shoulder shall be provided with three feet being paved if paved shoulders are being
used on the highway. A two-foot offset is to be provided from the four-foot usable shoulder to the
face of guardrail.
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DESIGN DIRECTIVE
809
FIELD OFFICES
February 8, 2017
Supersedes August 1, 2003

policy on the construction of "Field Offices".
This document provides general information and guidance regarding the determination
of the type of construction field office required for West Virginia Department of Transportation,
Division of Highways’ construction projects.
Attachment
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DD-809
FIELD OFFICES
The Division's specifications include four types of construction field offices; Item
640002-001, Large Field Office and Storage Building; Item 640001-001, Standard Field Office
and Storage Building; Item 640006-001, Small Field Office; and Item 640005-001, Minimal
Field Office. Their inclusion in construction contract plans is to be as set forth below.
Engineers
Estimated
All Roadway System Classes
Contract
Amount
640002-001 640003-001
Greater than
Large Field Office and Storage Building
$10,000,000
Building Equipment
640001-001
640003-001
Greater Than Standard
Building
$5,000,000 Field Office and Storage
Equipment
Building
640003-001
Greater Than 640006-001
Building
$1,000,000 Small Field Office
Equipment
Engineers Estimated Contract Amount $1,000,000 or less

Roadway System Class
NHS NON-NHS
Not Scheduled to extend thru winter Scheduled to extend thru winter
640006-001
Small Field * Option 1 * Option 2 * Option 1 * Option 2
Office 640005-001
640006-001
Minimal Field No Field Office No Field Office
Small Field
Office
640003-001
640003-001
Building
Building
Equipment
Equipment
* At Regional Construction Engineer’s option
Where projects are being designed by Consultants, all contacts with the District
Construction Engineer will be made through the WVDOH Project Manager for the subject
project.
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DESIGN DIRECTIVE
810
PHOTOGRAMMETRIC MAPPING, SURVEY CONTROLS AND AERIAL
PHOTOGRAPHY
September 1, 2003

guidelines for the “Photogrammetric Mapping, Survey Controls and Aerial Photography” to be
used on all projects.
Attachments
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DD-810
PHOTOGRAMMETRIC MAPPING, SURVEY CONTROLS

AND AERIAL PHOTOGRAPHY
All persons engaged in Photogrammetric Mapping and Aerial Photography shall

reference the requirements as described in the “Reference Guide Outline Specifications for
Aerial Surveys and Mapping by Photogrammetric Methods for Highways,” and the Surveying
and Mapping Manual, U.S. Department of Transportation, Federal Highway Administration.
Aerial Photography
Aerial photography shall be undertaken for the primary purpose of providing imagery of
appropriate quality, accuracy and scale, and related products as may be used in the
photogrammetric compilation of planimetric base, topographic, or orthophoto maps which meet
U.S. National Map Accuracy Standards. The contractor shall furnish all materials, supervision,
labor, equipment, and transportation, and shall execute and complete all of the work required by
the contract in conformance with these specifications and any contractual modifications to these
specifications. If conflicts exist, the Classification Standards of Accuracy, and General
Specifications of Geodetic Control Surveys and the Manual of Photogrammetry and the
Surveying and Mapping Manual referenced above will govern.
Unless specifically directed otherwise, photography will be accomplished during the

period when deciduous trees are barren, and generally between 10:00 a.m. and 2:00 p.m. local
time when the sun angle is not less than 30 degrees. Photography will not be acquired when the
ground is obscured by snow, haze, fog, or dust; when streams are not within their normal banks;
or when the clouds’ shadows will appear on more than 5% of the area in any one photograph.
The photographs shall not contain objectionable shadows caused by relief or low solar altitude.
Overlap (Forward Lap) on all photography in the direction of the line of flight shall be
60% ± 5%. Overlaps (Forward Laps) not within this range may be sufficient cause for rejection
of all photographs in the strip. Exception to 60% for projects using airborne GPS. The overlap
(Forward Lap) for projects designated to be flown using Airborne GPS may be 80% ± 5%.
Sidelap between the line of flight shall be 30% ± 5%. Sidelaps not within this range may
be sufficient cause for rejection of one of the flights. Exception to 30% for projects using
airborne GPS. The sidelap for projects designated to be flown using Airborne GPS may be 50%
± 5%.
Tip and tilt of the photography should be kept to a minimum. Tip and tilt shall not
exceed 4o. Tip and tilt greater than 4o shall be cause for rejection.
Crab of the photography in excess of 3o is undesirable and crab in excess of 5o on two or

more of the photographs shall be cause for rejection.
Infrared photography: approximately 10” x 10” contact print. An indirect photographic

technique (electronic thermography or equivalent) will be employed to detect low level heat
emissions.
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Aircraft
The aircraft to be used shall be equipped with all essential navigational and photographic
instruments and be operated by a well-trained and experienced crew. Performance of the aircraft
shall be adequate to complete the proposed project in accordance with the technical
specifications. All operations shall be in conformity with the applicable official regulations and
ordinances.
Aerial Camera
All aerial photography shall be exposed with a calibrated precision type camera. A
calibration report from USGS shall not be more than 3 years old and shall have an AWAR rating
of at least 85 line pairs per millimeter per inch resolution. Unless otherwise specified, the aerial
camera will be a Wild RC-20, 6” focal length; a Wild RC-30, 6” focal length; and/or a Zeiss
RMK TOP, 6” focal length; or Zeiss LMK 2000 or 1015 or equal precise camera with forward-
motion compensation. The use of flight management systems and gyro-stabilized camera
mounts are highly recommended. The focal plane of the aerial camera must be set so the
calibrated focal length shall be 153.00 mm ± 3.00 mm. The camera shall expose a 9” x 9” image
negative. The focal plane and fiducial (reference) marks must be permanently fixed in rigid
orientation with one another. The cameras must produce eight (8) fiducial (reference) marks on
each negative for accurate location of the principal point (geometric carts). The platen against
which the film is pressed shall not vary from a true plane by more than ± 0.0005.
Film Labeling
Each exposure shall be clearly labeled by mechanical means in ink at the edge of the
negative just inside the image area and on the north edge for north-south flights and on the west
edge of east-west flights. This labeling shall include the following information as a minimum:
WVP-No. Date of Scale of Camera Focal Flight Exposure

Photography Photography Length Line No. No.
The “Scale of Photography” shall be given as a representative fraction, e.g., 1:6600.

“Flight Line” numbers are not to be repeated anywhere within the photographic coverage of the
contract, but will be numbered consecutively, starting with line no. 1 and continued sequentially
over all flight lines and scales. “Exposure Numbers” for any flight strip will be numbered
consecutively from “Exposure No. 1,” and continuing to the end of that flight line.
Photo Index Map (if required and requested)
Upon successful completion of all photography for a project, the Consultant shall prepare
and deliver 2 copies of an index map, sheet size 23” x 34”. The title block shall have the
following information:
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Aerial photo index, project name, Consultants name, date of photography, negative scale,
scale of photo index, and lens-camera combination serial number. A north arrow shall be placed
near the upper right hand corner of the sheet. Towns, streams, major roads and other items,
which would aid in identifying a particular area, shall be labeled.
All prints and diapositives shall be exposed on approved paper and film by means of an
automatic dodging printer. Prints and diapositives shall be delivered flat, trimmed on all sides,
as flush with the image as possible, and still retain the fiducial marks. Photographs and
diapositives which are not clear and sharp in detail and of below average contrast, and not free
from static marks, stains, and other blemishes that would interfere with their intended purpose
will be rejected.
Field Control , Datum and Units
See Appendix A
Analytical Triangulation
Analytical triangulation shall be used to supplement ground control for absolute

orientation of the stereo models. Supplemental control established by this process shall have a
root-mean-square not exceeding one part in 10,000 of the flight height.
Map Compilation
The Consultant shall digitally compile maps. Stereo photogrammetric methods using
only precision analytical instruments of recognized accuracy and of a type approved by the
Division of Highways shall be used for map compilation. Planimetric data and topography
(contours) shall be furnished in three-dimensional format obtained from digital terrain models.
Digital data described herein will have the following working units:
MU (Master Unit) = Feet

SU (Sub Unit) = Inches
PU (Positioned Unit) = 100
MicroStation Design Plane and Global Origin
There are a number of factors that affect the coordinate range within the state of West
Virginia. These include:
State plane zone – south or north

Horizontal datum – NAD 27 or NAD 83
Units – meters or U.S. survey feet
It is possible to design a MicroStation seed file that can accommodate any and all
combinations of the above options. Geographically, the maximum horizontal coordinate
positions within the state will be around 3,000,000 feet in the easting position and 860,000 feet
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in the northing position. The finest resolution that will work with all possible combinations of
units, datum, and zone is 0.001 feet. Many surrounding states including Kentucky and Georgia
have adopted a positional unit or unit of resolution of 0.001 feet.
The Global Origin is set as the lower left corner of the design plane and assign it the
unique coordinate position (0,0) and adopt the following convention for the Working Units:
Master units: Feet

Sub units: Inches
100 Sub units per master unit
10 Positional Units per Sub Unit
This combination will allow us to provide mapping for the entire state of West Virginia
within one seed file. The finest resolution for coordinates in this file will be 0.001 feet.
Mapping Scale (English)
1"=20' CI 1.0 ft.

1"=50' CI 2.0 ft.
1"=100' CI 2.0ft
1"=200' CI 5.0 ft
1"= 400' CI 10.0ft
Terrain Data
Terrain data shall consist of mass points, breaklines, and spot heights. Terrain data shall
be free from duplicate points and free from points duplicated in different files. Duplicated points
are defined as points that have identical coordinates.
Contour Accuracy
At least 90% of all contours shall be within one-half the regular contour interval at
correct elevation. No contours shall be more than a full regular interval from correct elevation as
could be determined by test sections or profiles from existing or basic control. Contours in any
local area, which could be brought to within this tolerance by shifting up to 0.4” (on the map) in
any direction, will be accepted as being correctly plotted. This requirement will not be
applicable in areas where the ground is obscured during aerial photography by foliage or
prevalent smoke. Dense shadow contours shall be shown as dashed lines. Areas which are
totally obscure shall have a polygon placed around said area and labeled “Obscure Area”.
Planimetric Features
Ninety percent of all planimetric features shall be plotted “well-defined.” “Well-defined”

is defined as being plottable at the published scale within 1/50 of an inch. Well-defined features
are those that are easily visible or recoverable on the ground. Examples include road
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intersections, railroad crossing, towers, corners of buildings and structures, and centers of small
buildings.
Features not identifiable upon the ground within “well-defined” limits are not considered
as test points, even though their positions may be scaled closely on the map. Examples include
outlines of tree lines, wetlands, shore lines, and in many cases, drainage.
Sheet Size
All sheets shall conform to the “English” series size. The overall sheet dimensions are
34” wide and 22” high.
Reduced drawings (1/2 size) shall be printed on “A3” size paper which has dimensions of
11” x 17”.
Grid
On all scales a 5 inch x 5 inch grid shall be placed on the sheet with the line intersections
emphasized. Any intersection outside of the mapping boundary shall be labeled with its
respective north and east coordinates.
Cells and Levels
A current cell library and level symbology package obtainable from the Division of
Highways shall be used.
Data Files
Map data files are to be furnished on CD-ROMS in DTM (ASCII), Intergraph DGN and
Auto CADD format. Each file shall contain topographic data corresponding to the interior of the
neat area of each finished sheet of mapping. One set of all final mapping data shall be submitted
on CD-ROM.
Scanning
Film diapositives are to be scanned with a high quality, properly aligned and calibrated,
industry standard photogrammetric scanner. The photogrammetric scanner must have an
acceptable positional (geometric) accuracy (RMSE equal to or less than 3 microns in both the X
and Y direction) and a high radiometric resolution (24 bit is acceptable for color). Each scanned
image must include all of the film diapositive (including all fiducial marks) and must be clear
and free of defects not found on film diapositive. Each film diapositive is to be scanned
separately at true micron resolution in JPEG tiled with 256 tiling on a CD. The image contrast
must be balanced and consistent throughout the entire collection of scanned film diapositives.
Each scanned image will be judged for acceptability and may be rejected if the above
requirements are not met.
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Orthophotograph Compilation
All maps must meet the accuracy, quality, and completeness described in detail herein.
Image consistency will be pleasing in overall appearance in terms of image density levels and
density ranges. Objectionable scan lines, mismatched imagery, dust marks, scratches, out-of-
focus imagery, or other defects that interfere with normal use may be cause for rejection of the
orthophotographic maps.
Completed Projects
The Engineering Division has the responsibility of filing and maintaining the current
status of all photogrammetric maps, aerial photography, image files, and survey control data for
photogrammetrics.
Upon the completion of a project the following materials will be submitted to the
Engineering Divisions Photogrammetry Section: All scales of photogrammetric hardcopy
mapping (Hardcopy only if requested by WVDOT Project Manager), detailed model reports,
aerial photography, camera calibration reports, control photography, negatives, film diapositives,
and digital images.
Ground control data will include global positioning system station logs, established
monument descriptions, field books, and control point reports.
Design (DGN) files will contain all digitized features including but not limited to houses,
roads, annotated contours, vegetation, and drainage. Two copies of these files are to be delivered
in Microstation and Auto CADD Formats on CDs to the Photogrammetry unit.
Digital Terrain Model (DTM) files will include all triangulation results and digitized
surface information including regular points and breaklines.
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APPENDIX A
“FIELD CONTROL, DATUM AND
UNITS”
WV DOT 2000 Technical Guidelines

for GPS Control Surveys
DD-810
“FIELD CONTROL, DATUM AND UNITS”
WV DOT 2000 Technical Guidelines for GPS Control Surveys
Control surveys for the West Virginia Department of Transportation are normally
accomplished early in the project. Many times these surveys are completed during the
photogrammetric mapping of the project corridor. As such the control effort serves multiple
purposes including providing photo control positions and establishing control monuments for the
design and construction surveys that follow. Carrier phase (survey grade) GPS methods can
provide very accurate positioning. Due to the importance of the control work, the following
guidelines must be followed during the control phase.
Datum and Units

All control surveys shall be established using West Virginia state plane coordinates in the
zone (north or south) in which the project falls. The limits of the north and south zones fall
along county lines. When portions of a project lie in both the north and south zones as defined
for the state of West Virginia, the project should be referenced to the zone that contains the
majority of the project.
Unless instructed otherwise by the Department, all surveys shall be referenced

horizontally to the North American Datum of 1983 (NAD 83) and vertically to the North
American Vertical Datum of 1988 (NAVD 88.) Horizontal ties to NGS control points that are
part of the High Accuracy Reference Network (HARN) are strongly preferred. Horizontal
control points classified as either A- or B-order by NGS make up the HARN. West Virginia’s
HARN was adjusted in 1995 and as such the HARN positions are therefore referenced to the
NAD 83 (1995) datum. The original adjustment of the NAD 83 datum was completed in 1986;
positions resulting from this adjustment are therefore referenced to the NAD 83 (1986) datum.
Positions between the two adjustments should not be mixed and matched within a control
network as substantial differences resulted from the more accurate adjustment made for the West
Virginia HARN.
All positions should be expressed in the units of U.S. survey feet. The U.S. survey foot is
based on the equality of 39.37 inches equals 1 meter, exactly. The international foot is based on
the equality of 2.54 centimeters equals 1 inch, exactly While the differences between the U.S.
survey foot and international foot may first seem insignificant, they are in fact very significant
when working with positional values in the hundreds of thousands or millions common with state
plane coordinate positions.
Therefore, when converting positions between metric and English units, the following
conversion factors should be used:
3.2808333333333 feet per meter

or,
0.3048006096013 meters per foot
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Alternately, the exact conversion can be used for programming spreadsheets or other
software for the conversion between metric and English units:
3937 / 1200 feet per meter

or,
1200 / 3937 meters per foot
The table below summarizes the requirements as set forth in this section:
Control Survey Requirements

Control Method Survey Grade GPS
Horizontal Datum NAD 83
Vertical Datum NAVD 88
State Plane Zone Natural – North or South
Units U.S. Survey Feet
GPS Network Design
Control surveys established using GPS methods should be conducted using static and/or
rapid static observation methods. Kinematic methods should not be employed for establishing
control positions. Networks should be designed for strong geometry using closed loops and
should make use of independent baselines only. Radial networks with no redundancy are not
acceptable for control projects. All points must be connected to the network by at least two
independent baselines.
Additionally, trivial or dependent baselines should not be used in the final network. The
number of independent baselines gained from any observation session will be one less than the
number of receivers employed in the observation. For example, three independent baselines will
be gained from an observation session where four receivers collected simultaneous data.
The table below highlights the minimum requirements for GPS network design for
control projects:
Network Requirements
Min Number Known Horizontal Control Points – When Using HARN 2
Min Number Known Horizontal Control Points – When Using 1st Order 3
Min Number Known Vertical Control Points (1st or 2nd Order Preferred) 4
Max Number Baselines in Single Loop 12
Max Loop Length (miles) 62
Min Number Observations Represented in Loops 2
A minimum of two horizontal control points must be included in the network when A- or
B-Order control points from the West Virginia HARN are used. A minimum of three horizontal
control points must be included when first-order control points are used. Horizontal control
points classified as second- or third-order should not be used as horizontal control for new
networks.
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At least four vertical control points must be included in any control network. Additional
vertical control points should be added as GPS networks become larger. NGS first- or second-
order control points are preferred over third-order control. Vertical control may be established
by extending differential level loops through network points or by occupying known benchmarks
during network observations. Regardless of the method employed, vertical control stations must
be occupied at least twice during network observations.
The figure below illustrates a GPS network with good network geometry and adequate
horizontal and vertical control ties.
NGS S-8
B-order horizontal
BM 348
BM Y291
BM Z41
Differential Level Loop

NGS Q-8
NGS Control Point
B-order horizontal New Control Point
Concrete Monument
Figure 1 – The GPS network shown above has strong geometry. The minimum
requirements are met for the number of horizontal and vertical control points in the
network.
Notice in the figure that two horizontal control points were tied to the network. Three
independent baselines extend from each of these B-order control points to the network.
Additionally, level loops were carried out from three benchmarks to eight network points. The
differential elevations were then available for use in the network adjustment.
The geometric location of the vertical control points is as important as the sheer number
of vertical control points used. Notice in this case that the vertical control points are well
dispersed throughout the network. Two of the vertical control points fall at the westernmost
limits of the network. Three points fall along the easternmost limits. Three additional points are
located near the center of the project. The number of points and their near ideal location within
the network should provide accurate GPS elevations for all points within the network.
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Contrast the first network with the geometry found in the network shown below:
NGS S-8
B-order horizontal
BM Z41
BM Y291
BM 348
Differential Level Loop

NGS Q-8
NGS Control Point
B-order horizontal New Control Point
Concrete Monument
Figure 2 – While the minimum requirements are met for the number of horizontal and
vertical control points in the network, the location of the vertical ties would be expected
to provide less accurate elevations for the eastern limits of the project.
This network satisfies the general requirements for GPS surveys. Again two HARN
points were tied in the network by three independent baselines for each point. Differential
elevations were established at six network points. Based solely on the number of vertical control
points, this network might appear to meet the requirements for control surveys. The location of
the vertical control points within the network, however, would not be expected to produce as
strong results as the previous example. In this case, all of the vertical control points are located
in the westernmost third of the project. The GPS elevations derived near the easternmost limits
of the project could have significant error due to the lack of vertical control points in that part of
the network.
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To ensure accuracy for all new control points established, the maximum number of
individual baselines that comprise a closed loop shall be held to 12. Consider the example
network below:
7 7
10 16 4
11
8
8
Figure 3 – The number of independent baselines in each of the closed loops is shown in the
network above. The rules for construction of a control network are violated as 16 baselines
comprise the loop found in the right half of the network.
This network adheres to the rule for baseline construction with the exception of the
closed loop that comprises the right half of the network. This loop is formed by 16 independent
baselines – exceeding the maximum of 12 baselines. A baseline could be added to the network
near the center of the closed loop to allow the network to comply with the limit of 12 baselines.
In addition to the requirements for the maximum number of baselines in a single closed
loop, the following table lists the occupation requirements for control networks:
Independent Occupations Per Station

3 or More 10%
2 or More
New Stations 30%
Vertical Control Stations 100%
Horizontal Control Stations 25%
2 or More for “Station Pairs” 100%
To meet the requirements of the Department, 10 percent of the network points must be
occupied at least three times; 30 percent of the new stations must be occupied at least twice. All
vertical control stations should be occupied two times. In contrast, only 25 percent of the
horizontal control stations must be occupied at least two times. All “station pairs” or intervisible
permanent monuments should be occupied at least twice during the GPS observations to ensure
their accuracy for future conventional surveying needs.
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15 16
Consider the figure at right
where each of the different linetypes is MON B
indicative of an observing session or
MON A
three GPS technicians. It should be
apparent that observations were 12 17
conducted at network points 11, 12,
and Mon A for one session. The table
below lists the number of occupations 18
conducted at each of the network 19
11
points.
Figure 4 – Individual observations in the control
network are shown as different linetypes.
Number of Occupations Network Points

One time 12, 15, 17, and 19 44%
Two times 11, Mon A, Mon B, and 16 44%
Three times 18 11%
Table 1 – The number of independent occupations from the network shown in Figure 4 is
summarized.
Notice from the table that each of the occupation requirements is met. Eleven percent of
the points were occupied three times. The two points that comprise the intervisible monument
pair were occupied twice.
Monumentation Requirements
Permanent monument pairs must be established as part of any control project carried out
for the Department. This requirement ensures these monuments will be readily available for
conventional surveys that are conducted during the design and construction of the facility. These
permanent monuments shall be constructed of an iron pin with cap set in concrete. The concrete
must extend a minimum of 24” below the ground surface and the iron pin must extend a
minimum of 30” to ensure the stability of the monument during the planning, design, and
construction phases. Monuments shall be constructed as intervisible pairs such that either
monument is readily visible from the other.
Each monument shall be referenced to surrounding features in the landscape by a

minimum of three distances. A sketch of the area surrounding the monument shall be made. A
general “to reach” description shall be provided for each monument by providing directions to
major features such as road intersections, bridges, railway crossings, etc. All reference
information shall be entered on a single monument description sheet. A sample sheet is included
in the appendix to this document.
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A minimum of three intervisible monuments shall be established for small projects, such
as bridge replacement projects. Larger projects shall have, as a minimum, intervisible pairs
established at a nominal spacing of one mile.
Monument 58-03
Concrete Monument
12" Oak
X
B
A
C X A 12.5' to PK Nail in Edge Road
MON B 22.7' to 12" White Oak
X
ly
Pol ive C 24.6' to Fence Corner
r
X
Ch
D
ain
X
HW
Lin
kF
X
Y
en
58
ce
X
Figure 5 – A sketch of the monument should include the major features found in the
landscape near the area of the monument and at least three distances to easily
identifiable points.
Whenever possible, monuments should be located in public rights of way or other areas
accessible to survey crews. Moreover, they should be located outside the construction limits of
the project so that they are preserved during construction of the facility.
Obviously the main purpose for leaving behind pairs of intervisible monuments is to
facilitate future conventional ground surveys. To ensure an accurate azimuth between
intervisible monuments is gained from the GPS surveys, all intervisible monument pairs must be
connected by an independent baseline. Review the figure below:
New Control Point

New Permanent Monument
Figure 6 – The absence of a baseline tie between the two permanent monuments in the
network at left above would result in a less accurate azimuth between the intervisible pair.
Conversely, the baseline tie between the monuments in the figure at right above should lead to
an accurate azimuth between the monuments.
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To review the requirements for permanent monuments, all control projects conducted for
the WVDOT shall:
Establish as a minimum three permanent intervisible monuments for a small project.

Larger projects should establish intervisible pairs of permanent monuments at a
nominal spacing of one mile.
Establish permanent monuments in public rights of way or other areas with easy
access.
Provide a detailed reference sketch and “to reach” description so that the monuments
can be found easily in the future.
Establish baseline ties between monument pairs to ensure accurate azimuths are
gained from the GPS observations.
Offset Control Points
When control projects are conducted to provide control for aerial photography and
mapping projects the construction of targets prior to the photographic mission is preferred. Due
to project or time constraints, some projects will be conducted without the benefit of the
placement of aerial targets prior to the flight. In these cases, the photo control points will consist
of features found in the natural landscape. The control of “photo-identifiable” features can
provide accurate when care is taken in the establishment of control positions.
Whenever possible, a strong preference is given to features that do not require an offset
for the GPS occupation. Many fence corners, sidewalk intersections, pavement striping, parking
lot corners, and similar features provide excellent control locations for photogrammetric
mapping projects. There are times, however, when utility poles or other features must be used as
photo control points. Offsets are necessary when control features are used that can not be
occupied directly with a GPS receiver. Extreme care must be used in measuring the direction
and distance from the GPS control point to the photo-identifiable feature.
Acceptable methods of measuring the direction and distance of the offset include:
Magnetic compass readings and cloth tape distances to the offset feature as long as
the offset distance is held to five feet or less. The magnetic declination and
convergence angle must be applied in the office calculations.
Astronomic observations to establish direction for subsequent total station
measurement of the direction and distance to the offset point. The convergence angle
must be applied in the calculations.
Establishing two control points in the vicinity of the photo identifiable feature so that
a total station can be used to measure the direction and distance to the photo features.
The azimuth determined from the state plane coordinates is a grid azimuth; the
convergence angle and declination to not apply to these calculations.
The measurement of the direction by using a hand-held magnetic compass is the cheapest
and easiest method of determining the direction to the offset point. This method is also the least
reliable, due primarily to a lack of care in the field and omissions in the office calculations.
Extreme care must be used when this method is employed.
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The magnetic pole differs from the pole of the earth’s axis. Therefore the magnetic
declination (difference between magnetic north and true north) must be determined and applied
to all offset calculations when the direction is determined by compass readings. Be very careful,
the magnetic declination changes with time. Although USGS 7.5-minute quadrangle maps show
the magnetic declination in their legend, the declination is a snapshot in time. It is not unusual
for the actual declination to differ from the one shown on the quad sheets by several degrees due
to the age of many of these maps.
Software should be used to predict the declination for the time and location of the actual
project survey. The USGS provides free software that can be used for accurate magnetic
declination determination. The magnetic declination for the state of West Virginia currently
(November 1999) varies from around -6.3 degrees at Williamson to approximately -10.3 degrees
at Martinsburg.
Additionally, the convergence angle must be applied to all offset calculations when a
magnetic or astronomic azimuth is determined. The convergence angle is the angular difference
between true north and grid north. The convergence angle is solely a factor of the location of the
project in the state plane projection. It is readily available from geographic conversion packages,
like CORPSCON, which is available free of charge from the U.S. Army Corps of Engineers.
Many GPS packages provide the convergence angle as part of the output from their software.
Finally, the convergence angle is listed along with the state plane positions for all control points
found in the NGS database. The magnitude of the convergence angle will be much less than the
magnetic declination. The magnitude of the convergence angle increases as you move away
from the center of the projection.
JV4743; North East Units Scale Converg.
JV4743;SPC MD - 691,483.72 1,049,003.59 sFT 1.00002143 -0 35 10.3
JV4743;SPC WV N - 119,028.440 734,566.160 MT 0.99994137 +0 59 55.6
JV4743;SPC MD - 210,764.658 319,736.935 MT 1.00002143 -0 35 10.3
JV4743;UTM 18 - 4,383,213.164 247,942.209 MT 1.00038229 -1 52 10.7
JV4743;UTM 17 - 4,383,591.944 763,405.613 MT 1.00045432 +1 57 14.0
Figure 7 – NGS data sheets list the convergence angle (last column) for all points within their
database. The excerpt from a data sheet shown above illustrates the West Virginia north zone state
plane coordinates along with the scale factor and convergence angle.
Example
An offset from a GPS point to a utility pole was measured using a magnetic compass.
The indicated direction was N 43° E. USGS software was used to determine the magnetic
declination as -7° 15’. CORPSCON was used to determine the convergence angle for the point
in the West Virginia north zone as +1° 10’. Determine the corrected grid direction that should be
used in the offset calculations.
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Solution
A sketch of magnetic (MN), grid (GN), and true north (star) at this point is shown above.
We want to convert the direction from a magnetic azimuth to a grid azimuth. It should be
apparent that the magnitude of the correction will be the sum of the magnitudes of the two
angles, or 8° 25’. In this case the correction must be subtracted from the magnetic reading.
Therefore the correction to be applied to the magnetic reading is -8.4 degrees. The actual
correction for the angle is shown below:
Grid Azimuth = 43° - 8.4°

= 34.6°
A detailed sketch must be provided regardless of the method employed to determine the
coordinates of the offset control point. The sketch must include a north arrow, the GPS control
point, the photo control point, surrounding features found in the landscape near the control point,
and the direction and distance from the GPS control point to the photo point.
The final survey report provided to the Department should include all offset calculations
performed for the project. Information provided for these offset calculations must include the
magnetic declination (when applied) and convergence angle for the project area.
Final Survey Report
A survey report must be prepared for all control projects performed for the Department.
The contents of the survey report should include each of the following:
Executive summary
Network map
Baseline summary (showing baseline quality statistics)
Network adjustment summary (showing final weighting strategies)
Final coordinate position listing for all network points
Offset calculations (where applicable)
Final coordinate listing for photo control points (where applicable)
Data Sheets for all monuments established
Data Sheets for all known horizontal and vertical control points held in the final
adjustment
The executive summary should provide a good overall explanation of the control project.
Information in the executive summary should include, as a minimum:
Project location, date, and professional in charge of project

GPS observation methodology (static, rapid static, etc.)
Coordinate projection used
Applicable horizontal and vertical datum
Units (U.S. survey feet, meters, etc.)
GPS hardware used
- single- or dual-frequency
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Software used for baseline processing and network adjustment

Crew size
Maximum baseline length
Type of ephemerides employed in baseline processing – broadcast or precise
Number of network points (include known and unknown)
Number of fixed horizontal control points in final solution
Number of fixed vertical control points in final solution
Number of independent baselines
Ratio – independent baselines to network points
Listing of all horizontal and vertical control points employed, including the order of
accuracy of each
A sample executive summary is shown in the appendix to this report.
Data sheets for each of the permanent monuments established shall be provided in the
final survey report. Each of the monument data sheets shall include:
A detailed sketch of the monument, including a minimum of three distances measured

to readily identifiable features in the surrounding landscape.
A “to-reach” description, referencing major features such as road intersections,
bridges, railroad crossings, etc.
The applicable state plane zone (WV north or WV south.)
The applicable horizontal and vertical datum.
The final state plane position of the monument (northing and easting.)
The orthometric elevation of the monument, including the method used for
establishing the elevation (GPS derived, differential levels, etc.)
The units of measurement (U.S. survey feet, meters, etc.)
The geoid model employed when elevations are GPS derived (GEOID96, GEOID99,
etc.)
Finally, data sheets should be included in the report for each horizontal and vertical
control point used in the control project. Printouts of the NGS control data sheets should be
included when NGS points are used. The data sheets for each of the points should indicate the
order of accuracy of the control point and the known positional values.
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Project Datum Calculations
Distances between points in a state plane coordinate projection (grid distances) differ
somewhat from the distances measured between the same points on the surface of the earth. This
is because it is impossible to project information from the earth’s curved surface to a
mathematically perfect (flat) grid without introducing a small amount of distortion.
The small differences between grid and actual (surface) distances become an issue in
transportation design and construction. West Virginia (and many of our neighboring states) has
adopted a method of creating individual coordinate projections for projects that encompass
limited geographical areas. The idea is to create a “project datum”, or small coordinate
projection, where the distances within this new grid are effectively the same as the distances on
the ground. This project datum is a derivative of the state plane coordinate projection.
The Department used to employ county factors for use in creating a project datum
projection. These county factors were determined using an average elevation and scale factor for
the county. The factors were determined for the North American Datum of 1927 (NAD 27).
The factors should not be used for projects today because:
The factors are not appropriate for the NAD 83 horizontal datum used almost
exclusively today.
Many projects have considerable length and extend through multiple counties,
creating confusion as to which county factor (or average county factor) should be
used for the project datum shift.
Significant elevation changes within a project’s length can require more careful
consideration in the determination of the appropriate project factor.
The current method employed for projects conducted for the Department is as follows:
Determine the state plane position of all control points within the project.
Determine the average scale and elevation factors for smaller projects; determine the
scale and elevation factors at the beginning, middle, and end of larger projects.
Calculate the “combined” or grid factor for the project as the product of the scale and
elevation factors. The grid factor at the beginning, middle, and end of larger projects
will be determined.
Calculate a weighted average grid factor for the larger projects from the formula:
GF = (Beginning + 4 x Middle + Ending ) / 6
Calculate the project datum factor as the inverse of the average grid factor.
PDF = 1 / Grid Factor
‘Stretch’ the state plane coordinates by holding one point at or near the center of the
project. The project datum factor defines the amount of the stretch.
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Held Point
State Plane Position
Project Datum Position
Figure 8 – The new positions of the points on the project datum reflect a
stretch outward from the held point. In this case a point near the center of the
project was held fixed.
Detailed information regarding the determination of the elevation and scale factors are
illustrated in the following sections.
Elevation Factor
The elevation or ellipsoid factor (formerly known as sea level factor) is used to project a
horizontal ground distance to the ellipsoid used in geodetic calculations. Technically it is the
ratio of the distance on the ellipsoid to the actual surface distance.
From similar triangles, this is the same as the ratio of the earth's radius to the radius plus
the elevation of the survey line above the ellipsoid. The earth's radius is approximated as
20,906,000 feet or 6,372,150 meters. How is this radius determined? The constant of
20,906,000 is a good average of the earth’s radius for the conterminous United States.
Technically the radius changes, becoming smaller as you move north due to the flattening of the
earth at the poles. However, an average radius is accurate enough for most calculations.
Prior to the NAD 83 adjustment, the orthometric height (also known as a “sea level
elevation”) was considered to be the same as the ellipsoid height. This was made possible
because the geoid and ellipsoid surfaces coincided in the Clarke Spheroid of 1866 used as the
basis for the older NAD 27 geodetic system. This made the calculation of the elevation factor
very simple. Since the orthometric height and ellipsoid height were considered one and the
same, the elevation factor was determined by entering the orthometric elevation into the
following equation:
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EF = R / (R + H) {NAD 27 only}
where
EF = Elevation factor
R = average radius of the earth
H = orthometric height (“sea level” height)
If you look carefully at the equation above, it should be readily apparent that the
elevation factor will always be less than 1.0 as long as the point is above sea level. This is
because the denominator will be greater than the numerator for all positive orthometric
elevations. Therefore, in West Virginia the distance on the ellipsoid will always be shorter than
the surface distance.
Example
Compute the elevation factor for a line measured on the earth’s surface that falls at an
elevation of 895 above sea level. Use the calculations for the NAD 27 coordinate system.
Elevation Factor = R / (R + H)
= 20,906,000 / (20,906,000 + 895)
= 20,906,000 / 20,906,895
= 0.99995719
However, with the new GRS80 ellipsoid used in NAD83, the geoid separation (height of
the ellipsoid above or below the geoid) must be considered in the determination of the elevation
factor. As mentioned earlier, orthometric heights (commonly called heights above sea level) are
actually heights above the geoid surface. However, the height above the ellipsoid, not the
orthometric height, is required to determine the proper elevation factor for NAD 83 coordinate
systems. The ellipsoid height of a point can be determined easily if the orthometric and geoid
heights are known. By definition:
h=H+N
where
h = ellipsoid height
H = orthometric height (benchmark elevation)
N = geoid height (or geoid separation).
The geoid height ranges from -100 to +75 meters globally. However, remember that in
the conterminous United States the geoid surface lies below the ellipsoid surface throughout. In
fact, in the conterminous United States, the geoid height ranges from -8 to -53 meters1. Think of
1
Milbert, Dennis G. And Smith, Dru A.; Converting GPS Height into NAVD88 Elevation with the GEOID96
Geoid Height Model, National Geodetic Survey
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the geoid height as the amount of error, or the misfit, of the mathematically perfect ellipsoid in
modeling the actual geoid surface of the earth. Taken in the proper context, our ellipsoid model
fits remarkably well.
The variation of geoid heights is much less when examined on a state by state basis. For
example, in West Virginia the geoid height varies from -30.5 to around -34.0 meters or -100 to -
112 feet. An accurate geoid height is given on control data sheets downloaded from the NGS
database. Alternatively the geoid heights can be computed from a geoid model, such as
GEOID96 or GEOID99.
If we use our equation for the ellipsoid height in terms of the orthometric and geoid
heights (substituting h for H + N), the elevation factor for use with NAD 83 coordinate
projections becomes:
EF = R / (R + H + N) {NAD 83 only}
where
EF = Elevation factor
R = Average radius of the earth
H = Orthometric height
N = Geoid separation
Problem
Determine the elevation factor for a line measured on the surface of the earth where the average
orthometric elevation is 895 feet and the average geoid separation is -30.379 meters.
Solution
First, convert the geoid separation from meters to feet.
N = -30.379 * 3.28083 = -99.67 feet
Next, apply the height information to the formula:
EF = R / (R + H + N)
= 20,906,000 / (20,906,000 + 895 + (-99.67))
= 20,906,000 / 20,906,795.33
= 0.99996196
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It is very easy to automate the calculation of the elevation factor in any of today’s popular
computer spreadsheets. An example is shown below from Microsoft Excel:
A B
1 Orthometric Height (ft)
2 Geoid Height (ft)
3
4 Elevation Factor =(20906000/(20906000+B1+B2))
The orthometric height is entered into cell B1 while the geoid height (or geoid separation)
is entered into cell B2. A sample application of the spreadsheet is shown below:
A B
1 Orthometric Height (ft) 895.00
2 Geoid Height (ft) -99.67
3
4 Elevation Factor 0.99996196
Summary
The elevation or ellipsoid factor is simply the ratio of the distance on the ellipsoid to the
actual surface distance.
For NAD 27, the elevation factor is determined from the formula R / (R + H), where H is
the orthometric height and R is the average radius of the earth, or 20,906,000 feet.
For NAD 83, the elevation factor is determined from the formula R / (R + H + N), where
H is the orthometric height, N is the geoid height, and R is the average radius of the earth,
or 20,906,000 feet.
The elevation factor is not affected by the horizontal position of the point.
In West Virginia, the elevation factor will always be slightly less than 1.
Scale Factor
While the elevation factor is used to project distances from the earth’s surface to the
ellipsoid surface, the scale factor is used to project from the ellipsoid surface to the grid plane.
Technically the scale factor is the ratio of the grid distance to the ellipsoid distance. The grid
distance (or distance on the state plane projection) is the length of the survey line on that
imaginary cone (Lambert projection) used for West Virginia state plane coordinates. Unlike the
elevation factor (which is always less than 1.0 in West Virginia), the scale factor will vary from
slightly less than 1.0 to slightly more than 1.0. Why? In a Lambert projection, the cone or
cylinder is made to intersect the ellipsoid slightly along two standard lines. The scale factor is
exactly 1.0 at the lines of intersection of the cone or cylinder with the ellipsoid, less than 1.0
between these lines, and greater than 1.0 beyond the standard lines.
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SF > 1.0 SF < 1.0 SF > 1.0
Plane Projection
Standard Lines
Ellipsoid
SF = 1.0
Figure 9 – Unlike the elevation factor (which is less than 1.0 throughout West Virginia), the
scale factor can be less than or greater than 1, depending upon whether the plane is above or
below the ellipsoid surface as shown in the cross section above.
The equation for the scale factor is much more complex than the one used for
determining the elevation factor. In fact, the mathematics of the scale factor determination is
well beyond the level of this text. However, the scale factor can be easily determined in a
number of ways. The scale factor is listed on NGS data sheets for the natural state plane and
UTM zones for control points in the National Spatial Reference System (NSRS). Alternatively,
geographic software such as CORPSCON (provided free of charge by the US Army Corps of
Engineers) provides the scale factor as part of the output for entered points. The scale factor
depends on the type of coordinate projection as well as the location of the point within that
projection. The scale factor for a single physical point on the earth’s surface will vary for
different coordinate projections. For example, the scale factor for a point in a state plane
coordinate projection will be different than the scale factor of the same point in a UTM
projection.
Check the NGS data sheets. All points include the geographic position (latitude and
longitude) of the point, along with the local state plane and UTM positions. Individual scale
factors will be listed for the UTM and state plane projections. Alternately, when you use
geographic software, like CORPSCON, to translate from one coordinate system to another, the
output will include the scale factor for the point in the specified coordinate projection.
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NAME: BKW D Record 1 of 1

INPUT OUTPUT
LAT: 37 46 52.78303 N: 86725.49281
LON: 081 07 25.40555 E: 589101.39382
Convergence DD(A) & Scale Factor (K)

A: -00 04 35.34767
K: 0.999950282
The scale factor in a Lambert projection is a function of the point’s latitude only.
Therefore, in Lambert projections, the scale factor remains constant for uniform latitudes. There
are, however, small differences between moving east-west in a geodetic sense and moving east-
west based on a state plane grid. Therefore the scale factor does not remain perfectly constant
for fixed northing values based on the state plane coordinates. The table below illustrates these
concepts for Lambert projections:
The scale factor is a minimum along a line parallel to and equidistant between the
standard lines. In West Virginia, a Lambert projection, the scale factor is a minimum along the
central parallel, or the line of latitude equidistant from the standard parallels. The change in the
scale factor at the center of the projection is also a minimum.
In addition to using geographic software to determine the scale factor, the factor is also
listed on NGS data sheets. Data sheets can be retrieved free of charge at the National Geodetic
Survey web site at http://www.ngs.noaa.gov. Select the data sheet option from the NGS home
page. You may search their database by area. Alternatively, you may key a control point name
or permanent identifier (PID) into the search engine and retrieve the data sheet for that specific
point.
We have highlighted the two different scale factors listed on the NGS data sheet for point
BKW D in the example below. This point is part of the West Virginia High Accuracy
Reference Network (HARN). You will notice the data sheet lists the state plane and UTM
positions for this point. In this case, West Virginia South and UTM zone 17 coordinates are
listed for BKW D.
Summary
The scale factor is the ratio of the grid distance to the ellipsoid distance.
The scale factor is solely a function of the horizontal location of a point within a
given projection.
The scale factor is less than 1 between the standard lines, exactly 1 along the standard
lines, and greater than 1 outside the standard lines.
The scale factor varies with the change in latitude for a Lambert projection such as
that used for West Virginia.
The scale factors for state plane and UTM projections are shown on the NGS data
sheets for points in their database.
Geographic software, like CORPSCON which is distributed free by the US Army
Corps of Engineers, displays the scale factor as part of the computer output.
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Grid or Combined Factor
The grid or combined factor is simply the product of the scale and elevation factors.
Technically, the grid factor is the ratio of the grid distance (distance on the state plane grid) to
the surface distance. The grid factor can be greater than or less than one, depending on the
location within the state plane projection and the average elevation. Since the grid factor is the
product of the elevation factor and the scale factor, at least one of these factors must be greater
than one for the grid factor to be greater than one. Since we know the elevation factor is less
than one throughout West Virginia, the scale factor must be greater than one (and of sufficient
magnitude to counteract the elevation factor.) The scale factor is greater than one outside the
standard lines of the projection. In other words, the scale factor will be greater than one near the
southern or northern limits of the state plane zone.
Consider the example below:
Problem
Determine the average grid factor for a project where the average elevation factor has
been computed as 0.99994589 and the average scale factor has been computed as
0.99999356. After computing the grid factor, determine the grid length of a horizontal
line within the project that measures 984.34 feet on the earth’s surface.
Solution
First calculate the grid factor, as shown below:
GF = EF * SF
= 0.99994589 * 0.99999356
= 0.99993945
Next, use this grid factor to determine the grid length of the line:
Grid Length = Surface length * GF

= 984.34 * 0.99993945
= 984.28
The length of this line on the state plane grid is some 0.06 feet (984.34 - 984.28) shorter
than the corresponding surface distance. This distortion is equal to 1 part in 16,400.
Summary
The grid or “combined” factor is the ratio of the grid distance to the surface distance.
The grid factor is determined by computing the product of the elevation factor and the
scale factor.
Although the grid factor can be greater than or less than 1, for most of West Virginia
the grid factor will be slightly less than 1.
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Project Datum Shift
The math for the shift from state plane coordinates to project datum is straightforward
and can be easily programmed using today’s computer spreadsheet packages. The
transformation to project datum is accomplished using the average or weighted average grid
factor for the project by scaling about a point near the center of the project. One caveat for using
an average factor – the project must be of limited geographical size such that an average factor
can be used without introducing a significant amount of distortion. The geographical size can
not be defined simply by stating the maximum length of the corridor as the appropriate size
varies significantly based on the east-west or north-south nature of the project and the project’s
elevation change.
The maximum size of the project is dependent on a number of factors. In the Lambert
projection used for the West Virginia state plane coordinate system, the scale factor is strictly a
function of latitude. Therefore a project that extends in an east-west direction will experience
little of no change in the scale factor. Obviously projects that extend in a north-south fashion,
where the scale factor changes a great deal, will be more restricted in geographical area for a
single project datum system. Elevation change also plays a major role in determining the
maximum appropriate size of a project datum system. A project with little or no change in
elevation can accommodate a much larger project datum system than one traversing up and down
through the mountains.
The grid factors at the beginning, middle, and end of a project should be carefully
examined to determine the amount of distortion that will be introduced by using an average
factor for the entire project. Distortions greater than one part in 40,000 will generally require the
addition of second project datum section. The Department should be consulted regarding
multiple project datum sections when the distortion within a single projection will exceed one
part in 40,000.
Project Datum Calculations
If we signify the coordinate position of the held point as (NH, EH) and the project datum
factor (or the inverse of the grid factor) as PDF, the new coordinate positions of point i on the
project datum can be determined from the following:
PDF = 1 / Grid Factor
NPD = NH + PDF * (Ni – NH)
EPD = EH + PDF * (Ei – EH)
where, point (Ni, Ei) refers to the coordinate positions of point i that is being transformed
from state plane to project datum
Our goal is to preserve angles in the new project datum and only alter distances within the
new grid projection. This holds true regardless of the point selected as the held point during the
transformation.
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One word of caution – coordinates transformed from state plane to a project grid can
retain the appearance of state plane coordinates. This is because the shift from state plane to
project datum can be a relatively small number. This opens up considerable possibilities that
someone will use the coordinates as if they were state plane positions. All survey reports or
mapping prepared on a project datum projection should clearly identify the coordinates as
“project datum coordinates” to avoid the misuse of the coordinate information. All mapping and
survey reports must also clearly list the project datum factor and the coordinate position of the
held point used in the transformation to project datum.
The spreadsheet below was designed to make the conversion from grid coordinates to
project datum, or surface, coordinates using the method adopted by the Department. Verify the
math is correct in the spreadsheet.
A B C D
1 =(1.0 / B1)
Grid Factor Project Factor
2 Held Northing
3 Held Easting
4
5 State Plane Project Datum

6 Northing Easting Northing Easting
7 =B$2 + D$1*(A7 - B$2) =B$3 + D$1*(B7 - B$3)
8 =B$2 + D$1*(A8 - B$2) =B$3 + D$1*(B8 - B$3)
9 =B$2 + D$1*(A9 - B$2) =B$3 + D$1*(B9 - B$3)
An application of this spreadsheet is shown below. Notice that the point
(456000,1285000) was held for the conversion. Therefore the shift from grid to project datum
coordinates is fairly minor.
A B C D
1 0.99998452 1.00001548
456,000.00
2 Held Northing
3 Held Easting 1,285,000.00
4

7 456,351.25 1,283,452.68 456,351.26 1,283,452.66
8 458,451.38 1,288,418.65 458,451.42 1,288,418.70
9 454,846.27 1,285,867.44 454,846.26 1,285,867.45
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DD-810
Sample Project
A roadway corridor project in West Virginia extends from Huntington to Charleston a

total length of approximately 45 miles through the West Virginia south state plane zone. The
corridor follows the existing route of Interstate 64. A state plane control survey must be
conducted for this project, extending from the beginning to end. Mapping will be provided for
the project based on a single project datum projection. The approximate geographic coordinates
and elevations for the beginning, midpoint, and end of the project were determined from USGS
quadrangle maps. These positions are shown in the table below. Determine a weighted average
grid, or combined, factor for the project based on the factors for each of the three points shown
below. After determining the average grid factor for the project, shift the state plane positions to
a project datum and then determine the error introduced by using an average factor at each of the
three points.
Latitude Longitude Elevation

Beginning - Huntington 38° 24’ 00” 82° 27’ 30” 750 ft
Midpoint - Milton 38° 26’ 30” 82° 07’ 30” 690 ft
End - Charleston 38° 21’ 30” 81° 37’ 30” 605 ft
Table 2 – The NAD 83 geographic position and the orthometric height for the beginning,
middle, and end of the project were determined from USGS 7.5-minute quad sheets.
Remember that the grid, or combined factor, is determined from the product of the scale
and elevation factors. One easy way to determine the scale factors for the points is to use
geographic software such as the US Army Corps of Engineers freeware, CORPSCON, or other
similar packages. The state plane coordinate positions and scale factors are shown below:
Lat Long Northing Easting Scale Factor

Beginning 38° 24’ 00” 82° 27’ 30” 513,079.96 ft 1,550,599.54 ft 0.99993273
Midpoint 38° 26’ 30” 82° 07’ 30” 526,921.08 ft 1,646,298.43 ft 0.99993572
End 38° 21’ 30” 81° 37’ 30” 495,223.04 ft 1,789,291.45 ft 0.99993027
Table 3 – The state plane position (West Virginia south, NAD 83, US Survey Feet) and the scale
factor for each of the points was determined from Corpscon.
Remember that the elevation factor for points on the NAD 83 datum is computed from
the radius of the earth, the orthometric elevation, and the geoid height. The orthometric
elevations for each of the points were provided in the first table, however, the geoid height has
not been provided. A quick check of the GEOID96 model, or review of NGS data sheets for
points in the immediate vicinity of this project provides a range of geoid heights from -33.1 to -
33.3 meters or an average geoid height of around -33.2 meters. This translates to an average of
approximately -108.9 feet.
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DD-810
HY2255 DESIGNATION - HURRICANE TV WSAZ MICROWAVE

HY2255 PID - HY2255
HY2255 STATE/COUNTY- WV/CABELL
HY2255 USGS QUAD - HURRICANE (1989)
HY2255
HY2255 *CURRENT SURVEY CONTROL Geographic Position
HY2255_________________________________________________________________
HY2255* NAD 83(1995)- 38 26 39.23180(N) 082 03 29.13602(W) ADJUSTED
HY2255* NAVD 88 –
HY2255_________________________________________________________________
HY2255 LAPLACE CORR- -0.57 (seconds) DEFLEC99
HY2255 GEOID HEIGHT- -33.34 (meters) GEOID99
HY2255
HY2255 HORZ ORDER - THIRD Geoid Height
HY2255
Figure 1 – Research from the NGS web site reveals a geoid height of -33.34 meters for a point
located very near the midpoint of the project.
This average geoid height is more than accurate enough to apply to the determination of
the elevation factor for all three points. Even though the actual geoid heights range from -33.1
meters to -33.3 meters, differences of this magnitude are completely insignificant in the
determination of the elevation factor.
First, however, the geoid height needs to be converted from metric to English units, as
follows:
-33.2 meters x 3.28083 = -108.9 feet
Next, determine the elevation factor for each of the points from the formula:
EF = R / (R + H + N)
EFbeg = 20,906,000 / (20,906,000 + 750 -108.9) = 0.99996934

EFmid = 20,906,000 / (20,906,000 + 690 -108.9) = 0.99987220
EFend = 20,906,000 / (20,906,000 + 605 -108.9) = 0.99997627
Use the scale factor and elevation factor to determine the grid factor for each of the three
points, as shown below:
Scale Elevation Grid

Beginning 0.99993273 0.99996934 0.99990207
Midpoint 0.99993572 0.99997220 0.99990792
End 0.99993027 0.99997627 0.99990654
Table 4 – The grid, or combined factor, is determined from the product of the
scale and elevation factors.
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In this case, the average grid factor for the project is determined from the formula:
Project Grid Factor = (Beg + 4 x Middle + End ) / 6
or,
Project Grid Factor = (.99990207 + 4 x .99990792 + .99990654 )/6
= 0.99990672
Project Datum Factor = 1 / Project Grid Factor

= 1 / 0.99990672
= 1.00009329
In this project example, we will use the weighted average grid factor for the entire project
to determine the project datum factor. It should be apparent, however, that we will introduce
some error into the project by using a single factor. A quick examination of the actual grid
factors for the beginning, middle, and end of the project reveals small differences with the
average factor.
Consider a distance of 10,000 feet measured on the surface of the earth. At the beginning
of the project, this distance would be reduced to 9999.0207 feet (review the combined factors in
the table above) on the actual state plane grid. In our scenario, however, this distance would be
approximated at 9999.0672 feet by using the weighted average combined factor. The error in
this case is 0.0465 feet (9999.0672 – 9999.0207), or 1 part in 215,033 (9999.0207 / 0.0465).
Using similar logic, confirm the errors listed in the table below are correct:
Error Error Ratio

Beginning 0.0465 ft 1 part in 215,033
Midpoint 0.0120 ft 1 part in 833,257
End 0.0018 ft 1 part in 5,555,036
What statements can be made from these results? Is it appropriate to use an average
factor for this project which extends some 45 miles throughout the West Virginia south state
plane zone? Without question, the slight error introduced by the average factors is insignificant
for the conventional ground surveys that will be used during the design and construction of the
roadway. There are projects that, due to their geographical size and ranges of elevation where it
will be necessary to use two or more grid factors, and therefore two or more project datum
systems, for the project.
Because this project extends generally east-west in a Lambert projection (West Virginia
south), the change in scale factors from the beginning to the end of the project is almost
nonexistent. Remember the scale factor changes solely with the change in latitude for a Lambert
projection.
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DD-810
The conversion from state plane to project datum positions is shown in the spreadsheet
below. The weighted average project factor and the position of the midpoint of the project are
entered into the spreadsheet. Therefore the shift to project datum occurs about the midpoint.
Notice that the coordinates for this point in the project datum system are identical to the state
plane coordinates. The other points are shifted or scaled outward from this point.
A B C D
1 0.99990672 1.00009329
526,921.08
2 Held Northing
3 Held Easting 1,646,298.43
4

7 513,079.96 1,550,599.54 513,078.67 1,550,590.61
8 526,921.08 1,646,298.43 526,921.08 1,646,298.43
9 495,223.04 1,789,291.45 495,220.08 1,789,304.79
Now consider a project that is generally north-south in nature. A roadway corridor project
extends from Weston to Fairmont a total length of approximately 40 miles through the West
Virginia north state plane zone. The corridor follows the existing route of Interstate 79. A state
plane control survey must be conducted for this project, extending from the beginning to end.
Mapping will be provided for the project based on a single project datum projection. The
approximate geographic coordinates and elevations for the beginning, midpoint, and end of the
project were determined from USGS quadrangle maps. These positions are shown in the table
below. Determine an average grid, or combined, factor for the project based on a simple
arithmetic average of the factors for each of the three points shown below. After determining the
average grid factor for the project, shift the state plane positions to a project datum and then
determine the error introduced by using an average factor at each of the three points.
Latitude Longitude Elevation

Beginning - Weston 39° 01’ 00” 80° 28’ 30” 1100 ft
Midpoint - Clarksburg 39° 17’ 00” 80° 17’ 00” 1300 ft
End - Fairmont 39° 30’ 00” 80° 04’ 30” 1400 ft
Table 5 – The NAD 83 geographic position and the orthometric height for the
beginning, middle, and end of the project were determined from USGS 7.5-minute quad
sheets.
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DD-810
The state plane coordinate positions, and scale factor for the three points is listed in the
table below:
Lat Long Northing Easting Scale Factor

Beginning 39° 01’ 00” 80° 28’ 30” 189,688.42 ft 1,691,469.70 ft 0.99999689
Midpoint 39° 17’ 00” 80° 17’ 00” 286,278.15 ft 1,746,773.98 ft 0.99995852
End 39° 30’ 00” 80° 04’ 30” 364,747.12 ft 1,806,247.81 ft 0.99994315
Table 6 – The state plane position (West Virginia south, NAD 83, US Survey Feet) and the scale
factor for each of the points was determined from Corpscon.
A quick check of the GEOID96 model, or review of NGS data sheets for points in the
immediate vicinity of this project provides a range of geoid heights from -32.3 to -32.6 meters or
an average geoid height of around -32.45 meters. This translates to an average of approximately
-106.5 feet.
Next, determine the elevation factor for each of the points from the formula:
EF = R / (R + H + N)
EFbeg = 20,906,000 / (20,906,000 + 1100 -106.5) = 0.99995248

EFmid = 20,906,000 / (20,906,000 + 1300 -106.5) = 0.99994291
EFend = 20,906,000 / (20,906,000 + 1400 -106.5) = 0.99993813
Use the scale factor and elevation factor to determine the grid factor for each of the three
points, as shown below:
Scale Elevation Grid

Beginning 0.99999689 0.99995248 0.99994937
Midpoint 0.99995852 0.99994291 0.99990143
End 0.99994315 0.99993813 0.99988128
Table 7 – The grid, or combined factor, is determined from the product of the
scale and elevation factors.
In this case, the average grid factor for the project is determined from the formula:
Project Grid Factor = (Beg + 4 x Middle + End ) / 6
or,
Project Grid Factor = (.99994937 + 4 x .99990143 + .99988128 )/6
= 0.99990606
Project Datum Factor = 1 / Project Grid Factor

= 1 / 0.99990606
= 1.00009395
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DD-810
In this project example, we will use the weighted average grid factor for the entire project
to determine the project datum factor. Again we will introduce some error into the project by
using a single factor. A quick examination of the actual grid factors for the beginning, middle,
and end of the project reveals small differences with the average factor.
Again consider a distance of 10,000 feet measured on the surface of the earth. At the
beginning of the project, this distance would be reduced to 9999.4937 feet (review the combined
factors in the table above) on the actual state plane grid. In our scenario, however, this distance
would be approximated at 9999.0606 feet by using the weighted average combined factor. The
error in this case is 0.4331 feet (9999.4937 - 9999.0606, or 1 part in 23,088 (9999.4937 /
0.4331). Using similar logic, confirm the errors listed in the table below are correct:
Error Error Ratio

Beginning 0.4331 ft 1 part in 23,088
Midpoint 0.0463 ft 1 part in 215,961
End 0.2478 ft 1 part in 40,350
Table 8 – The errors in a line measured on the surface at 10,000 feet and the
corresponding error ratios at the beginning, middle, and end of the project are
determined from the use of an average grid factor.
How do these results differ from the earlier east-west project running from Huntington to
Charleston? Because this project extends generally north-south in a Lambert projection (West
Virginia north), the change in scale factors from the beginning to the end of the project is
somewhat significant. Remember the scale factor changes solely with the change in latitude for
a Lambert projection. This project introduces errors in excess of what is generally allowable for
transportation projects, particularly near the beginning of the project. Therefore this project
should be broken into two project datum sections.
The lessons learned from these examples can be summarized as follows:
Projects can often be simplified by using an average grid factor for all points
within the project.
The appropriateness of the use of an average factor depends on a number of
conditions, including: the geographic size and orientation of the project and the
change in elevation throughout the project.
Projects that extend generally north-south in Lambert projections will exhibit
more range of grid factors and therefore more distortion will arise from using a
single average grid factor.
Conversely, projects that extend generally east-west in Lambert projections will
exhibit little change in grid factors.
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DD-810
NGS Data Sheet
AA9348
**********************************************************************************
AA9348 CBN - This is a Cooperative Base Network Control Station.
AA9348 PACS - This is a Primary Airport Control Station.
AA9348 DESIGNATION - BKW D
State, County, and
AA9348 PID - AA9348 Quad Sheet
AA9348 STATE/COUNTY- WV/RALEIGH Latitude, Longitude, and
AA9348 USGS QUAD - PRINCE (1989)
AA9348
Orthometric Height
AA9348 *CURRENT SURVEY CONTROL
AA9348 ___________________________________________________________________
AA9348* NAD 83(1995)- 37 46 52.78303(N) 081 07 25.40555(W) ADJUSTED
AA9348* NAVD 88 - 764.14 (meters) 2507.0 (feet) GPS OBS
AA9348 ___________________________________________________________________
AA9348 EPOCH DATE - 1995.00
AA9348 X - 778,899.866 (meters) COMP
AA9348 Y - -4,987,460.465 (meters) COMP
AA9348 Z - 3,886,738.589 (meters) COMP
AA9348 LAPLACE CORR- 0.68 (seconds) DEFLEC96
AA9348 ELLIP HEIGHT- 733.10 (meters) GPS OBS
AA9348 GEOID HEIGHT- -31.07 (meters) GEOID96
AA9348 Ellipsoid and
AA9348 HORZ ORDER - B
AA9348 ELLP ORDER - FOURTH CLASS I
Geoid Heights
AA9348
. Horizontal Accuracy –
. B-Order HARN Point
.
.
.
.
.
.
. Scale Factor
AA9348.The ellipsoidal height was determined by GPS observations
AA9348.and is referenced to NAD 83. AA9348 Convergence
AA9348.The geoid height was determined by GEOID96.
AA9348; North East Units Scale Converg.
AA9348;SPC WV S - 86,725.493 589,101.394 MT 0.99995028 -0 04 35.3
AA9348;UTM 17 - 4,181,560.634 489,105.206 MT 0.99960146 -0 04 32.9
AA9348
AA9348: Primary Azimuth Mark Grid Az
AA9348:SPC WV S - RALEIGH AZ 067 33 54.6
AA9348:UTM 17 - RALEIGH AZ 067 33 52.2
AA9348
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DD-810
North Zone
South Zone North Zone Grid Origin

Lat 38° 30’
Long 79° 30’
South Zone Grid

Origin
Lat 37° 00’
Long 81° 00’
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WVDOT Seed File Definition
Universal Microstation seed file for the West Virginia DOT included working units of
feet, sub units of hundredths of a foot, with 10 positional units per sub unit. Numerically, this
would be represented by 1:100:10. Effectively this created a resolution (the most precise
coordinate position that can be stored in the Microstation design file) of 0.001 feet. The entire
state of West Virginia will fit in the Microstation design plane (the working area created by the
selection of the working units) with these working units – regardless of:
Where the project is located geographically in the state.
Whether north or south zone coordinates are used.
The selection of units for the project – metric or English.
Whether NAD 83 or NAD 27 datum is selected.
While this combination of working units works very well for the typical roadway
designer, it does not work out as well for structural engineers in detailing the typical roadway
bridge or box culvert. This selection does not allow the structural engineer or detailer to work in
the architectural units of feet and inches.
The alternative consideration is to use working units as follows:
Master Units Feet
Sub Units Inches
Positional Units 100 per Sub Unit
Numerically this would be represented as 1:12:100. The resulting resolution would be

0.0008, which will allow the use of slightly more precision in the actual coordinate positions
within the design file. More importantly, this resolution will also allow the entire state of West
Virginia to fit within the design plane under the same options as stated above.
These working units would allow the use of both architectural units and the standard
engineering units of feet and decimals of a foot. Microstation was designed such that the user
always has the ability when working in Microstation to work in the master units (and decimals
thereof.) The user also has the option of toggling to the master and sub units, which in this case
would be architectural units.
It appears that the roadway designers and structural engineers will have the greatest
flexibility by using architectural units. One seed file can be used for all projects completed for
the WVDOT.
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DD-811

DESIGN DIRECTIVE
DD-811
ACCESSIBILITY STANDARDS,
CURB RAMPS AND SIDEWALKS
January 23, 2017
This Design Directive defines the West Virginia Department of Transportation, Division of
Highways’ policy concerning curbs and sidewalks, and further compliance with the Americans with
Disabilities Act of 1990 (ADA) and the U.S. Department of Justice 2010 ADA Standards. Other
references will be given to assist the Designer/Project Manager during the assessment of a project for
ADA requirements, as well as details and criteria that are to be used when ADA requirements must
be met.
Attached to and made a part of this Design Directive is an ADA Exceptions Justification
Form. See Section 50 of this DD for more information.
The policies described herein will apply to all projects, whether designed at the District level,
in the Central Office, or the Special Projects Section.
Attachment
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DD-811
10. General
In compliance with the Americans with Disabilities Act of 1990 and the U.S. Department of
Justice 2010 ADA Standards For Accessible Design, curb ramps as per DOH Standard Details shall
be provided at all existing marked and unmarked crosswalks for which the Division of Highways has
responsibility. Existing ADA features that are within the limits and scope of work of the project are
to be checked for conformity with the DOJ 2010 ADA Standards for Accessible Design and are to be
reconstructed if they do not comply. All curb ramps are to have Detectable Warnings installed. In
addition, the existing condition of a sidewalk will not affect the decision of whether to add a curb
ramp or not.
The following information is to be used to determine, for ADA applicability purposes,

whether a project is considered a “Maintenance Project” under which curb ramps are NOT required
to be incorporated into the project, or an “Alteration Project” under which curb ramps MUST be
incorporated into the project. See the following web page for a more precise definition of some of
the terms in the lists below: www.fhwa.dot.gov/civilrights/programs/doj_fhwa_ta_glossary.cfm.
A. Roadway Maintenance
1. Crack filling and sealing
2. Surface sealing
3. Chip, Slurry, and Fog seals
4. Scrub sealing
5. Joint crack seals
6. Joint repairs
7. Dowel bar retrofit
8. Spot high-friction treatment
9. Diamond grinding
10. Pavement patching
11. Shoulder repairs
12. Pipe and inlet repairs
13. Pulling and restoration of ditches
14. Guardrail repair and installation
15. Re-striping
B. Roadway Alteration
1. Open-graded surface course
2. Cape seals
3. Mill and fill/Mill and overlay
4. Hot in-place recycling
5. Microsurfacing/Thin-lift overlay
6. Addition of new layer of asphalt
7. Asphalt and concrete rehabilitation and reconstruction
8. New construction
9. Widening of the existing pavement typical section
10. Addition of turning lanes
11. Pavement rubblizing
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12. Installation of new drainage structures to improve existing drainage

characteristics
C. Bridge Maintenance
1. All painting of bridge members
2. Scour Countermeasure Activities
3. Expansion Joint Repairs and Replacement
4. Concrete Crack Repairs
5. Refurbishing or restoration of existing bridge bearings
6. Deck drainage system repairs
7. Seismic retrofit activities that do not include replacement of bearings or
structural members
D. Bridge Alteration
1. Bridge deck overlay projects
2. Repairs to structural members for the purpose of restoring or enhancing
structural capacity
3. Strength repairs to substructure elements
4. Bearing replacement
5. Bridge deck replacement
6. Superstructure replacement
Alteration projects administered by a municipality on WVDOH R/W, such as a streetscape,

involve funds expended on a public right of way. The alteration requires the municipality and the
WVDOH to meet full compliance with all federal laws and regulations during the development of plans
and construction. As part of the development of plans for construction, where full design criteria for
pedestrian access is not feasible, the designer (the municipality or their consultant) shall prepare an
exception justification form as described in DD-811 and submit with the plans for review and approval
to the WVDOH. All exceptions approved by the Division shall be filed as required for all projects.
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DD-811
20. Existing Sidewalks
Projects considered an alteration by the Department of Justice (DOJ) as described in

Section 10 of this DD will require all curb ramps within the project limits to meet the requirements
of the Americans with Disabilities Act (ADA). This will also require installing curbs ramps where
presently a curb ramp does not exist to make the sidewalk ADA accessible. Detectable warning
systems will be required on all existing curb ramps that otherwise meet the ADA criteria. Existing
sidewalks shall be evaluated for ADA Compliance using the DOJ 2010 ADA Standards for
Accessible Design. These Standards are available at:
www.ada.gov/regs2010/2010ADAStandards/2010ADAstandards.htm. The 2010 ADA Standards
for Accessible Design consists of the U.S. DOJ TITLE 28 CFR Parts 35.151 from the Code of
Federal Regulation combined with the 2004 ADA Accessibility Guidelines.
Within the project limits the evaluation of the sidewalks and any curb ramps which may
exist within a project’s limits is to be a field evaluation. An evaluation from remote sources such
as Google Earth or the Division’s pavement video records is not sufficient.
For sidewalks located outside of a municipality, the District/Division shall evaluate and
fully document the entire sidewalk within the project limits for ADA Compliance. A cost estimate
for the renovation and a copy of the ADA evaluation shall be forwarded for review to the
District/Division ADA Coordinator. During project development, the District/Division shall
consider incorporating side walk renovations into the project. If there is significant scope creep,
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DD-811
the District/Division may request, through the District ADA Coordinator, that sidewalk
renovations not be incorporated into the project, and be included in the WVDOH ADA Transition
Plan. The ADA Coordinator shall obtain approval for this request from the State Highway
Engineer. Regardless of when the sidewalks are renovated, curb ramp work to make the sidewalk
ADA compliant must be incorporated into the alteration project, or completed prior to the
alteration project.
For sidewalks located on the WVDOH Right of Way within a municipality where the
municipality is responsible for the sidewalk maintenance, the District/Division ADA Coordinator
shall contact the municipality to inform them that the existing sidewalks need to evaluated for
ADA Compliance. Non-compliant sidewalks should be added to municipality’s ADA Transition
Plan. Regardless of sidewalk maintenance responsibility, curb ramp work must be incorporated
into the project.
30. Curb Ramps on Resurfacing Projects in Urbanized Areas with Sidewalks
Alteration projects must include curb ramp installation if none previously existed where
there is a pedestrian walkway with a prepared surface for pedestrian use within the scope of the
project. Where a non-compliant curb exists within the pedestrian walkway, upgrading of the curb
ramp to meet the Proposed Accessibility Guidelines for Pedestrian Facilities in the public Right-
of-Way (PROWAG), dated July 26, 2011, is required.
When performing roadway activities at intersections and adjoining streets, the limits of
resurfacing is to be the curb or gutter line of the street being altered.
The WVDOH recommends not paving to the end of the radius return on side street or alleys
and impacting the existing curb ramps of the adjoining street. If flaring of the resurfacing project
into an adjoining street is necessary, curb ramps shall be assessed for ADA compliance and
addressed within the scope of the project.
Curb ramps are to be assessed for compliance with PROWAG, dated July 26, 2011, or
constructed on resurfacing projects when:
A. Limits of the resurfacing project encroach into the boundary of the curb ramp
detail;
B. Pedestrians may reasonably conclude that they would cross the resurfacing project
from one curb ramp to another, even if the curb ramp is outside the limits of
resurfacing;
C. Construction activities expand beyond the original limits and encroach into the curb
ramp area; and
D. Curb ramps aren’t present in sidewalks at signals, stop signs or yield signs (they
must be constructed with the resurfacing project on each side of the pedestrian
access route).
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DD-811
Additionally, when existing Type II (diagonal) curb ramps meet any of the above
conditions, they must be assessed to determine if two separate ramps can be provided at the corner.
40. New Sidewalks and Replacement of Existing Sidewalks
The Proposed Accessibility Guidelines for Pedestrian Facilities in the Public Right of Way
(PROWAG), dated July 26, 2011, should be considered as minimum criteria for the design of any
new sidewalk or the replacement of an existing sidewalk. The complete PROWAG document is
available at the following web address: http://access-board.gov. Certain sections will be referenced
for the designer in Section 40 of this DD.
Currently, PROWAG is still in the rule making process and the 2010 ADA Standards for
Accessible Design is being enforced by the Department of Justice. Therefore, new sidewalks shall
also be checked for compliance with the 2010 ADA Standards for Accessible Design. If sidewalks
do not meet the requirements of the 2010ADA Standards for Accessible Design an ADA Exception
Justification Report (attached) shall be submitted to the District/Division ADA Coordinator for
review and concurrence
50. Technical Guidance and References
2010 ADA Standards (Existing Sidewalks)
The 2010 ADA Standards are to be used to evaluate existing sidewalks for ADA
compliance. If the existing sidewalk is to be replaced, The Proposed Accessibility Guidelines for
Pedestrian Facilities in the Public Right of Way dated July 26, 2011 shall be used in the design of
the new sidewalk.
A technical assistance “tool kit” which includes checklists and information on conducting
assessments of existing facilities is available for use by Designers at the following web address:
http://www.ada.gov/pcatoolkit/toolkitmain.htm. Chapter 6 of this resource provides the technical
assistance, and Appendices 1 and 2 provide instructions and a survey form to use to analyze existing
sidewalks.
A. In short, the above-mentioned checklist includes the following items (this listing is
NOT all-inclusive).
B. Sidewalks shall be at least 3 ft. wide.
C. The cross slope shall not exceed 2%.
D. When sidewalks are less than 5 ft. in width, passing spaces with a minimum clear
space of 5 ft. x 5 ft. shall be provided at intervals not to exceed 200'. Driveways,
building entrances, and public sidewalk intersections may be used for passing spaces.
E. Where an obstacle (example: utility pole or fire hydrant) is considered immovable, a
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minimum 32” of sidewalk width (excluding curb width from measurement) must be
provided for the pedestrian. Reduction of sidewalk width from 36” (3’) due to an
obstacle requires an ADA design exception. When developing sidewalk widths, the
Roadside Design Guide (RDG) requirements of clear zone (RDG Section 3.1) and
minimum lateral offset behind the curb (RDG Section 3.4.1) must also be considered.
F. Curb ramps shall not exceed a running slope of 1:12 (maximum 1:10 is permitted at
existing sites where it is not feasible to provide the 1:12 requirement due to space
limitations and the rise is less than 6 inches).
G. A level landing should be provided at the top of a perpendicular curb ramp.
H. The transition from curb ramp to gutter should be flush; lips are not permitted.
I. The foot of a curb ramp should be contained within the crosswalk markings.
J. Gratings such as tree well covers, valve boxes with vent holes, manhole covers, etc.
in the path of travel may not have an opening with a dimension of greater than ½” in
any direction. Drainage inlets or any other item with openings greater than ½” in any
dimension shall be located out of the path of travel.
K. Drainage is to be provided upstream of the foot of the ramp to ensure flow depth is at
a minimum.
The Designer is cautioned to fully review the requirements contained in the Guide and consult
the Checklist for complete information.
Accessibility Guidelines for Pedestrian Facilities in the Public Right of Way (PROWAG)
(New Designs)
These standards shall be used in the design of all new sidewalks and the replacement of
any existing sidewalks:
A. The pedestrian access route shall have a minimum width of 4 ft. excluding the width
of the curb.
B. A level landing shall be provided at the top of a perpendicular curb ramp. The landing
at the top of the curb ramp shall be a minimum 4 ft. wide when no obstructions exist
at the backside of the landing and a minimum 5 ft. wide when obstructions exist such
as a building, pole etc.
C. All other requirements described for Existing Sidewalks above shall apply, noting that
the list is NOT all-inclusive.
Additional guidance may be found at the following web site concerning Public Rights-of-
Way Access from the United States Access Board (generally referring to facilities in public rights-of-
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way): http://www.access-board.gov/guidelines-and-standards/streets-sidewalks/public-rights-of-
way. A manual entitled “Special Report: Accessible Public Rights-of-Way Planning and Design
for Alterations”, dated August 2007, is available for technical assistance to the Designer, generally
providing guidance for alterations of existing facilities at http://www.access-board.gov/guidelines-
and-standards/streets-sidewalks/public-rights-of-way/guidance-and-research/accessible-public-
rights-of-way-planning-and-design-for-alterations.
Technical guidance, including sample details, is available for the proposed DOJ rules at the
address given heretofore in Section 20 of this Design Directive (the DOJ 2010 ADA Standards for
Accessible Design (www.ada.gov/regs2010/2010ADAStandards/2010ADAstandards.htm.)
Chapter 2 of this resource includes Scoping Requirements, while Chapter 4 “Accessible Routes”,
include requirements and sample details for sidewalks and curb cuts.
Where a sidewalk which is being constructed or reconstructed along a State highway is carried
around a radius, and ended, the surface of the sidewalk will smoothly meet the existing ground or
adjacent sidewalk where conditions permit. If the sidewalk being constructed or reconstructed
extends through the crosswalk on the intersecting street, curb cuts or ramps shall be provided.
The Checklists found in Design Directive 202, Field and Office Reviews for Initial
Engineering, Preliminary Engineering and Final Design include lines for the Designer/Consultant
Project Manager to initial for compliance when submittals are made.
60. ADA Exception Justification Report
If a requirement of the DOJ 2010 ADA Standards is deemed technically infeasible, the reasons
for the exception must be fully documented and approved. Some reasons why an ADA requirement
cannot be implemented include historical considerations, limited right-of-way, or problems with
geometry (both horizontal and vertical). It is up to the Designer to determine feasibility. If an ADA
exception is granted for technically infeasibility, the Designer should make every effort to mitigate
the requirement. Specifically, Sections 201, 202, and 206 of the adopted DOJ 2010 ADA Standards
discuss scoping, structural impracticality and technical Section 406 discusses Curb Ramps.
Attached to and made a part of this Design Directive is an ADA Exceptions Justification Form
which is to be completed by the Designer/Project Manager for all projects which have exceptions to
any ADA requirements. A copy of the proposed ADA Exception Report with the recommended
signatures shall be mailed to the EEO Division ADA Coordinator to be forwarded to the ADA Board
for approval. The completed Form is to be included in the Final Office Review and PS&E submittals.
West Virginia Division of Highways

EEO Division ADA Coordinator
The District/Division ADA Coordinator shall maintain a copy of all approved ADA
Exception Justification Reports and Sidewalk Evaluations for future reference.
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SHEET 1 OF _____
AMERICANS WITH DISABILITIES ACT EXCEPTIONS

JUSTIFICATION REPORT
PROJECT DATA
State Project No. Date:
Federal Project No: County:
Project Name:
Project Description:
Special Project Sponsor

Name and Address:
Project
WVDOH Name:
Representative:
FHWA Representative:
(Note: Project Description in above table should be the complete scope of the project: i.e. major or minor
construction, urban or rural, reconstruction, rehabilitation, pavement overlay, etc. using the descriptions
given in DD-803 as a guide)
HIGHWAY ROUTE DATA

1. □ Urban □ Rural
AASHTO Functional
Classification 2. □ Arterial □ Collector □ Local Road
3. □ Freeway □ Divided/Arterial □ Two-Lane Arterial
4. □ Interstate
5. □ Other (i.e. school property)
TERRAIN TYPE □ Level □ Rolling □ Mountainous
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SHEET 2 OF _____
ADA REQUIREMENTS (Document Only Exceptions)

ADA Requirements Triggered Condition Criteria Action Source
1. Sidewalk
2. Curb Ramps
3. Detectable Warnings
4. Accessible Signals
5. Accessible Parking
6. Van Accessible Spaces
7. Path of Travel
8. Bridge
9. Other
(Note: references to the appropriate Section number of the 2010 ADA Standards for Accessible
Design and proposed PROWAG Standards are to be used as the Design Criteria and the
Criteria Source in the above table and in the Exception Report)
APPROVAL SIGNATURES
1.
Consultant ADA Board Chairman
2.
Project Engineer REVIEWED:
3.
District/Division ADA Coordinator Federal Highway Administration
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SHEET ____ OF _____
NARRATIVE DISCUSSION OF ADA EXCEPTION(S): Attach appropriate

photos or other documentation as needed
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DESIGN DIRECTIVE
812
SALVAGE VALUE OF MATERIALS
February 6, 1996
On all projects containing Federal Highway Administration (FHWA) funds which include
removal of existing materials that have a salvage value, i.e., structural steel, guardrail, rotomilled
HMA, etc., the designer is responsible for determining the final disposition of the salvaged material.
Salvageable material shall be dealt with by one of the following methods:
Method A - Salvaged Material to Become the Property of the Contractor - By

this method, the Division of Highways and FHWA would receive proper credit for the
salvaged material in the form of lower unit bid prices for the various items of work contained
in the contract.
No special action will be required in the plans or proposal as this issue is addressed
in Section 104.6 of the Standard Specifications.
Method B - Salvaged Material to Become the Property of the Division of

Highways - If this method is chosen, the designer must do the following:
1. Will the salvaged material be used on future FHWA funded projects? If so, a
statement certifying this fact shall be included in the PS&E package. If not, continue
with Number 2.
2. At the time of printing, the salvage value of rotomilled HMA is $8 per ton. The
service life of miscellaneous metal products (i.e. guardrail materials, right of way
fence, etc.) shall be considered to be 20 years. This information shall be used to
determine the salvage value of the material in question.
3. Include the salvage value in the PS&E package. If the salvage value for each
salvaged item exceeds $5,000, the amount of the salvaged item should be credited
to the Federal share.
4. Place a note in the plans clearly identifying the items to be salvaged. The note shall
also identify the location of the Division of Highways facility where the salvaged
items are to be delivered or where the salvaged items will be stockpiled for pick up
by the Division of Highways. The location for delivery or pick up should be
coordinated with the District.
The designer shall carefully consider all costs associated with the salvage of an
existing material to insure that these costs do not exceed the value of the salvaged
material.
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DESIGN DIRECTIVE
DD-813
BICYCLE/PEDESTRIAN ACCOMMODATION
September 30, 2013
The goal of the West Virginia Division of Highways (WVDOH) is to plan, design,
construct, maintain and operate a safe, efficient, and economical highway system for all users of
the system. While motor vehicle traffic is the major concern in performing this task, bicyclists
and pedestrians must also be given proper consideration.
In order to integrate the needs of the motorized and non-motorized users of our highway
system, the WVDOH, in cooperation with the Federal Highway Administration (FHWA),
adopted “The Statewide Plan for Accommodation of Bicycle Transportation and Pedestrian
Walkways” dated September 1997. Based on this document it is the policy of the WVDOH that
during the design of all highway construction projects, consideration will be given, as outlined
herein, for the incorporation of facilities for the accommodation of bicyclists and pedestrians.
The designer’s attention is directed to the following publication: “Guide For

Development Of Bicycle Facilities 2012 (Fourth Edition)”, AASHTO (hereinafter referred to as
the 2012 AASHTO Bicycle Guide) or most current edition. Many of the definitions in this
Design Directive are summarized from this resource, and it is the source of any design standards
not described here in detail. It is to be used as a reference supplementing this Design Directive.
Attachment
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DEFINITIONS
Bicycle Facilities: A general term denoting improvements and provisions made by public
agencies to accommodate or encourage bicycling, including parking and storage facilities, and
shared roadways not specifically defined for bicycle use. This includes new or improved lanes,
paths, or shoulders for use by bicyclists as well as traffic control devices, shelters, and parking
facilities for bicycles.
Bikeway: A generic term for any road, street, path, or way which in some manner is specifically
designated for bicycle travel, regardless of whether such facilities are designated for the
exclusive use of bicycles or are to be shared with other transportation modes. NOTE: All public
highways in West Virginia are open to bicycle traffic; however, on facilities such as Interstate
Highways, bicycles are prohibited except in some very limited circumstances, such as when a
fully controlled access highway is the only link between two separate bikeway segments.
Bicycle Boulevard: a local street or series of contiguous street segments that have been modified
to function as a through street for bicyclists, while discouraging automobile through travel. Local
access is maintained.
Bicycle Network: A system of bikeways designated by the jurisdiction having authority. This
system may include bike lanes, bicycle routes, shared use paths, and other identifiable bicycle
facilities.
Bicycle Lane: A portion of the roadway that has been designated for preferential or exclusive
use by bicyclists by pavement markings. It is intended for one-way travel, usually in the same
direction as the adjacent traffic lane, unless designed as a contra-flow lane.
Bicycle Route: A roadway or bikeway designated by the jurisdiction having authority, either
with a unique route designation or with Bike Route signs, along which bicycle guide signs may
provide directional and distance information. Signs that provide directional, distance, and
destination information for bicyclists do not necessarily establish a bicycle route.
Category I Roadways: Any highway facility that is a partially controlled access facility or any
highway facility that contains four (4) or more travel lanes with design speeds greater than 40
mph.
Category II Roadways: Any non-controlled highway facility or street not defined as being a
Category I Roadway.
Pedestrian Walkway Facilities: A general term denoting improvements and provisions made by
public agencies to accommodate or encourage walking. This includes new or improved lanes,
paths or sidewalks.
Combined Facilities: A combined facility, for the purpose of this directive, is a facility
designated for use by bicyclists and pedestrians.
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Rural Areas: All parts of the highway system NOT within an urban area as described in
“Urbanized Areas” below.
Shared Lane: A lane of a traveled way that is open to both bicycle and motor vehicle travel.
Shared Use Path: A bikeway physically separated from motor vehicle traffic by an open space
or barrier and either within the highway right of way or within an independent right of way.
Shared use paths may also be used by pedestrians, skaters, wheelchair users, joggers, and other
non-motorized users. Most shared use paths are designed for two way travel.
Trails: Facilities that may be used by, but not limited to, non-motorized vehicles, horseback
riders, cross-country skiers, and pedestrians.
Urbanized Areas: All parts of the highway system within an urban area as shown on The West
Virginia Urban Area maps maintained by the Planning Division. These maps are located on the
Division’s website at the following link:
www.transportation.wv.gov/highways/programplanning/gti/GIS/MAPS/Pages/UrbanAreaMaps.a
spx.
BICYCLES
During the environmental review and/or planning process, the WVDOH will assess the
need and potential for the development of bicycle facilities as a part of the project. The criteria
in the "Statewide Plan for Accommodation of Bicycle Transportation and Pedestrian Walkways",
September 1997 will be considered. Reference is also made to the 2012 AASHTO Bicycle Guide
or most current edition. It should be noted that the development of a bicycle facility may be
combined with the development of a pedestrian walkway facility. The resulting combined
facility would be designated for both bicycle and pedestrian use. The combined facility must
meet the criteria for both bicycles and pedestrians while accounting for the required safe
separation of these two transportation modes.
If it is determined that bicycle facilities are to be incorporated in the project, the

environmental documents shall include recommendations as to the type of bicyclist(s), as well as
the type of facility to be considered in the design process.
The designer shall use the following criteria when determining the need for bicycle
facilities in new construction or reconstruction projects.
A. Urbanized Areas
• Bicycle facilities shall be established in all new construction or reconstruction

projects that add a new highway or alter the functionality of an existing highway.
Exceptions to this policy are described below.
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• Bicycle facilities may not be required if one or more of the following conditions
exist:
• Bicycles are prohibited from using the roadway.
• The cost of establishing a bikeway is greater than ten (10) percent of the
estimated construction cost of the project.
• Existing population conditions and other factors indicate an absence of

need for bicycle facilities.
• Development costs such as right-of-way, utility relocation, environmental

mitigation, historical resource avoidance, and others may be considered
when determining the need to establish a bicycle facility.
B. Rural Areas
• Designated bicycle facilities may be considered during the design phase of the
project
• All new construction or reconstruction projects that add a new highway or alter
the functionality of an existing highway, shall as a minimum, be designed as a
Category II Roadway.
• The designer shall consider the continuity of bicycle facilities on highways where
the classification of the highway changes from urban to rural in relatively short
distances.
The final decision for inclusion of bicycle facilities in the project will be made during the
design process utilizing the above criteria. If the designer proposes not to incorporate bicycle
facilities in the proposed project, written approval must be obtained from the Deputy State
Highway Engineer – Construction/Development or Operations, as applicable.
Bicycle facilities will be accommodated by one or more of the following methods:
• Designation of the project as a Bikeway or a Bicycle Route;
• Inclusion of a Bicycle Lane in the design of the project in urban areas; or
• Designation of or the inclusion of a Shared Use Path in the design of the project.
Sidewalks should not be designated for bicycle use. Bicyclists may be encouraged, with
appropriate signing, to use short segments of sidewalks. One example of this would be a bridge
structure that provides a safer environment to traverse the bridge. This would only be considered
if the bridge sidewalk is wide enough to accommodate both pedestrians and bicyclists, in which
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case the criteria for a “Combined Facility” would be utilized (see the 2012 AASHTO Bicycle
Guide or most current edition).
Design Bicyclist
To address the needs of bicyclists of various skill levels, the WVDOH shall use a
classification of bicyclists. This system is a modification of the existing classification system
used by AASHTO. This system is described as follows (taken from the 2012 AASHTO Bicycle
Guide):
Experienced and Confident
This group includes bicyclists who are comfortable riding on most types of
bicycle facilities, including roads without any special treatments for bicyclists. This
group also includes utilitarian and recreational rider of many ages who are confident
enough to ride on busy roads and navigate in traffic. Such bicyclists may deviate from
the most direct route to travel in their preferred riding conditions. Experienced bicyclists
may include commuters, long distance road bicyclists, racers, and those who participate
in rides organized by bicycle clubs.
Most experienced riders are comfortable riding with vehicles on streets. Some
prefer on-street bike lanes, paved shoulders, or shared use paths. They prefer a more
direct route to their destination and avoid riding on sidewalks.
Casual and Less Confident
This group includes a majority of the population, and includes a wide range of
people: (1) Those who ride frequently for multiple purposes; (2) those who enjoy
bicycling occasionally but may only ride on paths or low-traffic and/or low-speed streets
in favorable conditions; (3) those who ride for recreation, perhaps with children and; (4)
those for whom the bicycle is a necessary mode of transportation.
Casual riders prefer shared use paths, bicycle boulevards, or bike lanes along low
volume, low speed roads and streets. They may have difficulty gauging traffic and may
be unfamiliar with the rules-of-the-road for bicyclists. They may use less direct routes to
avoid heavy traffic volumes and are more likely to ride on sidewalks.
PEDESTRIANS
During the environmental review and/or planning process, the WVDOH will assess the
need and potential for the development of pedestrian walkway facilities as a part of the project.
The criteria in the "Statewide Plan for Accommodation of Bicycle Transportation and Pedestrian
Walkways", September 1997 will be considered. Reference is also made to the following
publication: “Guide for the Planning, Design, and Operation of Pedestrian Facilities, July 2004,
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AASHTO. It should be noted that the development of a pedestrian walkway facility may be
combined with the development of a bicycle facility. The resulting combined facility would be
designated for both pedestrian and bicycle use. The combined facility must meet the criteria for
both bicycles and pedestrians while accounting for the required safe separation of these two
transportation modes.
If it is determined that pedestrian walkway facilities should be considered, the

environmental documents would include recommendations as to the type of facility to be
constructed. Facilities to be considered are sidewalks, shoulders and/or separate paths.
Any pedestrian accommodation on a project must be in accordance with DD-811 (Curb

Ramps and Sidewalks) and be in accordance with the additional design standards noted below.
The designer shall use the following criteria when determining the need for pedestrian
walkway facilities in new construction projects.
A. Urbanized Areas
• Pedestrian walkway facilities shall be established in all new construction or

reconstruction projects that add a new highway or alter the functionality of an
existing highway. Exceptions to this policy are described below.
• Pedestrian walkway facilities may not be required if one or more of the following
conditions exist:
• Pedestrians are prohibited by law from using the roadway.
• The cost of establishing a pedestrian walkway is greater than ten (10)

percent of the estimated construction cost of the project.
• Existing population conditions and other factors indicate an absence of

need for pedestrian walkway facilities. Development costs such as right-
of-way, utility relocation, environmental mitigation, historical resource
avoidance, and others may be considered when determining the need to
establish a pedestrian walkway facility.
B. Rural Areas
• Designated pedestrian walkway facilities may be considered during the design

phase of the project.
• All new construction or reconstruction projects that add a new highway or alter
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the functionality of an existing highway, shall as a minimum, be designed as a

Category II Roadway.
• The designer shall consider the continuity of pedestrian walkway facilities on

highways where the classification of the highway changes from urban to rural in
relatively short distances.
On bridge construction projects, a sidewalk shall be designed as a part of the bridge if

sufficient pedestrian activity exists and there is not a suitable pedestrian crossing reasonably
close to the bridge. In the case of bridge replacement projects, a sidewalk shall be designed as a
part of the bridge if the existing structure had a sidewalk or if sufficient pedestrian activity exists
and there is not a suitable pedestrian crossing reasonably close to the bridge.
DESIGN STANDARDS
The following design standards have been developed for bicycle and pedestrian
accommodation. These lists are not considered to be all-inclusive. The designer should consult
the 2012 AASHTO Bicycle Guide (or most current edition) for further guidance, especially for
design guidance for Shared Use Paths. The “Proposed Accessibility Guidelines for Pedestrian
Facilities in the Public Right of Way” (PROWAG), dated July 26, 2011, should be considered as
minimum criteria for the design of any new or the replacement of any existing pedestrian facility.
A. General (Applicable to Pedestrian and Bicycle)
• The designer is cautioned to review sight distances carefully due to extra height of
barriers as a design exception could be necessary for the extra height where a
normal height barrier would not have needed one.
• All paved shoulders to accommodate both pedestrians and bicycles
• All structures shall have a combination of railings, fences or barriers with a

minimum height of 42” for pedestrians and bicycles. A 48” railing shall be
considered for the following conditions:
• Where bicycle speeds are likely to be high (such as on a downgrade)
• Where a bicycle could impact a barrier at a 25 degree angle or greater

(such as in a curve)
• Where significant bicycle traffic is anticipated
• Where a bicycle falling over the rail could be catastrophic, such as a high
drop off or into traffic.
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• Drainage grates for bicycle routes shall be of a bicycle safe design.
• Reference is made to DD-645, Rumble Strips, to bicycle mitigation methods for

rumble strips.
B. Category I Roadways
• Bicycle accommodations are to be designed for one way operation
• Bicycles to be encouraged to utilize right shoulder (with signing)
• Bicycles to be encouraged to use exit and entrance ramps shoulders (with signing)
• Minimum 5’-0” width of right shoulder (non-structure)* without rumble strip
• Minimum 6’-0”width of right shoulder (bridge structure)* without rumble strip
• Bridge expansion joints must be bicycle safe on the right shoulder (no exposed
finger dams)
*NOTE: The values for shoulder width shown in DD-601 shall supersede the values shown
above if the values in DD-601 are greater.
C. Category II Roadways
• Bicycle accommodations are to be designed for one way operation
• When the ADT is greater than 1000 vpd, shoulders may be paved if bicycle and/or
pedestrian walkway facilities are to be considered
• When the ADT is less than 1000 vpd, paved shoulder widths of 2'-0" should be
considered; however, paved shoulder widths of 4'-0" or greater are encouraged.
For pedestrian facilities, in absence of paved shoulders, a stabilized shoulder of 2'-
0" minimum or 4'-0" preferred widths should be encouraged.
• All structures shall have a minimum shoulder width similar to the approach
roadway shoulder width, but does not have to exceed 5'-0"
• Bridge expansion joints for bicycle facilities
• If shoulder is 5'-0" or greater, no exposed finger dams on the right

shoulder
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• If shoulder is less than 5'-0", no exposed finger dams on full

roadway
• On curbed sections of roadways on bicycle routes, width of right lane shall be 14'-
0", including the gutter pan.
• Structures without sidewalk shall have minimum shoulder widths of 4'-0"
• Structures with sidewalks shall have 4' minimum sidewalk widths and right
lane/shoulder combined width of 14'-0" (12’-0” lane/2’-0” shoulder)
D. Shared Use Paths
• Designed for 2 way operation
• Minimum Travel Width - 10’ with 2'-0" graded shoulders
• Reduced width of 8’ in very rare circumstances or for short distances due to

physical constraints.
• Structure railing/fence/barrier must be at least 5'-0" from the edge of shoulder of

parallel roadway or separated by a combination of railings, fence or barrier with a
height as described above.
• Superelevation 2% (no crown)
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DESIGN DIRECTIVE
DD-814
ON JOB TRAINING
February 24, 2016
On all projects where the Engineers Estimated Contract Cost is greater than $2,000,000
dollars and the working day calculations are greater than 12 calendar months, a determination of the
need for On Job Training will be required.
When a determination of the need for On Job Training is required, the designer shall provide
to the EEO Division the following information after the final office review:
1) Title Sheet
2) Engineers Estimate
3) Working Day Calculations
After the required determination has been made, the EEO Division will inform the designer
if On Job Training is required and the number of hours to bid under Item 699000-001 “ON JOB
TRAINING.”
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DESIGN DIRECTIVE
DD-815
GUIDE FOR ERECTING MAILBOXES ALONG STATE HIGHWAYS
March 28, 2012

policy for “Erecting Mailboxes Along State Highways”.
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GUIDE FOR ERECTING MAILBOXES ALONG STATE HIGHWAYS
PURPOSE
The purpose of this document is to provide guidelines concerning the installation and
maintenance of mailboxes along State highways. It is to apply to all mailboxes and newspaper
tubes within State-owned rights of way and served by vehicular United State Postal Service
(USPS) carriers. The intention of this guide is to increase the safety to the public and the safety
and convenience of the carrier and patron, while permitting postal patrons to receive their mail
without interruption.
INSTALLATIONS PROHIBITED
No mailbox or newspaper tube is to be installed within any controlled-access right of

way or where access to deliver or retrieve mail must be obtained from within the controlled
access. An exception to this will be made if the mailbox is behind guardrail at an approach or
intersection or if the mailbox or boxes are at least 30 feet from the edge of the through lanes.
No Neighborhood Delivery and Collection Box Units (NDCBU) will be permitted on

State highway rights of way. Where such units are necessary, the property owner will be
responsible for providing a location for each NDCBU and an associated vehicular pullout area
off of the right of way. Where sidewalks are present, the NDCBU should be located at the back
of the sidewalk.
No mailbox supports shall be placed in front of a guardrail. Where mailboxes are

adjacent to guardrail, consideration should be given to relocating them or position them behind
an available guardrail if a safe and stable all-weather walking path for the postal patron exists.
The maximum distance of such a relocation should be 200'. No mailbox support shall be placed
behind a “gating” or breakaway guardrail terminal.
PERMITS
No separate permit shall be required for the installation of a mailbox, although

installations are expected to conform to this guide. Where a permit is being sought for a new
residential or commercial driveway, the mailbox location and support type and the
arrangements for delivery and retrieval of mail shall be reviewed as a part of that permit.
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CLAIMS
From time to time, mailboxes will be damaged during normal maintenance operations
such as snow removal and ice control or ditching. When such damage is brought to the
attention of the Division of Highways, it shall be the responsibility of the Highway Operations
Division to investigate and confirm the damage. An Accident Report (Form AR-13) is then to
be prepared as necessary for submission to the Claims Section of the Enforcement Division.
The owner will normally be reimbursed for damage and will be responsible for replacing and
reinstalling the mailbox in accordance with this guide.
MAILBOXES
Mailboxes shall conform to USPS-STD-7B Mailboxes – Residential Mailbox

Standards, which is available at the USPS site (www.usps.gov).
SUPPORTS
Mailbox supports and box attachments shall be of a type approved by the USPS. This
may be a proprietary support system which is designed and approved for the purpose or may be
a wooden or metal support. The support should be no stronger than required to resist service
loads and minimize susceptibility to vandalism; a wooden support should be no larger than 4" x
4" (nominal) post and a metal support should be no larger or more substantial than a 1 ½” to 2"
pipe. The pipes should be embedded no more than 24” into the ground, with no anchor plates.
Supports may be equipped with an anti-twist plate extending no more than 10” into the ground
to prevent the support from rotating.
The attachment to the support shall be a bracket or plate which is of sufficient strength
to prevent the separation of the box from the post in a collision. The intent is that a potential
errant vehicle will “ride down” the post and box together, rather than turning the detached
mailbox into a projectile.
Where circumstances such as snow removal dictate, cantilever mailbox supports may be
used. They should be strong enough to support the box and should provide for a strong
attachment between the mailbox and the mounting. Construction of 4" x 4" treated lumber or a
1 ½” to 2" metal pipe is recommended; one acceptable support is shown in the Standard Details
Book, Volume II, issued January 1, 1994 on Standard Sheet TE1-9. Other acceptable supports
are shown in the latest issue of the AASHTO Roadside Design Guide.
Where multiple mailboxes are installed on one support, planks, metal channels or other
mounting methods that may penetrate the windshield on any errant vehicle must be avoided.
The proprietary supports and mounting systems that are available for this type of installation
are preferred. In no case are more than four mailboxes to be placed on a single support. Where
single or multiple mailboxes are placed in independent installations, supports shall be at least
40” apart, center to center unless they are behind guardrail.
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One or more lightweight fiberglass, plastic, or metal newspaper tubes may be placed on
each mailbox support, subject to the specifications of the USPS. Further guidance on these
specifications is available in the latest issue of the AASHTO Roadside Design Guide, including
USPS website references.
LOCATION OF MAILBOXES
Mailboxes are to be placed on the right side of the road in the direction of service of the
carrier route. An exception may be made for one-way streets, where mailboxes may be placed
on either side of the street.
Mounting height is to be as directed by the USPS; this will generally be 41” to 45”
above the surface of the area used by the carrier’s vehicle while delivering mail.
Mailboxes mounted behind guardrail should have the door of the box flush with the face
of the guardrail. Mailboxes mounted behind curb should have the door of the box flush with or
slightly behind the face of the curb.
Mailboxes should be located so that a carrier or patron’s vehicle that is stopped at the
box will be clear of the traveled way. This will be accomplished if the box or boxes are
mounted slightly behind the shoulder if such shoulder is 8' wide or more. Where sufficient
shoulders are not available, an attempt should be made to relocate the box or boxes to a wider
area which may provide a turnout area. Where two or more mailboxes can be located and
served at the same turnout area, the Division of Highways will, in the interest of public safety
and convenience, provide stabilization stone to enhance an all-weather surface at the turnout
area. See the TURNOUTS section below.
The location of a mailbox or mailboxes at or adjacent to intersections should be

carefully reviewed for its effect on the safety of the carrier, the safety of the patron, and
intersection sight distances. Where traffic operating speeds on the main road are 40 miles per
hour (MPH) or more, an attempt should be made to locate the mail box or mailboxes on one of
the crossroads, preferably 30’ (minimum acceptable 20’) down the crossroad. If the box or
boxes must be located on the through highway, they shall be located on the downstream (far)
side of the intersection, and preferably 150’ (minimum acceptable 100') or more from the edge
of the crossroads. The influence on sight distance of stopped vehicles and of the mailbox itself
(which will be mounted at the approximate driver eye height) shall be checked. Mailboxes
should also be located at the far side of any driveways encountered.
Roadside clear zones shall be maintained whenever practical. Where mailboxes cannot
be eliminated from the clear zone or placed behind guardrail, single or double mailbox
installations with supports and attachment devices meeting the criteria described above will be
permitted.
Because of varying road and curb conditions and other factors, the USPS recommends
that the postmaster or carrier be contacted before erecting or replacing any mailboxes and
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supports. The Designer should contact the postmaster early in the development of the project to
discuss any mailboxes that may need replaced on any project.
TURNOUTS
As described in the LOCATION OF MAILBOXES section above, turnouts should be

provided where sufficient shoulders are not available, i.e. if the shoulder is less than 8’ wide.
The designer is directed to the latest issue of the AASHTO Roadside Design Guide for more
information on turnouts, including minimum design criteria.
ENCROACHMENTS
Massive or unsafe installations such as stone pillars; plows or other decorative supports;
or multiple mailboxes mounted on planks that are located within the State right of way will be
treated as encroachments. These non-conforming installations will be subject to removal or
replacement with approved installations at the property owner’s expense once identified, as
during a 3R project or road inventory survey.
For additional guidelines, reference is made to the latest issue of the AASHTO
Roadside Design Guide.
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DESIGN DIRECTIVE
DD - 816
VALUE ENGINEERING
August 2, 2013
Attached is the West Virginia Department of Transportation, Division of

Highways policy on "Value Engineering".
This document provides information and guidance regarding the implementation

of a Value Engineering Program within the Division of Highways of the West Virginia
Department of Transportation.
Attachment
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VALUE ENGINEERING
PURPOSE:
This document provides information and guidance regarding the implementation

of a Value Engineering Program within the Division of Highways of the West Virginia
Department of Transportation. The policies described herein and the procedures set forth
in the West Virginia Division of Highways “Value Engineering Manual” and
“Construction Manual” are to be the references for Division employees who are involved
in or affected by the Division's Value Engineering (VE) activities. The VE Manual is to
be provided to Consultants at the time of the Scope of Work meeting on those projects
requiring a Value Engineering Analysis.
GENERAL POLICIES; SCHEDULING OF ANALYSIS:
A. VE Analysis Notification:
The Project Manager and the Responsible Division shall notify the project team
when a VE analysis is to be conducted on a project. The policies in the following
sections shall be used to determine when a VE analysis is to be performed. When a VE
analysis is to be conducted the Project Manager shall immediately notify the “Program
Administration Division” in writing. The Program Administration Division shall then
add a note in the tracking system indicating that a VE analysis is to be conducted.
B. Mandatory VE Reviews:
It will be the policy of the West Virginia Department of Transportation, Division

of Highways, to apply Value Engineering following the requirements in the latest federal
transportation bill referred to as MAP-21 to all projects with the following criteria:
Projects on the National Highway System (NHS) -

All projects on the NHS, receiving federal assistance, with an estimated
total cost greater than $50,000,000, shall undergo a VE analysis.
Bridge Projects on the NHS –

All bridge projects on the NHS, receiving federal assistance, with an
estimated total cost greater than $40,000,000, shall undergo a VE analysis.
A project meeting the above criteria, to be delivered by the design-build

method, shall not be required to have a value engineering analysis performed.
A “project” will be defined by the limits shown in the controlling

environmental document. The Total Project Cost includes all the cost associated
with the environmental clearance, engineering, right of way, utilities, and
construction phases of a project. All required VE analyses shall be performed,
per the Division’s Value Engineering Manual, prior to Final Design.
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The Value Engineering Analysis, for a project, will normally be conducted

at the 30% plan (Preliminary Field Review) stage
C. Alternative Mandatory VE Reviews:
When it is proposed to conduct a Mandatory VE Analysis utilizing alternative

procedures, approval must be obtained from the “Deputy State Highway Engineer –
Development” and FHWA prior to conducting the analysis.
1. Representative Contract Section: The Division may utilize a

“Representative Contract Section” concept as a substitute for
conducting a VE analysis for each design section of the entire
project. The selected “Representative Contract Section” should
contain elements that are generally representative of those that will
be encountered throughout the entire project limits. The approved
recommendations of the Value Engineering Analysis, on the
“Representative Contract Section”, will be applied in the contract
plan development of all subsequent design sections of the project.
2. Design Report VE Analysis: The Division may also choose to

conduct the required Value Engineering Analysis of a major
project during the Design Study Report Preparation.
D. WVDOH Initiated Reviews:
The WVDOH may choose to initiate a VE study on any project, regardless of

cost, when it is felt that sufficient potential cost savings exist to justify the VE analysis
costs. It is the intent of the Division of Highways to make periodic Value Engineering
analyses of Standard Details; Standard Specifications; "allocation-type" projects; and
Design, Traffic Engineering and Structural Directives on a cyclical basis. These analyses
will, of necessity, have a lower priority than project analyses and, in the case of
specifications, standards and directives will generally take place when they are being
reissued.
E. Value Engineering Change Proposal:

(Initiated by Contractor)
Value Engineering Change Proposals (VECP), initiated by the Contractor during

the execution of a construction project, are an integral part of the WVDOH value
engineering program. The Construction Manual by Contract Administration shall be
referenced on the processing of VECP’s.
GUIDANCE FOR VALUE ENGINEERING STUDIES:
Management oversight and the conduct of the Value Engineering Analysis will be
in accordance with the elements and procedures spelled out in the AASHTO "Guidelines
for Value Engineering”, current edition and the WVDOH “Value Engineering Manual”.
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PRODUCTS OF THE ANALYSIS:
The product of the Value Engineering analysis shall be a written report to

Management containing at least the following information:
1. Project number and description, including type and length of project,

number of lanes; right of way and utility involvement; and generalized
scope of work.
2. Stage of development of the project when the VE was performed.
3. Value Engineering team members and work locations; designer or project

manager and other resource personnel who were consulted.
4. Specific items considered.
5. Items recommended and the reasons. Where appropriate, sketches or detail

drawings are to be included.
6. Items rejected and the reasons.
7. Cost data with summary of anticipated costs and savings. Costs and
savings are to consider capital costs and life-cycle costs.
8. Once the written report has been presented, the Team, or Team
Chairperson, should be prepared to make an oral presentation to
Management. If an oral presentation is requested the designer may be
involved to critique or respond to the Value Engineering team
recommendations.
APPROVAL OF RECOMMENDATIONS:
After completion of the written and oral reports, the project designer, or the
project manager and consultant, will reply to each Value Engineering recommendation.
The replies will be reviewed and comments prepared by the affected Division Directors.
The results of the reviews will then be consolidated and the Deputy State Highway
Engineer Development will make a final determination regarding each Value Engineering
recommendation.
Upon the action of the Deputy State Highway Engineer Development, on

each VE recommendation, a Final Value Engineering Report shall be prepared by
the project designer or the project manager and submitted to the responsible
division director for approval. This report will describe the disposition of each
recommendation and attach the VE Report.
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FILING OF COMPLETED VE REVIEWS:
The project designer or manager shall forward a copy of the approved Final Value
Engineering Report to the “Value Engineering Coordinator” for filing and inclusion in
Annual VE Report to FHWA. The Value Engineering Coordinator will maintain a file of
all Final Value Engineering Reports, as described in Section 10.11 of the WVDOH
“Value Engineering Manual”.
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DESIGN DIRECTIVE
DD - 817
MINOR PREVENTIVE MAINTENANCE
December 2, 2013
Attached for your use is guidance on accessibility standards on public right of way and
categorizing of projects and their associated activities per the Federal-Aid Highway Program.
Attachment
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DD-817
MINOR PREVENTIVE MAINTENANCE
INTRODUCTION:
The WVDOT and FHWA enter in agreements to administer the Federal-Aid Highway
Program (FAHP) under Title 23, and other associated laws. These agreements have defined project
activities under three broad categories of projects. These categories are:
A. New Construction/Reconstruction Projects

B. 3R (Resurfacing, restoration, or rehabilitation) Projects
C. All Other Projects
Also as part of this, the FHWA is responsible for ensuring that project planning, design,
construction and operation adequately address pedestrian access for people with disabilities
on the public right of way.
This design directive shall be used by all designers to determine which category a proposed
project is classified as. Projects classified as Category “A” and “B” will require full design criteria
and any design exceptions are to be addressed per DD-605. Any exception involving pedestrian
access shall be documented by DD-811 by completing an AMERICANS WITH DISABILITIES
ACT (ADA) Exceptions Justification Report. A project involving Minor Preventive Maintenance
Activities is classified as Category “C”, “All Other Projects”, which does not require full design
criteria, except for the work proposed.
The determination of a project’s category is important for several reasons. It is especially

significant to determine if all the activities anticipated during a project meet the definition of Minor
Preventive Maintenance. If project activities are categorized as Minor Preventive Maintenance, then
the “designer” will not be required and should not submit any formal design exceptions for approval
per DD-605. A project that is classified as Minor Preventive Maintenance, also, does not require
upgrading of contiguous safety elements although some safety improvements may be incorporated.
A project altering the character of the surface, also known as an alteration on a public right
of way creates the requirement to address accessibility compliance. The type of funds, federal, state,
bond, or any other funding is not a determining factor in this compliance.
Projects administered by a municipality on WVDOH R/W, such as a streetscape, involve

funds expended on a public right of way, creating an alteration. This requires the municipality and
the WVDOH to meet full compliance with all federal laws and regulations during the development of
plans and construction. As part of the development of plans for construction, where full design
criteria for pedestrian access is not feasible, the designer (the municipality or their consultant) shall
prepare an exception justification form as described in DD-811 and submit with the plans for review
and approval to the WVDOH. All exceptions approved by the Division shall be filed as required for
all projects.
EXISTING SIDEWALKS
Resurfacing projects are considered an alteration by the Department of

Justice (DOJ) and will require all curb ramps within the resurfacing project to
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meet the Americans with Disabilities Act (ADA) for compliance during or prior
to the resurfacing project. This will also require installing curbs ramps where
presently a curb ramp does not exist to make the sidewalk ADA accessible.
Detectable warning systems are also required on all existing curb ramps. Existing
sidewalks shall be evaluated for ADA Compliance using the DOJ 2010 ADA
Standards for Accessible Design. All designers addressing existing or proposed
sidewalks are to use DD-811 CURB RAMP AND SIDEWALKS.
ROADWAY ACTIVITIES:
Per the above definition the Project Manager will consider the following proposed activities as
Minor Preventive Maintenance. See the following web page for a more precise definition of some
of the activities in the lists for Roadway Activities below:
www.fhwa.dot.gov/civilrights/programs/doj_fhwa_ta_glossary.cfm.:
1. Crack filling and sealing

2. Surface sealing
3. Chip, Slurry, and Fog seals
4. Scrub sealing
5. Joint crack seals
6. Joint repairs
7. Dowel bar retrofit
8. Spot high-friction treatment
9. Diamond grinding
10. Pavement patching
11. Shoulder repairs
12. Pipe and inlet repairs
13. Pulling and restoration of ditches
14. Guardrail repair and installation
15. Re-striping
The following common roadway activities are NOT considered Minor Preventive
Maintenance and as such are alterations and therefore require existing adjacent sidewalks to be
addressed to meet ADA compliance as described in DD-811:
1. Open-graded surface course

2. Cape seals
3. Mill and fill/Mill and overlay
4. Hot in-place recycling
5. Microsurfacing/Thin-lift overlay
6. Addition of new layer of asphalt
7. Asphalt and concrete rehabilitation and reconstruction
8. New construction
9. Widening of the existing pavement typical section
10. Addition of turning lanes
11. Pavement rubblizing
12. Installation of new drainage structures to improve existing drainage characteristics
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BRIDGE ACTIVITIES:
Per the above definition the Project Manager will consider the following activities as Minor
Preventive Maintenance:
1. All painting of bridge members.

2. Scour Countermeasure Activities.
3. Expansion Joint Repairs and Replacement.
4. Concrete Crack Repairs.
5. Refurbishing or restoration of existing bridge bearings.
6. Deck drainage system repairs.
7. Seismic retrofit activities that do not include replacement of bearings or structural
members.
The following common bridge activities are not considered Minor Preventive Maintenance
and as such are 3R or reconstruction activities:
1. Bridge deck overlay projects.

2. Repairs to structural members for the purpose of restoring or enhancing structural
capacity.
3. Strength repairs to substructure elements.
4. Bearing replacement.
5. Bridge deck replacement.
6. Superstructure replacement.
PROJECTS WITH MULTIPLE CATEGORY ACTIVITIES:
Many projects may involve some activities which can be categorized as Minor Preventive
Maintenance and other activities which are 3R or reconstruction activities. Normally the project will
be categorized per the 3R or reconstruction category on these projects. The Project Manager will
then be required to consider the need of any formal design exceptions or safety improvements. Some
projects, however, may not follow this rule. For example, a project may consist of five miles of
Minor Preventive Maintenance such as a surface seal treatment and involve 100 feet of pavement
replacement at the end of the project. This project may be categorized as Minor Preventive
Maintenance.
A second example would be a large bridge painting project that involved a structural repair to
only one or two members. This project may also be categorized as Minor Preventive Maintenance.
When the Project Manager believes that a project with multiple category activities, may
qualify as a Minor Preventive Maintenance project, they shall document this and request approval per
the following schedule:
District Design Projects:
1. Deputy State Highway Engineer/Operations

2. FHWA (Full Oversight Projects Only)
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All Other Projects:
1. Deputy State Highway Engineer/Development

2. FHWA (Full Oversight Projects Only)
MINOR PREVENTIVE MAINTENANCE PROJECT REQUIREMENTS:
All projects categorized as Minor Preventive Maintenance shall be designed per all current
applicable design policies. The following should not be developed or submitted on these projects:
1. Safety Improvements (unless they are integral to the project activity).

2. Development and submission of formal design exceptions per DD-605.
3. Development and submission of ADA Exceptions Justification Form per DD-811.
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DESIGN DIRECTIVE
DD-820
DEVELOPMENT AND WRITING OF SPECIFICATIONS
December 23, 2005

policy on “Development and Writing of Specifications,” dated October 11, 2005.
The following procedures have been established for the preparation of specifications, i.e.
standard specifications, supplemental specifications, special provisions for highway projects.
Attachment
DEVELOPMENT AND WRITING OF SPECIFICATIONS
Most of the following information is from the FHWA Technical Advisory T5080.16
“Development and review of Specifications” Dated 8/7/1992. Specifications are to follow the
Technical Advisory outlined below, except that the use of passive voice is preferred.
1. PURPOSE. To provide to Federal Highway Administration (FHWA) division offices

and State highway agencies (SHA) guidance for the development and review of
specifications for Federal-aid highway projects.
2. DEFINITIONS
a. Specifications - the compilation of provisions and requirements for the

performance of prescribed work and the basis of payment for the work.
b. Standard Specifications - a book of specifications approved for general

application and repetitive use.
c. Supplemental Specifications - approved additions and revisions to the standard

specifications used to update the standard specifications between publications.
d. Special Provisions - approved additions and revisions to the standard and

supplemental specifications that apply only to an individual project or a small
group of projects.
e. Method Specifications - specifications that are explicit in the identification of the

work methods or procedures to be used to complete the work included in the
contract. Method specifications often include some measure of work control or
direction by the contracting agency.
f. Quality Assurance/Quality Control (QC/QA) Specifications and End Result

Specifications - specifications that minimize prescriptiveness of work methods,
materials, and equipment. The focus is on quality control responsibilities and
measurement of end-product parameters that affect performance.
g. National Reference Specifications - specifications prepared by recognized

organizations or agencies that provide national standards of performance or
measurement. These specifications have been proven over time to provide the
desired quality.
3. BACKGROUND
a. Clear, concise specifications are essential in achieving quality and efficiency in

highway construction. Specifications define individual responsibilities,
measurement and payment procedures, and provide the communication between
the SHA and the contractor. Today's challenges in the highway construction
program place a great demand on the SHA for clear and concise specifications.
Factors which contribute to these challenges include:
(1) Increasing project complexity and scope,
(2) Increasing legislative and administrative requirements,
(3) New technology applications,
(4) Shortage of personnel in number and experience, and
(5) The proliferation of contract claims and litigation.
b. In the past, the State's Field Engineer was often the autonomous source of all
project decisions and the sole judge of contract compliance. The State Field
Engineer's experience was relied on extensively as reflected in the often used
language "in the opinion of the Engineer," "as directed by the Engineer," or "as
approved by the Engineer." The Field Engineer was often directly involved in the
supervision and control of the work. Consequently, there was a tendency to
provide and use broad, vague specifications to allow the Field Engineer the
latitude to control the contractor's operation. Current construction industry
business practices will not accept the sharing of operational control without
shared liability.
c. Today, the Field Engineer is called on to have extensive knowledge not only of
engineering practices, but also administrative and legal requirements. The
increased emphasis on administrative and legal requirements has reduced the
amount of time and energy that can be spent on construction quality related
activities. The size, nature, cost, and complexity of projects has changed to reflect
reconstruction and rehabilitation priorities. Therefore, the day-to-day problems on
the project are greatly increased by the need to consider previously constructed
work and how best to construct the new work in the midst of traffic that must be
maintained.
(1) Specialty subcontracting has increased to deal with new and changing
construction procedures and materials. Therefore, the Engineer relies on the
specifications to a greater degree to provide needed information about specific
construction and administrative requirements.
(2) Project development is an assembly line process. Smaller and smaller

specialty parts included in the design are often provided by personnel with
varying engineering backgrounds and experience in construction. As the number
and specialized nature of the parts increase, integration of the parts into a whole
unit becomes difficult.
(3) Changes in the complexity of construction projects and in construction

methods have placed a significant burden on the specifications. The specifications
must reflect these changes and clearly define the basic roles and responsibilities of
the contract parties.
4. FUNCTIONS AND RESPONSIBILITIES
a. Description of Work - The function of specifications is to provide definitive

directions, procedures, and product requirements considered necessary by the
SHA for completing the work identified in the contract. After contract award, no
additional duties or restrictions can be placed on the contractor without a contract
revision.
(1) Description of Requirements - All of the requirements for acceptance of the

work, including quality desired (and methods of quality control where applicable),
quality and quantity measurement, and basis of payment by the SHA must be
included.
(2) Restrictions Applicable - The description of the work must also include a clear
description of restrictions applicable in the completion of the work. These
restrictions may be in the form of administrative requirements, intermediate steps
of approval or checking, or the methods of transfer of information between the
SHA and the contractor.
b. Contract Responsibilities - In the specifications, each party to the contract must be

made aware of their individual responsibilities in order to fulfill the contract. The
SHA must be able to state clearly, in writing, the requirements and duties of both
contract parties for each and every work item and process required. If there is no
way to measure or evaluate the accomplishment of a stated responsibility, there is
an immediate problem with the specification. Identification and description of
responsibilities that cannot be measured will be costly. The specification objective
is to provide a clear understanding of each party's responsibilities that cannot be
misinterpreted.
(1) Limits of Responsibility - The limits of responsibility, whether individual or

coordinated in nature, must be defined in the contract and specifications. Each
party to the contract must know the actions that must be completed, what steps are
necessary to meet the responsibility assigned to them, and how these steps or
actions will be measured.
(2) Coordinate Responsibilities - The order of accomplishment by each party of

their individual responsibilities must be established to identify the step-by-step
actions needed to ensure that further work can realistically proceed on the item
described.
(3) Explanations - There is no reason to provide information to justify or explain

the requirements or procedures established in the specifications. The requirements
and procedures are part of the work to be done for final product payment.
Explanations and justification for actions to be taken by SHA personnel are better
included in the administrative and construction manuals for use by SHA
personnel only.
(4) Essential Information - The requirements and procedures defined must be
essential to the SHA evaluation of the product for payment purposes.
Requirements and procedures that are not essential to the attainment of the
product quality or quantity serve no useful function and lead to nonenforcement in
the field. This places the contractor and SHA in jeopardy concerning the
credibility and use of the specifications.
(5) Failure to Comply with Specification - The issue of what will be done in the
event that either party does not satisfy their respective contract responsibilities
must also be addressed. The actions available to each party and the cost or delay
that results from the failure of either party should be considered in specific terms.
c. Measurement and Payment -
(1) Once the work responsibilities are identified, a review of the measurement and
payment procedures is needed to assure that the sequence of each party's actions
do not interfere with the measurement of the work quality and quantity. The basis
of payment for the work should reflect the responsibility and completion
definitions included in the work description.
(2) Necessary preceding and succeeding events in the work accomplishment and
whether the character of a material or item may change due to these events will
have a bearing on the time and place of measurement. If either party has any
further responsibilities for a bid item after measurement for payment, the nature
and extent of that responsibility must be provided.
(3) When writing specifications and using them in the field, it should be
remembered that "approval actions" and "acceptance" may be considered to be the
same when conflict resolution reaches the claim stage or litigation. Exculpatory
clauses that are inserted into approval documentation (for example, falsework
design and structural design submittals) have not been generally successful as a
defense in litigation.
5. FORMAT. A standard, five-part format for specifications has evolved over the years
through the concerted efforts of the FHWA and the American Association of State
Highway and Transportation Officials, in coordination with highway construction
industry organizations.
a. The five part specification format consists of:
(1) Description of Work
(2) Materials Requirements
(3) Construction Requirements

(4) Method of Measurement
(5) Basis of Payment
b. This format establishes a uniform approach to providing needed information,

describing the work to be performed and identifying the responsibilities of the
contracting parties. Although items (2) and (3) of the format may not always be
applicable, they should not be deleted. The specifications should show all of the
format parts using the notation "none specified" where the information is not
applicable. EXAMPLE --- for Section 201 - Clearing and Grubbing, there would
be a subsection for description, construction, method of measurement, and basis
of payment, but there would be no materials requirements. The subsection would
be presented as follows: 201.02 Materials Requirements - None Specified.
c. Information that does not fall within the five labeled parts of the format is not
considered to be essential to the standard specification.
6. CLARITY AND BREVITY
a. A successful specification is both clear and brief. Information that is not essential
to the directions and commitments that will be a part of the contract only serves to
confuse those applying the specification in the field.
b. Short sentences with simple, direct language should be used. Continuous

restatements that the "contractor shall ....." and "the work shall consist of..." do
not provide needed information. The subject of the specification section should
stand on its own and establish the content of the material presented.
c. Repetition should be avoided. If the subject is one that cannot be measured or is

not measured against a standard, the use of adjectives and other word modifiers
will not change the meaning of the directions. For instance, in field applications,
what would be the difference between "thorough consolidation" and
"consolidation" of fresh concrete? The judgment made in the field would be
whether or not the fresh concrete has been consolidated.
d. Use of active voice grammar is preferred to directly state the essential directions
and procedures. Writing in the active voice is accomplished by moving the verb to
the beginning of the sentence followed by the subject.
(1) Examples of how the usual (passive voice) language of past specifications can
be changed by using active voice grammar and minor editing are shown below.
(a) Passive - The gravel shall be placed and shaped by power equipment to
the specified lines, grades, cross-sections, and depths, without segregation.
(21 words)
Active voice - Place and shape gravel to the specified dimensions without
segregation using power equipment. (13 words)
(b) Passive - A mechanical broom or sweeper shall be provided which is

adjustable to uniform contact with the surface and designed to thoroughly
clean without cutting into the surface being swept. (29 words)
Active Voice - Provide a mechanical broom or sweeper that can be adjusted

to uniform surface contact and does not cut into the surface. (21 words)
(c) Passive - Concrete shall be thoroughly consolidated against the faces of

all forms and joints, including concrete in a previously constructed lane of
pavement, by means of vibrators inserted in the concrete. (30 words)
Active Voice - Consolidate fresh concrete against all form faces, joints, and
previously constructed pavement using insertion type vibrators. (16 words)
(2) The use of active voice may not always be the preferred method if there is a
good possibility that confusion may result. Method specifications may become
stilted and awkward since the description necessary to explain the process and
methods required can be quite involved. The use of the active voice for QC/QA
specifications may be easier in application since the results, rather than the work
method, are measured.
(3) The primary goal is clear communication -- what is required of the contractor
and how the completed results or method requirements be will measured by the
SHA.
e. All terminology should be defined, particularly terms that are part of the required
work responsibility of the contractor or those that have a bearing on the quality of
the work or its measurement.
f. Instructions not included in the specifications must be specific and be included in

the bid package. If the contractor must wait until after contract award to receive
instructions from the Engineer, higher bid prices will naturally result.
g. Clarity is the responsibility of the writer. According to claim judgments made by

the courts, the writer of specifications (the highway agency) is responsible for any
conflict or confusion resulting from application of the specifications.
7. FAIR AND EQUAL CONSIDERATION
a. References to information not specifically included within the contract document

should be accompanied by notification of where the information can be obtained.
The notification should include a contact office and telephone number so the
information is available to the contractor, suppliers, and subcontractors.
b. All requirements should be definitive and measurable. Requirements that involve
"opinions of the Engineer" cannot be realistically bid since the quality
requirements are not defined. Some terms are very difficult to define or measure
unless additional information is provided, such as "a stand of grass," or "clean."
The inclusion of requirements beyond what can be measured equally by both
parties to the contract, or requirements that are open to differing opinions, should
be eliminated.
c. Specification requirements should be based on procedures that are necessary to

produce the measurable qualities desired by the SHA. Specifying procedures or
properties that cannot be justified by experience and credibility, or that are not
related to the product quality may lead to a conflict that cannot be equitably
resolved.
d. Both parties cannot have the same authority and responsibility. The particular
responsibility and authority of both contract parties must be clearly identified for
all payment and procedure items.
8. PRIMARY REVIEW POINTS
a. Continuity of Thought and Logic - Continuity of information and thought needs to

be checked throughout each section of the specifications.
(1) In this review process, consider the reader unfamiliar with the subject
presented, and use "bite size" portions of information.
(2) In addition to the five-part format categories, the subject should be arranged
into discrete, complete messages that can be expressed simply.
(3) Assure that the information in each message is presented in a logical, step-by-
step continuous manner before moving on to additional material. The critical
information needed in the message will become apparent as the logic is examined.
(4) Once a clear message is provided, use a new paragraph (or a new sentence) to
present the next message.
b. Method of Presentation and Overall Organization - The sequence of the

information and requirements should be reviewed and evaluated to assure clarity
and continuity of thought. Locating information necessary for the accomplishment
of the contract tasks should not be difficult for either the bidder or the SHA
personnel.
(1) The Standard Specifications and their revisions are used and relied upon by
third parties outside the contract but integral to the process. A well organized
specification eliminates confusion and results in a smoother contracting process
that, in turn, provides economic benefits to all concerned. Subsequent revisions,
in the form of supplemental specifications or special provisions, will disrupt the
presentation of information, if the Standard Specifications are not clearly
presented and organized.
(2) Presentation and organization are also important in the individual Contract or
proposal. Arrangement of the subject matter, using the base format numbering
system and sequence of the specifications, will provide an easier referral system
for specification users.
c. Clarity of Measurement Procedures - Provide a clear description of the qualities to

be measured for payment and the method of measurement.
(1) If a method of measurement cannot be defined, the need for measurement

should be questioned. Unless a definitive method can be provided for use by both
the contractor and the SHA, with unequivocal interpretation where possible, there
will be conflict over the measurements taken.
(2) Where and when the measurement is to be made in the construction or

processing procedures must also be clear. If sequential measurement and approval
actions will be necessary, the sequence should be clearly spelled out.
(3) If the points in the work sequence, where the quantity and quality
measurements are made, are not compatible with the work sequence, a clear
description of the responsibilities regarding removal of unacceptable work or
reduced payment must be provided. The consequences of failure, which include
subsequent work that will be disturbed or removed as a result of the test or
measurement determinations, must also be defined.
d. Conflicting Information and Requirements -
(1) All of the information provided must be coordinated with other requirements
located throughout the specifications and reference documents to eliminate
conflicts. The requirements of each specification provision must dovetail with the
requirements of necessary preceding and succeeding provisions to accomplish the
task described.
(2) The procedures used by the SHA to administer the contract, monitor
construction, design the work, and sample and test compliance with the contract
requirements must complement the specifications. If a procedure used might
counteract the specifications, a change should be made in the procedures or
specifications to prevent the situation.
9. DEVELOPMENT AND FEEDBACK. To ensure total coordination of work-related

technical requirements with administrative requirements, the specification writers and
reviewers must become thoroughly familiar with the general provisions (usually Division
100 in the Standard Specifications) and the entire bidding and contracting procedures
used.
Detailed knowledge of both the technical and the administrative requirements and
concerns is not always available from one or two individuals. The use of a committee
or group of knowledgeable individuals to develop and evaluate the specifications is
preferred.
a. Enforcement - If the specifications are to be credible, all provisions must be

enforceable and enforced. Provisions not enforced in field application may point
to an inequality in the specifications or administrative actions that must be
corrected.
The reason(s) for non-enforcement need to be identified and corrected wherever

they exist. Some common reasons for non-enforcement are: (1) improper
administrative procedures used, (2) conflicts due to other specifications, (3) lack
of clarity in the specifications, and/or (4) specifications that are punitive, without
justification, or are used to cover basic failures in contract administrative
procedures or contract preparation.
b. Feedback Data - Problem areas due to specifications will become apparent in the
evaluation of the field inspection report findings made by the FHWA and the
SHA. Comments from industry groups should be considered.
(1) Year end summaries of common change orders, time extensions, other
contract revisions, and claims will also indicate whether or not there are
specification deficiencies. A regular review of these items is recommended as a
check on the adequacy of the specifications.
(2) A review check should be made during project development to determine

whether all the information included in the bid package is applicable to the project
advertised. For example, two different special provisions may be printed back to
back on a sheet of paper as a means of economizing. Insertion of the sheet in the
bid package -- when both provisions do not apply to the contract -- will provide
information that is not needed, waste the bidders time, and lead to confusion.
Making constructability reviews when all of the contract provisions are available
will also provide information regarding the applicability of the contract
documents.
c. Review of "Grandfather" Application - Standard Specifications is often the final

result of special provisions which where changed to supplemental specifications
and then Standard Specifications. The applicability of special provisions within
the broader range of the Standard Specifications should be continually monitored.
An up-to-date special provisions list should be maintained to allow a quick
comparison of the Contract requirements provided and the provisions available.
d. Development - Specification development and evaluation should be performed by

a multi-disciplinary group. Representation of the FHWA in the review group is
strongly recommended. A multi-disciplinary review group within the FHWA
Division is also recommended.
(1) Within the groups used to develop and evaluate the specifications, caution
must be used to identify the best approach to address organizational "mind set"
problems and any biases of the individual members. A free and comprehensive
exchange of information between all members of the groups is needed.
(2) If a procedure is used by a SHA department or division that generates conflict

or uncertainty in the specification applications, the procedure causing the conflict
or uncertainty should be adjusted or revised.
(3) The specification review and development process should be continuous

(between publications) to account for impacts of new provisions and procedures.
e. Reviewing Specifications - A single review done at one sitting will not adequately
complete the evaluation. Once reviewed, the material should be set aside and
rechecked later to provide a fresh approach to the language and content. The need
for subsequent review will be reflected by the comments and revisions noted.
(1) A separate specification review by a disinterested third party can provide

valuable insight and evaluation of the material. The questions raised can point out
basic problem areas, such as assumed knowledge or need for the requirement.
(2) Review for legal sufficiency is also suggested. This review should concentrate
on the legal sufficiency but not require the attorney to write the specifications.
"Legalese" language should be avoided.
f. Resource Files - A comprehensive file system should be maintained to provide a

reference base that will track the development and success of each special
provision, supplemental specification, or new specification. As each version is
revised, the area and date of the revision should be noted to alert the user of the
specification changes.
(1) The revised specifications should be filed by subject, whether revised as a

special provision or as a supplemental specification, and maintained in a master
file.
(2) Specifications are influenced by the legal requirements of the States and the
Federal Government. Therefore, a file should be maintained of State and Federal
laws that impact the construction and design processes. A policy statement file
should also be maintained concerning the implementation of highway contracts.
Extra care in the purging or updating of these files is recommended.
TECHNICAL ASPECTS OF WRITING SPECIFICATIONS
Writing specifications shall be in the following format:
1) Microsoft Word version as required by the Specifications Engineer.

2) Margins: top, bottom, right and left – 1inch.
3) Headers/Footers: ½ inch margin – top and bottom.
4) Font shall be 12 point letter size, with the exception of the heading which is outlined below.
5) Date shall be located in upper right corner (header) on all pages of the Special Provision
indicating the date written or the latest revision date.
6) Page number out of number of pages is to be located at bottom of page (footer), i.e. “1 of
15”.
7) The heading is to appear at the beginning of any and all specifications, whether standard,
supplemental, project specific or standard special provisions. The heading is to in bold print
and font size 14.
a. Project information will be excluded from the heading when additions or revisions are
being made to the standard and supplemental specifications and the specification revision
has been approved by the Specification Committee and FHWA.
b. Project information is, however, included in the heading to indicate additions and
revisions to the standard and supplemental specifications that apply only to an individual
project or to a small group of projects.
c. The number and title of the major section of the specification being changed are to be
included in the heading.
d. Example of a “Project Specific” heading:
SPECIAL PROVISION
FOR
STATE PROJECT: _______________
FEDERAL PROJECT: ____________
FOR
SECTION ____
(TITLE OF SECTION)
e. Example of a “Standard Special Provision” heading:
SPECIAL PROVISION
FOR
SECTION ____
(TITLE OF SECTION)
8) The subsection and title of the specification being changed is indicated in bold letters.
.
111.2-Abcdef:
9) Briefly describe the action to be taken. The description of the action to be taken is typed in
ALL CAPS with the first line indented five spaces as shown in the following examples:
ADD THE FOLLOWING:

ADD THE FOLLOWING AFTER THE LAST PARAGRAPH:
CHANGE THE DESCRIPTION TO READ AS FOLLOWS:
CHANGE THE PARAGRAPH TO READ:
DELETE THE ENTIRE SECTION AND REPLACE WITH THE FOLLOWING:
DELETE THE FIRST PARAGRAPH AND REPLACE WITH THE FOLLOWING:
INSERT THE FOLLOWING AS THE FIRST SENTENCE OF PARAGRAPH THREE:
The above examples are just samples of the descriptions used to describe the action to be
taken when changes are required in a specification.
10) Actual changed text or information to be incorporated into the specification.

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DESIGN

WEST VIRGINIA DEPARTMENT OF

SECTION 100 - ADMINISTRATIVE

101 .........................Correspondence ........................................................................06-18-14

102 ........................Shop Drawings and Catalog Sheets ...........................................01-09-09

104 .........................Pre-Bid Conferences .................................................................01-23-19

105 ........................Specification, Publication, and Material Procedure

Approval Process .....................................................................08-01-19

106 ........................Approval for Patented or Proprietary Products..........................08-21-15

SECTION 200 - COORDINATION/ENVIRONMENTAL

Coordination 200 – 249

200 .........................Project Development Process ...................................................03-30-12

201 .........................Public Involvement Process......................................................06-25-15

202 .........................Field and Office Reviews for Initial Engineering,

203 ........................Natural Resources Conservation Service Coordination.............07-01-06

204 .........................Guidance for Use of CPM Schedules for Projects

205 .........................Guidance for Preparation of Design Reports

206 ........................Guidance for Location and Design Approvals...........................06-18-14

207 .........................West Virginia Division of Highways “Context

Environmental 250 – 299

250 .........................Dust Palliative ...........................................................................07-01-06

251 ........................Temporary Erosion and Sediment Control.................................04-15-21

252 ........................Environmental Mitigation Items ................................................07-01-06

253 .........................Noise Analysis and Abatement Guidelines...............................08-19-11

270 ........................Mussel Surveys and Relocations................................................06-21-11

271 ........................Environmental Project Clearance Submissions .........................11-18-11

SECTION 300 - RIGHT OF WAY/UTILITIES

301 .........................Right of Way Plans ...................................................................1-28-21

302 .........................Hazardous Waste ......................................................................10-01-03

303 .........................Railroad and Utility Involvement .............................................10-01-03

304 .........................Railroad-Highway Grade Crossings .........................................10-17-06

305 .........................Waterline and Sanitary Sewer Relocations ...............................10-01-03

306 .........................Approval Procedure for Water Supply

307 .........................Access Determination/Resolution.............................................11-01-94

308 .........................Driveways on Division of Highways' Rights-of-Way ..............08-01-03

309 .........................Fence Maintenance Policy on

310 ........................Utility Status Notes, Non NHS Projects ....................................10-01-03

311 ........................Utility Status Report, NHS Projects...........................................10-01-03

312 .........................Deed Description Preparation for Division

313 .........................Asbestos Inspection Reports .....................................................11-14-19

SECTION 400 - SOILS AND GEOLOGICAL DATA

401 .........................Procedure for Core Boring Contracts .......................................07-01-06

402 .........................Soil and Geologic Data .............................................................12-23-05

403 ........................Guide for Design in Cut Sections ..............................................07-01-06

404 ........................Typical Fill Bench and Berm Design.........................................11-01-94

405 ........................Grading Transition Detail ..........................................................02-26-98

406 .........................Earthwork Factors.....................................................................02-26-98

407 ........................Guidelines for Unsuitable Material............................................12-23-05

408 ........................Cascades in Rock Cuts...............................................................03-04-98

409 ........................Geotechnical Inspector...............................................................11-28-06

SECTION 500 - DRAINAGE

501 .........................Drainage Manual.......................................................................12-15-08

502 ........................Maximum and Minimum Fill Height Tables for

503 .......................Selection of Pipe Materials .........................................................04-04-18

504 .......................Design Discharge Determination ................................................07-10-20

505 .......................Ditch Linings ..............................................................................07-10-20

506………………Post Construction Storm Water Management….............................03-10-20

SECTION 600 - DESIGN

Geometric Design 601 - 620